80T-122 Flashcards
Required Lighting Equipment
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 HRS 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.
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 CO and embarked OIC (aircraft commander for non-embarked evolutions) concur that the failed lighting system is not critical to the scheduled mission.
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 CO and embarked OIC (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 SGSI (if installed)
e. Aviation Lighting System Control Panel Set (if installed)
Radius of Action
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.
Hazards of Electromagnetic Radiation to Personnel (HERP)
SPY (HI): 520 feet
SPY (LO): 50 feet
FCS Mk99: 1,950 feet
3 Submarine Transfer Locations
Center of Main Deck (SSBN ONLY)
- Relative Winds 320-350 at 15-20 knots
Port sail plane/Top of sail plane (primary for SSN)
- Relative Winds 010-040 at 15-20 knots
Starboard Sail Plane (SSN/SSBN)
- Relative Winds 160-200 at 15 20 knots
- Sub speed no more than 10 knots
Transfers should not be attempted in sea state greater than 4.
Night transfers to submarines shall not be conducted except in cases of operational necessity.
Hangaring With Ordnance
- In the event of a strikedown (hangaring) of a loaded aircraft, fuzing devices and bomb rack ejector/jettison cartridges shall be removed immediately after the aircraft is spotted and tied down. Prior to hangaring, safety devices must be activated and safety pins in place. 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 not be removed from the aircraft immediately upon final landing.
- WARNING: Aircraft shall not be hangered with ALE-39/47 or AIRBOC loaded due to the possibility of inadvertent discharge causing injury or death.
HIFR Wind Envelopes
HIFR: wind 300 to 360 relative, 10 to 30 knots
Additional Requirements for Night HIFR
In addition to operational necessity, the following conditions shall exist:
- A visible natural horizon as viewed by the pilot
- Shop motion should not exceed 5 pitch and 10 roll
- Turn on the 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, P/R, and relative winds
VERTREP Wind Envelopes
- VERTREP (a relative headwind of 15 to 30 knots is considered ideal)
Between ACS and CVN: optimum winds are 330 to 030
Between ACS and ACS: optimum winds are 270 to 330 or 030 to 090
Personnel Required for Straighten/Traverse
1 FDD, 2 chock/tiedown personnel, 1 brakerider, and 2 safety observers (1 per side).
For RAST ACS, safety observers are LSO, or traverse qualified personnel, and power cable tender.
Alpha Pattern
300 feet AGL and 80 knots flown clockwise
aircraft heading shall be maintained such that longitudinal axis of the aircraft/missile does not cross the ship
I would go counterclockwise for hung ordnance in CSW
Offset Approach
At 1/4 mile 5 degrees offset; increase the left yaw as the aircraft approaches the ship; recommended offset is 25-40 degrees in a hover over the flight deck
Note that the lineup lines will not be useful.
ELVA
An ELVA is an emergency procedure below mins (200-1/2) and shall not be attempted unless the aircraft does not have adequate fuel to proceed to a divert for GCA or CCA.
Begins at 400 feet 70 knots and a 4 mile gate; descending 50 feet every half mile
MAP: 50 feet and 100 yards visibility
Execute Missed: turn 30 degrees away and climb for 400 feet to be vectored back
Smokelight Approach
“used as a last resort”
Both the CO and PIC, or det OIC, must agree to it.
Consideration should be given to:
- returning the aircraft early
- maneuvering the ship to better weather
- vectoring the aircraft to another ship with better weather
- vectoring the aircraft to a suitable alternate airfield
Start 2 miles astern and descend to 40 feet and 40 knots; personnel will drop smoke/lights every 15 seconds
