MH-60R - 80T-105

Question 0

What are the different case recoveries?

Answer 0

Case 1, case 2, and case 3

Question 1

What are the applicable portions of the keyhole?

Answer 1

No helicopter operations allowed within shaded areas without air officer approval. Shaded areas include 1 NM around the carrier. From 150 to 190 relative out to 3 NM. From 340 to 020 out to 5 NM. From 020 to 150 no higher than 400’ out to 5 NM. From 150 to 340 no higher than 300’ out to 5 NM. From 340 to 020 no higher than 200’ from 5 to 10 NM. From 020 to 340 no higher than 400’ from 5 to 10 NM.

Question 2

What is Case 1 defined as?

Answer 2

This approach may be utilized when it can be anticipated that flights will not encounter instrument conditions at any time during the descent, break, and final approach. A ceiling of 3,000 feet and 5 miles visibility within the carrier control zone is required. The flight leader retains full responsibility for proper navigation and separation from other aircraft.

Question 3

What is case 2 defined as?

Answer 3

This approach shall be utilized when weather conditions are such that the flight may encounter instrument conditions during the descent, but visual conditions of at least 1,000 feet ceiling and 5 miles visibility exist at the ship.

Question 4

What is Case 3 defined as?

Answer 4

This approach shall be utilized whenever existing weather at the ship is below Case II minimums and during all flight operations conducted between one‐half hour after sunset and one‐half hour before sunrise except as modified by the OTC or carrier commanding officer. Night/IMC Case III recoveries shall be made with single aircraft. Section approaches will be approved only when an emergency situation exists.

Question 5

How are case 1 and 2 departures flown?

Answer 5

Helicopters shall clear the control zone as directed by the tower. When departing for operations within the control zone (for example, SAR), they shall remain under control of the tower or other designated controlling agency.

Question 6

How are Case 3 departures flown?

Answer 6

Whenever possible, helicopters shall be maintained as a flight beneath the clouds. If unable to remain beneath the clouds, they shall proceed individually to pre-briefed departure fixes. After takeoff, they shall climb straight ahead to between 200 to 300 feet (unaided), 150 to 300 feet (NVD aided), or as assigned by CATCC, and arc within 3 nm to intercept the assigned departure radial. Helicopters being launched from the angled deck will not cross the bow when fixed-wing aircraft are being launched. SAR helicopters will arc to the SAR pattern if able to remain beneath the clouds. If the SAR helicopter is unable to remain beneath the clouds, the procedure presented above shall be carried out under positive control of CATCC and position will be taken in helicopter marshal (Figure 8-2). The climb to departure altitude will be commenced on the departure radial outside 12 nm.

Question 7

What are the degrees of control?

Answer 7

Positive, advisory, monitor, and nonradar control

Question 8

When shall positive control be utilized?

Answer 8

1. Ceiling of less than 500’ for helicopters
2. Visibility of less than 1 NM for helicopters
3. All flight operations between one‐half hour after sunset and one‐half hour before sunrise except as modified by the OTC or carrier commanding officer.
4. During mandatory letdown in thunderstorm areas.
5. In other situations where supervisory personnel can anticipate weather phenomena that might cause difficulty to pilots.

Question 9

What is advisory control?

Answer 9

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. Traffic separation is the responsibility of the individual pilot with assistance provided by the controlling agency.

Question 10

What is monitor control?

Answer 10

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.

Question 11

What is nonradar control?

Answer 11

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. The decision to attempt control of aircraft at night or in instrument flight conditions must be made with careful consideration of such factors as the following:

1. Actual meteorological conditions.
2. Degree of radar degradation.
3. Expected duration of radar degradation.
4. Fuel states and tanker fuel available for delays.
5. Divert field considerations.
6. Operational requirement.
7. Departure/recovery in progress at the time a nonradar environment develops.
8. Availability of other surface or airborne platforms to provide radar traffic separation and approach information.

Question 12

Procedure for transmitter failure with or without receiver failure (navigation aids serviceable) in VMC

Answer 12

1. Join up if possible.
2. Maintain VMC.
   a. Enter VMC landing pattern.
   b. Use standard visual signals when in range of ship.
   c. Watch for light signals from ship.
3. Squawk Mode III 7600, “IDENT,” and Mode I in accordance with Figure 4-2.
4. In receiving, follow instructions.
5. Broadcast intentions periodically, whether or
   not transmitter is known to be serviceable.
6. Tune in parent CV data‐link frequency.

Question 13

Procedure for transmitter failure with or without receiver failure (navigation aids serviceable) in IMC

Answer 13

1. Transition to VMC if possible and continue VMC.
2. Proceed to emergency marshal.
3. Squawk Mode III 7600, “IDENT,” and Mode 1 in accordance with Figure 4-2.
4. Watch for joinup.
5. Hold at emergency marshal until EEAT.
6. Commence approach at EEAT. Squawk in accordance with Figure 4-2.
7. If receiving, follow instructions.
8. Broadcast intentions periodically whether or
   not transmitter is known to be serviceable.
9. Tune in parent CV data‐link frequency.

Question 14

Procedure for Navigation aids and transmitter failures, with or without receiver failure in VMC

Answer 14

1. Perform same procedures as for communications failure, or
2. When position is unknown:
   a. Navigate by DR to best position.
   b. Squawk in accordance with Figure 4-2 or EMERGENCY as required.
   c. Fly appropriate triangles.
   d. Watch for join up.
3. Tune in parent CV data link frequency.
4. If all above fails, bingo to nearest suitable field at appropriate fuel state.

Question 15

Procedure for Navigation aids and transmitter failures, with or without receiver failure in IMC

Answer 15

1. Transition to VMC if possible and maintain VMC.
2. Navigate by DR to best position.
3. Squawk in accordance with Figure 4-2 or EMERGENCY as required.
4. Fly appropriate triangles.
5. Watch for joinup.
6. If receiving, follow instructions.
7. Broadcast intentions periodically whether or
   not transmitter is known to be serviceable.
8. Tune in parent CV data‐link frequency.

Question 16

Can a helicopter be taxied on the flight deck?

Answer 16

Helicopters should not be taxied on the flight deck.

Question 17

Can helicopters be taxied or towed with rotors engaged?

Answer 17

Helicopters shall not be towed or pushed with rotors engaged.

Question 18

Can a helicopter be launched/recovered while the CVN is turning?

Answer 18

With ship roll (heel) greater than 4 degrees, launch/recovery of helicopters while the ship is in a turn should be attempted only when authorized by the carrier commanding officer or his designated representative. Anticipated wind parameters and ship’s heel must be communicated to the helicopter aircraft commander prior to execution.

Question 19

Can rotors be engaged while the CVN is in a turn?

Answer 19

With ship roll (heel) greater than 4 degrees, helicopter rotors should not be engaged/disengaged while the ship is in a turn. Engagement/disengagement attempts while in a turn with ship roll (heel) greater than 4 degrees must be approved by the carrier commanding officer or his designated representative. Anticipated wind parameters and ship’s heel must be communicated to the helicopter aircraft commander prior to execution.

Question 20

Can you fly over another aircraft?

Answer 20

Departing or approaching helicopters shall never be flown over another aircraft.

Question 21

What’s the overall concern about landing at spots at night?

Answer 21

Only spots that afford visual reference to the deck shall be used for night helicopter launches.

Question 22

What is a safety concern with forward firing ordnance?

Answer 22

The area in front of helicopters with forward firing ordnance shall be clear of personnel and equipment. Helicopters with hung/misfired ordnance shall not launch/recover on Spot 7.

Question 23

Safety concerns for spot 7?

Answer 23

The area in front of helicopters with forward firing ordnance shall be clear of personnel and equipment. Helicopters with hung/misfired ordnance shall not launch/recover on Spot 7.

Personnel shall not be permitted to enter rotor arc area of an engaged helicopter on Spot 7 when fixed wing aircraft are in tension on Catapults 3 or 4.

Safety boundaries around Spots 7 and 8 shall be clear of unnecessary personnel and equipment when helicopter operations are being conducted.

For all helicopter operations on Spots 7 and 8, the Aircraft Handling Officer or his representative shall ensure that the aircraft elevator has been secured in accordance with EOSS short term secure procedures, stanchions lowered and locks properly engaged.

Question 24

Safety concerns for spot 8?

Answer 24

Helicopter operations on Spot 8 shall not be conducted when fixed wing aircraft are in tension on Catapults 3 or 4. Hot refueling operations shall not be conducted on Spot 8. Helicopter operations shall not be conducted on Spot 8 when fixed wing aircraft recoveries are taking place. The LSO platform shall be lowered and clear of personnel for helicopter takeoffs and landings on Spot 8. Safety boundaries around Spots 7 and 8 shall be clear of unnecessary personnel and equipment when helicopter operations are being conducted. For all helicopter operations on Spots 7 and 8, the Aircraft Handling Officer or his representative shall ensure that the aircraft elevator has been secured in accordance with EOSS short term secure procedures, stanchions lowered and locks properly engaged.

Question 25

Safety concerns for spot 2?

Answer 25

Spot 2 starboard approaches and departures are prohibited. Left seat slide-in visual recoveries to Spot 2 are not recommended.

Question 26

Safety concerns for spot 3?

Answer 26

Left seat slide-in visual recoveries to Spot 3 are prohibited.

Question 27

Can you slide cross cockpit into spots with aircraft on either side?

Answer 27

Left seat helicopter recoveries to spots 4, 5, and 6 while there is a turning helicopter on the next forward spot represents an increased risk to the LSE. The LSE should be positioned inboard of the catapult four safe parking line in the same general location as right seat recoveries. Cross cockpit recoveries forward of an occupied spot are not recommended.

Question 28

Where are concurrent operations authorized?

Answer 28

Concurrent operations involving fixed wing aircraft and H-60B/F/H/S/R helicopters are authorized for Precision H-60 Spots 2 and 7. Concurrent operations include H-60 ground turns, takeoffs and/or landings during fixed wing flight operations. Helicopter takeoffs and landings shall be sequenced between fixed wing takeoffs and landings with clearance from the Air Officer and the wind within the limits listed in Appendix C.

Question 29

What is required if there is an H-46, H-47, H-53, or V-22 on the flight deck?

Answer 29

If any Spot 1 through 6 is occupied by an H-46, H-47, H-53, or V-22, the spots immediately forward and aft shall remain vacant.

Question 30

What should be the standard departing method at night?

Answer 30

Night Vision Device (NVD) takeoffs

Question 31

If conducting an unaided departure what should the PIC do?

Answer 31

Unaided departures should be reported to the air officer/HCO if lighting adjustments are required.

Question 32

Visual approaches on NVDs

Answer 32

Crews aided with NVDs may make a visual approach to a spot rather than a Carrier Controlled Approach (CCA) provided such an approach is coordinated with the air officer/PriFly, are not IMC, and have sufficient illumination/visibility.

Question 33

NVD centerline approach

Answer 33

During VMC and using NVDs, the HAC may accept a visual approach to the fantail and proceed along the centerline for landing on the designated spot. After the last fixed wing aircraft on final is identified by the air officer/CATCC, the helicopter will take interval and land visually.

Question 34

NVD slide-in visual approach

Answer 34

At the HAC’s discretion, the helicopter may slide in to a landing on the designated spot. Visual contact with the ship and NVD usage is required.

Question 35

Night EMCON procedures

Answer 35

Helicopters approaching the carrier for landing shall enter starboard holding. The pattern will have to be flown visually by making estimates on the 45 degree and the 110 degree relative bearings. Upon entering the pattern, the helicopter will switch navigation lights to FLASHING/BRIGHT. After the last fixed-wing aircraft has turned final or when given a green light or Charlie signal the helicopter leader shall accelerate to 90 knots and at the right-hand abeam position turn to intercept the optical glideslope at 1 nm and 400 feet. At the 45 degree position, the lead helicopter will receive a green light from the tower if cleared for the approach. When cleared, the pilot will then switch navigation lights to STEADY/DIM. If there is more than one helicopter airborne, they will all perform the same procedures as they pass through each checkpoint. If, when passing through the 45 degree position, a red light is received (Delta), then that helicopter and all following will wave off to the right, reentering starboard holding.

Question 36

Retro report definition

Answer 36

A report given to COD aircraft by marshal providing offload information on passengers, mail, cargo, or any other pertinent information.

Question 37

Hung dome procedures

Answer 37

1. The air officer shall clear all personnel away from the spot on which the dome is to be recovered (Spot 9 recommended) with the exception of the minimum number of maintenance personnel required (approximately four). 2. Consideration should be given to securing a mattress or padding to the deck either on or adjacent to the landing spot (Payed Out Cable Length (POCL) dependent) with tie down straps to provide a cushion onto which the dome can be lowered to minimize damage. 3. The aircraft will hover at an appropriate altitude to facilitate recovery. Maximum safe altitude will depend on POCL and environmental considerations. Consideration should be given to placing the LSE in Vultures Row to provide signals for placing the dome on the deck. 4. 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 maintenance personnel to disconnect the dome, they shall ensure the dome is grounded to prevent electrical shock and will then disconnect the transducer assembly (dome) from the cable. After the dome is detached, the aircraft will begin a descent and cable shall be walked with two 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 transducer assembly and/or during the descent, the crew shall execute the appropriate Emergency Procedure to facilitate safe recovery. 5. After landing and placement of chocks and chains, the cable should be placed in the aircraft cabin prior to aircraft shutdown.

Question 38

What does the ATO do?

Answer 38

1. Conduct passenger preflight briefing to include the following: a. Flight deck precautions. b. Primary and alternate routes from loading office to aircraft. c. Personal survival equipment and its use. d. Aircraft ditching and emergency egress stations. 2. Ensure personnel transiting the flight deck do not offer any FOD hazard and they are escorted with the highest regard for personal safety. 3. Be familiar with load capacities/restrictions, survival equipment carried, and emergency escape procedures for all aircraft types expected on board for logistic purposes. Inspect all cargo prior to loading and ensure hazardous material is certified by qualified personnel in accordance with NAVSUP 505 for shipping. 4. Ensure passengers are provided with proper cranial helmet, with goggles attached, and flotation equipment. 5. Provide a detailed mission requirement card to helicopters performing logistic missions. The card shall contain the following minimum information: a. Order of ships to be visited. b. Ship name(s), hull number(s), call sign(s), NAVAID(s). c. Expected bearing and distance to each ship (from carrier). d. Pertinent radio frequencies for ships visited. e. Anticipated number of passengers to be delivered/picked up from each ship. f. Weight and description of cargo being delivered/picked up from each ship. g. Landing deck availability at each ship to be visited. h. HIFR capability at each ship to be visited. 6. Be familiar with the current pub regarding passenger priority. 7. Ensure proper personnel, equipment, and material are positioned to facilitate rapid offload/ onload of COD/VOD aircraft to minimize on‐deck time and lessen impact on normal flight deck operations. 8. Ensure all personnel under ATO supervision (i.e.,working parties) complete Flight Deck Familiarization PQS.