APPENDIX D

OPERATIONS FROM SINGLE- AND DUAL-SPOT SHIPS

This appendix provides information and procedures for flight deck operations on board several classes of ships not covered in the body of this manual. The procedures are intended for use on Naval vessels that OH-58D(I) and other detachments are commonly deployed on for missions such as those described below. NAEC-ENG-7576 is the official document for dimensions and landing capabilities of Navy ships. The diagrams included in this appendix are for planning only; they do not replace the shipboard resume.

D-1. OVERVIEW

a. In 1987, the US Army was directed to assume an overwater mission based on the Army's mission capability of night reconnaissance and security. Initially, special operations aircraft were deployed to the Arabian Gulf for Operation Earnest Will. This mission was to provide maritime reconnaissance and escort for oil tankers. Early in the mission, a unit of OH-58Ds was assembled, trained, and deployed to Operation Prime Chance, a mission they conducted very successfully.

b. In the years since Prime Chance, the Army has sustained an OH-58D(I) Kiowa Warrior overwater capability. Reasons for the Kiowa Warrior's popularity include its advanced night and stealthy operations capabilities. The OH-58D(I) is one of the few remaining aircraft that can land on specific-surface combatant ship frigates (FFG-7s). Since one-third of the ships in the Navy's Western Hemisphere Group are frigates, Army aviation can expect more opportunities to plan and participate in overwater operations such as sealane surveillance and small boat interdiction.

c. In addition to attack and reconnaissance operations, DOD guidance identifies the Army as the executive agent for battlefield medical evacuation, including the shore-to-ship mission. This indicates MEDEVAC aircraft will be called upon to conduct shipboard operations during future conflicts.

D-2. STANDARD SHIPS

a. The term, "standard ships," refers to the classes of ships that detachments are commonly deployed upon. Standard ships include--

• Oliver Hazard Perry-class guided missile frigates (FFGs 7 through 61).

• Spruance-class destroyers (DDs 963 through 992 and 993 through 996).

• Kidd-class guided missile destroyers (DDGs 993 through 996).

b. Figures D-1 through D-4 on pages D-3 through D-6 show typical deck dimensions for the flight decks of each of these ships.

D-3. NONSTANDARD SHIPS AND PLATFORMS

Occasionally, detachments are required to conduct operations from vessels or platforms that are not covered in this appendix. The procedures explained in this appendix should be used if they are suitable for that particular vessel or platform. If a detachment is to be deployed to a nonstandard vessel or platform for an extended period, flight deck procedures should be written and maintained on that platform and used as a unit SOP.

D-4. AIRCRAFT HANDLING

a. Preventive Maintenance. For deployed detachments, aircraft preventive maintenance will be performed in the ship's hangar after the flight or before preflight. When aircraft are in the hangar and before any maintenance is performed, the following steps normally will be taken. The unit SOP should specify safety procedures. Depending on the type of aircraft involved, this may include pulling certain circuit breakers, disconnecting the aircraft battery, or performing certain armament procedures. The unit needs to confirm these procedures at the presail conference.

b. Preflight. The preflight will be performed in the hangar before the mission briefing or before the aircraft are pushed out.

c. Aircraft Push-Out. Normally, the aircraft are pushed out onto the flight deck at least 30 minutes (45 minutes is optimal) before the scheduled takeoff time. Aircraft will not be pushed out if the ship is maneuvering, the weather precludes flying, or the sea state will not allow for safe ground handling.

Figure D-4. Non-RAST DD/DDG deck dimensions

d. Aircraft Spotting. When two OH-58D(I) aircraft are being moved from the hangar to the flight deck, the lead aircraft will be spotted and chained on the aft spot and the trail aircraft on the forward spot. Except for an emergency launch, all aircraft will be chained on opposite corners using at least two chains. One chain will be behind the .50-caliber machine gun (or other left-side weapon) and the other in front of the 2.75 FFAR rocket pod (or other right-side weapon), as shown in Figure D-5. If the pitch and roll of the ship is 2 and 4 respectively (or greater), four chains will be used. The following procedures will be adjusted to allow for the extra chains without compromising the safety of the deck crew. Personnel will not cross under the tail boom of a running aircraft or work under the tail boom except as described in paragraph h below. The PCs will stay with their aircraft when the rotor blades are being unfolded and visually ensure that flyaway items that were not removed during preflight are removed and taken away. These items will include the hub lock, blade rack, blade-folding wand, and any tools used during the unfolding process. The flyaway gear will be placed on the hangar floor and inventoried by the NCOIC before the engine is started. The rockets will be seated when the aircraft is spotted.

Figure D-5. Chain locations

e. Engine Start and Run-Up.

(1) Required personnel. Personnel on deck during engine start and run-up are limited to the following:

(a) Designated LSE. The LSE will maintain contact with the tower, control access to the flight deck, and monitor the trail aircraft.

(b) Detachment NCOIC. The detachment NCOIC is the safety observer and deck crew supervisor.

(c) Detachment armament specialist. The detachment armament specialist arms and dearms weapon systems.

(d) Two detachment crew chiefs. The detachment crew chiefs are the chain handlers.

(2) Deck crew positions. The flight deck crew will be positioned as described below. (See Figure D-6.)

(a) LSE. The LSE will be posted by the door to the hangar. He keeps track of the number of chains taken in and out of the hangar and the individuals who go in and out of the hangar. He will not allow anyone who is not involved with deck operations to leave the hangar and go onto the flight deck. Until the NCOIC is in a position to monitor the aircraft, the LSE also monitors the trail aircraft for light signals that indicate a need for assistance. If assistance is required, the LSE moves to the hangar side crew member, ascertains the nature of the problem, and notifies the appropriate maintenance person.

(b) NCOIC. The NCOIC is positioned outside the hangar-side crew member's door of the lead aircraft, clear of the weapon system on that side of the aircraft. He monitors the lead aircraft for light signals that indicate the need for assistance and monitors the activities of the deck crew.

(c) Armament specialist. The armament specialist is positioned beside the .50-caliber machine gun on the lead aircraft. The .50-caliber machine gun and the Aim 1/DLR laser will not be armed until the chain handler has passed in front of the machine gun on his way to the hangar with the chain from the stern side of the lead aircraft.

(d) Chain handlers. The chain handlers will be positioned by each aircraft on the side of the aircraft that is farthest from the hangar.

Figure D-6. Crew deck positions

(3) Procedures.

(a) The pilots will wait for an "amber deck" and use the aircraft checklist to start the engines. After the aircraft are started, the team should perform a communications check on the FM 1 secure radio. The pilot of the lead aircraft should contact the ship's control on UHF secure and request the ship's current position and course and speed for navigation alignment. He then ensures that the pilot of the trail aircraft has the information. If either of the aircraft experience maintenance problems, the pilot will signal the maintenance crews by flashing a flashlight or map light. Anytime the aircraft are running on deck at night, the aircraft position lights will be on and stay on until just before takeoff. Aircraft will stay chained with the rockets seated and the .50-caliber machine gun unarmed until the pilot receives a "green deck."

(b) When the pilots of both aircraft have completed navigation alignment and the systems are normal, the pilot of the lead aircraft will request a "green deck" from the tower. When the teams have been given a "green deck," the aircrews will signal the deck crews with a lateral wave of a flashlight or map light to remove the chains. (During day operations, a stroking of the arms with the hands is used.)

(c) The terms listed below are used with deck clearances:

• Amber Deck. Request to turn rotors or shut down aircraft on the deck; fire party and tower personnel must be present.

• Green Deck. Request to take off or land; the ship is not maneuvering and the bridge is aware of aircraft operations.

• Red Deck. The deck is not safe for operations.

f. Arming and Unchaining.

(1) When a "green deck" is received, the chain handler removes the chain on his side of the aircraft and walks around the nose of the aircraft to the chain release on the other side. After the chain handler has passed in front of the .50-caliber machine gun, the armament specialist may arm the machine gun and the Aim 1/DLR laser (if installed) as assisted or directed by the crew of the lead aircraft. During the arming process, the chain handler may remove the remaining chain, show both chains to the NCOIC and pilot and--mindful of the rotor system--proceed around the nose of the trail aircraft and into the hangar. The chain handler will check in with the LSE upon entering the hangar (Figure D-7). When the lead aircraft is armed, the armament specialist will move to the .50-caliber machine gun and Aim 1/DLR laser of the trail aircraft--being mindful of the rotor systems. The .50-caliber machine gun and Aim 1/DLR laser of the trail aircraft will not be armed until the chain handler and NCOIC have passed clear of the front of the weapon system and are going toward the hangar.

(2) The NCOIC will visually ensure that the chains are removed, arming procedures are complete, and personnel are clear of the aircraft. He then taps the nearest pilot on the shoulder and gives him a thumbs up, indicating that all pretakeoff ground checks are complete. The NCOIC will remain at the lead aircraft until the pilot responds with a thumbs up. The NCOIC positions himself outside the crew member's door of the trail aircraft on the side farthest from the hangar and clear of the weapon system on that side. The NCOIC remains in a position to monitor both aircraft for light signals, which indicates a need for assistance. When the NCOIC is in position by the trail aircraft, arming and unchaining of the aircraft closest to the hangar may begin.

Figure D-7. Unchaining and arming the lead aircraft

(3) The second chain handler removes the chain from the stern side of the trail aircraft and, followed by the NCOIC, passes in front of the aircraft. The chain handler moves to the remaining chain release, and the NCOIC positions himself outside the crew member's door nearest the hangar and clear of the weapon system on that side of the aircraft (Figure D-8). When the chain handler and the NCOIC have passed clear of the .50-caliber machine gun, the armament specialist may arm the machine gun and the Aim 1/DLR laser. During the arming process, the chain handler may remove the remaining chain, show both chains to the NCOIC and pilot, and stow the chains in the hangar. Before entering the hangar, the chain handler will check in with the LSE.

(4) The armament specialist will arm the .50-caliber machine gun and Aim 1/DLR laser of the trail aircraft and proceed into the hangar, checking in with the LSE on his way in.

(5) The NCOIC will visually ensure that the chains are removed, arming procedures are complete, and personnel are clear of the aircraft. He then taps the nearest pilot of the trail aircraft on the shoulder and gives him a thumbs up, indicating that all pretakeoff ground checks are complete. The NCOIC will remain at the trail aircraft until the pilot responds with a thumbs up. The NCOIC then departs the flight deck and checks in with the LSE. The LSE follows the NCOIC into the hangar.

Figure D-8. Unchaining and arming trail aircraft

g. Dearming and Chaining Procedures.

(1) This procedure will be reversed when recovering aircraft. It is simplified by dearming and chaining only one aircraft on deck at a time. Both aircraft will be dearmed and chained in such a way that the armament specialist dearms the .50-caliber machine gun and the Aim 1/DLR laser before anyone passes in front of the weapon system. The NCOIC's position will be such that he can monitor the dearming and chaining process on each aircraft. The LSE will allow deck crew personnel onto the flight deck only after he receives the appropriate light signal from the aircraft and the position lights are turned on.

(2) When the trail aircraft is secured, the LSE will follow the chain handler, armament specialist, and NCOIC into the hangar. Then the aircraft position lights are turned off. Personnel will remain in the hangar until the lead aircraft lands. The lead crew will request chains through the trail crew and the LSE or by turning on the position lights. If the trail aircraft is still running, the trail crew will relay the appropriate light signal to the LSE observing through the hangar door view glass and turn the trail aircraft position lights back on before deck personnel exit the hangar. The lead aircraft will be dearmed and chained the same way as the trail aircraft. No personnel will pass in front of the aircraft until the armament specialist has completed dearming the .50-caliber machine gun and Aim 1/DLR laser. While the armament specialist is dearming the machine gun and the laser, the chain handler may chain the aircraft on the side nearest the hangar. The chain handler will not pass in front of the aircraft until the armament specialist has completed the dearming procedure.

h. Out-of-Position Aircraft. During recovery, deviation from this procedure may become necessary if aircraft are out of position because of pitch and/or roll, the sea state, or adverse winds. If this occurs, deck personnel may pass under the tail boom if the following safeguards are maintained:

(1) The NCOIC positions himself at the horizontal stabilizer of the out-of-position aircraft. He will maintain contact between his shoulder or upper arm and the stabilizer.

(2) The NCOIC directs personnel under the tail boom between himself and the point where the tail boom is attached to the aircraft.

(3) If both aircraft are out of position, the chain handler and armament specialist will follow the NCOIC to the lead aircraft when they are clear of the tail boom of the trail aircraft. They will be cleared under the tail boom of the lead aircraft the same way. The procedure will be reversed upon returning to the hangar.

i. Ground Safety Checks. The personnel listed will complete the ground safety checks listed below.

(1) Flyaway gear is removed, stowed, and accounted for.

• Respective aircraft PC (during removal).

• Designated person inside the hangar (LSE).

• NCOIC (final check before the engine is started).

(2) Chains are removed, stowed, and accounted for.

• NCOIC.

• PC.

• LSE.

(3) Personnel are clear of the aircraft and flight deck.

• NCOIC.

• PC of the trail aircraft (relayed to lead).

• LSE.

j. Hangaring Procedures for FFG and DD/DDG.

(1) When aircraft have been refueled, dearmed, washed, flushed, a maintenance operational check conducted, and the blades folded, they are ready to be hangared.

NOTE: Before any aircraft are moved, a detachment member will contact the bridge and alert them that aircraft will be moved into the hangar. This limits the movement of the ship and allows for easier aircraft handling.

(2) The first aircraft into the hangar should be pushed in nose first closest to the centerline passageway. The aircraft will be pushed as far forward as possible and the tail brought toward the centerline passageway. The second aircraft goes in tail first on the outboard side of the hangar. When the aircraft are positioned in the hangar, a minimum of four chains will be used to secure them to the deck. To limit aircraft movement during rough seas, more chains may be necessary from the side of the aircraft to the bulkhead.

D-5. WEATHER REQUIREMENTS

This paragraph is included as an example for developing unit SOPs on weather during shipboard operations.

a. Overland Flight Operations. All flights conducted over land will comply with current published weather minimums.

b. Overwater Flight Operations. Because of the absence of weather reporting facilities at sea and the unique complications of NVG flight over water, weather minimums become more subjective than over land. When faced with making a weather decision before each flight or during flight, the senior officer will consider the opinion of each crew member in the final decision.

(1) Overwater flights during the day.

• The ceiling and visibility will be according to current published weather minimums.

• A visible horizon is not required if VMC is maintained.

(2) Unaided overwater flights at night. When necessary or required, weather minimums and the required equipment will be according to current regulations.

(3) Overwater flights using NVG.

(a) If moon illumination is equal to or greater than 23 percent and is 30 degrees or more above the horizon--

• The ceiling and visibility is according to current published weather minimums.

• A visible horizon is required in a minimum of three quadrants (270 degrees continuous NVG-visible horizon).

(b) If moon illumination is less than 23 percent or less than 30 degrees above the horizon--

• The ceiling and visibility is according to current published weather minimums.

• A visible horizon is required in all quadrants (360 degrees continuous NVG-visible horizon).

• The minimum sea state will be 1.

D-6. MAXIMUM WINDS

This paragraph contains diagrams showing the maximum allowable relative winds for taking off and landing on single- and multiple-spot flight decks.

a. Preferred Winds. The preferred maximum winds for taking off and landing on all single- and multiple-spot decks is 10 knots or less of relative wind from any direction.

b. Wind Diagrams.

(1) The wind diagram shown in Figure D-9 on page 17 is used when two OH-58D(I)s are positioned on a single-spot flight deck at the same time. This includes situations when the blades of one aircraft are folded and the second aircraft is taking off or landing or when a single aircraft will be flown off or landed to the opposite corner (forward or aft) deck positions.

(2) The wind diagram in Figure D-10 on page 18 is used when a single OH-58D(I) is flown off or landed to the center position of single-spot flight decks.

(3) The wind diagram in Figure D-11 on page 19 is used when aircraft are taking off or landing to multispot flight decks.

c. Deviations. The wind diagrams discussed in this paragraph are intended to be the maximum allowable for normal operations; however, the PC will make the final determination.

D-7. TAKEOFF PROCEDURES

a. So that enough time is allowed for all systems to become operational, flight quarters should be set 30 minutes before the scheduled takeoff time. This allows enough time for the fire crew and tower personnel to man their stations. This time must be coordinated with the ship's crew (LAMPS) and the TAO to help reduce the amount of time that Navy personnel are on flight quarters. If the ship is equipped with a RAST, LAMPS personnel will be responsible for moving it before the aircraft are pushed out. An "amber deck" should be requested 15 minutes before takeoff. To conserve battery power, the LSE, who has communications with the tower, will request the "amber deck."

b. When all systems are operating normally on both aircraft, there is a "green deck," the weapons are armed, the chains are removed, and all deck crew members are clear of the flight deck, the aircraft on the stern of the deck (lead) will take off to port or starboard, depending on the type of ship. (See Figure D-12 on page 20 and Figure D-13 on page 21.) A hover power check should be performed before leaving the deck to ensure that enough power is available. When the stern aircraft is clear of the deck, the pilot will call "OPS NORMAL" and give the "STATE" to the tower. (The state is endurance with current fuel in hours and minutes.) When the pilot of the forward aircraft hears that the stern aircraft is "OPS NORMAL," he will take off. The pilot of the lead aircraft also will call for the formation to rejoin and give a heading on the internal FM secure radio. The pilot of the trail aircraft will call the lead aircraft and advise the pilot that the flight is formed when the aircraft are formed up. The pilot of the lead aircraft will not take any vectors until the pilot of the trail aircraft makes this call.

NOTE: The maximum winds for normal operations are given in paragraph D-6; however, the PC makes the final determination.

Figure D-9. Single-spot deck with two OH-58D(I)s positioned on opposite corners

Figure D-10. Single-spot deck with one OH-58D(I) positioned on center spot

Figure D-11. Multispot decks (OH-58D(I) launch and recovery wind limits)

Figure D-12. Starboard-to-port approach pattern, left-hand traffic (ship underway)

Figure D-13. Port-to-starboard approach pattern, right-hand traffic (ship underway)

D-8. RECOVERY

When the team completes a flight period, the ship's CIC should be informed as soon as possible so that personnel can be assembled for flight quarters. Normally, this requires 10 to 15 minutes. Once the flight is given a "green deck" for landing, the pilot of the aircraft will perform a before-landing check and ensure that the weapons are safed and ASE is turned off. When both aircraft are on deck and have been shut down and flushed and the blades folded, they can be washed. (Fresh water should be used daily; soap should be used every third flight.)

a. Landings on Large-Deck, RAST-Equipped FFGs (FFG 8 and 36 through 61). When the aircraft have been given a "green deck," the trail aircraft should break off from the formation and land port to starboard to the forward portion of the flight deck with the left skid parallel to the forward foul line. Once on the deck, the aircrew will signal the deck crew for dearming and chaining. When the weapons and chains are secured, the pilot of the trail aircraft will advise the pilot of the lead aircraft when the deck crew is clear and the lead is clear to land. The pilot of the lead aircraft should advise the tower when he is on short final and land starboard to port on the aft portion of the flight deck with the left skid parallel to the aft foul line (Figure D-14). The weapon systems may be dearmed as the aircraft are chained. The RAST should be positioned on the center of the deck.

NOTE:

1. With low or no illumination or when the ship's hangar shadows the deck, the IR searchlight should be used for landing.

2. When landing to a large-deck FFG (RAST-modified), one aircraft should land at a time when the relative winds are greater than 25 knots if either aircraft will have more than a 20-knot tailwind or if pitch or roll are equal to or more than 2 or 4 degrees respectively.

b. Landings on Small-Deck Non-RAST FFGs and Non-RAST DD/DDGs. Because of the size of the landing deck on these ships, one aircraft at a time should land. The trail aircraft should land first to help simplify operations for the next flight. The landing should be to the center of the deck or forward on the deck parallel to the forward foul line with the nose of the aircraft facing port. When the aircraft is on the deck, the aircrew signals the deck crew with a lateral wave of a light to chain and dearm the aircraft. The pilot of the trail aircraft will then request an "amber deck" and shut down. When the blades of the aircraft have been folded, the pilot of the lead aircraft will be cleared to execute his approach (port to starboard) to the stern of the flight deck parallel to the aft foul line. If the lead aircraft is fuel-critical, both aircraft may land to the deck before the trail aircraft shuts down. There will be only eight to ten feet of separation between rotors. (See Figures D-15 on page D-24 and D-16 on page D-25.) Dearming the weapon systems may be done during shutdown.

Figure D-14. RAST FFG takeoff and landing positions

Figure D-15. Non-RAST FFG takeoff and landing positions

Figure D-16. Non-RAST DD/DDG takeoff and landing positions

NOTE: With low or no illumination or when the ship's hangar shadows the deck, the IR search light should be used for landing.

c. Landings on RAST-Equipped DD/DDGs. The flight deck of the RAST-equipped DD/DDG is approximately 6 inches narrower, 7 inches longer, and 17 inches closer to the hangar face or nearest obstruction than the non-RAST-equipped DD/DDG. Also, the POL island on the starboard side is moved aft about 3 feet. For these reasons, landing procedures to this deck should be similar to operations on other DD/DDG and small-deck FFG. However, the aircraft must be landed with the trail aircraft forward-most on the deck, the nose facing starboard, and the left-side weapon system about 17 inches aft of and parallel to the forward foul line. When the aircraft is chained down and shut down, its weapons secured, and the right-side blades folded, the lead aircraft can land to the aft position, nose to port. The aircraft will be positioned so that the left seat is aligned with the VERTREP marking (Figure D-17).

NOTE: With low or no illumination or when the ship's hangar shadows the deck, the IR searchlight should be used for landings.

d. Landing Fuel. The pilot will declare "minimum fuel" when 40 minutes of fuel remain as computed from the actual fuel flow. He will declare "emergency" when 20 minutes of fuel remain or the low-fuel caution light illuminates.

Figure D-17. RAST DD/DDG takeoff and landing positions

D-9. SHIPBOARD HOT REFUELING AND REARMING

a. Refueling and Rearming Procedures (Large-Deck FFG).

(1) Two-aircraft operation (hot refueling). After both aircraft have landed in their normal positions, as shown in Figure D-18, refueling and rearming procedures will be conducted as described below.

Figure D-18. RAST FFG hot rearming and refueling positions

(a) Fourteen rockets and 1,000 rounds of 50-caliber ammunition may be pre-positioned on the center spot for multiple loads.

(b) Aircraft armament systems will be safed before refueling. (Rocket tube igniter arms will be positioned in the up position and the .50-caliber switches in the safe position.)

(c) Stern aircraft should be refueled first because of the proximity of the refueling hatch on the deck.

(d) While one aircraft is being refueled, the other aircraft may be rearmed. The .50-caliber machine gun may be loaded in the can and chute, but it will not be fully armed until the aircraft are refueled and ready to take off. Rockets will not be loaded while the aircraft is being refueled, and the ignition arms will not be placed in the down position until the aircraft is ready to depart.

(e) After refueling is complete, the takeoff will be as described in paragraph D-7.

(2) Single-aircraft operation. The procedures for single-aircraft operation will be the same as for dual aircraft operations. However, the crew may land to the center of the deck, allowing room for access to the refueling hatch.

(3) Cold refueling. The procedures for cold refueling are the same as previously discussed, but the aircraft are shut down and the blades must be at a complete stop. The blades may be folded during refueling and rearming procedures.

b. Rearming and Refueling Procedures (Small-Deck FFGs or DD/DDGs).

(1) All hot rearming and refueling procedures should be performed single-ship. The starboard-to-port approach should be used, and the nose of the aircraft pointed to the port side of the hangar.

(a) FFGs. On FFGs, the POL point is located on the port side of the aft end of the deck (Figure D-19).

(b) DD/DDGs. On DD/DDGs, the POL point is located on the forward starboard side of the deck (Figures D-20 and D-21 on pages D-31 and D-32).

(2) The .50-caliber ammunition and rockets may be placed on the flight deck just outside the hangar door. The .50-caliber ammunition may be loaded into the can during the refueling operation, but it will not be armed until the refueling operation is completed. The rockets should be loaded when the refueling operation is completed. The igniter arms will not be placed in the down position until the aircraft is ready for takeoff. When rearming and refueling procedures are complete, the aircraft will depart and remain in the port or starboard deltas until both aircraft are ready. (The lead aircraft should land and be refueled first.)

Figure D-19. Non-RAST FFG hot rearming and refueling position

Figure D-20. RAST DD/DDG hot rearming and refueling position

Figure D-21. Non-RAST DD/DDG hot rearming and refueling position

D-10. DECK OPERATIONS CHECKLIST

Figure D-22 is an example of a deck operations checklist.

Figure D-22. Example of a deck operations checklist

D-11. COMBAT SEARCH AND RESCUE

This paragraph provides general guidelines for combat SAR procedures.

a. Search and Rescue Assets.

• Primary. Naval or task force UH-60 helicopters are the primary SAR assets.

• Alternate. Naval surface vessels are the alternate SAR assets if a helicopter is not available.

• Backup. The OH-58D(I) is the backup SAR asset if the primary and alternate assets are not available for the SAR extraction.

b. Situations. On station, SAR operations fall into two basic categories. These categories are discussed in the paragraphs below.

(1) In contact. If an aircrew has been shot down by hostile fire, the PC of the remaining aircraft must evaluate the situation quickly. Ideally, the primary SAR asset will perform the SAR operation with the other OH-58D(I) providing cover. If the primary SAR is not available, the alternate SAR will be used. The OH-58D(I) will provide cover. When the primary and alternate SAR assets are not available or the situation calls for immediate extraction, the OH-58D(I) crew may opt to perform the SAR extraction.

(2) No contact. This situation allows for more options. The remaining OH-58D(I) crew should use the primary or alternate SAR as described above. However, the backup SAR should be used only in an emergency situation such as the threat of hypothermia.

D-12. INADVERTENT INSTRUMENT METEOROLOGICAL CONDITIONS

a. Initial Actions. When inadvertent IMC is encountered during formation flight, the most important consideration is aircraft control. Pilots must clearly understand the briefed IMC procedures to be executed. When pilots are deciding whether to perform IMC break-up, they should consider--

• The visibility.

• The ability of the trail aircraft to maintain formation integrity.

• The reliability of the navigational equipment in each of the aircraft.

• The type of navigation equipment in each of the aircraft.

• The expected recovery procedure.

b. IMC Break-Up Procedures. If inadvertent IMC is encountered during a standard staggered-right, two-aircraft team formation, the lead aircraft should climb straight ahead to base altitude. The second aircraft will turn 30 degrees away from the formation and climb to the base altitude plus 200 feet (Figure D-23). The base altitude must be established during the mission briefing based on known obstacles and the enemy situation. If more than two aircraft are in the formation, an alternate IMC break-up procedure must be briefed in detail.

Figure D-23. Inadvertent IMC breakup

c. Recovery Procedures. Recovery procedures depend on the availability of radar and navigation equipment. When operating from a ship, the team may perform a TACAN approach or an emergency low visibility approach. (Paragraph D-13 discusses ELVA procedures and paragraph D-14 discusses TACAN procedures.) When operating under radar control of a LAMPS aircraft, the LAMPS may vector the team in the direction of known VMC. Another option is to perform an emergency IMC descent to VMC.

D-13. EMERGENCY LOW VISIBILITY APPROACH

a. The ELVA procedure is a nonprecision radar approach intended primarily for emergency recovery of aircraft experiencing inadvertent IMC. The approach is performed using the ship's fire control radar and is sometimes referred to as a carrier control approach.

b. Figure D-24 shows the radio calls that will be made by the ATACO during an ELVA approach.

Figure D-24. ELVA approach procedures

D-14. TACAN APPROACH

The TACAN procedure is a nonprecision approach intended to recover aircraft in IMC. This approach should be the alternate approach for aircraft experiencing inadvertent IMC. The approach will be used as a recovery means if the ELVA approach is unavailable.

a. Aircrews experiencing inadvertent IMC will declare an emergency, request the "180 relative approach," and request no holding at primary marshal. The 180 relative approach reduces the pilot workload by making the BRC the final approach course (BRC 325 = TACAN final approach course 315). This also increases the possibility of the aircraft establishing visual contact at the missed approach point due to full the flight deck lighting facing aft on most air-capable ships. Recommended airspeed on final for a TACAN approach is 60 knots.

b. In case a stuck card occurs on the OH-58D(I) TACAN BDHI, an alternate means of approach may be used. The pilots will place the TACAN BDHI bearing pointer on the fixed index and begin the standard TACAN approach at the 3 DME mark as indicated on the standard TACAN approach profile view. The crew must advise the ship of the inbound heading (from VSD) and request that the ship turn to that heading for the BRC. If the ship cannot turn, the pilots must realize the ship may appear at an oblique angle on break-out which increases the possibility of spatial disorientation during the transfer to visual references. The pilot not on the controls should monitor the attitude indicator closely for unlevel indications and be prepared to assume the controls.

D-15. LOST COMMUNICATIONS OR RADAR CONTACT

During overwater tactical operations, the team normally is under positive radar control and in radio contact with the controlling agency. If the flight is to be conducted under radio and/or radar contact and contact is lost, the flight should close in on the ship as soon as they realize the condition. At ranges beyond 12 nautical miles, difficulties with radio or radar contact may occur. Closing in on the ship should remedy the situation. The direction in which to fly to close in on the ship may be determined by--

• The last known direction to the ship.

• TACAN BDHI indications.

• Tracking toward AN/APR-39 signals from the ship's surface search or fire control radar.

a. Lost Communications.

(1) Within the flight. If communications are lost between aircraft that are operating as a flight--

(a) Use light signals to convey the problem.

(b) Return to the ship with one aircraft relaying the problem. (The aircraft with communications problems will land first, and maintenance will begin troubleshooting the problem.)

(2) Between the flight and the ship. If communications are lost between the flight and the ship, the flight and the ship will follow the procedures given below.

(a) The pilot should squawk Mode 3/A code 7700 for 1 minute, then change to code 7600. As the threat situation allows, he will repeat this procedure every 15 minutes for the duration of the flight.

(b) The aircraft and the ship should continue to make radio transmissions in the blind on the primary and alternate briefed frequencies.

(c) Upon arrival back at the ship, the flight should hold in port deltas or at a hover, if the power margin permits, and await a "green deck."

NOTE: If an emergency condition exists that requires an immediate recovery, the pilot should flash the aircraft position lights, anticollision lights, or the landing light to expedite the "green deck." If no other emergency exists that requires an immediate recovery, the pilot should turn the aircraft position lights on steady.

(d) The "green deck" status light will be turned on to notify the flight that the ship is prepared to recover the aircraft. When the aircraft are on short final, the deck status light should be extinguished.

b. Lost Radar Contact. If the flight is to be conducted under positive radar contact and contact is lost, the controller should notify the flight immediately. The controller will give the flight a vector from the last known position of the flight that will bring the flight back toward the ship.