00-80T-122 Flashcards
1
Q
air-capable ship.
A
All ships other than CV/CVN or
LHA/LHD from which aircraft can take off, be recovered, or routinely receive and transfer logistic support.
2
Q
Base Recovery Course (BRC).
A
The ship’s magnetic heading for aircraft recovery.
3
Q
control area
A
A circular airspace around an air capable ship with a radius of 25 nm that extends upward from the surface to unlimited altitude and is under the cognizance of HDC/AOCC for TACC.
4
Q
control zone
A
A circular airspace with a radius of
5 nm around the ship that extends upward from the surface to, and includes, 2,500 feet, unless otherwise
specified for special operations, and which is under the cognizance of the air officer during VMC. The air
officer/HCO/FDO/LSO, as appropriate, shall exercise control over aircraft arriving and departing and shall
provide clearance over all aircraft entering.
5
Q
father
A
A brevity code for TACAN.
6
Q
free-deck recovery.
A
Recovery to a RAST-equipped ship using the RSD without the use of the haul-down cable.
7
Q
Landing Safety Officer (LSO
A
The officer responsible for RAST operations, normally a LAMPS
Mk III qualified naval aviator.
8
Q
NVD compliant
A
Components that are NVD compatible, NVD shipboard friendly, and noncompatible systems which are dimmed, baffled or hidden from direct
line of sight of the aided operator. An NVD compliant ship consisting of this lighting discipline can be used for
aided and unaided operations so the ship’s mission is not compromised and the aided/unaided personnel can
perform all their duties, tasks and functions in a safe and efficient manner.
9
Q
NVD compatible
A
Lighting systems which are only
required for the unaided operator and shall have no adverse effect on the operator equipped with ANVIS
devices. System is virtually invisible to the ANVIS devices
10
Q
NVD shipboard covert
A
Only required to be seen by
the aided operator and cannot be detected by the unaided
observer.
11
Q
optimum wind for normal operations
A
Winds
down the lineup line at approximately half the maximum
speed allowed by the applicable wind envelopes in
Appendices D through Q.
12
Q
optimum wind for a single-engine landing.
A
Relative wind as close as possible to being
down the lineup line at the maximum wind speed allowed
by the appropriate wind envelopes in Appendices D
through Q.
13
Q
optimum wind for up-the-stern approaches
A
Winds 10° to 20° off the port bow at
one-half the maximum speed allowed.
14
Q
optimum wind for AFCS/SAS/BOOST or any
flight control failure or degradation.
A
Winds
in the appropriate emergency wind envelope giving the
most stable deck.
15
Q
pigeons.
A
Vectors provided by ships’ aircraft controllers
or ASTACs to a specified destination.
16
Q
Popeye
A
A pilot term used to indicate that the aircraft
has entered IMC.
17
Q
shipboard landing environment.
A
That phase of the
approach, nominally from the Missed Approach Point
(MAP) to flight deck landing during which the aircrew
transitions from an instrument reference scan to a visual
reference scan.
18
Q
shipboard takeoff environment
A
That phase of the
departure from an air capable ship, nominally from flight
deck takeoff to a pre-briefed level-off altitude, of at least
150 feet AGL, during which the aircrew transitions from
a visual reference scan to an instrument reference scan.
For departures from single-spot ships, the pilot at the
controls (PAC) transitions from a visual reference scan to
an instrument reference scan once a positive rate of climb
is attained and obstruction clearance is assured.
19
Q
Ship Certification Waivers
A
When operational necessity requires that an uncertified ship operate with aircraft, or that a currently certified
ship operate with aircraft for which it is not normally certified
20
Q
Levels of Operation
A
The three levels of operation were established to differentiate between operational requirements. The levels are:
1. Level I — IMC day/night operations.
2. Level II — VMC day/night operations.
3. Level III — VMC day only operations.
21
Q
Classes of Facilities
A
Eight classes of facilities were established to delineate those items requiring inspection and certification to support
the operations intended:
1. Class 1 — Landing area with support (service and maintenance) facilities for the types of aircraft certified.
2. Class 2 — Landing area with service facilities for the types of aircraft certified.
3. Class 2A — Landing area with limited service facilities for the types of aircraft certified.
4. Class 3 — Landing area for the types of aircraft certified; no service facilities.
5. Class 4 — VERTREP/hover area (minimum hover height of 5 feet) for types of aircraft certified.
6. Class 5 — VERTREP/hover area (high hover with a minimum of 15 feet authorized) for types of aircraft
certified.
7. Class 6 — HIFR facility capable of delivering a minimum of 50 gallons of fuel per minute, at a pressure of
20 psi, to a height of 40 feet above the water.
8. Class 6R — HIFR facility capable of deliverin
22
Q
IMC OPERATIONS
A
For aircraft equipped with a TACAN, ship’s TACAN system shall be operable for all shipboard launches and
recoveries in IMC.
23
Q
FLIGHT DECK MARKINGS
A
When properly used, flight deck markings ensure adequate obstruction clearance and proper positioning for
the specific aviation evolution being conducted. The information herein is intended as a quick reference for
common deck markings. Specific dimensions can be found in the current Air-Capable Ships Aviation Facilities
Bulletin No. 1 and Shipboard Aviation Facilities Resume (NAEC-ENG-7576). Deck markings are illustrated in
Figures 2-1 and 2-2.
24
Q
Landing Lineup Line and Circle
A
Obstruction clearance is ensured when the aircraft for which the facility is certified lands
with the main mounts (tail wheel aircraft), nosewheel, or forward skid cross tube within the landing circle and the
fuselage centerline aligned with the landing lineup line
25
Vertical Replenishment “T” Line
Obstacle clearance is ensured when the aircraft for which the facility is certified hovers with
its rotor hub(s) on or aft of the line. This statement also applies to V-22 for a single “T.” Where two “T” lines are
encountered with the “T’s” pointed toward each other, clearance is ensured when the rotor hub(s) or V-22 centerline
are between the two lines. The “T” line is for use with H-1, H-57, H-60, and H-65 series helicopters
26
Vertical Replenishment Ball and “T” Line
This line will only appear in combination with a “T” line when the “T” line does not provide
enough clearance for larger rotor aircraft. Unless otherwise noted, the ball and “T” line provide clearance for the
H-53 and V-22 series aircraft when the aircraft hover with main and/or tail rotor hubs over or aft of the line.
27
Vertical Replenishment Dash Line
Obstacle clearance is ensured only when the aircraft for which the facility is certified
hovers with the centerline of the aircraft aligned directly over the line. An obstacle-free approach is ensured only
when the approach is made along the dashed line.
28
Helicopter In-Flight Refueling Marking
The HIFR hose pickup point is located on the port side and is designated with a letter “H.”
Obstacle clearance is ensured when the helicopter for which the facility is certified hovers oriented fore and aft with
the hoisting point over the “H” for hose pickup.
29
Required Lighting Equipment
All shipboard VLA lighting equipment should be operative for night/low-visibility operations. When conducting
aided operations, all shipboard lighting required to be illuminated shall be NVD compliant, as defined in the
Glossary. Without a visible horizon, an operable Horizon Reference System (HRS) (when installed) shall be
utilized for single-spot ship operations. A visible horizon may be obtained through the use of NVDs and must be
the same devices that would be used by the aircrew in flight.
30
Permissible Lighting Equipment Degradations — Unaided Operations
Night unaided VMC operations may be conducted in the event of a failure of not more than one of the lighting
subsystems required for ship’s facility certification provided the following criteria are met:
1. A visible horizon exists and is discernible by the aircraft commander in the shipboard landing/takeoff
environment.
2. The ship’s Commanding Officer and embarked Air Detachment Officer in Charge (aircraft commander for
non-embarked evolutions) concur that the failed lighting system is not critical to the scheduled mission.
31
Permissible Lighting Equipment Degradations — Aided (NVD) Operations
Aided operations may be conducted in the event of a failure of more than one of the lighting subsystems required
for ship’s facility certification provided all of the following criteria are met:
1. A visible horizon exists and is discernible through NVDs by the aircraft commander in the shipboard
landing/takeoff environment.
2. The ship’s commanding officer and embarked Air Detachment Officer in Charge (aircraft commander for
non-embarked evolutions) concur that the failed lighting systems are not critical to the scheduled mission.
3. The following lighting subsystems remain operational and available:
a. Overhead/Forward Structure Floodlights.
b. Deck Surface/Hangar Wash Floodlights.
c. Associated Lighting Control Panels
32
HRS Warning
The system fail warning light on HRS is a red non-NVD compliant source
which is not dimmable and must be rendered inoperative or masked
during aided operations. System fail warning light illumination may cause
significant NVD degradation.
33
Water Washdown Requirement
The frequency of washdowns must be determined on an individual ship
basis with due consideration given to operating conditions and the availability of fresh water from the ship and
from outside sources. Aircraft in unsheltered stowage normally require 500 gallons daily for freshwater washdown
purposes. Aircraft in sheltered stowage normally require 100 gallons.
34
Radius of Action
As a general rule,
the radius of action, all conditions being optimum, shall not exceed 45 percent of maximum range specified for
each type of aircraft listed in Appendices C through Q. The radius of action may be further reduced at night under
electronic EMCON or IMC for those aircraft with limited internal Dead Reckoning (DR) navigation systems.
35
LSO
The LSO shall be qualified in accordance with the model NATOPS and designated in writing by the commanding
officer of LSO's squadron. The LSO is normally a naval aviator. During RAST flight deck evolutions, the LSO
controls flight operations with the HCO acting as a safety observer. LSO responsibilities shall include:
1. Manning the RAST control station during RAST launch and recovery and originating all transmissions to
the bridge, CIC, HCO, Flight Deck Director (FDD), and helicopter.
2. Ensuring all RAST preoperational checks are completed.
3. Ensuring all safety precautions applicable to the ship and aircraft are enforced
36
General Safety Measures
Ship operation in the red or yellow regions of the Wave Hazard Plots with
aircraft and personnel on deck may cause injury or death.
* Under no circumstances shall flash pictures be taken of the aircraft, since the
flash may temporarily blind the pilots.
* Failure to enter the rotor arc at the 90-degree position on the opposite side of
the RSD may result in injury or death.
All personnel on the flight deck shall wear an approved flotation device when flight deck nets are in the down
position aboard DDG-51 class ships. All personnel on the flight deck shall wear an approved flotation device at all
times between the hours of sunset and sunrise on all Air Capable Ships
37
Ship Movements with Aircraft on Deck
When the ship is at flight quarters, it is imperative that the OOD notify the flight/hangar deck crews of any anticipated
ship movements. Except in extreme emergency situations and with due consideration to the safety aspects involved,
the ship shall not change course while a helicopter is being launched or recovered, is engaging or disengaging rotors,
is being traversed, or is being towed or pushed about the deck. Deck motion due to sea state or changes in ship
course/speed can make the aircraft more susceptible to overturning or sliding.
38
Squatting
Squatting is a hydro-dynamic
phenomenon which occurs when increased water flow causes pressure differentials to form near the stern, resulting
in a decrease in aft freeboard as the ship accelerates. In DDG 51 class ships, this phenomenon is further exacerbated
by the ship’s counter-rotating, over-the-top style propellers. This effect can lower the freeboard of DDG 51 class
ships by as much as six inches for every knot greater than 15 knots. The complexity of the variables involved
precludes providing a prescriptive envelope within which safe operations are assured.
39
Hovering Rotorcraft
Hovering rotorcraft should be considered as ships not under command. Ships shall not pass within 500 yards of a
hovering rotorcraft
40
Safety Precautions
SAFETY PRECAUTIONS
The following precautions shall be observed when launching or recovering aircraft:
1. Except in cases of emergency, pilots shall not disengage, stop engines, or fold rotor blades without proper
signal from LSE.
2. Helicopters shall not be launched or recovered nor shall rotors be engaged or disengaged while ship is
turning. V-22 aircraft may engage or disengage rotors with the ship in a turn and wind conditions within
the engage/disengage wind envelope established in the applicable NATOPS.
3. Personnel required to be in the area of helicopters that are disengaging rotors shall stand next to the fuselage
or well outside the rotor arc.
4. An aircraft shall not be flown over another aircraft.
5. Helicopters shall never be towed or pushed while rotors are engaged or while the ship is turning.
6. The waveoff and hold or stop signals are mandatory and shall be executed immediately.
7. Helicopters shall not be ground taxied on the flight deck.
8. When changing pilots or hot refueling, the aircraft shall be chocked and have tiedowns attached. Aircraft
should be chocked (minimum) for passenger loading.
9. Because of the limited size of the landing area, aircraft shall not be loaded/unloaded while an aircraft is
landing/launching on an adjacent spot.
10. During combined wet well/flight deck operations, aircraft shall avoid overflying landing craft at low altitude.
11. When staging deck cargo, the air officer/HCO should ensure that sufficient clear space is available for
possible emergency landing. Complete staging of the flight deck is permissible, provided another ready
deck is available.
12. For special and tactical operations, such as troop assault, Sea-Air-Land (SEAL) insertion, troop recon
operations, etc., members of those parties may be waivered from wearing normal cranial and life vest
protection due to their environmental/situational clothing, the brief duration of the flight, and requirement
to debark quickly.
13. DDG 51 class ship operations within the red regions of the wave hazard plots (Figures 7-1, 7-2, and 7-3)
are prohibited with personnel or aircraft on the flight deck. Commanding officer approval, informed
by recommendation from an OIC, or senior aircraft commander present, when an aircraft detachment
is embarked, is required prior to operations within the yellow regions of these plots when personnel or
aircraft are on the flight deck. Consideration shall be given to traversing the aircraft into the hangar and
removing flight deck personnel prior to operations within the red or yellow regions.
* Aboard DDG 79 class ships, the ship wake extends above flight deck
level at ship speeds greater than approximately 25 knots. During night
launch/recovery operations, aft extended lineup lights may be obscured by
large ship wake at ship speeds in excess of 25 knots. Pilots should exercise
caution during launch/recovery with ship speeds greater than approximately
25 knots.
* During launch/recovery evolutions with tailwinds aboard DDG 79 class
ships, the downwash from rotor system may result in undesired lifting
of safety nets during final approach phase of shipboard recovery. Pilots
and LSE should exercise caution during launch/recovery evolutions with
tailwinds.
41
Alert 5
5** Spotted for immediate
takeoff, blades spread.
Required stores
loaded. External
power applied. Mission
equipment warmed up.
Strapped in. Preflight
checklist complete up
to starting engines.
At flight quarters. Fire
party on station. 4 hours Max
42
Alert 15
15 Spotted for takeoff,
blades spread,
required stores loaded.
Briefed for flight.
Preflight inspection
complete. Standing by
on immediate call.
At flight quarters. Fire
party in immediate
vicinity.
8 hours max
43
Alert 30
30 Rotors may be folded.
Aircraft may be on deck
or in hangar. Required
stores loaded.
Briefed for flight. Not at flight quarters. 18/48*** hours max
44
Alert 60
60 Aircraft in hangar
secured for heavy
weather. Minor
maintenance may
be performed.
Designated and
available. Not at flight quarters
45
ATC Clearance
Flights originating aboard a ship and terminating at a shore station require the filing of a written flight plan with
the ship. Ships shall relay flight plans to appropriate Air Traffic Control (ATC) facilities in a timely manner and
pilots shall confirm their flight plans with an appropriate ATC facility ashore as soon as practicable
46
Fly Offs
Fly-off
distances shall not exceed 75 percent of maximum range for that particular aircraft.
47
Multiple Aircraft Operations from a Single-Spot Ship
While not specifically prohibited in this publication, multiple aircraft operations from a single-spot air-capable
ship should utilize risk management processes and consult appropriate aircraft custodial SOPs, guidance, and other
planning factors well in advance of planned operations.
48
Plane Guard Ship
The plane guard ship shall maintain the rescue detail on deck during flight operations and be positioned as requested
by the Officer Conducting the Exercise (OCE)/CATF to rescue personnel either by boat or ship. The plane guard
ship shall monitor the appropriate launch/recovery frequency during flight operations
49
Horizon Reference Unit
The plane guard ship may also be assigned (or separately assigned) duties as Horizon Reference Unit (HRU) for the
aircraft carrier. This places ship maneuvering restrictions on the ship and may prevent acceptable helicopter launch
and recovery wind envelopes while the ship is in HRU station. Helicopter launch and recovery operations should
be avoided while the ship is assigned HRU duties
50
Additional Procedures/Conditions for HIFR at Night
When operational necessity dictates the conduct of night HIFR, the following conditions shall exist:
1. A visible natural horizon as viewed by the pilot.
2. Ship motion should not exceed 5° pitch and 10° roll.
Night HIFR evolutions involve inherently greater risk to flightcrews and
flight deck personnel. Extreme caution should be exercised in planning and
conducting night HIFR evolutions.
3. Turn on the HIFR heading lights and position the LSE with both amber wands at the helicopter control point.
4. Establish radio contact with the helicopter and pass the ship's course and speed, pitch and roll, and relative
wind.
51
JP-5 Fuel Quality
Aircraft shall not be refueled if fuel is not clean and bright; contains more
than 2 mg/L of particulate matter; or contains more than 5 parts per million
(ppm) of free water
52
I require immediate landing
Fly close aboard starboard quarter, remaining clear of other
traffic, with gear DOWN and floodlight/landing light ON. With
complete electrical failure, fire a red flare seaward.
53
I desire to land but can wait for the next
recovery or scheduled recovery time.
Fly by or hover on the starboard side of the ship, low and close
aboard, with navigation lights BRIGHT and FLASHING and
anticollision lights ON. With complete electrical failure, fire a
red flare on a safe bearing away from the ship.
54
Hangaring Aircraft With Ordnance
In the event of strikedown (hangaring) of a loaded aircraft, fuzing devices and bomb rack ejector/jettison cartridges
shall be removed immediately after the aircraft is spotted and tied down. Prior to hangaring, safety devices must be
activated and safety pins put in place. A helicopter may be hangared in an alert condition with the torpedoes, marine
markers, sonobuoys, and Cartridge-Actuated Devices (CADs) in place, but safety devices shall not be removed from
launchers until the helicopter is ready for takeoff. AIRBOC chaff should be removed from the aircraft immediately
upon final landing.
55
Aircraft Procedures
All shipboard patterns used during normal day/night operations are germane to NVD operations. The pilot on the
side of ship obstructions when oriented along the final approach path should be the pilot at the controls. Normally,
cross-cockpit landings or takeoffs will not be conducted because of restricted visual cues. Exceptions will be to
accomplish required training. Aircraft should minimize use of non-NVD compliant anticollision lights when in
proximity to the ship.
Simultaneous mix of NVD and non-NVD flight operations are prohibited under normal control conditions. If the
ship is required to conduct recovery of a non-NVD aircraft during NVD operations, pattern NVD aircraft should
be assigned a standoff position, flight deck lighting will be raised to normal night intensity (SGSI/ASGSI on), and
non-NVD aircraft recovered.
56
HELICOPTER PERSONNEL TRANSFER AND UTILITY OPERATIONS
Helicopter transfers shall not be conducted from surface ships that are
not certified or waivered except in extreme situations such as emergency
Medical Evacuation (MEDEVAC).
Transfer of passengers by hoist at night is prohibited except in emergency
situations.
* Night passenger flights to or from air-capable ships shall be limited to
situations of an operational necessity to properly certified ships.
57
Transfer Locations
There are three locations for transfer, presented in decreasing order of preference (Figure 11-4).
1. Center of main deck (Figure 11-4 Sheet 1 of 3) (Submarine Ballistic Nuclear (SSBN) only). In this method,
the submarine positions itself with the relative winds from 320 to 350° at 15 to 20 knots, and the helicopter
takes position heading into the wind.
2. Port sail plane/top of sail (Figure 11-4 Sheet 2) (primary method for Attack Submarine Nuclear [SSN]).
In this method, the submarine positions itself with relative winds from 010 to 040° at 15 to 20 knots. The
helicopter takes position on the submarine heading into the wind and conducts the transfer to either the port
sail plane or the top of the sail (cockpit area).
Note
Seawolf Class (SSN 21), Virginia Class (SSN-774), and improved Los
Angeles Class (SSN-751) submarines will not have sail planes. All transfers
must be done to the top of the sail.
3. Starboard sail plane (Figure 11-4 Sheet 3). In this method, the submarine positions itself with relative
winds from 160 to 200° at 15 to 20 knots with a minimum wind speed of 10 knots. Usually, the submarine
maneuvers downwind at slow speed and the helicopter takes position off the submarine's starboard side,
maintaining station as necessary.
58
Night transfers to submarines
Night transfers to submarines shall not be attempted except in cases of
operational necessity
59
VERTREP Beyond Visual Range
There will be times when VERTREP can be conducted well beyond visual range, depending on the following factors:
1. Adequate communications and navigation aids exist between ships and aircraft.
2. Type and number of loads (internal and external).
3. Time required and time available versus operational priority of requirement.
4. Aircraft NATOPS requirements for night VERTREP are met
60
v
VERTREP area (rectangular) on the main deck (aft of the sail) should be clearly outlined with a 4-inch wide,
high-visibility tape. For the SSGN, the outline, rectangular in shape, should encompass missile hatches 17,
18, 19, and 20 (see Figures 11-9 and 11-10). The tape should be carried in the helicopter transfer kit aboard
the submarine.
61
Personnel Transfers in Cold Weather
Personnel transfers to or from ships during cold-weather operations should
be kept to a minimum as required by operational necessity.
62
Four Types of Aircraft Emergencies
Aircraft emergencies generally fall into four basic categories: those cases that cause an aircraft to ditch/crash; those
that require an immediate landing; those that require a precautionary shipboard landing; and those that occur on the
flight deck.
63
Non-jettisonable/Hung Forward-Firing Ordnance Holding Procedure
Aircraft arriving overhead a ship with a hung ordnance shall enter the Alpha pattern (hung ordnance pattern)
(Figure 12-1) while waiting for a green deck. All turns shall be executed to keep the ship clear of firing lines.
The Alpha pattern is normally a clockwise pattern flown around the ship at 300 feet Above Ground Level (AGL)
and 80 Knots Indicated Airspeed (KIAS). Offset approaches (Figure 12-2) shall be flown to air-capable ships. If
landing on an aviation ship, comply with applicable hung ordnance procedures.
Once established in the hung ordnance holding pattern (Alpha pattern), the
aircraft heading shall be maintained such that the longitudinal axis of the
aircraft/missile does not cross the ship, creating the potential for an errant
missile to impact the ship.
64
Offset Approach Procedures
If a missile has experienced a hang fire or misfire and no shore facility or aviation ship is available with Explosive
Ordnance Disposal (EOD) personnel available to inspect the ordnance, the offset, or ordnance line-up, approach
procedure shall be executed (Figure 12-2).
The offset approach shall be flown from the right seat only during day or
night VMC only. Visual cues, especially over the deck, are inadequate from
the left seat.
For ships with double RAST rails, the aircraft should be landed in the port RSD or on a clear deck to ensure the
landing gear will fit on the flight deck. The glidepath profile for either the day/night visual approach or alternate
approach shall be used. The approach lineup lines/lights are used for maintaining the helicopter track directly astern
of the ship; however, aircraft heading is constantly adjusted to keep the missiles pointed clear of the port side of
the ship's superstructure. As the helicopter range decreases, the amount of offset or crab increases as shown in
Figure 12-2.
65
Landing Transition for Offset Approach Procedures
The recommended heading of the aircraft is approximately 5 degrees left of BRC at 1/4 mile and as the aircraft
approaches the ship, the pilot must gradually increase the amount of left yaw to ensure the aircraft heading is left
of the port side of the ship superstructure. The recommended offset angle is 25 to 40 degrees left of ship centerline
once the aircraft is established in a hover over the flight deck. Maintain the port offset during clear deck, free deck,
or recovery assist landings. The lineup lines are not useful over the deck and the ATO has little or no reference to
provide lineup calls.
66
LSE Hung Ordinance
All flight deck personnel, including LSEs, shall remain clear of the line
of fire and/or danger area of an aircraft landing with hung weapons. Only
minimum required personnel shall remain in the vicinity of the landing
area. The pilot shall not leave the cockpit until they are satisfied that guns
(i.e., 20 mm) are safe.
67
Emergency Low-Visibility Approach Procedures
An Emergency Low-Visibility Approach (ELVA) to an air-capable ship that is below approach minimums (200-foot
ceiling and 1/2-mile visibility) is an emergency procedure. An actual ELVA shall not be attempted unless the aircraft
does not have adequate fuel to divert to a Ground Controlled Approach (GCA)-equipped airfield or CCA-equipped
aviation ship.
68
Smokelight Approach
when the ship cannot be visually acquired using ELVA procedures. Both the commanding officer and the pilot in
command (or detachment OIC) must have agreed to attempt the procedure. Prompt recognition of deteriorating
weather conditions and visibility is critical. Before resorting to a smokelight approach, consideration should be
given to the following:
1. Returning the aircraft to the ship early.
2. Maneuvering the ship into an area of better visibility.
3. Vectoring the aircraft to another available ship where visibility is better.
4. Vectoring the aircraft to a suitable alternate airfield.
The aircraft is positioned 2 miles astern of the ship (180° relative bearing from the BRC) and proceeds inbound. The
aircraft descends at the pilot's discretion to 40 feet and 40 knots. Ship’s personnel drop smoke/matrix lights every
15 seconds (or other prearranged interval), and the pilot is kept informed of the interval and number of smokelights
in the water. The pilot at the controls follows the smokelights up the ship’s wake, adjusting closure rate until they
can hold the ship visually.
69
Sources of Turbulance
Localized turbulence may make flight operations hazardous. Common
sources of such turbulence are: (1) ship stack gases/wash, (2) ship
superstructures, (3) deck protrusions, (4) rotorwash or jet blast
70
