122 Flashcards
SSBN/ SSGN VERTREP
Day VERTREP operations are feasible on a routine basis aboard SSBN and SSGN submarines.
Night VERTREP operations are considered feasible on a more limited basis provided that the LSE, sail, sail fair-weather diving planes, and the VERTREP area are clearly illuminated.
VERTREP Winds
A relative headwind of 15-30 KTS is considered ideal. Aircraft should takeoff, make approaches, and land into the relative wind. Other relative winds are acceptable under differing conditions.
VERTREP with high winds, excessive ship pitch and roll
In these conditions it is normally better to steam down sea to provide a steadier deck. Although this course will probably be downwind, the relative wind may still be suitable for VERTREP, and cargo handling conditions will be better for the crews on the exposed deck.
However, increased rotor downwash from hovering aircraft will create additional hazards for both the aircraft and flight deck personnel in the form of high winds, flying debris, and salt spray.
Methods of VERTREP
There are three methods of load pickup utilized by H-60 aircraft.
Method I: As the helo hovers over the load, the pickup man raises the pendant, slips the eye over the helo’s hook, then clears the area by moving toward the LSE.
Method II: The hookup man hands the pendant to the aircrewman positioned in the open cargo access hatch and then clears the area moving toward the LSE. The aircrewman will then slip the pendant over the helo’s hook, ensuring the load is secured and ready for lifting.
Method III: The hookup man holds the pendant up until the aircrewman in the open cargo access hatch guides the pendant on to the helo’s hook. Hookup man then clears toward the LSE.
Retrograde
As pallets, nets, triwalls, cargo containers, and hoisting slings accumulate on the receiving ship, they are assembled into loads for return to the UNREP ship.
Max retrograde length shall be limited to two pendants with legs (approx. 35 feet).
Note: retrograde shall be returned at the request of the transferring ship.
Night VERTREP
One or more of the following conditions shall exist prior to conducting night VERTREP to appropriately certified ships:
- A natural horizon is present
- The drop/pickup zone of the ship to be worked is clearly visible from the aircraft’s cockpit when over the drop/ pickup zone of the transferring/receiving ship
SSN VERTREP
VERTREP may be conducted on attack submarines during day VFR conditions.
Since submarines do not have standard VERTREP markings, the drop zone shall be agreed upon and briefed between the VERTREP control officer and the pilot prior to commencement of the evolution.
Final decision to feasibility and safety of the operation rests with the PIC.
Ships that can conduct VERTREP at night
Level 1 or 2 or ships with a waiver
Hot refueling during VERTREP
May be performed with authorization from ship CO or duly appointed representative, usually VERTREP control officer.
VERTREP with ship in a turn
Pilots shall be notified prior to any course change. VERTREP operations may be continued through the turn provided the aircraft commander and HCO deem such operations to be safe.
Wave reinforcement phenomena
Two ships operating in close proximity may generate disproportionately large waves in moderate sea states
Ship stationing for night VERTREP for an air-capable ship
Air-capable receiving ships should be abeam at a distance of 300-500 yards
Overflying ships with external cargo
Never do it unless you have operational necessity
Title of 80T-122
AIRCRAFT OPERATING PROCEDURES AIR-CAPABLE SHIPS NATOPS MANUAL
Airborne Stores
Items intended for carriage internally or externally by aircraft, including racks, launchers, adapters, and detachable pylons, which are not normally separated from the aircraft in flight, such as tanks, pods, non-expendable training weapons, and targets.
Air Capable Ship
All ships other than CV/CVN or LHA/LHD from which aircraft can takeoff, be recovered, or routinely receive and transfer logistic support
Levels of Operation
- Level I — IMC day/night operations.
- Level II — VMC day/night operations.
- Level III — VMC day only operations
Class 1
Landing area with support (service and maintenance) facilities for the types of aircraft certified.
Class 2 and 2A
- Landing area with service facilities for the types of aircraft certified
2A. Landing area with limited service facilities for the types of aircraft certified.
Class 3
Landing area for the types of aircraft certified; no service facilities
Class 4
VERTREP/hover area (minimum hover height of 5 feet) for types of aircraft certified
Class 5
VERTREP/hover area (high hover with a minimum of 15 feet authorized) for types of aircraft
certified
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
Class 6R
HIFR facility capable of delivering only 25 to 49 gallons of fuel per minute, at a pressure of
20 psi, to a height of 40 feet above the water
For aircraft equipped with a TACAN, ship’s TACAN system _____ be operable for all _________.
SHALL, shipboard launches and recoveries in IMC
BRC
Base Reference Course. The ship’s magnetic heading for aircraft recovery.
Pg. 40
Bingo
An order to an aircraft to proceed immediately to a divert field. Bearing, distance, and destination will be provided. Also, a term used by pilots to denote the point at which fuel becomes critical and return is imperative.
Pg. 40
Charlie
A signal for aircraft to land aboard the ship. A number suffix indicates time delay before landing.
Pg. 40
Clear Deck Recovery
Conventional landing on a RAST-equipped ship that does not use the haul-down cable or the RSD.
Pg. 40
Landing Lineup Line and Circle
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.
VERTREP 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.
VERTREP 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.
VERTREP Dashed 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.
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.
Without a visible horizon, an operable ______ shall be
utilized for single-spot ship operations. A visible horizon may be obtained through the use of NVDs and _________.
Horizon Reference System (HRS) (when installed), must be the same devices that would be used by the aircrew in flight.
2.7.1
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:
- A visible horizon exists and is discernible by the aircraft commander in the shipboard landing/takeoff
environment. - 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.
2.7.1.1
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:
- A visible horizon exists and is discernible through NVDs by the aircraft commander in the shipboard
landing/takeoff environment. - 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. - The following lighting subsystems remain operational and available:
a. Overhead/Forward Structure Floodlights.
b. Deck Surface/Hangar Wash Floodlights.
c. Associated Lighting Control Panels.
d. Advanced Stabilized Glide Slope Indicator (if installed).
e. Aviation Lighting System Control Panel Set (if installed).
2.7.1.2
Categories of VLA Lighting Equipment
There are four basic categoies of VLA lighting equipment installed on board air-capable ships:
a. VERTREP lighting equipment- required on all ships designated by CNO for Level I/II Classes 4,5, and/or 6 helicopter operations for the flight deck areas certified only for VERTREP and HIFR
b. Landing-configured lighting equipment- On air-capable ships, with RAST, designated by CNO for Level I/II Classes 1,2,2A and/or 3 helicopter operations.
C. Light Airborne Multipurpose Systems (LAMPS) Mk III lighting equipment- On air-capable ships, with RAST, designated by CNO for Level I/II Classes 1,2,2A, and/or 3 helicopter operation.
- Accessory visual aids
Homing Beacon Light… where is it, coverage, intensity, flashes per minute?
The beacon is mounted high on the main mast so the
beam is parallel to the horizon and is visible for at least 330 degrees in azimuth. The fixture shall have 360-degree coverage but may have up to 30 degrees blocked by the mast. The beacon provides a minimum effective intensity of 15,000 candles over a span of seven degrees in elevation and produces approximately 90 white flashes per minute.
2.7.3.2
The Stabilized Glide Slope Indicator (SGSI) is an _________. With the SGSI, a pilot may visually establish and maintain the proper glide slope for a safe approach and landing. The visual acquisition range is _____________.
electro-hydraulic optical landing aid, approximately 3 miles at night under optimum environmental conditions.
2.7.4.1
SGSI Light Degrees, Azimuth, Light Meanings, Proper Use
The SGSI provides a single bar of green
light (1.5°), amber light (1°), or red light (6-1/2°). The light is projected through 40° in azimuth. The color of the light indicates to the pilot whether the aircraft is above (green), below (red), or on (amber) the proper glide slope. In use, the pilot flies the red amber interface which is fixed at three degrees. By adjusting the aircraft’s altitude in order to keep the amber-red interface visible, the pilot can maintain a safe 3° glide path to the landing platform (above the horizon). . Flying in the center of the amber zone requires very large changes in glide slope before the pilot notices changes in glide slope.
The Advanced Stabilized Glide Slope Indicator (ASGSI) is ___________.
an electronic optical landing aid that is
leveled on a mounting platform
ASGSI Degrees, Azimuth
The ASGSI provides a single bar of green light (4.5), amber light (1), or red light (4.5) as shown in. The light is projected through 30° in azimuth.
ASGSI Aided Operations
During aided operations, flash rates will indicate to the pilot whether the aircraft is above (light flashes 1.5 times per second), below (light flashes 3.9 times per second) or on (steady light) the proper glide slope
Airborne Weapons
Items intended for carriage internally or externally by aircraft, which are normally separated from the aircraft in flight, such as missiles, rockets, bombs, mines, torpedoes, pyrotechnics, ammunition, and guns.
Pg. 39
HIFR at Night
Because of the inherently greater risks to aircrew and flight deck crew, practice night HIFR evolutions should not be performed. When operational necessity dictates the conduct of night HIFR, the following conditions shall exist:
- A visible natural horizon as viewed by the pilot
- Ship motion should not exceed 5 pitch and 10 roll
- Turn on HIFR heading lights and position the LSE with both amber wands at the helicopter control point.
- Establish radio contact with the helicopter and pass the ship’s course and speed, pitch and roll, and relative wind.
(HELM- horizon, establish radio, lights, motion)
9.5.3.4
Parrot
Brevity code for aircraft transponder. Pg. 42
Violating EMCON
An overdue aircraft, unplanned PIM change, rapidly deteriorating weather, or other safety-of-flight factor justifies violation of the prescribed peacetime EMCON condition. The ship shall be prepared to operate radar, TACAN, and radios on short notice.
OURS- overdue aircraft, unplanned PIM change, rapidly deteriorating Wx, safety of flight
Hazards of Electromagnetic Radiation to Personnel (HERP) Standoffs for CG-47, DDG-51
AN/SPY-1B (High Power) 520 ft
AN/SPY-1B (Low Power) 50 ft
AN/SPG-62 (FCS Mk 99) 1,950 ft
Note: There is no hazard to personnel on the flight deck or on top of the helicopter when positioned on the flight deck
Alert 5 Condition
Aircraft: Spotted for immediate takeoff, blades spread. Required stores loaded. External power applied. Mission equipment warmed up.
Aircrew: Strapped in. Preflight checklist complete up to starting engines.
Ship: At flight quarters. Fire party on station.
Max time: 4 hours
Note: Alert 5 is as fatiguing as actual flight and should normally be used only when launch is imminent
Alert 15 Condition
Aircraft: Spotted for takeoff, blades spread, required stores loaded.
Aircrew: Briefed for flight. Preflight inspection complete. Standing by on immediate call.
Ship: At flight quarters. Fire party in immediate vicinity.
Max time: 8 hours
Alert 30 Condition
Aircraft: Rotors may be folded. Aircraft may be on deck
or in hangar. Required stores loaded.
Aircrew: Briefed for flight.
Ship: Not at flight quarters.
Max time: 18/48***
Note: Two aircraft detachments manning allows for unlimited alert 30 readiness. Daily and turnaround inspections will be required every 24 to 72 hours.
Alert 60 Condition
Aircraft: Aircraft in hangar secured for heavy
weather. Minor maintenance may be performed.
Aircrew: Designated and available.
Ship: Not at flight quarters.
Alert Conditions Note 1
Alert times are approximations and shall not be considered mandatory
Safety Precaution 1
Except in cases of emergency, pilots shall not disengage, stop engines, or fold rotor blades without proper signal from LSE.
Safety Precaution 2
Helicopters shall not be launched or recovered nor shall rotors be engaged or disengaged while ship is turning.
Safety Precaution 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.
Safety Precaution 4
An aircraft shall not be flown over another aircraft.
Safety Precaution 5
Helicopters shall never be towed or pushed while rotors are engaged or while ship is turning.
Safety Precaution 6
The waveoff and hold or stop signals are mandatory and shall be executed immediately.
Safety Precaution 7
Helicopters shall not be ground taxied on the flight deck.
Safety Precaution 8
When changing pilots or hot refueling, the aircraft shall be chocked and have tiedowns attached. Aircraft
should be chocked (minimum) for passenger loading.
Safety Precaution 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.
Safety Precaution 10
During combined wet well/flight deck operations, aircraft shall avoid overflying landing craft at low altitude.
Safety Precaution 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.
Safety Precaution 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.
Safety Precaution 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 ______ class ships, the ship wake extends above flight deck level at ship speeds greater than approximately ____. During night launch/recovery operations, aft extended lineup lights may be obscured by large ship wake at ship speeds in excess of _____. Pilots should ______________.
DDG 79, 25 kts, 25 kts, exercise caution during launch/recovery with ship speeds greater than approximately 25 knots.
Hovering Rotorcraft
Hovering rotorcraft should be considered as ships not under command. Ships shall not pass within 500 yards of a hovering rotorcraft.
Separation Criteria
The following criteria are provided as guidance for the control of aircraft under IMC. Either lateral or vertical
separation shall be provided. These restrictions do not apply to launch and recovery operations or tactical maneuvers such as air intercepts, rendezvous, and close USW action.
ARC= air intercepts, rendezvous, close USW action
Lateral Separation Criteria
- Aircraft operating less than 50 miles from the monitoring antenna shall be separated by a minimum of 3 miles.
- Aircraft operating 50 miles or more from the monitoring antenna shall be separated by a minimum of 5 miles.
Vertical Separation Criteria
- Helicopters shall be separated by 500 feet.
- Fixed-wing aircraft shall be separated by 1,000 feet up to and including FL290, and separated by 2,000 feet above FL 290.
- Helicopters shall be separated from fixed-wing aircraft by 1,000 feet.
All helicopters shall be under positive communications control at sea unless otherwise directed. Pilots shall not shift frequencies without notifying and/or obtaining permission from the controlling agency.
During extended flights, frequent radio checks shall be made and the pilot shall be informed of any changes such as:
- Deteriorating weather.
- Loss of radar contact.
- Alteration of the ship course or speed.
- Bearing and range of aircraft to ship (“pigeons”)
DLAB
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.
An error of .05 inch in barometric altimeter setting results in an altitude error of _____
50 feet
ELVA Initial Approach
Initial approach patterns must be executed so that the aircraft reaches the 4-mile gate position, at an altitude of 400 feet and an airspeed of 70 knots, and all required radio transmissions (numbers 1 through 6) are completed.
Criteria for attempting Smokelight Approach
This approach is used as a last resort when available equipment will not allow ELVA procedures to be used, or 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:
- Returning the aircraft to the ship early.
- Maneuvering the ship into an area of better visibility.
- Vectoring the aircraft to another available ship where visibility is better.
- Vectoring the aircraft to a suitable alternate airfield.
Smokelight Approach
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.
Simultaneous mix of NVD and non-NVD flight ops
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.
Control Zones
The airspace surrounding each air-capable ship that possesses equipment for approved IFR approaches is defined as a circle, 5 nm in radius, extending from the surface to an altitude of 2,500 feet Mean Sea Level (MSL)). The following limitations apply:
- The control zone will not be effective in any portion of the area that extends into, under, or abuts the
controlled airspace of aviation ships, amphibious assault aviation ships, or airfields. - The control zone is not effective if the area lies within a special-use airspace (restricted area, warning area,
military operating area, etc.) without the authorization of the designated controlling agency. - Where two or more ships are in company, only a single control zone may be established, as directed by the OTC.
Tactical Direction
In the absence of a full ACU capability, or if the tactical situation precludes positive or advisory control, an aircraft can be operated under tactical direction.
The directing unit, when possible, provides adequate warning of hazards, but the aircraft commander is responsible for aircraft navigation and safety.
Normally, the pilot in command shall be responsible for determining if weather conditions equal or exceed VFR
minimums; however, regardless of the pilot’s determination, the commanding officer may direct that the close control associated with IMC shall be exercised.
Advisory Control
Advisory control consists of the monitoring of radar and radio channels in order to advise the pilot of other traffic and operational or hazardous areas. It shall be used where traffic density in an operating area requires a higher degree of control for safety of flight than normally required under VMC. Advisory control is normally limited to VMC operations and is recommended for all operations where positive control is not required.
Basically a step between VMC and positive control.
Positive Control
Positive control is a form of ATC in which the controlling agency has radar and radio contact with the aircraft being controlled and published approach or departure procedures are complied with, or where specific assignments regarding heading and altitude are issued by the controller. While altitude separation is provided by pilots maintaining assigned altitude, lateral and time separation is the responsibility of the air controller. Speed changes may be directed by the air controller. Positive control shall be used under the following conditions:
- Ceiling less than 500 feet.
- Forward flight visibility less than 1 mile.
- All flight operations between 1/2 hour after sunset and 1/2 hour before sunrise except as modified by the
OTC or the commanding officer.
Electronic Emission Control
The operations officer shall be responsible for electronic EMCON in accordance with NTTP 3-51.1, effective operation orders, and governing directives.
Detailed briefings covering mission responsibilities and procedures shall be conducted prior to operating under EMCON conditions. All flight crew members, controllers, and aircraft-handling personnel shall attend such briefings and familiarize themselves with all procedures within their area of responsibility.
Tie Down Types
Initial, Permanent, Heavy Weather
9.2.1
Initial Tie downs
This configuration is required for all aircraft prior to launch, upon recovery, immediately after an aircraft is respotted, or immediately preceding movement of an aircraft.
9.2.1.1
Heavy Weather Tie Downs
This configuration is required when an increase in aircraft security is required during high winds, heavy seas, or for prolonged periods of heavy maintenance. (Heavy Weather tie down is applied by the crew chief/plane captain in accordance with NATOPS flight manual and existing maintenance instructions)
9.2.1.2
Permanent Tie Downs
This configuration is required when not at flight quarters or when an aircraft is not scheduled or expected to be launched or respotted. (Permanent tiedown is applied by the crew chief/plane captain in accordance with NATOPS flight manual and existing maintenance instructions.)
9.2.1.3
Tiedown deviation
Not authorized prior to launch as it may lead to an oversight of tiedown removal
JP5 Quality
Aircraft shall not be refeuled 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.
9.5.3.5
Ready to Launch Lights and signals? Meaning?
Pilot: Thumbs up (day), Pos lights steady bright (night)
Ship: Red signal in flight area
Meaning: HCO/LSO request green deck from bridge. Ship maneuvers to flight course. Pilots finish checklist
Launch lights and signals? Meaning?
Pilot: Hand signal to remove chocks and chains
Ship: Green signal in flight deck area
Meaning: Ship is ready in all aspects for flight ops. Ship established on course and restricts maneuvering. Wind is within limits, authority granted to PIC to signal removal of chocks and chains. Authority to LSE/LSO to launch a/c when chains are removed.
Operations normal report lights and signals? Meaning?
Pilot: Aircraft departs (day) / turn anticollision light on or flash landing light (night)
Ship: As appropriate
Meaning: A/c systems functioning correctly. Commencing assigned mission
Aircraft inbound for landing- lights? signals? meaning?
Pilot: (Los comm scenarios)
Deck: Red signal in flight deck area
Meaning: Prepare designated landing area to land aircraft. Ship not ready to recover aircraft
Recovery lights and meaning?
Pilot: None
Deck: Green signal in flight deck area
Meaning: Ship is ready in all aspects to land aircraft. Wind is within recovery envelope
Preparation for shutdown lights, signals, meaning?
Pilot: Hand signals to disengage (day), flash pos lights (night)
Deck: red signal in flight deck area
Meaning: Once chocks and chains are installed, ship is free to maneuver. Pilot signals when ready to disengage, and ship obtains appropriate winds over deck
Disengage rotors signals, lights, meaning?
Pilot: None
Deck: Amber signal until rotors stopped, then red
Meaning: Authority for responsible flight deck personnel to signal to disengage rotors when area clear. Winds within disengagement envelope. Ship restricted from maneuvering until rotors have stopped.
Responsibilities of LSO
Chapter 6
- Manning the RAST control station during RAST launch and recovery and originating all transmissions to the bridge, CIC, HCO, flight deck director and helo
- Ensuring all RAST preoperational checks are completed.
- Ensuring all safety precaution applicable to the ship and aircraft are enforced.
Warning about… Aft quartering seas, high speed
Aft quartering seas reduce ship stability and may quickly and unpredictably generate large deck motions. High speed reduces freeboard and increases
instability. Low freeboard ships (DDG) are particularly susceptible to hazardous deck conditions. All these conditions increase the probability of
loss of aircraft or life.
Marshall
A bearing, distance, and altitude fix designated by AOCC/HDC from which pilots will orient holding and from which initial approach will commence.
Emergency Marshall
A marshall established by AOCC/HDCC (Air Operations Control Center/Helicopter Direction Center) and given to each pilot prior to launch with am altitude and am EEAT (Emergency Expected Approach Time). The emergency marshall radial shall have a minimum of 30 separation from the primary marshall.
Significant Wave Height
Is the average height (trough to crest) of the one-third highest waves valid for the indicated period.
NVD Compliant
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.
NVD Compatible
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.
Difference between NVD compliant and compatible?
Compliant is defined as a lighting DISCIPLINE whereby components are NVD compatible, NVD shipboard friendly, and noncompatible systems are adjusted in such a way not to have a negative effect on aided crews.
Compliant is a type of lighting system that doesn’t have an effect on an aided user. It is meant for unaided users and is invisible to an aided user.
Optimum winds for normal operation
Winds down the lineup line at approximately half the maximum speed allowed by the applicable wind envelopes in Appendixes C through R.
Optimum wind for single engine landing
Relative wind as close as possible to being down the lineup line at the maximum wind speed allowed by the appropriate wind envelopes in Appendixes C through R
Optimum wind for up the stern approach
Winds 10 to 20 off the port bow at one-half the maximum speed allowed.
Optimum wind for AFCS/SAS/Boost or any flight control failure or degradation
Winds in the appropriate emergency wind envelope giving the most stable deck.
NVD shipboard friendly
Lighting systems which are required to be seen by both the aided and unaided operators simultaneously and/or independently. Has spectral energy emitted in a controlled fashion to allow direct aided view/recognition without impacting the devices to the point that critical visual cues are washed out or obscured.
NVD shipboard covert
Only required to be seen by the aided operator and cannot be detected by the unaided observer
Shipboard Landing Environment
That phase of the approach, nominally from the Missed Approach Point to the flight deck during which the aircrew transitions from an instrument reference scan to a visual reference scan.
Shipboard Takeoff Environment
That phase of the departure from an air capable ship, nominally from the flight deck takeoff to a pre-briefed level-off altitude, of at least 150 ft 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.
RADALT in EMCON
Use of the radar altimeter for night or IMC flight operations over water shall not be restricted by peacetime EMCON postures. Units directed to secure the radar altimeter by the EMCON condition set shall advise the OTC of the requirement to use radar altimeters for all night and IMC flights over water in peacetime.
9.7.2
Red region of the wave hazard plots
Ship operation in the red regions present a significant risk of sea water impacting the engaged H-60 rotor system. Contact between an engaged rotor system and the sea can result in catastrophic rotor damage and the loss of aircrew and flight deck personnel.
Yellow region of the wave hazard plots
Yellow regions indicate a hazard of 2 feet of water over the flight deck which may wash personnel overboard or damage aircraft.
Required lighting equipment.
2-10
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.
Vertrep areas on SSGN/SSBN and ideal winds
Deck, port bow plane, sail fair weather diving plane (maybe?). 320-350 10-20 kts.
TACAN requirements
For aircraft equipped with a TACAN, ship’s TACAN system shall be operable for all shipboard launches and recoveries in IMC.
Four types of emergencies in ch 12
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.
Do not hook an empty net to the aircraft without_____________________. To do so would endanger the aircraft by allowing the net to blow into the rotors. In questionable cases, consult the pilot in command.
at least four wood or six metal pallets or an equivalent weight in the net
Collateral ship duties 6-11
Helicopter detachment personnel shall not be assigned additional or collateral ship duties that will conflict with their primary duties of flying and maintaining a 24-hour readiness posture while underway.
All personnel on the flight deck shall wear an approved flotation device on DDG-51 class ships when…
Ch 7
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… when?
Ch 7
at all times between the hours of sunset and sunrise on all Air Capable Ships.
When is ship maneuvering restricted? Ch 7.
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.
MAD & IAD
Military air distress freq, international air distress freq
OTCs shall include in their communications plan the requirement that at least one ship in company with ships operating aircraft shall monitor the UHF guard/MAD frequency, because a pilot out of UHF range with their controlling ship may attempt to communicate with any monitoring ship in the event of an emergency. In addition to UHF guard, ships should also monitor International Air Distress (IAD) (VHF guard — 121.5 MHz) to the maximum extent possible.
Hotel and Foxtrot Flags
The Hotel or Hotel One flag will be used during helicopter operations as specified in ATP-01, Volume II. When carriers are operating fixed-wing aircraft and helicopters simultaneously, they shall display the Foxtrot signal.
Search and rescue helicopter equipment
- Operable hoist with rescue device.
- Operable searchlight (for night SAR).
- Sufficient liferafts to support passenger rescue requirements.
Corrosion control: how much freshwater is required for wash downs?
Aircraft in unsheltered stowage normally require 500 gallons daily for freshwater washdown purposes. Aircraft in sheltered stowage normally require 100 gallons.
HERO conditions
Safe, susceptible, unsafe
Recommended heading checkpoints for offset approach
5 degrees left at 1/4 mile. 25-40 degrees left of centerline over the flight deck
Max range for rotorcraft
As a general rule, the radius of action, all conditions being optimum, shall not exceed 45 percent of maximum range
Prohibited ops on a blacked out flight deck
“FAV COAT”
- Chocking and chaining of aircraft.
- Fueling.
- Ordnance (arming/dearming or uploading/downloading, including sonobuoys).
- Troop movement.
- Aircrew changes (HOTSEAT).
- Aircraft movement.
- Vehicle movement.
Control Area
A circular airspace around an LPD/LHA/LHD with a radiys of 50 nm that extends upward from the surface to unlimited altitude and is under the cognizance of HDC/AOCC for TACC
Degrees of control
advisory, close, positive
Delta
A signal for aircraft to hold and conserve fuel at altitude and position indicated
EMCON definition
Tactical restriction on RF, microwave, or acoustic transmissions
Free deck recovery
Recovery to a RAST-equipped ship using the RSD without the use of the haul-down cable
Pogo
A brevity code used in communication frequency change assignments to “return to _______”
Pigeons
Vectors provided by ships’ aircraft controllers or ASTACs to a specified destination
ZIPLIP
A condition that may be prescribed during flight operations during VMC conditions under which positive communications control is waived and only radio transmissions required for flight safety are permitted
Warning for volcano
On CG-47 Class ships, the number 3 Ship’s service Turbine Generator (SSTG) is located just aft of the flight deck in the normal approach path of the aircraft. This generator, while operating, emits a large volume of hot exhaust that will degrade aircraft engine performance/lift capability. The pilot shall be informed if the generator is operating.
Flight Deck Fire Party
The fire party is comprised of two initial response Aqueous Film-Forming Foam (AFFF) hose teams and a backup. The fire party shall be comprised of ship’s company personnel providing the equipment commensurate with their responsibilities; however, it may be augmented with detachment personnel (when assigned).
Flight Clearance- what ship does
Ships shall relay flight plans to appropriate ATC facilities in a timely manner and pilots shall confirm their flight plans with an appropriate ATC facility ashore as soon as practicable. When firm information concerning departure and arrival times is available the ship shall send a message as soon as possible prior to the ETA of the aircraft,
The ship shall send a departure message, including aircraft type, buno, and actual time of departure.
Flag Hoist Signals
Setting flight VERTREP detail: Hotel One at the dip
Ready to conduct flight (VERTREP) ops: Hotel One close up
A delay or interruption of the evolution: Hotel One at the dip
Flight ops are completed: Hotel One hauled down
Hellfire in the Hangar Deck
Appendix T, notes 4 and 6.
4: air-launched missiles shall not normally be loaded on the hangar deck except when operational commitments so dictate. COs may authorize loading of missiles on the hangar deck only up to the point of mechanical attachment of the weapon to the launcher/rack
6: In the event of a strikedown of loaded aircraft into the hangar deck, the nose fuzes and jettison cartridges shall be removed immediately after the aircraft is in spot and tied down
Hangering aircraft with ordnance
A helicopter may be hangered in an alert condition with the torpedoes, marine markers, sonobuoys, and 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.
Warning: Aircraft shall not be hangered with ALE-39/47 or AIRBOC chaff loaded due to the possibility of inadvertent discharge causing injury or death
Maintenance and servicing of a loaded aircraft
Electrical power shall not be applied to armament, or to weapon release and control circuitry, while weapons are being loaded or downloaded.
