80T-106 LHA/LHD NATOPS Flashcards Preview

Princess' MH-60R HAC Tutorial (MAY20) > 80T-106 LHA/LHD NATOPS > Flashcards

Flashcards in 80T-106 LHA/LHD NATOPS Deck (68)
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What are the Spot 1 restrictions for LHA/LHD?

Night launches and approaches are not authorized

Right seat landings are not recommended

Hot Refueling is not recommended


What are the Spot 2 restrictions for LHA/LHD?

Left seat landings are not recommended


What are the Spot 3 restrictions for LHA/LHD?

Right seat landings are not recommended


What are the Warnings regarding cross cockpit landings when landing forward or behind another helicopter?

Helicopters landing behind engaged tail rotor aircraft SHALL NOT conduct cross-cockpit takeoffs or landings for LSE safety.

When approaching a spot immediately in front of a spot occupied by another helicopter, the final portion of the approach SHOULD terminate directly abeam the intended landing spot. The final transition is flown by sliding sideways to a hover over the landing spot. Cross cockpit landings SHOULD be avoided.

Helicopters landing immediately in front of a spot occupied by another helicopter, rotor clearances (MR and TR) are significantly reduced.


When should monitor control be utilized?

This control SHALL be utilized only when aircraft are operating VMC outside controlled airspace and the responsibility for separation from other traffic can be safely assumed by the pilot


When should advisory control be utilized?

This control SHALL be utilized when the traffic density in an operating area requires a higher degree of control for safety of flight than required under visual flight rules.

Advisory control is normally limited to VMC and is recommended for all operations in or adjacent to oceanic control areas or routes.


When should positive control be utilized?

  • Ceilings of 500ft or less for helo ops Visibility of 1 mile or less for helo ops
  • All unaided flight operations between 1/2 hour after sunset and 1/2 hour before sunrise except as modified by the OTC or ship's commanding officer
    • Night CQ/DLQs are excluded from positive control provided a visible horizon exists
  • During mandatory letdown in thunderstorm areas
  • In other situations where supervisory personnel can anticipate weather phenomena that might cause difficulty to pilots.


When should nonradar control be utilized?

This control SHALL be used when shipboard radar is inoperative or so degraded as to be inadequate to provide radar separation of air traffic under conditions normally requiring positive control.


How are the Starboard and Port Delta patterns defined?


045-110° from 1-3 miles, right hand racetrack at 300ft/80kts


225-315° from 3-5 miles left-handed racetrack flown at 300ft/80kts


What is the Overhead Delta pattern?

1000ft / 80kt left hand pattern around ship to prior to entering the Charlie pattern

(Primariyl used by fixed wing)


How is the Charlie Pattern Defined?

The Charlie pattern is a left-hand racetrack pattern with the upwind leg paralleling the BRC at 300ft/80 kts

(Will be entered just prior to landing, expect to be given Charlie Spot shortly after the break)


What is the Alpha Pattern and when do you use it?

It is the Hung Ordnance Pattern and is a 300ft/80kt right hand pattern around the ship with the nose pointed away from the island and other aircraft


What does it mean if they say Charlie 5?

Charlie is a signal for aircraft to land aboard the ship

A number suffix indicates time delay in min before landing may anticipated


What does it mean when you're told Charlie Spot 5?

When given Charlie followed by a spot number, you are cleared to proceed to the assigned spot and land


What does it mean when you're told to Prep Charlie?

Aircraft cleared to prep Charlie SHALL conform to normal Charlie pattern entry procedures and once established in the pattern, conform to the racetrack pattern until cleared by Prifly

(expect to also recieve "call the numbers" at which point you would reply with "numbers for the break")


What sequence will you follow when launching from the LHA?

What are some night considerations?

Request permission from Prifly for APU start, engine starts, and engage rotors via the LSE (Helo's SHALL NOT engage rotors in a turn unless authorized by the ships CO, or designated representative)

When ready for launch pass souls and fuel state to prifly, and give the LSE a thumbs up.

Pilots SHOULD NOT initiate any radio frequency changes or heading changes prior to reaching 200ft at night

Prifly/AATCC SHALL NOT require frequency or heading changes prior to 200ft unless for a safety reasons


What is CASE I on the LHA/LHD?




This departure may be used when IMC is not anticipated during departure and subsequent rendezvous (Weather is 1000ft/3 miles or better)


Weather at the ship not less than 500ft ceiling and 1-mile visibility but below CASE I mins


Whenever weather conditions at the ship are

  • Below Case II minimums
  • There is no visible horizon
  • When directed by the commanding officer or OTC


How do you execute a CASE I Departure?

Helicopters SHALL clear the control zone at or below 300ft or as directed by PriFly


How do you execute a CASE I Recovery?

  • Check in and report ship in sight with a positive switch from AATCC to PriFly by 5nm
  • Unless otherwise directed enter the Overhead Delta (1000ft/80kts) (I guess this is mostly used for fixed wing aircraft, so is unlikely we will get this)
    • ​They will most likely tell us to "Prep Charlie and call the numbers" which means to fly up the right side of the ship and let them know when youre at the numbers.
    • It is however possible for them to have us "hold" in one of the delta patterns in which they will also give us a wait time
  • Await "Prep Charlie" to enter the Charlie Pattern (300ft/80kts) at which point you will let them know when you are abeam the numbers 
  • Expect permission to break and recieve "Charlie spot #" for clearance to land shortly after
  • Once abeam your spot, turn to intercept the 45° line up line by the 90° position

During mixed ops, Helos proceed to starboard delta and SHALL NOT exceed 300ft


How do you land on the crow's feet?

Arrive over the spot at a 45° lined up on the offset line, then pedal turn placing the aircraft aligned with the lineup line, and the FLIR aligned with the Horizontal line

(the line perpendicular to the line up line is not a butt line)


How do you execute a CASE II Departure?

Helicopters SHALL depart via Case I departure and maintain flight integrity below the clouds


How do you execute a CASE II Recovery?

Same as Case I recovery but is positive control until the ship is in sight, used for marginal VFR:

  • Check in and report ship in sight with a positive switch from AATCC to PriFly by 5nm
  • Expect "Prep Charlie, call the numbers" into the Charlie Pattern (300ft/80kts) and recieve  "Charlie spot #" for clearance to land shortly after your break
  • Once abeam your spot, turn to intercept the 45° line up line by the 90° position

During mixed ops, Helos proceed to starboard delta and SHALL NOT exceed 300ft


How do you execute a CASE III Departure?

Helos SHALL launch at not less than 1 min intervals (2 min if mixed ops), climb straight ahead to 500ft, and intercept the 3 mile arc.

They SHALL arc at 3 miles to intercept assigned departure radials (separated by a min of 20 deg). Upon reaching the assigned departure radial, turn outbound and commence climb to assigned altitude.

No modifications are allowed to CASE III departure procedures


When and how do you use a single frequency departure?

During CASE II/III, a single frequency will be used for launch clearance and departure control. Pilots will switch to departure on deck and the single freq will be monitored by both tower and AATCC.


CASE III Departing aircraft shall report the following:

  • Airborne
  • Arcing
  • On departure radial
  • POPEYE with altitude
  • On top with altitude
  • KILO check-in (Mandatory)


How do you execute a CASE III Recovery?

Can you do them as a formation?

(Most likely will talk to Green Crown [if there is a shotgun involved] then Icepack, who will pass you to AATCC. Tower will also be on this freq, and they will vector you either into a straight in, or into a Marshal position)

Positive control SHALL be provided by AATCC from letdown through final approach until the flight leader/pilot reports ship in sight and requests to proceed visually

The recovery is always a straight in, single frequency approach using precision radar if available

Once the ship is in sight and you are in a position to land, you will side step to the appropriate side and proceed to your Charlie Spot

Case III formation recoveries are not authorized except when an aircraft experiencing difficulties is recovered on the wing of another aircraft


What is Easy Rider?

The precision approach landing system used for CCAs


What are the 3 non-standard helicopter landing patterns?

How do you fly them?

  1. Cross-Deck: A cross-deck approach shall be flown the same as a standard landing pattern except the approach shall continue across the flight deck to assigned landing spot
  2. Helicopter Around Stern: Starboard spots may be utilized by entering the normal Charlie pattern, calling abeam port quarters, descending to 200ft by the astern position, continuing up the starboard side to intercept an approximate 45° angle to the spot and then straight in
  3. Helicopter Modified Straight-In: PriFly may approve a straight-in approach to the spot depending on traffic in the pattern


What do you do if you have lost comms on the departure?

  • Squawk 7600
  • If VMC, stay VMC and return to the ship visually
  • If IMC and if lost comms only, continue your climb out on the assigned radial; climb/descend to the emergency marshal alt and comply with the emergency marshal instructions


What is the Expected Approach Time? (EAT)

The Emergency Expected Appraoch Time? (EEAT)

The future time at which an aircraft is cleared to depart inbound from a prearranged fix. Aircraft SHALL depart and commence approach at assigned time if no further instructions are received

The future time, assinged prior to launch, at which the aircraft is cleared to depart the inbound and penetrate from a preassigned fix in lost com conditions