Wing SOP

Question 1

Flight Schedule Procedures (2 Parts)

Answer 1

a. SDO is responsible for overseeing the execution of the daily flight schedule. When changes to the flight schedule need to be made, those changes must be annotated on the master flight scheduled and approved by the CO. In the absence of the CO, the XO, the OPSO may approve changes. b. If none of the above personnel are available the SDO is authorized to make the required change. When a change is made, the SDO SHALL ensure all requirements of CNAF paragraph 4.6.1 c. When conducting embarked detachment operations, changes to a published flight schedule SHALL be approved by the ship’s CO and Det OIC.

Question 2

Weather Criteria

Answer 2

a. In addition to weather criteria delineated in CNAF, Navy SAR Stan, NATOPS (a, b, c) and local area course rules, the following minimums apply (ceiling/visibility): Shore or Ship Operations - 500/1* *Note 1: If positive radar control and a CCA or PAR is available for recovery, minimum launch weather mins are 200/ 1/2.

Question 3

Crew Requirements (4 Parts)

Answer 3

a. COs may elect to recognize the quals of specific H-60 series aircraft qualified aircrew from outside their command and may also recognize the quals of any H-60 series aircraft qualified enlisted aircrewman. Qualification documentation SHALL be provided upon request. All visiting aircrew SHALL comply with the reporting custodian’s SOP. b. Enlisted aircrew SHOULD be utilized to the maximum extent practicable on all flights c. FCF checklist items SHALL only be conducted when the crew includes a designated FCP. COs SHALL designate minimum crew requirements for ground maintenance turns. TFOs SHALL not be carried on FCFs for the sole purpose of accumulating flight time. d. Minimum crew requirements for tactical training events unless otherwise specified are: HAC/L3, PQM, and aircrewman.

Question 4

45 Days no flying

Answer 4

Any pilot who has not flown in 45 days SHALL fly a warm-up flight with a current HAC. Warm-up flights SHOULD include autorotations and other FAM type maneuvers as determined by squadron COs.

Question 5

Night Currency

Answer 5

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 2.0 night hours within 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 PIC.

Question 6

LSO Qual

Answer 6

All pilots/LSOs SHALL complete LSO qualifications with a current LSO per references. For embarked dets, qualified LSOs SHALL be designated in writing by the ship’s CO for deployment. When acting as LSO on a ship for a short duration evolution (e.g. DLQs, ISATT), the LSO does not need to be designated by the Ship’s CO, but SHALL brief the ship’s CO or OOD prior to commencing DLQ evolutions.

Question 7

DLQ Currency Lapse

Answer 7

Pilots whose DLQ currency lapses while at the parent squadron’s home base SHALL conduct an OFT or night FDLP event with 30 days of scheduled DLQ requalification periods. During this event, pilots SHALL complete no fewer than 3 evolutions (takeoff, downwind, approach and landing). emphasizing DLQ-specific communications and CRM. When practical, these events SHOULD be conducted with the same aircrew expected to participate in the scheduled DLQ requal flight. If the currency of all pilots within a squadron or detachment lapses while deployed, the CO SHALL attempt to regain currency through use of a H-60 series current HAC from another unit. If the operational situation precludes compliance, a waiver to the unit’s Major Command ISIC (CVW or Type Wing) SHALL be submitted and a deliberate, risk mitigated approach SHALL be employed to allow non-current HACS to regain currency.

Question 8

Detachment OIC Change / Ship CO Change

Answer 8

If detachments experience an OIC change, ship Change of Command (Fleet-up XOs to COs are exempt), reassignment to a new ship, or more than 60 days elapse between embarked operations, the detachment SHALL conduct the following embarked training evolutions to reestablish readiness before resuming operations and/or continue work-up schedule. It is not required to have an ISATT observer present during this warm-up period: a Day and night landing requalifications b. Emergency flight quarters c. Crash on deck drill d Hot refueling e Straightening and traversing evolutions f ELVA/Smoke Light Approach g Lost Plane Homing

Question 9

Pre-embarkation Proficiency

Answer 9

To the maximum extent practicable, pilots SHOULD fly a minimum of 9 hours within the 45 days preceding fly-on for an underway period. Pilots SHALL obtain night currency (2.0 hours withing 45 days) and instrument currency (2.0 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 10

Night Coupler Currency

Answer 10

To be night coupler current, Pilots SHALL have flown 2 windline rescue or Night/IMC dip-to-dip patterns to automatic approaches to a coulpled hover at night in the preceding 60 days. Pilots failing to meet this requirement SHALL NOT be scheduled to fly night SAR (to include Plane Guard). To regain currency, Pilots SHALL fly two windline rescue or Night/IMC dip-to-dip navigation patterns to a coupled hover at night with a night coupler current PIC.

Question 11

Instrument Currency

Answer 11

To be considered instrument flight current, pilots SHALL have flown a minimum of 2.0 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 PIC.

Question 12

Night Environment (Illum)

Answer 12

Deriving illumination information for planning and briefing night operations SHALL be done in accordance with CNAF (ref a). SUMO, which is included in JMPS, is also authorized for environmental planning.

Question 13

Crew Rest Requirements

Answer 13

a. Ashore, in addition to section 8.3 of CNAF, the following minimum crew rest policy is applicable Aircrew SHALL not be scheduled to brief a flight event until 10 hours after completion of post-flight duties. b. At sea, Det OICs SHALL comply with and ensure ship COs are brief on CNAF policy

Question 14

Radius of Action

Answer 14

The following radius of action ranges are maximum ranges. PICs SHALL give due consideration to 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. a. Shipboard radius of action is 150 NM or maximum reliable navigation/communication range, whichever is less. Radius of action beyond 150NM in support of specific operational or tactical training missions may be approved by ISIC when dictated by mission planning, provided deliberate ORM has been conducted. Time spent beyond 150NM SHALL be limited to the minimum required to accomplish mission objectives. b. One-way flights SHALL be limited to 150NM ship-to-ship and shore-to-ship and 200NM ship-to-shore. Ship-to-shore range is to a point at which a safe landing can be made.

Question 15

Passengers/Orientation and Indoc Flights

Answer 15

a. CNAF, OPNAVINST, NATOPS, 80-T-122, provide guidance on the embarkation of passengers and min crew requirement. b. Simulated emergencies, practice autos, intentional aircraft degradations and ordnance release SHALL not be performed with passengers embarked or during orientation and indoctrination flights (to include midshipman fam flights). c. NASTP is mandatory for all orientees unless waived in rare cases by designated approval authorities. 1. Personnel participating in orientation flights SHALL receive appropriate screenings. 2. Documentation of NASTP waivers SHALL be forwarded to CNAF N455 via the wing safety officer

Question 16

Altitude Restrictions

Answer 16

Unless dictated by operational requirements or as directed/required by controlling agencies, published restrictions or approved training ranges, the following minimum AGL flight altitudes SHALL be observed: a. Overland: Populated - 1,000 AGL / Unpopulated - 500 AGL b. overwater: day - 50* AGL / Unaided Night - 150 AGL / NVD - 100 AGL *Note - Flight operations down to 50ft over water during day conditions is intended for operational or tactical training flights where the altitude profiles support authorized mission or training objectives. c. Coupled hover - 70 AGL *Note - following establishment of a steady coupled hover at 70 ft, aircraft altitude may be reduced to no lower than 40 ft to conduct live hoisting operations at the PIC’s discretion d. Terrain Flight (low level) - 200 AGL (only on approved low level routes and ranges) e. SACT training: day - 100 AGL / Night - 500 AGL

Question 17

Checklists

Answer 17

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 crewmember to ensure their completion

Question 18

STAB AUTO MODE PBS

Answer 18

If the STAB AUTO MODE PBS is not illuminated when AC power is applied, stabilator lockpins SHALL be visually checked prior to flights.

Question 19

Rescue Hoist Op Check

Answer 19

SHOULD be completed on the first flight of the day to ensure SAR capability.

Question 20

First Takeoff Calls

Answer 20

Single engine airspeed and stabilator programming SHALL be called on the first takeoff of each flight and stabilator programming SHALL be called after reengaging the AUTO mode subsequent to a simulated or actual failure.

Question 21

Landing Checks

Answer 21

The landing checklist SHALL be accomplished when transitioning from pad to runway operations or vice versa.

Question 22

In-Flight Mission Change Checklist

Answer 22

Aircrew SHALL utilize the in-flight mission change checklist any time that the mission is altered from what was briefed.

Question 23

Hot Refuel/Crew Swap

Answer 23

a. Passengers SHALL not occupy the aircraft during hot refueling. Aircrewmen SHALL assist in monitoring refueling operations. During crew switches, the helicopter SHALL be under control of a designated helicopter pilot and there SHALL be a PIC to PIC verbal turnover. The new crew SHALL begin with step 9 of the “Post Engagement Checks” b. Personnel SHALL not proceed aft of countermeasures dispensers, unless arming/de-arming the system, while rotors are turning.

Question 24

Air Taxi

Answer 24

Aircraft SHALL ground taxi vice air taxi to the greatest extent possible whenever the possibility of damage from rotor wash exists.

Question 25

Inter-Squadron Operations

Answer 25

Flights such as DLQs, detachment fly-offs, and section/formation operations, where multiple squadrons may participate, require a joint brief between PICs. This brief may be face-to-face, PHONECON, message, email or per SOPs as applicable.

Question 26

Use of Seatbelts

Answer 26

Seat and gunner’s belts SHALL be utilized to the maximum extent possible. All occupants of the aircraft SHOULD be in crash worthy seats with seat and shoulder harness secured during take-off and landing.

Question 27

Flight Demonstrations (Flyovers)

Answer 27

a. All flyovers SHOULD be: 1 Non-maneuvering, generally wings-level passes of one to two aircraft (waiverable to 4) 2. Restricted to a single pass over a fixed point at a specified time 3. Conducted no lower than 500’ AGL, with consideration given to the height of obstacles in the vicinity of the flyover locaiton. 4. Conducted no slower than 60 KIAS b. Any deviations to the above requirements, such as lower altitudes, obstacle clearance, airspeeds, 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. c. Flight demonstrations involving other than flyover profiles (Family day/Tiger cruise/Air show/SAR demo) are considered Aerial Demonstrations and requests must be submitted per reference (i.)

Question 28

Det Concurrent Ops

Answer 28

a. 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. b. 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 parent 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 c. The 50NM alternate landing site limitation does not apply for concurrent manned/unmanned flight operations.

Question 29

Staged/Mission related photography

Answer 29

All staged and/or mission related photography (still or video) events must be approved by the CO and SHALL be performed by an authorized photographer. Unplanned and non-briefed photography of this nature is prohibited.

Question 30

APU Operations

Answer 30

When the APU is required in-flight to support essential operations, per reference (C), it SHOULD be started on deck to the maximum extent possible.

Question 31

Vertrep Power Margin

Answer 31

When conducting VERTREP training, a 10% power margin SHALL exist between Intermediate Rated Power and Max power required when a load is lifted from the deck.

Question 32

RADALT Discipline/Variable Index Setting

Answer 32

a. During night overwater flight below 500ft AGL, consideration SHOULD be given to setting the DH no lower than 10% less than the current altitude. For example, at 300ft AGL, the DH would be set no lower than 270ft. When operating in the shipboard landing pattern, each pilot’s DH SHOULD be set to an altitude determined by the crew that best facilitates CRM. Each crewmember SHALL verbalize to the crew their DH setting and activation of warning tones. b. In addition to night/IMC descent procedures in NATOPS, all crewmembers SHOULD acknowledge when an altitude warning system aural tone is activated. This is not expected when operating in a traffic pattern.

Question 33

Dipping Sonar Operations

Answer 33

a. NATOPS Dipping Sonar/Coupled Hover Procedures item 8 “Establish a steady coupled 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 (limits do not apply while in sonar cable angle mode). b. Cable angle hover mode SHALL be operable for all dipping sonar operations. Submerged override SHALL NOT be used for routine operations. c. Dipping sonar operations SHOULD NOT be conducted in seas with wave heights exceeding 10 FT, winds exceeding 17-21 knots, or known/discovered currents greater than 4 kts during unit level training or fleet level exercises. Pre-flight deliberate ORM and in-flight time critical ORM assessments of forecasted or observed sea state conditions and currents SHALL be accomplished prior to dipping sonar operations. d. If cable angle exceeds the 4.25-degree inner ring, all crew members SHALL verbally acknowledge the deviation and ensure appropriate corrections are being made to center the cable. e. During dipping sonar training operations (with or without a submarine), POCL SHALL be no more than half the ceiling up to 1,000 FT ceiling. When ceilings are above 1,000 FT, POCL SHALL be no more than 500 FT 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 conducted to minimize the risk to the transducer assembly in the event of a malfunction. f. Dipping operations are prohibited with AFCS degradations affecting Automatic Approach, Coupled Hover, or Cable Angle Hover functions. Cease dipping operations following any uncommanded pitch changes in a hover until maintenance action is performed. g. With an 1177 fault (to include on MBIT), cease dipping operations until maintenance action is performed. h. If transducer towing groundspeed limits are exceeded, cease dipping operations and document on a MAF. i. While operating in a squadron’s local area for unit level training, an ACTC level III SO SHALL be in the helicopter on any flight in which dipping is intended. For fleet level exercises, an ACTC LVL III SO SHOULD be in the helicopter on any flight in which dipping is intended to the maximum extent practicable.

Question 34

Hung Dome Procedures (5 parts)

Answer 34

In the event of a hung dome, it is assumed the crew has exhausted all means of the recovering the dome and all emergency procedures have been completed. The following considerations/procedures apply: a. If embarked, the Air Boss or HCO SHALL ensure all personnel are clear of the landing spot with the exception of the minimum number of maintenance personnel required (approx. 4) b. Consideration should be given to securing a mattress or padding to the deck wither 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. c. The aircraft 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. d. 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 maintenance 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 aircraft 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 aircraft, 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 emergency procedure to facilitate safe recovery. e. After landing and placement of chocks and chains, the cable SHOULD be placed in the aircraft cabin prior to aircraft shutdown

Question 35

Electronic Kneeboard Usage

Answer 35

Pilots and aircrewmen are authorized to utilize electronic tablets as an EKB while airborne. Prior to using an EKB in flight, all crewmembers SHALL be briefed on who is using a tablet, for what purpose, and any in-flight duties shifting to other crewmembers while the tablet user is heads down.

Question 36

Ordnance Refueling

Answer 36

Hot refueling aircraft 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 aircraft with ordnance loaded is permitted afloat, with ship’s CO approval.

Question 37

Landing with missiles/rockets

Answer 37

Aircrews are authorized to conduct multiple shipboard approaches and landing with missiles and rockets loaded with concurrence of the ship’s CO.

Question 38

CATM Straightening

Answer 38

Shipboard straightening, maneuvering and traversing of the aircraft 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 ship’s CO. Traversing at slow speed between the maintenance line and the flight position with warshot missiles loaded is authorized at ship’s COs discretion with ISIC approval

Question 39

Release and Control checks

Answer 39

M-299 and APKWS/DRL release and control checks SHALL only be conducted with the extended pylons in the ready for flight position.

Question 40

Pax + Guns

Answer 40

Passengers SHALL NOT be embarked when the GAU 21 crew-served gun is installed. If a crew-served weapon is required during passenger 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.

Question 41

Gunex Safety

Answer 41

Crews conducting live GUNEX events SHALL be responsible for own range clearance to a minimum of 5NM beyond maximum weapons employment envelopes for the GAU-21 and M240 crew served weapons.

Question 42

Smokes

Answer 42

a. 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. b. Smoke markers that cannot be de-armed SHALL be jettisoned outside of 10NM from the coastline and prior to returning to homebase and/or final landing

Question 43

Ordnance Carriage

Answer 43

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 44

Sonobuoy Launcher Requirements

Answer 44

a. Removal or replacement of the sonobuoy launcher cover SHOULD NOT be performed with the rotors engaged. If the cover is removed or replaced with rotors turning, two-person integrity SHALL be utilized. b. The sono launcher cover SHALL be fastened with all possible attachment bolts, but no less than 11 total. Additionally all corner bolts are required. Missing bolts SHALL be documented on a MAF

Question 45

Flight Line Procedures (1/5 - ear pro)

Answer 45

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

Question 46

Flight Line Procedures (2/5 - rings)

Answer 46

b. rings SHALL NOT be worn while operating or working on aircraft or moving ground support equipment

Question 47

Flight Line Procedures (3/5 - Climbing on top)

Answer 47

c. No one SHALL climb on top of aircraft unless both engines are secured. If only the APU is operating, personnel may climb on top of an aircraft only with permission of PIC. In this case, the PIC SHALL ensure that one of the aircrew visually checks the top of the aircraft for integrity and FOD prior to continuing with the engine start.

Question 48

Flight Line Procedures (4/5 - Cranial or helmet)

Answer 48

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

Question 49

Flight Line Procedures (5/5 - enter/exit rotor arc)

Answer 49

All personnel SHALL enter and exit the rotor arc at the three and nine o’clock positions 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 either entering or exiting the cockpit.

Question 50

Panel/Cover/Cowling Fasteners

Answer 50

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 drive shaft covers - 2 in a row - 2 total Other drive shaft 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 51

RAS and Ship firing

Answer 51

a. Aircraft SHOULD be airborne or in the hangar during all ship weapons firing evolutions. When weapons firing evolutions are anticipated, dets SHALL adhere to 80T-122 and its associated cautions. b. For RAS evolutions, consideration SHOULD be given to hangaring the aircraft, if not airborne, when shot lines are being fired from the replenishment ship in the vicinity of the flight deck

Question 52

Emergency Procedure Initiation/Prohibited Maneuvers

Answer 52

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 a simulated emergency. COs may authorize the following exception: 1. COs may authorize HACs to pull the BATT BUS PANEL circuit breaker in order to simulate failed backup attitude indicator for training during day/VFR conditions only. 2. ANI aircrewmen and current qualified FRS Aircrew Instructors may pull circuit breakers necessary for simulating rescue hoist, cargo hook, RAST, Mission Power, RADAR and Acoustic malfunctions d. Practice autos at night are prohibited. In addition, simulated emergencies requiring the actual degradation of aircraft systems at night are prohibited with the following exceptions: 1. Single-engine approaches and landing to a prepared surface with adequate overrun and underrun 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 radar altimeter indicators SHALL be operable for practice autos f. Simulated single engine failures from a HOGE 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 in-flight emergency simulation that requires placement of an engine into DECU lockout SHALL only be accomplished in the OFT.

Question 53

H2P/H2P Flights

Answer 53

Simulated emergencies, movement of PCLs from FLY position (other than in an actual emergency), night Coupled approaches and 180-degree practice autorotations are prohibited on 2P/2P 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 54

CAL/LZ

Answer 54

CAL training SHALL only be conducted on approved ranges or airfields IAW governing directives. Pre-mission planning SHALL be conducted to calculate power available and power required given expected conditions at the CAL/LZ site. A “power available” check SHALL be conducted at the planned landing altitude before commencing approach. The MRP available versus maximum power required margin SHALL be 10% or greater to proceed with the approach. Operation CAL/LZ flights other than those of operational necessity SHALL also adhere to this power margin.

Question 55

Post Installation Maintenance Dips

Answer 55

Post-installation maintenance dips from shore SHALL be conducted in an area with no more than 2000 feet water depth to facilitate recovery efforts in the event of loss of transducer. For SOCAL operations, post-installation maintenance dips SHALL be conducted in IB Dip Charlie

Question 56

DECU Lockout Operations

Answer 56

In-flight training operations in DECU LOCKOUT, with the exception of scheduled FCF training flights while conducting FCF checklist steps 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 the MH-60R NATOPS, FCF checklist, or approved NAVAIR maintenance troubleshooting procedure is prohibited.

Question 57

ELRF Training Guidance

Answer 57

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

Question 58

NVD Nite Lab

Answer 58

Currency SHALL be 48 months from the last day of the month in which the training is received. Training may be accomplished within 60 days preceding expiration of the current training and is valid for 48 months from the last day of the month in which the current training expires. Pilots and Aircrewmen SHALL NOT fly NVD-aided events unless they are NVD NITE LAB training current.