This course provides the aircraft technician with knowledge of the major assemblies, subassemblies,
and line replaceable units for AH-64A Helicopter mechanical systems. Discussions encompass
applicable Peculiar Ground Support Equipment (PGSE), technical manuals, helicopter systems
operation, helicopter systems/component identification, fault detection and isolation techniques, and
appropriate corrective actions.
Comprehensive classroom coverage consists of the purpose, location description and operation of the
various AH-64A mechanical systems, which consist of Airframe, Landing Gear, Brakes, Electrical
Power Generation System, Fuel System, Auxiliary Power Unit (APU), Engines, Hydraulics,
Pressurized Air System, Utility Systems, Environmental Control System, Flight Controls, Rotors and
Drives.
The practical exercises provide students hands-on experience performing system and component
identification, servicing and adjustment technique identification, aircraft inspections and systems
operation. The students will perform electrical system power-up and power-down procedures, APU
operation and helicopter systems operation.

Sku: AH-64A

Sensory Systems for Orientation
Orientation is the awareness of the position of the aircraft
and of oneself in relation to a specifi c reference point.
Disorientation is the lack of orientation, and spatial
disorientation specifi cally refers to the lack of orientation
with regard to position in space and to other objects.
Orientation is maintained through the body’s sensory organs
in three areas: visual, vestibular, and postural. The eyes
maintain visual orientation. The motion sensing system in
the inner ear maintains vestibular orientation. The nerves in
the skin, joints, and muscles of the body maintain postural
orientation. When healthy human beings are in their natural
environment, these three systems work well. When the
human body is subjected to the forces of fl ight, these senses
can provide misleading information. It is this misleading
information that causes pilots to become disoriented.

Table of Contents

Preface ………………………………………………………….iii

Acknowledgements …………………………………………v

Introduction …………………………………………………..vii

Table of Contents …………………………………………..ix

Chapter 1
Human Factors …………………………………………….1-1
Chapter 2
Aerodynamic Factors ……………………………………2-1
Chapter 3
Flight Instruments ………………………………………..3-1
Chapter 4, Section I
Airplane Attitude Instrument Flying
Using Analog Instrumentation ………………………4-1
Chapter 4, Section II
Airplane Attitude Instrument Flying
Using an Electronic Flight Display ………………4-15
Chapter 5, Section I
Airplane Basic Flight Maneuvers
Using Analog Instrumentation ………………………5-1
Chapter 5, Section II
Airplane Basic Flight Maneuvers
Using an Electronic Flight Display ………………5-33
Chapter 6
Helicopter Attitude Instrument Flying ……………6-1
Chapter 7
Navigation Systems ……………………………………..7-1
Chapter 8
The National Airspace System ………………………8-1
Chapter 9
The Air Traffi c Control System ………………………9-1
Chapter 10
IFR Flight ……………………………………………………10-1

Chapter 11
Emergency Operations ……………………………….11-1

Appendix A
Clearance Shorthand …………………………………..A-1
Appendix B
Instrument Training Lesson Guide ……………….B-1
Glossary ……………………………………………………..G-1
Index …………………………………………………………….I-1

Sku: faa-h-8083-15a-chapters1-4

Pitch Control
The pitch attitude of an airplane is the angle between the
longitudinal axis of the airplane and the actual horizon. In
level fl ight, the pitch attitude varies with airspeed and load.
For training purposes, the latter factor can normally be
disregarded in small airplanes. At a constant airspeed, there is
only one specifi c pitch attitude for level fl ight. At slow cruise
speeds, the level fl ight attitude is nose high with indications
as in Figure 5-1; at fast cruise speeds, the level-fl ight attitude
is nose low. [Figure 5-2] Figure 5-3 shows the indications
for the attitude at normal cruise speeds. The instruments used
to determine the pitch attitude of the aircraft are the attitude
indicator, the altimeter, the vertical speed indicator (VSI),
and the airspeed indicator (ASI).

Attitude Indicator
The attitude indicator gives the direct indication of pitch
attitude. The desired pitch attitude is gained by using the
elevator control to raise or lower the miniature aircraft in
relation to the horizon bar. This corresponds to the way pitch
attitude is adjusted in visual fl ight by raising or lowering
the nose of the airplane in relation to the natural horizon.

Sku: faa-h-8083-15a-chapters5-7

Special use airspace is the designation for airspace in which
certain activities must be confi ned, or where limitations
may be imposed on aircraft operations that are not part
of those activities. Certain special use airspace areas can
create limitations on the mixed use of airspace. The special
use airspace depicted on instrument charts includes the
area name or number, effective altitude, time and weather
conditions of operation, the controlling agency, and the chart
panel location. On National Aeronautical Charting Group
(NACG) en route charts, this information is available on one
of the end panels.
Prohibited areas contain airspace of defi ned dimensions
within which the fl ight of aircraft is prohibited. Such areas
are established for security or other reasons associated with
the national welfare. These areas are published in the Federal
Register and are depicted on aeronautical charts. The area is
charted as a “P” followed by a number (e.g., “P-123”).
Restricted areas are areas where operations are hazardous to
nonparticipating aircraft and contain airspace within which
the fl ight of aircraft, while not wholly prohibited, is subject
to restrictions.

Sku: faa-h-8083-15a-Chapters8-11

SEMIRIGID ROTOR SYSTEM
A semirigid rotor system allows for two different
movements, flapping and feathering. This system is
normally comprised of two blades, which are rigidly
attached to the rotor hub. The hub is then attached to
the rotor mast by a trunnion bearing or teetering hinge.
This allows the blades to see-saw or flap together. As
one blade flaps down, the other flaps up. Feathering is
accomplished by the feathering hinge, which changes
the pitch angle of the blade.
RIGID ROTOR SYSTEM
The rigid rotor system is mechanically simple, but
structurally complex because operating loads must be
absorbed in bending rather than through hinges. In this
system, the blades cannot flap or lead and lag, but they
can be feathered.

CONTENTS

HELICOPTER

Chapter 1—Introduction to the Helicopter

Chapter 2—General Aerodynamics

Chapter 3—Aerodynamics of Flight

Chapter 4—Helicopter Flight Controls

Chapter 5—Helicopter Systems

Chapter 6—Rotorcraft Flight Manual (Helicopter)

Chapter 7—Weight and Balance

Chapter 8—Performance

Chapter 9—Basic Flight Maneuvers

Chapter 10—Advanced Maneuvers

Chapter 11—Helicopter Emergencies

Chapter 12—Attitude Instrument Flying

Chapter 13—Night Operations

Chapter 14—Aeronautical Decision Making

GYROPLANE

Chapter 15—Introduction to the Gyroplane

Chapter 16—Aerodynamics of the Gyroplane

Chapter 17—Gyroplane Flight Controls

Chapter 18—Gyroplane Systems

Chapter 19—Rotorcraft Flight Manual
(Gyroplane)

Chapter 20—Flight Operations

Chapter 21—Gyroplane Emergencies

Chapter 22—Gyroplane Aeronautical Decision
Making

Glossary………………………………………………………..G-1

Index………………………………………………………………I-1

Sku: faa-h-8083-21

We are at a critical juncture in the history of the United States Air Force. We find
our service, our department, and our Nation in a transition period that will shape
the nation’s security for years to come. Tomorrow’s expeditionary Air Force will be
even greater than today’s—more agile, more compact, and more effective than
ever—ensuring global Air, Space, and Cyberspace dominance for the United States in
the 21st Century.
America’s Air Force, as a total force of Active Duty, Air National Guard, Reserve, and
Civilian, continues to prosecute the Global War on Terror while remaining ready to
engage whatever enemy chooses to confront the world’s preeminent Air, Space, and Cyberspace force.

TABLE OF CONTENTS

A Message From the Chief of Staff, United States Air Force __ I

How to use this book_ _________________________VII

The Chief’s Priorities_ __________________________1

Meeting the Global Security Challenge_______________7

2006 Air Force Crisis Response and Combat Actions______ 17

Key Air Force Personnel________________________ 25

Systems___________________________________ 26

Appendices_______________________________ 259

Air force Demographics_______________________ 261

Air Force Units of Operation____________________ 265

Combat wings______________________________ 267

Air force installation locations___________________ 269

Glossary of Terms/Acronyms_ ___________________ 279

Systems by Contractor_ _______________________ 287

Systems by State Of Manufacture_________________ 307

Sku: handbook

Most commercial rocket controllers available to buy are either expensive or do not have
many features. After a lot of searching I found nothing that met my needs. I wanted a
controller that could work multiple pads, as well as being easy to set up and pack away,
so I designed my own. It has the ability to control up to 8 pads through a 6 core cable.
You may want to be able to disconnect all your units. I used 6 pin DIN plugs so that all
the units can be disconnected and easily transported. I wont go into details of how this
works yet, although it is very useful as this type of cable is used in alarm systems and can
be purchased cheaply. Each pad unit has a two sockets for signal input and output, with
the input to the first pad unit coming from the controller. Any other units are then daisy
chained to the first pad box.

Sku: modelrocketlaunchcontroller