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HAC Study > 80T-106 > Flashcards

80T-106 Flashcards

1
Q

Concurrent Operations

A

Operational constraints may at times require aviation and/or amphibious aviation ships to operate within 10 nm of one another, creating a conflict of overlapping control zones. To ensure operational safety and efficiency when such operations are anticipated, the OTC shall promulgate special instructions (spins) that delineate the limits of each ship’s airspace control, as well as the procedures to be used for VMC operations between contiguous control zones. (4-2)

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2
Q

Condition I/Alert 5

A

The helicopter shall be spotted for immediate launch with rotor blades spread, aircrew and mission-required personnel in the helicopter, starting equipment plugged in, and with the LSE and starting crew member and ordnance personnel ready for launch in all respects. When the word is passed to “Standby for launch,” engines shall be started without further instructions; however, launch shall be positively controlled from PriFly. Aircraft should be airborne within 5 minutes of order to launch. (5-2)

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3
Q

Condition II/Alert 15

A

The same conditions apply as for Condition I, except that flightcrews and mission-required personnel are not required to be in the helicopter, and rotor blades may be folded or tied down. Flightcrews and mission-required personnel shall be on immediate call, if rotor blades are folded, the blades shall be run through a unfold/fold cycle to ensure operability. Aircraft should be airborne within 15 minutes of order to launch. (5-2)

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4
Q

Condition III/Alert 30

A

Main rotor blades may be folded and the helicopter 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 helicopter and a specific LSE, tractor driver, handling crew, and starting crew member 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 helicopter can be safely and expeditiously moved into position and readied for launch. Flightcrews shall be in the ready rooms or working spaces, in flight gear, and prebriefed for the launch. Mission-required personnel shall be in a designated location with all necessary gear. Aircraft should be airborne within 30 minutes of order to launch. (5-2)

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5
Q

Condition IV/Alert 60

A

The condition of the helicopter is similar to Condition III, except that minor maintenance may be performed if no restoration delay is involved. The aircrew and mission-required personnel shall be designated and available. Aircraft should be airborne within 60 minutes of order to launch. (5-2)

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6
Q

LHGeneral Flight Deck Despcription

A

The flight deck is marked with nine spots (see Figure 5-1), and is divided into two separate landing areas. When operating aircraft, the forward area consists of spots 1 through 5, while the aft area consists of spots 6 through 9. The two landing areas are controlled separately by rotary beacon lights or flags from PriFly (Figures 5-3 and 5-4).

The alternating red and white Fixed Wing Safe Parking Line also applies to H-60 operations on port side landing spots. (5-4)

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7
Q

Hotel Flag (Helo Ops)

A

Two Vertical Stripes, White and Red (5-9)

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8
Q

Flag Hoist Signals

A

Setting of flight quarters. –> HOTEL/FOXTROT flag at the dip (as appropriate). –> Ship ready to conduct flight operations when wind conditions are suitable.

Ready to conduct flight operations. –> HOTEL/FOXTROT close up (as appropriate). –>Ready to conduct or conducting flight operations.

A delay or interruption of the evolution. –> HOTEL/FOXTROT at the dip (as appropriate). –> Flight operations temporarily delayed.

No flight operations being conducted. –> HOTEL/FOXTROT flag hauled
down (as appropriate). –> No flight operations being conducted. (5-9)

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9
Q

EMCON Night Launch Requirements

A

Weather minimums for helicopter night EMCON Operations shall be 500 feet above the normally prescribed delta pattern and a minimum of 3 nm visibility with a well defined horizon. (5-17)

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10
Q

Helicopter Safety Procedures (Different from 80T-105)

A
  1. Dual-engine helicopters shall not be intentionally hovered single engine over a deck spot. If topping checks cannot be performed in contact with the deck, they must be performed in flight at an appropriate altitude.
  2. Any helicopter parked Tail-Over-Water (TOW) should have cargo ramp (if so equipped) in full-up position.
  3. Helicopters landing behind engaged tail rotor aircraft shall not conduct cross-cockpit takeoffs or landings for LSE safety.

Caution:
*When launching/recovering, damage from downwash to aircraft stowed abeam the spot in use may occur even when folded, crutched, and properly secured.
* Combination of relative winds and rotor downwash when landing a helicopter/tiltrotor immediately adjacent to a spot occupied by a shutdown helicopter, not folded and secured, may cause rotor system damage to the shutdown helicopter.
* Rotor blade tiedowns alone may not be sufficient to preclude rotor blade flapping and subsequent damage. (7-1)

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11
Q

Helicopter Depature Procedure Case I

A

This departure may be used when IMC is not anticipated during departure and subsequent rendezvous. Helicopters shall clear the control zone at or below 300 feet or as directed by PriFly. Rendezvous shall be accomplished in accordance with the flight brief. (7-4)

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12
Q

Helicopter Departure Procedure Case II

A

Weather at the ship not less than 500 foot ceiling and 1 mile visibility. Helicopters shall depart via Case I departure and maintain flight integrity below the clouds. Weather conditions permitting, departure on assigned missions shall also comply with Case I procedure. If unable to maintain VMC, helicopters shall proceed in accordance with Case III departures. (7-4)

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13
Q

Helicopter Departure Procedure Case III

A

Whenever weather conditions at the ship are below Case II minimums, or there is no visible horizon, or when directed by the commanding officer or OTC, helicopters shall launch at not less than 1 minute intervals, climb straight ahead to 500 feet, and intercept the 3 mile arc. They shall arc at 3 miles to intercept assigned departure radials. Upon reaching the assigned departure radial, turn outbound and commence climb to assigned altitude. Figure 7-2 illustrates Case III departures. Departure radials shall be separated by a minimum of 20°.

Note: Modifications to Case III procedures are not authorized. (7-5)

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14
Q

Helicopter Case I Approach Procedures

A

Case I may be used when it is anticipated that aircraft will not encounter IMC at any time during descent, break, and pattern established on the port side of final approach. Weather minimums of 1,000 foot ceiling and 3 miles visibility are required in the control zone.

Note: During mixed aircraft operations, helicopter break altitude shall not exceed 300 feet.

Flights shall check in with AATCC as in Paragraph 5.11.1. Pilots shall report ship in sight when visual contact with the ship is gained VMC; AATCC shall switch aircraft to PriFly frequency by 5 nm (VMC). Unless otherwise directed by PriFly, flights shall proceed to and hold in the overhead Delta pattern and plan their descent and break to meet the designated recovery time and maintain an orderly flow of traffic into the Charlie pattern. (7-6)

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15
Q

Helicopter Charlie Pattern

A

The Charlie pattern is a left-hand racetrack pattern on the port side of the ship. The upwind leg parallels the BRC. All aircraft shall enter the Charlie pattern as depicted in Figures 7-3, 7-4, and 7-5 unless otherwise directed by PriFly or AATCC. Landing interval shall be established or adjusted upwind so as not to extend the downwind leg. (7-7)

300’, 80 kts

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16
Q

Prep Charlie

A

Aircraft cleared to prep Charlie shall conform to normal Charlie pattern entry procedures and once established in the pattern, conform to the racetrack pattern depicted in Figures 7-3 through 7-5 until cleared by PriFly. (7-7)

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17
Q

Helicopter Night Case I Recovery Pattern

A

The helicopter night Case I recovery pattern is a left-hand pattern on the port side of the ship. The pattern is extended downwind allowing for a complete turn to final prior to beginning descent. The straight-in final approach is flown using available visual landing aids such as V/STOL OLS.

Note: The Stabilized Glideslope Indicator (SGSI) has been removed from all LHD and LHA type ships. (7-7)

18
Q

Standard Helicopter Landing Patterns

A

The Charlie Pattern is the standard Case I helicopter landing pattern. Landing pattern for port spots is an approach starting not later than abeam the intended point of landing with a turn to intercept the 45° line at the 90° position. Landing a helicopter on a spot immediately in front of another helicopter should be avoided whenever possible.

Note: When approaching a spot immediately in front of a spot occupied by another helicopter, the final portion of the approach on the 45° bearing should terminate at a point directly abeam the intended landing spot. From this point the final transition is flown by sliding sideways to a hover over the landing spot. Cross-cockpit landings should be avoided. (7-7)

19
Q

Nonstandard Helicopter Landing Patterns

A
  1. Cross-Deck — A cross-deck approach shall be flown the same as a standard landing pattern except the approach shall continue across the flight deck to assigned landing spot (Figure 7-5).
  2. Helicopter Around Stern — Starboard spots may be utilized by entering the normal Charlie pattern, calling abeam port quarters, descending to 200 feet by the astern position, continuing up the starboard side to intercept an approximate 45° angle to the spot and then straight in (Figure 7-5).
  3. Helicopter Modified Straight-In — PriFly may approve a straight-in approach to the spot depending on traffic in the pattern. (7-8)
20
Q

Waveoff

A

A waveoff shall be executed in the following situations:
1. Upon voice command from PriFly or loss of communication with PriFly.
2. Upon command from the LSE.
3. Upon loss of visual contact with LSE during final approach.
4. Any time the aircrew feels the approach cannot be safely completed.

Pilots shall report “(aircraft identification), waving off” and parallel the BRC on the appropriate side of the ship and reenter the appropriate Case I pattern. Should reentry into the Case I pattern not be possible, the aircraft shall climb straight ahead and request instructions from PriFly. (7-12)

21
Q

Helicopter Case II Approach Procedures

A

Case II procedures shall be used whenever weather or meteorological conditions at the ship are below Case I minima, but greater than a 500 foot ceiling and 1 mile visibility. During Case II, positive control shall be utilized until the flight leader/pilot reports the ship in sight. AATCC shall be fully manned and ready to assume control of Case III in the event weather deteriorates to below Case II minimums.

Note
Case II recoveries shall not be conducted concurrently with Case III departures. (7-12)

22
Q

Helicopter Case III Approach Procedures

A

Case III procedures shall be used whenever weather conditions at the ship are below Case II minima, or when no visible horizon exists, or when directed by the commanding officer or OTC. Positive control shall be provided by AATCC from letdown through final approach until the flight leader/pilot reports ship in sight and requests to proceed visually. Case III formation recoveries are not authorized except when an aircraft experiencing difficulties is recovered on the wing of another aircraft. Formation flights by dissimilar aircraft shall not be attempted except
in extreme circumstances when no safer recovery method is available. All Case III approaches shall terminate in a straight-in, single-frequency approach. Precision radar shall be used whenever available. The procedures below are mandatory for all Case III helicopter recoveries. (7-12)

23
Q

Delta and Charlie Patterns for Helicopters

A

Charlie: 300’, 80 kts

Starboard Delta: Upwind leg 1 nm abeam, outbound on 045 relative bearing, downwind 3 nm abeam, inbound 110 relative bearing

Port Delta: Upwind leg 3 nm abeam, outbound 315 relative bearing, downwind 5nm abeam, inbound 225 relative (7-9)

24
Q

Approach Minimums

A

xxxx

25
Q

Helicopter Emergency Marshal

A

The 24 emergency marshal points are positioned on three TACAN radials and eight DME fixes at eight altitudes. The system provides lateral, vertical, and time separation. Radials are labeled “A” through “C,” are 45° apart, and are relative to the EFB.

A helicopter experiencing lost communications in IMC shall proceed outbound from the ship climbing or descending to the assigned emergency marshal altitude, then proceed directly to the assigned emergency marshal.

During mixed operations helicopters shall remain outside of five miles at or above 2,200 feet when crossing the final bearing. (7-17)

26
Q

Helicopter Ordnance Recovery

A

Hung or Unexpended — Standard Alpha pattern (Figure 7-10) recovery as dictated by weather. Winds permitting, the nose of the helicopter should be pointed away from the island during landing. The helicopter shall be landed with the nose pointed away from the island or other aircraft. (7-22)

27
Q

SAR Helicopter

A

When at sea, the HSC detachment shall designate a SAR helicopter to be maintained, during daylight hours and when operationally feasible, in Condition IV for SAR/MEDEVAC contingencies. A SAR crew shall be designated and promulgated in the air plan. The designated crew shall remain the duty SAR crew until properly relieved by another crew; brief and preflight complete. The helicopter may be utilized for local administrative, logistic, or training functions while in standby status. The embarked squadron/detachment should assume SAR/MEDEVAC standby whenever the ship’s HSC detachment helicopter is not operationally ready for SAR. (11-1)

28
Q

SAR Equipment

A

As a minimum, a helicopter assigned a SAR mission shall be equipped as follows (Figure 11-1):
1. Operable hoist with rescue device.
2. Operable search light (for night search).
3. Sufficient liferafts to support passenger rescue requirements.

Note: Helicopters performing night over-water hover operations shall be equipped with operable stabilization and automatic hover equipment, or have sufficient external reference, either natural or artificial, to enable the pilot to establish and maintain a stabilized hover. (11-1)

29
Q

VERTREP Locations - LHD/LHA-6 Type

A

Day/night VERTREP/external lift operations shall be conducted in areas A, B, and C. See Figure 11-2 for aircraft authorized to operate in each area.

  1. Night VERTREP/external lift operations shall only be conducted in areas A and C.
  2. Area A — The area bounded by the port elevator, that portion of the deck from the elevator’s leading edge along or outboard of the fore and aft lineup lines aft to the extended horizontal baseline of spot 8 and then across the flight deck.
  3. Area B — The area from the horizontal baseline of spot 4 aft to the leading edge of the port elevator on that portion of the deck along or outboard of the fore and aft lineup lines.
  4. Area C — The area of the flight deck forward of the extended horizontal baseline of spot 4. (11-5)
30
Q

Simultaneous Well Deck Operations

A

When conducting simultaneous well deck operations, consideration must be given to minimizing well deck lighting because of the adverse effects of non-NVD-compatible lighting. Ships should make 1MC announcements every 30 minutes during NVD operations to remind personnel of required light discipline. For example: “All hands are reminded that NVD operations are in progress. Maintain strict light
discipline throughout the ship.” (11-7)

31
Q

NVD Flight Operations Procedures

A

Simultaneous NVD-aided and unaided flight operations are permitted in the control zone. However, simultaneous NVD-aided and unaided operations in the landing pattern are prohibited. In order to maintain optimum lighting conditions for the landing environment all aircraft in the landing pattern shall be the same configuration (either NVD-aided or unaided).

Simultaneous NVD-aided and unaided operations should be avoided in the same holding pattern due to reduced visual acuity of the unaided aircrew. (11-10)

32
Q

Communications Control

A

All aircraft shall be under positive communications control while operating at sea unless otherwise directed. (4-8)

33
Q

V-22 and MH-53 Safety Precautions

A
  1. V-22 and H-53 launch and recovery operations should not be conducted from spots immediately behind unsecured tail rotor aircraft. If V-22 or H-53 launch and recovery operations are required from spots
    immediately behind unsecured tail rotor aircraft, consideration should be given to securing the aircraft and blades with initial (four-point) tie downs and increasing the wind over the deck.
  2. Rotors of all helicopters shall be spinning at or above 100% Nr or folded and secured (crutched if capable) if H-53 or V-22 flight operations are being conducted on an adjacent spot. All H-53 helicopters should be spinning at 100% Nr, folded, or tied down if V-22 or H-53 flight operations are being conducted to the spot forward of its position.

Warning: Rotor downwash created by the H-53 and the V-22 is sufficient to damage spread helicopter rotor blades and blow aircraft chocks, tie down chains, and towbars about the deck or overboard, and cause personnel injury or death.

Caution: In situations where a V-22 is landing in front of a spread helicopter, the risk for rotor blade damage increases with port winds over the flight deck.

34
Q

Difference between LHA vs LHD

A

The difference between a Class 0 LHA and an LHD is an enlarged hangar deck, enhanced aviation maintenance facilities, increased aviation fuel capacity, additional aviation storerooms, removal of the well deck, and an electronically reconfigurable C4ISR suite.

35
Q

Outgoing Comm Flow

A

Tower -> Icepack (replaces Strike) -> Green Crown (replaces Red Crown)

36
Q

“Kick Pink”

A

LHD/LHA use colors instead of numbers (CSG) on the comm cards

37
Q

Foxtrot Flag

A

White with Red Diamond

Fixed-Wing or Mixed Ops

38
Q

ARG

A

Amphibious Ready Group

An ARG is composed of an amphibious assault ship (LHA/LHD), a landing platform/dock (LPD), a Landing Ship, Dock (LSD) , and a Marine Expeditionary Unit (MEU).

39
Q

Flight Deck Clothing

A

LSE- Yellow / Yellow
PC - Brown / Brown

40
Q

Overhead Delta

A

Left-hand VFR racetrack established in the vicinity of the ship; oriented on BRC and close aboard the starboard side at an optimum airspeed.

41
Q

Alpha Pattern

A

300’, 80 KIAS, Right Hand pattern. Upwind at ship break right.

Nose of the helo should be pointed away from the island during landing.

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