CNAF Flashcards
1
Q
Actual Instrument Approach.
A
When actual instrument conditions are encountered below 1,000 feet above the airport/flight deck elevation during an
instrument approach.
2
Q
Actual Instrument Conditions
A
Conditions external to the aircraft in flight that do not permit visual reference
to the horizon.
3
Q
Cross-Country Flight.
A
A flight that either does not remain in the local flying area or remains in the local flying area and terminates at a facility other than an active military facility.
3
Q
Controlling Custodian
A
The command exercising administrative control of assignment, employment, and logistic support of aircraft. Controlling custodians are
identified in COMNAVAIRFORINST 4790.2A.
4
Q
Flight
A
For helicopters, a flight begins when the aircraft lifts from a rest point or commences ground taxi and ends
after airborne flight when the rotors are disengaged or the aircraft has been stationary for 5 minutes with
rotors engaged.
5
Q
Hazard
A
A condition with the potential to cause personal injury or death, property damage, or mission degradation.
6
Q
Instrument Meterological Conditions
A
Meteorological conditions expressed
in terms of visibility, distance from clouds, and ceiling less than the minimums specified for visual meteorological conditions. IMC conditions exist anytime a visible horizon is not distinguishable.
7
Q
Landing
A
A return to the surface; landings include touch and go (providing the landing gear touches the surface), bolter, forced, or crash.
8
Q
Local Flying Area
A
That area in the vicinity of an
air installation in which locally-based aircraft can operate during an average/typical sorties flight time. The local flying area shall not exceed 350 miles from an air installation and be designated as such in the Air Operations Manual by the Commanding Officer. In so far as practicable, local flying areas shall be bounded by prominent terrain features and/or air navigation aid
radials/distances
9
Q
Multipiloted Aircraft
A
Any aircraft having two sets of flight controls and instruments and operated by two pilots, both of who meet the requirements of the NATOPS
manual for that model aircraft.
10
Q
Night Time
A
The portion of pilot time during darkness (i.e., between the official time of sunset and sunrise (on the surface below the aircraft in flight), regardless of whether visual or instrument conditions exist).
11
Q
Oceanic
A
A situation where an aircraft has no radio communication and is greater than 250 nm from the nearest navaid.
12
Q
Officer in Tactical Command
A
The senior officer present eligible to assume command, or the officer to
whom he has delegated tactical command.
13
Q
Official Business
A
The necessity to contact personnel,
units, or organizations for the purpose of conducting transactions in the service of and in the interest of the
United States Government. This definition does not authorize the use of official business only airfields, their
services, or other items attendant to itinerant operations when making en route stops while proceeding to an
airfield at which official business is to be conducted. Official business only restrictions do not preclude the
use of the facility as an alternate during instrument flight rule (IFR) conditions.
14
Q
Operational Necessity
A
A mission associated with war or peacetime operations in which the consequences of an action justify accepting the risk of loss of aircraft
and crew.
15
Q
Orientation Flight
A
A continuous-flight in DOD aircraft performed within the local flying area and terminating at the point of origin intended to further the understanding of particular programs concerning the roles and missions of the Department of Defense.
16
Q
Pilot In Command
A
The pilot assigned responsibility
for safe and orderly conduct of the flight.
17
Q
Reporting Custodian
A
An organizational unit of the
lowest echelon of command accepting responsibility (involving accountability to CNO) for aircraft as designated either by CNO or by the controlling custodian of the aircraft.
18
Q
Risk
A
An expression of possible loss in terms of severity
and probability.
19
Q
Single Piloted Aircraft
A
Any aircraft that has only one set of flight controls or a tandem cockpit, or any aircraft that has two sets of flight controls and instruments and is being operated by only one pilot who meets the requirements of the NATOPS manual for that model aircraft.
20
Q
Military Exigency
A
In the tactical environment, military exigency may require on-site deviations from instructions/procedures contained here. The existing risk of deviation must continually be weighed against the benefit of deviating from this manual. Deviation from specified flight and operating instructions is authorized in emergency situations when, in the judgment of the pilot in command, safety justifies such a deviation.
21
Q
FAR
A
Naval aircraft shall be operated in accordance with applicable provisions of FAR, Part 91, except:
1. Where this manual prescribes more stringent requirements.
2. Where exemptions or authorizations issued to the Department of the Navy/DOD permit deviation from FAR.
22
Q
Emergency and Humanitarian Operations
A
Naval aircraft operations are authorized in emergencies such as forest fire, search, rescue, major calamities, and for humanitarian reasons involving life-threatening circumstances. Notification of the operation shall be made to CNO
or CMC, as appropriate, and the responsible local commander, but without delaying action when time is an essential factor. Squadron commanders and officers in charge will operate under the direction of assigned Joint Task Force
commanders per Combatant Commander policy/guidance.
23
Q
Civilian Law Enforcement Officials (LEO)
A
Embarkation of civilian LEOs is authorized for helicopters, tiltrotor, and non-ejection seat aircraft. SECNAVINST 5820.7 provides specific guidance for authorized missions. Authority to approve flights for LEO personnel and responsibility for establishing operational procedures is delegated to COMUSFLTFORCOM, COMPACFLT, COMNAVAIRPAC, COMNAVAIRLANT, CMC, COMNAVAIRSYSCOM and CNATRA for aircraft under their respective control. Authority to approve flights may be delegated to numbered fleet commanders and type commanders. Flight requests for high-performance, ejection seat aircraft shall be made forwarded to COMNAVAIRFOR
or CMC for approval.
24
Nonessential Flights
The use of aircraft for nonessential flights shall not be authorized. Any flight open to misinterpretation by the public
shall be avoided. Examples of flights that are considered nonessential are as follows:
1. Flights of a routine business nature for which commercial or other military transportation could be more
economically substituted
2. Flights for any officer or group of officers, the sole purpose of which is the convenience and/or prestige of
the officers concerned and not the performance of official duties or accomplishment of bona fide training
3. Repeated flights to the hometown area of flight personnel concerned
4. Flights coinciding with major sports events or civic celebrations.
25
EMBARKATION OF PASSENGERS
1. No person shall be enplaned as a passenger nor shall any cargo be embarked on a naval aircraft unless
authorization has been granted by competent authority in accordance with applicable directives.
Reporting Custodians for helicopter units may authorize personnel to be embarked as passengers onboard
their aircraft. This authority may be delegated to a designated detachment officer in charge when deployed or embarked. No person shall be carried in a taxiing aircraft as a passenger unless such person is authorized to fly in it or has been authorized by competent authority to be embarked therein.
4. Helicopter and Tiltrotor passenger overwater flights at night are authorized subject to the following
restrictions:
a. Ship launches and recoveries shall be made during daylight hours. This constraint may be waived
by the Strike Group Commander, Amphibious Squadron commander, Marine Air Ground Task Force
(MAGTF) Commander or Officer in Tactical Command (OTC) in cases of operational necessity.
b. In cases of Medical Evacuations (MEDEVAC), a qualified medical attendant who is current in approved
water survival training (non-aircrew underwater emergency egress as a minimum training requirement),
and has been properly briefed on emergency egress procedures for that aircraft, may be transferred at
night with approval from the ship's Commanding Officer.
c. This does not preclude troop movement in support of amphibious exercises, visit board search and
seizure (VBSS) level III operations, or SPECOPS training and operational missions.
5. The pilots in command/mission commanders of a naval aircraft (while absent from home unit) may authorize
air transportation for personnel and/or equipment not otherwise qualified for Government air transportation
(i.e., civilian physicians, paramedic teams, sheriff department personnel, park rangers, search dogs, medical
equipment, etc.) when required for the successful prosecution of a search and rescue (SAR), medical emergency evacuation (MEDEVAC), or disaster relief mission. This authority shall only be exercised when all practical means of obtaining authorization from competent authority in accordance with applicable directives (OPNAVINST 4630.25 and NAVSUP Publication 505) have proven unsuccessful or unavailable. Appropriate authority shall be notified of such air transportation as soon as practicable.
26
Pilot in Command
Pilot in command refers to the pilot of an individual aircraft. The pilot in command is responsible for the safe, orderly flight of the aircraft and well-being of the crew. The pilot in command may also be the mission commander or formation leader when so designated. Pilot in command should not be confused with the various qualifications defined in Chapter 12.
In the absence of direct orders from higher authority cognizant of the mission, responsibility for starting or continuing a mission with respect to weather or any other condition affecting the safety of the aircraft rests with the pilot in command. The authority and responsibility of the pilot in command shall not be transferred during flight. It shall not be transferred to another individual except as required by emergency, operational necessity, or as directed by the commanding officer of the unit to which the aircraft is attached. The authority and responsibility of a pilot in command is independent of rank or seniority in relation to other persons participating in the mission or flight except for the following.
27
Officer in Tactical Command Embarked
Wing, group, or squadron commander, if embarked on a mission involving aircraft of their command, retains full
authority and responsibility regarding command, including the mission in which participating
28
Flag or General Officer Embarked
he pilot in command of an aircraft with a flag or general officer eligible for command at sea or in the field embarked as a passenger shall be subject to the orders of such flag or general officer in accordance with U.S. Navy Regulations. When such an embarked passenger exercises authority to command the aircraft, that passenger thereby assumes full responsibility for the safe and orderly conduct of the flight. The embarked passenger shall give due consideration to the judgment of the pilot in command regarding items of flight safety such as hazardous weather and aircraft/crew limitations. Flying rule violations, accident reports, and any other actions arising out of the flight will be referred to the embarked passenger as the responsible commander of the aircraft.
The provisions of Paragraphs 3.7.1.1 and 3.7.1.2 shall not be used to
circumvent normal NATOPS qualification procedures if the officer desires
to physically pilot the aircraft. Flights that require a NATOPS-qualified
crew shall not be physically piloted by any individual not so qualified;
however, the flight may be directed by an officer in tactical command
embarked who is not NATOPS qualified.
29
Intent
Lack of intent does not in itself constitute absence of culpability. One can be so grossly negligent as to equate
omission with commission. The question is whether the pilot in command or the formation leader could reasonably
have been expected to avoid the violation.
30
Safety
Commanding officers must ensure that these flights contribute to the mission of the command and the naval service,
achieve training requirements, and can be completed safely.
31
Documentation
(CAPTNEDD)
Authorization for a flight shall be documented by a published flight schedule or other similar directive signed by COs or their delegated authority. As a minimum, the document shall contain the following elements:
1. Names and flight function of all flight personnel.
2. Designation of the pilot in command, mission commander, and/or formation leader as appropriate.
3. Chain of command for formation flights in the event of an abort by the designated flight leader.
4. Aircraft model assigned.
5. Total mission or requirement code.
6. Point of departure, destination, and en route stopover points.
7. Date and estimated time of departure (ETD).
8. Estimated time en route (ETE) or estimated time of arrival (ETA).
32
Preflight Planning
WTFTAAN
available weather reports and
forecasts, NOTAMs, Temporary Flight Restrictions (TFR), fuel requirements, terminal instrument procedures (to
include proper use of non-DoD approaches), alternatives available if the flight cannot be completed as planned, and any anticipated traffic delays. In addition, the pilot in command and mission commander (when there is one designated) shall conduct a risk assessment prior to the flight.
33
DoD Airfield Facilities
1. Naval aircraft are authorized to operate at and land at all U.S. military and joint civil-military airfields.
When planning to operate at other than home airfields, local training airfields or OLFs, pilots in command
shall ensure that they are aware of and meet airfield operating requirements and, when necessary, have satisfied PPR requirements. PPRs need not be obtained for planned alternate fields or emergency divert
airfields.
2. When returning to the United States from abroad, pilots in command shall ensure that they will able to satisfy U.S. Customs Service clearance requirements at their point of entry airfield
34
Civilian Airfields
Naval aircraft are permitted to operate at civilian airfields listed in the DoD Enroute Supplement or appropriate
FAA publications when such operations contribute to mission accomplishment, add value to training, or are otherwise in the interests of the government and taxpayer. Pilots in command and other authorizing officials should consider the issues set forth in Paragraph 3.12 of this instruction when planning operations at civilian airfields. Civilian airfields shall not be used for RON unless required for mission accomplishment. In such cases, approval by the appropriate Wing/Group Commander is required. RON is authorized if required for aircraft maintenance or following an emergency divert.
35
Facilities
When planning for operations at civilian airfields, pilots in command shall ensure that runway length and runway
and taxi load-bearing capabilities are adequate. If fueling and or servicing are anticipated, pilots in command shall
ensure that DoD contract services are available.
36
Security
Unit commanding officers shall ensure that appropriate security and force protection plans can be implemented
whenever an aircraft is left unattended away from its home field.
37
Helicopter Landing Areas
Helicopter aircraft are authorized to land at other than airfield locations (such as fields,
highways, and parks), provided:
1. A military requirement exists for such landing.
2. Adequate safeguards are taken to permit safe landing and takeoff operations without hazard to people or property.
3. There are no legal objections to landing at such nonairfield sites.
Note
COs are authorized to waive the provisions in subparagraph 1 through 3 when dispatched helicopters aircraft is engaged in SAR operations.
38
Submission of the Flight Plan
Pilot in Command
For multipiloted aircraft, the pilot in command/formation leader may choose to delegate this responsibility to a NATOPS qualified pilot/NFO. Regardless, the pilot in command/formation leader is responsible for compliance with subparagraphs 1 through 8.
1. The flight has been properly authorized.
2. Adequate flight planning data, including NOTAM service, was available for complete and accurate planning.
3. The flight will be conducted in accordance with governing directives and adherence to criteria for fuel
requirements and weather minimums.
4. Each pilot in a formation flight has received the required flight route weather briefing (in accordance with
Paragraph 4.6.3).
5. The pilot in command/each pilot in a formation flight possesses a valid instrument rating if any portion of
the flight is to be conducted under IMC or in positive control areas or positive control route segments.
6. Passengers have been properly briefed and manifested.
7. Proper weight and balance forms, if applicable, have been filed.
8. The pilot in command acknowledges responsibility for the safe and orderly conduct of the flight.
39
Daily Flight Schedule
A signature by the reporting custodian or other appropriate authority on the daily flight schedule, when used in lieu
of a flight plan form, signifies that preceding items 1. through 8. shall be ensured prior to flight.
40
Flight Plan Approval
The pilots in command of a naval aircraft or formation leaders are authorized to approve the flight plan for their
proposed flight or modification thereof.
41
Weather Criteria for Filing
Flight plans shall be filed based on all the following:
1. The actual weather at the point of departure at the time of clearance.
2. The existing and forecast weather for the entire route of flight.
3. Destination and alternate forecasts for a period 1 hour before ETA until 1 hour after ETA.
42
IFR Flight Plans
Regardless of weather, IFR flight plans shall be filed and flown whenever practicable as a means of reducing midair
collision potential
43
Alternate Airfield (Weather)
An alternate airfield is required when the weather at the destination is forecast to be less than 3,000-foot ceiling and
3-statute-mile visibility during the period 1 hour before ETA until 1 hour after ETA.
If an alternate airfield is required, it shall have a published approach
compatible with installed operable aircraft navigation equipment that can
be flown without the use of two-way radio communication whenever either
one of the following conditions is met:
1. The destination lacks the above described approach.
2. The forecasted weather at the alternate is below 3,000-foot ceiling and 3-statute-mile visibility during the
period 1 hour before ETA until 1 hour after ETA.
44
Fuel Planning
All aircraft shall carry sufficient usable fuel, considering all meteorological factors and mission requirements as
computed below:
1. If alternate is not required, fuel to fly from takeoff to destination airfield, plus a reserve of 10 percent of
planned fuel requirements
2. If alternate is required, fuel to fly from takeoff to the approach fix serving destination and thence to an
alternate airfield, plus a reserve of 10 percent of planned fuel requirements.
3. In no case shall the planned fuel reserve after final landing at destination or alternate airfield, if one is
required, be less than that needed for 20 minutes of flight, computed as follows:
c. Turbine-powered helicopters and tiltrotors. Compute fuel consumption based on operation at planned
flight altitude.
4. Minimum fuel reserve requirements for specific model aircraft shall be contained in the appropriate
NATOPS manual.
45
Closing Of A Flight Plan
It is the responsibility of the pilot in command/formation leader to ensure that the proper agency is notified of flight
termination.
46
Anti-Collision Lights
They may be turned off during flight through clouds when the rotating light reflects into the cockpit.
47
Electronic Kneeboard
Approved electronic kneeboards (EKBs) and applications can increase situational awareness in both VFR and IFR.
Use of devices for any purpose other than mission accomplishment (e.g., unapproved photography, gaming, etc.) is
prohibited. Approved uses include:
1. Preflight planning including weather and filing services.
2. Carriage of electronic NATOPS, FLIPs, charts, approach procedures or other imagery.
3. In-aircraft weather updates prior to taxi or inflight (if internet connection is permitted by OPSEC policy).
4. Situational awareness.
48
Aerial Photography
Except when supporting a mission requirement, aircrew shall not perform aerial still or video photography in flight
unless authorized by the Commanding Officer via the flight schedule. Once authorized, images or video shall not
be posted to the internet unless approved by the security manager and designated public affairs officer (Navy 165X,
Marine Corps 45XX, or civil service/joint equivalent). Public affairs officers shall ensure posted video does not
infringe on copyright material (e.g., cruise video set to copyrighted music) or seek legal review if in doubt.
49
Special VFR
For special VFR within controlled airspace, the pilot must obtain authorization from air traffic control; ceiling must be a minimum of 500 feet; visibility must be a minimum of 1 statute mile; aircraft must remain clear of clouds, and (except for CNATRA helicopter operations) the pilot and aircraft must be certified for instrument flight. Aviation commanding officers in the chain of command may authorize tiltrotors in helicopter conversion mode and helicopter special VFR flights in conditions below 500 feet/1 mile for missions of operational necessity. The authority granted by this paragraph shall not be delegated Outside of controlled airspace, tiltrotors in helicopter conversion mode and helicopters may be operated below 1,200 feet AGL, clear of clouds, when the visibility is less than 1 statute mile if operated at a speed that allows the pilot adequate opportunity to see and avoid other air traffic and maintain obstacle clearance
50
Instrument Flight Equiptment
The pitot heater and all vacuum pressure or electrical sources for the pilot flight instruments must operate
satisfactorily.
2. The aircraft shall be equipped with the following instruments in proper operating condition:
a. Airspeed indicator.
b. Altimeter.
c. Turn-and-slip indicator.
d. A clock displaying hours, minutes, and seconds with a sweep-second pointer or digital readout.
e. Attitude indicator.
f. Magnetic compass with current calibration card.
g. Heading indicator or gyrostabilized magnetic compass.
h. Vertical speed indicator.
3. Aircraft shall be equipped with deicing or icing control equipment for sustained or continuous flight in
known or forecast icing conditions.
4. Navigation lights must operate satisfactorily.
51
Takeoff minimums
Standard instrument rating — Published minimums for the available non-precision approach, but not less than 300-foot ceiling and 1-statute mile visibility. When a precision approach compatible with installed and operable aircraft equipment is available, takeoff is authorized provided the weather is at least equal to the precision approach minimums for the landing runway in use, but in no case when the weather is less than
200-foot ceiling and 1/2-statute-mile visibility/2,400-foot runway visual range (RVR).
52
Criteria for Continuing Instrument Approaches to a Landing
Pilots shall not descend below the prescribed minimum descent altitude (MDA) or continue an approach below the
decision height (DH) unless they have the runway environment in sight and in their judgment a safe landing can be
executed, either straight-in or from a circling approach, whichever is specified in their clearance.
1. Precision Approaches — A missed approach shall be executed immediately upon reaching the decision height unless the runway environment is in sight and a safe landing can be made. On precision radar approaches, the pilot may expect control instructions until over landing threshold; course and glidepath information given after decision height shall be considered advisory in nature.
2. Non-precision Approaches — A missed approach shall be executed immediately upon reaching the missed approach point if visual reference is not established and/or a landing cannot be accomplished. If visual
reference is lost while circling to land from a published instrument approach, the missed approach specified for that particular procedure must be followed. To become established on the prescribed missed approach
course, the pilot should make an initial climbing turn toward the landing runway then maneuver in the
shortest direction to become established on the missed approach course.
53
Altitude
Helicopter/tiltrotor flights within class B, C, or D airspace shall be in accordance with the local Air Operations
Manual. Where no other guidance is provided, pilots of helicopters and tiltrotors (which are operated in conversion
mode) shall not exceed 500 feet AGL unless specifically cleared by the tower or other control agency. Pilots shall
avoid flying over areas at altitudes where their rotor or prop-rotor wash could result in damage to aircraft, property,
or personnel.
54
Helicopter/Tiltrotor Terrain Flight Operations
Terrain flights (low level, contour, nap of the Earth (NOE)) shall be conducted only as operational necessity dictates,
in training scenarios executed within designated training areas, or as published procedures and clearances prescribe.
55
Noise Sensitive Areas
Breeding farms, resorts, beaches, and those areas designated by the U.S. Department of Interior as national parks,
national monuments, and national recreational areas are examples of noise sensitive areas.
56
External Stores/Cargo
Pilots carrying external stores/cargo shall avoid overflying populated areas whenever possible.
57
Flat Hatting
Flat hatting or any maneuvers conducted at low altitude and/or a high rate of speed for thrill purposes over land or
water are prohibited. Any acts conducted for thrill purposes are strictly prohibited.
58
Wildlife
Commanding officers of aviation units shall take steps to prevent aircraft from frightening wild fowl or driving them
from their feeding grounds. When it is necessary to fly over known wild fowl habitations, an altitude of at least
3,000 feet shall be maintained, conditions permitting. During hunting season, pilots shall avoid flying near wildlife
haunts except as noted above.
59
Jettisoning Fuel
Whenever practicable, fuel shall not be jettisoned (dumped) below an altitude of 6,000 feet above the terrain. Should
weather or emergency conditions dictate jettisoning at a lower altitude, every effort shall be made to avoid populated
areas. When under positive control, the pilot in command should advise the air traffic control facility that fuel will
be jettisoned.
60
Minimum Fuel
Pilots declaring minimum fuel should not expect special handling from controllers.
61
Conduct of Flight
Pilots shall conduct their flights in such a manner as to avoid all unacceptable risks as determined by following the
ORM process. Each pilot must exercise prudent judgment and take proper action (including modifying NATOPS
procedures) when dictated by emergencies that endanger life or property. The decision to abandon aircraft should be tempered by the pilot's responsibility for the safety of lives that may be endangered by subsequent flight of a pilotless but controllable aircraft. It is the responsibility of the pilot/crew to aviate, navigate, and communicate,
in that priority, throughout all aspects of both routine and unusual circumstances. The aircraft commander shall ensure that a current NATOPS Flight manual and/or NATOPS Pocket Checklist is carried onboard aircraft and readily
available during ground and flight operations. If digital flight manual equivalent is utilized, a suitable back-up shall be available. A suitable back up may consist of printed material or digital flight manuals on an additional approved device sufficient to ensure consistent availability and readability of NATOPS content.
62
Liferafts
On overwater flights the number of persons in an aircraft shall not exceed capacity of the liferafts carried except as
dictated by operational necessity.
63
Conduct of Passengers
Passengers embarked in transport aircraft shall remain in its passenger compartments and shall not enter the pilot or crew compartments except on specific invitation of the aircraft pilot in command.
64
General Flight Personnel/Passenger Restrictions
Except for emergency or operational necessity, the number of persons aboard naval aircraft engaged in flight
operations such as pilot checkout, night familiarization, carrier qualifications, instrument flying in single-piloted
aircraft, or functional check-flight and evaluation shall be limited to those required to properly operate the aircraft
and accomplish the assigned mission. When applicable, special precautions shall be observed in the weight and
balance of the aircraft.
65
Operation of Battery Powered Devices
Crew/passengers shall not operate electronic equipment/battery powered devices such as radios, tape players, razors, calculators, etc., without approval of the pilot in command while the aircraft is in flight. Cellular telephones shall
not be operated in naval aircraft while airborne.
66
Flight Personnel and Passenger Briefing
The pilot in command of a naval aircraft shall ensure that prior to takeoff, flight personnel and passengers are
adequately instructed on personal safety and survival equipment and procedures required for the particular aircraft
in which they embark. Pilots of helicopters and tiltrotors that embark passengers are released from briefing
responsibilities while engaged in:
1. SAR missions.
2. Transporting large troop contingents, reconnaissance parties, patrols, and outposts during field problems or
when no opportunity is provided for the aircraft to be shutdown after embarkation.
3. Shipboard operations when landings are precluded.
Under such circumstances, the briefing shall be the responsibility of the cognizant local commander(s).
67
Tobacco Products in Aircraft
1. The use of tobacco products or electronic cigarettes in naval aircraft is prohibited.
2. Lighter Prohibition. Lighters with plastic liquid reservoirs and/or containers for refilling any lighter are
prohibited in naval aircraft. Lighters with butane, propane, or methyl alcohol as a fuel are also prohibited.
68
SAFETY BELTS AND SHOULDER HARNESSES
Each persons safety belt and shoulder harness shall be worn and tightened prior to takeoff and shall be worn until
completion of the flight except when necessary activities require temporary removal. The number of persons over 2 years of age embarked in a naval aircraft for flight shall be restricted to the number for which there are adequate seats and safety belts. During takeoffs, landings, and at other times as specified by the pilot in command, each person over 2 years of age on board transport aircraft shall occupy a seat or berth and be secured with the safety belt provided for that purpose
Except: Applies to dedicated lifesaving efforts, including humanitarian and SAR operations
Warning: Walkaround belts do not provide impact protection; therefore, use of those belts shall be restricted to only those occurrences when mission
accomplishment requires persons to be out of their seat. Such belts shall not be worn when strapped into a seat
69
Anti Exposure Suit
Actual determination as to when anti-exposure suits must be worn by flight
personnel shall be determined by the CO or OIC. However, it is strongly
recommended that anti-exposure suit use be mandatory when either of the
above two criteria are met. The threat of lethal cold shock is very significant
under these conditions and occurs within the first two to three minutes
following immersion.
* Flight personnel have the option to wear the provided anti-exposure suits as
a personal decision whenever they deem circumstances merit their use.
* Rescue swimmers shall not be deployed unless equipped with anti-exposure
protection when water temperature is 60 °F or below and/or OAT is wind
chill factor corrected at 32 °F or below.
If the water temperature is between 50 °F and 60 °F, the CO or OIC of the unit concerned must determine
whether anti-exposure suits are necessary and when they are to be provided (Figure 8-1) using ORM
analysis based on SAR factors as follows:
(1) Assess maximum probable rescue time (which is a function of mission distance, SAR equipment,
and SAR location).
(2) Determine the lowest water temperature in the mission area during the time period of flight.
70
Passengers
During shipboard logistic, nontactical operations, passengers in aircraft (excluding Fleet Marine Force
(FMF) helicopters, tiltrotors and COD/VOD aircraft) shall wear appropriate anti-exposure protection
whenever antiexposure suits are required for aircrew. Competent authority is authorized to waive this
requirement based on an ORM analysis, which considers rescue distance, expected rescue times, personal
health factors, and other pertinent aircraft egress factors.
71
Liferafts
Liferafts of sufficient capacity to accommodate passengers and crew shall be provided in all aircraft when there would be a significant risk of water entry in the event of a mishap. Officers in tactical command may waive this provision during troop movements between sea and shore when they deem it appropriate and adequate SAR resources are available. Waiver decision will be based on ORM analysis.
72
Crew Rest
Crew rest is the non-duty time before a duty day, watch, or flight period begins. Crew rest includes free time for
meals, transportation, rest and shall include an opportunity for eight hours of uninterrupted sleep for every 24-hour
period. Crew rest does not begin until after termination of official duties and is required prior to reporting for duty,
to assume the watch, and preflight preparations. Flight support personnel and flight crew shall not be scheduled for continuous watch, duty, alert, and/or flight duty (required awake) in excess of 18 hours. However, if it becomes
operationally necessary to exceed the 18-hour rule, 15 hours of continuous off-duty time shall be provided prior to
scheduling the member for any duties
73
Pilot In Command
1. The pilot in command shall review a record of aircraft discrepancies and corrective actions for the 10
previous flights.
2. The pilot in command shall sign the AIA record, assuming full responsibility for the safe operation of the aircraft and the safety of the other individuals aboard.
74
Helicopter Aircraft Commander
To be qualified as a helicopter aircraft commander, the NATOPS manual shall establish the designation for the
particular model, and an individual shall:
1. Have completed the requirements for and possess to an advanced degree the knowledge, proficiency, and
capabilities of a second pilot.
2. Have a minimum of 500 total flight hours.
3. Have 150 flight hours in rotary-wing aircraft.
4. Have pilot hours in class and model required by the commanding officer or higher authority and demonstrate
the proficiency and judgment required to ensure the successful accomplishment of all tasks of the unit
mission.
5. Demonstrate ability to command and train the officers and enlisted members of the flightcrew.
6. Demonstrate the qualities of leadership required to conduct advanced base or detached unit operations as
officer in charge when such duty is required as part of the units mission or method of operation.
75
Flight Time
The elapsed time computed in accordance with the definition of flight. Flight time is logged in hours and tenths of hours and is creditable to the aircraft, personnel aboard, and equipment.
