SOP Flashcards
WX Criteria
Shore/Ship Ops: 500-1
If positive radar control and CCA, PAR, or ILS is available: 200-1/2
Crew Requirements* (min crew)
Minimum Crew for:
Tactical training events: HAC/L3, PQM, aircrewman
FCF: FCP, PQM, aircrewman
Non-FCF GT: H2P and qualified observer
Currency Requirements* (1-3)
- After 45 days of no-fly, shall fly warm-up flight. Warm-ups should include autos and other FAM maneuvers.
- Shall not fly at night as PIC unless night current (2.0 night hours in 45 days). Between 45 and 60, CO may authorize day into night transition. After 60, must fly with night current HAC.
- All pilots/LSOs shall complete LSO qualification with a current LSO. LSOs on embarked dets shall be designated in writing by the ship’s CO for deployment. When on for DLQs or ISATT, LSO does not need to be designated by ship’s CO, but shall brief the ship’s CO or OIC prior to commencing DLQs.
Crew Rest
Ashore:
1. Aircrew shall not be scheduled to brief a flight event until 10 hours after completion of post-flight duties. Aircrew need not report earlier than 10 hours prior to the scheduled completion of all flight and post-flight duties. Aircrew whose crew day will exceed 12 hours shall require CO approval before performing flight duties.
2. Pilots shall not be scheduled for a flight the day following 24-hour SDO. Aircrewmen shall not be scheduled for a flight on the same day they stood any watch between 2400-0800.
At sea: Det OICs shall comply with and ensure ship COs are briefed on CNAF
Radius of Action
Pay particular attention during peacetime ops to environmental conditions and availability of timely SAR assets.
A. Shipboard ROA is 150NM or max reliable nav/comms range, whichever is less. Beyond 150NM in support of specific operational or tactical training missions may be approved by CVW Commander or Type Wing Commander when independently deployed, provided deliberate ORM has been conducted. Time beyond 150NM shall be limited to minimum required to accomplish mission objectives.
One-way flights ship-to-ship or shore-to-ship: 150 (200 with functioning AUX)
One-way flights ship-to-shore: 200 (250 with functioning aux.
Shore: the nearest point at which a safe landing can be made.
Low Level Flight Procedures*
(Minimum altitudes)
Overland
Populated: 1,000’
Unpopulated: 500’
Overwater
Day: 50’ (intended for operational or tactical training flights in support of authorized objectives)
Aided Night: 100’
Unaided Night: 150’
Coupled Hover: 70’
(May be reduced to no lower than 40’ after stable 70’ hover for live hoisting at PIC discretion)
Terrain Flight: 200’ (approved routes/ranges)
SACT training
Day: 100’
Night: 500’
Checklists*
BWCRSLIAPA
Before rotors: CHALLENGE REPLY REPLY
After rotors: CHALLENGE REPLY
When necessary, silent completion by PNAC if no response required.
Additionally:
Check stab lockpins prior to flight if no STAB AUTO MODE PBS illumination on power
Rescue Hoist Op Check should be completed on first flight of the day to ensure SAR capability
Single engine airspeed and stab programming shall be called on first takeoff each flight and programming shall be called after reengaging AUTO mode after actual or simulated failure.
Landing checklist shall be completed when transitioning from pad to runway and vice versa.
In flight mission change checklist shall be utilized when the mission is altered from what was briefed.
ADS-B shall be enabled on all flights except when securing it is required by IWC or Seahunter.
Pilots and aircrew shall not deactivate ICS recording.
Automatic approach checks shall be completed prior to overwater hover and practice single engine failure training from OGE hover.
Hot Refueling/Crew Switch
Passengers shall not occupy the aircraft during hot refueling
Crew swaps require a designated helo pilot in control and there shall be PIC to PIC turnover. Start with step 10 of post engagement checks.
Personnel shall not proceed aft of CM dispensers while rotors are turning, unless arming/de-arming that system.
Air Taxi
Shall: Ground taxi to max extent possible whenever the possibility of damage from rotor wash exists.
Seat Belts
Obey CNAF and NATOPS to max extent possible. All occupants shall be in crashworthy seats with seat and shoulder harnesses secured with exception of aircrewman during CVN launches and recoveries, hoist ops, troubleshooting, CSW ops, night forms, CALs/LZs, or other mission-specific situations deemed necessary by the PIC. PIC must carefully weigh risk of aircrew injury/death against benefit of mobility in gunner’s belt.
Use of gunner’s belts in the aircraft shall be restricted to only those occasions when mission/safety dictate. Aircrewmen shall alert the aircraft commander prior to moving about the cabin.
APU Operations
When required in flight to support essential ops, should be started on deck to the max extent possible.
VERTREP Power Margin
10% between IRP and max power required
RADALT Discipline
Consider 10% rule.
In shipboard environment, set per CRM. Each crew member shall verbalize their DH settings and activation of warning tones.
In addition to night/IMC descent procedure, all crew members should acknowledge aural tones. Not expected when in traffic pattern.
Dipping Sonar Operations
a. NATOPS Dipping Sonar/Coupled Hover procedures item 8 “establish a steady coupled hover” prior to “DOWN DOME”. PNAC should set pots to eliminate drift and GS to less than 2kts (drift limits do not apply in sonar cable angle mode).
b. Cable angle hover mode shall be operable for all dipping operations. Submerged Override shall not be used for routine ops.
c. Dipping ops should not be conducted above 10’ wave heights during unit level training or fleet level exercises. Preflight deliberate ORM and in-flight time-critical ORM shall be accomplished prior to dipping sonar ops.
d. During training dip ops, POCL shall be no more than half the ceiling up to 1000’ ceiling. Above that, no more than 500’ below the ceiling. During operational ASW involving a submarine during conditions precluding freestream recovery, POCL need not be restricted. However, ORM shall be conducted to minimize risk to TA. Prior to dipping, bottom depth should be briefed.
e. Dipping ops are prohibited with AFCS degradations affecting Automatic Approach, Coupled Hover, or Cable Angle hover.
f. 1177: cease dipping ops until maintenance action.
g. If towing GS limits are exceeded, cease dipping and MAF.
h. During local area unit level training, a level 2 SO shall be in the helicopter for any flights in which dipping is intended.
Hung Dome (Chairfly/Working Knowledge)
a. If embarked, AIRBOSS/HCO shall ensure all other personnel above the minimum (approx. 4) are clear of the spot.
b. Consider securing a mattress/padding to the spot or adjacent, depending on POCL and environment.
c. Aircraft will operate at safe altitude based on conditions. Position LSE to maximize visibility.
d. Conditions will dictate whether to shear or lower dome to the deck. If Mx personnel can ground the dome and disconnect it, they shall. Then they shall walk the cable with two-person integrity away from the spot while helo lowers. If there is insufficient POCL, the helo can lower the dome, slide to the side and land. If at any point a stable hover cannot be maintained, crew shall execute appropriate EP to recover safely.
e. After landing and chock and chains, cable should be placed in cabin prior to shutdown.
SAA Interim Guidance
An HSM aircraft with operable rescue hoist and outfitted with rescue strop meets the minimum requirements of SAA. Recommend additional equipment of SAR curtain. If elevated to primary SAR, shall be reconfigured for optimal SAR support in accordance with CNAF, NATOPS, and 3-50.1
HELLFIRE Ops
a. Hot refueling with live ordnance loaded is prohibited ashore. Hellfire can be carried during hot seats ashore. Hot and cold refueling with ordnance is permitted at sea with approval from ship’s CO.
b. DLQs authorized with missiles and rockets loaded with concurrence from ship’s CO.
c. S/T while loaded with Hellfire CATMs shall be limited to traverse qualified personnel. S/T training with CATMs loaded is prohibited. Downloading warshot missiles is required prior to any of the above, except in an emergency with ship CO approval. Traverse between Mx line and flight line with warshot missiles loaded is authorized with ship CO and ISIC approval.
d. M299 and APKWS/DRL release and control checks shall only be conducted with the extended pylons in the ready for flight position.
Smokes
Except in an emergency, smokes shall not be dropped closer than 10NM from coastline or inland waterways unless on a designated range or dip area.
Smokes that can’t be disarmed shall be jettisoned at least 10NM from coastline prior to returning to home base and/or final landing.
Flight Line Operations
a. 1. Preflight of entire aircraft required if starting an engine, regardless of intent to engage rotors
a. 2. Besides 60-hr water wash, any maintenance action/open panels/climbing aircraft after preflight requires another inspection by crew.
b. At night, use a blue light to communicate.
c. All personnel shall use authorized PPE. Single ear-protection within 200 feet of rotors turning or 50 of APU turning.
Dual ear-protection within 30 feet of rotors turning or APU running for extended period of time. Double ear protection not required in aircraft.
d. Rings shall not be worn while operating or working on aircraft or moving ground support equipment.
e. No one shall climb on top of aircraft unless both engines are secured (not including engine motoring with fuel and ignition secured). If only APU is operating, personnel may climb a/c with PIC approval. This requires aircrew to check prior to engine start.
f. All personnel shall use a cranial or helmet with strap fastened whenever climbing on any part of aircraft. Requirement only relaxed when headgear restricts proper task accomplishment.
g. Enter rotor arc at 3 and 9-o’clock and only by direction of PC after approval from PAC. In the absence of PC, direct PAC approval required. Personnel shall not enter or exit the rotor arc when pilots are either entering or exiting the cockpit.
Fasteners*
Max number of unfastened, broken, or missing fasteners is as follows:
TGB cowling: 2 in a row, 3 total
IGB cowling: 2 in a row, 3 total
Vertical Tail Driveshaft cover: 2 row/2 total
Other Tail Driveshaft covers: 1 row/1 total
Flight with corner fasteners unfastened, broken, or missing is not recommended. Fix as soon as practicable by qualified Mx personnel.
Maintenance Dips
Post-installation Mx dips from shore shall be conducted in an area with no more than 2000 feet water depth to facilitate recovery efforts for lost TA. SOCAL ops, Mx dips, or IFE involving ALFS or AFCS Cable Angle, shall be conducted in IB Dip Charlie.
Minimum Equipment*
During training, coupled hovers and CAL/LZ landings are prohibited with less than a fully operable RADALT on both flight displays.
APU Exhaust Fire
If a fire is observed from APU exhaust, PC shall give fire signal and direct fire guard to extinguish. If fire extinguishes prior to nozzle activation, fire guard shall refrain from dispensing.
If a fire is observed from the APU, pilots shall monitor T-Handle and leave APU running. If t handle illuminates, execute APU fire procedures per NATOPS. If the fire spreads outside the exhaust section, secure the APU, fire guard shall discharge the fire extinguisher, and aircrew shall evacuate the aircraft.
Wash Rack
Unless otherwise directed, all aircraft should be taxied through the wash rack following prolonged overwater hovering ops and shall be taxied through the wash rack after the last flight of the day.
Prior to taxiing through the wash rack, the PIC shall ensure the transmission drip pan, cargo hook cover or ALFS is installed, and all scuppers are closed.
Aircraft shall not taxi through wash rack with an M299, DRL, any torp, or CMDS bucket installed, or when cargo hook cover is removed with no ALFS installed.
EP Initiation*
A. Simulated emergencies shall only be introduced in the aircraft under the cognizance of a designated HAC.
B. Compound emergencies involving the degradation of two or more unrelated systems shall not be introduced, initiated, or practiced.
C. No circuit breakers shall be pulled to initiate an emergency. CO may authorized the following exceptions:
1. Batt Bus Panel to simulate failed backup attitude indicator for training during day VFR conditions only.
2. ANI air crewmen and current FRS aircrew instructors may be CBs necessary to simulate rescue hoist, cargo hook, RAST, Mission Power, RADAR, and Acoustic malfunctions.
D. Practice autos at night are prohibited, as well as simulated emergencies involving actual degradation of the aircraft at night with the following exceptions:
1. Single-engine approaches and landings to a prepared surface with adequate overrun and under run 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
E. Pilot and copilot radalts shall be operable for practice autos.
F. Simulated single engine failures from OGE shall only be initiated over a surface where a run-on landing can be made.
G. Dual engine malfunctions, tail rotor drive emergencies total AC power failure, and inflight emergency simulation that requires placement of an engine into EDECU lockout shall only be accomplished in the OFT.
H. Intentional degradations of AFCS and SAS/BOOST are prohibited for shipboard takeoffs and landings.
I. The APU and APU generator shall be turned on prior to conducting single-engine operations and practice autorotations.
J. Simulated aircraft emergencies or intentional degradations while in the shipboard environment are prohibited with the exception of practice AFCS-off flight. AFCS shall be reengaged prior to landing.
K. PCL manipulation to simulate engine malfunctions overwater shall be restricted to no lower than 500 feet AGL after attaining safe single engine airspeed.
S/T 2000 #s
Straightening shall not be performed on aircraft with more than 2,000 lbs on the totalizer without notification of either OIC/MO.
Crew Requirements* (7 list)
- COs may elect to recognize qualifications of specific H-60 aircraft qualified aircrew/any H-60 enlisted aircrewman from outside their command. Documentation shall be provided on request. All visiting aircrewman shall comply with reporting custodian’s SOP.
- Enlisted aircrew should be utilized to the max extent practicable on all flights.
- FCF checklist items shall only be conducted when the crew includes a designated FCP. TFOs shall not be carried on FCFs for the sole purpose of accumulating flight time.
4, 5, 6. Minimum Crew for:
Tactical training events: HAC/L3, PQM, aircrewman
FCF: FCP, PQM, aircrewman
Non-FCF GT: H2P and qualified observer
- Medical Service Group 3 aviators, to include pregnant instructors up to 30 weeks of pregnancy are authorized to fly with FRPs who have successfully completed FAM-6N. Not authorized to fly DLQ-phase flight events.
Currency Requirements (4-9)
- Fleet Squadron Pilots whose night DLQ currency lapses while at the parent squadron’s home base should conduct an OFT event within 90 days of scheduled DLQ qualification periods. FRS student should additionally complete a night field deck landing practice event within that same 90 day period. During this event, pilot should complete no fewer than three evolution (takeoff, downwind, approach, and landing), emphasizing DLQ specific communications and crew resource management. When practical these events should be conducted with the same air crew expected to participate in the scheduled DLQ requalification flight. If the currency of all pilots within a squadron or detachment while deployed, the CO shall attempt to regain currency through use of an H-60-series current HAC from another unit. If the operational situation concludes compliance, a waiver to the unit’s major command ISIC shall be submitted and a deliberate, risk mitigated approach shall be employed to allow non-current HACs to regain currency.
Detachment that experience, one of the following shall conduct a full ISATT:
a. Greater than 50% air crew change between embarked operations.
b. Greater than 50% overall personnel change between embarked operations.
c. Greater than 180 days lapse between embarked operations.
d. Reassignment to a new ship.
ISATT refresher triggers (requires only one. More than that riggers full ISATT at Type Wing discretion)
a. OIC change
b. Ship Change of Command (Fleet-Up XOs to COs are exempt)
c. 61-180 days between embarked ops
ISATT refresher:
Day and night landing requalifications
Emergency flight quarters
Crash on deck drill
Hot refueling
Straightening and traversing evolutions
ELVA/Smoke light approach
Lost Plane Homing
- Pre-embarkation proficiency: space to the maximum extent practicable, pilots should fly a minimum of nine hours within 45 days preceding. fly-on for an underway period. Pilots shall obtain night currency two hours within 45 days and instrument currency two hours 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.
- To be night coupler current, the pilot in command shall have flown two windline rescue or night/instrument meteorological conditions dip to dip patterns to automatic approaches to a coupled hover at night in the preceding 90 days. PIC failing to meet this requirement shall not be scheduled to fly at night search and rescue missions to include plane guard.
- pilot instrument flight currency requirements: to be considered instrument flight current, pilots shall have flown a minimum of two 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.
- Night environment, 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.
- Pilots returning from deployment exceeding 90 days shall complete the following prior to assuming normal flight duties:
a. Local course rules refresher training.
b. One day fam flight with emphasis on course rules, emergency procedures, and auto rotations.
