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Rosie’s HAC > 80T-122 > Flashcards

80T-122 Flashcards

1
Q

Levels of Operation

A

The three levels of operation were established to differentiate between OPERATIONAL requirements. The levels are:
1. Level I - IMC day/night operations
2. Level II - VMC day/night operations
3. Level III - VMC day only operations

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2
Q

Class 1

A

Landing area with support (service and maintenance) facilities for the types of aircraft certified.

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3
Q

Class 2

A

Landing area with service facilities for the types of aircraft certified

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4
Q

Class 2A

A

Landing area with limited service facilities for the types of aircraft certified

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5
Q

Class 3

A

Landing area for the types of aircraft certified; no service facilities

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6
Q

Class 4

A

VERTREP/hover area (minimum hover height of 5 feet) for types of aircraft certified

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7
Q

Class 5

A

VERTREP/hover area (high hover with a minimum of 15 feet authorized) for types of aircraft certified

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8
Q

Class 6

A

HIFR facility capable of delivering a minimum of 50 gallons of fuel per minute, at a pressure of 20 psi, to a height of 40 feet above the water

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9
Q

Class 6R

A

HIFR facility capable of delivering only 25-49 gallons of fuel per minute, at a pressure of 20 psi, to a height of 40 feet above the water

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10
Q

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:
1. A visible horizon exists and is discernible by the aircraft commander in the shipboard landing/takeoff environment.
2. 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)

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11
Q

Permissible Lighting Equipment Degradations - Aided (NVD) Ops

A

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 Det OIC (aircraft commander for non-embarked evolutions) concur that the failed lighting systems are not critical to the scheduled mission
3. The following light subsystems remain operational and available:
A. Overhead/forward structure floodlights
B. Deck surface/hangar wash floodlights
C. Associated lighting control panels

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12
Q

Floatation device usage

A

All personnel on the flight deck SHALL wear an approved flotation device when flight deck nets are in the down position aboard DDG-51 class ships. All personnel on the flight deck SHALL wear an approved flotation device at all times between the hours of sunset and sunrise on all Air Capable Ships (7.1.1)

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13
Q

HERP

A

The following Hazards of Electromagnetic Radiation to Personnel safe separation distances must be maintained for personnel while operating aircraft in the vicinity of CG-47 and DDG-51 Class ships. Personnel in aircraft operating beyond these minimum distances are not exposed to hazardous levels of RF radiation. The following safe HERP separation distances are required:

AN/SPY-1B (High Power) - 520’
AN/SPY-1B (Low Power) - 50’
AN/SPG-62 (FCS Mk 99) - 1950’

NOTE: There is no hazard to personnel on the flight deck or on top of the helicopter when positioned on the flight deck.

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14
Q

Alert 5

A

Aircraft - spotted for immediate takeoff, blades spread. Required stores loaded. External power applied. Mission equipment warmed up.
Aircrew- strapped in. Preflight checklist complete to starting engines
Ship- at flight quarters. Fire party on station
Max time- 4 hours

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15
Q

Alert 15

A

Aircraft - spotted for takeoff, blades spread, required stores loaded
Aircrew - briefed for flight. Preflight inspection complete. Standing by on immediate call
Ship - At flight quarters. Fire part in immediate vicinity
Max time - 8 hours

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16
Q

Alert 30

A

Aircraft - Rotors may be folded. Aircraft may be on deck or in hangar. Required stores loaded.
Aircrew - briefed for flight
Ship - not at flight quarters
Max time - 18/48* hours

*Two aircraft Dets manning allows for unlimited alert 30 readiness. Daily and turnaround inspections will be required every 24-72 hours.

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17
Q

Alert 60

A

Aircraft - aircraft in hangar secured for heavy weather. Minor maintenance may be performed
Aircrew - designated and available
Ship - not at flight quarters (8.6.1)

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18
Q

Initial Tiedown

A

This configuration is required for all aircraft prior to launch, upon recovery, immediately after an aircraft is respotted, or immediately preceding movement of an aircraft

-4 tiedowns (2/main mount)

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19
Q

Permanent Tiedown

A

This configuration is required when not at flight quarters or when an aircraft is not scheduled or expected to be launched or respotted

-12 total (2/attachment point)

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20
Q

Heavy Weather Tiedown

A

This configuration is required when an increase in aircraft security is required during high winds, heavy seas, or for prolonged periods of heavy maintenance.

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21
Q

Green Deck

A

Ship restricted in maneuvering. Winds within launch/recovery envelope.
Helo may remove/install chocks & chains & may takeoff or land.

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22
Q

Amber Deck

A

Ship restricted in maneuvering. Steady course/speed.
Helo restricted, cannot takeoff or land. May engage/disengage rotors rotors or traverse.

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23
Q

Red Deck

A

Ship can maneuver freely.
Helo cannot traverse, takeoff, land, or engage/disengage rotors.
Helo may start engines.

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24
Q

Empty Net Loading

A

Do not hook an empty net to the aircraft without at least 4 wood or 6 metal pallets or an equivalent weight in the net.

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25
Q

Deviations from prescribed tiedowns (9.2.1)

A

Deviating from the prescribed initial aircraft tiedown configuration is not authorized prior to launch, as deviations may lead to an oversight of tiedown removal, which may result in an attempt to launch with tiedowns attached. This condition may result in uncontrolled flight, dynamic rollover, or loss of aircraft or aircrew.

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26
Q

What requires Op Necessity (80T-122)

A

MOUN LLC
-Manually moving helo
-Overflying ship w/ external load
-Uncertified ships
- Night Sub transfer/night HIFR/vertrep
-Liquid O2 transfer
-Loading ordnance in hangar
-Cold wx personnel transfer

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27
Q

Air capable ship definition

A

All ships other than CV/CVN or LHA/LHD from which the aircraft can takeoff, be recovered, or routinely receive and transfer logistic support

28
Q

Optimum wind for up-the-stern approaches (MH-60R)

A

Winds 10-20° off the port bow at one half the max speed allowed.

(Decreases power required because wind from the left interacting with the TR and tail pylon will windmill decreasing left pedal required to keep nose straight)

29
Q

General Safety Measures (7.1.1)

A
  1. No ops in the red/yellow regions of Wave Hazard Plots with aircraft and personnel on deck
  2. No flash photography
  3. Enter rotor arc at 3&9 (opposite side of RSD)
  4. Contact between H2O and rotors
  5. Wave off and hold are mandatory
30
Q

Delta Pattern

A

VFR holding pattern

-500’ MSL, left hand racetrack oriented on ship heading at optimum airspeed
-Downwind turn started at amidships position

31
Q

Rules for Setting Alert Conditions (8.6)

A
  1. Crews assigned alert conditions shall be called away early enough to permits a normal preflight inspection, start, warmup, and completion of takeoff checks by the time specified in the air plan/flight schedule for the condition of readiness to become effective. Aircraft shall be placed in the appropriate aircraft alert condition AFTER pilot declares aircraft ready for flight.
  2. Appropriate period of rest shall be provided to aircrew after completing normal max time in alert 5, 15, or 30.
  3. Alert times are approximations and shall not be considered mandatory.
32
Q

Mishap Investigation - Senior person (7.7)

A

If the pilot involved in the mishap is the OIC of the det or is senior to the attached OIC, assistance in investigating and reporting the mishap shall be requested from the controlling custodian (wing) of the aircraft involved.

33
Q

Positive Control (10.3.6)

A

Radar and radio contact with the aircraft and published approach/departure procedures are complied with or heading and altitude issued by controller. Altitude separation = pilot responsibility. Lateral and time separation = ATC responsibility.

Shall be used when:
1. Ceiling < 500’
2. Vis < 1 NM
3. 30 min after sunset until 30 min before sunrise

34
Q

Communications Control (10.3.8)

A

All helos shall be under positive comms control at sea unless otherwise directed. Pilots shall not shift frequencies without notifying and/or obtaining permission from controlling agency.
Pilots shall be informed of any changes such as:
1. Deteriorating wx
2. Loss of radar contact
3. Alteration of ship course/speed
4. Bearing and range of aircraft to ship (pigeons)

35
Q

ISATT (5.1)

A

Initial Ship Aviation Team Training

Dets embarking in ships without permanent aviation departments are required to complete the basic phase of ISATT before they can accept operational tasking or conduct integrated training with other units.

Typically takes ~ 5 days

Waivers require TYCOM approval

36
Q

Ship-Produced Interference - VERTREP (11.7.4)

A

More difficult to conduct VERTREP when either the transferring or receiving ship has another ship alongside that:
1. Creates turbulent air or vents hot stack gas over the pickup or drop area.
2. Blocks off wind in the pickup or drop area.
3. Physical obstruction to the desired flight pattern necessitating a downwind approach/departure.

37
Q

VERTREP nonstandard distances (11.7.3)

A

Heavy, high-density loads = 35NM
Light, low-density loads = 25NM

Anything more than those should not be considered as a standard VERTREP procedure, but rather as a capability that should be reserved for high-priority cargo that justifies the time involved.

38
Q

Lost Comms - Helo to Ship (9-31)

A
  1. Land IMM = fly close stbd quarter w/ landing & searchlight ON.
  2. Landing can wait = fly by or hover on stbd side with smacks ON and pos lights FLASHING BRIGHT.
  3. IMM HIFR = fly by and return to hover on the port beam, give HIFR hand signal
  4. Switch comms to Fleet Common (277.8) = fly by slowly on port side in low altitude tight left pattern
39
Q

Main Rotor Blades Safety Precautions (7.1.3.1)

A
  1. When blades are stopped, det personnel shall ensure that blades are properly secured during wind conditions that may result in damage caused by blade flapping.
  2. PC/LSE shall direct the helo from a position outside the rotor diameter due to flexibility of rotor blades.
  3. No personnel shall walk under the rotors until the rotors have either stopped or come to full speed, and only when direction received from PC/LSE.
  4. All personnel shall enter and exit the rotors arc at the 3 or 9 o’clock position because rotors can dip as low as 4’ above the flight deck.
40
Q

Optimum wind for single-engine landing (p. 42)

A

Relative wind as close as possible to being down the lineup line at the maximum wind speed allowed by the appropriate wind envelopes

41
Q

Optimum wind for AFCS/SAS/BOOST or any flight control failure or degradation (p. 43)

A

winds in the appropriate emergency wind envelope giving the most stable deck

42
Q

Hangaring Aircraft with Ordnance (9.8.11)

A

A helo may be hangared in an alert condition with:
1. Torpedoes
2. Marine markers
3. Sonobuoys
4. CADs
(Safety devices shall remain in place until ready for takeoff)

AIRBOC chaff (buckets) should be removed immediately upon landing

43
Q

Pax entering and exiting rotor arc (7.1.3)

A

Pax shall be escorted to and from an aircraft by a member of the flight crew or by other designated personnel.

No personnel shall approach or depart the aircraft without LSE permission (via pilot)

44
Q

ELVA - wx and approach checkpoints

A

Wx < 200 - 1/2

Initial - 400’, 70 KIAS, 4 nm astern

MAP - 50’, 40 KIAS, 100 yds

Missed approach - 30° AOB turn & climb to 400’

45
Q

Night HIFR Requirements (9.5.3.4)

A
  1. Visible, natural horizon as viewed by the pilot
  2. Ship motion should not exceed 5° pitch & 10° roll
  3. HIFR heading lights ON and LSE at helo control point with amber wands
  4. Radio contact with ship
  5. Operational necessity
46
Q

Offset Approach (12.2.2.1.2)

A

Shall be executed if no shore facility or aviation available w/ EOD personnel.

Shall be flown from right seat only during day or night VMC only.

  1. Line up on centerline
  2. At 1/4 mile: ~5° left nose
  3. Over deck: 25-40° left nose
47
Q

Unrep Wave Reinforcement (7.2)

A

-During UNREP, wave reinforcement phenomena caused by 2 ships in proximity may generate large waves in moderate sea states resulting in the possibility of aircraft or personnel being struck by a wave.

-The possibility of aircraft or personnel being struck by a wave while on deck should be considered before positioning an aircraft on the flight deck or conducting flight ops during UNREP.

48
Q

Post-Deployment “Fly-off” Policy (8.9.4)

A

Have statistically proven to be more hazardous because of the psychological factors involved and, therefore, normally should not be conducted at night or under instrument flight conditions. Fly-off distances shall not exceed 75% of max range that particular aircraft.

49
Q

Corrosion Control (3.1.3)

A

Air-capable ships should provide sheltered deck space for aircraft whenever possible. Freshwater outlets and hoses shall be available on the flight deck so that the aircraft can be washed down with fresh water.

50
Q

Overlapping ships airspace (9.6)

A

Conducting flight ops in close proximity to aviation/amphibious assault ships (10NM), OTC shall promulgate limits of each ships’ airspace

51
Q

Manually Moving aircraft requirements (12.3.1.5)

A

Emergency/operational necessity OR Fleet commander approval

Takes 22-26 people

52
Q

Curtailing Flight Ops (9.1)

A

Flight ops should be curtailed when the ship’s ability to rescue ditched aircrew becomes degraded.

53
Q

Aircraft Handling - jacks (7.3)

A

Amber deck required to raise and lower aircraft onto jacks.
Once secure with the appropriate tiedowns, the ship shall return to red deck and may maneuver with caution.

54
Q

Lost aircraft will be assumed when: (12.2.3)

A

Positive radar/IFF contact is not established and either:
1. Radio comms check or expected report is 30 min overdue.
2. Aircraft is > 30 min overdue for recovery.

55
Q

When can EMCON be violated? (9.7.2)

A

PEACETIME and
1. Overdue aircraft
2. Unplanned PIM change
3. Rapidly deteriorating weather
4. Safety-of-flight

RADALT shall not be restricted for night/IMC over water in peacetime.

56
Q

Lost Comms Assumed when: (12.2.3)

A
  1. 7600 squawk
  2. Radar target making 120° turns every 2 minutes
  3. Comms check or report is 15 min overdue
  4. Ship and helo do not make contact at briefed recovery time
57
Q

Mx with Weapons Loaded (9.8.9.1)

A

Routine servicing and minor mx with the following restrictions:
1. Weapons safed to max degree possible

  1. If warning placard in cockpit, can only do:
    A. Refueling
    B. Replacement and checkout of comms/nav equipment
    C. Engine turn up for checkout
    D. Flight control and hyd system checks
    E. Replacement and checkout of engine performance and flight instruments
  2. Mx requiring application of electrical power to arm or to weapon release and control circuitry shall not be performed while weapons are being loaded
58
Q

Close radar control

A

-aircraft receives orders affecting its movements
-controller responsible for a/c safety (ultimate responsibility of safety lies with pilot)
-pilot must be notified if not in radar contact for 1 min or 5 sweeps

59
Q

When will ship turn to BRC during emergency?

A

3NM (day)

4NM (night/IMC)

60
Q

Nonstandard loads (11.9.6)

A

Any large, bulky, or oddly shaped load that can’t be carried in pallets or nets

61
Q

Control Area vs. Control Zone (10.3.1.1)

A

Area = circular airspace around an ACS with a 25nm radius that extends from surface to unlimited and is under the cognizance of HDC/AOCC for TACC

Zone = circular airspace around the ship with a 5nm radius that extends from surface to 2500’ MSL
-NOT effective in any area that extends into controlled airspace of aviation ships, amphibs, or airfields, or within special-use airspace

62
Q

Advisory Control (10.3.5)

A

-consists of monitoring of radar and radios to advise pilot of traffic and operational or hazardous areas.
-shall be used where traffic density requires a higher degree of control than normal for VMC
-recommended for all ops where positive control isnt required

63
Q

Alpha Pattern (12.2.2.1.1)

A

Hung Ordnance Holding Pattern
-300’AGL/80KIAS/clockwise
-shall be flown so that errant missile won’t hit ship

64
Q

Aircraft Movement Safety Rules (9.4.2)

A
  1. Aircraft movement shall be stopped if comms are lost between LSO and FDD
  2. Attempts should be made to minimize deck roll. Walk-chain method is available.
  3. Ship speed should not be less than 6kts to prevent fin stabilizers from being ineffective
  4. If ship must maneuver, announcement shall be made over MC and move suspended
  5. Movement shall be slow enough to permit a safe stop to be made within clear space available and no faster than chain personnel can walk.
  6. No tows w/ rotors engaged.
65
Q
A

Rosie’s HAC (12 decks)

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