Wing SOP

Question 1

FLIGHT SCHEDULE PROCEDURES

Answer 1

A. The 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 schedule and approved by the CO. In the absence of the CO, the XO, or in the absence of the XO, the Ops Officer may approve the changes. 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 reference (a), paragraph 4.6.1 have been met.

B. When conducting embarked det operations, changes to a published flight schedule SHALL be approved by the ship’s CO and the DET OIC.

Question 2

WEATHER CRITERIA

Answer 2

(1) Shore or Ship Operations - 500/1*

*NOTE 1: If positive radar control and a CCA, PAR, or ILS is available for recovery, minimum launch weather minimums are 200-1/2.

Question 3

CREW REQUIREMENTS

Answer 3

A. COs may elect to recognize the qualifications (HAC, WTI, NSI, etc.) of specific H-60 series aircraft qualified Aircrew from outside their command and may also recognize the qualifications of any H-60 series aircraft qualified enlisted Aircrewmen. 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 max 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/L3, PQM, and Aircrewmen.

Question 4

CURRENCY REQUIREMENTS: Warm Up Flight

Answer 4

A. In addition to minimum pilot and Aircrew currency requirements outlined in references (a), (c), and (g), and local course rules requirements, any pilot who has not flown in 45 days SHALL fly a warm-up flight with a current HAC. Warm-up flights SHOULD include autos and other FAM type maneuvers as determined by squadron COs.

Question 5

CURRENCY REQUIREMENTS: NIGHT

Answer 5

B. 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

CURRENCY REQUIREMENTS: LSO

Answer 6

C. All pilots and LSOs SHALL complete LSO qualification with a current LSO per references (c) and (f). 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

CURRENCY REQUIREMENTS: PRE-EMBARKATION PROF

Answer 7

E. To the max 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 within 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 ops, pilots SHOULD fly a minimum of 6 hours and achieve night and instrument currency prior to the next embarkation.

Question 8

CURRENCY REQUIREMENTS: NIGHT COUPLERS

Answer 8

F. To be night coupler current per reference (b), the PIC SHALL have flown 2 wind line rescue or Night/IMC dip-to-dip patterns to auto approaches to a coupled hover at night in the preceding 60 days. PICs failing to meet this requirement SHALL NOT be scheduled to fly night SAR missions (to include Plane Guard).

Question 9

CURRENCY REQUIREMENTS: INSTRUMENT

Answer 9

G. Pilot Instrument Flight Currency Requirements: To be considered instrument flight currency, 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 ant other missions in the aircraft as the PIC.

Question 10

CURRENCY REQUIREMENTS: SHIPBOARD OPERATIONS

Answer 10

(1) Pilots whose night DLQ currency lapses while at the parent squadron’s home base SHALL conduct an OFT or night FDLP event within 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 requalification flight. If the currency of all pilots within a squadron or det lapses while deployed, the CO SHALL attempt to regain currency through use of and 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.

(2) If detachments experience an OIC change, ship CoC, 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 continuing the work-up schedule. It is not required to have an ISATT observer present during this warm-up period:
(A) day & night evolutions
(B) emergency flight quarters
(C) crash on deck drill
(D) hot refueling
(E) straightening and traversing evolutions
(F) ELVA/self-contained approach
(G) lost plane homing

Question 11

CREW REST REQUIREMENTS

Answer 11

Aircrew SHALL NOT be scheduled to brief a flight event until 10 hours after completion of post-flight duties.

Question 12

RADIUS OF ACTION

Answer 12

The following radius of action ranges are max ranges. PICs SHALL give due consideration to paragraph 4.1.2.1 of reference (d) 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 or communication range, whichever is less. Radius of action beyond 150 NM in support of specific operational or tactical training missions may be approved by assigned CVW Commander (or Type-Wing Commander when independently deployed), provided deliberate ORM has been conducted. Time spent beyond 150 NM SHALL be limited to the minimum required to accomplish mission objectives.

B. One-way flights ship-to-ship or shore-to-ship SHALL be limited to 150 NM (or 200 NM with a functioning AUX tank). Ship-to-shore range is 200 NM (or 250 NM with a functioning AUX tank) - shore being defined as the nearest point at which a safe landing can be made.

Question 13

PASSENGERS/ORIENTATION AND INDOCTRINATION FLIGHTS

Answer 13

A. Simulated emergencies, practice autos, intentional aircraft degradations and ordnance release SHALL NOT be performed with passengers embarked or during orientation flights (to include midshipman fam flights)

B. Completion of NASTP is mandatory for all orientees unless waived in rare cases by designated approval authority per section 3.3 of reference (a).

Question 14

LOW LEVEL FLIGHT PROCEDURES

Answer 14

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 1000’AGL / Unpopulated 500’AGL

B. Overwater: Day 50’AGL* / Unaided Night 150’AGL / NVD 100’AGL

*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.

C. 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.

D. Terrain Flight (Low Level Routes): 200’ AGL (only on approved low level routes and ranges).

E. SACT Training: Day 100’AGL / Night 500’AGL

Question 15

CHECKLISTS

Answer 15

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 PNAC, except for items that require a response by another crew member to ensure their completion. Additional requirements include:

A. If the STAB AUTO MODE PBS is not illuminated when AC power is applied, stabilator lock pins SHALL be visually checked prior to flight.

B. The Rescue Hoist Op Check should be completed on the first flight of the day to ensure SAR capability.

C. Single engine airspeed and stab 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.

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

E. In-flight Mission Change Checklist. Aircrew SHALL utilize the In-Flight Mission Change Checklist any time that the mission is altered from what was briefed.

Question 16

HOT REFUELING/CREW SWITCH PROCEDURES

Answer 16

A. Passengers SHALL not occupy the aircraft during hot refueling.

B. During crew switches, the helicopter SHALL be under the control of a designated helicopter pilot and there SHALL be a PIC-to-PIC verbal turnover. The new crew SHALL begin with step 10 of the “Post Engagement Checks”

C. Personnel SHALL not proceed aft of countermeasures dispensers, unless arming/de-arming the system, while rotors are turning.

Question 17

AIR TAXI

Answer 17

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

Question 18

INTER-SQUADRON OPERATIONS

Answer 18

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, VTC/GVC, message, email or per SOPs as applicable.

Question 19

USE OF SEAT BELTS

Answer 19

Seat and shoulder harnesses SHALL be utilized to the maximum extent possible per references (a) and (c). All occupants of the aircraft SHALL be in crash worthy seats with seat and shoulder harness secured with the exception of Aircrewman participating in CVN launches or recoveries, hoist operations, troubleshooting, crew-served weapons operation, night formation flying, CAL or 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 crew members against the benefit of the mobility provided by Aircrew in gunner’s belts.

Question 20

FLIGHT DEMO GUIDELINES

Answer 20

A. All flyovers SHOULD be:
(1) Non-maneuvering, 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 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 Demonstration) are considered Aerial Demos and requests must be submitted per reference (h).

Question 21

DET CONCURRENT MANNED AIRCRAFT OPS

Answer 21

A. Detachments 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 50 NM for the duration of the evolution.

B. 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-ones for scheduled embarkations. For fly-ones, thorough prior mission planning SHALL be conducted and no-go criteria determined, which takes into consideration potential flight-deck/hangaring delays.

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

Question 22

AUXILIARY POWER UNIT OPERATIONS

Answer 22

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 23

VERTREP POWER MARGIN

Answer 23

When conducting VERTREP training, a 10% power margin SHALL exist between Maximum Rater Power (MRP) and maximum power required when a load is lifted from the deck.

Question 24

RADALT DISCIPLINE/RADALT VARIABLE INDEX SETTINGS

Answer 24

A. During night overwater flight below 500’ AGL, consideration SHOULD be given to setting the DH no lower than 10% less than the current altitude. For example, at 300’ AGL, the DH would be set no lower than 270’. 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 crew member SHALL verbalize to the crew their DH settings and activation of warning tones.

B. In addition to night/IMC descent procedures in reference (c), all crewmembers SHOULD acknowledge when an altitude warning system aural tone is activated. This is not expected when operating in a traffic pattern.

Question 25

DIPPING SONAR OPERATIONS

Answer 25

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 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, JTFEX, IDCERT, Submarine Commander’s Course, DESIEC, International Fleet Exercises, SHAREM, 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 1000’ ceiling. When ceilings are above 1000’, 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 Auto 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 Air Combat Training Continuum Level II SO SHALL be in the helicopter on any flight in which dipping is intended.

Question 26

HUNG DOME PROCEDURES

Answer 26

In the event of a hung dome, it is assumed the crew has exhausted all means of recovering the dome and all EPs have been completed per references (c) and (d). 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 # of mx 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, 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 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 cable will be sheared or the dome lowered to the deck. If lowered to the deck and sufficient POCL exists to allow mx personnel to disconnect the dome from the cable. After the dome is detached, the aircraft will begin a descent and cable SHALL be walked with 2-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 during the descent, the crew SHALL execute the appropriate EP 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 27

EKB USAGE

Answer 27

Pilots and aircrewmen are authorized to utilize electronic tablets as an EKB while airborne in accordance with reference (k). 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.

A. During the employment of classified systems or tactics non-Government-furnished PEDs (portable electronic devices) and PPEDs (personal portable electronic devices) not approved for use by an Authorizing Official are prohibited from being in the aircraft unless secured in a Faraday bag IAW reference (m).

Question 28

BODY ARMOR USAGE

Answer 28

In the absence of theater commander’s guidance, hard body armor SHALL NOT be worn in the CMU-37/38 by Aircrew on missions over water. All pilots and aircrew SHALL be briefed on the risks and benefits of soft body armor. Use of soft body armor is at the individual’s discretion.

Question 29

ORDNANCE SAFETY PROCEDURES FOR LASER/HELLFIRE OPERATIONS

Answer 29

A. Per reference (n), hot refueling with live ordnance loaded (HF, loaded DRL, flares, and warshot torps) is prohibited ashore. Hot refueling ashore with chaff or decoy flares may be subject to local directives that are more restrictive than NAVAIR 00-80T-103. HF are authorized to be carried during hot seats ashore IAW the guidance set forth in reference (n). Hot and cold refueling with ordnance loaded is permitted at sea with approval from the ship’s CO.

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

C. Shipboard straightening, maneuvering and traversing of the aircraft while loaded with HF 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 the ship CO’s discretion with ISIC approval.

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

E. 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.

F. Crews conducting live Gunnery Exercise events SHALL be responsible for own range clearance to a minimum of 5 NM beyond max weapons employment envelopes for the GAU-21 (max range: 6500m) and M240 (max range: 3725m) crew-served weapons (10 mi circle around helo)

G. While embarked aboard ships at sea, issued side arms SHALL be carried in Condition 3 (chamber empty, magazine in gun, hammer down, safety on) or lower. Only when the force-protection scenario warrants (e.g., ditching in hostile territory) should the weapons condition be elevated to Condition 2 (round chambered, full magazine in fun, hammer down, safety on).

Question 30

SMOKE MARKERS

Answer 30

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 home base and final landing.

Question 31

ORDNANCE CARRIAGE

Answer 31

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 32

SB LAUNCHER REQUIREMENTS

Answer 32

A. Removal or replacement of the SB 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 SB launcher cover SHALL be fastened with all possible attachment bolts, but no less than 11 total. Additionally, all corner bolts are required per enclosure (2). Missing bolts SHALL be documented on a MAF.

Question 33

STATIC DISPLAY OF AIRCRAFT

Answer 33

The following safety precautions SHALL be taken:

A. Battery disconnected and appropriate circuit breakers pulled.

B. SB launcher bottle pressure vented.

C. All intake plugs/covers installed.

D. Rotor brake lock on.

E. All doors/panels closed unless a crew member is present.

F. Remove and properly store all CIKs.

G. No visitor SHALL enter the helicopter or display area unescorted. Visitor access to the aircraft interior SHALL be controlled and supervised by a crew member. Non-crew members SHALL NOT be permitted access to the engine/transmission deck/tail pylon.

H. Following a static display, a preflight inspection is required, paying particular attention to both interior (switches, circuit breakers, etc.) and exterior areas (antennas, panels, fueling ports, pitot-static systems, etc.)

I. Live ordnance is prohibited during static displays.

Question 34

FLIGHT LINE PROCEDURES: NIGHT

Answer 34

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

Question 35

FLIGHT LINE PROCEDURES: FLIGHT LINE

Answer 35

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

Question 36

FLIGHT LINE PROCEDURES: RINGS

Answer 36

C. Rings SHALL NOT be worn while operating or working on aircraft or moving ground support equipment.

Question 37

FLIGHT LINE PROCEDURES: CLIMBING ON AIRCRAFT

Answer 37

D. No one SHALL climb on top of aircraft unless both engines are secured (this does NOT include motoring with both fuel and ignition secured). If only the APU is operating, personnel may climb on top of an 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 the engine start.

Question 38

FLIGHT LINE PROCEDURES: CRANIALS

Answer 38

E. 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 39

FLIGHT LINE PROCEDURES: ENTERING/EXITING ROTOR ARC

Answer 39

All personnel SHALL enter and exit the rotor 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 either entering or exiting the cockpit.

Question 40

PANEL/COVER/COWLING FASTENERS

Answer 40

The maximum numbers of unfastened, broken or missing fasteners is as follows:

COVER / MAX IN A ROW / MAX TOTAL
TGB Cowling / 2 / 3
IGB Cowling / 2 / 3
Vertical Tail Driveshaft Cover / 2 / 2
Other Tail Driveshaft Cover / 1 / 1

NOTE: Flight with unfastened, broken, or missing corner fasteners is not recommended. Corner fasteners should be fixed as soon as practicable by qualified maintenance personnel. TGB Cowling corner fasteners and required SB launcher cover fasteners are identified in enclosure (2).

Question 41

RAS AND SHIP WEAPONS FIRING EVOLUTIONS

Answer 41

A. Aircraft SHOULD be airborne or in the hangar during all ship weapons firing evolutions. When weapons firing evolutions are anticipated, detachments SHALL adhere to sections 7.9.1 of reference (d), 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 42

POST INSTALLATION MAINTENANCE DIPS

Answer 42

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

Question 43

BLADE FOLD AND SPREAD

Answer 43

To mitigate system damage arising from the misuse of the blade-fold test set (cheater box), the aircraft’s automatic blade-fold system SHALL be the primary means of folding or spreading the main rotor head while underway and ashore.

Question 44

EP INITIATION/PROHIBITED MANEUVERS

Answer 44

The following additional guidance is promulgated:

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 CBs SHALL be pulled to initiate a simulated emergency. COs may authorize the the following exceptions:
(1) CO’s may authorize HAC’s to pull the Batt Bus Panel circuit breaker in order to simulate failed backup attitude indicator for training during day/VFR conditions only.
(2) Assistant NATOPS Instructor Aircrewmen and current qualified FRS Aircrew Instructors may pull CBs 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 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

E. Pilot and copilot radalt indicators SHALL be operable for practice autos.

F. Simulated single engine failures from a hover out of ground effect (e.g., 70FT Coupled Hover) 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 EDECU lockout SHALL only be accomplished in the OFT.

Question 45

EDECU LOCKOUT OPERATIONS

Answer 45

In-flight training operations in EDECU LOCKOUT, with the exception of scheduled FCF training flights while conducting FCF checklist steps in accordance with reference (c) under the cognizance of a qualified FCP, are prohibited. The use of EDECU 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 46

H2P/H2P FLIGHTS

Answer 46

Simulated emergencies, movement of PCLs from the FLY position (other than in an actual emergency), night coupled approaches and 180° practice autos are prohibited on H2P/H2P 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 47

CAL/LZ

Answer 47

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

Question 48

EYE SAFE LASER RANGE FINDER (ELRF) TRAINING GUIDANCE

Answer 48

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 49

NVD NITE LAB PERIODICITY

Answer 49

The currency for NVD NITE Lab training for pilots and aircrewmen SHALL be 48 months from the last day of the month in which the training is received. NVD NITE lab 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.

Question 50

EPs AT NIGHT

Answer 50

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