80T-106 LHA/LHD NATOPS MANUAL Flashcards
In Service?
LHD-1 Wasp Class - USS Bonhomme Richard
LHA-6 America Class - Same flight deck as LHD-1 with reinforced flight deck for V-22 and F-35
LHA-1 Tarawa Class - No longer in service (reserve condition)
Weather Criteria
Case I - 1000-3 or better for helicopters
Case II - 500-1 or better for helicopters
Case III - Below 500-1 for helicopters or no visible horizon
Night helo EMCON mins - 500ft above normal delta pattern and 3nm visibility with well defined horizon
Airspace
Control Area - 50nm radius; upper limit as assigned (Approach = AATCC, Tactical Control = TACC)
Control Zone - 5nm radius; 2500ft (Tower)
Multi Ship Operations
When two or more aviation, mine countermeasures support or amphibious aviation ships are in close proximity, each should be assigned operating areas of sufficient size to preclude mutual interference
If overlapping control zones, OTC shall promulgate SPINS that delineate the limits of each ship’s airspace control, as well as the procedures to be used for VMC ops between contiguous control zones
Positive Control
Shall be utilized under the following conditions:
1. Ceiling of 500ft or less for helicopters
- Visibility of 1nm or less for helicopters
- Unaided flight ops 30 min after sunset until 30 min before sunrise, except as modified by the OTC or ship’s commander
* NOTE* Night CQ/DLQs are excluded from positive control provided there is a visible horizon - During mandatory letdown in thunderstorm areas
- Supervisory personnel can anticipate weather phenomena that might cause difficulty to pilots
Advisory 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
Normally limited to VMC and is recommended for all operation in or adjacent to oceanic control areas or routes
Monitor 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
Non-radar 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
Condition I (Alert 5)
Aircraft shall be spotted for immediate launch, rotor blades spread, starting equipment plugged in
LSE, aircrew and ordnance personnel ready for luanch
Engines started when given “standby to launch”
Off deck within 5 min
Condition II (Alert 15)
Same as Condition I, except aircrews shall be on immediate call
Rotor blades may be folded or tied down; if folded, the blades shall be run through a unfold/fold cycle to ensure operability
Condition III (Alert 30)
Main rotor blades may be folded and the helo does not need to be spotted for immediate launch, however, it must have direct access to a suitable launch spot
A tow bar shall be attached to the helo and a specific LSE, tractor driver and handling crew shall be designated
Flight crews shall be in the ready room or working spaces in flight gear, pre-briefed
Condition IV (Alert 60)
Similar to Condition III, except that minor maintenance may be performed if no restoration delay is involved
Aircrew shall be designated and available
Launch Procedures
- Request permission from PriFly for APU start, engine starts, and engaging rotors via LSE; helos should not engage rotors in a turn, unless otherwise authorized by the ship’s CO or his representative
- Ready for launch pass souls and fuel state to PriFly, give LSE thumbs up
- Night launches: Pilot should not initiate any frequency or heading changes prior to 300ft
- Night launches: PriFly shall not require a frequency or heading change prior to 300ft unless required for safety reasons
Case I Departure
Used when IMC is not anticipated
Clear control zone at or below 300ft or as directed by PriFly
Case II Departure
Shall depart via Case I departures and maintain flight integrity below the clouds
If unable, execute Case III procedures
Case III Departure
Climb straight ahead to 500ft and intercept 3nm arc
Turn outbound on assigned departure radial and climb to assigned altitude
During mixed operations, don’t commence climb until 10nm
Helo launches are at no less than 1min intervals and outbound radials shall be separated by 20*
No modifications authorized to Case III departures
Single Departure Frequency
During Case II/III, a single freq will be used for launch clearance and departure control
Pilots switch to departure on deck and the single freq will be monitored by Tower and AATCC
Lost Comms During Departure
- IFF squawk - 7600
- If VMC, remain visual and return to ship
- IMC and if lost comm only (have radial DME), continue climb out on assigned radial; climb or descend to emergency marshal altitude and comply with emergency marshal instructions
Recoveries
Entering control area (50nm from ship), check in with AATCC “Center” with:
a) Call sign
b) Position/altitude
c) Fuel/souls onboard
d) Ordnance remaining
Case I Recovery
Used when IMC is not anticipated, 1000-3 required in Control Zone
1. Check in with AATCC and report ship in sight; positive switch to PriFly (Tower) by 5nm
- Unless otherwise directed, enter overhead Delta
- Await “Prep Charlie” call to enter Charlie pattern, and “Charlie” spot for clearance to land
- During mixed ops, helos proceed to starboard Delta, break no higher than 300ft
Standard Helicopter Landing Pattern
Abeam your spot in Charlie pattern, turn to intercept 45* lineup line by the 90* position
Fly on 45* lineup until abeam the spot
Slide sideways over spot
Overhead Delta Pattern
VFR left-hand racetrack pattern oriented on BRC and close aboard the starboard side at an optimum airspeed
Normal entry into pattern at 1000ft
Starboard Delta Pattern
Established on 045-110 relative bearing between 1 and 3nm
Right-hand racetrack pattern flown at 300ft and 80kts
Port Delta Pattern
Established between ship’s 225-315 relative bearing between 3 and 5nm
Left-hand racetrack pattern flown at 300ft and 80kts
Charlie Pattern (Night Case I)
Enter at 300ft, call PriFly when abeam; break when upwind of ship
Commence level turn at end of downwind to be on final prior to descent
Roll out 300ft/300yds astern
Decelerate to 60kts and report final for straight in or fly close aboard the port side
Non-standard Landing Patterns
- Cross Deck - flown same as standard approach except cross over deck to assigned spot
- Helicopter Around the Stern - normal Charlie pattern, call abeam at the port quarter and descend to 200ft prior to crossing the stern; fly around the stern and up starboard side to intercept 45* to the spot
- Helicopter Straight In - Straight in as approved by PriFly
Case II Recovery
Utilized when IMC is encountered during descent, but at least 500ft ceiling and 1nm visibility exist at ship; positive control until ship is in sight (used for marginal VFR)
Case III Recovery
Positive control
Used when below 500-1 or no visible horizon
Straight in, single-frequency approach always, precision radar when available
Approach Mins
Non-precision - 400-3/4
Precision - 200-1/2
Smokelight Approach
Last resort when ship cannot be visually acquired using normal procedures and ditching is considered imminent
Descend to safe altitude (100ft) and airspeed (40); smoke/matrix lights dropped every 15sec; pilots informed of the number of smokelights in the water and follows up to ship’s wake until visual
Alpha Pattern (Hung Ordnance)
300ft, 80kts right hand pattern
Nose should be pointed away from the island and other aircraft
