NAVAIR 00-80T-122 Aircraft Operating Procedures for Air Capable Ships Flashcards
Levels and Classes
Requirements are directed by the CNO with respect to the ship’s inherent capability, mission, and facilities
Level I
IMC day/night ops
Level II
VMC day/night ops
Level III
VMC day only ops
Class 1
Landing area with support (service and maintenance) facilities for the types of aircraft certified
Class 2
Landing area with service facilities for the types of aircraft certified
Class 2A
Landing area with limited service facilities for the types of aircraft certified
Class 3
Landing area for the types of aircraft certified; no service facilities
Class 4
VERTREP/hover area (minimum hover height of 5’) for types of aircraft certified
Class 5
VERTREP/hover area (high hover with a minimum of 15’ authorized) for types of aircraft certified
Class 6
HIFR facility capable of delivering a minimum of 50 gallons of fuel per minute, at a pressure of 20psi, to a height of 40’ above the water
Class 6R
HIFR facility capable of delivering only 25 to 49 gallons of fuel per minute, at a pressure of 20psi, to a height of 40’ above the water
Ships Maintaining Certification
The ship is responsible for maintaining its certification as listed in OPNAVINST 3120.35. If material degradation reduces the level and/or class capability, the ship shall send a message to the immediate superior in command indicating new status
IMC operations
For aircraft equipped with a TACAN, ship’s TACAN system SHALL be operable for all shipboard launches and recoveries in IMC
What is ensured by the landing lineup line and circle
obstruction clearance is ensured when the a/c lands with the main mounts within the landing circle and the fuselage centerline aligned with the landing lineup line
What is ensured by the vertrep T line
Obstacle clearance is ensured when the a/c hovers w/it’s rotor hub on or aft of the line.
What is the difference between the vertrep ball and T line vs the normal T line
Only appears in combo with a T line when the normal T line does not provide enough clearance for larger rotor aircraft
What is ensured by the dashed vertrep line
Obstacle clearance is only ensured when the a/c hovers with the centerline of the a/c aligned/directly over the line. An obstacle-free approach is ensured only when the approach is made along the dashed line
HIFR marking
Located on the port side and designated with the letter H. Obstacle clearance is ensured when the helo hovers oriented fore and aft with the hoisting point over the “H” for hose pickup
Permissible Lighting Equipment Degradations - Aided NVD ops
Aided ops may be conducted in the event of a failure of more than one lighting subsystems required for ship’s facility certification provided all of the following criteria are met:
- A visible horizon exists and is discernible through NVDs by the a/c commander in the shipboard landing/takeoff environment
- The ship’s CO and embarked Air Det OIC (a/c commander for non-embarked evolutions) concur that the failed lighting systems are not critical to the scheduled mission
- The following lighting subsystems remain operational and available:
a. Overhead fwd structure floodlights
b. Deck surface/hangar wash floodlights
c. Associated lighting control panels
Required Lighting Equipment
All shipboard VLA lighting equipment should be operative for night/low visibility operations. When conducting aided operations, all shipboard lighting required to be illuminated shall be NVD compliant. Without a visible horizon, an operable Horizon Reference System (HRS) (when installed) SHALL be utilized for single spot ship operations. A visible horizon may be obtained through the use of NVDs and must be the same devices that would be used by the aircrew in flight
Aircraft/Crew Alert Conditions general
Flightcrews assigned alert conditions SHALL be called away early enough to permit a normal preflight, start, warmup, and completion of T/O checks by the time specified in the air plan/flight schedule for the condition of readiness to become effective. After the pilot declares the a/c ready for flight, it SHALL be placed in the appropriate alert condition
Alert Conditions timing considerations
Because of flight safety and fatigue considerations, time limits must be placed on these conditions. The main concern is the safety of the aircrew, but consideration must also be given to the number of hours that maintenance and flight deck personnel have been on duty. An appropriate period of rest SHALL be provided to each aircrew after having completed a normal max time in Alert 5, 15, or 30. Alert 5 is as fatiguing as actual flight and should normally be used only when launch is imminent. Alert times are approximations and SHALL not be considered mandatory
Alert 5
Aircraft: spotted for immediate t/o, blades spread. Required stores loaded. Ext. pwr applied. Mission equipment warmed up
Aircrew: Strapped in. Preflight checklists complete up to starting engines
Ship: At flight quarters. Fire party on station.
Maximum time: 4 hours
Alert 15
Aircraft: spotted for t/o, blades spread, required stores loaded
Aircrew: briefed for flight. Preflight inspection complete. Standing by on immediate call
Ship: At flight quarters. Fire party in immediate vicinity
Max time: 8 hours
Alert 30
Aircraft: rotors may be folded, aircraft may be on deck or in hangar. Required stores loaded
Aircrew: briefed for flight. preflight inspection complete. Standing by on immediate call.
Ship: Not at flight quarters
Max time: 18/48 hours*
*2 a/c detachments manning allows for unlimited alert 30 readiness. Daily and turnaround inspections will be required every 24 to 72 hours
Alert 60
Aircraft: secured in hangar secured for heavy weather. Minor maintenance may be performed
Aircrew: designated and available
Ship: Not at flight quarters
Hung/Misfired Ordnance general
Flight leaders SHALL advise the ship as early as possible of the amount and type of hung/misfired ordnance.
Weapon stores not authorized for recovery must be jettisoned. Where this cannot be accomplished, a divert to a shore installation will be made, if feasible
In-Flight Procedures for Hung Ordnance
Pilots SHALL accomplish the following prior to entering the ship’s control zone:
- Upon completion of the firing mission, determine if all ordnance has been expended. A visual check between a/c SHALL be made of all rocket pods
- In the event of hung ordnance, efforts SHALL be made to fire it
- When it becomes apparent that the ordnance must be brought back to the ship, the ship will be notified as early as possible. In no case SHALL hung ordnance be brought into the ship’s control zone without clearance. Initial notification SHALL include the amount and type of hung ordnance
- Properly safe all weapons systems
- Prior to entering the landing pattern, secure High Frequency (HF) and Frequency Modulation (FM) transmitters, radalt, IFF, and TACAN
- A/c with non-jetissonable/hung ordnance SHALL fly shipboard recovery patterns w/weapons pointed away from the ship to max extent practicable
Non-jettisonable/Hung FWD-Firing Ordnance Procedure
A/c arriving overhead a ship with a hung ordnance SHALL enter the Alpha pattern (hung ordnance pattern) while waiting for a green deck. All turns SHALL be executed to keep the ship clear of firing lines. Offset approaches SHALL be flown to air-capable ships. If landing on an aviation ship, comply with applicable hung ordnance procedures
Alpha pattern
Normally a clockwise pattern flown around the ship at 300’ AGL and 80 KIAS. Direct entry into right turns.
WARNING: Once established in the hung ordnance holding pattern, the a/c hdg SHALL be maintained such that the longitudinal axis of the a/c/missile doesn’t cross the ship, creating the potential for an errant missile to impact the ship
When do you do the offset approach procedures
If a missile has experienced a hang fire or misfire and no shore facility or aviation ship is available w/EOD personnel available to inspect the ordnance
WARNING: The offset approach SHALL be flown from the right seat only during day or night VMC only. Visual cues, especially over the deck, are inadequate from the left seat
Landing transition for Offset Approach Procedures
Recommended heading of the a/c is approximately 5 degrees left of BRC at 1/4 mile and as the a/c approaches the ship, the pilot must gradually increase the amount of left yaw to ensure the a/c hdg is left of the port side of the superstructure. The recommended offset angle is 25 to 40 degrees left of ship centerline once the a/c is established in a hover over the flight deck. Maintain the port offset during clear deck, free deck, or recovery assist landings. The lineup lines are not useful over the deck and the ATO has little or no reference to provide lineup calls.
Shipboard Procedures during Hung Ordnance
- The bridge and other appropriate stations must be notified
- Set the proper HERO condition
- Dearming crews stand by on station
- Prior to jetissoning ordnance from the ship, approval must be granted by the CO
