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HAC Study > 80T-122 01FEB23 > Flashcards

80T-122 01FEB23 Flashcards

1
Q

Air-Capable Ship definition

A

All ships other than CV/CVN or LHA/LHD from which aircraft can take off, be recovered, or routinely receive and transfer logistic support. (39)

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2
Q

Air Operations definition

A

A section of the operations department that is responsible for coordinating all matters pertaining to flight operations, including the proper function of AOCC/HDC. (39)

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3
Q

Approach Control definition

A

A control station in AOCC/HDC that is responsible for controlling air traffic from marshal until handoff to final control. (39)

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4
Q

Bingo definition

A

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. (39)

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5
Q

CHARLIE definition

A

A signal for aircraft to land aboard the ship. A number suffix indicates time delay before landing. (39)

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6
Q

DELTA definition

A

A signal for aircraft to hold and conserve fuel at altitude and position indicated. (40)

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7
Q

KILO Report definition

A

A pilot-coded indicating aircraft mission readiness. (42)

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8
Q

Zip Lip definition

A

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. (44)

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9
Q

Levels of Operation

A
  1. Level I — IMC day/night operations.
  2. Level II — VMC day/night operations.
  3. Level III — VMC day only operations.

(2-2)

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10
Q

Permissible Lighting Equipment Degradations - Unaided Operations

A

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:

  1. A visible horizon exists and is discernible by the aircraft commander in the shipboard landing/takeoff environment.
  2. 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.

(2-10)

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11
Q

Permissible Lighting Equipment Degradations — Aided (NVD) Operations

A

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:

  1. A visible horizon exists and is discernible through NVDs by the aircraft commander in the shipboard landing/takeoff environment.
  2. 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.
  3. The following lighting subsystems remain operational and available:
    a. Overhead/Forward Structure Floodlights.
    b. Deck Surface/Hangar Wash Floodlights.
    c. Associated Lighting Control Panels.

(2-10)

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12
Q

Base Recovery Course (BRC) definition

A

The ship’s magnetic heading for aircraft recovery. (39)

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13
Q

Control Area definition

A

A circular airspace around an air capable ship with a radius of 25 nm that extends upward from the surface to unlimited altitude and is under the cognizance of HDC/AOCC for TACC. (40)

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14
Q

Bingo definition

A

An order to an aircraft to proceed immediately to 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.

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15
Q

NVD compliant definition

A

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. (42)

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16
Q

NVD compatible definition

A

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. (42)

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17
Q

NVD shipboard friendly definition

A

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. (42)

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18
Q

NVD shipboard covert definition

A

Only required to be seen by the aided operator and cannot be detected by the unaided observer. (42)

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19
Q

Primary flight (PriFli) control definition

A

The controlling agency on aviation ships, amphibious assault aviation ships, and air-capable ships that is responsible for the visual control of aircraft within 5 nautical miles of the ship. (43)

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20
Q

Shipboard landing environment definition

A

That phase of the approach, nominally from the Missed Approach Point (MAP) to flight deck landing during which the aircrew transitions from an instrument reference scan to a visual reference scan. (43)

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21
Q

Shipboard takeoff environment definition

A

That phase of the departure from an air capable ship, nominally from flight deck takeoff to a pre-briefed level-off altitude, of at least 150 feet 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. (43)

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22
Q

Significant wave height definition

A

Is the average height (trough to crest) of the one-third highest waves valid for the indicated period. (43)

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23
Q

Class 1 Facility

A

Landing area with support (service and maintenance) facilities for the types of aircraft certified. (2-2)

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24
Q

Class 2 Facility

A

Landing area with service facilities for the types of aircraft certified. (2-2)

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25
Q

Class 2A Facility

A

Landing area with limited service facilities for the types of aircraft certified. (2-2)

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26
Q

Class 3 Facility

A

Landing area for the types of aircraft certified; no service facilities. (2-2)

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27
Q

Class 4 Facility

A

VERTREP/hover area (minimum hover height of 5 feet) for types of aircraft certified. (2-2)

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28
Q

Class 5 Facility

A

VERTREP/hover area (high hover with a minimum of 15 feet authorized) for types of aircraft certified. (2-2)

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29
Q

Class 6 Facility

A

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. (2-2)

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30
Q

Class 6R Facility

A

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. (2-2)

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31
Q

Vertical Replenishment “T” Line

A

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. (2-3)

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32
Q

Vertical Replenishment Ball and “T” Line

A

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. (2-3)

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33
Q

Vertical Replenishment Dash Line

A

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. (2-3)

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34
Q

Required Lighting Equipment

A

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. (2-10)

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35
Q

Stabilized Glideslope Indicator (SGSI)

A

The visual acquisition range is approximately 3 miles at night under optimum environmental conditions.

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.

In use, the pilot flies the red amber interface which is fixed at 3°. (2-21)

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36
Q

Advanced Stabilized Glide Slope Indicator (ASGSI)

A

The visual acquisition range is approximately 3 miles at night optimum environmental conditions.

The ASGSI provides a single bar of green light (4.5°), amber light (1°), or red light (4.5°). The light is projected through 30° in azimuth.

During aided operations, flash rates will indicate to the pilot whether the aircraft is above (1.5 times per second), below (3.9 times per second) or on (steady light) the proper glide slope.

For daytime flight operations, the pilot flies the amber-red interface. (2-22)

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37
Q

Radius of Action

A

As a general rule, the radius of action, all conditions being optimum, shall not exceed 45 percent of maximum range specified for each type of aircraft (maximum range = 120nm because of maximum datalink range at operational altitude limit of 13,000ft DA). The radius of action may be further reduced at night under electronic EMCON or IMC for those aircraft with limited internal Dead Reckoning (DR) navigation systems. (4-2)

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38
Q

Ship Certification Waivers

A

When operational necessity requires that an uncertified ship operate with aircraft, or that a currently certified ship operate with aircraft for which it is not normally certified (but whose operation can safely be conducted), COMUSFLTFORCOM/COMPACFLT are authorized to issue a ship certification waiver in accordance with OPNAVINST 3120.28 (series). A ship certification waiver does not preclude the need for an aircraft airworthiness approval. If granted, the ship certification waiver enables the ship to conduct operations within known limitations and/or deficiencies. The waiver is issued by message containing the following information:
1. Specific levels, classes, and types of aircraft.
2. Specific operating procedures.
3. Specific mission, geographic location, time, etc. (2-1)

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39
Q

ISATT

A

Initial Ship Aviation Team Training (5-1)

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40
Q

Floatation Device requirements

A

When nets are down and at night (7-1)

“All personnel on the flight deck shall wear an approved flotation device when flight deck nets are in the down position aboard DDG-51 class ships. and at all times between the hours of sunset and sunrise on all Air Capable Ships.”

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41
Q

Wave Hazard Plots - Blue/Black Crosshatch

A

Blue = indicates ship pitch of 2 degrees or more
Black = indicates ship roll of 8 degrees or more
(7-7)

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42
Q

Wave Hazard Plots - Yellow

A

Yellow regions indicate a hazard of 2 feet of water over the flight deck which may wash personnel overboard or damage aircraft. (7-7)

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43
Q

Wave Hazard Plots - Red

A

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. (7-7)

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44
Q

Wave Hazard Plots Notes

A
  1. Operating in the white regions, or in seas below 8 feet, does not eliminate the risk of water impacting the rotor system or washing over the flight deck.
  2. Plots are based on steady speed, non-maneuvering conditions. Hazard plots do not include a margin for wave run up.
  3. Initiating turns and changes in ship speed can increase the regions of hazardous operation.
  4. If waves are observed on the flight deck, or the ship is at increased risk of hazardous conditions, a reduction in ship speed may be required.
  5. Attempting to turn prior to slowing may place the aircrew and flight deck personnel in even more hazardous conditions.
  6. Radial arms of each plot indicate prevailing wave direction relative to ship heading.
  7. Circles indicate ship speed increasing in 5-knot increments from the innermost circle (0 knots) to a 30-knot maximum speed at the outermost circle. (7-7)
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45
Q

Hovering Rotorcraft limitations

A

Hovering rotorcraft should be considered as ships not under command. Ships shall not pass within 500 yards of a
hovering rotorcraft. (7-11)

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46
Q

Weapons/Chaff Hazards

A

Aircraft parked/operating in the vicinity of weapons or chaff launchers are subject to damage from rocket blast or gunfire concussion and to FOD from materials scattered when weapons or chaff are fired. All appropriate measures should be taken to preclude the firing of any weapon in the vicinity of the helicopter operating area when the aircraft is parked on deck or when flight operations are in progress.

Caution: When ship’s weapons firing is anticipated, the aircraft shall be positioned outside the weapons blast/concussion range. If this is not possible, the aircraft should be secured as far as practicable from the firing mounts with its doors and hatches open.
(7-21)

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47
Q

Electromagnetic Radiation Hazards (RADHAZ)

A

Electromagnetic Radiation Hazards to Personnel (HERP), Ordnance (HERO), and aircraft system performance require safe separation distances that must be maintained for safety while operating aircraft in the vicinity of CG and DDG Class ships. Aircraft operating beyond these minimum distances are not exposed to hazardous levels of Radio Frequency (RF) radiation. The following safe HERP, HERO, and vulnerability separation distances are required:

AN/SPY-1B: 520 ft
AN/SPG-62 (FCS Mk 99): 1,950 ft
AN/SPY-3: 520 ft
AN/SPY-6: 1150 ft

The SPY-1 and SPY-3 radars on CG/DDG ships pose a radiation hazard (RADHAZ), to include HERO and aircraft electromagnetic vulnerability, when in-flight aircraft are within the minimum safe distance. During open water
operations maintain a minimum safe distance of at least 520 feet from CG and DDG ships. If flight within 520 feet is required, including take-off and landing, ensure the ship has sectored or brought the SPY radar to low power. While within 520 feet remain aft of the super structure unless the ship has confirmed that the side/forward radar arrays are also sectored. For the SPY-6 equipped DDG Flight IIA and III ships, this minimum safe distance is increased to 1150 feet.

Note: There is no hazard to personnel on the flight deck or on top of the helicopter when positioned on the flight deck. (7-22)

48
Q

Alert 5 Condition

A

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.

Maximum Time: 4 HR

Note: Alert 5 is as fatiguing as actual flight and should normally be used only when launch is imminent. (8-7)

49
Q

Alert 15 Condition

A

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.

Maximum Time: 8 HR (8-7)

50
Q

Alert 30 Condition

A

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.

Maximum Time: 18/48 HR

Note: Two aircraft detachments manning allows for unlimited alert 30 readiness. Daily and turnaround inspections will be required every 24 to 72 hours. (8-7)

51
Q

Alert 60 Condition

A

Aircraft: Aircraft in hangar secured for heavy weather. Minor maintenance may be performed.

Aircrew: Designated and available.

Ship: Not at flight quarters.

Maximum time: None (8-7)

52
Q

Post Deployment “Fly-Off” Policy

A

Post-deployment “fly-offs” have statistically proven to be more hazardous because of the psychological factors involved and, therefore, normally should not be conducted at night or under instrument flight conditions. Fly-off distances shall not exceed 75 percent of maximum range for that particular aircraft. (8-10)

53
Q

SAR Helicopter Equipment

A
  1. Operable hoist with rescue device.
  2. Operable searchlight (for night SAR).
  3. Sufficient liferafts to support passenger rescue requirements. (8-10)
54
Q

Boat SAR Requirements

A

Figure 8-4 (8-11)

55
Q

Initial Tiedown

A

Consists of 4 tie downs, 2 on each main mount. This requirement exists just prior to and after shipboard aircraft movement, during shipboard aircraft startup, and immediately after landing aboard ship.

56
Q

Permanent Tiedown

A

Consists of 12 tiedowns (2 on each attachment point) and is required aboard ship when not at flight quarters.

57
Q

Heavy Weather Tiedown

A

Consists of 18 tiedowns (3 on each attachment point) and is required with weather conditions in which surface winds reach an average velocity of 35 knots or greater and/or sea state of 8 ft, or wind over the deck exceeds 60 knots, pitch exceeds 4°, or roll exceeds 12°.

58
Q

Ship Squat

A

Squatting is a hydro-dynamic phenomenon which occurs when increased water flow causes pressure differentials to form near the stern, resulting in a decrease in aft freeboard as the ship accelerates. In DDG 51 class ships, this phenomenon is further exacerbated by the ship’s counter-rotating, over-the-top style propellers.

This effect can lower the freeboard of DDG 51 class ships by as much as six inches for every knot greater than 15 knots. (7-5)

59
Q

Minimum personnel for movement of aircraft on the flight deck or hangar deck

A

6 total

A qualified Flight Deck Director (FDD), two chock/tiedown personnel, a brakerider (not required for skid-configured helicopters) and two safety observers (one per side).

For RAST-equipped air-capable ships, an LSO, or traverse-qualified member of the detachment, and power cable tender are required and will act as the two safety observers. (9-10)

60
Q

Requirements for Night HIFR

A

When operational necessity dictates the conduct of night HIFR, the following conditions shall exist:
1. A visible natural horizon as viewed by the pilot.
2. Ship motion should not exceed 5° pitch and 10° roll.
3. Turn on the HIFR heading lights and position the LSE with both amber wands at the helicopter control point.
4. Establish radio contact with the helicopter and pass the ship’s course and speed, pitch and roll, and relative wind. (9-19)

61
Q

EMCON Safety Considerations

A

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.

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. (9-30)

62
Q

Visual Signals Between Ship and Rotorcraft Under EMCON or Lost Comms Procedures

A

(9-31)

63
Q

Lateral Separation

A
  1. The following separation standards apply to aircraft controlled by designated air search radars that rotate in excess of 7 rpm.
    a. Aircraft operating less than 50 miles from the monitoring antenna shall be separated by a minimum of 3 miles.
    b. Aircraft operating 50 miles or more from the monitoring antenna shall be separated by a minimum of 5 miles.
  2. Aircraft provided positive control with all other radars shall be separated by a minimum of 5 miles. (10-4)
64
Q

Vertical Separation

A
  1. Helicopters shall be separated by 500 feet.
  2. Fixed-wing aircraft shall be separated by 1,000 feet up to and including FL290, and separated by 2,000 feet above FL 290.
  3. Helicopters shall be separated from fixed-wing aircraft by 1,000 feet. (10-4)
65
Q

Positive Control

A

Positive control consists of 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:

  1. Ceiling less than 500 feet.
  2. Forward flight visibility less than 1 mile.
  3. 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. (10-4)
66
Q

Control Area/Control Zone dimensions

A

Control Area (Approach/Departure for IFR): 50 NM/ Upper limit as assigned

Control Zone (Tower Control): 10 NM / 2,500’ MSL (10-3)

67
Q

Transfer involving Submarines - General

A

Transfers of personnel to and from submarines by helicopter are not a routine operation. A transfer should not be attempted in a sea state above 4. Night transfers to submarines shall not be attempted except in cases of operational necessity. (11-9)

68
Q

Transfer Involving Submarines - Locations

A
  1. Center of main deck (Submarine Ballistic Nuclear (SSBN) only) - the submarine positions itself with the relative winds from 320 to 350° at 15 to 20 knots, and the helicopter takes position heading into the wind.
  2. Port sail plane/top of sail (primary method for Attack Submarine Nuclear [SSN]) - the submarine positions itself with relative winds from 010 to 040° at 15 to 20 knots. The helicopter takes position on the submarine heading into the wind and conducts the transfer to either the port sail plane or the top of the sail (cockpit area).
  3. Starboard sail plane - the submarine positions itself with relative winds from 160 to 200° at 15 to 20 knots with a minimum wind speed of 10 knots. Usually, the submarine maneuvers downwind at slow speed and the helicopter takes position off the submarine’s starboard side, maintaining station as necessary. (11-10)
69
Q

VERTREP Pilot Fatigue

A

During day VERTREP, 6 to 8 hours are generally accepted as an effective limit of pilot endurance.

The effective limit per pilot may be reduced to as few as 2 to 3 hours. (11-24)

70
Q

Offset Approach procedures

A

The offset approach shall be flown from the right seat only during day or night VMC only. Visual cues, especially over the deck, are inadequate from the left seat.

The recommended heading of the aircraft is approximately 5 degrees left of BRC at 1/4 mile and as the aircraft approaches the ship, the pilot must gradually increase the amount of left yaw to ensure the aircraft heading is left of the port side of the ship superstructure. The recommended offset angle is 25 to 40 degrees left of ship centerline once the aircraft is established in a hover over the flight deck. (12-6)

Alpha Pattern: 300’ AGL, 80 kts, Right hand turns

71
Q

ELVA

A

An Emergency Low-Visibility Approach (ELVA) to an air-capable ship that is below approach minimums (200’ / 1/2 mile) 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. (12-16)

Initial: 4 NM / 400’ / 70 kts
MAP: 50’ / 50 yds
Missed approach: 30° heading change, climbing turn to 400’ away from the ship

72
Q

Smokelight Approach

A

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.

The aircraft is positioned 2 miles astern of the ship 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. (12-17)

73
Q

Personnel required to manually maneuver an aircraft

A

19-23 personnel

a. FDD
b. LSO
c. Brakerider
d. Two SBOs, one on each side of aircraft
e. Two safety observers, one on each side of aircraft
f. Chock runners, one per side
g. Aircraft movers: 10-14 personnel - Pullers (6 personnel) - Pushers (4-8 personnel)

74
Q

Alpha Pattern

A

The Alpha pattern is normally a clockwise pattern flown around the ship at 300’ AGL and 80 KIAS. Offset approaches shall be flown to air-capable ships. If landing on an aviation ship, comply with applicable hung ordnance procedures.

Warning: Once established in the hung ordnance holding pattern (Alpha pattern), the aircraft heading shall be maintained such that the longitudinal axis of the aircraft/missile does not cross the ship, creating the potential for an errant missile to impact the ship. (12-5)

75
Q

Operational Necessity definition (ship)

A

This term applies to missions associated with war or peacetime operations in which the consequences of an action justify accepting the risk of loss of aircraft and crew. (42)

76
Q

Types of VERTREP Areas

A
  1. Type 1: Dashed Line
    -Helo hovers with centerline of the aircraft directly above the segmented lineup line.
  2. Type 2: T Line
    -Helo hovers with main and tail rotor hubs over, or aft of, the line formed by the T’s.
  3. Type 2A: Ball and T Line
    -Helo hovers with main and tail rotor hubs over, or aft of, the line formed by the T or T-Ball lines.
  4. Type 3: 2 T lines
    -Helo hovers with main and tail rotor hub between the two T lines.
    (2-5)
77
Q

Optimum VERTREP Winds

A

Between ship and CVN:
-Optimum: 330 - 030
-Acceptable: 270 - 330, 030 - 090

Between multiple ships:
-Optimum: 270 - 330; 030 - 090
-Acceptable: 330 - 030
(11-21)

78
Q

Optimum Wind for Normal Approaches

A

Winds down the lineup line at approximately half the maximum speed allowed by the applicable wind envelopes in Appendices D through Q. (42)

79
Q

Optimum Winds for a Single-Engine Landing

A

Relative wind as close as possible to being down the lineup line at the maximum wind speed allowed by the appropriate wind envelopes in Appendices D through Q. (42)

80
Q

Optimum Winds for an Up-the-Stern Approach

A

Winds 10° to 20° off the port bow at one-half the maximum speed allowed. (42)

81
Q

Optimum Wind for AFCS/SAS/BOOST or any flight control failure or degradation.

A

Winds in the appropriate emergency wind envelope giving the most stable deck. (43)

82
Q

IMC Operation

A

For aircraft equipped with a TACAN, ship’s TACAN system shall be operable for all shipboard launches and recoveries in IMC. (2-2)

83
Q

Optimum Winds for HIFR

A

Wind 300° to 360° relative, 10 to 30 knots. (9-3)

84
Q

Corrosion Control

A

Aircraft in unsheltered stowage normally require 500 gallons daily for freshwater washdown purposes. Aircraft in sheltered stowage normally require 100 gallons. (3-1)

85
Q

What does “Green Deck” mean?

A

Ship is ready in all respects for flight operations. Ship is established on flight course and restricts maneuvering. Bridge grants green deck. Wind is within launch envelope. (2-19)

86
Q

4 types of aircraft emergencies

A

Aircraft emergencies generally fall into four basic categories:
1. Those cases that cause an aircraft to ditch/crash.
2. Those that require an immediate landing.
3. Those that require a precautionary shipboard landing.
4. Those that occur on the
flight deck. (12-1)

87
Q

What part of the HRS bar is not NVD compliant?

A

The system fail warning light on HRS is a red non-NVD compliant source which is not dimmable and must be rendered inoperative or masked during aided operations. System fail warning light illumination may cause significant NVD degradation. (2-34)

88
Q

Bridge Information Display System (BIDS)

A

A visual means of communication by light between the LSO, bridge, CIC, and HCO.

The system provides for a positive indication of operational requests (engage, launch, recover, etc.) and positive indication of OOD responses (YES/NO) through illuminated capsules on the bridge, CIC, HCO, and LSO station. (9-1)

89
Q

Retrograde Return

A

The maximum retrograde load length shall be limited to two pendants with legs (approximately 35 feet).

Warning: Do not hook an empty net to the aircraft without at least four wood or six metal pallets or an equivalent weight in the net. To do so would endanger the aircraft by allowing the net to blow into the rotors. In questionable cases, consult the pilot in command.

90
Q

Winds Abaft the Beam

A

For night/IMC launches and recoveries, ship course and speed solutions with true winds abaft the beam are not recommended. The high nose attitude required to keep the helicopter’s closure rate under control, coupled with the reduced visual references associated with night operations, increases the possibility of vertigo for the aircrew.

Due to the increased risks, night/IMC launch and recovery operations with true winds abaft the beam shall only be conducted with pilot in command concurrence. (9-26)

91
Q

VERTREP Distances

A

Ship/CVN: 700 - 1000 yds
Ship/Ship: 300 - 1000 yds
Ship/Non-Air Capable Ship: 300 - 500 yds

92
Q

Minimum Weight for Rescue Hoist Loads

A

30 lbs

Material weighing less than 30 pounds shall be transferred in a weighted bag. (11-9)

93
Q

Maximum VERTREP distances based on weight

A

35 miles heavy/high-density loads; 25 miles light/low-density

Generally, carrying external loads for long distances (over 35 miles for heavy, high-density loads and over 25 miles for light, low-density loads) should not be considered as a standard VERTREP procedure, but rather as a capability that should be reserved for high-priority cargo that justifies the time involved. (11-20)

94
Q

VERTEP Hookup Methods

A
  1. METHOD I (Hookup Man only) — As the helicopter hovers over the load, the hookup man raises the pendant, slips the eye over the helicopter’s hook, then clears the area by moving toward the LSE.
  2. METHOD II (Aircrewman Only) — 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 helicopter’s hook, ensuring that the load is secured and ready for lifting.
  3. METHOD III (Both Hookup Man and Aircrewman) — The hookup man holds the pendant up until the aircrewman in the open cargo access hatch guides the pendant onto the helicopter’s hook. The hookup man then clears the area by moving toward the LSE
95
Q

Non-standard Load

A

Any large, bulky, or oddly shaped load that cannot be carried in a pallet or in nets, and shall be provided with slings or lifting eyes for pendant attachment (11-34)

Caution: What appears to be a convenient lifting eye or lifting point may be there for another purpose and not intended to lift the entire weight of the load.

96
Q

Amber Deck Definition

A

Ship restricted from maneuvering and winds within engagement limits. Ship not ready for flight operations.

97
Q

Red Deck Definition

A

Ship not ready for flight operations.

98
Q

10 things to do for every emergency

A
  1. Aircraft position — Plot.
  2. Radar contact — Maintain, if possible.
  3. Turn toward the aircraft’s last known position or crash site and proceed at best speed.
  4. Provide aircraft with vectors to the nearest airport or air-capable ship — As required.
  5. Air distress frequencies (121.5 MHz VHF/243.0 MHz UHF) — Monitor.
  6. Summon qualified pilot to CIC and/or bridge — If available.
  7. Notify senior detachment pilot aboard — If available.
  8. Brief and station additional lookouts — As required.
  9. Request assistance from/inform accompanying units/agencies — As required.
  10. Obtain amplifying information as to type of emergency and pilot’s intentions.
99
Q

Ways to return to the ship

A

TACAN approach, ELVA, Smokelight approach, self-contained approach (Search Short), Homer)

100
Q

Horizon Reference Unit

A

The plane guard ship may also be assigned (or separately assigned) duties as Horizon Reference Unit (HRU) for the aircraft carrier. This places ship maneuvering restrictions on the ship and may prevent acceptable helicopter launch and recovery wind envelopes while the ship is in HRU station. Helicopter launch and recovery operations should be avoided while the ship is assigned HRU duties (8-11)

101
Q

Hose Team Requirements

A

The fire party is comprised of two initial response Aqueous Film-Forming Foam (AFFF) hose teams and a backup (7-21)

102
Q

Integrity Watch

A

Whenever aircraft are embarked, each detachment is required to provide personnel to stand the aircraft integrity watch. This watch is set while both underway and in port whenever there are aircraft aboard and the ship is not at flight quarters or general quarters. The watch will consist of as many personnel as may be required to ensure complete aircraft security. A single watch may rove between hangar bays, as applicable. Integrity watch personnel shall be indoctrinated in equipment and procedures for flight deck/hangar deck firefighting. (7-21)

103
Q

Things that require Operational Necessity (122)

A

LOOM-P-PON
1. Liquid oxygen (LOX) transport (TYCOM approval)
2. Ordnance loading on hangar deck (ship CO approval)
3. Operations with an uncertified ship (fleet commander approval)
4. Manual movement of the aircraft (non-emergency: fleet commander approval)
5. Personnel transfers to or from ships during cold-weather
6. Personnel transfer at night to submarines
7. Overflight of ships with external loads
8. Night HIFR

104
Q

Considerations for landing on a Flight 2A

A

Certain air-capable ships may require the aircraft to land with main mounts in the forward half of the landing circle to ensure tailwheel clearance. See Shipboard Aviation Facilities Resume or certification message for applicability.

105
Q

What angle is a DDG flight deck?

A

3 degrees

106
Q

Assumed Lost Comms

A

Lost communications will be assumed when:
1. A Mode III code 7600 IFF return is detected or appropriate mode amplifies the situation.
2. A radar target is detected making 120-degree turns every 2 minutes.
3. A radio communications check or expected report is 15 minutes overdue.
4. The ship and helicopter do not make contact at the briefed recovery time.

107
Q

Assumed Lost Aircraft

A

Lost aircraft will be assumed when:
1. Positive radar/IFF contact is not established and either:
a. A radio communications check or expected report is 30 minutes overdue.
b. When aircraft is more than 30 minutes overdue for the briefed recovery time.

108
Q

Lost Comm Signals

A
  1. I require immediate landing.
    -Fly by or hover close aboard starboard quarter, remaining clear of other traffic, with gear DOWN and floodlight/landing light ON. With complete electrical failure, fire a red flare on a safe bearing away from the ship.
  2. I desire to land but can wait for the next recovery or scheduled recovery time.
    -Fly by or hover on the starboard side, low and close
    aboard with navigation lights BRIGHT and FLASHING and anticollision lights ON. With complete electrical failure, fire a red flare on a safe bearing away from the ship.
  3. I am proceeding to the divert field.
    -Fly up the starboard side of the ship, rocking wings with landing gear UP, navigation lights BRIGHT and STEADY and anticollision lights ON. If fuel state and nature of the emergency permit, continue making passes until joined by a wingman. Upon reaching divert fuel state proceed alone, setting IFF to emergency when departing.

Note: At night, aircraft flying close aboard the port side of the ship without lights are considered to have an emergency requiring immediate landing.

109
Q

What is listed as the H-60R’s endurance?

A

3.4 hours

110
Q

What does the Wave Hazard Plot not account for?

A
  1. Wave run up on the ship hull.
  2. Sea spray due to wave impact on the hull.
  3. Wake-wave interaction.
  4. Rudder action/maneuvering.
111
Q

Rooster Tail

A
112
Q

Limits with HELLFIRE

A
113
Q

Hangaring Aircraft with Ordnance

A

A helicopter may be hangared in an alert condition with the torpedoes, marine markers, sonobuoys, and CADs in place.

114
Q

Multiple Ship Control Zones

A

When two or more ships are in company, only a single control zone may be established, as directed by the OTC.

115
Q

Classes of Ships accounted for in Wave Hazard Plots

A
  1. Class 51 DDG
  2. Independence Class LCS
  3. Freedom Class LCS

HAC Study (15 decks)

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