Wing SOP

Question 1

Night Currency

Answer 1

Pilots shall not fly at night as PIC unless they are night current. To be considered night current. A pilot shall have flown a minimum of 2 night hours in 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 HAC. Aided or unaided flight after official sunset is considered night time.

Question 2

Pre deployment proficiency

Answer 2

Pilots should to the maximum extent practicable fly a minimum of 9 hours within the 45 days preceding detachment fly on for an underway period. Pilots shall obtain night currency (2 hours within 45 days) and instrument currency (2 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.

Question 3

Coupler Currency

Answer 3

To be considered night sar capable, pilots shall have flown 2 night automatic approaches utilizing wind line rescue patterns to a coupled hover 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 be considered dip current, pilots shall have flown two night dip to dip navigation patterns to a coupled hover in the preceding 60 days. To regain currency, pilots shall fly with a coupler current HAC in the regime in which the currency has lapsed.

Question 4

Instrument currency

Answer 4

To be considered instrument flight current, pilots shall have flown a minimum of 2 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.

Question 5

Crew Rest

Answer 5

Ashore-
1. Follow CNAF section 8.3.
2. Aircrew shall not be scheduled to brief a flight event until 10 hours after completion of post-flight duties.
At sea-
Ship detachment OICs shall comply with and ensure ship COs are briefed on paragraph 8.3.2.1 and 8.3.2.2 of CNAF 3710.

Question 6

Radius of Action

Answer 6

The following ROA ranges are max 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.
Normal shipboard radius of action is 150 nautical miles or max reliable navigation/communication range, whichever is less.
One-way flights shall be limited to 150nm ship to ship and 200nm ship to shore.

Question 7

Passengers/orientation and indoc flights

Emergency practice degrades ordnance

Answer 7

Simulated emergencies, practice auto’s, intentional aircraft degradations and ordnance release shall not be performed with passengers embarked or during orientation and indoctrination flights (including midshipman flights). Squadron COs may waive NSTP requirements for orientees on day overwater flights. This authority extends to flights with mission specialists as well as a judicious use of flights for airborne reenlistments and orientation flights for ship or detachment members when appropriate. In these cases:

1. The OIC shall generate a plan to minimize the risks (taking into consideration weather, sea state, water temp, duration of flight, go/no go criteria etc)
2. Approval from the squadron CO shall be obtained in advance and documented using enclosure (4 [NAVPERS orientation flight paperwork])which shall be signed in advance by the orientee acknowledging the risks.

Question 8

Minimum Altitudes (AGL)

Answer 8

Overland: populated areas 1000’
Unpopulated areas 500’
Overwater: day* 50’
Unaided night 150’
NVD 100’
*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.
Automatic approach to a coupled hover: 70’
*Following establishment of a steady hover at 70’ aircraft altitude may be reduced to no lower than 40’ to conduct live hoisting operations at the HACs discretion.

Terrain flight: 200’ AGL only on approved low level routes and ranges.
SACT training: day- 100’ AGL
Night- 500’ AGL

Question 9

Checklists

Stab auto, rescue hoist, first lift, pad/runway trans, mission change

Answer 9

All checklists shall be verbally completed in the challenge-reply-reply format up to rotor engagement. After rotor engagement checklists shall be in the 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 pilot not at the controls, except for items that require a response by another crew member to ensure their completion. Additionally:

• If the stab auto mode pbs is not illuminated when ac power is applied, stab lockpins 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 pad to runway ops or vice versa.
• Aircrew shall utilize the in flight mission change checklist any time that the mission is altered from what was briefed.

Question 10

Seatbelts

Answer 10

1: seatbelts shall be utilized to the maximum extent possible, all occupants of the aircraft should be in crashworthy seats with seat and shoulder harness secured during takeoff and landing.
2: gunners belts shall not be worn in conjunction with seatbelts at any time. Use of the gunners belts in flight shall be limited to mission essential requirements (CAL calls by AW)
3: mission essential personnel that are required to use the gunners belt shall be thoroughly briefed as to correct utilization and safety concerns.

Question 11

Flight demonstration guidelines

One slow low pass
ORM
TYCOM approval
Flight demonstration authorize

Answer 11

1: All flyovers should be
- non aerobatic/non maneuvering, generally wings level pass of one to two aircraft (waiverable to four)
- restricted to single pass over a fixed point at a specified time.
- conducted no lower than 500’ AGL with consideration given to the height of obstacles in the vicinity of the flyover location.
- conducted no slower than 60 kias.
2: proper flight planning and ORM procedures shall be utilized throughout event.
3: any deviations to the above requirement (such as lower altitudes, obstacle clearance, air speeds, 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.
4: 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 reference COMNAVAIRFOR 3710.8

Question 12

Detachment Concurrent Aircraft Ops

Answer 12

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

The 50nm alternate 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 parents ship. The 50nm requirement 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/hangaring delays.

Question 13

APU operations

Not fire

Answer 13

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

Question 14

VERTREP Power Margin

Answer 14

When conducting VERTREP training, a 10% power margin shall exist between max power available and max power required when a load is lifted from the deck.

Question 15

Radalt Discipline

Answer 15

During night overwater flight below 500’ AGL the DH shall be set to no lower than 10% less than the current altitude. When operating in the shipboard landing pattern each pilots DH should be set to an altitude determined by the crew that best facilitates good CRM and safe approaches and landings. Each crew member shall verbalize to the crew their DH settings and activation of warning tones.
In addition to night/IMC descent procedures, all crew members should acknowledge when an altitude warning system aural tone is activated. This is not expected when operating in a traffic pattern.

Question 16

Dipping sonar operations

Steady cable angle in shallow seas allow PAC to monitor cable angle in shallow dips

Answer 16

1: NATOPS dipping sonar/coupled hover procedures item 8 establish a steady hover shall be completed prior to down dome. PNAC should adjust long vel and lat vel potentiometers to control drift and limit groundspeed to no greater than 2kts.
2: cable angle hover mode shall be operable for all dipping sonar ops.
3: dipping sonar ops should not be conducted in seas with wave heights exceeding 15’ (Beaufort wind scale 6) during unit level training or fleet exercises. Preflight deliberate ORM and inflight time critical ORM assessments of forecasted or observed sea state conditions shall be accomplished prior to dipping sonar ops.
4: the PAC shall monitor cable angle display on the mission or flight display. If cable angle exceeds the 4.25 inner ring all crew members shall verbally acknowledge the deviation and ensure appropriate corrections are being made to center the cable.
5: During dipping sonar training operations ( with or without a submarine) pocl shall be no more than half the ceiling up to 1000 foot 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 completed to minimize risk to the transducer assembly in the event of a malfunction.

Question 17

Ordnance Safety Procedures

Hot refueling is ok after one approach or landing but straightening is only ok in an emergency. M-299 is only ready for flight with pax if the M-240 is stowed and range is cleared

Christie really does some stupid stuff, dang girl

Answer 17

1: Hot refueling a/c with live ordnance loaded is prohibited ashore. Hellfire CATM, rextorps, 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 a/c with ordnance loaded is permitted afloat with ships CO approval.
2: aircrews are authorized to conduct one approach and one landing with missiles and/or rockets loaded.
3: shipboard straightening, maneuvering and traversing of the a/c 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 ships CO.
4: the M-299 and APKWS/DRL release and control checks shall only be conducted with the extended pylons in the ready for flight position.
5: passengers shall not be embarked when the GAU-21 crew served gun is installed. If a crew served weapon is required during pax 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.
6: crews conducting live GUNEX events shall be responsible for their own range clearance 5nm beyond max weapons employment envelopes. Additional separation should be employed on a case by case basis to eliminate the perceived danger to other vessels in the vicinity of live gun shoot events.

Question 18

Smoke markers

Answer 18

Except in an emergency smoke markers shall not be dropped closer than 10nm 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 10nm from the coastline and prior to returning to home base and/or final landing.

Question 19

Ordnance carriage

Answer 19

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.

Question 20

Sonobuoy launcher cover requirement

Answer 20

Removal or replacement of the sonobuoy launcher cover should not be performed with the rotors engaged. If the cover is removed/replaces with rotors engaged the two person rule shall be utilized.

The sonobuoy launcher cover shall be fastened with all possible attachment bolts but no less than 11 total. Additionally all corner bolts are required (unless VIDS/MAF’d as stripped, this allows them to be shifted one bolt hole). Missing bolts shall be documented on a VIDS/MAF.

Question 21

Hung dome

People
Padding
Placement (of LSE and dome on deck)
Pocl
Placement (in aircraft)

Answer 21

Assuming all means of recovering the dome and all emergency procedures have been completed:

1: the air boss or HCO shall ensure all personnel are clear of the landing spot with the exception of the minimum number of mx personnel required (apprx 4)
2: consideration should be given to securing a mattress or 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.
3: the a/c 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.
4: 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 mx 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 a/c 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 a/c 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 or during the descent the crew shall execute the appropriate EP to facilitate a safe recovery.
5: after landing and placement of chocks and chains the cable should be placed in the a/c cabin prior to shutdown.

Question 22

Flight line procedures

Answer 22

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 a/c with rotors turning or within 50’ of an a/c with only the APU turning. Double hearing protection is required when within 30’ of an a/c with rotors turning or APU running for extended periods of time. Double hearing protection is not required inside the aircraft.

Rings shall not be worn while operating or working on a/c or moving ground support equipment.

No one shall climb on top of a/c unless both engines are secured. If only the APU is operating, personnel may climb on top of an a/c 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 a/c for integrity and FOD prior to continuing with the engine start.

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

All personnel shall enter and exit the rotor arc at the 3 and 9 o clock position to the maximum extent possible and only by direction of the 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 entering or exiting the cockpit.

Question 23

Max # unfastened/broken or missing fasteners

Answer 23

Tail Gearbox Cowling: 2 in a row, 3 total

Intermediate gearbox cowling: 2 in a row, 3 total

Vertical tail driveshaft cover: 2 in a row, 2 total

Other tail driveshaft covers: 1 in a row, 1 total

Flight with unfastened, broken or missing corner fasteners is not recommended. Corner fasteners should be fixed as soon as practicable by qualified maintenance personnel.

Question 24

RAS and ship firing evolutions

Answer 24

A/C should be airborne or in the hangar during all ship weapons firing evolutions. When weapons firing evolutions are anticipated, detachments shall adhere to 80T-122 and it’s cautions.

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

Question 25

Emergency procedure initiation/prohibited maneuvers
Cognizance
Compound
Circuit breakers
Radalt req for Practice autos and actual degradations
OEI
OFT

Answer 25

Simulated emergencies, with the exception of failed SAS/AFCS, shall only be introduced under the cognizance of a designated HAC.

Compound emergencies involving two 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 exceptions:
-assistant NATOPS instructor aircrewman and current qualified FRS aircrew instructors may pull CBs necessary for simulating rescue hoist, cargo hook, RAST, mission power, radar and acoustic malfunctions.

Practice auto rotations at night are prohibited. In addition sim emergencies requiring the actual
degradation of a/c systems at night are prohibited with the following exceptions:
-single engine approaches and landings to a prep surface with adequate overrun/underrun to allow for safe execution.
-single engine running landings
-boost off and failed SAS/AFCS
-simulated lost ICS
Stab auto mode failure.

Pilot and copilot radar altimeter indications shall be operable for practice autorotations

Simulated single engine failures from a hover out of ground effect 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 simulation that requires placement of an engine into DECU lockout shall only be accomplished in the OFT.

Question 26

Digital Electronic Control Unit Lockout Procedures

Answer 26

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 NATOPS, FCF checklist, or approved NAVAIR maintenance troubleshooting procedure is prohibited.

Question 27

H2P H2P flights

Answer 27

Simulated emergencies, movement of PCLs from the fly position (other than in an actual
Emergency), night coupled approaches and 180 degree practice autorotations 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.

Question 28

CAL/LZ

Answer 28

CAL training shall be conducted on approve ranges and airfields IAW their governing directives. Pre mission planning shall be conducted to calculate power available and power required given expected conditions at the CAL site. A power available check shall be conducted at the planned landing altitude before commencing the approach. The intermediate power available margin shall be 10% or greater to proceed with the approach. Operational CAL flights other than those of operational necessity shall also adhere to this power margin. Night CAL/LZ landings shall only be conducted at approved sites where the HAC has conducted a day approach and landing within the previous 220 days.

Question 29

Eye safe laser range finder training guidance

Answer 29

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 “arm ELRF” prompt. This concurrence shall acknowledge ELRF is indicated on the lower left portion of the FLIR attack page.

Question 30

Nite Lab Periodicity

Answer 30

2 Years