DEPARTMENT OF THE ARMY
XXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXX

OFFICE SYMBOL                                                                                      Date

MEMORANDUM FOR SEE DISTRIBUTION

SUBJECT:  Pilot Debrief Standard Operating Procedure

1.	Purpose:  Provides guidance for implementation of the Pilot Debrief Program. 

2.	Scope:  Applies to all assigned or attached personnel.  

3.	Definition:  A Pilot Debrief is the format by which aviators convey information and observances from an air mission that a crew flew. The ultimate purpose of a Pilot Debrief is to record the pertinent events of an aviation mission.  This record serves to consolidate intelligence and operational information for immediate action or future use by Aviation Mission Planners, ground operators and sister services, (i.e. Air Force, Marine aviation units) in order to develop a common operational picture.   

4.	Debrief Setting.  The pilot debrief should be conducted by a S2 Representative in the Company Command Post (CP).  The S2 Representative should proceed to the company CP to personally conduct each mission debrief.  The reasons for going to the Company CP versus performing the debrief in the higher headquarters are: Going to the company CP facilitates obtaining mission information in an open setting with the members of the entire crew, particularly in the case of a Surface to Air Fire (SAFIRE) debrief.  Secondly, higher headquarters are often extremely busy as the Battle Captains and collateral staff members conduct battle tracking.  Conducting the debrief in the company CP assists in obtaining the information quickly and without distraction as the aviator is at “home”.  Finally, conducting the interview with the entire crew facilitates crosstalk and gains the perspective from both aircraft and their respective crewmembers.  

5.	Debrief Timing.  Pilot debriefs should occur within two hours of the completion of a mission or as early as possible following return to the Command Post.  The timing of the Pilot Debrief is mission dependent, but conducting the interview as close to the end of the mission as possible facilitates recording of accurate information and assists in providing closure for the mission.  The final product from a Pilot Debrief in the event of a SAFIRE or any other reportable information; is the creation of a final storyboard and an analysis of the event that can be quickly acted upon or used for future Aviation mission planning and development of the enemy SITTEMP.  

6.	Pilot Perspective vs. S2 Perspective. The intelligence representative conducting the debriefing looks at the information presented during the debrief from the perspective of how this information about the enemy can serve to further develop the enemy SITTEMP.  The Aviator looks at the information from the perspective of:  What actions he/she needs to take in the future when conducting operations in the same area, what actions can they take to reduce the threat to themselves and their crew, how they can change their flight profile to prevent future SAFIRE events and how they can use their knowledge in future Aviation Mission Planning.  The S2 Representative gathers the information to present a tactical Enemy SITTEMP that all aviators can use for future missions and to provide an operational or strategic SITTEMP for their higher headquarters.   

7.	Things to consider before conducting the Pilot Debrief.

a.	The crew just returned from a mission and it will probably not be their primary desire to talk to an S2 representative immediately.  Flying combat operations present varying levels of both environmental and emotional stress.  Each mission is different and patience on the part of the interviewer is essential, especially in the case of a SAFIRE event or in the case of a catastrophic aircraft loss.

b.	Being prepared for the interview is key, i.e. having all of your materials to record the information and being familiar with the basics of the mission, i.e. mission set, time, and flight plan.  Having this information ahead of time will facilitate the interview process in order to figure out “what actually happened”.

c.	S2 personnel must be thoroughly knowledgeable in aviation terminology and must have a baseline understanding of aviation operations, including what the ground looks like to the aviator.  Understanding this information will result in both aviator being able to present his/her side of the story in a language that they are familiar with, and the S2 being able to translate this information into a finalized intelligence product useful by aviators and non-aviators alike.  

8.	Interview TTPs. 

a.	Ask Specific Questions.  General questions should be avoided since they are usually confusing.  You should pinpoint information desired by asking direct questions.  If you ask an air crew member about a “cork-screw trail” ensure that the question is specific and understood by the air crew members.  

b.	Be a Good Listener.  You should avoid talking more than is absolutely necessary for the accomplishment of the debrief.  Normally, you will have to answer a few questions posed by the interviewee to help in the establishment and maintenance of the actual debrief. 

c.	Be Logical.  Skipping at random from one point to another creates an impression of inefficiency and usually results in omission of important details.  Using an approved and efficient Pilot Debrief format facilitates the logical interview process.  While there are many different formats in use, mandating one format for the unit is essential and facilitates, rapid data collation and intelligence production.  

d.	Separate Fact from Opinion.  Be quick to note when the interviewee is giving you his opinion and establish the reason for that opinion.  Do not accept opinion as fact.  Ask specific questions based on your in-depth understanding of the enemy SIT or enemy TTP’s.  Specific questions eliminate this problem.

e.	Do NOT Interrupt Their Story.  Try to keep the interviewee from becoming involved in relating Incidents that have no connection with the current mission, but if he/she does stray from the subject, tactfully guide the air crew member back to the main discussion point.  Debriefs may become emotional and the crew may be “re-living” the event during the debrief.   Information may not be presented to you in a logical sequence of events.  Allowing them to talk it through and take notes so you can go back to cover it later keeps both you and the air crew member on track.  

f.	Never Ask Negative or Leading Questions.  If you indicate through the phrasing of the question that a particular answer is desired for that question, may be the answer you get instead of what the air crew member knows to be fact.  Allowing for crew crosstalk during the debrief can assist in making the debrief clear to everyone, gleaning relevant information that may be missed when conducting the interview only with the Air Mission Commander.  

g.	Disregard any preconceived opinions or notions.  Approach every debrief objectively even though you may have conducted many debriefs concerning the same subject.

h.	Reserve Judgment.  Never judge a crewmember on their actions.  Remember the end result of the debrief is to gather the information to present a tactical Enemy SITTEMP that all aviators can use for future missions and to provide an operational or strategic SITTEMP for their higher headquarters. You may think you know what happened but it is your job to find out what happened from the pilot’s perspective.  Additionally, second guessing the aviator’s actions taken during the event or mission is not necessary or professional.  Leave maneuver discussions to the TACOPS officer or Instructor Pilot.

9.	Post-debrief Actions.

a.	The information you gather during the Pilot Debrief process will ultimately be turned into an intelligence product.  Determine if information from this debrief could affect any ongoing missions.  If that possibility exists, inform the S3 or the Battle Captain immediately.  Initially the S2 processes the information, provides an assessment and publishes an Intelligence or information product, i.e. storyboard.

b.	The immediate process includes taking the information from the pilot and distributing it back out in the form of a SPOTREP, SITREP or updated enemy SITTEMP.  This part of the process is essential as most Air Mission Planners conducted Air Mission Route (AMR) planning between 48-72 hours before the mission occurs.  Pilot debriefs, storyboards, SITTEMP and SITREPs must be taken into consideration during the planning process.  

c.	Timely completion of the pilot debrief is essential as all other operational and intelligence actions depend upon completion of this action.  Therefore, special emphasis should be placed on the S2 sections to forward the final version of the debrief for analysis, collation and distribution.  

10.	The point of contact for this SOP is the S-2 at (123) 456-7890.

Encl	FIRST M. LAST
Annex A - SAFIRE 	XXX, XX
Storyboard Example	Commanding
Annex B - Debrief Format
Annex C - Technical Terms and Definitions Part 1
Annex D - Technical Terms and Definitions Part 2
Annex E - Complete Debrief Format Example

DISTRIBUTION:

ANNEX A - (SAFIRE STORYBOARD EXAMPLE) TO PILOT DEBRIEF STANDARD OPERATING PROCEDURES

ANNEX B - (DEBRIEF FORMAT) TO PILOT DEBRIEF STANDARD OPERATING PROCEDURES

1.	Administrative Data 

	
a.	Date/Time Group (DTG):  Standard date/time group format utilizing ZULU instead of local time.       

b.	Unit: Use Company and Battalion/Squadron for ease of identification.

c.	Call Sign:  Use only the Aviation Tasking Order (ATO) call-sign.  Use of “Hollywood” call-signs could result in confusion especially when dealing with collateral CAB’s and other units.  

d.	A/C Type:  List specific type of aircraft, i.e. UH-60, AH-64A, etc.  

2.	Mission Type.

a.	ISR-Intelligence Surveillance and Reconnaissance-specific mission where Named Area of Interests (NAIs) or reconnaissance objectives are assigned to the mission set for purposes of reconnaissance.  

b.	QRF-Quick Reaction Force-on call, short notice force that maintains a high state of readiness in order to respond to mission requirements as rapidly as possible or an aircraft mission that is diverted to respond to a high priority mission.   

c.	Route Recon-mission is in support of ground assets to provide aerial reconnaissance of a particular route.  

d.	Convoy Security-mission provides over-watch to a specific ground unit for the duration of their convoy.   

e.	Raid-Operation to temporarily seize an area to secure information, confuse an adversary, capture personnel or equipment, or destroy a capability.   

f.	Cordon and Search-A multi-phase operation that begins by establishing an outer perimeter (cordon) to prevent enemy from escaping followed by a search within the established perimeter.  

g.	MEDEVAC-Medical evacuation of the wounded.  Differs from CASEVAC in that dedicated medical assets are employed.  

h.	Security-mission is supporting the security of another asset, i.e. AH support of a UH mission, DV support, etc.  

i.	Other- i.e. Disabled Aircraft Recovery Team (DART) Operations, Personnel Recovery (PR) 

3.	Enemy Activity/Threats Encountered. 

a.	Check all that apply that the crew witnessed during the air mission.  There is a place further down on the form for a full narrative explanation of the events.  

b.	Incident recording:  AH-64 A/D models have a video record mode on their Video Record System (VRS/DVR).  Often photos from crew members and passengers can be used to confirm enemy threat as well.  It is the responsibility of the crew to provide copies of any photos or videos that may provide imagery for further exploitation.  Photos and video are especially important during SAFIRE events.  All videos and photos taken can be used as evidence in a criminal trial against the enemy and can also be used by the Army Shootdown Assessment Team (ASDAT) during their investigation.    

4.	Weather and Illumination Data.

a.	This information can be taken directly from the Staff Weather Officer or the DA Form 175-1 however it is important to emphasize there is often a difference between actual weather and what weather is forecasted.  If the actual weather is different from briefed weather recommend notating that information in the remarks section of the narrative portion of the form.  

5.	SAFIRE Activity.

a.	A/C Grid:  The MGRS (Military Grid Reference System) where the SAFIRE occurred.  If multiple SAFIRE events occur during the route of flight the event timeline should be clearly delineated in the narrative portion of the debrief form.  

b.	Altitude:   The distance Above Ground Level (AGL) that the aircraft was at the time the A/C received the SAFIRE. Also refers to NOE (Nap of the Earth), Contour or Low-Level or terrain flight.

c.	Flight Profile:  The position the aircraft is in relation to other aircraft in the flight, i.e. staggered, trail, combat cruise, etc.  Also refers to the specific portion of the flight, i.e. takeoff, landing, at the FARP, etc.  

d.	Speed of A/C:  Expressed in knots or as written KTAS (Knots True Air Speed) or KIAS (Knots Indicated Air Speed).

e.	POO Grid:  The Point of Origin of the projectile fired at the aircraft.  This POO is expressed in MGRS and is most often an estimate by the crew.  

f.	Observer location:  The location of the person that observed the projectile, i.e. pilot, aft crewmember, aft door gunner.  There are SAFIRE events where the crew does not observe the actual projectile but the sister ship observes it or it is reported by a ground component.  

g.	A/C Heading:  The direction the aircraft was traveling expressed in degrees magnetic relative to north.  

h.	SAFIRE Flight Direction in relation to A/C:  The direction the projectile traveled in relation to the direction of travel that the aircraft was going, i.e. A/C was heading 330O when missile was observed coming from the 3 O’Clock position. (Refer to the sketch to delineate how it looked.)    

i.	Proximity of the SAFIRE to A/C:  How close the actual projectile came to striking the aircraft or did the projectile penetrate the aircraft?

j.	Receive any APR 39 or CMWS warnings:  Did the APR 39 provide an indication of a radar threat or did Common Missile Warning System (CMWS) declare a missile launch?  This is a yes or no answer.  Were flares released?  Did the CMWS release a series of countermeasure flares?  If yes, the grid for the CMWS release may have been noted by the crew and should be included in the narrative.  

k.	Electronic Interference:  HIRTA/Meaconing, Intrusion, Jamming, and Interference (MIJI), or ground communication device interference.  

l.	Suspected weapon system:  Most SAFIRE events will be easy to identify due to their signature or means by which they travel through the air.  This is a best guess on the behalf of the crew and will serve to confirm or deny what the actual means of enemy attack was in the final storyboard.  

m.	Method:  The technique used by the enemy to fire at the aircraft.  

(1)	Simple:  This event was a target of opportunity, i.e. one shooter, single round, etc.

(2)	Complex:  More than one shooter fired at the aircraft or more than one weapon system was used to conduct the SAFIRE.  

(a)	Linear Ambush: when a number of firing units are equidistant from the linear kill zone.  

                                  

(b)	L-shaped Ambush:  When a short-leg of enemy firing units are placed to enfilade the sides of the linear kill zone.   V-shaped when the firing units are distant from the kill zone at end that the aircraft enters, so the enemy units lay down bands of intersecting and interlocking fire. This ambush is normally triggered only when the aircraft is well into the kill zone.                                      

(c)	 V Shaped Ambush or Triangular Ambush:    In a V-Shaped Ambush the aircraft flies over or in the close vicinity of the lead enemy assault position. As the aircraft is engaged by small arms, medium machine gun or RPG fire it performs a breaking maneuver either to the left, right or continues straight ahead. This ambush is very effective in that the aircraft under attack can only turn right, left or continue directly over the attacking enemy position. The aircraft turning right or left flies directly into the next leg of the triangle. The aircraft continuing straight ahead is then caught in a crossfire by both subsequent positions. This ambush is not well suited to target of opportunity type attacks but will usually be employed over known and frequently used routes of flight.    

                   

6.	Summary of Events.

a.	This portion of the Pilot Debrief can be the most challenging to complete.  The crew should be able to talk their way through the air mission and clearly describe what happened during a SAFIRE event in a narrative “storytelling” format.  The specific details already notated in the previous 5 sections serve to assist the crew members in remembering so when they reach this point they can describe to the S2 representative what happened sequentially.  The S2 then takes this information and uses it to complete the final storyboard. 

b.	Keep in mind the debrief techniques and allow the crew to crosstalk and work their way through the event interjecting details that may seem insignificant initially but can serve to confirm or deny enemy TTPs or a new/modified weapons system.  The narrative should flow from the beginning of the event including all details and specific information and should be able to stand alone without the rest of the debrief.  The narrative should be able to give the reader a visual of the event.  
  
c.	Sketch:  Ask a member of the crew to draw a sketch of what happened during the SAFIRE event or enclose a PFPS/Falconview overlay to ensure the S2 Representative and anyone else reading the debrief can also obtain the “bird’s eye view” of the SAFIRE event.  

	

7.	Debrief Data.

a.	Ensure the person conducting the debrief  and the personnel being debriefed are identified.  If any questions arise as a result of the debrief the S2 representative, or anyone else, can go back to the crew for clarification. 

b.	Ensure the standard date time group is included in the person taking debrief block.  Also recommend obtaining email address of AMC or crew member to facilitate answering follow-up questions if the need arises.  

ANNEX C - (TECHNICAL TERMS AND DEFINITIONS PART 1) TO PILOT DEBRIEF STANDARD OPERATING PROCEDURES

Standard Word or Phrase	Meaning/Explanation	
Air Target	Fire control radar(FCR) detected fast mover (fighter )	
ALQ-136	Used on AH-64 A/D; radar system jammer	
ALQ 144	Infrared Missile Jammer (AKA: Disco Ball)	
AMC	Air Mission Commander-Commander of the mission set	
APR 39	Radar Warning Receiver (AKA: April 39/Bitching Betty)	
ASO	Aviation Safety Officer	
Attitude	Your aircrafts position relative to the horizon	
AWT	Air Weapons Team (AH-64 mission set/OH-58 mission set)	
Back Above	The aircraft has been placed above the minimum altitude	
Bandit	An identified enemy aircraft	
Bingo	Fuel levels is low and you have to RTB	
Blind	The wingman has lost sight of the lead	
Break	Immediate action command to perform a maneuver to deviate from the present ground track; will be followed by “right” or “left”	
BUCS	Back-up Control System; only on AH-64 A/D, fly by wire system for emergency use only	
CE	Crew Chief 	
Cease Fire	Command to stop firing but continue to track.	
Cherry	The LZ is HOT (typically-verify with your ARB)	
CMWS (as heard CMOS)	Common Missile Warning System-Automated Infrared Missile detector-automatically dispenses flares	
Come up/come down	Command to change altitude up or down	
Correct	Confirms a statement as being accurate or right.  Do not use the word “right” to indicate correct.	
Dash 1	Weather Report/Briefing	
DTC	Data Transfer Cartridge/Module used to transfer mission planning information into actual aircraft	
EDM	Electronic Data Module-the electronic kneeboard that displays flight planning, communications information and map data	
Egress	Immediate action command to get out of the aircraft	
Flechette	Rocket that dispenses hundreds of metal darts (AKA: Nail)	
Go plain/red	Command to discontinue secure communications operations.	
Gunner/Target	A method of verbally and visually cueing the opposite crew member onto a target 	
Ice	The LZ is clear (no enemy or minimal enemy activity)	
IHADSS	Integrated Helmet and Display Sight Subsystem-The helmet and the monacle integrated into the flight and weapons systems.  Flight/weapons information displayed on the monacle.  System turns the aircraft weapons as the pilot’s head turns.   	
In sight	Preceded by the word “traffic”, “target”, “obstacle” or descriptive term.  Use to confirm the traffic, target or obstacle is seen or ID.	
Inadvertent IMC (IIMC)	Inadvertent Instrument Meteorological Conditions-you are unexpectantly flying in clouds, smoke, rain or dust and weren’t planning to fly into the clouds and have to use your instruments to continue to fly.  This is an in-flight emergency.	
IP	Instructor Pilot	
Jettison	Command for emergency release of an external load or stores; when followed by “door” indicates the requirement to perform canopy jettison.  	
MTF	Maintenance Test Flight	
MTP	Maintenance Test Pilot	
PC	Pilot in Command (person in charge of the aircraft	
PI	Pilot not in command of aircraft	
PID	Positive Identification (of target)	
Pitch	Nose up or nose down	
PNVS	Pilot Night Vision Sensor	
Post-Flight 	Confirming serviceability of aircraft after flight	
Pre-Flight	Actions taken to prepare aircraft for flight	
Put me up	Command to place the pilot’s radio transmit selector switch to a designated position	
Report	Command to notify	
RFI Target	Alert to a target detected by the (AN/APR-48) radar frequency interferometer (RFI)	
Right	Used to indicate a direction only, not to be used in place of “correct”	
Robinson Fuel Tank	AKA: Robbie Tank; auxiliary fuel cell/tank	
Roll	Bank Left or Right	
RTB	You are returning to your home base	
SIP	Standardization Instructor Pilot	
SPOT on/off	The target is being designated by a laser	
TACOPS	Tactical Operations Officer	
(M)TADS	(Modified) Target Acquisition/Designation System	
Target	An alert that a ground target has been spotted.	
Traffic	Refers to any friendly aircraft that presents a collision hazard; will be followed by a clock position, distance and reference to altitude.	
Turn	Command to deviate from the current heading; will be followed by the word “right” or “left” and a specific heading or rally term.  	
Unmask	Command to position the aircraft above or laterally from terrain features	
Up on….	Indicates the radio selected as in “I am up on 350-zero”	
VFR	Visual Flight Rules-you are not flying in the clouds-you can see where you are going.	
Weapons hot/cold/off	Indicates weapon switches are in the ARMED, SAFE, or OFF position.	
You have the controls	Used as a command or announcement by the RCM (Respective Crew Member-- other guy flying the aircraft-- relinquishing the flight controls.  	

ANNEX D - (TECHNICAL TERMS AND DEFINITIONS PART 2) TO PILOT DEBRIEF STANDARD OPERATING PROCEDURES

Standard Word or Phrase	Meaning or Explanation	
ARMED AND READY	Ammunition loaded with the bolt locked to the rear, weapon selector should be on SAFE until a target is to be engaged. 	
BACK GUNNER OR BACK GUN	Indicates the ramp door gunner and will be used on CH-47’s with the third door gunner.	
BENT GUN LEFT/RIGHT/BACK	Unspecific weapons malfunction or stoppage.
	
CEASE FIRE
	Instructs the gunners to stop firing and may also apply to a specific gunner; for example, “right gunner, CEASE FIRE.” [Discontinue firing/do not open fire]	
CLEARED TO ENGAGE
	PIC’s approval for the gunner to fire when targets are positively identified.  [Clearance to fire on designated group/target].	
ENGAGE
	Used to direct or authorize gunner to start firing at an designated target or immediate threat to the aircraft and may also apply to a specific gunner, for example, “right gunner, engage” [A fire control order used to direct or authorize units and/or weapon systems to fire on a designated target ]	
FIRING
	Announced just prior to trigger push/pull for all door gunner engagements	
GIMBAL
	Gun is at aft, forward, or lower or upper limit of travel and gunner can no longer engage target, therefore the pilot must maneuver the aircraft to allow continued engagement of target area. For example “left gun AFT GIMBAL”	
HOT GUN	Weapon has fired more than 500 rounds within a 2-minute period.	
IMMEDIATE ACTION	Prompt action taken by the crew to overcome a stoppage.	
NOSE RIGHT/LEFT
	Correction given to pilot to allow gunner to engage target (see GIMBAL).	
NO JOY
	Aircrew/crew member does not have visual contact with the target/bandit/landmark.  Opposite of  TALLY	
PLATFORM UP/DOWN
	Correction given to pilot to allow gunner to engage target (see GIMBAL).	
RELOADING	Ammo can change, and or reloading of ammunition into ammo can.	
REMINGTON
	Gun is down to approximately 30 rounds remaining and will need to be reloaded. [No ordinance remaining except gun or self-protect ammo.] 	
SAFE AND CLEAR
	Chamber is visually cleared of rounds and there are no rounds in the feed tray.	
ROPE
	Moving laser pointer around friendly force to gain their attention.  This is similar to the procedure used for surface to air.  [Circling an IR pointer around an aircraft to help the aircraft identify the friendly ground position] 	
RUNAWAY GUN	Weapon continues to fire without trigger engagement.	
SAFE AND LOADED	Ammunition is in the tray, cover is closed with the bolt forward and weapon selector on FIRE.	
SNAKE
	Moving Laser Pointer back and forth over target area.  Stationary point of laser beam is friendly, moving portion/side of laser is by the enemy/target area. [Oscillate an IR pointer about a target]	
SPARKLE
	Illuminating target area with Laser Pointer.  Laser is on target/area of interest now.  [Mark/marking target by IR pointer]	
SQUIRTER	A ground born object of interest departing the objective area.  	
TALLY
	Sighting of a target, non-friendly aircraft, landmark, or enemy position.  Opposite of NO JOY.	
TARGET
	Target has been spotted followed by clock position, distance, and vertical reference to the aircraft.  [ROE, PID, coordination of forces, and Commander’s Guidance requirements on the referenced target / track have been satisfied. Target / track correlation and CDE must be accomplished prior to employing ordnance / fires.]	
VISUAL
	Sighting of a friendly aircraft or ground position.  BLIND is opposite of VISUAL	
WEAPONS HOLD	Do not fire except in self-defense or taking effective fire.	
WEAPONS TIGHT	Fire only at targets positively identified as hostile.	
WEAPONS FREE	Gunners may engage any target not positively identified as friendly.	
WINCHESTER
	Gun empty, all ammunition has been expended. [No ordnance is remaining]	
REMEDIAL ACTION
	Action taken to identify stoppage, if immediate action fails in order to place in operational status.	

ANNEX E - (COMPLETE DEBRIEF FORMAT EXAMPLE) TO PILOT DEBRIEF STANDARD OPERATING PROCEDURES