Wing SOP - COMHELMARSTRIKEWINGPACINST 3710.7J - 10JUN24

Question 1

Weather Criteria

Answer 1

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.

Question 2

Crew Requirements

Answer 2

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.

Question 3

Night Currency

Answer 3

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 4

Shipboard Operation Currency

Answer 4

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.

Question 5

Pre-embarkment Proficiency

Answer 5

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.

Question 6

Coupler Currency

Answer 6

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).

Question 7

Pilot Instrument Currency Requirement

Answer 7

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 8

Radius of Action

Answer 8

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.

1. 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.
2. 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.

Question 9

Low Level Flight Procedures

Answer 9

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:

1. Overland: Populated Area - 1,000’ AGL; Unpopulated Area - 500’ AGL
2. 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.
3. 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
4. Terrain Flight (Low Level Routes): 200’ AGL (Only on approved low level routes and ranges)
5. SACT Training: Day - 100’ AGL; Night - 500’ AGL

Question 10

Checklists

Answer 10

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.

Question 11

Hot Refueling/Crew Switch Procedures

Answer 11

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.

Question 12

Use of Seat Belts

Answer 12

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.

Question 13

Detachment Concurrent Aircraft Operations

Answer 13

1. 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.
2. 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.
3. The 50 NM alternate landing site limitation does not apply for concurrent manned/unmanned flight operations.

Question 14

APU Operations

Answer 14

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

Question 15

VERTREP Power Margin

Answer 15

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.

Question 16

RADALT Discipline / RADALT Variable Index Setting

Answer 16

1. During night overwater flight bellow 500’ AGL, consideration should be given to setting the DH no lower than 10% less than the current altitude.
2. 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.

Question 17

Dipping Sonar Operations

Answer 17

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.

Question 18

Hung Dome Procedures

Answer 18

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.

Question 19

Ordnance Safety Procedures

Answer 19

1. 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.
2. 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.
3. 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.

Question 20

Smoke Markers

Answer 20

1. 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.
2. 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.

Question 21

Sonobouy Launcher Requirements

Answer 21

1. 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.
2. 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.

Question 22

Panel/Cover/Cowling Fasteners

Answer 22

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.

Question 23

RAS and Ship Weapons Firing Evolutions

Answer 23

1. 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.
2. 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.

Question 24

Emergency Procedure Initiation/Prohibited Maneuvers

Answer 24

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.

Question 25

Allowed Simulated Emergencies at Night

Answer 25

Practice autorotations 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 landings 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

Question 26

EDECU Lockout Operations

Answer 26

In-flight training operation in EDECU Lockout, which the exception of scheduled FCF training flights when conducting FCF checklist steps in accordance with NATOP under the cognizance of a qualified FCP, are prohibited.

The use of DECU Lockout as part of an in-flight engine malfunction troubleshooting procedures 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 the 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 the squadron and the ships Co and shall be conducted as day, VMC, non-tactical training flights only.

Question 28

CAL/LLZ

Answer 28

• CAL/LZ training shall be conducted on approved ranges or airfields in accordance with their 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 the approach.
• The MRP available vs powered required margin shall be 10% or greater to proceed with the approach.
• Operational CAL/LZ flights other than those of operation necessity shall also adhere to this power margin

Question 29

ELRF 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 acknowledgement 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 30

NVD NITE Lab Periodicity

Answer 30

• NITE Lab currency shall be 48 months from the last day of the month in which the training was received
• NIT Lab training must be accomplished within 60 days preceding expiration of the current remaining and is valid for 48 months from the last day of the month in which the current training expires.
• Pilot and aircrew shall not fly NVD-aided events unless they are NITE Lab training current

Question 31

45 Day Currency

Answer 31

In addition to minimum pilot and Aircrew currency requirements outlined in references, 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 CO.

Question 32

LSO Currency

Answer 32

All Pilots and Landing Safety Officers (LSOs) shall complete LSO qualification with a current LSO. For embarked detachments, 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 (eg. 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 qualifications.

Question 33

Crew Rest Requirements

Answer 33

Ashore, aircrew shall not be scheduled to brief a flight event until 10 hours after the completion of post-flight duties.

At sea, Detachment OICs shall comply with and ensure ship COs are brief on paragraphs 8.3.2.1/2 of CNAF.

Question 34

Passenger/Orientation and Indoctrination Flights

Answer 34

Simulated emergencies, practice autorotations, intentional aircraft degradations and ordinance release shall not be performed with passengers embarked or during orientation flights (to include midshipman fam flights).

Question 35

Flight Line Procedures

Answer 35

a. The following procedures shall be conducted for all ground and preflight flight operations:
1. If starting an engine (motoring excluded), a thorough preflight of the entire aircraft is required (regardless of the intent to engage rotors).
2. If maintenance personnel open panels, climb on top of the aircraft, or conduct any maintenance action after a crew’s preflight inspection, aircrew shall verify that the affected area is free of FOD and/or tools prior to any change in the aircraft status. 60-hour engine water washes that are conducted immediately following post-flight shutdown are exempted from this requirement.

b. At night, crews shall utilize a blue light to communicate with flight deck/line personnel to reduce the likelihood of a miscommunication with the LSE/PC.

c. All personnel shall use authorized eye, hearing and head protection in hangars and on the flight line. Single hearing protection is required within 200’ of aircraft with rotors turning or within 50 ‘ of aircraft with only APU turning. Double hearing protection is required when within 30’ of aircraft with rotors turning or APU running for extended periods of time. Double hearing protection is not required when inside the aircraft.

e. No one shall climb on top of the aircraft unless both engines are secured (this does not include engine motoring with both fuel and ignition secured). If only the APU is operating, personnel may climb on top of the aircraft 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 aircraft for integrity and FOD prior to continuing with engine start.

g. All personnel shall enter and exit the roto arc at the 3 and 9 o’clock positions and only by direction of a 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 36

Ordnance Carriage

Answer 36

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 37

Flight Demonstration Guidelines

Answer 37

a. All flyovers should be:
1. Non-manuevering, generally wings-level passes of one to two aircraft (waiverable to four)
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 location
4. Conducted no slower than 60 KIAS.

b. Any deviation to the above requirements, such as lower altitudes, obstacles clearances, 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 Shows/SAR Demonstration) are considered Aerial Demonstration and requests must be submitted per COMNAVFORINST 3710.8

Question 38

CVN SAR Assist Asset Interim Guidance

Answer 38

An HSM aircraft (regardless of whether ALFS is installed) meets the minimum requirements of a SAA if configured with an operable rescue hoist and if outfitted with a rescue strop. Recommended additional equipment of a SAR curtain. If an aircraft is elevated to the role of Primary SAR platform, it shall be reconfigured for optimal SAR support in accordance with CNAF 3710 series, MH-60R NATOPS , and SAR NTTP 3-50.1.

Question 39

POST INSTALLATION MAINTENANCE DIPS

Answer 39

Post-installation maintenance dips from shore shall be conducted ni an area with no more than 2000 FT water depth ot facilitate recovery efforts in the event of loss of transducer. For SOCAL operations, post-installation maintenance dips shall be conducted ni Imperial Beach Dip Area Charlie.