Military

Section I. Arrival

Once released by mission controllers, aircraft entering the ship's control area will switch to the AOCC/HDC frequency for further clearance to the marshal pattern. Adjustments to the landing order may be made to accommodate aircraft materiel conditions, fuel state, and hung ordnance. Flights will check in with AOCC/HDC when they enter the control area or when directed by other control agencies. These aircraft will provide the following information:

• The aircraft call sign.

• The position relative to the ship.

• Altitude.

• Fuel state (hours and minutes of lowest fuel state in flight).

• Souls on board.

AOCC/HDC will respond with the following information:

• The expected approach time.

• Marshal instructions, if required.

• Vectors, if required.

• The estimated recovery time.

• The altimeter setting, wind, weather, and BRC.

• The time.

• Other pertinent information.

• Clearance into the control area.

Pilots will report "See you" when they make visual contact with the ship. AOCC/HDC will switch the flight to the PriFly frequency at 5 nautical miles (VMC).

a. Case I, Visual Descent or Approach (Helicopter). (See Figures 5-1 on page 5-3, 5-2 on page 5-4, 5-3 on page 5-5, and 5-4 on page 5-6.) Case I may be used when flights are not expected to encounter IMC anytime during the descent, break, and final approach. Weather minimums of 1,000 feet ceiling and 3 miles visibility are required in the control zone.

NOTE: During mixed aircraft operations, helicopters will enter the starboard Delta pattern which is located one mile to the starboard side of the ship at 300 feet and oriented on the BRC. (See Figure 5-1.) During mixed aircraft operations, the helicopter break altitude will not exceed 300 feet.

b. Case II, Controlled Descent or Visual Approach (Helicopter). Case II will be used during the day when weather conditions are such that flights encounter IMC during the descent but VMC of at least a 500-foot ceiling and 1-mile visibility exists at the ship. Positive control will be used until the flight leader or pilot reports that he has the ship in sight. AOCC/HDC will be fully manned and ready to assume control of Case III recoveries if the weather deteriorates below Case II minimums.

NOTE: Case II approaches will not be flown when Case III departures are in progress. Case III approaches will be used during marginal VMC.

NOTE: All bearings are relative to the BRC. All legs are two nautical miles long, standard rate turns.

(2) CV and CVN marshal patterns. Aircraft carrier marshal patterns differ from those for amphibious assault ships in the way they are numbered and the altitudes at which they are flown. The CV/CVN marshal stack starts at altitudes of at least 5,000 feet and at 20 DME on the 180 degree radial. Because these marshals are not practical for helicopters, the Army aviation unit and the ship's leadership must agree on a marshal stack altitude during the presail conference.

(3) Marshal altitude assignment. Altitudes in marshaling will be assigned in VMC, if possible. If one aircraft is having communications or navigation equipment difficulties, a formation of two aircraft may be assigned to the same marshal for a section approach. Otherwise aircraft will be separated vertically by a minimum 500 feet.

(4) Marshal airspeeds. Marshal airspeed will be based on holding airspeeds specified in the applicable aircraft NATOPS flight manuals.

(5) Approach instructions. AOCC/HDC will provide the following information to each aircraft before approach clearance is issued:

• The new EAT.

• The final control frequency.

• The type of approach and outbound bearing (overhead approaches only).

NOTE: The assigned outbound bearing will be updated continuously during recovery to maintain a minimum of 20 degrees clockwise from the reciprocal of the final bearing (overhead approaches only).

• Frequency and IFF changes.

(6) Marshal pattern departures. Weather conditions permitting, operational aircraft departing the marshal pattern will have a 1-minute separation. Pilots must adjust patterns to depart the marshal pattern at the assigned EAT. Deviations from the EAT will be reported to the marshal controller immediately so that adjustments can be made to the interval for the following aircraft. Descents from the marshal pattern will be at 90 knots and 500 feet per minute to the final approach fix. Helicopters will assume the landing configuration before passing FAF.

(7) Radar approach.

(a) Precision. When available, precision radar will be used to the maximum extent possible. The pilot will be provided heading and glide slope information on final.

(b) Nonprecision. When glide slope information is not available, aircraft on final will continue the descent to MDA after passing FAF. The final controller will provide the pilot with recommended altitudes and enough information to maintain accurate azimuth and safe altitudes until the aircraft reaches nonprecision minimums.

(8) Approach minimums. Approach minimums are shown on the ship's approach charts. The CO may increase these minimums if required by significant changes in operational capability such as decreased AOCC/HDC or proficiency of the embarked unit..

(9) Missed approach wave-off. Helicopters executing missed approaches will turn right 90 degrees, intercept the 5-mile arc, and arc right to reenter on the final bearing. If the deck is fouled or there are an excessive number of wave-offs, AOCC/HDC will direct all aircrews to proceed according to the last clearance and stand by for new instructions.

(10) Divert field. When a suitable divert field is available, aircraft will not begin an approach if the reported weather at the ship is below minimums unless the aircraft has enough fuel to proceed to the divert field in the event a missed approach is required.

If communications or navigational aids are lost during the approach, the procedures outlined below will be followed.

• During IFF, squawk according to ship's procedures.

• During VMC, remain VMC and continue the approach using VFR lost communication signals and procedures.

• During IMC or at night and only aircraft communications are lost, continue the approach. Try to contact the ship using the survival radio if time permits and safe aircraft control is not jeopardized. When visual contact with the ship is made, follow the signal procedures shown in Figure 5-7.

a. Complete Communications or Navigation Failure.

(1) The pilot of the signal aircraft may elect to continue the approach by dead reckoning to the MDA until at least 2 minutes have elapsed since the expected arrival time. The pilot will climb out on the final bearing until VMC is achieved or he reaches the emergency marshal altitude. He will fly the appropriate triangular pattern at altitude, conserve fuel, and expect join-up. The pilot will follow lead or, at his discretion, fly to a divert field fuel permitting. If below overcast, he will fly the DR search pattern to locate the ship. When visual contact with the ship is made, the pilot will follow the procedures shown in Figure 5-7.

(2) The pilot may elect to discontinue the approach. If so, he will climb on final bearing to VMC or emergency marshal altitude using the DR and follow the procedures shown in Figure 5-7.

NOTE: In the recovery procedure, an aircraft with inoperative navigation and/or communications equipment that is with or joined by an escort aircraft with operable navigation or communication equipment is handled as a single flight. The escort aircraft becomes the flight leader and normally communicates with the distressed aircraft according to standard procedures. The distressed aircraft assumes a position on the starboard wing of the lead aircraft. When the pilot of the lead aircraft has the ship in sight, he visually communicates a lead change. The distressed aircraft will complete a visual approach to a landing. The escort aircraft will enter Charlie pattern for a landing. If conditions preclude continued flight in the Charlie pattern, the escort aircraft will climb straight ahead on the BRC to one nautical mile DME or two minutes. Missed approach instructions will be complied with according to the applicable TACAN approach or as HDC/AOCC instructs.

b. Helicopter Emergency Marshal. An emergency marshal pattern provides an established procedure for aircraft experiencing lost communications to return to the ship during IMC. Pilots will be briefed on the emergency marshal pattern before initial takeoff. (These procedures presume that the TACAN azimuth and DME are operable.)

NOTE: TACAN marshal pattern 3 conflicts with the emergency marshal pattern.

(1) LPH, LHA, and LHD operations are unique in that helicopter final recovery times cannot be predicted because of mission status and the use of hot refueling. Therefore, an emergency marshal procedure must be established. This procedure will remain in effect throughout the aircraft event and will not have to be updated when the final recovery time of the aircraft is extended by hot refueling. The emergency marshal pattern for helicopters provides for the recovery of 24 individual helicopters experiencing lost communications or IMC.

(2) Each aircraft on the ship's air plan will be assigned an emergency marshal point. Radial, DME, EEAT, and altitude assignments are based on the assigned marshal point. The marshal point assignment will not be changed during the aircraft event except as requested by AOCC/HDC or the pilot and then only with the approval of both parties.

(3) The 24 marshal points are positioned on three TACAN radials and eight DME fixes at eight separate altitudes. The system provides lateral, vertical, and time separation. Radials are labeled A through C and are 45 degrees apart. Assigned radials are relative to the EEB.

(4) A helicopter experiencing lost communications during IMC will proceed outbound from the ship and climb or descend to the assigned emergency marshal altitude. It then proceeds directly to the assigned emergency marshal fix.

NOTE: During mixed operations, helicopters will cross at or above 2,000 feet.

(5) The appropriate IFF code will be squawked--mode 3, code 7700 for 1 minute, followed by mode 3, code 7000 for l4 minutes. The holding pattern is standard (right-hand turns) with the assigned DME being that point at which the outbound turn starts. The inbound turn starts at the DME fix plus two run. The pilot will maneuver the helicopter to be at the assigned DME fix on the assigned altitude at EEAT. At EEAT, he starts the descent to 500 feet and proceeds inbound to the five nautical mile DME arc. At the five nautical mile DME arc, the pilot turns left, and arcs clockwise to the EFB. He turns inbound on the EFB and starts the descent from 500 feet at the final approach fix (three nautical mile DME) to the minimum descent altitude. A missed approach will be according to the published TACAN approach.

NOTE: Helicopter airspeed throughout the emergency marshal pattern is 90 knots except during holding. During holding, maximum fuel conservation airspeeds will be observed.

(6) The emergency marshal pattern has two sets of EEATs. When 16 or fewer aircraft are launched, the pattern is repeated twice each hour. When more than 16 aircraft are launched, the pattern is repeated every hour.

c. Smoke Light Approach.

(1) This approach is used when available equipment does not allow normal procedures to be used. It also will be used when the ship cannot be acquired visually using normal procedures and ditching is imminent. Both the CO and the PC must agree to attempt the procedure.

(2) The aircraft is positioned 2 miles astern the ship and proceeds inbound (180 degrees relative bearing to the BRC). The aircraft descends at the pilot's discretion to 40 feet and 40 knots. Smoke or matrix lights are dropped every 15 seconds (or another prearranged interval), and the pilot is kept informed of the number of smoke lights in the water. The pilot at the controls follows the smoke lights up the ship's wake, adjusting his closure rate until he can see the ship.

d. Proximity to Land Masses or Other Control Zones. Emergency marshal patterns are designed for blue water operations. Close proximity to land masses or control zones will require modification of emergency marshal procedures because exact conditions cannot be predicted. The ship's air operations officer must assign emergency marshal patterns that do not conflict with other aircraft, existing obstructions, or other patterns in use.

e. Emergency Approach Procedures. If an emergency condition exists or the aircraft does not have enough fuel to comply with the assigned emergency marshal procedures, the pilot will squawk the appropriate IFF code, climb or descend to 500 feet, proceed to and intercept the EFB at the 5 DME, and proceed inbound. Upon noting the arrival of an aircraft not under positive control, the AOCC/HDC will clear all aircraft from the anticipated route of flight of the distressed aircraft.

If weather conditions are below Case II, particularly at night, a divert field or ship should be provided. The squadron commander and the air operations officer are jointly responsible for ensuring that aircraft performance data pertinent to diversion is available and understood by air control personnel.

a. Responsibilities.

(1) The ship's CO decides whether to divert the aircraft.

(2) At night and during IMC, the air operations officer makes the appropriate recommendations to the CO as to which aircraft should be diverted or when the aircraft should not be diverted for flight safety. During VMC operations, the air officer makes these decisions.

(3) The LSO makes timely recommendations to the air officer regarding diversions based upon unsatisfactory pilot performance or landing conditions.

(4) The pilot will inform PriFly when he reaches bingo state without divert instructions.

(5) If practicable, the air operations officer determines the condition of NAVAIDs, communications, and lighting at the divert field before the first night or IMC recovery.

b. Planning Considerations. The following factors must be taken into consideration when aircraft diversion is being planned:

• Aircraft fuel state.

• Range and bearing to the divert field.

• Weather at the divert field (both current and forecast).

• Status and availability of the divert field for the type of aircraft.

• Available navigation assistance.

• Ordnance restrictions.

• Mechanical condition of the aircraft.

• Condition of the flight deck.

c. AOCC/HDC Responsibilities. AOCC/HDC will be alerted when an aircraft is approaching diversion state and be prepared to take control of the aircraft when the divert order is issued. AOCC/HDC will--

(1) Advise the pilot of the name of the divert field and its magnetic heading and distance.

(2) Advise the pilot to check that the gear is up (if applicable).

(3) Instruct the pilot to shift to the control frequency en route.

(4) Provide the pilot with the latest available en route weather, the altimeter setting at the divert field, and the position from which divert was made.

(5) If operations are being conducted outside an ADIZ boundary, provide the pilot with the necessary ADIZ information. Advise the appropriate GCI site of the diverting aircraft's departure point, ADIZ penetration point, time of penetration, altitude, estimated time en route, destination, and any other pertinent information.

(6) Maintain a radar plot and radio monitor on the diverting aircraft for as long as possible and/or retain positive control responsibility for the aircraft until positive radar hand-off to the GCI, ARTCC, or another appropriate controlling agency.

(7) File a divert flight plan with the appropriate controlling agency. Ensure that similar information is provided to the pertinent air defense agency should an ADIZ penetration be necessary.

(8) Receive an arrival report for the diverting aircraft.

d. Pilot Responsibilities. After the pilot of the diverted aircraft lands, he will notify the ship by immediate precedence message.

The following actions will be completed in preparation for aircraft recovery:

Figure 5-9. VFR relative position reporting

(d) The ship's land/launch frequency will be used for instructions and landing control. Strict radio discipline will be observed.

(e) Giving consideration to low-fuel-state aircraft, PriFly normally will give a "Charlie" to the number of aircraft for which there are available spots. Together with "Charlie," PriFly also will broadcast the BRC in degrees magnetic, altimeter, and wind condition across the deck. The pilot should plan the descent and break up to the landing pattern as shown in Figures 5-1, 5-2, and 5-3. Care should be taken to orient the landing pattern on the recovery course specified when it differs from the ship's heading. All pilots should take proper intervals at the upwind break.

(f) When a "Charlie number," such as Charlie 5, is given, the aircraft enters the landing pattern with the lead aircraft planning to be over the deck at the expiration of the number of minutes specified. A "Charlie" is given with the assumption that the first aircraft will be cleared to land upon arrival. When the "Charlie" spot number is given, the aircraft is clear to land. The pilot will indicate that the gear is down, if required, and give his seat position, as appropriate.

(g) LSEs will pick up landing helicopters at the 45-degree position in the approach turn of the Charlie pattern or at 100 yards astern in the helicopter night Case I recovery pattern.

NOTE: Wave-off and hold signals given by the LSE are mandatory; all other signals given by the LSE are advisory. Loss of visual contact with the LSE on final approach requires a wave-off.

NOTE: When directed, begin a straight-in approach far enough astern for the aircraft to be established positively on glide slope, at the proper airspeed, at a minimum distance of 1.5 miles, and at an altitude of 400 feet.

(6) Wave-off. Aircraft will be waived off --

• On voice command from PriFly or loss of communications with PriFly or the LSO.

• On command from the LSE or LSO.

• Any time the pilot feels that the approach cannot be completed safely.

• If visual contact with the LSE is lost on final approach (helicopters only).

The pilot will call "(aircraft identification) waving off" when the aircraft is parallel the BRC on the appropriate side of the ship and reenter the appropriate VMC recovery. Should reentry into the VMC pattern not be possible, the pilot will climb out straight ahead and request instructions from PriFly.

With the aircraft commander's concurrence and when the LSE gives the signal, chocks and tie-downs will be applied after the aircraft lands. They will remain attached until the aircraft is ready to be launched. During short on-deck times, such as when troops and supplies are being rapidly loaded, the aircraft may be chocked only. Tie-downs will be installed according to the individual aircraft operator's manuals. Unless otherwise specified, tie-downs will be attached to mooring rings in the vicinity of the main landing gear first.

NOTE: Landing gear, external auxiliary fuel tank, and ordnance safety pins will be inserted before rotors are disengaged and/or engines shut down.

(2) Rotor blades should not be disengaged while the ship is in a turn unless authorized by the ship's CO or his designated representative. The aircraft commander will be advised of the anticipated wind parameters and the ship's heel before a turn is executed.

(3) The pilot will not disengage the rotors until he receives the signal from the LSE.

(4) The air officer will ensure that the proper wind conditions exist, according to the applicable NATOPS manuals, for disengaging rotor blades.

(5) If high winds exist, rotors will be disengaged starting with the forward most aircraft and working aft.

Night operations are among the most critical for both pilots and flight deck crews. The tempo of operations will be reduced compared to day operations. To enhance safety, the pilots and flight crew must handle the aircraft slowly and carefully. All concerned personnel will be indoctrinated in night operations procedures.

NOTE: The glide angle indicator light uses the same beam colors as the SGSI. However, with the glide angle indicator light, the amber beam means that the pilot is above the glidepath, the green beam on the glidepath, and the red beam below the glidepath.

(3) A red wave-off light is installed on each side of the SGSI which is located forward on the island. The wave-off and cut lights of the CAI Mod 2 complement the SGSI located on the aft end of the island.

The following items deserve special attention during aircraft operations:

a. While aircraft are being recovered, no personnel other than those required will be on the catwalks, flight deck, or elevators without the air officer's permission.

b. Personnel will not stand in or in any way block the entrances to the island structure or exits off the catwalks.

c. Personnel will not sleep or lounge on the flight deck, catwalks, galleries, or gun tubs during flight quarters.

d. Personnel will stay clear of all cargo elevator hatches and weapons mounts outlined by danger lines.

e. Personnel will not turn their backs to landing aircraft.

f. Except in an attempt to avert an accident, no director will give signals to a pilot who is being controlled by another director.

g. To reduce the possibility of an aircraft landing on a foul deck, landing spot and deck edge lights will not be turned on without the air officer's permission.

h. During instrument recoveries, PriFly will keep AOCC/HDC advised of the status of the deck and provide the estimated time the deck will be clear. AOCC/HDC will keep PriFly advised of the position of the nearest aircraft.

i. CIC and AOCC/HDC will keep PriFly informed of any aircraft known or suspected to have radio failure.

j. During night operations, green and red wands will be used only by the flight deck supervisor or launch officer.

k. Taking flash pictures during flight operations is prohibited.

l. Recovery will not be planned to any spot where aircraft or other obstacles would come within 10 feet of the rotor plane.

m. Left seat landings immediately behind a helicopter with the tail rotor turning are not authorized.

n. Night approaches to spot 1 are not authorized.

o. Left seat landings on spot 2 (LHA and LPH) are not recommended.

p. Right seat landings on spot 1 (LPH) and spot 3 (LHA) are not recommended.

When radio communications are limited, operations may be conducted using other means of communication. Visual communications become extremely important, including the proper use of the ship's aircraft lighting, flag command, and display signals. The Aldis lamp, blinker, and hand and arm signals are necessary in conducting safe flight operations. These signals are explained in Appendixes A and B. Both the aircraft and the controlling ships will monitor the land/launch frequency. Radio transmissions will not be authorized unless required for safety of flight. All flight operations conducted under EMCON conditions will be briefed thoroughly and coordinated between the squadron and the ship's control-line agencies. During EMCON conditions, all personnel have an increased responsibility to conform to safe operating procedures.