NATOPS Ch 8 Flashcards
Engaging/disengaging rotors on air capable ships
For air capable ships, helicopter rotors shall not be engaged/disengaged or the aircraft launched/recovered while the ship is turing
Engaging/disenaging rotors aviation ships
For aviation ships/amphibious assault ships, helicopters should not be engaged/disengaged or the aircraft launched/recovered while the ship is turning.
Rotor Brake Start
The rotor brake start procedure shall be used for shipboard engine starts and rotor engagements
Air capable ship helicopter operations warning
Regardless of deck status, ship maneuvers (to include speed changes) shall be restricted anytime an aircraft is on deck to avoid conditions that will expose the aircraft to direct contact with the sea or waves over the deck. If there is doubt in the ability to predict or avoid such conditions, the rotor system shall be disengaged as soon as possible. Contact between an engaged rotor system and the sea can result in catastrophic rotor damage and the loss of life of aircrew and deck personnel.
Paragraph 8.4.1 Ship Maneuvering
- When the ship is at flight quarters, the OOD shall notify the flight crew of any anticiptaed ship movements
- Except in extreme emegency situations and with due condisderation of the safety aspects involved, the ship shall not chnage course while a helicopter is being launched or recovered, is engaging or disengaging rotors, being traversed, or is being tower or pushed about the deck.
- Low freeboard ships, specifically FFG 7 and DDG 51 class, are inherently susceptible to sea water washing up and over the flight deck.
Wave hazard plots, general
-Show ship speed values in 5 knot increments that, when combined with relative wave direction, could result in water impacting the rotor or washing over the flight deck where the wave height is the average of the 1/3 highest (significant) waves for a given seaway
Wave hazard plots, red region
The red region of the the plots presents a significant risk of seawater impacting the engaged H-60 rotor system. DDG 51 class ships shall not operate in the red regions while H-60 rotors are engaged. DDG class 51 ship operations within the red regions of the wave hazard plots are prohibited with personnel or aircraft on the flight deck.
Wave hazards plots, yellow regions
The yellow regions indicate a hazards of 2 feet of water over the flight deck which may wash personnel overboard and damage aircraft. Commanding officer approva, informed by recommendation from an OIC, or senior aircraft commander present, when an aircraft detachement is embarked, is required prior to operations within the yellow regions of these plots when personnel or aircraft are on the flight deck. Consideration shall be given to traversing the aicraft into the hangar and removing flight deck personnel prior to operations with the red or yellow regions.
Wave hazard plots, note about ship movement
Initiating turns and changes in ship speed can increase the regions of hazardous operation
Wave hazard plots, basis for data
Plots are based on steady speed, non-maneuvring conditions. Hazard plots do not include margin for wave run up.
Wave hazard plots, note about white region
Operating in the white regions, or in seas below 8 feet, does not eliminate the risk of water impacting the rotor system or washing over the flight deck.
Wave hazard plots, notes about hazardous conditions
- If waves are observed on the flight deck, or the ship is at an increased risk of hazardous conditions, a reduction in ship speed may be required
- Attempting to turn prior to slowing may place the aircrew and flight deck personnel in even more hazardous conditions
Wave hazard plots, blue hatched region
Blue cross hatched regions indicates ship pitc of 2 degrees or more
Wave hazard plots, black hatched region
Black cross hatched regions indicates ship roll of 8 degrees or more
Four types of approaches for shipboard landings
- Visual approach
- Instrument approach
- Emergency Low Visibility Approach (ELVA), when the weather is below instrument approach mins and the helo does not have adequate fuel to bingo to a GCA/CCA equipped airfield or aviation ship/amphibious assault ship
- Offset approach or ordnance lineup approach, when the helo has a hangfire or misfire missile emergency
HIFR, general
- Intended to extend the aircraft on station time
- Should be initiated with sufficient fuel remaining to bingo to a suitable landing site if unsuccessful
- Night HIFR operations are extremely demanding and are only permitted for operational necessity
HIFR Caution
The PIC shall ensure the landing checklist is completed prior to commencing and approach, HIFR, transfer, etc, to any ship.
Wiggins/North Island HIFR Rig
- Composed of a ship’s hose (more than 100 feet in length) and a HIFR assembly (10 foot section of a 1.5 inch hose outfitted with a saddle for hoisting)
- Both ends have female closed circuit refueling fittings
- Manual emergency disconnect lanyard (emergency release T-handle) located near the wiggins fitting, which connects to the male wiggins fitting in the helicopter
NATO Compatible High Capacity HIFR Rig
- 2 inch lightweight hose, unisex couplings, automatic emergency breakaway
- Facilitates use of either a Wiggins or a Parker nozzle for HIFR
- Rig consists of 100 foot HIFR hose and 10 ft HIFR assembly
- NHC nozzle has built in 45 psi pressure regular, and on/off flow control handle, and an automatic breakaway coupling
Warning: When using an NHC assembly, the hose shall be secured to the deck of the ship to ensure proper functionality of the breakaway system
Note: If a US helicopter performs HIFR with a NATO ship, it will be given a Parker nozzle. An adapter to convert the nozzle to a Wiggins type connection will be required.
HIFR Normal Ops
-Ship course and speed should be adjusted to provide relative winds from 10 to 10 knots, 300 to 360, and minimum pitch and roll. Higher winds may be desired in high DA/gross weight/OAT conditions.
Note: A low hover while wind is less than 10 knots may cause excessive salt spray, which can decrease engine performance and reduce pilot field of view.
Hose shall be hoisted to the helo unpressurized but full of fuel.
Night HIFR Warning
Due to the hazrds associated with night operations and the incrreased potential for mishap, night HIFT operations shall not be conducted except for reasons of operational necessity.
