CVN 105 Flashcards
CASE I
when it is anticipated that flights will not encounter instrument conditions during daytime departures or recoveries and the ceiling and visibility in the carrier control zone is no lower than 3000/5.
CASE II
when it is anticipated that flights may encounter instrument conditions during daytime departures or recoveries and the ceiling and visibility in the carrier control zone is no lower than 1000/5.
CASE III
when it is anticipated that flights will encounter instrument conditions during a departure or recovery because ceiling and visibility in the carrier control zone are lower than 1000/5; or a nighttime departure or recovery (1/2 after sunset / 1/2 hour before sunrise)
Carrier control zone
> 50 nm for REDCROWN
<50 nm for STRIKE
contact Departure/Marshal in CASE III
10 nm is TOWER’s airspace
JERSEY: aircraft handling and chockmen
BLUE over BLUE
JERSEY: AHO, CPO, LPO
YELLOW over YELLOW
JERSEY: Elevator Operators
White/Blue with an “E”
JERSEY: LSE
RED over GREEN
JERSEY: MX/photographers
GREEN over GREEN
JERSEY: Medical
WHITE/WHITE
JERSEY: phone talkers
White/Blue with a “T”
JERSEY: AOs
RED over RED with a black stripe
JERSEY: PCs
RED over BROWN
JERSEY: Crash and Salvage
RED over RED
JERSEY: Fuel
PURPLE over PURPLE
Spot Restrictions General Notes
- Only spots that afford a visual reference to the deck shall be used for night helicopter launches.
- Cross cockpit recoveries forward of an occupied spot are not recommended.
- If any spot 1 through 6 is occupied by an H46/47/53 or V-22 then the spots immediately forward and aft shall remain vacant.
- Concurrent fixed wing operations with H-60s may be conducted from precision spots 2 and 7. Concurrent ops include ground turns, launches, and recoveries.
- Left seat recoveries to 4,5,6 with an engaged helo in the next forward spot present an increased risk to the LSE. The LSE should be position inboard of the CAT 4 safety line.
- The safety boundaries around spots 7 and 8 shall remain clear of unnecessary personnel and equipment during help ops.
- The AHO shall ensure that elevators under spots 7 and 8 (el 3 and 4) are secured IAW EOSS short term securing procedures.
- Helos with hung ordnance in crew served weapons should recover on spots 7 or 9. If 9, shall ensure offset to BRC+15 degrees and ensure that the weapon is safely pointed aft.
Launching helos from spots 4,5,6 with aircraft turning in the six-pack should be avoided to prevent hot gas ingestion of a departing helicopter (potential for compressor stalls) and to decrease heat stress on personnel. The PIC should expect to be notified of turning aircraft in the six-pack.
SPOT 1
non precision; keep in mind it doesn’t afford visual reference to the deck at night
SPOT 2
- starboard launches and recoveries are prohibited
- left seat slide in visual recoveries are not recommended
SPOT 3
- left seat slide in visual recoveries are prohibited
- secondary dearm
SPOT 4
-primary dearm
SPOT 5
shall remain vacant for V-22 launches and recoveries from spot 6
SPOT 7
- launches and recoveries with forward firing ordnance are authorized when the CVN CO deems it necessary. Helo shall be offset to starboard
- Night/IMC launches and recoveries with forward firing ordnance should be avoided
- helos with hung/misfired forward firing ordnance shall not be launched or recovered
- personnel shall not be permitted into the rotor arc of an engaged helo if there are fixed wing in tension on CATs 3 or 4
SPOT 8
- hot refueling shall not be conducted
- helo ops shall not be conducted during fixed wing recoveries or if there are fixed wing in tension on CATS 3 or 4
- the LSO platform shall be lower and clear of personnel during helo launches and recoveries
SPOT 9
non precision; hung dome spot
CASE I and II Departures
Helicopters shall clear the control zone as directed by tower.
CASE III Departures
Whenever possible, helicopters shall be maintained as a flight below the clouds.
After takeoff, climb straight ahead to 200-300 (unaided) or 150-300 (aided) and arc at 3 nm to assigned departure radial.
CVN Approach Mins
Non-precision: 300 / 3/4
Precision: 200 / 1/2
CASE I and II Recoveries
Enter port or starboard delta
“snuggle up” close to within 1 nm of the ship and expect landing in 5 minutes
“charlie 5” kind of like an EFC, but for when lead aircraft needs to be over deck in minutes
“charlie spot 5” cleared to land spot 5, cleared across stern if in starboard delta
helo that is farthest advanced on the inbound radial and has not turned to BRC is considered #1 in the landing pattern
CASE III Recoveries
Fly approach as directed until pilot acquires visual landing aids. “call the ball” and secure lower smacks (would normally secure lower smacks during day over deck).
STEADY/BRIGHT at night until FB then STEADY/DIM
TACAN Marshal is 1000 feet at 5 nm on the 110 radial; standard holding, 2 nm legs (add 500 feet and 1 mile for each aircraft)
Descend at 90 knots and 500 fpm on 3 nm arc to intercept FB at or above 900 feet.
After landing, lights go to flashing. LSE will signal to secure lights. “Waveoff” and “Hold” mandatory, “hold” given for chocks chains to indicate unsafe takeoff condition
Launching in a turn
Helicopter launch/recovery in a turn should only be attempted when the ship has reached a steady state turn and is within published wind envelopes.
With ship roll greater than 4 degrees, launch and recovery of helos while the ship is in a turn should be attempted only when authorized by the commanding officer or his designated representative. Anticipated wind parameters and ship’s heel must be communicated to the HAC prior to execution.
