105 Flashcards
Red light
Local time which a helo will no longer be SAR capable and has approx. 30 min. of flight time remaining
A complete flight deck uniform shall consist of
- Helmet with goggles
- Floatation device
- Flight deck jersey
- Leather gloves
- TYCOM approved flight deck trousers
- Steel-toe boots
Jersey and flotation must be same color of their detail and labeled with billet title.
Flight deck jersey colors for the following:
- Chocks/Chains and Aircraft Handling
- Fuel
- Crash and Salvage
- Helicopter LSE
- Helicopter PC
- QA
- Maintenance crews
- Ordnance
- Safety
- Transfer Officer
- Chocks/Chains and Aircraft Handling — BLUE
- Fuel — PURPLE
- Crash and Salvage — RED
- Helo LSE — GREEN
- Helo PC — BROWN
- QA — WHITE
- Maintenance — GREEN
- Ordnance — RED
- Safety — WHITE
- Transfer Officer — WHITE
When are flight plans required?
- Flights that terminate ashore
- Flights that cross ADIZ boundaries and are not covered by a flight advisory
- Flights that go over land
Close Proximity Ops
Concurrent flight ops by two or more CVs/LHAs/LHDs or concurrent ops between CV/LHA/LHD and other aviation-capable ships — each ship should remain in its assigned disposition in order to reduce air traffic coordination problems.
Prelaunch procedures shall include exchange of air plans and prelaunch notification by aviation-capable ships and acknowledgement by CV/LHA/LHD prior to any flight ops within 10 of the CV/LHA/LHD.
Unscheduled launches or recoveries that are caused by emergency or operational necessity are permissible but must be coordinated with OTC asap.
Who is the ATO?
Air Transfer Officer.
Responsible to the Air Ops Officer for the safe and orderly flow of passengers, mail, and cargo on and off carriers by aircraft.
Who is the Air Officer?
The Air Officer determines the case launch and/or recovery. Responsible for visual control of aircraft operating in the carrier control zone.
Control Criteria: CASE I
Anticipated that flight will not enter IMC during daytime departures/recoveries and weather is 3000’ / 5 NM
Control Criteria: CASE II
Anticipated that flight may enter IMC during daytime departures/recoveries and weather is 1000’ / 5 NM
Control Criteria: CASE III
Anticipated that flights will encounter IMC during departure/recoveries and weather is < 1000’ / 3 NM or it is night time
Positive Control
shall be utilized under the following conditions:
- < 500’/1
- Night time (30 min after sunset until 30 min prior to sunrise)
- Mandatory letdown in thunderstorm areas
- Other situations when weather phenomena might cause difficulty to pilots
Advisory Control
- Shall be utilized when the traffic density requires a higher degree of control for safety of flight.
- Limited to VMC
- Traffic separation is the pilot responsibility with assistance provided
Monitor Control
- VMC outside of controlled airspace
- Pilot responsibility for traffic separation
Nonradar Control
- Shipboard radar is inop or super degraded
- Inadequate to provide traffic separation under conditions that normally req. positive control
Positive Control Lateral Separation
Apply to aircraft being controlled by ASR
- > 50 nm — 5 nm separation
- < 50 nm — 3 nm separation
- On approach or downwind inside of 12 nm — 2 nm separation
- On final within 5 nm — 1-1.5 nm separation
Positive Control Vertical Separation
Helos shall be separated by 500’
From a control standpoint, aircraft emergencies fall into the following three broad categories:
- Communication failure
- NAVAID failure
- Other aircraft system failures
Alert Response and Readiness Condition Required
- Alert 5 — Condition I
- Alert 15 — Condition II
- Alert 30 — Condition III
- Alert 60 — Condition IV
Case III Departure Voice Reports
- Airborne
- Passing 2,500’
- Arcing
- Est. Outbound
- Popeye with altitude
- On top with altitude
- Kilo
Fixed Wing Landing Pattern (Downwind and 90*)
Downwind — 600’ / 1-1.5 nm
90* — 450’-500’
Helo Approach Wx Mins
Non-precision — 300 - 3/4
Mode III — 200 - 1/2
Mode III Final Approach Course
Helicopters shall pass the 3-mile DME fix at 500’ in landing config and maintain 500’ until intercepting glidepath or otherwise directed.
The preferred area to load AGM-114 Hellfire and 2.75” rockets is ______________.
Spot 3 or 4
Which evolutions require permission through Flight Deck Control or PriFly?
- Engine start
- Rotor engagement / disengagement
- “Break” and “Lift”
Helo CVN launch weather mins
200 - 1/2
Explain / Draw the “Keyhole Diagram”
shall depart to port and shall not cross the bow within 5 NM or stern within 3 NM
SAR capable “Red Light” fuel report vs. Non-SAR capable fuel report
Red light — reported in HHMM local (7XX, 4 souls, 1645 red light)
Non-SAR — reported in HH+MM to NATOPS min fuel (7XX, 3 souls, 3+30 splash)
Case I and Case II Helo departure procedures
shall clear the control zone as directed by tower
Case III Helo departure procedure
After takeoff, shall climb straight ahead to 200-300’ (unaided), 150-300 (aided), or as assigned by CATCC and arc within 3 NM to intercept assigned departure radial.
Climb to departure altitude will commence on departure radial outside 12 NM.
Lost Comm Procedure
Remain at or below 300’, arc to enter starboard delta, and execute lost comm procedures.
Plane Guard
- CATCC shall conduct a radio check with PG helo every 20 min during Case III
- Tether is 20 NM (day) or 10 NM (night)
Any airborne helicopter can be tasked to support PG requirements provided proper coordination has been conducted by ____________________.
Air Operations and the embarked squadron
Helo Readiness Condition I
Spotted for immediate launch, blades spread, strapped in, at least 4 tiedowns, required DEMOT and PC standing by
Helo Readiness Condition II
Same as Condition I except flight crew shall standby in the ready room
Helo Readiness Condition III
Blades may be folded, not spotted but towbar attached and helo is parked to allow direct access to a suitable launch spot. Crews briefed and standing by
Helo Readiness Condition IV
Same as Condition III except minor maintenance may be performed
If launching Condition I helos, what action no longer needs approval from PriFly?
When the air officer passes the word to stand by to launch the Condition I helicopter(s), engines shall be started without further instructions; however, rotor engagement and launch shall be positively controlled by PriFly.
Transient helicopters approaching the carrier for landing shall contact marshal control at least ____________.
25 nm out
Holding pattern with more than one helicopter
All helicopters shall fly a right-hand pattern at 300’ / 80 knots.
FW Marshall vs. FW Emergency Marshall
FW Marshall — 180 radial relative to expected final bearing at 1 mile for every 1,000’ of altitude plus 15 miles.
FW Emergency Marshall — 150 radial relative to expected final bearing at 1 mile for every 1,000’ of altitude plus 15 miles.
To the MEP, the _____________ should be removed before tasking a MH-60R in this configuration to conduct PG.
GAU-21 and swing arm
Position lights during Case III recoveries
Nav lights shall be STEADY/BRIGHT and smacks ON until established on the final bearing, and then shall be switched to STEADY/DIM
Position lights at night with two or more helos landing
Position lights shall remain STEADY/DIM and upper smacks ON until touchdown
“Snuggle Up”
Helos should operate within 1 nm of the ship and expect to land within next 5 minutes
“Charlie”
Cleared to cross the stern (if req) and to commence an approach to designated landing spot
Lighting configuration after landing
Upper smacks OFF and position lights FLASHING
Helo Primary Marshall
1,000’ and 5 nm on the 110 radial relative to the expected final bearing
For multiple helos, each successive marshal holding fix adds 1 nm and 500’
Holding pattern — right-hand racetrack with 2nm legs
Helo Emergency Marshal
Same as the normal marshal radial (110) with emergency holding at 7 nm
Explain the CV-3 Helo TACAN Approach
Marshal fix — 1,000 @ 5 nm on the 110 degree radial
Holding pattern — right-hand racetrack with 2 nm legs
Arc on the 3 DME descending at 90 knots and 500 fpm from the marshal, crossing the 145 radial at or above 900’
Turn inbound on the final bearing line and descend to MDA of 240’
Missed Approach Instructions for TACAN approach
- Helos shall climb straight ahead on extended final bearing to 300’
- If no instructions after 2 min or prior to reaching 4 nm ahead of ship, attempt to contact ship.
- If still no instructions, execute turn downwind and report abeam.
- If contact still not established with tower, re-enter approach through 3 DME FAF or turn inbound 2 minutes past abeam.
NVD Aided Approaches
- Visual approach to a spot over CCA is authorized when coordinated with PriFly, VMC, and sufficient illum/vis avail.
- NVD centerline approach — VMC, may accept visual approach to the fantail and proceed along centerline for landing on designated spot
- NVD slide-in approach — slide into landing spot
Night EMCON pattern
- After entering pattern, switch position lights to FLASHING/BRIGHT
- Look for green light as clearance to land, then switch lights to STEADY/DIM
- If red light signal received, waveoff and re-enter the pattern
Spot 1 Restrictions
- If any Spot 1 thru 6 is occupied by an H-46, H-47, H-53, or V-22, the spots immediately forward and aft shall remain vacant.
- Only spots that afford visual reference to the deck shall be used for night helicopter launches.
- Non-precision spot
Spot 2 Restrictions
- Spot 2 starboard approaches and departures are prohibited.
- Left seat slide-in visual recoveries to Spot 2 are not recommended.
- Concurrent ops involving fixed-wing aircraft and H-60 helicopters are authorized for precision H-60 Spots 2 and 7. Concurrent ops include H-60 ground turns, takeoffs and/or landings during fixed wing operations. Helo takeoffs/landings shall be sequenced between fixed wing takeoffs and landings with clearance from the Air Officer and wind within limits.
- If any Spot 1 thru 6 is occupied by an H-46, H-47, H-53, or V-22, the spots immediately forward and aft shall remain vacant.
[Warning]: Inverted “T” helicopter and tilt rotor aircraft Spots 2 thru 6 do not provide adequate clearance for all combinations of helos.
Spot 3 Restrictions
- Left seat slide-in visual recoveries to Spot 3 are prohibited.
- If any Spot 1 thru 6 is occupied by an H-46, H-47, H-53, or V-22, the spots immediately forward and aft shall remain vacant.
- Only spots that afford visual reference to the deck shall be used for night helicopter launches.
[Warning]: Inverted “T” helicopter and tilt rotor aircraft Spots 2 thru 6 do not provide adequate clearance for all combinations of helos.
Spot 4 Restrictions
- If any Spot 1 thru 6 is occupied by an H-46, H-47, H-53, or V-22, the spots immediately forward and aft shall remain vacant.
Warning: Inverted “T” helicopter and tilt rotor aircraft Spots 2 thru 6 do not provide adequate clearance for all combinations of helos.
Spot 5 Restrictions
- If any Spot 1 thru 6 is occupied by an H-46, H-47, H-53, or V-22, the spots immediately forward and aft shall remain vacant.
Warning: Inverted “T” helicopter and tilt rotor aircraft Spots 2 thru 6 do not provide adequate clearance for all combinations of helos.
Spot 6 Restrictions
- If any Spot 1 thru 6 is occupied by an H-46, H-47, H-53, or V-22, the spots immediately forward and aft shall remain vacant.
Warning: Inverted “T” helicopter and tilt rotor aircraft Spots 2 thru 6 do not provide adequate clearance for all combinations of helos.
Spot 7 Restrictions
- The area in front of helicopters with forward firing ordnance shall be clear of personnel and equipment. If the CV Commanding Officer deems it necessary, helos loaded with forward firing ordnance are authorized to utilize Spot 7. The helo shall be offset to starboard when spotted for launch and when landing. Helos with hung/misfired forward firing ordnance shall not launch/recover on Spot 7.
- Note: Night/IMC ops to Spot 7 with forward firing ordnance should be avoided
- Personnel shall not be permitted to enter rotor arc area of an engaged helicopter on Spot 7 when fixed wing aircraft are in tension on Catapults 3 or 4.
- Safety boundaries around Spots 7 and 8 shall be clear of unnecessary personnel and equipment when helo ops are being conducted.
- For all helicopter operations on Spots 7 and 8, the Aircraft Handling Officer or his representative shall ensure that the aircraft elevator has been secured in accordance with EOSS short term secure procedures, stanchions lowered and locks properly engaged.
- Concurrent ops involving fixed-wing aircraft and H-60 helicopters are authorized for precision H-60 Spots 2 and 7. Concurrent ops include H-60 ground turns, takeoffs and/or landings during fixed wing operations. Helo takeoffs/landings shall be sequenced between fixed wing takeoffs and landings with clearance from the Air Officer and wind within limits.
Spot 8 Restrictions
- Helo ops on Spot 8 shall not be conducted when fixed wing aircraft are in tension on Catapults 3 or 4.
- Hot refueling ops shall not be conducted on Spot 8.
- Helo ops shall not be conducted on Spot 8 when fixed wing aircraft recoveries are taking place.
- The LSO platform shall be lowered and clear of personnel for helo takeoffs and landings on Spot 8.
- Safety boundaries around Spots 7 and 8 shall be clear of unnecessary personnel and equipment when helo ops are being conducted.
- For all helicopter operations on Spots 7 and 8, the Aircraft Handling Officer or his representative shall ensure that the aircraft elevator has been secured in accordance with EOSS short term secure procedures, stanchions lowered and locks properly engaged.
Helicopters ____________ taxied on the flight deck.
should not be
With ship roll > 4 degrees (turn), helos should not be engaged/disengaged or launch/recovered unless…?
Authorized by the carrier CO or his designated representative
Cross cockpit recoveries forward of an occupied spot are ________________.
not recommended
If more than one H-60 is to be dearmed with forward firing ordnance, what is required of the second aircraft?
Second aircraft will not be permitted to land until the first aircraft has been dearmed
What is the primary and secondary dearming spot?
Spot 4 is the primary dearming area. Spot 3 is the secondary.
Hung Ordnance requirements
- Helos with hung ordnance in CSW on the starboard side should land on Spot 7 or 9. If recovering Spot 9, helos shall land with a heading of BRC+15 degrees, with the weapon trained in a safe direction aft of the ship.
- Helos with hung/misfired forward firing ordnance shall not launch/recover on Spot 7.
Hung Dome requirements
The air officer shall clear all personnel away from the spot on which the dome is to be recovered (Spot 9 recommended) with the exception of the minimum number of maintenance personnel required (approx. 4).
During gusty wind conditions and/or pitching deck, if the gust spread is over 10 knots or more, what is required?
Reduce the max winds allowed for rotor engagement and disengagement by 10 knots for all quadrants
“Bullpen”
- FW aircraft returning to the ship with an emergency
- 10 nm aft on extended BRC at 1,200’ in left hand holding pattern
Carrier Control Zone
Circular airspace around carrier with 5 NM radius, surface to 2,500’. Controlled by the Air Officer
Carrier Control Area
Circular airspace around the carrier with a radius of 50 NM, surface to unlimited. Controlled by CATCC except for Case I and II operating aircraft.
Spot 9 Considerations
- Helos with hung ordnance in CSW on starboard side should land on Spot 7 or 9. If recovering Spot 9, helos shall land with heading of BRC + 15 deg with weapon trained in a safe direction aft of the ship.
- Spot 9 is recommended spot for landing with a hung dome
- Should normally lift and depart to starboard or port, request up the LA as required
- Non-precision spot
BRC vs. Final Bearing
BRC: Ship’s magnetic heading for aircraft recovery
Final Bearing: Magnetic bearing for final approach, an extension of the landing area centerline
