80T-105 Flashcards
Approach Control definition
A control position in CATCC responsible for providing positive control of aircraft on approach during Case II and III. Tasks include making holes for bolter/waveoff traffic and maintaining appropriate interval. (23)
Ball definition
A pilot report indicating that the visual landing aid is in sight. (23)
Carrier Control Area definition
A circular airspace within a radius of 50 nm around the carrier, extending upward from the surface to infinity, under control of CATCC except for those aircraft operating under control of the air officer during Case I and II operations.
Note: The radius and height may be limited because of adjacent controlled airspace. (23)
Carrier Air Traffic Control Center (CATCC) definition
The operational air traffic control branch responsible to the AirOps Officer for the safe, orderly and expeditious separation of aircraft within the area of jurisdiction; and providing radar ATC services to aircraft during launch and recovery operations. Departure control, marshal control, approach control, final control, and associated status boards are components of CATCC. (23)
Carrier Control Zone definition
The airspace within a circular limit defined by 5 miles horizontal radius from the carrier, extending upward from the surface to and including 2,500 feet unless otherwise designated for special operations, and is under the cognizance of the air officer during VMC. (23)
CHARLIE definition
Signal for aircraft to land aboard the ship. A number suffix indicates time delay before landing. (23)
DELTA definition
A signal given to hold and conserve fuel at an altitude and position appropriate to type aircraft and case recovery in effect. (24)
KILO Report definition
A pilot coded report indicating aircraft mission readiness. (25)
Air Operations definition
That section of the operations department responsible for coordinating all matters pertaining to air operations including the proper functioning of the CATCC. (23)
Nonradar Control definition
A form of air traffic control in which the pilot flies according to a published procedure or as prescribed by the controlling agency. Traffic separation is provided by the controlling agency, using frequent pilot position reports and modified separation criteria. This form of control is used only in case of emergency, when all shipboard air control radar is inoperative or, in the opinion of the CATCC officer, unusable. (26)
Positive Control definition
A form of air traffic control 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 pilot maintaining assigned altitude, lateral and time separation is the responsibility of the air traffic controller. Speed changes may be directed by the air traffic controller. (26)
Red Light definition
The local time at which a helicopter will no longer be SAR capable and has approximately 30 minute of flight time remaining. (26)
Weather Criteria definition
Case I weather requires the ceiling to be no lower than 3,000 feet and not less than 5 nm visibility.
Case II weather requires the lowest ceiling to be 1,000 feet or above and 5 nm visibility.
Case III weather is any ceiling below 1,000 feet or a visibility less than 5 nm. (27)
ZIP LIP definition
A condition that may be prescribed for flight operations during daylight VMC conditions under which positive communications control is waived and radio transmissions between aircraft, pilots, and control agencies are held to the minimum necessary for safety of flight. The exception is COD aircraft, unless specifically noted in the overhead message. (27)
Control Criteria Case I
When it is anticipated that flights will not encounter instrument conditions during daytime departures, recoveries, and the ceiling and visibility in the carrier control zone are no lower than 3,000 feet and 5 nm respectively. (4-2)
Control Criteria Case II
When it is anticipated that flights may encounter instrument conditions during a daytime departure or recovery, and the ceiling and visibility in the carrier control zone are no lower than 1,000 feet and 5 nm respectively. (4-2)
Control Criteria Case III
When it is anticipated that flights will encounter instrument conditions during a departure or recovery because the ceiling or visibility in the carrier control zone are lower than 1,000 feet and 5 nm respectively; or a nighttime departure or recovery (one- half hour after sunset and one-half hour before sunrise). (4-2)
Positive Control
This control shall be utilized under the following conditions:
- Ceiling of:
a. Less than 1,000 feet for fixed-wing aircraft.
b. Less than 500 feet for helicopter operations. - Forward flight visibility of:
a. Less than 5 miles for fixed-wing operations.
b. One mile or less for helicopter operations. - All flight operations between one-half hour after sunset and one-half hour before sunrise except as modified by the OTC or carrier commanding officer.
- During mandatory letdown in thunderstorm areas.
- In other situations where supervisory personnel can anticipate weather phenomena that might cause difficulty to pilots. (4-2)
Advisory Control
This control shall be utilized when the traffic density in an operating area requires a higher degree of control for safety of flight than required under visual flight rules. Advisory control is normally limited to VMC and is recommended for all operations in or adjacent to oceanic control areas or routes. Traffic separation is the responsibility of the individual pilot with assistance provided by the controlling agency. (4-2)
Monitor Control
This control shall be utilized only when aircraft are operating VMC outside controlled airspace and the responsibility for separation from other traffic can be safely assumed by the pilot. (4-3)
Nonradar Control
This control shall be used when shipboard radar is inoperative or so degraded as to be inadequate to provide radar separation of air traffic under conditions normally requiring positive control. The decision to attempt control of aircraft at night or in instrument flight conditions must be made with careful consideration of such factors as the following:
- Actual meteorological conditions.
- Degree of radar degradation.
- Expected duration of radar degradation.
- Fuel states and tanker fuel available for delays.
- Divert field considerations.
- Operational requirement.
- Departure/recovery in progress at the time a nonradar environment develops.
- Availability of other surface or airborne platforms to provide radar traffic separation and approach information. (4-3)
Lateral Separation Criteria
- The following separation standards apply to aircraft controlled by designated air search radars that rotate in
excess of 7 rpm.
a. Aircraft operating at 50 miles or more from the monitoring antenna shall be separated by a minimum of 5 miles.
b. Aircraft operating less than 50 miles from the monitoring antenna shall be separated by a minimum of 3 miles.
c. Aircraft on a designated approach or established downwind and inside of 12 miles shall be separated by a minimum of 2 miles. Aircraft established on final within 5 miles shall be separated a minimum of 1-1/2 miles.
Note: Air search radars that rotate in excess of 7 rpm are the only radars acceptable for an ASR approach.
- Aircraft provided positive control with all other radars shall be separated by a minimum of 5 miles.
- Aircraft provided nonradar control, utilizing a published approach, should be separated by 2 minutes (5 miles separation when using DME). [4-4]
Vertical Separation
- Jet and turbopropeller (turboprop) aircraft operating at altitudes up to and including FL 290 shall be separated by 1,000 feet.
- Vertical separation may be reduced to 800 feet when inside of 12 nm.
a. Receiver aircraft being provided positive control shall be separated by a minimum of 500 feet vertically from tanker aircraft until visual separation between the two aircraft can be maintained. - Aircraft operating above FL 290 shall be separated by 2,000 feet.
- Helicopters shall be separated by 500 feet. (4-4)
Helicopter Departure Keyhole Diagram
Diagram:
020 - 150: 400’, 1-10 nm
150 - 190: no operations to 3 nm; 300’ to 5 nm; 400’ to 10 nm
190 - 340: 300’ to 5 nm; 400’ to 10 nm
340 - 020: no operations to 5 nm; 200’ to 10 nm
(8-3)
Fuel State Reporting on Departure
SAR capable helicopters will report “red light” in HHMM local (e.g. “6/7XX, 4 souls, 1645 red light”). Non-SAR capable helicopters will report fuel state HHMM local to NATOPS minimum fuel (e.g. “6/7XX, 3 souls, 3+30”). (8-3)
Helo Departure Procedure, Case I and Case II
Helicopters shall clear the control zone as directed by the tower. When departing for operations within the control zone (for example, SAR), they shall remain under control of the tower or other designated controlling agency. (8-3)
Helo Departure Procedure, Case III
Whenever possible, helicopters shall be maintained as a flight beneath the clouds. If unable to remain beneath the clouds, they shall proceed individually to pre-briefed departure fixes. After takeoff, they shall climb straight ahead to between 200 to 300 feet (unaided), 150 to 300 feet (NVD aided), or as assigned by CATCC, and arc within 3 nm to intercept the assigned departure radial. Helicopters being launched from the angled deck will not cross the bow when fixed-wing aircraft are being launched. SAR helicopters will arc to the SAR pattern if able to remain
beneath the clouds. If the SAR helicopter is unable to remain beneath the clouds, the procedure presented above shall be carried out under positive control of CATCC and position will be taken in helicopter marshal (Figure 8-3). The climb to departure altitude will be commenced on the departure radial outside 12 nm.
(8-3)
Lost Communications
Helicopters experiencing lost communications should remain at or below 300 feet, arc to enter starboard delta, and execute lost communications procedures in accordance with Figure 8-4. (8-4)
Plane Guard
Any external tasking to the primary Plane Guard (PG) helicopter shall be reported immediately to the air officer for coordination and approval.
The PG helicopter is not required to hold in Starboard Delta and is encouraged to vacate the starboard side during routine fixed wing recoveries to avoid the de-arm area forward of the 90 degree bearing line. During carrier qualification landings, the Starboard Delta pattern (Figure 8-2) should be used.
Note:
* During recovery of aircraft with forward firing ordnance, the plane guard helicopter shall not be positioned on the starboard side from the 360 to the 090 degree relative bearing within 5 nm from the carrier.
* The air officer shall be notified immediately if the primary PG helicopter changes.
The presence of personal weapons, crew served weapons, fixed forward firing weapons, torpedoes, CATMs, DATMs or expendables shall not prevent an otherwise SAR capable helicopter from being tasked with PG responsibilities or SAR. (8-4)
Starborad Delta Pattern
RH Racetrack
300’, 3-5nm ARC; turn inbound 1 nm
045 relative outbound, 110 relative inbound (8-7)
Plane Guard Station
The designated plane guard helicopter is “on station” when operating within 20 nm (day) or 10 nm (night) of the carrier. The helicopter shall remain within UHF range and monitor the assigned air control frequency at all times. (8-7)
SAR Response
In the event of a plane guard incident, the designated plane guard helicopter shall immediately respond unless otherwise directed by the air officer. (8-7)
Helicopter Readiness Condition I
The aircraft shall be spotted for immediate launch, with rotor blades spread, starting equipment plugged in, and a LSE, starting crewman, plane captain, and required plane handlers standing by. Unless otherwise directed by the aircraft handling officer, at least four tiedowns shall be attached to the aircraft. The flightcrew shall be ready for launch in all respects, with all personnel equipment attached and adjusted as in flight. (8-8)
Helicopter Readiness Condition II
The same conditions apply as for Condition I, except that flightcrews shall stand by in the ready rooms.
Note: An alert SAR helicopter in Condition II may be folded provided the primary SAR helicopter is airborne. (8-8)
Helicopter Readiness Condition III
Main rotor blades may be folded and the aircraft need not be in position for immediate launch; however, it must be parked so as to allow direct access to a suitable launch spot. A towbar shall be attached to the aircraft and a specific LSE, tractor driver, handling crew, and starting crewman shall be designated and assigned to each helicopter. These personnel must be thoroughly briefed so that when the order is given to prepare to launch, the aircraft can be safely and expeditiously moved into position and readied for launch. Flightcrews should be briefed for the launch and be standing by in a designated location.
Note: Due to the aft placement of the tail wheel on certain T/M/S H-60 helicopters, there may not be sufficient space to attach a tow bar to a folded helicopter without it extending beyond the foul line. In this situation it is acceptable to have the tow bar stowed adjacent to or beneath the aircraft to facilitate an expeditious attachment and aircraft spotting as long as all other requirements are met. (8-8)
