(DRAFT)
Predator Sensor
Operator Student Handbook
Table of
Contents
·
Introduction
·
Device
Procedures
·
MTT Introduction
·
Syllabus Training Objectives
·
What the Instructor is Looking For
·
Proactive
·
During
the First Few Lessons
·
Launch
Procedures
·
Climb/Level Off/Cruise
·
KU Power Up
·
Descent/Arrival/Before Landing
·
After Landing/Shut down
·
Basic
Traffic Patterns and Instrument Flight Procedures Definitions
·
·
Fence Check
·
Sensor Operator Video Muxing
Guide and Sensor / Video Troubleshooting Guide
Introduction
This handbook is intended for the Sensor Operator (SO)
student to use prior to, during, and upon completion of initial qualification
training. It should be used as an aid
and never takes precedence over technical orders (TO) or instructor direction.
Information in the book is based on a combined experience
of over 100 years of Predator experience and 10,000 hours of flight time. This book is a tool to aid the student in
recalling and performing Predator SO duties.
Academics and Beyond
Some basics to success in the class and beyond are: Get
enough rest, read the TO, and fly often.
Always review the requirements ahead of time. Ask questions to yourself about the material
and look for the instructors or experienced crewmembers to answer them.
Syllabus Training Objectives
Being familiar with the SO IUT syllabus is a cornerstone
in the foundation of your success in this course. The sooner you know where to access the
syllabus the better.
Simulator (MTT) Introduction
When complete with initial class
room academics the student will begin a fast paced series of device or
simulator training events. The first of
these events will use the Multi-Task Trainer (MTT) to introduce the SO to
specific equipment and software location and basic manipulation. While the MTT does not come close to the real
thing, it does allow for approximately 50 percent of typical menu and checklist
area practice. After the MTT introduction,
the student can prepare for future lessons by reviewing the previous and next
events using the syllabus.
What is the Instructor is looking for?
By the first device all students have had associated
classroom academics. Some students will
remember a lot, others will remember very little. For your first device lesson the instructor
will not expect much. The student has
not been exposed to the MTT yet. However, following an introduction, the
instructor will expect retention and demonstration of previous information of
ever increasing detail.
The instructor will begin to
introduce the pilot sensor operator (PSO) equipment areas required to
accomplish all checklist steps from Rack Configuration through the Pre-Takeoff
Check. The instructor will also be
sampling the student's knowledge and attitude.
The initial device events will tell a lot about the student.
The student should review the
previous lessons and the next from this time forward. An
ideal student will demonstrate excellent retention and have a positive
attitude.
Proactive
Prior to any lesson, use the Dash-1 to identify menu
paths for all "SO specific" areas for Rack Configuration through Shut down. The student should annotate menu paths in
their checklist:
For example: In a step for the Rack Configuration
checklist: Payload Power - Off (SO). The path is Payload and Frequency Control,
Versatron EO menu, Payload Power Off.
The student could have PF, VEO, Payload Off following this step in the
CL.
During the First Few Lessons
The
procedures to turn the MTT's on and off are listed on each MTT. The instructor will initially do this, but a
sharp SO needs to become proficient at using the MTT. Most new SO's forget that the center keyboard
types on the PSO 1 lower liquid crystal display.
The following is a list of various functions that will
be covered and mastered in the MTT's:
Focus: This
is the Flap Lever. The "F" in
FIZ
MTS
Focus: DTV/IR: Non Linear -- Forward or aft drives the motor, center is neutral
Iris: This
is the prop lever. The "I" in
FIZ
MTS
IR: Auto Iris -- no effect. Manual Iris -- selectable on the Payload tool
bar (must be in payload graphics). In the menus (PF, Video, IR controls - select
manual)
Adjust
gain/level using the up and down arrows
Note:
The Iris lever must be in the neutral position otherwise the manual adjustments
will not work and the picture will
fade to black or white
Zoom: This
is the throttle lever. The "Z"
in FIZ
MTS
DTV/IR: Stepped zoom. Ultra wide, Wide, Medium, (Narrow Medium – IR
only) Narrow, Ultra Narrow, 2X, and 4X
MTS
Top Left: Toggles between IR and DTV
MTS Top
Right: Ready to fire laser
MTS Trigger:
Fire laser. (Top Right must be depressed initially, and then it can be released Additionally, the laser must be armed in
the HDD. Use appropriate Hellfire
checklist)
Control
Stick: Used to move the MTS ball
MTS
Ball/Middle button: used to trim the payload. Not to be used for pattern
operations
Trigger:
first detent builds area track, second detent builds point track
Top
left button: breaks track
Top
right button: not used
Right
side button: transmit on the radios
Keyboard: Used to enter menus and type information into
the system
Heads-down
Displays
Status
and Command Display: Status display has
the warning area and Aircraft status area (green
area), Command display has the menus and the Data link status area.
VITS: Located in Display, Heads Down
Display.
Warning
area: Located in Display, Heads Down Display. Extend this to 14 at the Aircraft
Initial Link CL and back to 8 at Engine Run-up
Configuration: Zero pitch and roll trims
Diagnostics: Joystick dead band
Acknowledge
Warning: Turns off audio tone and
light. Same function as the period key
Display: Heads Up Display: Viewing timer controls etc are under Display,
HUD, Timer.
Graphics
enable/disenable is located there as well.
MTS graphics are located in Display, payload
display.
HUD
Video Source: Changing this is like
changing the channel on your TV at home.
To change the HUD video
source select Display, HUD, HUD Video Source.
When LOS is the only TX/RX available,
the options are TX 1 and TX 2. When KU
is up the HUD video sources available increase
to TX 1, TX 2, Enerdyne and VQ. TX 1 and
2 will be available while within LOS range.
If
LOS is the only source, TX 1 and TX 2 will have a video signal. If KU is up, then Enerdyne and VQ will be available. As long as the Predator is in LOS, TX 1 and
TX 2 can also be used.
Digital
LOS is another option, and works the same way, however as of this date, this
instructor has not used it.
Payload
and Frequency Control: Go to Payload
Freq. Control, Airborne Video MUX to change the
camera being viewed on a Transmitter.
This is how cameras are changed while in the pattern.
(Note:
While at altitude, the SO will change cameras using the appropriate buttons on
the Zoom control).
The SO must be familiar with both Pilot and SO
graphics.
Pilot
Graphics - used for pattern operations and other critical phases of
flight. The main markings on Pilot graphics are as follows
AOA - angle of attack. Indicates whether the aircraft is angled
positive (e.g. generally in a climb),
or negative (descending).
Air Speed - In Knots rather than
MPH.
VSI - Vertical Speed
Indication. Rate of climb or
descent. Shown in feet per minute.
RPM/MAP - Revolutions Per
Minute/Manifold Air Pressure. RPM is
common knowledge. MAP is indicated by
a number demonstrating inches of helium.
That number means how much gas
is going into the manifold.
Alt AGL or MSL - We always fly in
MSL because that standardizes altitude for all aircraft. This is toggled in Display, HUD.
AGL means above ground level. MSL means mean sea level. The difference between AGL and MSL are: AGL is the aircraft's altitude over the ground
directly below. MSL is the aircraft's
altitude above sea level. The height of
mountains on maps is given in MSL. Creech AFB is 3110 MSL. This means that Creech’s runway 3110 feet
above the ocean.
Payload
Graphics - used for all other phases
of flight. The following procedure will change the HUD to sensor graphics from
flight graphics: (Note: this typically occurs during the climb check).
Toggle to
Payload graphics (Display, HUD), Disable GCS graphics (Display, HUD Payload
Display), Enable MTS graphics (PF, Video, AAS-52 System). Changing back is
required for transitioning into the pattern for landing procedures. (Note:
Changing from payload graphics to flight graphics typically occurs during the
descent check).
EO/IR Sensor Control Bar
Payload
Off,
Vert - positions the payload looking
straight down with +/- 4 degrees bearing available. Full elevation
is allowed. TGT - aims the payload based
on operator input on HUD and tracker. When
selected the cursor turns into a targeting crosshair.
AUTO - When selected, the EO/IR
sensor receives input from the operational mission.
IRIS - Auto/Manual - Allows tool bar
deactivation/activation of the auto iris function.
Gain - adjust sensor response speed.
MTS
Graphics - The main markings for MTS
graphics are as follows:
Upper Right - aircraft lat/longs, and height MSL or
HAT (height above target - this is a height based on the aircraft altitude and MTS
target altitude. It is not computed the same as slant range, or AGL ).
Lower Right - payload lat/longs,
bearing of payload position based on magnetic north, range to target area in meters/yards/nautical
miles. TWD indicates the target width
(ground distance (x- axis)
across visible the monitor)
Lower Left - laser status messages
Middle Lower Left - payload
depression angle
Middle Upper Left - internal
temperature of turret, laser pulse response frequency (used for Hellfire), payload DTV/FLIR status area.
Center - Field of View (FOW) limit -
defines the limits of the next smallest FOV.
Track Gate - Point track hugs the
target, Area track corners indicate extent of correlation area.
Tracker
Detailed
discussion of the tracker can be found in section 1 of the Dash 1. The
following are discusses applicable areas.
Map -
located in the Middle Lower Right contains the name/label of map being viewed.
Adjacent maps will be indicated
by an arrow load buttons (arrows to change maps)
Zoom
in/out - Right click and if a map is available the Zoom in/out will be
darkened. Ensure that the cursor is over the area you want to Zoom to.
Console
assignment indicator (pilot or sensor) - lower right corner
EO/IR
Sensor Footprint/Payload pointer - The top of the sensor footprint is always
the top of the HUD.
Waypoint
information - Operational mission has circles for waypoints, Emergency mission
uses diamonds. Active Operational mission
is orange, emergency is red). A Non
active mission is magenta. A
selected mission (for editing) is green.
Control
Point - located in the Payload area of the tracker. This feature allows for plotting a point that provides time, distance and
bearing from the aircraft's present location to the control point. Control
points can be used to respond to impromptu tasking requests.
GDT
position/location - appears as a magenta cross on the tracker once a GDT
location has been applied in the
presets window.
Compass Rose - The long magenta arrow
represents the GDT bearing, the orange arrow represents
the aircraft.
AV heading
indicator - magenta short arrow.
GDT
azimuth indicator - red long arrow.
Heading
hold bug - displayed only when pilot is in heading hold.
Telemetry - 3 areas displayed
UAV
status: position, heading, course, range/bearing, wind speed/direction, fuel
remaining/used
Navigation
status: information to the next waypoint or control point
Payload
status: information where payload is pointing
Pulldown
menus
File/Maps:
Activates the Load New Map window ---- /data/ga/maps/nellis/* (DEMPC data base)
filter, then select the map you
want.
Transfer:
Activates the File Transfer Protocol (FTP) tool window - Used to transfer
mission between PSO racks.
Waypoint
Editor: Activates the Waypoint Editor window Move or change waypoint
information.
Payload
Controls: Activates the Payload Controls window.
Mission
Editor: Activates the Mission Editor window Allows editing of
Clear:
Clears mission selected
VCR
playback (downlink): Links the PSO to
the output of the GCS VCR. Used to
display recorded down linked telemetry
and video
Zoom
In/Out
Declutter:
Allows operator to remove graphics from the tracker
Coordinate
System - toggles from geo's to UTMs
Display
Compass Rose
Track
Cursor Position: Activates cursor position box. Displays cursor coordinates
Dim
Map
Control
Point
The
following areas will be covered in detail in the MTTs. Additionally, these areas apply to normal
"launch, fly and recovery" procedures
Launch Procedures
A well trained crew can
efficiently launch a plane in about 30-40 minutes. Verbal pauses between steps
due to “UMs” and other crew induced slow downs can extend launches
dramatically.
Rack
Configuration
Tapes: Write the Date, AV number, rack number, Pilot
name, and tape number.
Tracker display: Pilot uses local flying area or NTTR for
emergency mission set up, The SO uses the taxi map.
Ground
Control Station Configuration - Read the everything but the “OFF” areas
Presets
Accomplished
by the pilot in the Presets file.
OK must be
selected to input values to the aircraft.
SO sets
Chart recorder configuration to 1
Aircraft
Initial Link
(Before
switching racks make sure pilot and sensor controls match.)
Controls ‑
Check (SO, CC). To avoid injury, the
Sensor Operator must verify flight controls are clear with the Crew Chief prior
to actuation.
Move the
control stick full aft, full forward, full right, and full left, Crew Chief
will verify movement. Check movement of
elevators and ailerons on VIT 2.
Move the
rudder pedals right, neutral, left, and neutral, Crew Chief will verify
movement. Check movement of rudder on
VIT 2.
Apply
brakes. Verify 100% on average brake command and increase in brake feedback on
VIT 6.
Move the
propeller to full coarse and back to full fine, Crew Chief will verify movement. Check movement of prop pitch feedback on VIT
2.
Move the
flaps to half down and back to neutral, Crew Chief will verify movement. Check movement of flaps on VIT 2.
Move GDT
slew switch first right and then left and verify movement in both directions on
the Tracker Compass rose display, Crew Chief will verify movement.
If power
is cycled to the aircraft, all asterisk items must be re-accomplished
Aircraft
Preflight
Accomplished
by the pilot and crew chief.
Make sure
no steps are missed.
Annotate left
and right brake offset on white board. Can be found on VIT 16
Confirm
all INS warnings have disappeared from the heads‑down display and
aircraft position on the tracker display is correct.
Ice
detector test, monitor VIT 31, let pilot know when ice is no longer detected
Primary/secondary
global positioning system (GPS); watch for jump of AV symbol, when going from
primary to secondary GPS and back. VIT
23 for altitude change.
Engine Start
Accomplished
by the pilot and crew chief.
Make sure
no steps are missed.
Engine Run
Up
Time
limited from throttle - full forward to throttle - idle to limit engine wear
and tear.
Accomplish
sensor DTV calibration; aligning DTV crosshairs with pilot’s nose camera
crosshairs, if time.
Taxi
Brakes –
check, accomplished at 5 kts. taxi speed.
C-band Link
Test
The
Pilot will normally perform the check silently and let you know when the check
is completed. The minimum distance is .05 to 1.5 nm.
The
sensor calibration (DTV and IR), if not previously accomplished, can be done
during this time. Annotate the setting on the white board.
As
required, depending on the type of payload ball, check operation of all cameras
and calibrate the IR sensor. Sensor HUD crosshairs should be aligned and
trimmed to match pilot's Nose camera HUD crosshairs.
Pre-Takeoff
Sensor
calibration (DTV and IR) if not previously accomplished, annotate setting on
the white board. Check operation of all three cameras and
calibrate the IR sensor. Sensor HUD crosshairs should be aligned and trimmed to
match pilot HUD crosshairs.
Back up
pilot where possible on command screen, datalink status display.
Display
and set the GMT clock and mission timer on the HUD, as required.
Set
tracker displays for both racks. Normal configuration for takeoff is local
flying area chart on the pilot tracker
display and taxi map on the payload tracker display.
Pilot
should brief applicable crew members on appropriate actions during departure.
Pilot should brief normal procedures, emergency procedures, and ATC
departure. Minimum briefing should
include departure runway, weather, rotation speed, climb out speed, procedures
and abort point. Sensor will use moving
aircraft icon to make a mid-field call.
Climb/Level
Off/Cruise Procedures (TBD)
KU Power Up
Contact the communication technician 10 minutes in
advance is a technique to expedite start up.
The pilot needs to be cleared to by the technician to TX - Enable.
There is a note in the Dash-1 to wait until
the SPMA warning message extinguishes before moving on with the checklist.
When the pilot selects Link Type KU several
changes occur.
Descent/Arrival/Before Landing (TBD)
After Landing/Shut down (TBD)
Basic Traffic Patterns
and Instrument Flight Procedures Definitions
The
SO is graded on pattern duties while in the FTU. The following information will help a new
sensor operator remember what was learned in academics and to recall what was
recently accomplished in the MTT and in-flight regarding pattern activities.
Altitude
The height of a level,
point, or object measured in feet Above Ground Level (AGL) or from mean sea level (MSL).
MSL altitude
Altitude expressed in feet measured from mean sea
level.
AGL altitude
Altitude expressed in feet measured above ground
level.
Traffic Pattern
The traffic flow that is prescribed for
aircraft landing, taxing on, or taking off from an airport. The
components of a typical traffic pattern are upwind leg, crosswind leg, downwind
leg, base leg, and final
approach.
Visual Flight Rules (VFR)
Rules that govern the procedures for conducting flight
under visual conditions. The term VFR is
used in the
Aircraft flown and
maneuvered by visual reference to the ground.
The two Predator VFR patterns are the VFR pattern and the Simulated
Flame Out (SFO) patterns.
Upwind leg
A flight path parallel to the landing
runway in the direction of landing.
Crosswind leg
A flight path at right angles to the
landing runway off its upwind leg. This leg is typically flown climbing/descending to or at 3900' MSL for
the VFR pattern.
Downwind leg
A flight path parallel to the landing runway in the
direction opposite to landing. The downwind leg normally extends between the
crosswind leg and the base leg. This leg
is typically flown
climbing/descending to or at 3900' MSL for the VFR pattern.
Base leg
A flight path at right angles to the landing runway
off its approach end. The base leg
normally extends from the downwind leg
to the intersection of the extended runway.
This leg is typically flown
climbing/descending to or at 3900' MSL for the VFR pattern. Final approach
A flight path in the direction of landing along the
extended runway centerline. The final approach normally extends from the base leg to
the runway. An aircraft making a straight-in approach VFR is also considered to
be on final approach.
Simulated Flame Out (SFO) pattern
Used
by the Predator in the event of a possible or actual engine failure.
ISAFAF Simulated Flame Out (SFO) pattern
High Key: 4900 - 5100 MSL, Low Key:
4300 - 4100, and Base Key: 3900 - 3700.
NOTE: A straight in SFO requires 600 feet of
altitude for every 1 mile of glide.
Instrument Flight Rules (IFR)
Aircraft flown and maneuvered by
reference to aircraft instruments.
Instrument approach procedures
A series of predetermined maneuvers
for the orderly transfer of an aircraft under instrument flight conditions from the beginning of
the initial approach to a landing or to a point from which a landing may be made visually. It is prescribed and approved for a specific
airport.
Initial approach
The segment between the initial approach fix (IAF) and
the intermediate fix or the point where the aircraft is established on the
intermediate course or final course.
Final approach
The segment between the final approach point and the
runway, airport, or missed approach point.
Minimum descent altitude (MDA)
Associated with a NONPRECISION approach only. The lowest altitude, expressed in feet above mean sea level, to which descent is
authorized on final approach or during circle-to-land maneuvering in execution of a non-precision approach.
Missed Approach Point (MAP)
Associated with both the PRECISION and NONPRECISION
approaches.
Decision height (DH)
The height at which a decision must be made during an
ILS, MLS, or PAR instrument (precision)
approach to either continue the approach or execute a missed approach.
Non-Precision approach
A standard instrument approach with no electronic
glide slope provided.
Examples include; ASR, VOR, TACAN,
GPS.
Airport surveillance radar
Approach control radar used to detect and display an
aircraft’s position in the terminal area.
ASR provides range and azimuth
data (no vertical data provided).
Precision approach
A standard instrument approach procedure in which an
electronic glideslope / glidepath is provided. Examples include GLS, ILS.
Precision approach radar (PAR)
Radar equipment at some ATC facilities or military
installations that provides range, azimuth and
vertical guidance for an aircraft on final approach.
When you are getting ready to fly a mission there are
procedures that must be accomplished. Objectives
Review the syllabus. Some students print that page of the
syllabus.
Airspace
Safety is first.
Airspace and Aircraft deconfliction. Location of file: Shared,
scheduling.
Pilot Check in
If you don't check in with the Pilot, all your planning
could be for nothing. Try to find him, leave
a post it, or send an email.
Targets
Target List, Falcon View.
In Falcon View: find/plot targets.
SPINS/Standards
Read these and be extra familiar with the SO specific
areas.
Scenario
Keep it simple. The Ops Web Page has all the
information. Have the following: Threat, Tactical Plan, Timing, Pop Up
threats, and Adhoc Plan.
BRI
Practice it. Get familiar with how to work the hardware.
Briefing items.
Don't miss any.
Measurable objectives are a standard. Check with your
instructor.
Ride Requirements - brief them.
Fence Checks
Chair fly them.
They don't need to take 20 minutes.
Flow/Chair fly -
Briefing, Execution, Debrief plan. Think team.
Don't be nervous.
Fence
Check (TBD)
Sensor Operator Video MUXing Guide and Sensor / Video
Troubleshooting Guide
The Predator UAV is a
complex system and at times it does not perform as expected. In these
situations, the operator’s knowledge of the system is tested. Below is a list
of problems that may be encountered and the potential solutions. There may be
other problems or solutions other than what is written here. However, the goal of this section is to
provide instructors with some tools to use when teaching sensor operator
students.
Problem:
The sensors
will not slew correctly.
Solution:
Make sure the “rate mode” is selected.
Problem:
Return link picture too choppy in
Enerdyne/VQ.
Solution(s):
Right click on
the HUD and check Enerdyne settings. If they are set too low here, they can be
changed in the Enerdyne menus on the tracker.
Problem:
Loss of return link in LOS or Ku (blank screen).
Solution(s):
Notify pilot – screen will be blank with no telemetry
if there is a monitor failure and blank with frozen telemetry if link failure
occurs.
If there is good telemetry with no picture, switch
sensors on the pedestal controls or through the menus to verify that it is not
the sensor.
Verify the correct HUD video source.
Verify the correct MUX setting.
Switch between LOS and Ku.
Ensure that the monitor brightness control is at the maximum setting.
1
Three critical phases of flight are: Takeoffs.
Landings. Approaches.
(Note: Crew
changeover, equipment malfunctions, operations checks, and 9-line creation can cause
loss of SA that may lead to flight rule deviations and other human factor
mistakes that are associated with critical phases of flight.)
During the critical phases of flight and when directed by
the pilot, (situations that may require a better command and return link to fly
the aircraft), the configuration of the LOS video is:
Pilot/PPO-1.
HUD video source – LOS primary.
Airborne video MUX – normally nose (situation will dictate).
SO/PPO-2
HUD video source – LOS secondary.
Airborne video MUX – normally day TV (situation will
dictate).
When
not in a critical phase of flight or when the pilot deems it
appropriate, (normally during climb or level off checklist) the sensor will
take LOS primary and the pilot LOS secondary.
When bring up the KU, changing the
datalink type from LOS to KU causes an AUTO MUX
This changes the PPO-1 HUD Video source
to VQ. The VQ is also “AUTO MUX’ed to Nose Camera, and PPO-2 HUD Video Source
to Enerdyne. The Enerdyne is then “AUTO MUX’ed to DTV.
RL rate select application will do the
same thing.
At that step in the checklist, there
will not be a return link, so the picture will be “frozen.”
During this step of the checklist a
typical question asked is “how do you know when the command link is established. The answer is “when the warning goes away.”
When bringing down the KU, datalink type LOS will
cause an “AUTO MUX” of PPO-1/LOS Primary(TX 1)/Nose and PPO-2/LOS Secondary(TX
2)/DTV.
