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MH-60R HAC > HSMWL SOP > Flashcards

HSMWL SOP Flashcards

1
Q

Flight Schedule Procedures

A

The SDO is responsible for overseeing the execution of the daily flight schedule. When changes to the flight schedule need to be made, those changes must be annotated on the master flight schedule and approved by the CO. In the absence of the CO, the XO, or in the absence of the XO, the OPSO may approve the changes.

If none of the above personnel are available, the SDO is authorized to make the required change. When a change is made, the SDO shall ensure all requirements of CNAF paragraph 4.6.1 have been met.

When conducting embarked detachment ops, changes to a published flight schedule shall be approved by the ship’s CO and the det OIC.

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2
Q

Weather Criteria

A

In addition to the weather criteria delineated in CNAF, the 3130.6, and NATOPS, and local course rules, the following minimums apply:

Shore or Ship ops: 500/1

If positive radar control and a CCA or PAR is available for recovery, min launch weather mins are 200/ 1/2.

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3
Q

Crew Requirements, Qualifications

A

Min Crew Requirements shall be followed per CNAF and NATOPS. The following additional guidance is provided:

COs may elect to recognize the qualifications of specific H-60 series aircraft qualified aircrew from outside their command and may also recognize the qualifications of any H-60 series aircraft qualified enlisted Aircrewmen. Qualification documentation shall be provided upon request. All visiting aircrew shall comply with the reporting custodian’s SOP.

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4
Q

Crew Requirements, Enlisted Aircrew

A

Enlisted aircrew should be utilized to the maximum extent practicable on all flights.

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5
Q

Crew Requirements, FCF

A

FCF checklist items shall only be conducted when the crew includes a designated FCP. COs shall designate min crew requirements for ground maintenance turns. TFO personnel shall not be carried on FCFs for the sole purpose of accumulating flight time.

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6
Q

Crew Requirements, Min Crew

A

Min crew requirements for tactical training events unless otherwise specified are: HAC/L3, PQM, and Aircrewman

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7
Q

Currency Requirements, Overall Currency

A

In addition to minimum pilot and aircrew currency requirements outlined in CNAF, NATOPS, and CNAF 3500.1, and local course rules requirements, and pilot who has not flown in 45 days shall fly a warm up flight with a current HAC. Warm up flights should include autorotations, and other FAM type maneuvers as determined by squadron COs.

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8
Q

Currency Requirements, Night Currency

A

Pilots shall not fly at night as PIC unless they are night current. To be considered night current, a pilot shall have flown a min of 2.0 night hours within the preceding 45 days. Between 45 and 60 days, the squadron CO may authorize a day into night transition to regain night currency. After 60 days, currency shall be regained by flying with a night current PIC.

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9
Q

Currency Requirements, LSO

A

All pilots and LSOs shall complete LSO qualification with a current LSO per NATOPS and NAVEDTRA 43219-D. For embarked detachments, qualified LSOs shall be designated in writing by the ship’s CO for deployment. When acting as LSO on a ship for a short duration evolution, the LSO does not need to be designated by the ship’s CO, but shall brief the ship’s CO or OOD prior to commencing DLQ evolutions.

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10
Q

Currency Requirements, DLQs

A

Pilots whose night DLQ currency lapses while at the parent squadron’s home base shall conduct and OFT or FDLP event within 30 days of scheduled DLQ requalification periods. During this event, pilots shall complete no fewer than three evolutions (takeoff, downwind, approach, and landing), emphasizing DLQ specific communications and CRM. When practical, these events should be conducted with the same aircrew expected to participate in the scheduled DLQ requalification flight.

If the currency of all pilots within a squadron or detachment lapses while deployed, the CO shall attempt to regain currency through the use of an H-60 series current HAC from another unit. If the operational situation precludes compliance, a waiver to the unit’s Major Command ISIC (CVW or Type Wing) shall be submitted and deliberate, risk mitigated approach shall be employed to allow non-current HACs to regain currency.

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11
Q

Currency Requirements, Change of Command

A

If detachments experience an OIC change, ship Change of Command (Fleet up XOs to COs are exempt), reassignment to a new ship, or more than 60 days elapse between embarked operations, the detachment shall conduct the following embarked training evolutions to reestablish readiness before resuming operations and continue work up schedule. It is not required to have an ISATT observer present during this warm up period:

LECH SEL

A) day and night landing requalification
B) Emergency flight quarters
C) Crash on deck drill
D) Hot refueling
E) Straightening and traversing evolutions
F) Emergency Low Visibility Approach (ELVA)/ Smoke light approach
G) Lost plane homing

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12
Q

Currency Requirements, Pre-Embarkation Proficiency

A

To the maximum extent practicable, pilots should fly a minimum of 9 hours within the 45 days preceding fly on for an underway period. Pilots shall obtain night currency (2.0 hours within 45 days) and instrument currency (2.0 hours within 60 days) prior to the embarkation flight. During intervals of 45 days or less between embarked operations, pilots should fly a minimum of 6 hours and achieve night and instrument currency prior to the next embarkation.

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13
Q

Currency Requirements, Coupler Currency

A

To be night coupler current on accordance with 3130.6, pilots shall have flow 2 wind line rescue or night/IMC dip to dip patterns to automatic approaches to a coupled hover at night in the preceding 60 days. Pilots failing to meet this requirement shall not be scheduled to fly night SAR missions (to include plane guard). To regain currency, pilots shall fly two wind line rescue or night/IMC dip to dip navigation patterns to a coupled hover at night with a night couple current PIC.

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14
Q

Currency Requirements, Instrument Currency

A

To be considered instrument flight current, pilots shall have flown a minimum of 2.0 hours of simulated or actual instrument time within the preceding 60 days. Currency requirements may be satisfied in the aircraft or flight simulator. If currency lapses, it must be regained prior to flying any other missions in the aircraft as the PIC.

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15
Q

Currency Requirements, Night Environment

A

Deriving illumination information for planning and briefing night operations shall be done in accordance with CNAF. The SUMO tool, which is included in JMPS is also authorized for environmental planning.

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16
Q

Crew Rest Requirements

A

Ashore, in addition to section 8.3 of CNAF, the following minimum crew rest policy applies:

Aircrew shall not be scheduled to brief a flight event until 10 hours after completion of post flight duties.

At sea, detachment OICs shall comply with and ensure ship COs are briefed on paragraph 8.3.2.1 and 8.3.2.2 of CNAF.

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17
Q

Radius of Action

A

The following radius of action ranges are maximum ranges. PICs shall give due consideration to paragraph 4.1.2.1 of 80T-122 prior to embarking on a mission. Particular attention must be paid during peacetime operations to environmental conditions (water temp, sea state, winds, etc.) and availability of assets to conduct a SAR in a timely manner.

Ship board radius of action is 150 NM or maximum reliable navigation/communication range, whichever is less. Radius of action beyond 150 NM in support of specific operational or tactical training missions may be approved by ISIC when dictated by mission planning, provided deliberate ORM has been conducted. Time spent beyond 150 NM shall be limited to the minimum required to accomplish mission objectives.

One way flights shall be limited to 150 NM ship to ship and shore to ship, and 200 NM ship to shore. Ship to shore range is to a point at which a safe landing can be made.

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18
Q

Passengers/ Orientation and Indoctrination Flights

A

CNAF, 3130.6, NATOPS, and 80T-122 provide guidance on the embarkation of passengers and min crew requirements.

Simulated emergencies, practice autos, intentional aircraft degredations, and ordnance release shall not be performed with passengers embarked or during orientation flights (to include midshipman fam flights).

Completion of NASTP is mandatory for all orientees unless waived in rare cases by designated approval authority per section 3.3 of CNAF.

Personnel participating in orientation flights shall receive appropriate screenings directed in section 3.3.4 of CNAF.

Documentation of NASTP waivers shall be forwarded to CNAF N455 via the wing SO.

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19
Q

Low Level Flight profile/Min altitudes

A

Unless dictated by operational requirements or as dictated/required by controlling agencies, published restrictions, or approved training ranges, the following minimum AGL flight altitudes shall be observed:

Overland:
Populated Area: 1000’ AGL
Unpopulated Area: 500’ AGL

Overwater:
Day: 50’ AGL*
Unaided Night: 150’ AGL
NVD: 100’ AGL

  • Flight operations down to 50’ over water during day conditions is intended for operational or tactical training flights where the altitude profiles support authorized mission or training objectives.

Coupled Hover: 70’ AGL

Following the establishment of a steady coupled hover at 70’, aircraft altitude may be reduced to no lower than 40’ to conduct live hoisting operations at the PIC’s discretion.

Terrain Flight (Low level routes): 200’ AGL (Only on approved low level routes and ranges)

SACT Training:
Day: 100’ AGL
Night: 500’ AGL

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20
Q

Checklists

A

All checklists shall be verbally completed in the CHALLENGE-REPLY-REPLY format up to rotor engagement. After rotor engagement, checklists shall be in CHALLENGE-REPLY format. When necessary to avoid interference with other cockpit duties and when safety of flight is a consideration, checklists may be performed silently by the PNAC, except for items that require a response by another crewmember to ensure their completion.

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21
Q

Additional Checklist Requirements

A
  • If the STAB AUTO MODE PBS is not illuminated when AC power is applied, stab lock pins shall be visually checked prior to flight
  • The Rescue Hoist Op Check should be completed on the first flight of the day to ensure SAR capability
  • Single engine airspeed and stab programming shall be called on the first takeoff of each flight and stab programming shall be called after reengaging the auto mode subsequent to a simulated or actual failure
  • The landing checklist shall be accomplished when transitioning from a pad to a runway operations or vice versa
  • In-Flight Mission Change Checklist: Aircrew shall verbalize the In-Flight Mission Change Checklist any time that the mission is altered from what was briefed
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22
Q

Hot Refueling/Crew Switch Procedures

A

Passengers shall not occupy the aircraft during hot refueling. Aircrewmen shall assist in monitoring refueling operations. During crew switches, the helicopter shall be under the control of a designated helicopter pilot and there shall be a PIC to PIC verbal turnover. The new crew shall begin with step 9 of the Post Engagement Checks.

Personnel shall not proceed aft of countermeasures dispensers, unless arming/de-arming the system, while rotors are turning.

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23
Q

Air Taxi

A

Aircraft shall ground taxi vice air taxi to the greatest extent possible whenever the possibility of damage from rotor wash exists.

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24
Q

Inter Squadron Operations

A

Flights such as DLQs, detachment fly-offs, and section/formation operations, where multiple squadrons may participate, require a joint brief between PICs. This brief may be face to face, PHONECON, message, email or per SOPs as applicable.

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25
Q

Use of Seatbelts

A

Seat and gunner’s belts shall be utilized per CNAF to the maximum extent possible. All occupants of the aircraft should be in crash worthy seats with seat and shoulder harness secured during take-off and landing.

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26
Q

Flight Demonstration Guidelines

A

The following guidance is provided for all flight demonstrations and flyovers:

A) Per CNAF 3710.8 (Series), all flyovers should be:

1) Non-maneuvering, generally wings-level passes of one to two aircraft (waiverable to four).
2) Restricted to a single pass over a fixed point at a specific time.
3) Conducted no lower than 500’ AGL, with consideration given to the height of obstacles in the vicinity of the flyover location.
4) Conducted no slower than 60 KIAS.

B) Any deviations to the above requirements, such as lower altitudes, obstacle clearance, airspeeds, multiple passes or other maneuvers must be specifically requested through Type Wing for TYCOM approval and will be considered on a case-by-case basis.

C) Flight demonstrations involving other than flyover profiles (Family Day/Tiger Cruise/Air Show/SAR Demonstration) are considered Aerial Demonstrations and requests must be submitted per CNAF 3710.8 (Series).

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27
Q

Detachment Concurrent Aircraft Operations

A

Detachments operating on single-spot ships with 2 manned embarked helicopters utilizing the RSD shall not conduct concurrent flight operations unless an emergency landing site (shore or ship) is availability within 50 NM for the duration of the evolution.

The 50 NM alternated landing site requirement applies to missions where the parent ship is the intended point of landing for both aircraft, and does not apply to missions scheduled for termination at other than the parent ship. The 50 NM requirements does not apply to fly-ons for scheduled embarkations. For fly-ons, thorough prior mission planning shall be conducted and no-go criteria determined which takes into consideration potential flight deck/hangar in delays.

The 50 NM alternate landing site limitation does not apply fo concurrent manned/unmanned flight operations.

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28
Q

Staged/Mission Related Photography

A

All staged and/or mission-related photography (still or video) events must be approved by the CO. Unplanned and non-briefed photography of this nature is prohibited.

29
Q

Auxiliary Power Unit Operations

A

When the APU is required in-flight to support essential operations, per NATOPS, it should be started on deck to maximum extent possible.

30
Q

VERTREP Power Margin

A

When conducting VERTREP training, a 10 percent power margin shall exist between Maximum Rated Power (MRP) and maximum power required when a load is lifted from the deck.

31
Q

RADALT Discipline/RADALT Variable Index Settings

A

During night overwater flight below 500’ AGL, consideration should be given to setting the DH no lower than 10% less than the current altitude. When operating in the shipboard landing pattern, each pilot’s DH should be set at an altitude determined by the crew that best facilitates CRM. Each crewmember shall verbalize to the crew their DH settings and activation of warning tones.

In addition to night/IMC descent procedures in NATOPS, all crew members should acknowledge when an altitude warning system aural tone is activated. This is not expected when operating in a traffic pattern.

32
Q

Dipping Sonar Operations, drift limits

A

NATOPS Dipping Sonar/Coupled Hover Procedures item 8 “Establish a steady coupled hover” shall be completed prior to “Down Dome.” PNAC should adjust LONG VEL and LAT VEL potentiometers to control drift and limit ground speed to no greater than 2 kts (drift limits do not apply while in sonar cable angle mode).

33
Q

Dipping Sonar Operations, submerged override

A

Cable angle hover mode shall be operable for all dipping sonar operations. Submerged override shall not be used for routine operations.

34
Q

Dipping Sonar Operations, Wave Height, Wind Limits, and Current Limits

A

Dipping sonar operations should not be conducted in seas with wave heights exceeding 10 feet, winds exceeding 17-21 knots, or known/discovered currents greater than 4 kts during unit level training or fleet level exercises (Group Sail, COMPTUEX, JTFEX, IDCERT, Submarine Commander’s Course, DESIEX, International Fleet Exercises, SHAREM, etc.) Pre-Flight deliberate ORM and in-flight time critical ORM assessments of forecasted or observed sea state conditions and currents shall be accomplished prior to dipping sonar operations.

35
Q

Dipping Sonar Operations, Cable Angle Deflection

A

If cable angle exceeds the 4.25 degree inner ring, all crew members shall verbally acknowledge the deviation and ensure appropriate corrections are being made to center the cable.

36
Q

Dipping Sonar Operations, POCL Restrictions

A

During dipping sonar training operations (with or without a submarine), POCL shall be no more than half the ceiling up to 1000’ ceiling. When ceilings are above 1000’, POCL shall be no more than 500’ below the ceiling.

During operational ASW involving a submarine, under conditions that preclude a freestream recovery, then POCL need not be restricted. However, ORM shall be conducted to minimize the risk to the transducer assembly in the event of a malfunction.

37
Q

Dipping Sonar Operations, AFCS degredations

A

Dipping operations are prohibited with AFCS degradations affecting automatic approach, coupled hover, or cable angle hover functions. Cease dipping operations following any uncommanded pitch changes in a hover until maintenance action is performed.

38
Q

Dipping Sonar Operations, fault code

A

With an 1177 fault (to include on MBIT), cease dipping operations until maintenance action is performed.

39
Q

Dipping Sonar Operations, exceeding limits

A

If transducer towing ground speed limits are exceeded, cease dipping operations and document on a MAF.

40
Q

Dipping Sonar Operations, SO qualificaitons

A

While operating in a squadron’s local area for unit level training, and ACTC Level 3 SO shall be in the helicopter on any flight in which dipping is intended. For fleet level exercises, and ACTC Level 3 SO should be in the helicopter on any flight in which dipping is intended to the maximum extent practicable.

41
Q

Hung Dome Procedures

A

In the event of a hung dome, it is assumed the crew has exhausted all means of recovering the dome and all emergency procedures have been completed per NATOPS and 80T-122. The following considerations/procedures apply:

A) If embarked, the Air Boss or HCO shall ensure all personnel are clear of the landing spot with the exception of the minimum number of maintenance personnel required (approx 4).

B) Consideration should be given to securing a mattress to padding to the deck either on or adjacent to the landing spot, POCL dependent, with tie down straps to provide a cushion onto which the dome could be lowered in order to minimize damage.

C) The aircraft will hover at an appropriate altitude to facilitate recovery. Maximum safe altitude will depend on POCL and environmental considerations. The LSE should be positioned in the best location to provide signals for placing the dome on the deck.

D) Conditions will dictate whether the cable will be sheared or the dome lowered to the deck. If lowered to the deck and sufficient POCL exists to allow maintenance personnel to disconnect the dome, they shall ensure the dome is grounded to prevent electrical shock and will then disconnect the dome from the cable. After the dome is detached, the aircraft will begin a descent and cable shall be walked with two person integrity away from the landing spot. If there is insufficient POCL to allow maintainers to safely work under the aircraft, the crew may opt to lower the dome onto the padding and then slide over to land. If at any time, a stable hover cannot be maintained during or after disconnecting the dome and during the descent, the crew shall execute the appropriate emergency procedure to facilitate safe recovery.

E) After landing and placement of chocks and chains, the cable should be placed in the aircraft prior to aircraft shutdown.

42
Q

EKB Usage

A

Pilots and aircrewmen are authorized to utilize electronic tablets as an EKB while airborne in accordance with reference K. Prior to using an EKB in flight, all crew members shall be briefed on who is using a tablet, for what purpose, and any in-flight duties shifting to other crewmembers while the tablet user is heads down.

43
Q

Ordnance Safety Procedures, Hot Refueling

A

Per NAVAIR 80T-103, hot refueling with live ordnance loaded is prohibited ashore. Hellfire CATM, REXTORP, empty DRL, sonobuoys, smokes, SUS, and door guns are authorized to be carried during hot refueling ashore. Hellfire missiles are authorized to be carried during hot seats ashore provided the event is part of NAWDC or Weapons School sponsored training. Hot and cold refueling aircraft with ordnance loaded is permitted afloat, with ship’s CO approval.

44
Q

Ordnance Safety Procedures, Shipboard Approaches

A

Aircrews are authorized to conduct multiple shipboard practice approaches and landing with missiles and rockets loaded with concurrence of the ship’s CO.

45
Q

Ordnance Safety Procedures, Aircraft Moves

A

Shipboard straightening, maneuvering and traversing of the aircraft while loaded with Hellfire CATMs shall be limited to traverse qualified personnel. Straightening, maneuvering and traverse training with CATMs loaded is prohibited. Downloading warshot missiles shall be conducted prior to any of the above evolutions, except in an emergency with the specific authorization of the ship’s CO. Traversing at slow speed between the maintenance line and the flight position with warshot missiles loaded is authorized at ship’s COs discretion with ISIC approval.

46
Q

Ordnance Safety Procedures, Release and Control Checks

A

The M-299 and APKWS/DRL release and control checks shall only be conducted with the extended pylons in the ready for flight position.

47
Q

Ordnance Safety Procedures, Passengers

A

Passengers shall not be embarked when the GAU-21 crew served gun is installed. If a crew served weapon is required during passenger transfer, the M240 shall be utilized. The M240 shall be kept in the stowed position when not in use, and ammo cans shall be secured to prevent missile hazards in the event of an emergency.

48
Q

Ordnance Safety Procedures, Range Clearance

A

Crews conducting live Gunnery Exercise events shall be responsible for own range clearance to a minimum of 5 NM beyond maximum weapons employment envelopes for the GAU-21 and M240 crew served weapons.

49
Q

Smoke Markers

A

Except in an emergency, smoke markers shall not be dropped closer than 10 NM from the coastline or in inland waterways, unless on a designated range or dip area.

Smoke markers that cannot be de-armed shall be jettisoned outside of 10 NM from the coastline and prior to returning to home base and final landing.

50
Q

Ordnance Carriage

A

With the exception of sonobuoys and smoke markers, carrying live ordnance over populated areas shall be avoided. If a mission requires flight to a facility near a populated area the most direct route that will minimize civilian exposure shall be used.

51
Q

Sonobuoy Launcher Requirements

A

Removal or replacement of the sonobuoy launcher cover should not be performed with the rotors engaged. If the cover is removed or replaced with rotors turning, 2 person integrity shall be utilized.

The sonobuoy launcher cover shall be fastened with all possibilities attachment bolts, but no less than 11 total. Additionally, all corner bolts are required per enclosure 2. Missing bolts shall be documented on a MAF.

52
Q

Static Display of Aircraft

A

Paragraph 3.5 of CNAF governs aircraft static display. In addition, the following safety precautions shall be taken:

A) Battery disconnected and appropriate circuit breakers pulled
B) Sonobuoy launcher bottle pressure vented
C) All intake plugs/covers installed
D) Rotor brake lock on
E) All doors/panels closed unless a crewmember is present
F) No visitor shall enter the helicopter or display area unescorted. Visitor access to the aircraft interior shall be controlled and supervised by a crewmember. Non-crewmembers shall not be permitted to access the engine/transmission deck/tail pylon.
G) Following a static display, a preflight inspection is required, paying particular attention to both interior (switches, circuit breakers, etc.) and exterior areas (antennas, panels, fueling ports, pitot static systems, etc.).
H) COs shall promulgate procedures governing carriage of inert external stores during aircraft static displays. Live ordnance is prohibited during static displays.

53
Q

Flight Line Procedures, PPE

A

All personnel shall use authorized eye, hearing and head protection in hangars and on the flight line. Single hearing protection is required when within 200’ of aircraft with rotors turning or within 50’ of aircraft with only APU turning. Double hearing protection is required when within 30’ of aircraft with rotors turning or APU running for extended periods of time. Double hearing protection is not required inside the aircraft.

54
Q

Flight Line Procedures, Rings

A

Rings shall not be worn while operating or working on aircraft or moving ground support equipment.

55
Q

Flight Line Procedures, Climbing on Aircraft

A

No one shall climb on top of aircraft unless both engines are secured. If only the APU is operating, personnel may climb on top of an aircraft only with the permission of the PIC. In this case, the PIC shall ensure that one of the Aircrew visually checks the top of the aircraft for integrity and FOD prior to continuing with engine start.

56
Q

Flight Line Procedures, Cranials

A

All personnel shall wear a cranial or helmet with strap fastened whenever climbing on any part of the aircraft. This requirement may be relaxed only as long as required to perform maintenance or an inspection in which headgear restricts the proper accomplishment of the task.

57
Q

Flight Line Procedures, Entering and Exiting the Arc

A

All personnel shall enter and exit the rotor arc at the three and nine o’clock positions to the maximum extent possible and only by direction of PC/LSE and only after the PC has received clearance from the PAC. In the absence of a PC, personnel entering and exiting the rotor arc shall receive clearance from the PAC. Personnel shall not enter or exit the rotor arc when pilots are either entering or exiting the cockpit.

58
Q

Panel/Cover/Cowling Fasteners

A

The maximum number of unfastened, broken or missing fasteners is as follows:

Cover/Max in a Row/Max Total:
TGB Cowling: 2/3
IGB Cowling: 2/3
Vertical Tail Driveshaft Cover: 2/2
Other Tail Driveshaft Covers: 1/1

Flight with unfastened, broken, or missing corner fasteners is not recommended. Corner fasteners should be fixed as soon as practicable by qualified maintenance personnel. TGB Cowling Corner corner fasteners and required sonobuoy launcher cover fasteners are identified in Enclosure 2.

59
Q

Maintenance Qualifications

A

COs are authorized to accept maintenance qualifications from other commands per reference (i) as long as the technician is current and fully qualified for the respective tasks by their current command. This gives COs latitude for join evolutions conducted between multiple commands. Members must be loaded into the hosting squadron’s NALCOMIS/OOMA system to perform maintenance tasks and/or sign off discrepancies.

60
Q

Replenishment At Sea (RAS) and Ship Weapons Firing Evolutions

A

Aircraft should be airborne or in the hangar during all ship weapons firing evolutions. When weapons firing evolutions are anticipated, detachments shall adhere to sections 7.9.1 of 80T-122 and its associated cautions.

For RAS evolutions, consideration should be given to hangaring the aircraft, if not airborne, when shot lines are being fired from the replenishment ship in the vicinity of the flight deck.

61
Q

Deviation from Aircraft Tactical Paint Scheme

A

Any deviation of the aircraft paint tactical paint scheme shall be approved by the Type Commanded, via Type Wing, in accordance with CNAF 4790 Series.

Only the sonobuoy cover shall be approved for painting with squadron CO approved design.

62
Q

Post Installation Maintenance Dips

A

Post installation maintenance dips from shore shall be conducted in an area with no more than 2000’ of water depth to facilitate recovery efforts in the event of a lost transducer. For SOCAL operations, post installation maintenance dips shall be conducted in Imperial Beach Dip Area Charlie.

63
Q

Emergency Procedure Initiation/Prohibited Maneuvers

A

In addition to prohibited maneuvers listed in paragraph 4.5.4 of NATOPS, the following additional guidance applies:

Simulated emergencies shall only be introduced in the aircraft under the cognizance of a designated HAC.

Compound emergencies involving the degradation of 2 or more unrelated systems shall not be introduced, initiated or practiced.

No circuit breakers shall be pulled to initiate a simulated emergency. COs may authorize the following exception:

1) COs may authorize HACs to pull the Batt Bus Panel circuit breaker in order to simulate failed back up attitude indicator for training during day/VFR conditions only.
2) ANI Aircrewmen and current qualified FRS aircrew instructors may pull circuit breakers necessary for simulating rescue house, cargo hook, RAST, mission power, RADAR, and acoustic malfunctions

Practice autorotations at night are prohibited. In addition, simulated emergencies requiring the actual degradation of aircraft systems at night are prohibited with the following exceptions:

1) Single engine approaches and landings to a prepared surface with adequate overrun and underrun to allow for safe execution
2) Single engine running landings
3) Boost off and failed SAS/AFCS
4) Simulated lost ICS
5) STAB auto mode failure

Pilot and copilot radar altimeter indicators shall be operable for practice autos

Simulated single engine failure from a HOGE shall only be initiated over a surface where a run on landing can be made.

Dual engine malfunctions, tail rotor drive emergencies, total AC power failure, and in flight emergency simulations that required placement of an engine into DECU lockout shall only be accomplished in an OFT.

64
Q

DECU Lockout Operations

A

In flight training operations in DECU lockout, with the exception of scheduled FCF training flights while conducting FCF checklist steps in accordance with NATOPS under the cognizance of a qualified FCP, are prohibited. The use of DECU lockout as part of an in flight engine malfunction troubleshooting procedure not specifically promulgated in the MH-60R NATOPS, FCF checklist, or approved NAVAIR maintenance troubleshooting procedure is prohibited.

65
Q

H2P/H2P Flights

A

Simulated emergencies, movement of the PCLs from the FLY position (other than in an actual emergency), night couples approaches and 180 degree practice autos are prohibited on H2P/H2P flights. Shipboard H2P/H2P flights may be scheduled by OICs with the permission of squadron and ship COs and shall be conducted as day, VMC, non-tactical training flights only.

66
Q

CAL/LZ

A

CAL/LZ training shall be conducted on approved ranges or airfields in accordance with their governing directives. Pre-mission planning shall be conducted to calculate power available and power required given expected conditions at the CAL/LZ site. A “power available” check shall be conducted at the planned landing altitude before commencing the approach. The MRP available versus maximum power required margin shall be 10% or greater to proceed with approach. Operational CAL/LZ flights other than those of operational necessity shall also adhere to this power margin.

67
Q

ELRF Training Guidance

A

The ELRF may be used for mission training purposes outside of an approved laser range, but shall not be used on personnel or wildlife. Crew acknowledgment is required when selecting ELRF from the FLIR menu. The ELRF shall not be fired unless crew concurrence has been received following the “ARM ELRF” prompt. This concurrence shall acknowledge “ELRF” is indicated on the lower left portion of the FLIR attack page.

68
Q

NVD NITE Lab Periodicity

A

The currency for NVD NITE Lab training for pilots and aircrewmen shall be 48 months form the last day of the month in which the training is received. NVD NITE lab training may be accomplished within 60 days preceding expiration of the current training and is valid for 48 months form the last day of the month in which the current training expires. Pilots and aircrewmen shall not fly NVD aided events unless they are NVD NITE lab training current.

MH-60R HAC (13 decks)

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