CHAPTER 4
LAUNCHING AIRCRAFT
This chapter provides guidance for launching aircraft on missions from amphibious ships (LPH, LHA, and LHD) and aircraft carriers (CV and CVN). Operations from single-spot ships are covered in Appendix D.
Section I. General Information
During all phases of flight operations, positive communications will be maintained among the flight deck, HDC, PriFly, and bridge. This will ensure that the OOD controls the ship so that wind and deck motion remain within the prescribed envelope. During all phases of air operations, the OOD will inform PriFly and AOCC/HDC before changing the BRC and speed. The OOD also will provide the expected BRC and speed. The ship must be kept on a steady course and speed during rotor engagement or disengagement, engine start and shutdown for aircraft without rotor brakes, taxiing, and launch or recovery operations. Deck tilt, centrifugal force, or rapidly changing wind direction or velocity aerodynamically affects the controllability of the aircraft and may cause rollover. Permission must be obtained before the movement, engagement, disengagement, launch, or recovery of any aircraft. As the representative of the ship's CO, the OOD and the air officer have supervisory responsibility for safe operations.
a. Time Schedule. All flight preparations will be completed in time for the pilots to conduct preflight inspections of their aircraft before the scheduled launch time. Every effort must be made to prevent delays in the launch cycle.
b. Flight Quarters. Flight quarters must be set in time for all personnel to man stations and prepare for flight operations. When flight quarters are set, the following stations report to the OOD or air officer, as appropriate.
PriFly.
Hangar deck.
Flight deck.
Aviation fuels.
AOCC/HDC.
Rescue boat detail.
Crash crew and firefighters.
CIC.
Medical crew.
Mine countermeasures launch crew (when embarked).
c. Primary Flight Control. PriFly provides recovery, launch, and operational control of aircraft while they are on the ship and within the ship's control area (Figure 4-1). PriFly interfaces with AOCC/HDC to control airborne aircraft and with the CCO to integrate assault elements with helicopters on the flight deck. On-ship control of aircraft includes spotting, maintenance, fueling and defueling, arming and dearming, movement, stowage, and aircraft handling on the flight and hangar decks.
NOTE: CVs and CVNs do not have a CCO. The officer in charge of air transportation is the ATO. The ATO works for the air operations officer. He coordinates the transport of all passengers, mail, and cargo that is flown off the deck in helicopters and in fixed-wing aircraft.
d. Communications. PriFly has many communications terminals, both internal and external. Internal communications systems link PriFly with other ship control spaces, and internal radio systems provide communications control of personnel on the flight deck. PriFly also controls the 5 MC (flight deck announcing system). Communications equipment provides PriFly with radio and visual (Aldis lamp) links to aircraft under PriFly control.
e. Flight Deck Lighting and Optical Landing Aids. PriFly controls optical landing aids and flight deck lighting.
f. Helicopter Readiness Conditions. Flight crews assigned the alert conditions discussed in the following paragraphs will be called away early enough to allow for a normal preflight inspection, start, and run-up and completion of the takeoff check by the time stated in the air plan. After the pilot declares the helicopter ready for flight, it is placed in the appropriate alert condition.
(1) Condition I/Alert 5. The helicopter will be spotted for immediate launch with the rotor blades spread; starting equipment plugged in; and the LSE, starting crew man, and ordnance personnel ready for launch. When the word is passed to "stand by for launch," engines will be started without further instructions. However, rotor engagement and launch (engine start for aircraft without rotor brakes) will be positively controlled from PriFly. Aircraft should be airborne within five minutes of the order to launch.
Figure 4-1. Control area and control zone dimensions
(2) Condition II/Alert 15. The same conditions apply as for Condition I, except that flight crews are not required to be in the helicopter. They will be on immediate call. Aircraft should be airborne within 15 minutes of the order to launch.
(3) Condition III/Alert 30. Main rotor blades may be folded. The helicopter need not be in position for immediate launch; however, it must be parked to allow direct access to a suitable launch spot. A tow bar (if required) will be attached to the helicopter and a specific LSE, tractor driver, handling crew, and starting crew man will be assigned to each helicopter. These personnel must be briefed thoroughly so that when the order is given to prepare to launch, the helicopter can be quickly and safely moved into position and readied for launch. Flight crews will be in their flight gear, prebriefed for the launch, and in the ready rooms or working spaces. Aircraft should be airborne within 30 minutes of the order to launch.
(4) Condition IV/Alert 60. This condition is similar to Condition III, except that minor maintenance may be performed if no restoration delay is involved. The aircrew will be designated and available. Aircraft should be airborne within 60 minutes of the order to launch.
4-2. AIR OFFICER AND AVIATION UNIT OPERATIONS DUTY OFFICER RESPONSIBILITIES
a. Air Officer. The air officer is responsible to the ship's CO for activities that support flight operations on the flight deck and hangar deck. The air officer or a qualified assistant will be in PriFly during flight quarters to control all evolutions involving aircraft. The air officer will confirm aircraft assignments with the AOCC or HDC and the unit maintenance controller or liaison officer before respotting the flight or hangar decks for launch. In addition to the ship's air plan, the air officer also will maintain an up-to-date copy of the unit flight schedule in PriFly. During Case III/night operations, both PriFly positions will be manned. One of these positions will be manned by either the air officer or assistant air officer.
b. Aviation Unit Operations Duty Officer. The ODO is responsible to the unit operations officer for coordinating and executing the flight schedule. During flight quarters, he will remain in the ready room and monitor the applicable communications circuits. He will keep the AOCC or HDC and PriFly (if necessary) notified of any changes that may affect launch or recovery operations.
Section II. Flight Deck Procedures
a. Flight Deck Description.
(1) The flight deck is marked with eight spots for the LPH (Figure 4-2). Markings also are provided for "Spot Mike," a designated landing spot for aircraft conducting airborne mine (AMGM) sled operations. The flight deck is marked with ten spots for the LHA (Figure 4-3) and nine spots for the LHD (Figure 4-4). Appendix D contains FFG, DD, and DDG deck markings.
Figure 4-2. LPH typical arrangement of helicopter spots
Figure 4-3. LHA typical arrangement of helicopter spots
Figure 4-4. LHD typical arrangement of helicopter spots
(2) The flight deck is divided into two separate landing areas. During aircraft operations, the forward area consists of spots 1 through 4 for the LPH, spots 1 through 5 for the LHA, and spots 1 through 5 for the LHD (Figure 4-4). The after area consists of spots 5 through 8 for the LPH, spots 6 through 9 for the LHA, and spots 6 through 9 for the LHD. The two landing areas are controlled separately by rotary beacon lights or flags from PriFly (Figure 4-5). A typical landing spot is shown in Figure 4-6. In addition, each spot is assigned an LSE or director who wears a helmet equipped with a transmitter/receiver unit that provides direct communications with PriFly and flight deck control.
Figure 4-5. Flag hoist signals
(1) The ship's CO is responsible for the safety of embarked aircraft and personnel. The CO or OIC of the aviation unit and the pilots of individual aircraft are responsible for the safety of assigned aircraft and personnel.
(2) The CO or OIC of the aviation unit and ship's company personnel will evaluate the hazards involved in shipboard flight operations and develop the appropriate safety measures. All personnel will be trained in safe operating procedures before flight operations begin.
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WARNING High winds, high noise levels, fire hazards, flying objects, turning rotors, taxiing aircraft, intake suction, and jet blast make safety consciousness imperative. |
Figure 4-6. Helicopter landing spot diagram (typical) for LHD, LHA, and LPH class ships
(3) During flight operations, only those personnel whose presence is required will be allowed on the flight deck. All others will remain clear of the flight deck, catwalks, and gun tub areas. Personnel may view flight operations only from an area designated by the CO.
(4) Personnel engaged in flight operations will wear the appropriate safety helmets, sound suppressers, safety goggles, flight deck safety shoes, long sleeve shirts or jerseys, and life vests. Flight quarters clothing will conform to the colors and symbols prescribed in Appendix F. Questions about the availability of special clothing should be addressed to the Navy representative at the presail conference.
(5) While flight operations are being conducted, personnel on exposed decks and catwalks will remove all loose items of clothing and equipment including their hats (except for approved, properly fastened safety helmets).
(6) Personnel on the flight deck will be trained to take cover immediately on command of the flight deck officer, air officer, or launch officer.
(7) Personnel working near an aircraft will observe the aircraft carefully for signs of malfunction, such as smoke, oil, and hydraulic leaks. Malfunctions will be reported immediately to the flight deck officer or air officer.
(8) Crew members, passengers, and troops returning from flight will quickly clear the flight deck and the island structure exposed to flight operations. Qualified personnel will escort all passengers and troops to and from the aircraft.
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WARNING During deck and flight operations, smoking is not permitted on the flight deck, hangar deck, catwalks, elevators, or weather decks. Matches and cigarette lighters will not be used in compartments where fuel fumes may be present. The ship's CO may designate certain smoking areas above board. |
(9) Dawn, dusk, and night operations increase the hazards to personnel on the flight decks. Greater vigilance is required during these periods.
(10) When aircraft are serviced, especially at night, extreme care must be taken to prevent overfilling fuel tanks and spilling oil or hydraulic fluid. Spilled oil, grease, hydraulic fluid, and fuel will be removed from the flight deck immediately.
(11) Care will be taken when approaching elevator openings, particularly on the windward side. No one will try to get on or off an elevator when the elevator operator raises the elevator stanchions. Personnel will not lean on the elevator guard rails at any time. Guard rails are in place across cargo elevator openings at all times when the main hatches are open and cargo is not being moved into or out of the elevator.
(12) Crash crew and/or organized fire parties are responsible for responding to aircraft crashes and fires. Unless specifically asked to help combat a fire or clear the deck, personnel will stay clear of the area where the fire or crash occurred. In case of fire, designated Army personnel will help handle hoses and personnel casualties. Fighting a flight deck or hangar deck fire is an all-hands evolution. Maximum participation is essential during flight deck or hangar deck drills.
(13) Care will be taken when aircraft are being spotted or parked near energized antennas. Enough voltage may be induced in the airframe to create a safety hazard.
(14) No aircraft will be spotted so that it extends over a gun tub or missile launcher.
CAUTION No aircraft will be closer than 30 feet to any gun mount during live-fire exercises. Damage to the aircraft skin, windows, and ramps may result from overpressurization. |
c. Foreign Object Damage Hazard. All deck areas and particularly the flight deck will be inspected before flight operations. They also will be monitored throughout flight operations to ensure that they are clear of foreign objects, such as rags, pieces of paper, line, caps, nuts, and bolts. These objects can be caught by air currents and cause damage to aircraft or injury to personnel.
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WARNING Dumping trash during flight operations creates a serious FOD hazard. The dumping of trash will stop before flight operations and not resume until flight operations are completed. |
d. Helicopter Safety Precautions. Listed below are some helicopter safety precautions that all personnel will observe during shipboard operations.
Personnel will not approach or depart a helicopter while the rotors are being engaged or disengaged.
Helicopters should not routinely be deck-taxied on the flight deck.
Helicopters will not be towed or pushed while the rotors are engaged.
Pilots will not fly helicopters over other aircraft on launch.
Only spots that afford visual reference to the deck will be used for night helicopter launches. Personnel that must be in the area of operating helicopters will exercise extreme caution and observe the signals and directions of the LSE or combat cargo representative, as appropriate.
Dual-engine helicopters will not be intentionally hovered single engine over a deck spot. If topping checks cannot be performed on the deck, they must be performed in flight at an appropriate altitude.
e. V/STOL Aircraft Safety Precautions.
(1) V/STOL aircraft (AV-8 Harrier) engines are extremely susceptible to FOD. The engine can ingest debris, which may cause the loss of an engine and possibly the loss of the aircraft.
(2) Personnel can be blinded by foreign objects propelled by aircraft jet blast.
(3) Exhaust gases from V/STOL aircraft have tremendous speed and impact force. Special precautions must be taken to remove or thoroughly secure all loose items. These items may include missile or gun director covers, deck drain covers, life raft covers, or padeye covers that are near the landing area or approach path.
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WARNING 1. During V/STOL operations, a large amount of high-velocity gas is emitted downward from the exhaust nozzles. This downwash strikes the flight deck and flows horizontally above the deck, endangering the flight deck crew. Movement in this high-velocity blanket is impeded very little and is similar to walking in a swift stream of knee-deep water. However, if a flight deck crew man should fall, he may be blown overboard. 2. When the AV-8 is below 10 feet, the jet efflux produced during vertical operations will exceed 200 degrees F (93 degrees C) at a distance of 25 feet from the center of the landing spot. Flight deck personnel will remain clear of this area during takeoffs and landings. Flight deck personnel also will remain clear of the wing tips, nose, and tail area because of the jet blast danger from the reaction control ducts. (There is no blast from the reaction control ducts with the nozzles aft.) The reaction control ducts also present a hazard when the engine is off because they have sharp edges and retain heat after the aircraft is shut down. 3. The blast patterns of the AV-8 create a hazard not only to personnel and equipment on the deck but also to the aircraft. All FOD must be cleared from the flight deck and from padeyes and catwalks before AV-8 operations. Equipment, such as warning signs, hoses, and hatches, must be fastened down securely. |
f. Burns. Burns from the exhausts and ducts of the AV-8 aircraft are a hazard. The deck and other objects around the aircraft become extremely hot after only a brief exposure to the exhaust gases. Flight deck personnel will be briefed thoroughly on these hazards and how to avoid them.
a. While aircraft are still packed and waiting for deck spotting, as much of the preflight inspection will be completed as possible. All preflights normally will be completed 30 minutes (or as required) before launch time. Pilots will be strapped in the aircraft with as much of the prestart checklist completed as possible.
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WARNING Maintenance on or preflight of any portion of an aircraft that extends over the edge of the deck of the ship is prohibited. |
b. Performing the preflight on areas of the aircraft that are inaccessible, such as areas over the edge of the deck, will be done after the aircraft is spotted. All aircrew and maintenance personnel will wear a safety cranial or flight helmet when climbing on a helicopter or V/STOL aircraft. Flotation gear will be worn whenever the aircraft is on the flight deck.
a. Launch Responsibilities. The OOD will set flight quarters in time for all personnel to man their stations and complete preparations for flight.
NOTE: Starting, engagement, launch, and recovery wind envelopes will be available for the OOD and air officer during flight operations.
(1) Communications circuits will be manned as appropriate.
(2) The OOD will ensure that the rescue boat is fully prepared and the boat crew detailed and available for launch. On aviation ships, such as the CV, CVN, LHA, LHD, and LPH, the boat crew usually is replaced by an airborne SAR helicopter or by one that is in an alert status.
(3) The air officer will ensure that obstructions, such as weapons, antennas, cranes, flagstaffs, and lifelines, are lowered, trained clear, or unrigged.
(4) Before the engines are started, the aircraft handling officer will ensure that a complete FOD walk-down of the flight deck and adjacent topside area is conducted.
(5) The air officer will require that all flight deck personnel use the appropriate flight deck clothing and equipment.
(6) The air officer will clear the flight deck of all unnecessary personnel.
(7) The flight deck officer will ensure that mobile crash and fire-fighting equipment is manned and ready.
(8) The OOD will display Hotel/Foxtrot at the dip and a red deck signal to PriFly as shown in Figure 4-5.
(9) Within established wind limitations, the OOD will maneuver the ship to obtain favorable wind conditions. Whenever possible, optimum winds will be provided. When environmental conditions or the ship's motion dictates, these wind limitations will be reduced to provide safe engine start, engagement or disengagement, launch, and recovery winds. The unit or detachment CO will ensure that limitations more restrictive than those established by NATOPS are discussed and agreed upon with the CO of the ship.
b. Launch Preparation.
(1) When an aircraft is being spotted for launch, the LSE, director, crew chief, or PC will ensure that the parking brakes are set, wheels are chocked, tail or nose gear is locked (as applicable), and safe rotor or wing clearance exists. Instructions for tie-downs will be according to the operator's manual. When specific guidance is not available, chains attached to fuselage-mounted mooring rings or mooring rings mounted above the landing gear shock struts will have enough slack to prevent ground resonance. Chains attached to landing gear axle-mounted mooring rings will have no slack.
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CAUTION Engine and APU starts, blade spread, and rotor engagement will not be done when wind conditions exceed the limitations in the individual aircraft operator's manual. |
NOTE:
1. After the helicopters are positioned for launch, ensure that they are moved as quickly as possible so that they do not exceed the APU run-time limitations during start and run-up.
2. An insufficient number of tow bars for CH-47s and ground-handling wheels for skid-equipped aircraft can cause delays in moving aircraft on deck. Aviation units should be prepared to bring as many tow bars and ground-handling wheels on board as possible.
(2) When possible, aircraft should be spotted for night amphibious operations from bow to stern in the event sequence shown in the air plan.
(3) The relative wind direction and velocity will be passed to the pilot by a prearranged method (5 MC, hand signal, or radio) before engine start, rotor blade spreading, or engagement.
(4) The LSE or director will receive clearance from the air officer before the engines are started or the rotors engaged.
c. Wind and Deck Limitations. Safe aircraft operations require strict adherence to prescribed wind and deck limitations. Commanding officers may establish more restrictive limitations.
NOTE: For specific wind and deck limitations, see the aircraft operator's manual or shipboard operating bulletin.
d. APU or GPU Start.
(1) When aircraft are spotted on the flight deck, pilots will proceed with the prestart procedures and signal the LSE or director when they are ready for the APU or GPU to be started.
(2) The LSE or director will request clearance for the APU or GPU start from the air officer in PriFly through the flight deck officer. PriFly will display a red rotating beacon and make the following announcement over the 5 MC: "Check chocks, tie-downs, fire bottles, and all loose gear about the flight deck; helmets buckled; goggles down; start APU/GPU on LSE/director signal."
(3) The LSE or director will relay the clearance to the pilot before the APU or GPU start can be initiated. After the APU or GPU is started, radios will be turned on and set to the land/launch frequency, when practicable. Approved shipboard fire-fighting equipment with the appropriate reach nozzles will be manned for APU, GPU, or main engine starts.
e. Radio Check. After an APU/engine start, PriFly will initiate a radio check. When several flights must respond, the order normally will be from bow to stern. Normally, an aircraft that fails to complete a successful radio check will not be launched. With the aviation unit commander's concurrence, the air officer may authorize the launch of an aircraft without UHF radio only when--
Escort aircraft are provided.
Two-way radio communications exist between aircraft in the flight.
VMC exists for the planned route and length of the flight.
NOTE: These procedures may not work for some units, especially special operations units that have unique communications equipment. In these cases, the unit SOP should cover the communications check and the unit should coordinate these procedures with PriFly.
f. Navigation Gear Alignment.
(1) Because of the motion of the ship in three axes, the alignment of navigation equipment, especially the LDNS, may be impossible.
(2) Software updates for the OH-58D(I) allow the ship's course and velocity to be entered into the navigation computer before the equipment is aligned. Embedded GPS navigation systems allow constant updates of the aircraft's navigation system or position, velocity, and altitude. This allows the navigation equipment to be aligned while the ship is moving.
(3) For aircraft that are not equipped with the LDNS or GPS, the options for navigation system alignment include the following:
Attempt alignment in flight and update your position over the ship.
Initially align over the ship and update the system over a land-based point, if possible.
Use the technique shown in Figure 4-7 to align navigation equipment on AH-64A aircraft without an embedded GPS.
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1. Enter GPS present position in SP1. 2. HARS switch--fast for 2 to 3 minutes. 3. HARS switch--operate; ground crew--deactivate squat switch.* 4. CPG--enter ship's heading in SP1. 5. HARS should align within 90 seconds. 6. Ground crew--release squat switch. 7. HARS switch--OPR and doppler off until after takeoff. 8. After takeoff, doppler--On/Update doppler and HARS using GPS. *Deck personnel must exercise extreme caution when moving around aircraft while the squat switch is deactivated. NOTE 1: During alignment, the ship's heading must remain relatively constant; some degradation will occur after several takeoffs and landings. NOTE 2: There may be times when the only way to align this system is to use the in-flight procedure. Again, extreme caution must be taken when doing this procedure during the hours of darkness. In addition, the unmodified 128-series doppler is unreliable over water. The 137-series doppler works reasonably well but must be updated every 20 to 30 minutes using a GPS. The doppler provides no useful navigation information until the aircraft clears the deck. |
Figure 4-7. Technique for navigation equipment alignment (AH-64 without embedded GPS)
g. Engine Start. When the pilot is ready to start the engines, he requests clearance from the LSE or director by raising his hand and displaying one or two fingers to show which engine he wants to start. The LSE or director requests clearance from PriFly through the flight deck officer. PriFly ensures that the winds are within the limits for starts or engagements. PriFly also displays a red rotating beacon (amber for skid-configured helicopters) and announces over the 5 MC circuit clearance to start the engine. When the LSE or director gives the signal, the pilot starts the engines.
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WARNING Rotor brake failure is recognized as an emergency. Before the rotors are disengaged after a known or suspected rotor brake failure occurs, optimum winds will be provided for shutdown and the rotor blade system will stop. (Aircraft without rotor brakes may require a waiver to operate on Navy ships.) |
NOTE: Weapons on aircraft racks or launchers will be latched mechanically before the engines on the aircraft are started.
h. Rotor Engagement.
(1) When the pilot is ready to engage the rotors, he gives the LSE the ready-to-engage signal. The LSE relays this request to the flight deck officer, who signals PriFly.
(2) Rotor blades should not be engaged while the ship is in a turn unless approved by the ship's CO or his designated representative. The anticipated winds and ship's heel will be communicated to the helicopter aircraft commander before the turn is executed.
(3) The air officer will ensure that proper wind conditions exist for engagement. If the winds are high, rotor engagements should start with the downwind aircraft and work upwind.
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WARNING 1. Reported winds displayed in PriFly may vary greatly from the existing winds over the deck. 2. Use extreme care when engaging or disengaging rotors if other aircraft are being launched or recovered. 3. Not all Army helicopter wind envelops are found in Navy publications. Aviation units should be prepared to provide wind envelops to PriFly. |
(4) When the pilot is ready to engage the rotors, an amber light is displayed to direct the flight deck officer and LSEs to give the engage signal to the pilot.
(5) Pilots of all aircraft will be provided the relative winds (both direction and velocity) using either radio, 5 MC, or hand and arm signals. Before attempting rotor engagement, each pilot will acknowledge clearance.
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WARNING 1. Personnel will not walk under rotor blades until the blades have stopped or come up to full speed. Personnel must obtain clearance from the LSE before walking under rotor blades. 2. Personnel will not walk under the tail rotor of a single-rotor helicopter. During operations on FFG, DD, and DDG ships, walking under the main rotor and tail boom is the safest way to get around an armed helicopter. |
i. Internal Cargo and Troops (Helicopter).
(1) Internal cargo normally is moved to the flight deck staging areas using cargo elevators near the island (LPH), fixed vehicle ramps (LHA), or aircraft elevators. The CCO or ATO directs loading. Internal loading varies according to the type of aircraft, cargo, and deck load. The CCO or ATO will ensure that pilots are notified of any changes to the prebriefed cargo loads.
(2) As directed by the CCO or ATO, combat cargo personnel (white shirts) escort troops to the flight deck by way of designated troop debark stations or shelters. Clearance will be requested from the LSE before loading or unloading troops while aircraft rotors are turning.
j. Downed Aircraft (DUDS).
(1) The disposition of downed aircraft ("red X" on run-up) will be according to the prelaunch briefing. Except in an emergency, downed aircraft will be shut down only on signal from the LSE or director. Pilots will remain in downed aircraft until the crew chief or PC is ready to man the cockpit. (This does not apply to skid-configured helicopters.)
(2) After signal from the LSE or director, the downed aircraft will be shut down quickly. The maintenance officer or his representative will inform the flight deck officer of the nature of the trouble and give him the estimated repair time. If the required maintenance will take a long time, the aircraft normally will be put into the pack or taken below to the hangar deck. If repairs can be made on deck and succeeding launches will not be delayed, the aircraft will be launched to rejoin the flight when the maintenance officer places it in "UP" status.
Section III. Aircraft Launches
NOTE: Use of the aircraft handling signals in Appendixes A and B is mandatory when aircraft are being launched. Radio communications during launch, particularly between PriFly and armed helicopters, will be held to a minimum. The primary means of aircraft control on the deck will be hand and arm signals.
a. General.
(1) When all prelaunch checks are completed and the pilots are ready to take off, they give the LSE or launch officer a thumbs-up signal and report to PriFly the aircraft status, fuel state, and souls on board. (PriFly may require that this information be reported after takeoff). The LSE or director signals the flight deck officer, and the flight deck officer notifies PriFly that all aircraft are ready for launch. PriFly requests a green deck from the bridge. When the ship is on a steady course, the OOD orders Hotel/Foxtrot flag close-up and gives PriFly a green-deck signal. The air officer ensures that the proper wind conditions exist for the launch according to aircraft operator manuals.
(2) Launching helicopters while the ship is in a turn should be attempted only after authorization from the ship's CO or his designated representative. The helicopter PC will be notified of the anticipated wind parameters and the ship's heel before the turn is executed.
(3) The air officer directs the flight deck officer to have chocks and tie-downs removed. The flight deck officer then directs the LSE or director to remove the tie-downs and chocks. Helicopter tie-downs will be removed from aft to forward. The main mount tie-downs will be removed simultaneously. When the LSE or director signals, each chockman (blue shirt) removes all the tie-downs and chocks from his side of the aircraft, goes to the LSE or director, and faces the pilot.
(4) Chockmen will carry the tie-downs so that the pilots can see them. They will show the pilots the tie-downs and the pilots will acknowledge them. The LSE or director will point to the chocks and tie-downs that were removed and show the pilot one finger for each tie-down that was removed. The pilot will indicate the number of tie-downs and chocks he sees and reply with a thumbs-up signal when he is ready to take off.
(5) When PriFly is satisfied that conditions are ready for a safe launch, the deck condition lights are set to green and the launch starts.
b. Ordnance-Equipped Aircraft. When an aircraft carrying ordnance needs to be armed, the launch officer or LSE directs the pilot's attention to the ordnance safety supervisor after he ensures that the aircraft is in the proper launch position and an initial walk-around has been completed. When arming is completed and the arming crew is clear of the aircraft, the ordnance safety supervisor gives the pilot a "thumbs up" signal and directs his attention back to the launch officer or LSE.
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WARNING Ordnance-equipped aircraft that are loaded with forward-firing ordnance normally are spotted on the flight deck. They are angled outboard in such a way that if an inadvertent firing occurred, the projectile would not hit the aircraft, flight deck personnel, or the ship's superstructure. |
c. Helicopter Launch Procedures. When the green deck signal is given, the LSE rechecks to ensure that the aircraft is clear of all tie-downs and the area around the aircraft is clear of equipment and personnel. He also checks to ensure that all airborne aircraft are clear of the launch area. Only then does he give the pilot the signal to take off. The pilot will not start the takeoff until he receives the signal from the LSE and the wind condition from PriFly.
a. Night launching procedures for helicopters are the same as for day, except--
(1) The LSE will use amber wands.
(2) Flight deck personnel will use goggles with clear lenses.
(3) During the prelaunch sequence, flight deck personnel, LSEs, and control tower personnel will cycle all control knobs and switches on the VLA control panels to ensure that each element is working properly. For those lights that may be obscured from the control panel operator's vision, an LSE will help confirm that the switch and knob settings are showing the right indications.
(4) SAR helicopters and rescue boats will be equipped with night-signaling devices.
(5) Pilots will ensure that all aircraft light switches are in the OFF position before the electrical system is activated.
(6) External aircraft light signals will be used as outlined in the night-lighting procedures shown in Figure 4-8.
(7) PriFly and the OOD will follow the maximum relative wind velocity charts shown in Appendix E for night helicopter launches and recoveries.
(8) Pilots should not initiate any radio frequency changes or heading changes before reaching 300 feet.
(9) Neither PriFly nor the HDC will require a frequency or heading change be made before the pilot reaches 300 feet unless doing so is required for safety reasons.
b. Night launches from spots that do not afford visual reference to the deck may be dangerous because visual cues are lost at lift-off.
Figure 4-8. Night launch procedures
4-8. NIGHT VISION DEVICE CONSIDERATIONS
a. There are no standard Army procedures for using NVDs during shipboard operations. Aircrews must be keenly aware of the factors discussed below when they use NVDs in a shipboard environment.
(1) Pilots must be aware of the location of the deck, obstructions, and mechanical turbulence that the ship's superstructure induces.
(2) The prevailing wind and the ship's course and speed significantly affect relative wind and turbulence.
(3) Visual illusions, especially relative motion, and disorientation are important factors. The lack of visual cues and height perception problems increase a pilot's chances of disorientation. The pilot flying the aircraft should announce "vertigo" as soon as he becomes disoriented so that the other pilot can take the controls.
(4) During takeoffs and landings, the crew must be alert. The pilot flying the aircraft needs to keep his attention focused outside while the copilot assists in clearing the aircraft and monitoring system instruments.
(5) Determining the rate of closure is difficult because of the lack of references, especially when landing to the stern of a single-spot deck. If a safe landing is in question anytime during the approach, the pilot should perform a go-around.
(6) Some LPD and LPA ships have NVG-compatible lighting. However, the deck lights on most ships are not NVG-compatible. While the brightness of the lights can be dimmed considerably, they still may cause the NVG to wash out.
b. While aviators must understand certain procedures, the ship's company also must understand the factors discussed below before starting NVD operations.
(1) Flight deck lighting levels depend on ambient light levels. (Higher ambient light levels require higher light settings; lower ambient light levels require lower light settings and an overhead floodlight.) The use of red light should be reduced. Avoid the use of drop-line and overhead lights, wave-off lights, rotating beacons, and blue deck-edge lights.
(2) The NVD display is monochrome--all lights appear green. Color-coded light signals and landing aids are not useable.
(3) The SGSI should be off during NVD operations.
(4) The ship's navigation lights and their locations cause NVG wash-out. In low ambient light conditions consistent with safe navigation, consider turning off the stern light, the masthead light, and range lights while the ship is underway. While the ship is at anchor, turn of the stern anchor lights. While the ship is underway, side lights should be dim.
(5) LSEs should use NVG during launch and recovery operations. Other flight deck personnel do not need to use NVG.
(6) Aircraft deck moves should be stopped or kept to an absolute minimum during NVD operations.
(7) If tow tractors are used during NVD operations, their lights should be muted by taping the lenses.
(8) The air officer and/or OOD should have NVG available in PriFly.
(9) Landings should not be made in front of or between turning or parked aircraft.
(10) Other than LSE, flight deck personnel who must use lights should use green chemsticks or flashlights with approved blue lenses.
(11) Before starting NVG operations, a check should be made of darkened ship conditions.
(12) Aircraft that are in the landing pattern should use formation lights. Aircraft that are on deck for refueling or landing should use position lights on dim.
(13) The Army aviation unit should be prepared to provide ship personnel with NVG.
4-9. EMCON OR ZIP-LIP LAUNCH PROCEDURES
a. General Procedures.
(1) When radio use is limited, other forms of communications may be employed. Visual communications become extremely important, including the proper use of the ship's flag command and display signals. Aircraft lighting, Aldis lamps, blinkers, and hand and arm signals are necessary to conduct flight operations safely. Both the aircraft and the controlling ship will monitor the land and launch frequency. Radio transmissions are not authorized unless they are required for safety of flight.
(2) All flight operations conducted under EMCON conditions will be briefed and coordinated between the Army and the ship's controlling agencies. During EMCON conditions, increased emphasis will be placed on safe operating procedures.
(3) In addition to those command and display signals shown in Figure 4-8, the following signal will be used for tie-down removal before launch during EMCON conditions--a momentary display of the green beacon from PriFly to the LSE (red, green, red).
b. Day Launch Procedures. During EMCON conditions, day launch procedures are conducted the same as normal operations with one exception. Visual signals are used to replace routine radio transmissions. Pilots will ensure that all equipment that emits radio electromagnetic energy is set according to the EMCON conditions established by the ship's CO. The LSE will position the crew chief so that he can relay wind direction and velocity to the pilots.
c. Zip-Lip Procedures. During Zip-Lip (radio listening silence) operations, launch procedures will be the same as during EMCON conditions. The appropriate hand, flag, and light signals will be used unless radio communications are needed for safety of flight.
d. EMCON Night Launch Procedures. Night launch procedures during EMCON conditions are conducted the same as normal night operations except that light signals are used to replace routine radio transmissions. All communications, navigation, and flight equipment that is not essential for safe night operations will be secured.
a. VMC.
(1) If an emergency requires an immediate landing, the pilot will prepare to jettison external stores or internal cargo and dump fuel as necessary. This will lower the gross weight of the aircraft below the maximum allowable landing weight.
(2) The pilot will advise the tower of the nature of the emergency and his desires. The air officer will inform the bridge of the situation, direct the preparation of the deck, and give the pilot an expected BRC and an estimated Charlie time. The expected Charlie time will be based on the time needed to clear the deck and get an acceptable WOD for the recovery.
(3) The pilot will observe the progress of the turn into the wind and deck preparation. He will try to time his approach to avoid arriving at the deck too early.
b. Night and VMC.
(1) If an aircraft has an emergency during departure and needs to land immediately, the departure controller will provide vectors until the aircraft is picked up by an approach or a final controller. Every effort must be made to keep the aircraft on the departure frequency until it is safely aboard. PriFly will be advised immediately of the emergency and given the control frequency.
(2) Aircraft emergencies that do not require immediate recovery will continue normal departure procedures while the departure controller gets close control. Once acquired, close control and positive radar hand-offs will be used until the emergency aircraft has been recovered or diverted.
c. Lost Communications During Departure. If communications are lost during departure
IFF squawk according to ship's procedures.
Remain visual and return to the ship for visual recovery if in VMC.
4-11. HELICOPTER DEPARTURE PROCEDURES
NOTE:
1. Army aircraft normally are not equipped with TACAN navigation equipment. If TACAN is unavailable, onboard navigation equipment can be used to meet shipboard ATC requirements. (The 3-mile arc can be determined with a functioning doppler or GPS.)
2. One Army aviation unit performing shipboard operations procured and installed off-the-shelf modular TACAN receivers. They were procured using flying-hour resources and installed by contract maintenance personnel. Without TACAN, IMC recovery during shipboard operations may not be possible. TACAN installation requires an AWR from ATCOM or CECOM. Certification for IFR flight or intentional shipboard operations under IMC also will require additional testing and certification from CECOM.
3. Units must continue to coordinate with the ship's crew to meet ATC requirements.
a. Case I, VMC Departure to Rendezvous. This departure may be used when IMC is not anticipated during the departure and subsequent rendezvous. Helicopters will clear the control zone at or below 300 feet or as directed by PriFly. Rendezvous will be accomplished at briefed points according to unit tactical doctrine.
b. Case II, VMC to VMC on Top. Weather at the ship will not be less than 500 feet ceiling and one mile visibility. Helicopters will depart by way of Case I departure and maintain flight integrity below the clouds. Weather conditions permitting, departure on assigned missions also will comply with Case I procedure. If VMC cannot be maintained, pilots will proceed according to Case III departures.
c. Case III, IMC/Night. Whenever weather conditions at the ship are below Case II minimums or when directed by the CO or OTC, helicopters will be launched at no less than 1-minute intervals, climb straight ahead to 500 feet, and intercept the 3-mile arc. They will arc at 3 miles to intercept the assigned departure radials. Upon reaching the assigned departure radial, they will turn outbound and begin the climb to the assigned altitude. Departure radials will be separated by a minimum of 20 degrees.
NOTE: When the only restriction to VMC is a lack of a visible horizon, modifications to Case III requirements may include, but are not limited to, night VFR operations near the ship, tactical troop lifts within the AOA, ship-to-ship movement, and NVG operations.
(1) Helicopters will be launched on the assigned departure frequency, vice land and launch, and monitor guard. PriFly will monitor the departure frequency once the helicopter is airborne.
(2) Helicopters launching on tactical missions will rendezvous as briefed and report KILO (aircraft mission readiness). They will then be switched to the assigned tactical control agency.
(3) Departing aircraft will report--
Airborne.
Arcing (if applicable).
Established on departure radial.
Popeye with altitude.
NOTE: When in IMC, Popeye is a mandatory report for single aircraft when they reach the assigned departure altitude. This report alerts the departure controller that further instructions are required.
On top with altitude.
KILO (mandatory).
(4) Minimum separation for departure radials is 20 degrees. If applicable, assignment depends upon--
The mission of the aircraft.
Topographical features.
Reserved radials for emergency use.
Ships in formation.
Airspace restrictions (ADIZ, hot, warning, restricted, and prohibited areas).
4-12. CONTROL OF DEPARTING AIRCRAFT
The pilot is primarily responsible for adhering to the assigned departure. However, advisory control normally will be exercised with a shift to close control when required by weather conditions, upon request, or when the assigned departure is not being followed. After launch, the AOCC or HDC will--
a. Record data on the status boards as required.
b. Ensure that communications and positive track are established with all aircraft to the extent possible under existing EMCON conditions.
c. Request NAVAID checks as necessary.
d. Maintain advisory control of departing point-to-point flights until the pilots shift to en route frequencies.
e. Maintain advisory control of other aircraft until control is accepted by CIC, TACC, or another controlling agency.
f. Before releasing aircraft to another controlling agency, give each pilot (or flight leader) any pertinent information such as changes in the composition of the flight, PIM, or mission.
g. When transferring control of an aircraft, give the new controlling agency the distance and bearing of the aircraft being transferred and obtain acknowledgment of the assumption of control.
h. File flight plans as necessary.
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