106 Flashcards
(34 cards)
80T-106 pub name
LHA/LHD NATOPS Manual
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LHA vs LHD
Landing Helicopter Assault
- America class
- Flight 0 (LHA 6 and 7 don’t have well decks)
- Flight 1 (LHA 8-10 reincorperated the well deck)
Essentially LHAs reconfigured to incorperate F-35 and F-22 with no well-deck for more aviation stores (including fuel)
Landing Helicopter Dock
The biggest difference is all LHDs have well decks, LHA 6 and 7 dont, LHA 8 does though.
Source: https://www.navy.mil/Resources/Fact-Files/Display-FactFiles/Article/2169814/amphibious-assault-ships-lhdlhar/
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Control Area
Circular airspace around the ship with 50 nm radius extending surface to unlimited and is under cognizance of AATCC/TACC
Glossary
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Control Zone
Circular airspace around the ship with 5 nm radius extending surface to 2,500’ unless otherwise designated for special operations and is under cognizance of air officer during VMC.
Glossary
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Positive Control
ATC has radar and radio contact with aircraft being controlled and published procedures are being complied with, or where specific assignments regarding heading and altitude are being issued by the controller. Altitude seperation maintained by pilot maintaining assigned altitude, lateral seperation is the responsibility of ATC.
Shall be utilized for the following conditions in the Control Zone:
- Ceilings/visibility less than 500’ / 1 for helicopters
- All unaided flights at night (30 min after sunset until 30 min before sunrise)
- Mandatory letdown in thunderstorm areas
- In other situations where supervisory personnel can anticipate weather phenomena that might cause difficulty to pilots
4.2.2.2
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Advisory Control
Controlling agency monitors radar and radio contact with aircraft under its control and provides traffic advisories. Seperation is pilot’s responsibility with ATC assistance.
Shall be utilized when traffic density in operating area requires higher degree of control for safety of flight than required under VFR. Normally limited to VMC.
4.2.2.3
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Monitor Control
Controlling agency monitors radar and radio contact for emergency transmissions.
This control shall be utilized only used when aircraft VMC outside of controlled airspace and responsibility for traffic separation can be safely assumed by the pilot.
4.2.2.4
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Nonradar Control
A form of ATC where pilot flies according to published procedures or as prescribed by the controlling agency. Separation is provided by frequent position reports and modified separation criteria.
This form of control is used in case of emergency.
Shall only used when ship radar inoperative or so degraded as to be inadequate to provide radar separation of air traffic under conditions normally requiring positive control.
4.2.2.5
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Combat Cargo Officer
CCO responsible for safe and orderly flow of troops, pax, mail, and cargo.
3.8.2
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Green Crown, Ice Pack, AATCC, Tower
- Green Crown: Responsible for detection and identification for ESGs. Establish contact as soon as practicable and include: call sign, mission number, and position/altitude.
- Ice Pack: Responsible for mission control of the airspace assigned to the ESG, extends outward to 50 nm.
- AATCC: “Center”, air traffic control agency on the LHA/LHD that is responsible for providing IMC approach and departure services.
- Tower: Controls within 5 nm and up to and including 2500 feet of the LHA/LHD. Tower can be contacted on the land/launch frequency and no aircraft should operate within tower’s airspace without permission.
4.3.4
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Training Sectors
Sectors provided ensure lateral and vertical seperation of aircraft during amphibious flight operations. AATCC will assign sectors and provide altitude deconfliction as necessary. Pilots may also request a sector fro training. Based on magnetic radials.
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Seperation
Lateral:
- Outside 50nm 5 miles seperation.
- within 50 outside 10 on a designated approach, 3 miles.
- Aircraft on a designated approach or established downwind andinside of 10 miles shall be seperated by a minimum of 2 miles.
- Established on final within 5 miles 1-1.5
Vertical:
- Helos and tiltrotor in conversion mose shall be seperated by 500’ vertically. fixed wing seperated from helos by 1,000’.
- May be reduced to 800’ within 12 miles.
4.5.2
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Five emergency categories
- Communication failure
- NAVAID failure
- Aircraft systems failure
- Crewmember injury or illness
- Ship system casualty
4.7
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Condition I / Alert 5
- Helo shall be spotted for immediate launch with rotor blades spread, aircrew and mission required personnel in helo
- Starting equipment plugged in, and with the LSE and starting crew ready for launch in all respects.
- “Standby for launch” = engines shall be started without further instruction. Launch controlled by PriFly
- Should be airborne within 5 minutes
5.1.7.1
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Condition II / Alert 15
- Same as Condition I except flight crew not required to be in helo and rotor blades may be folded or tied down.
- Crew shall be on immediate call
- Should be airborne within 15 minutes
5.1.7.2
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Condition III / Alert 30
- Rotor blades may be folded and helo does not need to be in position for immediate launch but must be parked to allow direct access to a suitable launch spot
- Towbar shall be attached to helo and specific LSE and DEMOT crew shall be designated and assigned
- Flight crew shall be in ready room / working spaces and pre briefed
- Should be airborne within 30 minutes
5.1.7.3
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Condition IV / Alert 60
- Similar to Condition III except that minor maintenance may be performed if no delay is involved
- Aircrew designated and available
- Should be airborne in 60 minutes
5.1.7.4
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LHA/LHD Safety Precautions
- Personnel shall not approach or depart a helicopter while rotors are being engaged or disengaged.
- Helicopters should not routinely be deck taxied on the flight deck.
- Helicopters shall not be towed or pushed while rotors are engaged.
- The doors of an H-60 should be closed while another helicopter is taking off or landing on the spot
immediately in front of it in order to prevent damage to the door hinge pins. - A helicopter shall not be flown over another aircraft on launch or recovery.
- Only spots that afford visual reference to the deck shall be used for night helicopter launches.
- Ensure adherence to launch and recovery spot limitations as defined in Appendix E.
- Personnel required to be in the area of operating helicopters shall exercise extreme caution and observe the
signals/directions of the LSE or combat cargo representative as appropriate. - Dual-engine helicopters shall not be intentionally hovered single engine over a deck spot. If topping checks
cannot be performed in contact with the deck, they must be performed in flight at an appropriate altitude. - Any helicopter parked Tail-Over-Water (TOW) should have cargo ramp (if so equipped) in full-up position.
- The APU shall be continuously monitored by a qualified person whenever it is in operation.
- V-22 and H-53 launch and recovery operations should not be conducted from spots immediately behind
unsecured tail rotor aircraft. If V-22 or H-53 launch and recovery operations are required from spots
immediately behind unsecured tail rotor aircraft, consideration should be given to securing the aircraft and
blades with initial (four-point) tie downs and increasing the wind over the deck. - Rotors of all helicopters shall be spinning at or above 100% Nr or folded and secured (crutched if capable)
if H-53 or V-22 flight operations are being conducted on an adjacent spot. All H-53 helicopters should be
spinning at 100% Nr, folded, or tied down if V-22 or H-53 flight operations are being conducted to the spot
forward of its position. - Helicopters landing behind engaged tail rotor aircraft shall not conduct cross-cockpit takeoffs or landings
for LSE safety. - Ensure that all aircraft and equipment are parked starboard of the solid yellow V-22/H-53 Safe Parking
Lines for V-22 and H-53 vertical operations. - Ensure that all aircraft and equipment are parked starboard of the alternating red and white Fixed Wing Safe
Parking Line for EC-225, H-60, H-47, H-58, H-64, H-6, H-3, and H-1 operations.
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Helicopters landing behind engaged tail rotor aircraft shall not _______________.
conduct cross-cockpit takeoffs or landings for LSE safety
7.1
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Name the two spot restrictions
- Night approaches to Spot 1 are not authorized.
- Right seat landings on Spot 1 are not recommended.
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Draw the LHA/LHD spots
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Case I Departure
- Used when IMC not anticipated
- Helos shall clear control zone at or below 300’ or as directed by PriFly
7.7.1
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Case II Departure
- Weather not less than 500’/1
- Shall depart via Case I, below clouds
- If unable to maintain VMC, helos shall proceed in accordance with Case III departures
7.7.2
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Case III Departure
- Weather below Case II mins (500’/1), or no visible horizon, or as directed by CO or OTC
- Helos shall launch at not less than 1 min intervals, climb straight ahead to 500’ and turn left to intercept 3 mile arc.
- Shall arc until intercepting assigned radial, turn outbound and commence climb to assigned altitude.
- Radials shall be separated by a min of 20 deg.
7.7.3
Modifications to this departure are not authorized
