Amphibious Assault Ship
An LHA/LHD
Aviation Ship
A CV/CVN
Air Capable Ship
All ships other than CV/CVNs or LHA/LHDs from which aircraft can launch, be recovered or routinely receive and transfer logistical support
Emergency Final Bearing
Magnetic heading provided by AATCC to all flightcrews prior to launch to be used when executing emergency procedures for communications failure in IMC. The emergency marshal pattern SHALL be relative to the EFB and is the final bearing for the lost commun
Father
Tacan
HERO Conditions
Safe, Susceptible, Unsafe
Mixed Operations
Tiltrotor involvement with either type aircraft in the appropriate mode does not constitute mixed operations
Parrot/India
IFF transponder. Mode 2/4
Types of Control Definitions
CVN
Weather Criteria
Case I: Wx no less than 1000/3 (3000/5 FW)
Case II: Wx no less than 500/1 (1000/5 FW)
Case III: Wx less than 500/1 (1000/5 FW)
Ordnance and FCF
W: Ordnance SHALL not be loaded on aircraft scheduled for FCF
Control Zone Limits
1. The control zone will not be effective in any portion of the area that extends into, under, or abuts control airspace airfields. The upper limit of the control zone must not penetrate the Floor of Controlled Airspace (FCA), floor of a Terminal Control
Aircraft Training Sectors
Diagram 4-2 on pg 4-9
Magnetic radials
4 1
3 2
Aircraft Separation Criteria
The following separation standards shall be utilized for aircraft under positive control. These restrictions do not apply to tactical maneuvers such as air intercept rendezvous and close ASW action
Lateral Separation
-Radars > 7RPM:
>50 mi = 5 mi sep
<50 but >10 mi = 3 mi sep
On approach or established DW and <10 mi = 2 mi sep
On final <5 mi = 1.5 mi sep
-Nonradar control: min 2 minute sep (5 mi with DME)
-All other radars: 5 mi min sep
Emergency Control Categories
1. Comms failure
2. NAVAIDs failure
3. Aircraft systems failure
4. Crewmember injury or illness
5. Ship system casualty
Transient Aircraft
-Control agency SHALL advise the aircraft of BRC and/or all course changes
-Transient aircraft SHALL contact AATCC at least 25 mi out or when "feet wet
Condition I/Alert 5
-Helo SHALL be spotted for immediate launch, rotor blades spread, starting equipment plugged in
-LSE, starting crewman and ordnance personnel ready for launch in all respects
-Aircrew in the helo
-When order to launch is received...
-Aircraft should be ai
Condition II/Alert 15
-The same conditions apply as for Condition I, except that flightcrews are not required to be in the helicopter, and rotor blades may be folded or tied down
-Aircrew SHALL be on immediate call
-If blades folded, blades SHALL be run through full unfold/fol
Condition III/Alert 30
Main rotor blades may be folded and the helicopter need not be in position for immediate launch; however, it must be parked so as to allow direct access to a suitable launch spot. A towbar shall be attached to the helicopter
-A specific LSE, tractor drive
Condition IV/Alert 60
-The condition of the helicopter is similar to Condition III, except that minor maintenance may be performed if no restoration delay is involved.
-Aircrew SHALL be designated and available
-Aircraft should be airborne within 60 minutes of order to launch
Flight Deck Spots
LHA: 10
LHD: 9
Forward area: 1-5
After area: 6-9
Controlled separately by PriFly
Safety Precaution: Engage/Disengage
Personnel SHALL not approach or depart a helicopter while rotors are being engaged or disengaged
Safety Precaution: Taxing
Helicopters SHOULD not routinely be deck taxied on the flight deck
Safety Precaution: Tow/Push
Helicopters SHALL not be towed or pushed while rotors are engaged
Safety Precaution: Flying over other aircraft
A helicopter SHALL not be flown over another aircraft on launch or recovery
Safety Precaution: Night Helo Launches
Only spots that afford visual reference to the deck SHALL be used for night helicopter launches
Safety Precaution: Spot Limits
Ensure adherence to launch and recovery spot limitations as defined in Appendix E
Safety Precautions: Personnel required to be in area of operating helos
Personnel required to be in the area of operating helicopters shall exercise extreme caution and observe the signals/directions of the LSE or combat cargo representative as appropriate
Safety Precaution: Single engine hovering
Dual-engine helicopters SHALL not be intentionally hovered single engine over a deck spot. If topping checks cannot be performed in contact with the deck, they must be performed in flight at an appropriate altitude
Safety Precaution: TOW
Any helicopter parked Tail-Over-Water (TOW) should have cargo ramp (if so equipped) in full-up position
Safety Precaution: APU
The APU/APP shall be continuously monitored by a qualified person whenever it is in operation
Safety Precaution: V22
V22 only
Helos Landing Behind Engaged TR Aircraft
W: Helicopters landing behind engaged tail rotor aircraft SHALL not conduct cross-cockpit takeoffs or landings for LSE safety
Safety Precautions: OVERLAND TOT (11 terms)
Over another aircraft, SHALL NOT be flown
V-22 ops should not be conducted aft of
unsecured spots
Engaged or disengaged rotors, personnel SHALL
NOT approach or depart
Ramp SHOULD be in full-up position, helicopter
parked tail-over-water
Limitations launch
Case I Departure
- IMC not anticipated during departure and subsequent rendezvous
-SHALL clear control zone at or below 300' or as directed by PriFly
-Rendezvous at briefed points
Case II Departure
-Wx not less than 500/1
-SHALL depart via Case I departure below the clouds
-If unable VMC: Case III procedures
Case III Departure
-Wx at or below Case II mins or no visible horizon
-SHALL launch at not less than 1 min intervals, climb straight ahead to 500', intercept 3 mile arc, arc to assigned dept radial (separated by 20 deg)
Case I Approach
-Anticipated IMC will not be encountered, at least 1000/3
-Report ship in sight, switch to PriFly at 5 nm; unless otherwise instructed, SHALL proceed to overhead delta, maintain orderly flow into charlie pattern
-Mixed ops: Helos SHALL enter starboard del
Overhead Delta
-VFR lefthand racetrack patter in vicinity of ship oriented on BRC and close aboard starboard side at optimum AS (can have additional delta patterns as assigned)
-1000 entry
Starboard Delta
-045-110 relative bearing between 1 and 3 miles
-Right hand pattern, 300', 80 kts
Port Delta
-225-315 relative bearing between 3 and 5 miles
-Left hand pattern, 300', 80 kts
Report Initial
Refers to Fixed Wing procedure, "3.0 DME astern initial" on page 6-26
Helo Charlie Pattern
-Left hand pattern port side of ship
-Upwind leg parallels BRC
-Entry: (pic) Descend to 300' no further than 1/4 mi abeam, upwind of ship break left at 300', 80 kts
Prep Charlie
Conform to normal Charlie pattern entry and once established, conform to racetrack pattern depicted until cleared by PriFly
Case I Recovery: Night
Charlie pattern and Left hand pattern on port side
Case II Recoveries
-Positive control shall be utilized until the flight leader/pilot reports the ship in sight
-Case II recoveries SHALL not be conducted concurrently with Case III departures. Case III approaches SHALL be used during marginal VMC
Case III
-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
-Form flights by dissimilar aircraft shall not be attempted except in extreme circumstanc
Standard Helo Landing Patterns
-Charlie pattern: Standard Case I daytime
-Approach for port spots starts no later than abeam the intended point of landing with a turn to intercept the 45 deg line at 90 deg position
-Landing a helo on a spot immediately in front of another helo SHOULD b
Nonstandard Patterns
Cross-deck, Helicopter Around Stern, Helicopter Modified Straight-In
Nonstandard Patterns: Crossdeck
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
Nonstandard Patterns: Helo Around Stern
Starboard spots may be utilized by entering the normal Charlie pattern, calling abeam port quarters, descending to 200 feet by the astern position, continuing up the starboard side to intercept an approximate 45� angle to the spot and then straight in
Nonstandard Patterns: Helicopter Modified Straight-In
PriFly may approve a straight-in approach to the spot depending on traffic in the pattern
Marshal Pattern: General
-SHALL be separated by 500 feet
-EATs SHALL be issued in 2 minute intervals
-All radials are relative to the BRC
-All patterns are standard rate turns with 2 mile legs
-Marshal airspeed shall be based on holding airspeeds in applicable aircraft NATOPS man
Marshal Pattern: LH 4
090� radial at 7 miles, altitude as assigned. Base altitude no lower than 1000 feet, right-hand turns
Marshal Pattern: LH 5
-TACAN overhead marshal. An overhead holding pattern on the 030� relative bearing, altitude as assigned (not less than 1,500 feet), 1 minute/2 nm racetrack pattern, left-hand turns
-Base altitude is 2,500 feet during mixed aircraft operations.
Departing Marshal
-SHALL adjust patterns to depart marshal at assigned EAT
-Descent at 90 kts, no more than 500'/min
Helicopter Emergency Marshal
Per Wind Envelopes, standard right-hand 2nm racetrack with the outbound turn commencing over the assigned DME fix. At EEAT, commence descent to 500' and proceed inbound to 5 DME arc. FAF 3 DME on final bearing.
Radar Approaches
CCA patter alt 1000'
Signal Delta
During Case II/III marshal and letdown
Approach Mins
LH 4 and 5: 200 1/2 (PAR) 400 3/4 (ASR/TACAN)
EMCON/Lost comms signals from helo
-I require immediate landing
-I desire to land but can wait for next recovery/scheduled time
-I am proceeding to divert
(Same as 80T-122)
Night Emergency Requiring Immediate Landing
Flying close aboard port side without lights
Emcon/Lost comms signals from ship
-Bingo: Flashing red
-Cleared to charlie pattern: Flashing green
-Cleared to land: Steady green
-Delta pattern (delay): Steady red
Smokelight Approach
-Last resort when available equipment will not allow normal procedures to be utilized or when the ship cannot be visually acquired utilizing normal procedures and ditching is considered imminent
-Ship CO/Det OIC/PIC all agree to attempt procedure
-Positio
Emergency Approach Procedure
-Emergency condition or fuel state
-5oo' intercept EFB at 5 DME and proceed inbound
Clean or Unexpended Free Fall Ordnance
Standard recovery per wx case
Hung Free Fall Ordnance
Standard recovery per wx case; avoid overflying all surface vessels
Hung/Unexpended/Captive Fwd Firing
Standard Alpha pattern
Alpha Pattern
300', 80kts, clockwise pattern
Helo EMCON Recovery Procedure
-Ceiling 500' above Delta pattern, 3nm vis
-In delta pattern by recovery time
-Monitor PriFly within sight of ship; AC lights ON, POS lights BRIGHT within 10nm
-Once established in delta, position lights FLASHING
-Receive flashing green aldis at the abeam
Arming of Weapons
Arming of helos SHALL be conducted after pilot has signified ready to take off and chocks/chains are removed
SAR Equipment Requirements
1. Operable hoist with rescue device
2. Operable searchlight (night)
3. Sufficient life rafts for pax rescue
N: Helicopters performing night over-water hover operations shall be equipped with operable stabilization and automatic hover equipment, or have s
VERTREP Winds
330-030 and steady 15-30 kts is optimum
VERTREP Clearance
Fore and aft lineup lines of landing spots represent optimum obstruction clearance and SHALL be used in same manner as T Line = hover with main rotor on or outboard of these lines
VERTREP Areas
......_______
C I,,,fore
....I
B I
....I
A I,,,aft
....[_______
(night A or C only)
Amphibious Assault Ship
An LHA/LHD
Aviation Ship
A CV/CVN
Air Capable Ship
All ships other than CV/CVNs or LHA/LHDs from which aircraft can launch, be recovered or routinely receive and transfer logistical support
Emergency Final Bearing
Magnetic heading provided by AATCC to all flightcrews prior to launch to be used when executing emergency procedures for communications failure in IMC. The emergency marshal pattern SHALL be relative to the EFB and is the final bearing for the lost commun
Father
Tacan
HERO Conditions
Safe, Susceptible, Unsafe
Mixed Operations
Tiltrotor involvement with either type aircraft in the appropriate mode does not constitute mixed operations
Parrot/India
IFF transponder. Mode 2/4
Types of Control Definitions
CVN
Weather Criteria
Case I: Wx no less than 1000/3 (3000/5 FW)
Case II: Wx no less than 500/1 (1000/5 FW)
Case III: Wx less than 500/1 (1000/5 FW)
Ordnance and FCF
W: Ordnance SHALL not be loaded on aircraft scheduled for FCF
Control Zone Limits
1. The control zone will not be effective in any portion of the area that extends into, under, or abuts control airspace airfields. The upper limit of the control zone must not penetrate the Floor of Controlled Airspace (FCA), floor of a Terminal Control
Aircraft Training Sectors
Diagram 4-2 on pg 4-9
Magnetic radials
4 1
3 2
Aircraft Separation Criteria
The following separation standards shall be utilized for aircraft under positive control. These restrictions do not apply to tactical maneuvers such as air intercept rendezvous and close ASW action
Lateral Separation
-Radars > 7RPM:
>50 mi = 5 mi sep
<50 but >10 mi = 3 mi sep
On approach or established DW and <10 mi = 2 mi sep
On final <5 mi = 1.5 mi sep
-Nonradar control: min 2 minute sep (5 mi with DME)
-All other radars: 5 mi min sep
Emergency Control Categories
1. Comms failure
2. NAVAIDs failure
3. Aircraft systems failure
4. Crewmember injury or illness
5. Ship system casualty
Transient Aircraft
-Control agency SHALL advise the aircraft of BRC and/or all course changes
-Transient aircraft SHALL contact AATCC at least 25 mi out or when "feet wet
Condition I/Alert 5
-Helo SHALL be spotted for immediate launch, rotor blades spread, starting equipment plugged in
-LSE, starting crewman and ordnance personnel ready for launch in all respects
-Aircrew in the helo
-When order to launch is received...
-Aircraft should be ai
Condition II/Alert 15
-The same conditions apply as for Condition I, except that flightcrews are not required to be in the helicopter, and rotor blades may be folded or tied down
-Aircrew SHALL be on immediate call
-If blades folded, blades SHALL be run through full unfold/fol
Condition III/Alert 30
Main rotor blades may be folded and the helicopter need not be in position for immediate launch; however, it must be parked so as to allow direct access to a suitable launch spot. A towbar shall be attached to the helicopter
-A specific LSE, tractor drive
Condition IV/Alert 60
-The condition of the helicopter is similar to Condition III, except that minor maintenance may be performed if no restoration delay is involved.
-Aircrew SHALL be designated and available
-Aircraft should be airborne within 60 minutes of order to launch
Flight Deck Spots
LHA: 10
LHD: 9
Forward area: 1-5
After area: 6-9
Controlled separately by PriFly
Safety Precaution: Engage/Disengage
Personnel SHALL not approach or depart a helicopter while rotors are being engaged or disengaged
Safety Precaution: Taxing
Helicopters SHOULD not routinely be deck taxied on the flight deck
Safety Precaution: Tow/Push
Helicopters SHALL not be towed or pushed while rotors are engaged
Safety Precaution: Flying over other aircraft
A helicopter SHALL not be flown over another aircraft on launch or recovery
Safety Precaution: Night Helo Launches
Only spots that afford visual reference to the deck SHALL be used for night helicopter launches
Safety Precaution: Spot Limits
Ensure adherence to launch and recovery spot limitations as defined in Appendix E
Safety Precautions: Personnel required to be in area of operating helos
Personnel required to be in the area of operating helicopters shall exercise extreme caution and observe the signals/directions of the LSE or combat cargo representative as appropriate
Safety Precaution: Single engine hovering
Dual-engine helicopters SHALL not be intentionally hovered single engine over a deck spot. If topping checks cannot be performed in contact with the deck, they must be performed in flight at an appropriate altitude
Safety Precaution: TOW
Any helicopter parked Tail-Over-Water (TOW) should have cargo ramp (if so equipped) in full-up position
Safety Precaution: APU
The APU/APP shall be continuously monitored by a qualified person whenever it is in operation
Safety Precaution: V22
V22 only
Helos Landing Behind Engaged TR Aircraft
W: Helicopters landing behind engaged tail rotor aircraft SHALL not conduct cross-cockpit takeoffs or landings for LSE safety
Safety Precautions: OVERLAND TOT (11 terms)
Over another aircraft, SHALL NOT be flown
V-22 ops should not be conducted aft of
unsecured spots
Engaged or disengaged rotors, personnel SHALL
NOT approach or depart
Ramp SHOULD be in full-up position, helicopter
parked tail-over-water
Limitations launch
Case I Departure
- IMC not anticipated during departure and subsequent rendezvous
-SHALL clear control zone at or below 300' or as directed by PriFly
-Rendezvous at briefed points
Case II Departure
-Wx not less than 500/1
-SHALL depart via Case I departure below the clouds
-If unable VMC: Case III procedures
Case III Departure
-Wx at or below Case II mins or no visible horizon
-SHALL launch at not less than 1 min intervals, climb straight ahead to 500', intercept 3 mile arc, arc to assigned dept radial (separated by 20 deg)
Case I Approach
-Anticipated IMC will not be encountered, at least 1000/3
-Report ship in sight, switch to PriFly at 5 nm; unless otherwise instructed, SHALL proceed to overhead delta, maintain orderly flow into charlie pattern
-Mixed ops: Helos SHALL enter starboard del
Overhead Delta
-VFR lefthand racetrack patter in vicinity of ship oriented on BRC and close aboard starboard side at optimum AS (can have additional delta patterns as assigned)
-1000 entry
Starboard Delta
-045-110 relative bearing between 1 and 3 miles
-Right hand pattern, 300', 80 kts
Port Delta
-225-315 relative bearing between 3 and 5 miles
-Left hand pattern, 300', 80 kts
Report Initial
Refers to Fixed Wing procedure, "3.0 DME astern initial" on page 6-26
Helo Charlie Pattern
-Left hand pattern port side of ship
-Upwind leg parallels BRC
-Entry: (pic) Descend to 300' no further than 1/4 mi abeam, upwind of ship break left at 300', 80 kts
Prep Charlie
Conform to normal Charlie pattern entry and once established, conform to racetrack pattern depicted until cleared by PriFly
Case I Recovery: Night
Charlie pattern and Left hand pattern on port side
Case II Recoveries
-Positive control shall be utilized until the flight leader/pilot reports the ship in sight
-Case II recoveries SHALL not be conducted concurrently with Case III departures. Case III approaches SHALL be used during marginal VMC
Case III
-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
-Form flights by dissimilar aircraft shall not be attempted except in extreme circumstanc
Standard Helo Landing Patterns
-Charlie pattern: Standard Case I daytime
-Approach for port spots starts no later than abeam the intended point of landing with a turn to intercept the 45 deg line at 90 deg position
-Landing a helo on a spot immediately in front of another helo SHOULD b
Nonstandard Patterns
Cross-deck, Helicopter Around Stern, Helicopter Modified Straight-In
Nonstandard Patterns: Crossdeck
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
Nonstandard Patterns: Helo Around Stern
Starboard spots may be utilized by entering the normal Charlie pattern, calling abeam port quarters, descending to 200 feet by the astern position, continuing up the starboard side to intercept an approximate 45� angle to the spot and then straight in
Nonstandard Patterns: Helicopter Modified Straight-In
PriFly may approve a straight-in approach to the spot depending on traffic in the pattern
Marshal Pattern: General
-SHALL be separated by 500 feet
-EATs SHALL be issued in 2 minute intervals
-All radials are relative to the BRC
-All patterns are standard rate turns with 2 mile legs
-Marshal airspeed shall be based on holding airspeeds in applicable aircraft NATOPS man
Marshal Pattern: LH 4
090� radial at 7 miles, altitude as assigned. Base altitude no lower than 1000 feet, right-hand turns
Marshal Pattern: LH 5
-TACAN overhead marshal. An overhead holding pattern on the 030� relative bearing, altitude as assigned (not less than 1,500 feet), 1 minute/2 nm racetrack pattern, left-hand turns
-Base altitude is 2,500 feet during mixed aircraft operations.
Departing Marshal
-SHALL adjust patterns to depart marshal at assigned EAT
-Descent at 90 kts, no more than 500'/min
Helicopter Emergency Marshal
Per Wind Envelopes, standard right-hand 2nm racetrack with the outbound turn commencing over the assigned DME fix. At EEAT, commence descent to 500' and proceed inbound to 5 DME arc. FAF 3 DME on final bearing.
Radar Approaches
CCA patter alt 1000'
Signal Delta
During Case II/III marshal and letdown
Approach Mins
LH 4 and 5: 200 1/2 (PAR) 400 3/4 (ASR/TACAN)
EMCON/Lost comms signals from helo
-I require immediate landing
-I desire to land but can wait for next recovery/scheduled time
-I am proceeding to divert
(Same as 80T-122)
Night Emergency Requiring Immediate Landing
Flying close aboard port side without lights
Emcon/Lost comms signals from ship
-Bingo: Flashing red
-Cleared to charlie pattern: Flashing green
-Cleared to land: Steady green
-Delta pattern (delay): Steady red
Smokelight Approach
-Last resort when available equipment will not allow normal procedures to be utilized or when the ship cannot be visually acquired utilizing normal procedures and ditching is considered imminent
-Ship CO/Det OIC/PIC all agree to attempt procedure
-Positio
Emergency Approach Procedure
-Emergency condition or fuel state
-5oo' intercept EFB at 5 DME and proceed inbound
Clean or Unexpended Free Fall Ordnance
Standard recovery per wx case
Hung Free Fall Ordnance
Standard recovery per wx case; avoid overflying all surface vessels
Hung/Unexpended/Captive Fwd Firing
Standard Alpha pattern
Alpha Pattern
300', 80kts, clockwise pattern
Helo EMCON Recovery Procedure
-Ceiling 500' above Delta pattern, 3nm vis
-In delta pattern by recovery time
-Monitor PriFly within sight of ship; AC lights ON, POS lights BRIGHT within 10nm
-Once established in delta, position lights FLASHING
-Receive flashing green aldis at the abeam
Arming of Weapons
Arming of helos SHALL be conducted after pilot has signified ready to take off and chocks/chains are removed
SAR Equipment Requirements
1. Operable hoist with rescue device
2. Operable searchlight (night)
3. Sufficient life rafts for pax rescue
N: Helicopters performing night over-water hover operations shall be equipped with operable stabilization and automatic hover equipment, or have s
VERTREP Winds
330-030 and steady 15-30 kts is optimum
VERTREP Clearance
Fore and aft lineup lines of landing spots represent optimum obstruction clearance and SHALL be used in same manner as T Line = hover with main rotor on or outboard of these lines
VERTREP Areas
......_______
C I,,,fore
....I
B I
....I
A I,,,aft
....[_______
(night A or C only)