122 Flashcards
(104 cards)
1
Q
What is the name of the 80T-122?
A
Aircraft Operating Procedures for Air-Capable Ships NATOPS Manual
2
Q
(V) Define air-capable ship
A
All Ships other than CV/CVN or LHA/LHD where aircraft can takeoff, be recovered, or routinely receive and transfer logistic support
Glossary
3
Q
Foxtrot Corpen
A
Ship’s true heading for aircraft launch/recovery
Glossary
4
Q
122: Control Area
A
Airspace around an air-capable ship with a radius of 25NM, surface to unlimited. (Approach/Departure control for IFR)
Glossary
5
Q
122: Control zone
A
Airspace with a radius of 5 NM around the ship, surface to 2,500’. (Tower Control. Air Officer, HCO,FDO,LSO)
Glossary
6
Q
Define
NVD compatible
A
Lighting systems which are only required for the unaided operator and shall have no adverse effect on the aided operator. Virtually invisible on NVDs.
Glossary
7
Q
Define
NVD compliant
A
Components that are
NVD compatible,
NVD shipboard friendly,
noncompatible systems which are dimmed, baffled or hidden from direct line of sight of the aided operator.
An NVD compliant ship consisting of this lighting discipline can be used for aided and unaided operations so the ship’s mission is not compromised and the aided/unaided personnel can perform all their duties, tasks and functions in a safe and efficient manner.
Glossary
8
Q
Optimum wind for normal operations
A
Down the lineup line at approximately 1/2 the max speed allowed by the applicable wind envelopes
Glossary
9
Q
Optimum winds for a single-engine landing
A
Relative wind as close as possible to being down the lineup line at the maximum wind speed allowed by the appropriate wind envelopes
Glossary
10
Q
Optimum wind for up-the-stern approaches
A
Winds 10 to 20 deg off the port bow at 1/2 the maximum speed allowed
Glossary
11
Q
Optimum winds for AFCS/SAS/BOOST or any flight control failure or degradation
A
Winds in the appropriate emergency wind envelope giving the most stable deck
Glossary
12
Q
Define parrot
A
A brevity code for aircraft transponder
Glossary
13
Q
Define the shipboard landing environment
A
Phase of the approach from MAP to flight deck landing during which the aircrew transitions from instrument to visual scan
Glossary
14
Q
80T-122
“Pigeons”
A
Vectors provided by ship’s controllers to a specified destination
Glossary
15
Q
Define the shipboard takeoff environment
A
Flight deck takeoff to level off altitude (at least 150’ AGL) during which aircrew transitions from a visual to an instrument scan. PAC does this once positive rate of climb is attained and obstruction clearance is assured.
Glossary
16
Q
Levels of Operation
A
Level I — IMC day/night operations
Level II — VMC day/night operations
Level III — VMC day only operations
2.3.1
17
Q
Classes of Facilities
A
- Class 1 — Landing area with support (service and maintenance) facilities for the types of aircraft certified
- Class 2 — Landing area with service facilities for the types of aircraft certified
- Class 2A — Landing area with limited service facilities for the types of aircraft certified
- Class 3 — Landing area for the types of aircraft certified; no service facilities
- Class 4 — VERTREP/hover area (minimum hover height of 5 ft.) for types of aircraft certified
- Class 5 — VERTREP/hover area (minimum hover height of 15 ft.) for types of aircraft certified
- Class 6 — HIFR facility capable of delivering minimum 50 gal of fuel per minute, at a pressure of 20 psi, to a height of 40 ft above the water
- Class 6R — HIFR facility capable of delivering only 25-49 gal of fuel per minute, at a pressure of 20 psi, to a height of 40 ft above the water
2.3.2
18
Q
IMC Operations
(Required equipment)
A
For aircraft equipped with a TACAN, ship’s TACAN system shall be operable for all Shipboard launches and recoveries in IMC
2.4
19
Q
Type 1 VERTREP/Hover Ops
A
Helo hovers with aircraft centerline directly on top of lineup line
20
Q
Type 2 VERTREP/Hover Ops
A
Helo hovers with main and tail rotor hubs over, or aft, of the T line
21
Q
Special Type 2 VERTREP/Hover Ops
A
Helo hovers with main and tail rotor hubs over, or aft, of the T line or T-ball line
22
Q
Type 3 VERTREP/Hover Ops
A
Helo hovers with main and tail rotor hubs between the two T lines
23
Q
80T-122
Required Lighting Equiment
A
- All shipboard VLA lighting equipment should be operative for Night/Low-visibiliy operations.
- When conducting aided operations all required shipboard lighting Shall be NVD friendly.
- Without a visible horizon, an operable HRS (when installed) shall be utilized for single-spot ship ops. A visible horizon may be obtained through NVDs.
2.7.1
24
Q
(V) Permissible Lighting Equipment Degradations — Unaided Ops
A
Night unaided VMC operations may be conducted in the event of a failure of not more than one of the lighting subsystems required for ship’s facility certification provided the following criteria are met:
- A visible horizon exists and is discernible by the aircraft commander in the shipboard landing/takeoff environment.
- The ship’s CO and embarked Air Det OIC (aircraft commander for non-embarked evolutions) concur that the failed lighting system is not critical to the scheduled mission.
2.7.1.1
25
(V) Permissible Lighting Equipment Degradations — Aided (NVD) Ops
Aided operations may be conducted in the event of a failure of _more than one_ of the lighting subsystems required for ship’s facility certification provided all of the following criteria are met:
1. A visible horizon exists and is discernible through NVDs by the aircraft commander in the shipboard landing/takeoff environment.
2. The ship’s CO and embarked Air Detachment OIC (aircraft commander for non-embarked evolutions) concur that the failed lighting systems are not critical to the scheduled mission.
3. The following lighting subsystems remain operational and available:
— Overhead/Forward Structure floodlights
— Deck Surface/Hangar Wash floodlights
— Associated lighting control panels
| 2.7.1.2
26
List the 7 NVD compliant lighting systems
- Overhead/forward structure floodlights
- Hangar/Structure wash floodlights
- Deck surface floodlights
- Aviation lighting system control panel set
- Advanced stabilized glide slope indicator (ASGSI)
- Deck status lights
- HRS bar
| 2.7.2
27
Overhead/Forward Structure floodlight colors
White, yellow, or NVD blue
| 2.7.3.5
28
Deck status signal and aircraft lighting associated with the following evolutions:
1. Prepare to start engines
2. Engage rotors
3. Ready to launch
4. Launch
5. Recovery
6. Prepare for shutdown
7. Disengage rotors
_Prepare to start engines_
- Anti-collision lights UPPER
- Red deck
_Engage rotors_
- Position lights FLASHING
- Amber deck
_Ready to launch_
- Position lights STEADY BRIGHT
- Red deck
_Launch_
- Green Deck
_Recovery_
- Green deck
_Prepare for shutdown_
- Position lights FLASHING
- Red deck
_Disengage rotors_
- Amber deck
| 2.7.3.9
29
Stabilized Glide Slope Indicator (SGSI) numbers
4 hour warmup
Range: 3 miles at night
Azimuth: 40 deg.
Green light = 1.5 deg.
Amber light = 1 deg.
Red light = 6.5 deg.
Pilot flies the red amber interface which is fixed at 3 deg. glideslope
| 2.7.4.1
30
Advanced Stabilized Glide Slope Indicator (ASGSI) numbers
1 Hour warmup
Range: 3 miles at night
Azimuth: 30 deg.
Green light = 4.5 deg.
Amber light = 1 deg.
Red light = 4.5 deg.
Above glideslope: light flashes **1.5x per second**
Below glideslope: light flashes **3.9x per second**
On glideslope: steady light
| 2.7.4.2
31
Aft extended lineup light bar
extension of lineup lights, vertical dropline light bar with 3-6 red light fixtures contrasting the white lineup lights on the deck
| 2.7.4.7.3
32
HRS bar
- Horizon Reference System (HRS)
- 10 foot electroluminescent bar, gyro-stabilized to remain level in the horizontal plane
- 10 lights on the bar _plus_ the system fail warning light which is a red non-NVD compliant
- System fail warning light is not dimmable and system must be rendered inoperable or masked during aided ops.
| 2.7.5.2
33
Freshwater wash down requirements
Unsheltered stowage = 500 gallons daily
Sheltered stowage = 100 gallons daily
| 3.1.3
34
SHIRT
Shipboard Helicopter Interoperability Reference Table
Provides wind envelopes for USN/USMC helicopter and ship combinations. If a cell is empty, then no envelope exists and ops are prohibited.
| Acronyms
35
# 80T-122
122: Radius of Action
As a general rule, all conditions being optimum, shall not exceed 45% of max range. May be reduced at night under EMCON or IMC.
The max theoretical radius of action is approximately 120nm because of max datalink range at 13,000'.
| 4.1.2.1 and Appendix J
36
# 80T-122
HCO's clearance for the control zone
Required for control zone entrance except in emergency or ASW
Clearance shall include:
(HOA)
- Hazardous condition information
- Operating instructions for avoiding other traffic
- Altitude and distance limits to which aircraft may be operating.
| 6.1.13
37
# 80T-122
When is HCO approval for control zone entry _not_ a requirement?
- Emergency
- Tactical USW
| 6.1.13
38
# 80T-122
LSO
Shall be qualified in accordance with the NATOPS and designated in writing by CO of LSO's squadron.
- Manning the RAST control station and communicating with the bridge, CIC, HCO, FDD, and helo.
- Ensure RAST preop check are completed.
- Ensure all safety precautions are enforced.
| 6.1.14
39
# 80T-122
Responsibility for Safety
- The controlling authority (ship CO) has supervisory responsibility for safety of the aircraft at all times.
- The squadron CO/det oic and individual pilots are directly responsible for the safety of assigned aircraft and personnel.
- Squadron CO or Det OIC **shall** make final determination concerning flight safety of aircraft, crew, and passengers.
| 7.1
40
# 80T-122
When are floatation devices required on the flight deck?
- When the nets are down on DDG 51 Class
- Between the hours of sunset and sunrise
| 7.1.1
41
# 80T-122
Flight deck uniform requirements
- Cranial
- Ear pro
- Safety goggles
- Floatation
- Colored jersey
- Leather gloves
- Flight deck trousers
- Steel-toe boots
| 7.1.1 Para 4
42
# 80T-122
The ship **shall not** change course when...
At Green Deck:
- Helo launched or recovered
At Amber Deck:
- Engaging or disengaging rotors
- Traversing
- Towed or pushed about the deck
| 7.2 para3
43
# 80T-122
Squatting
Hydrodynamic phenomenon occurs at speeds greater than 15 knots.
The freeboard of DDG-51 ships can lower as much as _6 inches for every knot greater than 15 knots_.
DDG-79 class ships wake extends above flight deck level above 25 knots
| 7.2.1
44
# 80T-122
Wave Hazard Plots
Wave hazard plots are based on _steady speed, non-maneuvering conditions_. There are three different plots based on wave heights - 4'-8', 8'-10', and 10'-12'. Always use the most restrictive hazard plot. If visually estimating, add 3 feet.
The _circles_ indicate ship speed in 5 knot increments starting from 0 knots at the innermost circle to 30 knots max speed at the outermost circle. The _radial arms_ indicate wave direction relative to the ship's heading.
The _blue crosshatched_ regions indicate a pitch of 2 degrees or more
the _black crosshatched_ regions indicate a roll of 8 degrees or more. Both are included for situational awareness only.
_Bold black ring_ indicates maximum maneuvering speed limit.
The _yellow regions_ indicate a hazard of 2' of water over the flight deck which may damage aircraft or wash personnel overboard or into aircraft fuselage. requires ship CO approval with the recommendation from the OIC or senior HAC present to operate in this region. In all cases adhere to the rule of 25.
The _red regions_ present significant risk of water impacting the rotor blades which can result in catastrophic damage and the loss of aircrew and flight deck personnel. Operation in this region is **prohibited** with personnel or aircraft on the flight deck.
| 7.2
45
# 80T-122
Raising or lowering aircraft onto and off jacks and operation of the hangar bay overhead crane require what?
Amber deck from bridge
| 7.3
46
# 80T-122
Flight deck fire party
Two AFFF hose teams and a backup. Shall be supplied by ship, can be augmented by the detachment personnel.
| 7.6
47
# 80T-122
Aircraft requirements during ship's weapon firing
When ship’s weapon firing is anticipated, the aircraft shall be positioned outside the weapons blast/concussion range. If this is not possible the aircraft shall be secured as far as practicable from the firing mounts with doors and hatches open.
| 7.9.1 [Caution]
48
# 80T-122
RADHAZ minimum safe distance
HERP, HERO, and aircraft systems preformance Minimum safe distances:
- AN/SPY-1 and 3 -- 520'
- AN/SPY-6 -- 1,150' (Flight IIA and III DDG)
- Fire control -- 1,950'
| 7.9.5
49
# 80T-122
Alert 5
- _Aircraft_: spotted for immediate takeoff, blades spread. External power applied, stores loaded, mission equipment warmed up.
- _Aircrew_: strapped in, checklists complete up to starting engines.
- _Ship_: at flight quarters
- _Max time_: 4 hours
**as fatiguing as actual flight and should only be used when launch is imminent**
| 8.6.1
50
# 80T-122
Alert 15
- _Aircraft_: spotted for takeoff, blades spread, stores loaded
- _Aircrew_: briefed, preflight complete, standing by
- _Ship_: at flight quarters. Fire party in vicinity.
- _Max time_: 8 hours
| 8.6.1
51
# 80T-122
Alert 30
- _Aircraft_: in hangar or on deck, blades may be folded, stores loaded
- _Aircrew_: briefed
- _Ship_: not at flight quarters
- _Max time_: 18/48
Two aircraft detachments manning allow for unlimited alert 30 with DTA every 24-72 hours.
| 8.6.1
52
# 80T-122
Alert 60
- _Aircraft_: in hangar, heavy weather tie downs, minor maintenance may be performed
- _Aircrew_: designated and available
- _Ship_: not at flight quarters
| 8.6.1
53
Post-deployment "Fly-off" policy
Proven to be more hazardous because of the psychological factors
- Normally should not be conducted at night or under IMC.
- Fly-off distances **shall not** exceed 75% of max range.
| 8.9.4
54
# 80T-122
SAR Helo required equipment
(HSL)
- Hoist with rescue device
- Searchlight for night
- Life rafts
| 8.10.1.1
55
# 80T-122
Initial Tiedown
When: Required for all aircraft prior to launch, upon recovery, immediately after aircarft is respotted, or immediately preceding movement of an aircraft.
What: 2 on each main
| 9.2.1.1
##footnote
LRMS
Launch
Recovery
Move
re-Spotted
56
# 80T-122
Permanent Tiedown
When: Not at flight quarters or aircraft is not scheduled or expected to be launched or respotted.
What: 2 on each mains, 2 on each tail, 2 on each upper (12 Total)
| 9.2.1.2 and NATOPS
57
# 80T-122
Heavy Weather Tiedown
When: High winds, Heavy seas, or prolonged periods of heavy maintenance.
What: 3 each main, 3 each tail, 3 each upper (18 Total)
| 9.2.1.3 and NATOPS
## footnote
weather conditions in which surface winds reach an average velocity of 35 knots or greater and/or sea state
of 8 feet, or wind over deck exceeds 60 knots, pitch exceeds 4°, or roll exceeds 12°.
58
# 80T-122
Personnel required for aircraft movement
6 total.
- FDD
- Brakerider
- 2x chock/chainmen
- 2x safety observers
**LSO (or traverse qual'd det member) and power cable tender will act as 2x safety observers**
| 9.4
59
# 80T-122
Brakeriders **shall not** wear _______________.
salt water activated floatation
| 9.4.1 [Warning]
60
# 80T-122
When is the ship required to be on BRC for _day VMC recoveries_?
Base recovery course required by the time the aircraft is at 1/4 NM on final.
| Figure 9-1
61
# 80T-122
When is the ship required to be on BRC for _night and IMC recoveries_?
Base recovery course required by the time the aircraft is at 3 NM on final.
| Figure 9-1
62
# 80T-122
HIFR winds required
Wind 300 to 360 degrees relative, 10-30 knots
| Figure 9-1
63
Ship speed should not be less than ________ during aircraft movement to prevent deck instability.
6 knots
64
# 80T-122
HIFR deck crew
1. Crew leader- Grounding wand and proper hoockup
2. Two hose handlers- minimizing slack in the hose
| 9.5.3.2
65
# 80T-122
Night HIFR requirements
(VEST)
- Visible natural horizon as viewed by pilot
- Establish radio contact with helicopter and pass numbers
- Ship's motion should not exceed 5 pitch, 10 roll
- Turn on HIFR heading lights and position LSE with both amber wands at Helo control point
#**Night HIFR requires _operational necessity_**
| 9.5.3.4
66
# 80T-122
JP-5 fuel quality check
**shall not** be refueled if fuel is not clean and bright; contains more than 2mg/L of particulate; or contains more than 5 ppm of free water
| 9.5.3.5
67
# 80T-122
What is required for APU start or operation?
Flight deck personnel **shall** man a fire bottle.
Flight quarters _not required_.
| 9.6.1 [NOTE]
68
# 80T-122
Right seat vs. left seat lighting on approach to land
Right seat - Position lights steady
Left seat - Position lights flashing
| 9.6.3 Para 14.
69
# 80T-122
True winds abaft the beam considerations for night/IMC launches and recoveries
For night/IMC launches and recoveries, ship course and speed solutions with true winds abaft the beam are not recommended.
The high nose attitude required to keep closure rate under control coupled with reduced visual references at night, increases possibility of vertigo for aircrew.
Night/IMC launch and recovery operations with true winds abaft the beam **shall** only be conducted with PIC concurrence.
| 9.6.5 Para. 6
70
# 80T-122
EMCON or Lost Comm visual signals from helo to ship for the following:
1. I require immediate landing
2. I desire to land but can wait for next recovery.
3. I desire immediate HIFR.
4. I desire to establish comms on helo control or fleet common 277.8.
1. Fly close aboard starboard quarter, searchlight/hover light on. Complete electrical failure - fire red flare seaward.
2. Fly by or hover starboard side, position lights FLASHING/BRIGHT, smacks ON. Complete electrical failure - fire red flare safe bearing away from ship.
3. Fly by then hover on port beam, give hand signal, fire flare seaward.
4. Fly slowly port side in low-alt., tight left hand pattern. Or fire flare seaward.
| Figure 9-13
71
# 80T-122
HERO
(HERO) Hazards of Electromagnetic Radiation to Ordnance: RF Fields cause premature actuation of explosive devices in ordnance systems that could cause injury to personnel.
Types:
1. Safe- Any ordnance that is sufficiently shielded or otherwise protected so that all EEDs/CADs contained are immune to adverse effects when in shipboard RF environment.
2. Unsafe- Exposed wiring/leads, in a disassembled condition, or with extra connections.
3. Susceptible- Any ordnance system proven by tests to contain EEDs and CADs that can be adversely effected by RF energy to the point that safety/ reliability are in jeapordy when employed in shipboard RF environment.
| Glossary
72
# 80T-122
Preferred location for loading aircraft
Flight deck is preferred area for loading aircraft.
Loading in hangar deck may be authorized by ship CO in case of _operational necessity_.
| 9.8.6
73
# 80T-122
Ordnance allowed when aircraft hangared for an alert condition
- Torpedoes
- Marine markers
- Sonobuoys
- CADs
| 9.8.11
## Footnote
"True Marines Snack Crayola"
74
# 80T-122
Positive Control
_Positive Control_: Radar and radio contact with aircraft being controlled and published approach/departure procedures are being complied with, or specific heading/altitude assignments are issued by the controller. while altitude seperation is provided by pilots maintaining assigned altitude, lateral and time seperation is the responsibility of the air controller.
**Shall** be used during the following:
- Ceiling < 500'
- Visibility < 1 mile
- All flight ops between 30 min after sunset until 30 min before sunrise except as modified by OTC or CO
| 10.3.6
## Footnote
80T-105 and 106
Same definition with additional conditions:
- Mandatory let-down in thunderstorm areas
- Supervisory personnel can anticipate weather phenomena that might cause difficulty to pilots.
75
# 80T-122
Departure Procedures
Day VMC- Depart on prebriefed course
Night/IMC- Depart on stipulated course, climb to 300' prior to commencing a turn.
Comms- Helo gives "Ops normal" and control switches to CIC and HCO gives the switch. Night/IMC aircraft not required to switch frequencies or IFF codes until 300' and cruise.
| 10.4
76
# 80T-122
IFR
| Ceilings/vis
Helo operations are not normally conducted when weather is below a ceiling of 500'/1 unless a CCA or PAR is available within the operating range of the helicopter
| 10.5.1.2
77
# 80T-122
Explain the Air-Capable ships TACAN approach
**Weather Mins**
200'-1/2
**IAF**
A: 150 BRC. Primary Marshal 3 DME, RH turns, 1 mile legs.
B: 180 BRC
C: 210 BRC
**FAF**
200'/ 1.5DME on established Radial (A,B,orC)
**MAP**
200'/ 0.5 DME
**Missed Approach**
If Landing sight is not in sight or a safe landing can't be made:
- Turn to a 30 deg offset from BRC; Climb to 400'.
- 3 NM/3 minutes turn downwind and proceed to desired Marshall point.
| Figure 10-3
78
# 80T-122
Helicopter Approach Minimums
With a suitable alternate available, helicopter shall not commence an approach below mins unless they have the fuel to proceed to the suitable alternate in case of a missed approach.
| 10.5.5
## Footnote
CNAF:
Multipiloted aircraft approach below minimums says the same thing
79
# 80T-122
Amphib Operations
|LSD/LCS
## Footnote
VFR departure pattern, descent and approach, and delta
VFR Departure
- Clear the control zone at or below 300'
- Cross the stern greater than 1 mile
VFR Descent and Approach
- Shall check in with controlling agency when entering the control area or when released from previous controller
DELTA Pattern
- Overhead: LH racetrack around the ship at 500' at optimum airspeed
- Port/Starboard: L/RH racetrack pattern at assigned altitude. Turn downind at amidships.
| 10.6
80
# 80T-122
Cargo to be hoisted aboard the helicopter *should* not exceed __________ because of _______________.
200 lbs; crewman limitations
| 11.2.2
81
# 80T-122
Under no circumstances **shall** a _________________ be secured to a ship.
line from an airborne helicopter
| 11.3.1.1 [Warning]
82
# 80T-122
Material weighing less than _________ **shall** be transferred in a weighted bag.
30 lbs.
| 11.3.2
83
# 80T-122
Submarine Transfers
Should not be attempted in wave height above 4 feet
Methods:
- Center deck (SSBN): 320-350 at 15-20 knots
- Port Sail plane/Top of sail: (Primary for SSN) winds 010-040 15-20 knts.
- Starboard sail plane: Relative winds 160-200 15-20 knts minimum winds of 10knts.
Night transfers shall not be attempted except in case of operational necessity. If needed, use same winds and submarine will rig lighting to highlight obstacles.
Signals
Red: Stay Clear
Green: Ready for transfer
| 11.3.3
84
# 80T-122
Ideal VERTREP winds
Relative head wind of 15-30 knots
| 11.7.2
85
# 80T-122
Pilot endurance for VERTREP day vs. night
Day VERTREP = 6-8 hours
Night VERTREP = 2-3 hours
| 11.7.6
86
# 80T-122
Minimum VERTREP load for the net
Don't hook up an empty net without at least four wood or six metal pallets or equivalent weight in the net. This would endanger the net swinging into the rotor arc.
| 11.9.3.6
87
# 80T-122
_One or more_ of the following conditions **shall** exist prior to conducting night VERTREP to appropriately certified ships:
(On top of operational necessity)
- A natural horizon
- The drop/pickup zone of the ship to be worked is clearly visible from the cockpit when over the drop/pickup zone of the transferring/receiving ship.
| 11.9.5 [Note]
88
# 80T-122
Four basic categories of aircraft emergencies
1. Those that cause an aircraft to ditch/crash
2. Immediate landing
3. Precautionary shipboard landing
4. Those that occur on the flight deck
| 12.1
## Footnote
DIPD
Ditch
Immediate
PEL
Deck
89
# 80T-122
10 steps the ship is required to take when an in-flight emergency is called?
(ART VANS BRO)
1. _Aircraft position_ - plot.
2. _Radar contact_ - maintain.
3. _Turn_ towards aircraft's last know posit or crash at best speed.
4. _Vector_ aircraft to nearest airport or air-capable ship - as req.
5. _Air distress frequencies_ (121.5 / 243.0) - monitor.
6. _Notify_ senior det pilot aboard
7. _Summon_ qualified pilot to bridge or CIC
8. _Brief_ and station lookouts
9. _Request_ assistance from/inform other units/agencies
10. _Obtain_ info as to type of emergency and pilot intentions
| 12.2
90
# 80T-122
ALPHA pattern
- Hung Ordnance pattern
- Clockwise pattern around the ship at 300' AGL / 80 KIAS
| 12.2.2.1
91
# 80T-122
Offset approach procedure for hang fire / misfire
- **Shall** be flown from the right seat only during day or night VMC
- Land in port RSD or clear deck. Keep aircraft heading adjusted to keep missiles pointed clear of the port side of the ship's superstructure (yaw increases with decreasing range to ship).
- Recommended heading approx. **5 deg left of BRC at 1/4 mile.**
- In a hover over flight deck, offset angle **25-40 deg left of ship centerline.**
_Jettison hung ordnance if on the right side._
| 12.2.2.1.3
92
# 80T-122
ELVA approach procedure
Gate position - 4 miles / 400' / 70 KIAS
Every 1 mile descend 100'. Slow to 40 KIAS at 1 mile.
50' at 0.5 DME, MAP at 100 yds.
MAP - 30 deg climbing left turn to 400'.
Right, left, and straight-in approaches authorized.
| Figure 12-6
93
# 80T-122
HEFOE Codes
_Mode I transponder first digits_:
- 0 - Ok
- 1 - Hydraulic
- 2 - Electrical
- 3 - Fuel
- 4 - O2
- 5 - Engine
| Figure 12.7
94
# 80T-122
When to use an ELVA?
- Approach to an air-capable ship _below approach minimums_
- It is an _emergency procedure_
- **Shall not** be attempted unless aircraft does not have adequate fuel to divert to a GCA-equipped airfield or CCA-equipped ship
| 12.2.4
95
# 80T-122
When to use a Smokelight Approach? Include considerations.
**LAST RESORT** when available equipment will not allow ELVA to be used or ship cannot be visually acquired using ELVA.
Requires ship CO and PIC concurrence.
Before resorting to a smoke light approach, consideration should be given to the following:
1. Returning the aircraft to the ship early.
2. Maneuvering the ship into an area of better visibility.
3. Vectoring the aircraft to another available ship where visibility is better.
4. Vectoring the aircraft to a suitable alternate airfield.
| 12.2.5
96
# 80T-122
Smokelight approach procedure
Aircraft 2 miles astern (180 deg relative from BRC).
Fly inbound at **40' / 40 KIAS**. Ship personnel drop smoke/matrix lights every **15 seconds**.
Adjust closure rate to acquire ship visually. Safe closure at about 12-13 second intervals.
| 12.2.5
97
# 80T-122
How many people required for manual helo movement on the deck?
19-23 people
- LSO
- FDD
- Brakerider
- 2x steering bar operators (SBOs)
- 2x safety observers
- 2x chock runners
- 10-14 Aircraft movers
| 12.3.1.5
98
# 80T-122
Wind Envelope assumptions
1. Based on steady state winds measured by mast mounted anemometers. For gusts greater than 10, reduce winds for engagement/disengagement by 10 knots in all quadrants.
2. Relative to ship's centerline
3. Valid for Normal line-up
4. Valid for all lighting configurations
5. Shaded for night vs day
6. Striped border for emergency conditions
7. Valid PAC either seat
8. Valid for all approved loading configurations.
9. Valid for ship underway or at anchor.
| A.3
## Footnote
(Scaled ACE)
Steady-state
Centerline
All lighting
Line-up
Either seat
Day/night
Anchor
Configurations
Emergency
99
Advisory Control
_Advisory Control_: Monitoring radar and radio channels to advise pilots of traffic and operating/hazaradous areas. **Shall** be used where traffic density in OPAREA requires a higher degree of control for safety of flight than normally required under VMC. Recommended where positive control is not required.
100
NATOPS (Ch.8): Name the four types of approaches for shipboard landings
1. Visual approach / alternate instrument approach
2. Instrument approach
3. ELVA (wx < mins and bingo fuel inadequate to get to GCA/CCA airfield or ship)
4. Offset approach or ordnance lineup approach
101
NATOPS (Ch.8): Lighting configuration at night on approach
- Lower smacks OFF
- RAST light ON
- Position lights DIM
102
Most U.S. helos are configured with what type of HIFR connection? What is required when NOT using this type?`
Most U.S. helicopters are configured with a Wiggins-type connection for HIFR refueling, whereas all other NATO countries with HIFR capability use a Parker connection.
If a U.S. helo performs HIFR with a NATO ship, an adapter to convert the Parker nozzle to a Wiggins type connection will be required.
103
During HIFR, if neither precheck switch in the cockpit will secure fuel flow, fueling should be ______________.
Continued only if necessary. If fueling is required, proceed with caution in order to prevent rupture of the main fuel cell.
104
# 80T-122
Pitch and roll Limits
# DDG I: 2/4
Cruiser: 3/8
DDG I: 2/4
DDG II: Clear: 2/8 (D/N) | D: 2/8 | N: 2/6
