Wing SOP - COMHELMARSTRIKEWINGPACINST 3710.7J - 10JUN24 Flashcards
Weather Criteria
Shore or Ship Operations: 500/1
-If positive radar control and a CCA, PAR, or ILS is available for recovery, minimum launch weather minimums are 200/ 1/2.
Crew Requirements
a. COs may elect to recognize the qualifications (HAC, WTI, NSI, etc) of specific H-60 series of aircraft qualified Aircrew from outside their command and may also recognize the qualifications of any H-60 series aircraft qualified enlisted Aircrewmen. Qualifying 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. Temporary Flight Orders personnel 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/LVL 3, PQM, and Aircrewman.
Night Currency
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.
Shipboard Operation Currency
Fleet Squadron Pilots whose night DLQ currency lapses while at the parent squadron’s home base should conduct an Operational Flight Trainer event within 90 days of scheduled DLQ requalification periods. FRS students should additionally complete a night Field Deck Landing Practice Event within that same 90 day period. During this event, Pilots should complete no fewer than three evolutions (takeoff, downwind, approach and landing), emphasizing DLQ-specific communications and Crew Resource Management (CRM). When practical, these events should be conducted with the same Aircrew expected to participate in the scheduled DLQ requalification 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 an 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.
Pre-embarkment Proficiency
To the maximum extent practicable, Pilots should fly a minimum of 9 flight hours within the 45 days preceding fly-on for an underway period. Pilots shall obtain night currency (2.0 hours within 45 days) and instrument currency (2.0 hours within 60 days) prior to 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.
Coupler Currency
To be night coupler current, the PIC shall have flown two windline rescue or Night/Instrument Meteorological Conditions (IMC) dip-to-dip patterns to automatic approaches to a coupled hover at night in the preceding 90 days. PICs failing to meet this requirement shall not be scheduled to fly night search and rescue (SAR) missions (to include Plane Guard).
Pilot Instrument Currency Requirement
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.
Radius of Action
The following radius of action ranges are maximum ranges. PICs shall give due consideration to paragraph 4.1.2.1 of reference (80T-122) prior to embarking on a mission. Particular attention must be paid during peacetime operations to environmental conditions (water temperature, sea state, winds, etc) and availability of assets to conduct a SAR in a timely manner.
- Shipboard radius of action is 150 NM or maximum reliable navigation/communication range, whichever is less. Radius of action beyond 150 NM in support of specific operational or tactical training missions may be approved by CVW Commander (or Type-Wing Commander when independently deployed), provided a deliberate ORM has been conducted. Time spent beyond 150NM shall be limited to the minimum required to accomplish mission objectives.
- One-way flights ship-to-ship and shore-to-ship shall be limited to 150 NM (or 200 NM with an functioning AUX tank). Ship-to-shore range is 200 NM (or 250 NM with a function AUX tank) - shore being defined as the nearest point at which a safe landing can be made.
Low Level Flight Procedures
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:
- Overland: Populated Area - 1,000’ AGL; Unpopulated Area - 500’ AGL
- Overwater: Day - 50’ AGL*; Unaided Night - 150’ AGL; NVD - 100’
* Note: 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. - Coupled Hover: 70’ AGL
* Note: Following establishment of a steady coupled hover at 70’, aircraft altitude may be reduced to no lower than 40’ to conduct live hoisting operations at the PIC’s discretion - Terrain Flight (Low Level Routes): 200’ AGL (Only on approved low level routes and ranges)
- SACT Training: Day - 100’ AGL; Night - 500’ AGL
Checklists
All checklists shall be verbally completed in the CHALLENEGE-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 PNAC, expect for items that require a response by another crewmember to ensure their completion. Additional requirements include:
a. If STABILIATOR AUTO MODE PBS is not illuminated when AC power is applied, stabilator lock pins shall be visually checked prior to flight.
b. Rescue Hoist Operational Check should be completed on the first flight of the day to ensure SAR capability.
c. Single engine airspeed and stabilaitor programming should be called on the first takeoff of each flight and stabilator programming should be called after reengaging the AUTO mode subsequent to a simulated or actual failure.d
d. The landing checklist shall be accomplished when transitioning from pad to runway operations or vice versa.
e. Aircrew shall utilize the In-flight Mission Change Checklist any time the mission is altered from what was briefed.
f. ADS-B Out shall be enabled on all flights except when securing it is recommended by ref (o-SeaHunter) or when required by the Information Warfare Commander.
g. To support event reconstruction in the event of a mishap, pilots and aircrew shall not deactivate ICS cockpit/cabin recording.
Hot Refueling/Crew Switch Procedures
a. Passengers shall not occupy the aircraft during hot refueling.
b. During crew switches, the helicopter shall be under the control of a designated Pilot and there shall be a PIC to PIC verbal turnover. The new crew shall begin with step 10 of Post Engagement Checks.
c. Personnel shall not proceed aft of countermeasure dispensers, unless arming/de-arming the system, while rotors are turning.
Use of Seat Belts
Seat and shoulder harnesses shall be utilized to the maximum extent possible. All occupants of the aircraft should be in crash worthy seat and shoulder harness secured with the exception of Aircrewmen participating in CVN launches or recoveries, hoist operations, troubleshooting, CSW operations, night formation flying, CAL/LZ flights, or other mission-specific situations deemed necessary by the PIC. The PIC must carefully weigh the risk of potential injury or death of crewmembers against the benefit of the mobility provided by Aircrew in gunner’s belts.
Detachment Concurrent Aircraft Operations
- Detachments operating on single-spot ships with 2 manned embarked helicopters utilizing the RSD shall not conduct concurrent flight operations unless an emergency landing site (shore or ship) is available within 50 NM for the duration of the evolution.
- The 50 NM 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 50 NM 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.
- The 50 NM alternate landing site limitation does not apply for concurrent manned/unmanned flight operations.
APU Operations
When the APU is required in-flight to support essential operations, it should be started on deck to the maximum extent possible.
VERTREP Power Margin
When conducting VERTREP training, a 10% power margin shall exist between Maximum Rated Power (MRP) and maximum power required when a load is lifted from the deck.
RADALT Discipline / RADALT Variable Index Setting
- During night overwater flight bellow 500’ AGL, consideration should be given to setting the DH no lower than 10% less than the current altitude.
- In addition to Night/IMC Descent procedures, all crewmembers should acknowledge when an altitude warning system aural tone is activated. This is not expected when operating in a traffic pattern.
Dipping Sonar Operations
a. NATOPS Dipping Sonar/Coupled Hover Procedure item 8 “Establish a steady coupled hover” shall be completed prior to “DOWN DOME”. PNAC should adjust potentiometers to control drift and limit groundspeed to no greater than 2 kts (drift 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’ during unit-level training or fleet-level exercises (Group Sail, COMPTUEX, etc). Pre-flight deliberate ORM and in-flight time critical ORM assessments of forecasted or observed sea state conditions shall be accomplished prior to dipping sonar operations.
d. During dipping sonar training operations (with or without a submarine), POCL shall be no more than half the ceiling up to 1,000’. When ceilings are above 1,000’, POCL shall be no more than 500’ below 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.
e. Dipping operations are prohibited with AFCS degradations affecting Automatic Approach, Coupled Hover, or Cable Angle hover functions.
f. With an 1177 fault (to include on MBIT), cease dipping operations until maintenance action is performed.
g. If transducer towing groundspeed limits are exceeded, cease dipping operations and document on a MAF.
h. While operating in a squadron’s local area for unit level training, an ACTC LVL 2 SO shall be in the helicopter on any flight in which dipping is intended.
Hung Dome Procedures
In the event of a hung dome, it has assumed the crew has exhausted all means of 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 (~4).
b. Consideration should be given to securing a mattress or padding to the deck either on or adjacent to the landing spot with tie down straps to provide a cushion onto which the dome can be lowered in order to minimize damage.
c. The aircraft should 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 dome 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 then disconnect the dome from the cable. After the dome is detached, the cable will begin a decent and the the cable shall be walked with 2-person integrity away from the landing spot. If there is insufficient POCL to allow maintainers underneath 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 during the descent, the crew shall execute the appropriate emergency procedure to facilitate a safe recovery.
e. After landing and placement of chocks and chains, the cable should be placed in the aircraft cable prior to aircraft shutdown.
Ordnance Safety Procedures
- Hot refueling aircraft with live ordnance loaded (Hellfire, loaded DRL, flares, and warshot torpedoes) is prohibited ashore. Hellfire CATM, REXTORPs, empty DRLs, SBs, smokes, Signal Underwater Sound, and door guns are authorized to be carried during hot refueling ashore. Hellfire are authorized to be carried during hot seats ashore. Hot and cold refueling with ordnance loaded is permitted at sea with approval from the ship’s CO.
- Passengers shall not be embarked when the GAU-21 is installed. If a crew-serviced weapon is required during passenger transfer, the M-240 shall be utilized. The m-240 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.
- Crews conducting live Gunnery Exercise events shall be responsible for own range clearance to a minimum of 5 NM beyond maximum weapons employment envelopes for the GAU-21 and M-240.
Smoke Markers
- Except in an emergency, smoke markers shall not be dropped closer than 10 NM from the coastline or in inland waterways, unless on designated range or dip area.
- Smoke markers that cannot be de-armed shall be jettisoned outside of 10 NM from the coastline and prior to returning to home base and final landing.
Sonobouy Launcher Requirements
- Removal or replacement of the SB launcher cover should not be perfromed with the rotors engaged. If the cover is removed or replaced with the rotors turning, 2-person integrity shall be utilized.
- The SB 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.
Panel/Cover/Cowling Fasteners
TGB Cowling: 2 in a row; 3 total
IGB 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.
RAS and Ship Weapons Firing Evolutions
- Aircraft should be airborne or in the hangar during al ship weapons firing evolutions. When weapons firing evolutions are anticipated, detachments shall adhere to sections 7.9.1 of NAVAIR 00-80T-122 and its associated cautions.
- For RAS evolutions, consideration should be given to hangaring the aircraft, if not airborne, when shot lines are being fires from the replinishment ship in the vicinity of the flight deck.
Emergency Procedure Initiation/Prohibited Maneuvers
a. Simulated emergency procedures shall only be introduced in the aircraft under the cognizance of a designated HAC.
b. Compounding 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. The following exceptions apply:
-1. CO may authorize pulling of the Batt Bus Panel CB to simulate failed backup attitude indicator during day/VFR conditions only.
- 2. ANATOPS and FRS Aircrew instructors may pull CBs to simulate RH, CH, RAST, Msn Pwr, RADAR, and Acoustic malfunctions
d. Practice autorotations at night are prohibited.
e. Pilot and copilot RADALT indications shall be operable for practice autorotations.
f. 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.
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 an OFT.
h. Intentional degradations of AFCS and SAS/BOOST are prohibited for shipboard takeoffs and landings.
