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drift null procedure can be accomplished when the helicopter
is on the ground or during flight. First, select
DTV or FLIR narrow FOV as the sensor; then aim the
reticle at an easily observed object. Place the Boresight
Enable switch in UP position and wait for at least 5 seconds;
then use the AZ and EL thumbwheels to null
the turret drift. When the servo drift is nulled, place
the Boresight Enable switch in CENTER position and
the procedure is complete.
4-41
TM 1-1520-238-10
(2) Auto Drift Null. Auto drift null is active from the
time the TADS is first turned on. The only time it is
inactive is when the manual servo drift null procedure
has been accomplished. If the manual procedure was
accomplished, the auto drift null can be reactivated by
placing the Boresight Enable switch in UP position for 2
seconds and then placing it back to CENTER position.
Auto drift is not as precise as the manual procedure so
some residual servo drift will always be present when it is
active.
The narrow and zoom FOV TADS
FLIR imagery has inaccuracies for
lasing or weapons direction following
TADS internal boresight. TADS
outfront boresight validation and
adjustment (if necessary) shall be
performed prior to using the TADS
FLIR imagery for laser or weapons
operations.
b. Boresight. Boresight procedures consist of cue
update, internal boresight, outfront boresight, and
manual boresight.
(1) Cue Update. Performance of cue update
ensures that the TADS turret is in proper position relative
to the boresight assembly prior to firing the laser for
internal boresight. If cue update is adjusted, outfront
boresight must be performed following the cue update.
Cue update procedure is contained in paragraph
4.31.7.a.
(2) Internal Boresight. Performance of internal
boresight aligns DTV and FLIR to laser LOS and DVO to
DTV LOS. Internal boresight shall be performed as part
of preflight procedures prior to any firing of laser or
weapons when TADS is used as imaging sensor.
Internal boresight can also be performed in flight to
ensure boresight accuracy without requiring. outfront
boresight as a follow-up. Internal boresight procedure is
contained in paragraph 4.31.7.b.
(3) Outfront Boresight. Performance of outfront
boresight ensures FLIR LOS is in coincidence with laser
LOS. Outfront boresight shall be checked as part of
preflight procedures prior to any firing of laser or
weapons when TADS FLIR is used as the imaging
sensor. Outfront boresight must be performed after a
cue update adjustment. Target requirements for the
outfront boresight procedure are as follows:
(a) A target a minimum of 0.5 km away from the
helicopter is required. Target must be clearly visible and
trackable through both FLIR and TV sensor NFOV.
Target must have the same center as viewed in both
FLIR and TV sensors.
(b) Outfront boresight procedure is contained in
paragraph 4.31.7 c.
(4) Manual Boresight. The manual boresight
procedure is used only to recapture or center the FLIR
laser spot. It is not an acceptable boresight procedure
for normal flight operations. Manual boresight procedure
is contained in paragraph 4.31.7 d.
4.25 PILOT NIGHT VISION SENSOR (PNVS) AN/AAQ-
11.
IFF transmission on the upper
antenna may cause the PNVS to slew
toward the fixed forward position and
then back to LOS. If this occurs, turn
the Transponder off or use the lower
antenna only duringnight NOE PNVS
operation.
The PNVS is used by the pilot for externally aided vision
at night or during adverse weather. The PNVS consists
of a stabilized FLIR contained in a rotating turret
mounted above the TADS (fig 4-16). Refer to table 4-14
for PNVS equipment data. When selected, the turret is
slaved to the crewmember helmet LOS. This is
accomplished using the IHADSS which also presents the
FLIR image and symbology video to the crewmember on
the HMD. The PNVS image and symbology can be
displayed on any of the displays in the helicopter through
use of the VID SEL switch. Control of the PNVS turret is
governed by the SIGHT SEL switch. Normal operation
calls for the pilot to have priority control of the PNVS
turret; however, in the event the pilot becomes
incapacitated, the CPG may take control of the PNVS
through use of the PLT/GND ORIDE switch, the SIGHT
SEL switch, and the collective NVS switch. Four
degraded modes of operation exist when using the
PNVS. In two of the degraded modes corrective action
by the fire control system occurs automatically. The
　
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