a. Army aviation units are presently participating in many joint operations that require proficiency in shipboard operations to perform--

• Medical evacuation from shore to ship.

• Logistics transfer and resupply.

• Armed and unarmed reconnaissance and sealane surveillance.

• Maritime security operations, small boat interdiction, ship takedown and area denial.

• Attack helicopter operations.

b. FM 100-5 stresses the need for training and preparing for shipboard operations. Chapter 4 states that a force projection army requires extraordinary flexibility in thinking about operations because of the variety of combinations of joint forces available and the range of possible circumstances for their employment. It also states that Army doctrine stresses unified air, land, sea, and special operations--all supported by space operations--throughout the theater of war. This publication helps planners prepare for air-sea missions, specifically those missions that require landing on and operating from US Navy and Coast Guard air-capable ships.

c. The document that governs Army shipboard operations is the "Army/Air Force Deck Landing Operations Memorandum of Understanding" signed by the Army, Air Force, and Navy in July 1988. Information from this MOU will be supplemented as necessary to provide more comprehensive guidance in planning and conducting Army aviation shipboard flight operations.

Shipboard or overwater specified tasks are found in nearly all regional contingency plans, JTF plans, and counternarcotics operations. Shipboard missions require deck landings and support operations performed from a ship. Overwater missions include operations over open water but originate and/or end at a land base. Therefore, units must precisely define their missions. Scarce aviation and naval resources dictate that shipboard operations be a priority mission-essential task for a unit to conduct this training. The priority of the mission is determined by higher command or by the emergent nature of the training requirement.

a. Emergency Training. Emergency requirements or training necessary for imminent deployment usually will come from DA through a MACOM such as FORSCOM. Army aviation units will receive the higher command's assistance in scheduling ships and other resources.

b. Extended Training Requirements. Shipboard training requirements that result from mission analysis of contingency plans, directives, or open-ended commitments follow an established procedure to schedule ships and other resources. This procedure is discussed below.

(1) Each unit that wants to conduct shipboard training must submit an annual deck requirements forecast for the next fiscal year through its MACOM chain of command.

NOTE: Units should contact their MACOM for the specific format for this request.

(2) After receiving MACOM approval, units must submit back through their MACOMs the detailed quarterly scheduling requests. The scheduling requests are consolidated and submitted to the appropriate fleet commander's staff and scheduling conference. The fleet commander's staff deals with routine scheduling requests two quarters in advance; service requests must arrive 45 days before the scheduling conference. The fleet distributes suspense dates in message format.

(3) The Army force representative to the naval surface command or the aviation staff officer from the MACOM attends the scheduling conference to ensure that Army service requests are filled properly. The Army force representative also tracks each request and assists with schedule changes, presail conferences, and other coordination.

c. Overwater Training. Overwater training involves environmental factors which are inherent during shipboard operations. Units must plan and train for safe, extended overwater flight. An example of an overwater operations SOP is in Appendix E.

1-4. SERVICE RESPONSIBILITIES

The joint force MOU identifies service responsibilities that support shipboard operations. These responsibilities are discussed below.

a. Navy. The fleet commander's staff will schedule Army requests for DLQ services on ships that are staffed with personnel who are certified to conduct shipboard training and/or overwater gunnery.

(1) The Navy can make specific personnel available for ground school or flight operations training, including HACs and LSEs. The Army must provide the helicopters for the training and is responsible for helicopter operating costs. In addition, TDY costs for Navy personnel who provide DLQ training for Army aviators are paid by the Army. When travel is required, funding information must be provided before TDY orders are cut.

(2) The Navy can furnish the necessary publications to complete reference libraries. Units can use normal requesting procedures to obtain these publications.

(3) Army unit training requests that were defined in the presail conference will be complied with according to Naval regulations and at the discretion of the naval air-capable ship commander.

(4) Qualified personnel on board naval air-capable ships will conduct deck-landing services for Army units that are embarked or are operating from shore.

b. Army Aviation. Commanders of units scheduled to conduct DLQ training will ensure that training and logistics prerequisites for shipboard helicopter operations are satisfied. Training units must brief all planned missions at the presail conference to ensure that the ship can safely comply with all requests. Army units must understand and follow naval aviation and shipboard regulations in all instances.

c. Overwater Gunnery Training. Risk management must be performed for all training events. During the unit's handling and employment of explosive ordnance, commanders must be involved in implementing proper countermeasures for safe mission accomplishment. Aviation units wanting to conduct overwater gunnery while basing from a ship must identify all ordnance intended for onboard stowage during the presail conference. All ordnance must be certified shipboard-safe according to NAVSEA OP-4 before it is loaded.

d. Night Vision Device Training. Shipboard NVD operations are authorized by the Chief of Naval Operations, Code N889. On an annual basis, units must request authority to train with NVDs through their chain of command to DAMO-TRO, ODCSOPS.

e. Nonstandard Aviation Maneuver Training. The ship commander obtains the necessary guidance and regulatory information to approve or modify training plans. Therefore, any request to conduct nonstandard aviation maneuvers in the shipboard environment must be briefed thoroughly at the presail conference.

1-5. LOGISTICS

The logistics requirements to support a shipboard training service depend on the length of the service and whether the unit embarks or maintains a shore base.

a. Publications.

(1) Army units can use the AG publications system to order joint publications. For information on Navy publications, call the Navy Publications Customer Service Center, Philadelphia, Pennsylvania, DSN 442-2997/2626/0160/2267. For NAVAIR manual distribution information, call the Naval Air Technical Services Facility, DSN 442-4670. To request automatic distribution or request specific manuals, send a memorandum on letterhead stationary to the CO, Naval Air Technical Services Facility, Code 25, 700 Robbins Avenue, Philadelphia, PA 9111-5097. The memorandum, signed by the unit commander, will contain the following information:

(a) A request for automatic distribution along with initial issues of manuals. Provide stock numbers of manuals, which are included in the References section of this publication; the number of copies needed for initial distribution; and the number of copies needed for automatic distribution. For example, I request 10 copies be sent to this unit when the new manual is distributed.

(b) The unit designation, address, UIC, and the type of aircraft in the unit.

(c) A point of contact, DSN, and commercial phone number.

(2) For unclassified NWP distribution and confirmation information, contact the Navy Tactical Support Activity at DSN 288-6163 before writing. After confirmation, send a memorandum on letterhead stationary through the Commander, Naval Doctrine Command, 1540 Gilbert Street, Norfolk, VA 23511-2785, to the Director, Navy Tactical Support Activity, 901 M Street SE, Building 200 (Code 57), Washington, DC 20374-5079. The memorandum, signed by the unit commander, will contain the following information:

(a) A request for automatic distribution, along with initial issues of NWP manuals. Provide stock numbers of manuals, the number requested for initial distribution, and the number requested for automatic distribution. For example, I request 10 copies be sent to this unit when the new manual is distributed.

(b) The unit designation, address, UIC, and the type of aircraft in the unit.

(c) A point of contact, DSN, and commercial phone number.

b. Funding. Deck services are conducted on the ship along with the normal training schedule. Therefore, the Army does not incur use or fuel charges. The S4 of the embarking unit must provide accounting data to the ship supply officer to pay for supplies, fuel, and parts not embarked with the unit. Meals and berthing are paid through an independent fund.

c. Fuel.

(1) All naval aircraft use JP5 fuel only. Army units must ensure that their aircraft use JP5 before embarkation. The fuel system must not contain residual JP4 or JP8. If flashpoint readings from the fuel sample are not within tolerance (below 120 degrees Fahrenheit), the aircraft cannot be hangared on the ship nor can the aircraft be brought to the hangar deck. If JP5 cannot be used before embarkation, the preferred method of switching from JP4 or JP8 to JP5 is for the aircraft to arrive at the point of embarkation with only enough fuel left to complete loading on the deck. Then JP5 can be pumped into the aircraft, diluting the remaining fuel and meeting the flashpoint requirement.

(2) If removed from the aircraft, the UH-60 ESSS or AH-64 external fuel tanks must be purged before they can be taken to the hangar deck. This requirement must be planned for because of delays and possible storage space problems.

d. Refueling. Navy standards for hot refueling are absolute: "zero tolerance" for leaks, seeps, or dripping during refueling.

(1) Units that have unique refueling devices, such as Wiggins nozzles, must bring them on board during their deck service period to ensure proper refueling procedures. To ensure trouble-free service, Wiggins nozzles should be pressurized and checked before deployment.

(2) The compatibility of these nozzles on Navy vessels vary from ship to ship because of the different type of connectors available on the ships. A Wiggins or other refueling device should be taken to the presail conference so that the ship's fuels officer can check its compatibility with Navy equipment.

e. Reimbursement. The S4 of the unit must have proper accounting code information from the unit comptroller or budget analyst to pay for fuel. Reimbursement for fuel is requested using DD Form 1348 (DOD Single Line Item Requisition System Document); identiplates usually are not accepted.

f. Assignments of Embarked Units.

(1) When an Army unit embarks on the Navy ship, it can expect to be assigned duties on the ship to augment the ship's company. These duties may include security watch, cleaning details, fire watch, and mess support. All assignments will be made through the Army chain of command on the ship.

(2) The embarked OH-58D(I) detachment may not be required to accept additional assignments because of the small number of personnel assigned to the detachment. These detachments normally require that all deployed personnel conduct flight operations; therefore, all personnel must be on the same duty cycle.

g. Meals.

(1) Officers may eat their meals in the officer's wardroom for a nominal daily fee that covers berthing. The uniform is generally the duty uniform. Senior enlisted members eat in the chief petty officer's dining room for a nominal daily fee, which also covers berthing. Enlisted soldiers (E-6 and below) eat in the ship's mess and are berthed without charge. Because the Navy handles shipboard meals differently from field rations, the unit must ensure that meals are paid for before disembarking from the ship.

(2) In the ward room, Navy officers wear the equivalent of the class B uniform. Flight suits normally are not allowed in the ward room. The issuance of proper attire for Army officers on the ship should be addressed during the presail conference.

h. Aircraft Maintenance.

(1) Support facilities vary from ship to ship. (The Aviation Facilities Resume should be consulted for specific capabilities.) Units must plan to support their unique aircraft maintenance requirements by preparing logistics replacement units and pack-up kits for deployment to the shore base or to the ship.

(2) Army aircraft are not manufactured to the anticorrosion standards of Navy aircraft and are prone to corrosion. Units should plan to purchase an anticorrosion compound for their aircraft before embarkation. Recent experience has shown that unprotected major aircraft components lose an estimated 25 to 30 percent of their useful life because of saltwater corrosion.

(3) Freshwater washes can be conducted on board. However, large numbers of aircraft and GSE on the deck may prevent this from being feasible.

i. Ground Support Equipment. Embarking units must identify all equipment being brought on board so that safety and compatibility checks can be made. Every effort should be made to ensure that the embarked Army aircraft and the ship's GSE are compatible. Very limited space exists for extra GSE.

(1) Ground-handling wheels and tow bars. Units must learn to position aircraft on deck and in the hangar bays. Multiple ground-handling wheels and tow bars are essential for rapid movement of aircraft such as during a fire-fighting sequence.

(2) Blade folding kits. Aircraft modified with a blade folding capability must deploy with the proper blade folding kit to allow movement into hangars. In addition, blade struts also must deploy with aircraft. When these aircraft are positioned on the flight deck, they are vulnerable to damage when the blades flap in the wind. Blade struts or some other device to secure the blades will give the aircraft added protection.

j. Aviation Life Support Equipment. (ALSE requirements are according to AR 95-3.)

(1) Additional ALSE that is needed before embarkation includes HEEDS bottles for all aircrew members. Life rafts are required for overwater operations in UH-1, UH-60, and CH-47 aircraft..

(2) All aircrew members must have an LPU (life preserver) for overwater operations. According to AR 95-1 and AR 95-3, LPUs also are required for soldiers being transported in UH-1, UH-60, and CH-47 aircraft. Adequate LPUs must be identified by type and NSN during planning. Currently, LPU-21-23 series are adequate for fully equipped combat soldiers of all possible weights and sizes. The LPU-10 series is inadequate, and presents a significant safety hazard. The ARSOA standard is the LPU-21/P, NSN 4220-00-220-4894.

(3) The ship has very limited ALSE for passengers. Every effort should be made to obtain extra ALSE for any passengers that units may have to transport. During night operations, all flight deck personnel must wear a flotation device; this includes crews performing maintenance on the flight deck.

(4) Coordination with the Navy must be effected to secure all of the required ALSE before embarkation. In addition, survival vests should be upgraded with additional sun and water protection items.

k. Mail. Mail service is available for moderate-sized parts, packages, personal, and official mail. The ship's address must be confirmed at the presail conference and sent to the whole unit before embarkation.

l. Message Address. Navy message traffic is sent by message text format. Accordingly, Army units must become accustomed to message format procedures. During the presail conference, Army units must provide the appropriate personnel on the ship with the message addresses of the training unit and the next higher command.

m. Customs and Courtesies. The Navy is rich in customs and courtesies, particularly when the ship is underway. All soldiers in the embarking unit must understand the unique traditions of the Navy and how to respond to them. During the presail conference, the Army unit must confirm with the Navy representative the customs and courtesies that differ from the Army and the ones that must be emphasized during preembarkation training. This may include such differences as rank (a Navy O3 is a lieutenant) and also the procedures for boarding and departing a ship.

a. The presail conference takes place on board the host ship. This conference is the coordination meeting between the host ship and the operating unit for safety and operational planning.

b. Once a ship has been assigned to fill a specific Army request, the Navy will approve direct coordination (DIRLAUTH) so that the aviation unit can coordinate with the ship for an acceptable presail conference date. The Army force representative also can help in setting a date for the conference, which generally occurs as close as possible to the actual service date.

c. Currently, every deployed amphibious group has an Army officer (normally an Aviation Branch major) assigned as a liaison officer. Army aviators also are authorized as liaison officers with TACRONS. These officers are very important in coordinating aviation-specific logistical and training requirements with the Navy.

a. During the presail conference, planners decide on the number of Army aircraft that can be brought on board the ship. The implication is that when an Army unit is given the mission to embark on a Navy ship, the assigned ship will be able to carry the unit's aircraft or the number of aircraft required by the directive. When operating in the shipboard environment, aircraft loading involves planning in three areas: These areas are the numbers of aircraft in traffic, on the flight deck; and/or in the hangar bay or hangar deck.

b. The Navy determines the number of aircraft that can be deployed on the assigned ship. The following considerations may be included in this decision.

(1) If an air-capable ship is assigned that has no specific Army helicopter interoperability data and the helicopters are smaller than a CH-47, the CH-53 operating radius for space analysis may be used. However, landing certification is primarily based on structural data of the deck. Usually, if the deck can hold a CH-53, it can hold a CH-47 or an AH-64. As a guide, the matrices in Appendix G show the specifics of interoperability between Army aircraft and Navy ships.

(2) A large aircraft carrier like the USS Eisenhower (CVN 69) could carry hundreds of Army helicopters. However, operations, including VERTREP, must continue. This precludes stacking helicopters on every inch of the flight deck, which becomes more important on smaller, single- or dual-spot ships. The Navy will consider its own missions, as well as flight-deck mobility and fire-fighting and/or rescue capabilities, when planning for Army aircraft. Because the size of the aircraft cannot be quickly reduced and moved off of landing spots, Army units being trained normally will operate with only as many aircraft as can be landed on the flight deck.

NOTE: A flight deck covered with Army helicopters may slow or prevent a timely rescue if an emergency should occur on the ship during flight operations.

(3) During deployment, the aircraft may be parked with their tailbooms hanging off of the flight deck out over the water. The AH-64 and UH-60 cannot be parked this way because their landing gear is installed at the extreme end of the tailboom. Therefore, a unit equipped with UH-60 or AH-64 aircraft may not be able to carry as many aircraft on board a ship as an OH-58D(I) or a UH-1 unit.

c. When the ship is identified and the number of Army aircraft to be deployed is decided, Army planners may gain specific information on the ship from the Navy manual NAEC-ENG-7576. This manual contains diagrams of all Navy ships and their landing facilities. Additional questions may be addressed by calling the Shipboard Aviation Facility Hot Line. This facility can confirm--

· Criteria or standards specified in Air-Capable Ship Aviation Facilities Bulletins.

· Criteria or standards specified in Amphibious Assault Ship Aviation Facilities Bulletins.

· Criteria or standards specified in Visual Landing Aids General Service Bulletins.

· Ship certification status.

· Shipboard equipment, configuration, and deficiencies.

· Any other matter relative to aviation facilities aboard air-capable and amphibious aviation ships.

The hot line phone number is DSN 624-2592 or commercial (908) 323-2592. Written correspondence should be addressed to--

Head, Performance and Certification Branch

Support Equipment and Aircraft Launch and Recovery Equipment

In-Service Engineering Division (Code 4.8.10.4)

Naval Aviation Warfare Center

Aircraft Division

Highway 547

Lakehurst, NJ 08733-5000

Figure 1-1 (page 1-12) is a sample format for a checklist that may be used to cover all the necessary coordination topics during the presail conference. Units are encouraged to modify this sample to meet specific unit requirements. In addition to information on the checklist, aviation units will provide diagrams of assigned aircraft showing aircraft egress, fuel cell locations, tie-down points, and desired wind envelopes.

The requirements in this section are based on the Army-Navy-Air Force MOU dated 1988. The MOU and its requirements may change. Therefore, before the units complete any training, they should contact their MACOMs to confirm training requirements. The current requirements are shown below.

· Army aviators must be qualified and current according to AR 95-1.

· PCs will be deck-landing qualified and current.

· Pilots performing deck landings will be deck-landing qualified and current unless they are undergoing training.

· Flight training must be conducted by an approved Navy HAC or an Army IP or UT who is deck-landing qualified and current in the aircraft and in the flight mode. Units just beginning their DLQ program require a current IP from another unit to qualify the new IPs.

Aircrews must receive instruction to become familiar with the mandatory operational procedures and training requirements for shipboard helicopter operations. The ground school course will include but not be limited to--

· Aircraft landing and handling signals.

· Deck markings and lighting orientation.

· Emergency procedures.

· Communications, NAVAIDs, and EMCON.

· Fuel and/or maintenance support and procedures.

· Landing patterns and/or approaches and ship control zones.

· VERTREP procedures, if applicable.

· Presail conference procedures.

a. Single-/dual-spot ships. Initial qualification and currency requirements are outlined in the following paragraphs.

NOTE: Hereafter single-/dual-spot ships will be referred to as single-spot ships.

(1) Initial day qualification,

(a) Flight training is conducted by a US Army or USAF deck-landing qualification SP or by a US Navy HAC who is current on single-spot decks. Army IPs or SPs must conduct qualification of Army aviators.

(b) Ground school training is conducted according to paragraph 1-10.

(c) Six field deck landings must be conducted before six single-spot shipboard landings (all within a ten consecutive day period).

(2) Currency requirements: Four single-spot shipboard landings must be conducted within 90 days.

(a) Pilots whose currency has lapsed but have made four single-spot landings within the last 180 days will--

• Undergo training conducted by either a current DLQ PC or DLQ IP.

• Perform four field deck landings before six shipboard landings (all within a ten-consecutive-day period).

(b) Pilots whose currency has lapsed and who have not made four single-spot landings within the last 181 days must undergo initial qualification training.

NOTE: Night single-spot helicopter operations require more training and more specialized equipment than day operations. Some units, particularly OH-58D(I) and MEDEVAC detachments, are required to perform these operations during the normal conduct of their missions. Requests for this type of training will be handled by the US Navy (OP-593) and the US Army (DAMO-TRS). Appendix D contains more information on operations from single-spot ships.

b. Multispot Ships (LPH/LHA/CV).

(1) Initial day qualification. Initial day qualification requirements are outlined below.

(a) Flight training is conducted by a US Army or US Air Force IP or UT who is day-current.

(b) Ground school training is conducted according to paragraph 1-10.

(c) Five day field deck landings must be conducted before five day shipboard landings (all within a ten consecutive day period).

(2) Day currency requirements: Four shipboard landings must have been made within the preceding nine months. Pilots whose day currency has lapsed will undergo initial day qualification; requalification will be conducted by an Army IP, UT, or PC.

(3) Initial night qualification. Initial night qualification requirements are outlined below.

(a) The pilot must be day-qualified and current.

(b) Ground school training is conducted according to paragraph 1-10.

(c) Flight training will be conducted by a night-current US Army DLQ SP or US Navy HAC.

(d) Six night field deck landings must be conducted before six night-shipboard landings (all within a ten consecutive day period). Pilots also must comply with the 72-hour requirement in paragraph (4) below.

NOTE: Some Navy ships, particularly CV/CVNs, do not have NVG-compatible deck lighting. As a result, the intensity level of the flight deck lighting must be lowered during NVG operations. Normally, the ship does not have NVG on board. The Army detachment should be prepared to provide primary flight control with at least two sets of NVG and the bridge team with two sets.

(4) Night currency requirements: To maintain currency, six night shipboard landings must have been made within the preceding 90 days. If more than 72 hours have lapsed since the last night shipboard landing, one day shipboard landing will be performed within 24 hours before the next night shipboard landing.

c. Single-Spot DLQ Training. Single-spot DLQ training is the most demanding because of the size of the deck space and the size of the ship. Pilots qualified on single-spot ships are qualified on multispot ships, but the reverse is not true.

d. Aircraft Carriers (CV): Routine DLQ training and operations normally will not be conducted on CV class ships. Operations on CV class ships will be on a case-by-case basis and require a special ground briefing by Navy personnel or by Army/Air Force personnel designated by the Navy. Pilots qualified and current on single- and multispot ships are considered qualified and current on CV class ships.

e. LOTS and VERTREP Operations. Pilots performing LOTS or VERTREP operations that involve external loads without a shipboard landing must be deck-landing qualified and current. Pilots scheduled to participate in LOTS and/or VERTREP operations must receive a familiarization of the designated ship by US Navy personnel, a previously familiarized US Army IP or PC, or a US Air Force IP or FE. (Specific LOTS/VERTREP requirements can be found in NWP 3-04.1.) The familiarization should include--

· Deck markings.

· Cargo staging.

· Communications.

· Load delivery.

· Returning VERTREP equipment and retrograde.

· Staging and pickup of loads and returning.

· Ship lighting.

· Night VERTREP.

· Signaling and communications.

f. Techniques for Aircrew Currency. Once a unit is identified as requiring continual shipboard currency for its aircrews, the command should accomplish the following:

(1) Identify unit IPs and UTs that must stay current in shipboard operations. Units will make currency a priority mission for these officers.

(2) Continually assess the longevity of the shipboard operations trainers and identify officers with enough time on station to take over training responsibility when needed.

(3) Establish liaison with Navy, Coast Guard, or Marine units that can help keep the unit shipboard operations trainers current. For example, a Marine aviation squadron may be able to include an Army aircraft and crew in their shipboard currency training.

(4) As appropriate, FDLP should be conducted with associated glideslope equipment (non-NVD operations only) and to a spot bearing the appropriate flight deck markings. At a minimum, these provide the opportunity for aviators to practice drift-free takeoffs and landings while establishing deck-marking references. FDLP can be conducted at a unit's home station if field-deck markings are according to the Naval Air Engineering Center specifications.

g. Helicopter Landing Trainer. The Navy operates a single-spot HLT (IX 514) in Pensacola, Florida, which can be scheduled directly through the operating unit. The HLT is a converted ammunition-carrying ship that simulates an FFG's (Oliver Hazard Perry class frigate) landing platform, allowing Army aircraft to perform DLQ on a ship that is underway. The HLT can be used to qualify and maintain currency in both day and NVD flight modes, is available on an hourly rate, and is paid for with home station training funds. Requests for training on the HLT should be addressed directly to the Operations Officer, 211 South Avenue Suite, NAS Detachment HLT, Pensacola, FL 32508 (DSN 922-8790/8791).

h. Underwater Egress Training.

(1) According to Navy instructions, each aircrew member undergoing overwater and shipboard aircraft training must successfully complete N9 training at an underwater egress trainer (dunker). Units also can conduct N7 training with the HEEDS bottles in the dunker pool. To be considered current in underwater egress, aircrew members must complete this training every three years. Devices are scheduled and operated by the Navy at the following locations:

· Pensacola NAS, FL: DSN 922-2688; FAX 922-3862.

· Cecil Field (Jacksonville), FL: DSN 942-5366/2770; FAX 942-2595.

· Cherry Point, NC: DSN 582-4934/4935; FAX 582-4945.

· Norfolk, VA: DSN 564-1329/3720; FAX 565-9284.

· Miramar NAS (San Diego),CA: DSN 577-4158/4159; FAX 577-6359.

· LaMoure NAS (Near Fresno), CA: DSN 949-3201; FAX 949-3227.

(2) Army units must submit annual forecasts for underwater egress training through their MACOMs to DAMO-TRO for inclusion in the fleet commanders' annual program guidance. Units also may contact the facilities directly to coordinate training periods.

i. Other Training Requirements. Although they are sometimes waived by the fleet commander, the requirements discussed in the following paragraphs are according to Navy regulations:

(1) Firefighting school. If the Army unit is embarked as part of the ship's company, all soldiers must attend the Navy firefighting school. Requirements differ based on the length of the cruise and the command relationship. This requirement must be confirmed or denied before embarkation.

(2) Class II swimming school. All personnel must meet the Navy's class II swimming requirements. Certification is a one-time requirement. As with the firefighting school, this requirement must be confirmed or denied before embarkation.

On an individual basis, fleet commanders (via TYCOM) grant waivers to conduct Army/Air Force helicopter operations.

a. Day VFR shipboard operations may be conducted by Army aviators on Navy ships that have been approved for such operations. Night VFR shipboard operations may be conducted by Army aviators on single- and multispot ships that have been approved for such operations.

b. The Shipboard Aviation Facilities Resume lists all US Navy ships (including CVs); describes and depicts aircraft landing, VERTREP, and hover facilities; flight-deck markings, and lighting arrangements. It also shows the helicopters for which deck certification has been granted.

a. Before embarkation, unit commanders or other authority will certify helicopter units for shipboard operations. This certification will ensure that training requirements set forth in this publication have been met. It also certifies that the unit has met parent-service training requirements for the intended mission. Any specific training that has not been completed or any additional training requirements needed after embarkation should be briefed during the presail conference.

b. Before operations, the unit OIC will provide diagrams of embarked aircraft to the HCO or air officer (air boss) and to crash and salvage parties, when requested. As a minimum, these diagrams should show aircraft egress, refueling locations, tie-down points, desired wind envelopes, and pitch and roll limitations.

c. If the air department on the ship has not worked with the training aircraft in a long time or if it has newly assigned personnel, the aircraft should be landed and shut down on the flight deck at the start of training and a detailed walk-around of the aircraft conducted. This helps acquaint LSEs and fire and rescue personnel with the location of fuel ports, fire bottles, release handles, and emergency equipment on the aircraft.