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LHA/LHD Questions Flashcards

1
Q

Operations Officer

A

The ship’s operations officer is responsible for the control of airborne aircraft, except when control is assigned to other
authority. The control refers to all airborne operations not incidental to the actual launch or recovery of aircraft.

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2
Q

Air Operations Officer

A

The air operations officer is responsible to the operations officer for coordination of all matters pertaining to flight
operations, and for proper functioning of the AATCC.

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3
Q

AATCC Officer/Current OPS

A

The AATCC Officer is responsible to the Air Operations Officer for the execution of the the Air Plan (Current Ops)
and the proper functioning and manning of the AATCC.

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4
Q

Air Officer

A

The air officer is responsible for visual control of all aircraft operating in the control zone. Under Case I and II
conditions, this responsibility may be extended beyond the control zone to include all aircraft that have been switched
to air officer’s control frequency. For special operations such as bombing a sled or air demonstrations, the air officer
may exercise control outside of the control zone. Additionally, he is the control zone clearing authority. Agencies
desiring to operate aircraft within the control zone shall obtain the air officer’s approval prior to entry. This clearance
shall include:
1. Operating instructions as required for avoiding other traffic.
2. Information concerning hazardous conditions.
3. Altitude and distance limitations to which aircraft may be operated.

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5
Q

Combat Information Center Officer

A

The CIC officer is responsible for mission control of aircraft assigned to him. This includes providing separation from
other traffic operating in the vicinity of the ship and ensuring that mission controllers know the basic procedures for
air traffic control. Additionally, he shall ensure that controllers know their responsibility for traffic advisories to
aircraft operating in visual conditions and for safe separation of aircraft operating in instrument conditions. Upon
request, the CIC officer shall provide information concerning areas of special operations, such as air-to-surface
weapon drops and air-to-air missile shoots

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6
Q

Tactical Air Officer

A

The tactical air officer controls and coordinates airborne tactical aircraft and helicopter operations with supporting
arms and other air operations through the TACC (afloat).

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7
Q

Positive Control

A

This control shall be utilized under the following conditions in the control zone:
1. Ceiling of 1,000 feet or less for fixed-wing operations.
2. Ceiling of 500 feet or less for helicopter operations.
3. Forward flight visibility of less than 5 miles for fixed wing and tiltrotor APLN mode operations.
4. Forward flight visibility of 1 mile or less for helicopter operations and tiltrotor conversion mode operations.
5. All unaided flight operations between one-half hour after sunset and one-half hour before sunrise except as
modified by the OTC or ship’s commanding officer.
Note
Night CQ/DLQ pattern is excluded from positive control, provided a
visible horizon exists.
6. During mandatory letdown in thunderstorm areas.
7. In other situations where supervisory personnel can anticipate weather phenomena that might cause difficulty
to pilots.

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8
Q

Advisory Control

A

This control shall be utilized when the traffic density in an operating area requires a higher degree of control for safety
of flight than required under visual flight rules. Advisory control is normally limited to VMC and is recommended
for all operations in or adjacent to oceanic control areas or routes.

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9
Q

Monitor Control

A

This control shall be utilized only when aircraft are operating VMC outside controlled airspace and the responsibility
for separation from other traffic can be safely assumed by the pilot.

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10
Q

Nonradar Control

A

This control shall be used when shipboard radar is inoperative or so degraded as to be inadequate to provide radar
separation of air traffic under conditions normally requiring positive control. The decision to attempt control of
aircraft at night or in instrument flight conditions shall be made with careful consideration of factors such as:
1. Actual meteorological conditions.
2. Degree of radar degradation.
3. Expected duration of radar degradation.

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11
Q

Control Zone Restrictions

A
  1. The control zone will not be effective in any portion of the area that extends into, under, or abuts control
    airspace airfields. The upper limit of the control zone must not penetrate the FCA, floor of a TCA, or other
    controlled airspace. Likewise, the lateral extent is not effective in any portion that extends into or abuts
    controlled airspace as defined in applicable FAA/ICAO aeronautical publications.
  2. The control zone is not effective in an area that lies within a special use airspace (restricted area, MOA, and
    so forth) without authorization of the designated controlling agency.
  3. The outer limit of the control zone shall not be established closer than 10 nm to any airway, controlled airspace,
    or special use airspace, unless approved by cognizant authority (controlling activity, scheduling activity, or
    FAA facility). Ships desiring to activate a control zone in fleet operating areas in uncontrolled airspace,
    underlying airways or controlled airspace, or adjacent to special use airspace, shall coordinate with and gain
    authorization/approval from the applicable FACSFAC, oparea coordinator, numbered fleet commander, or
    FAA facility.
  4. The factors above shall be considered in relation to operations involving a ship’s control area.
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12
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 at 50 miles or more from the monitoring antenna shall be separated by a minimum of
    5 miles.
    b. Aircraft operating within 50 miles of the monitoring antenna, and not within 10 miles on a designated
    approach, shall be separated by a minimum of 3 miles.
    c. Aircraft on a designated approach or established downwind and inside of 10 miles shall be separated by
    a minimum of 2 miles.
    d. Aircraft established on final within 5 miles shall be separated by a minimum of 1-1/2 miles.
    Note
    Air Search Radars that rotate in excess of 7 rpm are the only radars
    acceptable for an ASR approach.
  2. Aircraft provided positive separation via nonradar control, utilizing a published approach/departure, shall be
    separated by 2 minutes (5 miles separation when using DME).
  3. Aircraft provided positive control with all other radars shall be separated by a minimum of 5 miles.
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13
Q

Condition I/Alert 5

A

The helicopter shall be spotted for immediate launch with rotor blades spread, starting equipment plugged in, and
the LSE and starting crewman and ordnance personnel ready for launch in all respects. When the word is passed to
“Standby for launch,” engines shall be started without further instructions; however, launch shall be positively
controlled from PriFly. Aircraft should be airborne within 5 minutes of order to launch.

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14
Q

Condition II Alert 15

A

The same conditions apply as for Condition I, except that flightcrews are not required to be in the helicopter, and
rotorblades may be folded or tied down. Aircrews shall be on immediate call, if rotorblades are folded, the blades
shall be run through a unfold/fold cycle to ensure operability. Aircraft should be airborne within 15 minutes of order
to launch.

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15
Q

Condition III/Alert 30

A

Main rotor blades may be folded and the helicopter need not be in position for immediate launch; however, it must
be parked so as to allow direct access to a suitable launch spot. A towbar shall be attached to the helicopter and a
specific LSE, tractor driver, handling crew, and starting crewman shall be designated and assigned to each helicopter.
These personnel must be thoroughly briefed, so that when the order is given to prepare to launch, the helicopter can
be safely and expeditiously moved into position and readied for launch. Flightcrews shall be in the ready rooms or
working spaces, in flight gear, and prebriefed for the launch. Aircraft should be airborne within 30 minutes of order
to launch.

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16
Q

Condition IV/ Alert 60

A

The condition of the helicopter is similar to Condition III, except that minor maintenance may be performed if no
restoration delay is involved. The aircrew shall be designated and available. Aircraft should be airborne within
60 minutes of order to launch.

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17
Q

Approach or Depart a Helicopter

A

Personnel shall not approach or depart a helicopter while rotors are being engaged or disengaged.

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18
Q

Taxi on Flight Deck

A

Helicopters should not routinely be deck taxied on the flight deck.

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19
Q

Towing

A

Helicopters shall not be towed or pushed while rotors are engaged.

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20
Q

Fly over another aircraft

A

A helicopter shall not be flown over another aircraft on launch or recovery.

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21
Q

Night launches

A

Only spots that afford visual reference to the deck shall be used for night helicopter launches.

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22
Q

Personnel LSE/CCrep

A

Personnel required to be in the area of operating helicopters shall exercise extreme caution and observe the
signals/directions of the LSE or combat cargo representative as appropriate.

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23
Q

Hovering Single Engine

A

Dual-engine helicopters shall not be intentionally hovered single engine over a deck spot. If topping checks
cannot be performed in contact with the deck, they must be performed in flight at an appropriate altitude.

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24
Q

APU

A

The APU/APP shall be continuously monitored by a qualified person whenever it is in operation.

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25
Q

Landing behind engage Tail Rotor Aircraft

A

Helicopters landing behind engaged tail rotor aircraft shall not conduct
cross−cockpit takeoffs or landings for LSE safety.

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26
Q

Engage Rotors in a Turn

A

Helicopters should not engage rotors while the ship is in a turn, except as approved by the ship’s commanding officer
or his designated representative. Anticipated wind parameters and ship’s heel shall be communicated to the helicopter
aircraft commander prior to execution of the turn

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27
Q

Engagement tiedown requirement

A

Rotor engagement shall not be attempted unless the tiedown configuration
is as stated in aircraft NATOPS flight manuals. Ground resonance may
cause destruction of the helicopter.

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28
Q

Launch of Helo while ship in a turn

A

Launch of helicopters while the ship is in a turn should be attempted only when authorized by the ship’s commanding
officer or his designated representative. Anticipated wind parameters and ship’s heel shall be communicated to the
helicopter aircraft commander prior to the execution of the turn.

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29
Q

Night launches visual cues

A

Night launches from spots that do not afford visual reference to the deck
may be dangerous because of loss of visual cues at lift-off. Night launches
from spot one are prohibited.

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30
Q

Night launches Starboard spots

A

Night launches from forward Starboard spots afford limited tower
visibility. PriFly will be unable to provide assistance normally afforded to
aircraft operating from other spots.

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31
Q

WX min for EMCON night

A

Weather minimums for helicopter night EMCON Operations shall be
500 feet above the normally prescribed delta pattern and a minimum of
3NM visibility with a well defined horizon

32
Q

Case I departure

A

This departure may be used when IMC is not anticipated during departure and subsequent rendezvous. Helicopters
shall clear the control zone at or below300 feet or as directed by PriFly. Rendezvous shall be accomplished at briefed
points in accordance with squadron tactical doctrine.

33
Q

Case II depature

A

Weather at the ship not less than 500-foot ceiling and 1-mile visibility. Helicopters shall depart via Case I departure
and maintain flight integrity below the clouds.Weather conditions permitting, departure on assigned missions shall
also comply with Case I procedure. If unable tomaintainVMC, helicopters shall proceed in accordance with Case III
departures.

34
Q

Case III

A

Whenever weather conditions at the ship are below Case II minimums, or there is no visible horizon, or when directed
by the commanding officer or OTC, helicopters shall launch at not less than 1-minute intervals, climb straight ahead
to 500 feet, and intercept the 3-mile arc. They shall arc at 3 miles to intercept assigned departure radials. Upon
reaching the assigned departure radial, turn outbound and commence climb to assigned altitude. Figure 5-8 illustrates
Case III departures. Departure radials shall be separated by a minimum of 20°

35
Q

Case III Departure

A

Modifications to CASE III procedures are not authorized.

  1. Helicopters shall launch on the assigned departure frequency, vice land/launch, and monitor guard. PriFly shall monitor departure frequency once airborne.
  2. Helicopters launching on tactical missions shall rendezvous as briefed, report KILO (aircraft mission
    readiness) , and be switched to assigned tactical control agency.
  3. Report
  4. Separation 20 degrees
36
Q

Case I approach

A

Case I may be used when it is anticipated that aircraft will not encounter IMC at any time during descent, break, and
pattern established on the port side of final approach. Weather minimums of 1,000 foot ceiling and 3 miles visibility
are required in the control zone.Note
During mixed aircraft operations, helicopters shall enter starboard Delta
pattern (Figure 6-1).
During mixed aircraft operations, helicopter break altitude shall not exceed
300 feet

37
Q

Overhead Delta

A

VFR left-hand racetrack pattern established in the vicinity of the ship. It is
oriented on the BRC and close aboard the starboard side at an optimum airspeed. During heavy traffic periods
additional Delta patterns may be utilized as assigned by PriFly.

38
Q

Starboard Delta

A

holding pattern established on the starboard side of the ship’s 045−110 relative
bearing between 1 and 3 miles. It is a right-hand racetrack flown at 300 feet and 80 knots.

39
Q

Port Delta

A

holding pattern established between the ship’s 225−315 relative bearing between
3 and 5 miles. It is a left-handed racetrack flown at 300 feet and 80 knots.

40
Q

Charlie Pattern

A

Charlie pattern is a left-hand racetrack pattern on the port side of the ship. The upwind leg parallels the BRC.

41
Q

Prep Charlie

A

conform to normal Charlie pattern entry procedures and once established in the
pattern, conform to the racetrack pattern depicted in Figures 6-1 through 6-3 until cleared by PriFly.

42
Q

Night Case I Recovery

A

The helicopter night Case I recovery pattern is a left-hand pattern on the port side of the ship. The pattern is extended
downwind allowing for a complete turn to final prior to beginning descent. The straight-in final approach is flown
using available visual landing aids such as V/STOL OLS.

43
Q

Landing Pattern (Standard)

A

The Charlie Pattern is the standard Case I daytime helicopter landing pattern. Landing pattern for port spots is an
approach starting not later than abeam the intended point of landing with a turn to intercept the 45° line at the 90°
position. Landing a helicopter on a spot immediately in front of another helicopter should be avoided whenever
possible.

44
Q

Landing in front of a helicopter

A

Landing a helicopter on a spot immediately in front of another helicopter should be avoided whenever
possible.

45
Q

Rotor clearances when landing in front of occupied spot

A

When helicopters approach on the 45° bearing to land immediately in front
of a spot occupied by another helicopter, rotor clearances (main and tail)
between the two aircraft during the final portion of a 45° approach are
significantly reduced.

46
Q

How to land in front of an occupied spot

A

When approaching a spot immediately in front of a spot occupied by another
helicopter, the final portion of the approach on the 45_ bearing should
terminate at a point directly abeam the intended landing spot. From this point
the final transition is flown by sliding sideways to a hover over the landing
spot. Cross-cockpit landings should be avoided.

47
Q

Landing next to a shut down helicopter

A

Combination of relative winds and rotor downwash when landing a
helicopter immediately adjacent to a spot occupied by a shutdown
helicopter not folded or secured by rotorblade tiedowns may cause rotor
system damage to the shutdown helicopter

48
Q

Night Case I and Charlie Pattern Use

A

The Charlie pattern and the night Case I helicopter recovery pattern are the standard night Case I helicopter landing
patterns. The air officer shall ensure that all airborne aircraft and the squadron duty officer are informed when
changing from one night landing pattern to another. Simultaneous use of the Charlie and night Case I helicopter
recovery patterns is prohibited.

49
Q

Night Case I pattern depends on location of aircraft on landing spots…

A

If the
landing spots aft of the assigned landing spot are clear, the helicopter may complete a straight-in approach over the
stern and air taxi to the landing spot.When there are obstructions between the stern and the landing spot, the air officer
shall direct the pilot to adjust his pattern to fly close aboard the port side and intercept the 45 lineup of the assigned
landing spot.

50
Q

Non-standard Helicopter landing patterns

A

Cross Deck
Helicopter Around Stern
Helicopter Modified Straight in

51
Q

Cross Deck

A

A cross-deck approach shall be flown the same as a standard landing pattern except the
approach shall continue across the flight deck to assigned landing spot

52
Q

Helicopter Around Stern

A

Starboard spots may be utilized by entering the normal Charlie pattern, calling
abeamport quarters, descending to 200 feet by the astern position, continuing up the starboard side to intercept
an approximate 45 angle to the spot and then straight in

53
Q

Helicopter Modified Straight in

A

PriFly may approve a straight-in approach to the spot depending on traffic
in the pattern.

54
Q

Helicopter Case II Approach

A

During Case II, positive control shall be utilized until the flight leader/pilot reports the ship in sight.

55
Q

Case II/Case III

A

Case II recoveries shall not be conducted concurrently with Case III
departures. Case III approaches shall be used during marginal VMC.

56
Q

Case II Approach

A

Case III procedures shall be used whenever weather conditions at the ship are below Case II minima, or when no
visible horizon exists, or when directed by the commanding officer or OTC.

57
Q

Case III Approach

A

Case III procedures shall be used whenever weather conditions at the ship are below Case II minima, or when no
visible horizon exists, or when directed by the commanding officer or OTC

58
Q

Commencing an approach below minimums

A

When a suitable divert field is available,
aircraft shall not commence an approach if the reported weather at the ship is below minimums, unless the aircraft
has sufficient fuel to proceed to the divert field in the event a missed approach is required.

59
Q

CaseII/III Signal Delta

A

During Case II/III marshal and letdown, should a “Signal Delta” be issued, the procedures listed below shall apply.
MinimumDelta issued shall be 6 minutes and even (2) minute intervals thereafter.When time permits, AATCC shall
give the reason for Delta.1. Aircraft still in holding shall continue holding and await a new EAT. Pilots shall acknowledge “SignalDelta.”
2. Aircraft that have already commenced approach shall continue on approach and await further instructions.
Aircraft shall comply with speed and altitude restrictions for the appropriate approach, or with CCA control
instructions.
3. Aircraft that lose communications subsequent to receiving “Signal Delta” shall continue holding and depart
marshal 6 minutes (or other assigned Delta) from receipt of Delta. They shall maintain altitude until clear of
marshal and proceed to assigned emergency marshal, holding until assigned EEAT, and then comply with
emergency marshal procedures.
4. New EATs shall be issued as soon as possible. To prevent two aircraft from having the same EAT, new times
shall be issued from the top of the stack (highest aircraft in holding) to the bottom.

60
Q

Smokelight Approach

A

This approach is used as a last resort when available equipment will not allow normal procedures to be utilized or
when the ship cannot be visually acquired utilizing normal procedures and ditching is considered imminent. The ships
and embarked squadron commanding officer, the detachment officer in charge and the pilot in command must have
agreed to attempt the procedure. The aircraft is positioned 2 miles astern of the ship and proceeds inbound (180°
relative bearing to the BRC). The aircraft descends at pilot’s discretion to a safe altitude (100 feet) and airspeed (40).
Ship’s personnel drop smoke/matrix lights every 15 seconds (or other prearranged interval) and the pilot is kept
informed of the number of smokelights in the water. The pilot at the controls follows the smokelights up the ship’s
wake, adjusting his closure rate until he acquires the ship visually.

61
Q

Emergency Approach Procedures

A

If emergency conditions exist or fuel state is insufficient to allow compliance with emergency marshal procedures,
squawk appropriate IFF codes, climb/descend to 1,200 feet (AV-8) or 500 feet (helicopter) and proceed to intercept
the EFB at 5 DME and proceed inbound. AATCC upon noting the arrival of an aircraft not under positive control,
shall clear all aircraft from the anticipated route of flight of the distressed aircraft.

62
Q

Hung, Unexpected, or Captive Forward Firing

A

Standard Alpha pattern (Figure 6-19) recovery as dictated
by weather. Winds permitting, the nose of the helicopter should be pointed away from the island during
landing. The helicopter shall be landed with the nose pointed away from the island or other aircraft. All
nonessential personnel shall remain clear of the flight deck area during these evolutions.

63
Q

Helicopter Tiedown requirements

A

Chocks and tiedowns shall be applied after landing upon signal from the LSE and with the concurrence of the aircraft
commander, and shall remain attached until the aircraft is ready for launch. During short duration on-deck times, such
as when rapidly loading troops or supplies, the aircraft may be chocked only.

64
Q

After calling the ball with no acknowledgement

A

After calling the ball on final from CCA or tacan, if no acknowledgement
is received from the air officer (helicopters) or LSO (fixed wing), the pilot
shall execute his own waveoff.

65
Q

Spot restrictions

A
  1. Night approaches to spot 1 (LHA, LHD) are not authorized.
  2. Left seat landings on spot 2 (LHA) are not recommended.
  3. Right seat landings on spot 1 are not recommended.
  4. Right seat landings on spot 3 (LHA) are not recommended.
66
Q

SAR crew

A

When at sea, the SAR detachment helicopter shall be
maintained, during daylight hours and when operationally feasible, in Condition IV for SAR/MEDEVAC contingencies.
A SAR crew shall be designated and promulgated in the air plan

67
Q

Safety Boat

A

Unless otherwise stated, a safety boat shall be ready during all flight operations and loaded with a crash kit containing
the equipment delineated in NTTP 3-20.31, Surface Ship Survivability. The boat crew and handling detail shall be
assigned and available to launch on order.

68
Q

Plane guard

A

The plane guard ship shall maintain the rescue detail on deck during flight operations. The ship shall be positioned
as requested by the OCE/CATF to rescue personnel either by boat or ship. The plane guard ship shall monitor the
appropriate land/launch frequency during flight operations.

69
Q

SAR equipped helicopters minimum

A

As a minimum, a helicopter assigned a SAR mission shall be equipped as follows (Figure 8-1):
1. Operable hoist with rescue device.
2. Operable search light (for night search).
3. Sufficient liferafts to support passenger rescue requirements.
Note
Helicopters performing night over-water hover operations shall be
equipped with operable stabilization and automatic hover equipment, or
have sufficient external reference, either natural or artificial, to enable the
pilot to establish and maintain a stabilized hover.

70
Q

Vertrep Winds

A

A relative wind of 330° to 030° and a steady velocity of 15 to 30 knots is considered optimum for pickup and delivery.

71
Q

Vertrep Area Night

A

Night VERTREP/external lift operations shall only be conducted in areas A and C.

72
Q

Vertrep Area A

A

Area A—The area bounded by the port elevator, that portion of the deck from the elevator’s leading edge along or outboard of the fore and aft lineup lines aft to the horizontal baseline of spot 8 and then across the flight deck to the horizontal baseline of spot 9 (for LHD no spot 9).

73
Q

Vertrep Area B

A

Area B— The area from the horizontal baseline of spot 4 aft to the leading edge of the port elevator on that portion of the deck along or outboard of the fore and aft lineup lines.

74
Q

Vertrep Area C

A
  1. Area C — The area of the flight deck forward of the extended horizontal baseline of spot 4.
75
Q

NVD operations conducted when…

A

NVD operations shall be conducted using Case I and Case II procedures. NVDs may be used in determining
the presence of a visible horizon

DAC (7 decks)

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