NAVAIR 00-80T-122

AIRCRAFT OPERATING
PROCEDURES FOR
AIR-CAPABLE SHIPS
NATOPS MANUAL
THIS PUBLICATION SUPERSEDES NAVAIR 00-80T-122 DATED 15 MAY 2010.

DISTRIBUTION STATEMENT C — Distribution authorized to U.S. Government agencies

only and their contractors to protect publications required for official use or for
administrative or operational purposes only (1 November 2012). Other requests for this
document shall be referred to Commander, Naval Air Systems Command (PMA-251),
RADM William A Moffett Bldg, 47123 Buse Rd, Bldg 2272, Patuxent River, MD
20670-1547.

DESTRUCTION NOTICE — For unclassified, limited documents, destroy by any method that will
prevent disclosure of contents or reconstruction of the document.

ISSUED BY AUTHORITY OF THE CHIEF OF NAVAL OPERATIONS AND

UNDER THE DIRECTION OF THE COMMANDER,
NAVAL AIR SYSTEMS COMMAND.

/3
1 (Reverse Blank) 1 NOVEMBER 2012
 NAVAIR 00-80T-122

DEPARTMENT OF THE NAVY

NAVAL AIR SYSTEMS COMMAND
RADM WILLIAM A. MOFFETT BUILDING
47123 BUSE ROAD, BLDG 2272
PATUXENT RIVER, MARYLAND 20670‐1547
1 November 2012

LETTER OF PROMULGATION

1.The Naval Air Training and Operating Procedures Standardization (NATOPS)

Program is a positive approach toward improving combat readiness and achieving a
substantial reduction in the aircraft mishap rate. Standardization, based on professional
knowledge and experience, provides the basis for development of an efficient and sound
operational procedure. The standardization program is not planned to stifle individual
initiative, but rather to aid the Commanding Officer in increasing the unit's combat
potential without reducing command prestige or responsibility.

2.This manual standardizes ground and flight procedures but does not include tactical
doctrine. Compliance with the stipulated manual requirements and procedures is
mandatory except as authorized herein. In order to remain effective, NATOPS must be
dynamic and stimulate rather than suppress individual thinking. Since aviation is a
continuing, progressive profession, it is both desirable and necessary that new ideas and
new techniques be expeditiously evaluated and incorporated if proven to be sound. To
this end, Commanding Officers of aviation units are authorized to modify procedures
contained herein, in accordance with the waiver provisions established by OPNAV
Instruction 3710.7, for the purpose of assessing new ideas prior to initiating
recommendations for permanent changes. This manual is prepared and kept current by
the users in order to achieve maximum readiness and safety in the most efficient and
economical manner. Should conflict exist between the training and operating procedures
found in this manual and those found in other publications, this manual will govern.

3.Checklists and other pertinent extracts from this publication necessary to normal
operations and training should be made and carried for use in naval aircraft.

4.Per NAVAIRINST 13034.1 series, this flight clearance product provides NAVAIR
airworthiness certification subsequent to design engineering review. It does not authorize
aircraft system modification, nor does it satisfy NAVAIR requirements for configuration
management. Refer to OPNAVINST 4790.2 series for policy guidance on configuration
management and modification authority.

Approved

R. L. MAHR
Rear Admiral, United States Navy
By direction of
Commander, Naval Air Systems Command

3/(4 blank) ORIGINAL

 NAVAIR 00-80T-122

INTERIM CHANGE SUMMARY

The following Interim Changes have been canceled or previously incorporated into this manual.

INTERIM
CHANGE
NUMBER(S) REMARKS/PURPOSE
1 thru 6 Previously incorporated

The following Interim Changes have been incorporated into this Change/Revision.

INTERIM
CHANGE
NUMBER(S) REMARKS/PURPOSE
7 Delete Ref to the H- 47F Helicopter
8 Helicopter Indoctrination Course Clarification
9 Aircraft Spotting on LPD- 4 and - 17 class ships / V- 22 Deck Heating Mitigation Procedures

Interim Changes Outstanding — To be maintained by the custodian of this manual.

INTERIM
CHANGE ORIGINATOR/DATE PAGES
NUMBER (or DATE/TIME GROUP) AFFECTED REMARKS/PURPOSE
10 122009Z AUG 13 11- 46/48, Flight Deck Operating Matrix and
51/53, SA- 330J Wind Envelopes
Q- 10/11
11 142000Z FEB 14 7- 4, Flight Deck Warnings
9- 1/6, 27/28c
12 102005Z MAR 14 29, 9- 34/35, Multi- Subject
C- 19/22,
R- 13/30
13 192006Z DEC 14 7- 1/15 Ship Maneuvering

5/(6 blank) ORIGINAL

PAAUZYUW RULYFOO0098 1921943-UUUU--RULYSUU.
ZNR UUUUU
P 192006Z DEC 14 ZYB
FM COMNAVAIRSYSCOM PATUXENT RIVER MD//4.0P//
TO COMNAVSURFLANT NORFOLK VA//N8/N83//
COMNAVSURFPAC SAN DIEGO CA//N40//
COMNAVSURFOR SAN DIEGO CA//N42//
INFO COMNAVAIRFOR SAN DIEGO CA//N455/N3B11A/N3C3/N421L//
COMNAVSAFECEN NORFOLK VA//11//
COMSC WASHINGTON DC//N3/PM1//
MSFSC NORFOLK VA//N3//
COMSC PAC SAN DIEGO CA
COMLOG WESTPAC//N3/N4//
FLTREADCENSOUTHEAST JACKSONVILLE FL//3.3.3//
COMNAVAIRFORES SAN DIEGO CA//N42/N52//
COMNAVAIRSYSCOM PATUXENT RIVER MD//4.0P/4.1/5.0F/5.1//
NAVAIRWARCENACDIV LAKEHURST NJ//13391//
PEOTACAIR PATUXENT RIVER MD//PMA251//
BT
UNCLAS
MSGID/GENADMIN/MIL-STD-6040(SERIES)/B.0.01.00
/COMNAVAIRSYSCOM PATUXENT RIVER/-/DEC/-/-/USA/UNCLASSIFIED//
SUBJ/AIRCRAFT OPERATING PROCEDURES FOR AIR-CAPABLE SHIPS NATOPS
/PUBLICATION INTERIM CHANGE//
REF/A/DESC:EML/CNAF/-/18DEC2014////
REF/B/DESC:DOC/NAVAIR/-/08DEC2014//
REF/C/DESC:DOC/NAVAIR/-/01NOV2012//
NARR/REF A IS COG COMMAND CONCURRENCE.
REF B IS AIRS 2014-326.
REF C IS AIRCRAFT OPERATING PROCEDURES FOR AIR-CAPABLE SHIPS
NATOPS MANUAL GENERAL SERIES NATOPS MANUAL, 00-80T-122
DTD 01 NOV 2012.//
POC/SARAH GRAVES/CNTR/UNIT:4.0P FLIGHT CLEARANCE
/NAME:PATUXENT RIVER MD/TEL:301-342-5741
/EMAIL:SARAH.GRAVES.CTR(AT)NAVY.MIL//
GENTEXT/REMARKS/1. THIS MESSAGE IS ISSUED IN RESPONSE TO REFS A AND
B. THIS MESSAGE ISSUES INTERIM CHANGE (IC) NUMBER 13 TO REF C.
2. SUMMARY.
A. THIS MESSAGE PROVIDES UPDATES TO SHIP MANEUVERING AND
AIRCRAFT HANDLING SECTIONS.
B. REPLACEMENT PAGES CONTAINING THESE CHANGES FOR DOWNLOADING
AND INSERTION INTO REF C WILL BE ATTACHED TO THIS INTERIM
CHANGE MESSAGE WHEN IT IS POSTED ON THE NATEC AND
AIRWORTHINESS WEBSITES (SEE LAST PARA BELOW).
3. THESE CHANGES IMPACT THE FOLLOWING EXISTING NATOPS FLIGHT
MANUAL. THE REPLACEMENT PAGE PACKAGE INCLUDES THE FOLLOWING
PAGES:
A. REF C (00-80T-122(NM)): PAGES: 5/(6 BLANK) AND 7-1 THROUGH
7-15/(7-16 BLANK).
B. TO ENSURE THE PDF PAGES PRINT TO SCALE: SELECT PRINT
AND VIEWING PRINT SETUP WINDOW, ENSURE "NONE" IS
SELECTED IN THE PAGE SCALING DROPDOWN.
4. POINTS OF CONTACT:
A. AIR-CAPABLE SHIPS NATOPS PROGRAM MANAGER, CDR DANIEL NOWICKI,
TEL DSN 545-2829 OR COMM (619) 545-2829,
EMAIL: [email protected].
B. NAVAIR POCS:

 
NAVAIR 192006Z DEC 14 Page 1 of 2 00-80T-122 IC 13
 (1) GREG HIRSEKORN, AIR 4.0P NATOPS IC COORDINATOR, TEL:
COMM (585) 591-0088, EMAIL:
GREGORY.HIRSEKORN(AT)NAVY.MIL.
(2) LCDR RYAN MCALLISTER, 4.0P NATOPS OFFICER,
TEL: DSN 995-2052 OR COMM (301) 995-2052,
EMAIL: [email protected].
(3) AIRWORTHINESS GLOBAL CUSTOMER SUPPORT TEAM, TEL: COMM
(301) 757-0187, EMAIL: [email protected].
5. THIS MESSAGE WILL BE POSTED ON THE AIRWORTHINESS WEBSITE,
HTTPS:(SLASH)(SLASH)AIRWORTHINESS.NAVAIR.NAVY.MIL WITHIN 72 HOURS
OF RELEASE. INTERIM CHANGES MAY BE FOUND IN TWO PLACES:
A. IN THE AIRWORTHINESS NATOPS LIBRARY SORTED BY AIRCRAFT
PLATFORM AND TMS.
B. ADDITIONALLY, THIS MESSAGE WILL BE POSTED ON THE NATEC
WEBSITE, HTTPS:(SLASH)(SLASH)MYNATEC.NAVAIR.NAVY.MIL. IF THE
IC MESSAGE INCLUDES REPLACEMENT PAGES, THEY WILL BE PLACED
WITHIN THE MANUAL AND REPLACED PAGES DELETED. IF UNABLE TO
VIEW THIS MESSAGE ON EITHER THE AIRWORTHINESS OR NATEC
WEBSITES, INFORM THE NATOPS GLOBAL CUSTOMER SUPPORT TEAM AT
(301) 342-3276, DSN 342-3276, OR BY EMAIL AT [email protected].
C. INFORMATION REGARDING THE AIRWORTHINESS PROCESS, INCLUDING A
LISTING OF ALL CURRENT INTERIM FLIGHT CLEARANCES, NATOPS
AND NATIP PRODUCTS ISSUED BY NAVAIR 4.0P, CAN BE FOUND AT OUR
WEBSITE: HTTPS:(SLASH)(SLASH)AIRWORTHINESS.NAVAIR.NAVY.MIL.
D. THE MODEL MANAGER UNIT (SEE PARA 4.A ABOVE) IS TO
READDRESS THIS MESSAGE AS REQUIRED TO ENSURE ALL AFFECTED
SQUADRONS/UNITS ARE NOTIFIED OF THIS IC RELEASE
E. E-POWER FOLDER NUMBER 1127024, AIRWORTHINESS TRACKING NUMBER
63856.//
BT
#0098
NNNN

Payne, James (4.0P, PEO(T) Deputy Chief Engr), 12/19/2014

 
NAVAIR 192006Z DEC 14 Page 2 of 2 00-80T-122 IC 13
PAAUZYUW RULYF000091 2271621-UUUU--RULYSUU.
ZNR UUUUU
P 102005Z MAR 14 ZYB
FM COMNAVAIRSYSCOM PATUXENT RIVER MD//4.0P//
TO COMNAVSURFLANT NORFOLK VA//N8/N83//
COMNAVSURFPAC SAN DIEGO CA//N40//
COMNAVSURFOR SAN DIEGO CA//N42//
INFO COMNAVAIRFOR SAN DIEGO CA//N455/N3B11A/N3C3/N421L//
COMNAVSAFECEN NORFOLK VA//11//
COMSC ~SHINGTON DC//N3/P.M1//
MSFSC NORFOLK VA//N3//
COMSC PAC SAN DIEGO CA
COMLOG WESTPAC//N3/N4//
FLTREADCENSOUTHEAST JACKSONVILLE FL//3.3.3//
COMNAVAIRFORES SAN DIEGO CA//N42/NS2//
COMNAVAIRSYSCOM PATUXENT RIVER MD//4.0P/4.1/5.0F/5.1//
NAVAIR~CENACDIV LAKEHURST NJ//13391//
PEOTACAIR PATUXENT RIVER MD/ /PMA251/ /
BT
UNCLAS
MSGID/GENADMIN/MIL-STD-6040(SERIES)/B.0.01.00
/COMNAVAIRSYSCOM PATUXENT RIVER/-/MAR/-/-/-/-//
SUBJ/AIRCRAFT OPERATING PROCEDURES FOR AIR-CAPABLE SHIPS NATOPS
/PUBLICATION INTERIM CHANGE.//
REF/A/DESC:EML/CNAF/-/06MAR2014//
REF/B/DESC:DOC/NAVAIR/-/03DEC2013//
REF/C/DESC:DOC/NAVAIR/-/01NOV2012//
NARR/REF A IS COG CO~ CONCURRENCE.
REF B IS AIRS 2013-297.
REF C IS AIRCRAFT OPERATING PROCEDURES FOR AIR-CAPABLE SHIPS
NATOPS MANUAL GENERAL SERIES NATOPS ~, 00-80T-122
DTD 01 NOV 2012 . //
POC/JOHN ERWIN/CNTR/UNIT:4.0P FLIGHT CLEARANCE
/NAME:PATUXENT RIVER MD/TEL:301-866-5541
/EMAIL:JOHN.P.ERWIN.CTR(AT)NAVY.MIL//
GENTEXT/REMARKS/1. THIS MESSAGE IS ISSUED IN RESPONSE TO REFS A AND
B . THIS MESSAGE ISSUES INTERIM CHANGE ( IC) NUMBER 12 TO REF C.
2. S~Y.
A. THIS MESSAGE PROVIDES FURTHER GUIDANCE CONCERNING HOT
LOADING, UPDATES H-1 WIND ENVELOPES AND UPDATES V-22 WIND
ENVELOPES.
B. REPLACEMENT PAGES CONTAINING THESE CHANGES FOR DOWNLOADING
AND INSERTION INTO REF C WILL BE ATTACHED TO THIS INTERIM
CHANGE MESSAGE WHEN IT IS POSTED ON THE NATEC AND
AIRWORTHINESS WEBSITES (SEE LAST PARA BELOW).
3. THESE CHANGES IMPACT THE FOLLOWING EXISTING NATOPS FLIGHT
MANUAL . THE REPLACEMENT PAGE PACKAGE INCLUDES THE FOLLOWING
PAGES:
A. REF C (00-80T-122(NM)): PAGES: 5/(6 BLANK), 29, 30, 9-33
THRU 9-36, C-19 THRU C-22 AND R-13 THRU R-30 .
B. TO ENSURE THE PDF PAGES PRINT TO SCALE: SELECT PRINT
AND VIEWING PRINT SETUP WINDOW, ENSURE " NONE" IS
SELECTED IN THE PAGE SCALING DROPDOWN .
4 . POINTS OF CONTACT:
A. AIR-CAPABLE SHIPS NATOPS PROGRAM :M2lliAGER, CDR RICHARD
WEEDEN, TEL DSN 735-2829 OR COMM (619) 545-2829,
EMAIL: [email protected]

NAVAIR 102005Z MAR 14 Page 1 of 2 00-80T-122 IC 12

 B. NAVAIR POCS:
(1) GREG HIRSEKORN, AIR 4. OP NATOPS IC COORDINATOR, TEL:
(585) 591-0088 , ~IL: GREGORY.HIRSEKORN(AT)NAVY.MIL .
(2) LCDR ANDREW MCCRONE, 4.0P NATOPS OFFICER
TEL : DSN 995-2052 OR COMM (301) 995-2052,
EMAIL : ANDREW. MCCRONE (AT) NAVY. MIL .
(3) AIRWORTHINESS GLOBAL CUSTOMER SUPPORT TEAM:, TEL : (301)
757-0187, ~IL: [email protected].
5 . THIS MESSAGE WILL BE POSTED ON THE AIRWORTHINESS WEBSITE ,
HTTPS: (SLASH) (SLASH)AIRWORTHINESS.NA~IR.NAVY.MIL WITHIN 48 HOURS OF
RELEASE. INTERIM CHANGES MAY BE FOUND IN TWO PLACES ON THE WEBSITE:
A. IN THE NATOPS LIBRARY SORTED BY AIRCRAFT PLATFORM AND TMS.
B. IN AIRS, SEARCH BY AIRS NUMBER FOUND IN REF B ABOVE .
THIS MESSAGE WILL ADDITIONALLY BE POSTED ON THE NATEC
WEBSITE , HTTPS: (SLASH) (SLASH)MYNATEC.NA~IR.NAVY.MIL. IF THE IC
MESSAGE INCLUDES REPLACEMENT PAGES, THEY WILL BE PLACED WITHIN
THE MANUAL AND REPLACED PAGES DELETED . IF UNABLE TO VIEW THIS
MESSAGE ON EITHER THE AIRWORTHINESS OR NATEC WEBSITES , INFORM
THE NATOPS GLOBAL CUSTOMER SUPPORT TEAM AT (301) 342-3276,
DSN 342-3276, OR BY ~IL AT [email protected] .
C. INFORMATION REGARDING THE AIRWORTHINESS PROCESS, INCLUDING A
LISTING OF ALL CURRENT INTERIM FLIGHT CLEARANCES, NATOPS
AND NATIP PRODUCTS ISSUED BY NAVAIR 4 . 0P, CAN BE FOUND AT OUR
WEBSITE : HTTPS: (SLASH) (SLASH)AIRWORTHINESS.NA~R . NAVY.MIL .
D. THE MODEL MANAGER UNIT (SEE PARA 4.A ABOVE) IS TO
READDRESS THIS MESSAGE AS REQUIRED TO ENSURE ALL AFFECTED
SQUADRONS/ UNITS ARE NOTIFIED OF THIS IC RELEASE
E. E-POWER FOLDER NUMBER 1078278, AIRWORTHINESS TRACKING NUMBER
57772.//
BT
#0091
NNNN

Herr, John (4.0P, PEO(A) Sr Airworthiness Engr), 03/11/2014

NAVAIR 102005Z ~ 14 Page 2 of 2 00-80T-122 IC 12

PAAUZYUW RULYFOO0098 1921943-UUUU--RULYSUU.
ZNR UUUUU
P 142000Z FEB 14 ZYB
FM COMNAVAIRSYSCOM PATUXENT RIVER MD//4.0P//
TO COMNAVSURFLANT NORFOLK VA//N8/N83//
COMNAVSURFPAC SAN DIEGO CA//N40//
COMNAVSURFOR SAN DIEGO CA//N42//
COMNAVAIRFOR SAN DIEGO CA//N455/N3B11A/N3C3/N421L//
COMNAVSAFECEN NORFOLK VA//11//
COMSC WASHINGTON DC//N3/PM1//
MSFSC NORFOLK VA//N3//
COMSC PAC SAN DIEGO CA
COMLOG WESTPAC//N3/N4//
FLTREADCENSOUTHEAST JACKSONVILLE FL//3.3.3//
COMNAVAIRFORES SAN DIEGO CA//N42/N52//
INFO COMNAVAIRSYSCOM PATUXENT RIVER MD//4.0P/4.1/5.0F/5.1//
NAVAIRWARCENACDIV LAKEHURST NJ//13391//
PEOTACAIR PATUXENT RIVER MD//PMA251//
BT
UNCLAS
MSGID/GENADMIN/MIL-STD-6040(SERIES)/B.0.01.00
/COMNAVAIRSYSCOM PATUXENT RIVER/-/FEB/-/-/USA/UNCLASSIFIED//
SUBJ/AIRCRAFT OPERATING PROCEDURES FOR AIR-CAPABLE SHIPS NATOPS
/PUBLICATION INTERIM CHANGE//
REF/A/DESC:EML/CNAF/-/30JAN2013//
REF/B/DESC:DOC/NAVAIR/-/05DEC2013//
REF/C/DESC:DOC/NAVAIR/-/01NOV2012//
NARR/REF A IS COG COMMAND CONCURRENCE.
REF B IS AIRS 2013-376.
REF C IS AIRCRAFT OPERATING PROCEDURES FOR AIR-CAPABLE SHIPS
NATOPS MANUAL GENERAL SERIES NATOPS MANUAL, DTD 01 NOV 2012.
//
POC/JOHN ERWIN/CNTR/UNIT:4.0P FLIGHT CLEARANCE
/NAME:PATUXENT RIVER MD/TEL:301-866-5541
/EMAIL:JOHN.P.ERWIN.CTR(AT)NAVY.MIL//
GENTEXT/REMARKS/REMARKS/1. THIS MESSAGE IS ISSUED IN RESPONSE TO
REFS A AND B. THIS MESSAGE ISSUES INTERIM CHANGE (IC) NUMBER 11 TO
REF C.

2. SUMMARY.
A. THIS MESSAGE PROVIDES FURTHER GUIDANCE CONCERNING FLIGHT DECK
SAFETY ON DDG AND FFG SHIPS AND ADDS WARNINGS CONCERNING AIR
OPERATIONS ABOARD SHIP.
B. REPLACEMENT PAGES CONTAINING THESE CHANGES FOR DOWNLOADING
AND INSERTION INTO REF C WILL BE ATTACHED TO THIS INTERIM
CHANGE MESSAGE WHEN IT IS POSTED ON THE NATEC AND
AIRWORTHINESS WEBSITES (SEE LAST PARA BELOW).

3. THESE CHANGES IMPACT THE FOLLOWING EXISTING NATOPS FLIGHT

MANUAL. THE REPLACEMENT PAGE PACKAGE INCLUDES THE FOLLOWING
PAGES:
A. REF C (00-80T-122(NM)): PAGES: 5/(6 BLANK), 7-3 THRU 7-4A
(B BLANK),9-1 THRU 9-6A (B BLANK) AND 9-27 THRU 9-28C
(D BLANK).
B. TO ENSURE THE PDF PAGES PRINT TO SCALE: SELECT PRINT
AND VIEWING PRINT SETUP WINDOW, ENSURE "NONE" IS
SELECTED IN THE PAGE SCALING DROPDOWN.

NAVAIR 142000Z FEB 14 Page 1 of 2 00-80T-122 (IC 11)

4. POINTS OF CONTACT:
A. AIR-CAPABLE SHIPS NATOPS PROGRAM MANAGER, CDR RICHARD
WEEDEN, TEL DSN 735-2829 OR COMM (619) 545-2829,
EMAIL: [email protected].
B. NAVAIR POCS:
(1) GREG HIRSEKORN, AIR 4.0P NATOPS IC COORDINATOR, TEL:
(585) 591-0088, EMAIL: GREGORY.HIRSEKORN(AT)NAVY.MIL.
(2) LCDR ANDREW MCCRONE, 4.0P NATOPS OFFICER
TEL: DSN 995-2052 OR COMM (301) 995-2052,
EMAIL: ANDREW.MCCRONE(AT)NAVY.MIL.
(3) AIRWORTHINESS GLOBAL CUSTOMER SUPPORT TEAM, TEL: (301)
757-0187, EMAIL: [email protected].

5. THIS MESSAGE WILL BE POSTED ON THE AIRWORTHINESS WEBSITE,

HTTPS://AIRWORTHINESS.NAVAIR.NAVY.MIL WITHIN 72 HOURS OF RELEASE.
INTERIM CHANGES MAY BE FOUND IN TWO PLACES ON THE WEBSITE:
A. IN THE NATOPS LIBRARY SORTED BY AIRCRAFT PLATFORM AND TMS.
B. IN AIRS, SEARCH BY AIRS NUMBER FOUND IN REF B ABOVE.
THIS MESSAGE WILL ADDITIONALLY BE POSTED ON THE NATEC
WEBSITE, HTTPS://MYNATEC.NAVAIR.NAVY.MIL. IF THE IC MESSAGE
INCLUDES REPLACEMENT PAGES, THEY WILL BE PLACED WITHIN THE
MANUAL AND REPLACED PAGES DELETED. IF UNABLE TO VIEW THIS
MESSAGE ON EITHER THE AIRWORTHINESS OR NATEC WEBSITES, INFORM
THE NATOPS GLOBAL CUSTOMER SUPPORT TEAM AT (301) 342-3276,
DSN 342-3276, OR BY EMAIL AT [email protected].
C. INFORMATION REGARDING THE AIRWORTHINESS PROCESS, INCLUDING
A LISTING OF ALL CURRENT INTERIM FLIGHT CLEARANCES, NATOPS
AND NATIP PRODUCTS ISSUED BY NAVAIR 4.0P, CAN BE FOUND AT OUR
WEBSITE: AIRWORTHINESS.NAVAIR.NAVY.MIL.
D. THE MODEL MANAGER UNIT (SEE PARA 4.A ABOVE) IS TO READDRESS
THIS MESSAGE AS REQUIRED TO ENSURE ALL AFFECTED
SQUADRONS/UNITS ARE NOTIFIED OF THIS IC RELEASE.
E. E-POWER FOLDER NUMBER 1077375, TRACKING NUMBER 57842.
//
BT
#0098
NNNN

Herr, John (4.0P, PEO(A) Sr Airworthiness Engr), 02/14/2014

NAVAIR 142000Z FEB 14 Page 2 of 2 00-80T-122 (IC 11)

PAAUZYUW RULYFOO0091 2271621-UUUU--RULYSUU.
ZNR UUUUU
P 122009Z AUG 13 ZYB
FM COMNAVAIRSYSCOM PATUXENT RIVER MD//4.0P//
TO COMNAVSURFLANT NORFOLK VA//N8/N83//
COMNAVSURFPAC SAN DIEGO CA//N40//
COMNAVSURFOR SAN DIEGO CA//N42//
COMNAVAIRFOR SAN DIEGO CA//N455/N3B11A/N3C3/N421L//
COMNAVSAFECEN NORFOLK VA//11//
COMSC WASHINGTON DC//N3/PM1//
MSFSC NORFOLK VA//N3//
COMSC PAC SAN DIEGO CA
COMLOG WESTPAC//N3/N4//
FLTREADCENSOUTHEAST JACKSONVILLE FL//3.3.3//
COMNAVAIRFORES SAN DIEGO CA//N42/N52//
COMNAVAIRLANT NORFOLK VA//N3/N455//
INFO COMNAVAIRSYSCOM PATUXENT RIVER MD//4.0P/4.1/5.0F/5.1//
NAVAIRWARCENACDIV LAKEHURST NJ//13391//
PEOTACAIR PATUXENT RIVER MD//PMA251//
BT
UNCLAS
MSGID/GENADMIN/MIL-STD-6040(SERIES)/B.0.01.00
/COMNAVAIRSYSCOM PATUXENT RIVER/-/AUG/-/-/-/-//
SUBJ/AIRCRAFT OPERATING PROCEDURES FOR AIR-CAPABLE SHIPS NATOPS
/PUBLICATION INTERIM CHANGE.//
REF/A/DESC:EML/CNAF/-/02AUG2013//
REF/B/DESC:DOC/NAVAIR/-/07AUG2013//
REF/C/DESC:DOC/NAVAIR/-/01NOV2012//
NARR/REF A IS COG COMMAND CONCURRENCE.
REF B IS AIRS 2013-016.
REF C IS AIRCRAFT OPERATING PROCEDURES FOR AIR-CAPABLE SHIPS
GENERAL SERIES NATOPS MANUAL.//
POC/SARAH GRAVES/CNTR/UNIT:4.0P FLIGHT CLEARANCE
/NAME:PATUXENT RIVER MD/TEL:301-342-5741
/EMAIL:SARAH.GRAVES.CTR(AT)NAVY.MIL//
GENTEXT/REMARKS/1. THIS MESSAGE IS ISSUED IN RESPONSE TO REFS A AND
B. THIS MESSAGE ISSUES INTERIM CHANGE (IC) NUMBER 10 TO REF C.
2. SUMMARY.
A. THIS MESSAGE PROVIDES CHANGES TO LPD -4 AND -17 FLIGHT
DECK OPERATING MATRICES, AS WELL AS NEW CAPABILITIES FOR
SA-330J LAUNCH AND RECOVERY ENVELOPES ON T-AOE 6 CLASS SHIPS.
B. REPLACEMENT PAGES CONTAINING THESE CHANGES FOR DOWNLOADING
AND INSERTION INTO REF C WILL BE ATTACHED TO THIS INTERIM
CHANGE MESSAGE WHEN IT IS POSTED ON THE NATEC AND
AIRWORTHINESS WEBSITES (SEE LAST PARA BELOW).
3. THESE CHANGES IMPACT THE FOLLOWING EXISTING NATOPS FLIGHT
MANUAL. THE REPLACEMENT PAGE PACKAGE INCLUDES THE FOLLOWING
PAGES:
A. REF C (00-80T-122(NM)): PAGES: 5/(6 BLANK), 11-45 THRU 11-48,
11-51 THRU 11-54 AND Q-9 THRU Q-11/(Q-12 BLANK).
B. TO ENSURE THE PDF PAGES PRINT TO SCALE: SELECT PRINT
AND VIEWING PRINT SETUP WINDOW, ENSURE "NONE" IS
SELECTED IN THE PAGE SCALING DROPDOWN.
4. POINTS OF CONTACT:
A. AIR-CAPABLE SHIPS NATOPS PROGRAM MANAGER, CDR RICHARD
WEEDEN, TEL DSN 735-2829 OR COMM (619) 545-2829,
EMAIL: [email protected].

NAVAIR 122009Z AUG 13 Page 1 of 2 00-80T-122 IC 10

 B. NAVAIR POCS:
(1) GREG HIRSEKORN, AIR 4.0P NATOPS IC COORDINATOR, TEL:
(585) 591-0088, EMAIL: GREGORY.HIRSEKORN(AT)NAVY.MIL.
(2) LCDR ANDREW MCCRONE, 4.0P NATOPS OFFICER
TEL: DSN 995-2052 OR COMM (301) 995-2052,
EMAIL: ANDREW.MCCRONE(AT)NAVY.MIL.
(3) AIRWORTHINESS GLOBAL CUSTOMER SUPPORT TEAM, TEL: (301)
757-0187, EMAIL: [email protected].
5. THIS MESSAGE WILL BE POSTED ON THE AIRWORTHINESS WEBSITE,
HTTPS:AIRWORTHINESS.NAVAIR.NAVY.MIL WITHIN 48 HOURS OF RELEASE.
INTERIM CHANGES MAY BE FOUND IN TWO PLACES ON THE WEBSITE:
A. IN THE NATOPS LIBRARY SORTED BY AIRCRAFT PLATFORM AND TMS.
B. IN AIRS, SEARCH BY AIRS NUMBER FOUND IN REF B ABOVE.
THIS MESSAGE WILL ADDITIONALLY BE POSTED ON THE NATEC
WEBSITE, HTTPS:MYNATEC.NAVAIR.NAVY.MIL. IF THE IC MESSAGE
INCLUDES REPLACEMENT PAGES, THEY WILL BE PLACED WITHIN THE
MANUAL AND REPLACED PAGES DELETED. IF UNABLE TO VIEW THIS
MESSAGE ON EITHER THE AIRWORTHINESS OR NATEC WEBSITES, INFORM
THE NATOPS GLOBAL CUSTOMER SUPPORT TEAM AT (301) 342-0870,
DSN 342-0870, OR BY EMAIL AT [email protected].
C. INFORMATION REGARDING THE AIRWORTHINESS PROCESS, INCLUDING
A LISTING OF ALL CURRENT INTERIM FLIGHT CLEARANCES, NATOPS
AND NATIP PRODUCTS ISSUED BY NAVAIR 4.0P, CAN BE FOUND AT OUR
WEBSITE: AIRWORTHINESS.NAVAIR.NAVY.MIL.
D. THE MODEL MANAGER UNIT (SEE PARA 4.A ABOVE) IS TO READDRESS
THIS MESSAGE AS REQUIRED TO ENSURE ALL AFFECTED
SQUADRONS/UNITS ARE NOTIFIED OF THIS IC RELEASE.
6. E-POWER FOLDER ID: 1040001, TRACKING NUMBER: 52914.//
BT
#0091
NNNN

Ball, James (4.0P, PEO(A)&1.0 Deputy Chief AW Engineer), 08/13/2013

NAVAIR 122009Z AUG 13 Page 2 of 2 00-80T-122 IC 10

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 NAVAIR 00-80T-122

NATOPS Flight Manual

Aircraft Operating Procedures for Air--Capable Ships
CONTENTS
Page
No.

CHAPTER 1 — INTRODUCTION
1.1 PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.2 SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.3 OTHER RELEVANT PUBLICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.4 NATOPS ADVISORY GROUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

PART I — AVIATION FACILITIES, SUPPORT AND AIRCRAFT LIMITATIONS

CHAPTER 2 — AVIATION FACILITIES

2.1 AIR-CAPABLE SHIP CERTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.1.1 Certification Waivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.2 GENERAL REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.3 LEVELS AND CLASSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.3.1 Levels of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.3.2 Classes of Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.3.3 Maintaining Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.4 IMC OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.5 HOTLINE ACTION DESK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.6 FLIGHT DECK MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.6.1 Landing Lineup Line and Circle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.6.2 Vertical Replenishment “T” Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.6.3 Vertical Replenishment Ball and “T” Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.6.4 Vertical Replenishment Dash Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.6.5 Helicopter In-Flight Refueling Marking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.7 VISUAL LANDING AIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.7.1 Required Lighting Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.7.2 Categories of VLA Lighting Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
2.7.3 Vertical Replenishment Lighting Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
2.7.4 Landing-Configured Lighting Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
2.7.5 Landing System Additional Lighting Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
2.7.6 Accessory Visual Aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31

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CHAPTER 3 — SUPPORT REQUIREMENTS

3.1 SUPPORT REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

3.1.1 Logistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.1.2 Aircraft Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.1.3 Corrosion Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

CHAPTER 4 — ROTORCRAFT LIMITATIONS

4.1 ROTORCRAFT LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

4.1.1 Inherent Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.1.2 Operational Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2

4.2 AMCM LIMITATIONS AND CONSTRAINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2

4.3 AIRBORNE MINE COUNTERMEASURES EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . 4-2

PART II — TRAINING AND RESPONSIBILITIES

CHAPTER 5 — TRAINING

5.1 INITIAL SHIP AVIATION TEAM TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

5.2 TRAINING SHIP’S PERSONNEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

5.2.1 Commanding Officers/Executive Officers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.2.2 Air Officer/Helicopter Control Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.2.3 Flight Deck Officer and VERTREP Cargo Supervisor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.2.4 Officer of the Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.2.5 Tactical Air Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.2.6 Chief Engineer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.2.7 Aviation Fuels Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.2.8 Damage Control Assistant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
5.2.9 Crash and Salvage Crew/Crash and Rescue Party and Scene Leader . . . . . . . . . . . . . . . . . 5-3
5.2.10 Landing Signalman Enlisted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
5.2.11 Air Tactical Controllers/CIC Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
5.2.12 Flight Deck Crews and Hookup Men . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
5.2.13 VERTREP Cargo Handling Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
5.2.14 Ship Search and Rescue Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
5.2.15 Ship’s Company Brief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
5.2.16 Aviation Personnel Brief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5

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CHAPTER 6 — RESPONSIBILITIES
6.1 RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6.1.1 Command Relationship With Navy Squadron/Detachment . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6.1.2 Airborne MCM Command Relationships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6.1.3 Command Relationship With Marine Squadron/Detachment . . . . . . . . . . . . . . . . . . . . . . . 6-2
6.1.4 Ship’s Commanding Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
6.1.5 Officer of the Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
6.1.6 Ship’s Operations Officer/Combat Systems Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
6.1.7 Combat Information Center Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
6.1.8 Chief Engineer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
6.1.9 Damage Control Assistant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
6.1.10 Air Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
6.1.11 Aviation Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
6.1.12 Aviation Coordinator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
6.1.13 Helicopter Control Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
6.1.14 Landing Safety Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
6.1.15 Flight Deck Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
6.1.16 Landing Signalman Enlisted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
6.1.17 Vertical Replenishment Organizational Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
6.1.18 Aviation Safety Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
6.1.19 Ship’s Medical Officer/Independent Duty Corpsman . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
6.1.20 Ship’s Supply Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12

6.2 PERSONNEL RESPONSIBILITIES (CCO/ATO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12

6.2.1 Air Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13

6.3 MINE COUNTERMEASURE COMMANDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13

6.4 AIRBORNE MINE COUNTERMEASURES SQUADRON

COMMANDING OFFICER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14

6.5 AVIATION DEPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14

PART III — SAFETY AND OPERATING PROCEDURES

CHAPTER 7 — SAFETY
7.1 RESPONSIBILITY FOR SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
7.1.1 General Safety Measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
7.1.2 Hazards of Foreign Object Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
7.1.3 Rotor Blade Dangers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2

7.2 SHIP MANEUVERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

7.2.1 Hovering Rotorcraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

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7.3 AIRCRAFT HANDLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4

7.4 SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5

7.5 AVIATION FUEL HANDLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6

7.6 FLIGHT DECK FIRE PARTY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6

7.7 MISHAP INVESTIGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6

7.8 INTEGRITY WATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6

7.9 HAZARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6

7.9.1 Weapons/Chaff Hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
7.9.2 Sonic Boom Concussion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
7.9.3 Hazardous Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
7.9.4 Static Discharge Hazard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
7.9.5 Hazards of Electromagnetic Radiation to Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7

CHAPTER 8 — PLANNING AND PREPARATION FOR FLIGHT OPERATIONS

8.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

8.2 AVIATION OPERATIONS ON READY RESERVE FORCE, COMMERCIAL

VESSELS, AND NON-AIR-CAPABLE SHIPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
8.2.1 Training Evolutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
8.2.2 Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

8.3 U.S. NAVY INTERSERVICE AND INTERNATIONAL HELICOPTER

OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2

8.4 DETACHMENT CROSS-DECK EVOLUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2

8.4.1 One-Plane to One-Plane Cross-Deck Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
8.4.2 One-Plane to Two-Plane Cross-Deck Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
8.4.3 Maintenance and Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4

8.5 AIRCRAFT/CREW ALERT CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5

8.5.1 Alert Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5

8.6 SCHEDULING AND BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5

8.7 WEATHER SUPPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5

8.8 PLANNING FACTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6

8.8.1 Responsibility for the Air Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
8.8.2 Air Plan Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
8.8.3 Flight Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
8.8.4 Post-Deployment “Fly-Off” Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
8.8.5 Multiple Aircraft Operations from a Single--Spot Ship . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8

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8.9 SEARCH AND RESCUE REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8

8.10 PREOPERATIONAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8

8.10.1 Time Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
8.10.2 Flight Quarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10

CHAPTER 9 — NORMAL PROCEDURES

9.1 RAST--EQUIPPED AIR--CAPABLE SHIPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1

9.1.1 RAST Main Probe Chock Removal/Installation Procedures . . . . . . . . . . . . . . . . . . . . . . . 9-1

9.2 STOWAGE OF AIRCRAFT AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6

9.2.1 Tiedown Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
9.2.2 Hangar Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
9.2.3 Stowage of Auxiliary (Aux) Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8

9.3 SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10

9.4 MOVEMENT OF AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11

9.4.1 Brakerider . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
9.4.2 Movement Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
9.4.3 MQ--8B Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14

9.5 AVIATION FUELING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16

9.5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
9.5.2 Fueling on Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
9.5.3 Helicopter In-Flight Refueling (HIFR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16

9.6 LAUNCH/RECOVERY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-22

9.6.1 Launch Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-22
9.6.2 Troubleshooter Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-25
9.6.3 Recovery Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-26
9.6.4 Flight Quarters Clothing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-27
9.6.5 Wind and Deck Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-27
9.6.6 V--22 Deck Heating Mitigation Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-28

9.7 SHIPBOARD CONTROL STATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-28b

9.7.1 Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-28c
9.7.2 Emission Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-30
9.7.3 Military Air Distress Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-31

9.8 AVIATION ORDNANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-31

9.8.1 Personnel Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-32
9.8.2 Hazards of Electromagnetic Radiation to Ordnance/Radiation Hazards
Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-32

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9.8.3 Weapons Handling and Movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-32

9.8.4 Assembly and Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-33
9.8.5 Staging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-33
9.8.6 Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-34
9.8.7 Arming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-35
9.8.8 Downloading and Dearming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-35
9.8.9 Aircraft Maintenance and Servicing of Loaded Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . 9-36
9.8.10 Undersea Warfare Ordnance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-36
9.8.11 Hangaring Aircraft With Ordnance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-37
9.8.12 Munitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-37

9.9 ENGINE TURNUPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-37

9.10 SHIPBOARD UNAIDED NIGHT OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-37

9.10.1 Night Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-37
9.10.2 Night Emission Control Recovery Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-38
9.10.3 Additional Preparations for Night Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-38

9.11 SHIPBOARD NIGHT VISION DEVICE OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . 9-39

9.11.1 Authority for Night Vision Device Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-40
9.11.2 Requirements and Limitations of Night Vision Devices . . . . . . . . . . . . . . . . . . . . . . . . . . 9-40
9.11.3 Training and Qualification for Night Vision Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-41
9.11.4 Night Vision Device Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-43
9.11.5 Shipboard Lighting Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-44
9.11.6 Aircraft Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-45

CHAPTER 10 — AIR TRAFFIC CONTROL DOCTRINE

10.1 AIR TRAFFIC CONTROL DOCTRINE (AIR-CAPABLE SHIPS) . . . . . . . . . . . . . . . . 10-1

10.2 RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1

10.2.1 Pilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
10.2.2 Operations Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
10.2.3 Combat Information Center Watch Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1

10.3 CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1

10.3.1 Controlled Airspace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
10.3.2 Control Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
10.3.3 Visual Meteorological Conditions Minimums . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
10.3.4 Separation Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
10.3.5 Electronic Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
10.3.6 Tactical Direction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
10.3.7 Advisory Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4

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10.3.8 Positive Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5

10.3.9 Electronic Emission Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
10.3.10 Control of Radio Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
10.3.11 Voice Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
10.3.12 Flight Clearance Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
10.3.13 Departing Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
10.3.14 Control of Departing Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6

10.4 DEPARTURE PROCEDURES (AIR-CAPABLE SHIPS) . . . . . . . . . . . . . . . . . . . . . . . . 10-6

10.4.1 Day Visual Meteorological Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
10.4.2 Instrument Meteorological Conditions or Night Operations . . . . . . . . . . . . . . . . . . . . . . 10-7
10.4.3 Departure Communications Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7

10.5 ARRIVAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7

10.5.1 Approach Criteria (Air-Capable Ships) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
10.5.2 Marshal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
10.5.3 Air Surveillance Radar or Self-Controlled Radar Approach . . . . . . . . . . . . . . . . . . . . . . 10-11
10.5.4 Missed Approach and Waveoff (Air-Capable Ships) . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
10.5.5 Helicopter Approach Minimums . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11

10.6 AMPHIBIOUS SHIP AIR OPERATIONS (WHERE DIFFERING) . . . . . . . . . . . . . . . 10-11

10.6.1 VFR Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
10.6.2 VFR Descent and Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
10.6.3 DELTA Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11

10.7 INSTRUMENT FLIGHT RULE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12

10.8 BINGO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12

10.9 HSM/HSL AIR CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12

10.10 HSC/HS AIR CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12

10.11 COMMUNICATIONS CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-14

10.11.1 Voice Communications Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-14

10.12 EMISSION CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-14

CHAPTER 11 — SPECIAL PROCEDURES

11.1 HELICOPTER PERSONNEL TRANSFER AND UTILITY OPERATIONS . . . . . . . . . 11-1

11.2 PREPARING FOR TRANSFER OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1

11.2.1 Personnel To Be Transferred . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
11.2.2 Cargo To Be Transferred . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5

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11.2.3 Briefing of Handling Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5

11.2.4 Recommended Procedures and Equipment to Discharge Static Electricity . . . . . . . . . . . 11-6

11.3 TRANSFER PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6

11.3.1 Transfer of Personnel by Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
11.3.2 Transfer of Material by Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
11.3.3 Transfers Involving Submarines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9

11.4 MISCELLANEOUS EVOLUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-15

11.4.1 Radiological Reconnaissance Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-15
11.4.2 Mine Reconnaissance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-15
11.4.3 Photography . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-16
11.4.4 Radar Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-16
11.4.5 Gunfire Spotting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-16
11.4.6 Special External Load Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-16
11.4.7 Special Recovery Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-17
11.4.8 Helicopter Rope Suspension Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-17

11.5 MEDICAL CASUALTY HANDLING ON THE FLIGHT DECK . . . . . . . . . . . . . . . . 11-18

11.6 VERTICAL REPLENISHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18

11.6.1 Vertical Replenishment Deck Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19

11.7 FACTORS AFFECTING VERTICAL REPLENISHMENT . . . . . . . . . . . . . . . . . . . . . 11-19

11.7.1 Number of Helicopters Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
11.7.2 Wind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
11.7.3 Ship Stationing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-20
11.7.4 Ship-Produced Interference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-24
11.7.5 Temperature and Atmospheric Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-24
11.7.6 Pilot Fatigue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-25
11.7.7 Fuel Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-25

11.8 ORGANIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-25

11.9 VERTICAL REPLENISHMENT OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-25

11.9.1 Cargo Staging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-26
11.9.2 Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-28
11.9.3 Load Transfer Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-28
11.9.4 Fueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-33
11.9.5 Night Vertical Replenishment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-33
11.9.6 Other Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-34

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11.10 SUBMARINE VERTICAL REPLENISHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-36

11.10.1 Attack Submarines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-36
11.10.2 SSBN/SSGN Submarines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-36

11.11 SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-37

11.12 VERTICAL ON-BOARD DELIVERY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . 11-40

11.13 MH-53E HELICOPTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-40

11.14 PREPARATIONS FOR VERTICAL ON-BOARD DELIVERY SERVICES . . . . . . . . 11-40

11.15 SUPPORT REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-40

11.15.1 Shore-Based Missions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-40
11.15.2 Other Than Home-Field, Shore-Based Detachments . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-41
11.15.3 Ship-Based Detachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-41

11.16 VERTICAL ON-BOARD DELIVERY OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . 11-41

11.16.1 Internal Cargo Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-41
11.16.2 External Cargo Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-42
11.16.3 Aircraft Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-43

11.17 SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-43

11.18 LPD 4 EXPANDED FLIGHT DECK OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 11-44

11.18.1 Planning Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-44
11.18.2 Operating Matrix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-44
11.18.3 Flight Deck Landing/Parking Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-45
11.18.4 Flight Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-49
11.18.5 Night Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-49
11.18.6 Aircraft Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-50
11.18.7 Ordnance Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-50

11.19 LPD 17 EXPANDED FLIGHT DECK OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . 11-50

11.19.1 Planning Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-50
11.19.2 Operating Matrix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-50
11.19.3 Flight Deck Landing/Parking Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-50
11.19.4 Flight Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-54

11.20 COLD-WEATHER OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-54

11.20.1 Environmental Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-54
11.20.2 Maintenance and Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-54
11.20.3 Flight Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-55

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PART IV — EMERGENCY PROCEDURES

CHAPTER 12 — EMERGENCY PROCEDURES

12.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1

12.2 IN--FLIGHT EMERGENCY PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1

12.2.1 Types of In--flight Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
12.2.2 Hung/Misfired Ordnance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
12.2.3 Lost Aircraft/Lost Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
12.2.4 Emergency Low--Visibility Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-12
12.2.5 Smokelight Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-17

12.3 ON--DECK EMERGENCY PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-17

12.3.1 Types of Aircraft On--Deck Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-18

PART V — MISCELLANEOUS

CHAPTER 13 — COAST GUARD OPERATIONS

13.1 CONCEPT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1

13.2 OPERATIONS WITH COAST GUARD HELICOPTERS . . . . . . . . . . . . . . . . . . . . . . . 13-1

13.3 OPERATIONS WITH COAST GUARD CUTTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1

CHAPTER 14 — UAS OPERATIONS

14.1 OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1

14.1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
14.1.2 Fire Party . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
14.1.3 Training and Workup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1

14.2 MQ-8B VERTICAL TAKE OFF AND LANDING TACTICAL UNMANNED

AIR VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
14.2.1 Launch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
14.2.2 Mission Ingress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
14.2.3 On Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
14.2.4 Mission Egress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
14.2.5 Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
14.2.6 Dual--AV Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
14.2.7 VTUAV Initial Ship Aviation Team Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2

14.3 AIR CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2

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14.4 SHIPBOARD OPERATING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-3

14.4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-3
14.4.2 Flight/Hangar Deck Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-3
14.4.3 Blade Folding/Spreading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-3
14.4.4 Launch and Recovery Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-3

14.5 COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4

14.6 ALERT CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4

APPENDIX A — HELICOPTER OPERATIONS CHECKLISTS

A.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1

A.1.1 Officer of the Deck Air Operations Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1
A.1.2 Combat Information Center Air Operations Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . A-2
A.1.3 Helicopter Control/Flight Deck Officer Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-4
A.1.4 Sample Flight Briefing Sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-7

APPENDIX B — NON-- MARITIME HELICOPTER CAPABILITES/SPECIFICATIONS

B.1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1

B.1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1

B.2 H-60 MODEL HELICOPTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-2

B.2.1 UH-60A/L Utility Helicopter/UH-60Q/HH-60L MEDEVAC Helicopter Shipboard
Operations Capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-2
B.2.2 MH-60K Assault Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-5
B.2.3 MH-60L/MH-60L IDAP Assault Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-7
B.2.4 HH-60G Assault Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-9

B.3 H-47 MODEL HELICOPTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-16

B.3.1 CH-47D Chinook Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-16
B.3.2 MH-47D Assault Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-18
B.3.3 MH-47E Assault Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-21

B.4 AH-64A/D SERIES HELICOPTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-27

B.4.1 Basic Capabilities and Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-27

B.5 OH-58D SERIES HELICOPTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-33

B.5.1 Basic Capabilities and Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-33

B.6 AH/MH-6J SERIES HELICOPTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-38

B.6.1 Basic Capabilities and Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-38

B.7 MH-53J/M SERIES HELICOPTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-42

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B.7.1 Shipboard Operations Capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-42

B.8 MANUAL (HAND) MOVEMENT OF HELICOPTERS . . . . . . . . . . . . . . . . . . . . . . . . B-45

B.8.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-45

APPENDIX C — AH-- 1 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

C.1 SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-1

C.2 EGRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-1

C.3 LAUNCH AND RECOVERY WIND LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-1

C.4 INTEROPERABILITY MATRICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-2

APPENDIX D -- AV--8B SPECIFICATIONS/WIND LIMITATIONS

D.1 LAUNCH AND RECOVERY WIND LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . D-1

APPENDIX E — UH--1 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

E.1 SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-1

E.2 EGRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-1

E.3 LAUNCH AND RECOVERY WIND LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-1

E.4 INTEROPERABILITY MATRICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-2

APPENDIX F — H-- 3 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

F.1 LAUNCH AND RECOVERY WIND LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-1

APPENDIX G — H-- 6 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

G.1 SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-1

G.2 EGRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-1

G.3 LAUNCH AND RECOVERY WIND LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . G-1

G.4 INTEROPERABILITY MATRICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-2

APPENDIX H — H-- 46 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

H.1 SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H-1

H.2 EGRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H-1

H.3 LAUNCH AND RECOVERY WIND LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . H-1

H.4 INTEROPERABILITY MATRICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H-2

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APPENDIX I — H-- 47 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

I.1 SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-1

I.2 EGRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-1

I.3 LAUNCH AND RECOVERY WIND LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-1

I.4 INTEROPERABILITY MATRICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-2

APPENDIX J — H-- 53 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

J.1 SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-1

J.2 EGRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-1

J.2.1 Operational Constraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-1
J.2.2 CH-53 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-1
J.2.3 MH-53 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-1

J.3 LAUNCH AND RECOVERY WIND LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-1

J.4 INTEROPERABILITY MATRICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-2

APPENDIX K — H-- 57 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

K.1 SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K-1

K.2 EGRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K-1

K.3 LAUNCH AND RECOVERY WIND LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . K-1

K.4 INTEROPERABILITY MATRICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K-2

APPENDIX L — H-- 58 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

L.1 SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L-1

L.2 EGRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L-1

L.3 LAUNCH AND RECOVERY WIND LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . L-1

L.4 INTEROPERABILITY MATRICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L-2

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APPENDIX M — H-- 60 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

M.1 SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-1

M.2 EGRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-1

M.2.1 MH-60R/SH-60B Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-1
M.2.2 SH-60F/HH-60H/MH--60S Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-2
M.2.3 HELICOPTER CABIN SETUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-2

M.3 LAUNCH AND RECOVERY WIND LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . M-3

M.4 INTEROPERABILITY MATRICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-4

APPENDIX N — H-- 64 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

N.1 SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N-1

N.2 EGRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N-1

N.3 LAUNCH AND RECOVERY WIND LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . N-1

N.4 INTEROPERABILITY MATRICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N-2

APPENDIX O — H-- 65 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

O.1 SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O-1

O.2 EGRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O-1

O.3 LAUNCH AND RECOVERY WIND LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . O-1

O.4 INTEROPERABILITY MATRICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O-2

APPENDIX P — MQ-- 8B SPECIFICATIONS/EGRESS/WIND LIMITATIONS

P.1 SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-1

P.2 LAUNCH AND RECOVERY WIND LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-1

P.3 AV TIEDOWN AND SECURING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-2

P.4 SHIPBOARD RELATIVE WIND ENVELOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-2

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APPENDIX Q — SA-- 330 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

Q.1 SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q-1

Q.2 EGRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q-1

Q.3 LAUNCH AND RECOVERY WIND LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . Q-1

Q.4 INTEROPERABILITY MATRICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q-2

APPENDIX R — V-- 22 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

R.1 SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-1

R.2 EGRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-1

R.3 LAUNCH AND RECOVERY WIND LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-2

R.4 INTEROPERABILITY MATRICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-3

APPENDIX S — FLIGHT DECK CLOTHING

APPENDIX T — WEAPONS LOADING/STRIKEDOWN/DOWNLOADING AND RECOVERY

GUIDE

APPENDIX U — SHIPBOARD SAFETY/SITE SUITABILITY CHECKLIST

INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INDEX--1

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LIST OF ILLUSTRATIONS
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No.

CHAPTER 2 — AVIATION FACILITIES

Figure 2--1. Typical Landing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Figure 2--2. Typical Vertical Replenishment and Helicopter In-Flight Refueling Procedures . . . . . . . . 2-6
Figure 2--3. Typical Vertical Replenishment Procedures (V-22) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Figure 2--4. Visual Landing Aids Lighting Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Figure 2--5. Typical Visual Landing Aids Installation for Vertical Replenishment Decks . . . . . . . . . . 2-15
Figure 2--6. Homing Beacon Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
Figure 2--7. Deck Edge Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
Figure 2--8. VERTREP Approach Lineup Lights (Bidirectional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Figure 2--9. Overhead/Forward Structure Floodlights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Figure 2--10. Helicopter In-Flight Refueling Heading/Obstruction Lights . . . . . . . . . . . . . . . . . . . . . . 2-18
Figure 2--11. Deck Status Light System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
Figure 2--12. Rotary Beacon System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
Figure 2--13. Command and Display Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
Figure 2--14. Stabilized Glide Slope Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Figure 2--15. Stabilized Glideslope Indicator Tricolor Beam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
Figure 2--16. Waveoff Light System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
Figure 2--17. Typical Flight Deck With Visual Landing Aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Figure 2--18. Waveoff/Cut System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
Figure 2--19. Deck Surface or Hangar/Structure Wash Floodlight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
Figure 2--20. Landing Approach Lineup Lights (Unidirectional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27
Figure 2--21. Forward Extended Lineup Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Figure 2--22. Aft Extended Lineup Light Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
Figure 2--23. Flight Deck Status and Signaling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
Figure 2--24. Horizon Reference System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30

CHAPTER 5 — TRAINING
Figure 5--1. Initial Ship Aviation Team Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6

CHAPTER 6 — RESPONSIBILITIES
Figure 6--1. Chain of Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

CHAPTER 8 — PLANNING AND PREPARATION FOR FLIGHT OPERATIONS

Figure 8--1. Alert Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Figure 8--2. Search and Rescue Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9

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CHAPTER 9 — NORMAL PROCEDURES

Figure 9--1. Maneuvering Restrictions During Flight Operations and RAST--Equipped
Shipboard Communications System Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Figure 9--2. Typical Sequence of Events for Flight Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
Figure 9--3. Recovery Assist, Securing, and Traversing Flight Deck Status Light Signals . . . . . . . . . . 9-5
Figure 9--4. Stowed Aux Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
Figure 9--5. Ground Handling Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Figure 9--6. HT--400--FS Tow Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Figure 9--7. Sample Fueling Station Bill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
Figure 9--8. NATO High-Capacity (NHC) Compatible HIFR Assembly in Standard NATO
and USN Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-18
Figure 9--9. Standard Flight Deck Layout Prior to and During HIFR Operations . . . . . . . . . . . . . . . . 9-19
Figure 9--10. Flag Hoist Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-30
Figure 9--11. Visual Signals Between Ship and Rotorcraft Under Emission Control or Lost
Communications Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-31
Figure 9--12. Aircraft Night Lighting Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-38

CHAPTER 10 — AIR TRAFFIC CONTROL DOCTRINE

Figure 10--1. Control Area and Control Zone Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
Figure 10--2. Approach Chart Air-Capable Ships TACAN (Helicopter) . . . . . . . . . . . . . . . . . . . . . . . . 10-9
Figure 10--3. Approach Chart Air-Capable Ships Nondirectional Beacon (Helicopter) . . . . . . . . . . . . 10-10
Figure 10--4. Port/Starboard DELTA Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-13

CHAPTER 11 — SPECIAL PROCEDURES

Figure 11--1. Rescue Gear and Flotation Gear/Headgear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
Figure 11--2. U.S. Coast Guard Rescue Basket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
Figure 11--3. Stowage Method for the Grounding Cable and Wand . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
Figure 11--4. Submarine Transfer Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11
Figure 11--5. Submarine Transfer Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-15
Figure 11--6. Typical Ship Stations and Vertical Replenishment Patterns . . . . . . . . . . . . . . . . . . . . . . 11-21
Figure 11--7. Typical Night Vertical Replenishment Cargo Prestaging Diagram (Single Landing
Area Available) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-27
Figure 11--8. Mk 105 Hoisting Slings for Return . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-32
Figure 11--9. SSBN Vertical Replenishment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-38
Figure 11--10. SSGN Vertical Replenishment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-39
Figure 11--11. LPD-4 Class Expanded Flight Deck Operating Matrix . . . . . . . . . . . . . . . . . . . . . . . . . . 11-46
Figure 11--12. LPD-17 Class Expanded Flight Deck Operating Matrix . . . . . . . . . . . . . . . . . . . . . . . . . 11-51
Figure 11--13. Predicted Cold-Water Survival Times . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-56

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CHAPTER 12 — EMERGENCY PROCEDURES

Figure 12- 1. Holding Pattern for Hung Forward-Firing Ordnance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
Figure 12- 2. Offset Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
Figure 12- 3. Helicopter/Tiltrotor Visual Signals During Lost Communications . . . . . . . . . . . . . . . . . 12-10
Figure 12- 4. Fixed- Wing Visual Signals During Lost Communications . . . . . . . . . . . . . . . . . . . . . . 12-10
Figure 12- 5. Ship- to- Aircraft Visual Signals During Lost Communications . . . . . . . . . . . . . . . . . . . 12-11
Figure 12- 6. Emergency Low-Visibility Approach Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-13
Figure 12- 7. Lost Communication Emergency IFF Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-15
CHAPTER 14 — UAS OPERATIONS
Figure 14- 1. MQ- 8 FIRE SCOUT Initial Ship Aviation Team Training . . . . . . . . . . . . . . . . . . . . . . . 14-5
APPENDIX B - NON- MARITIME HELICOPTER CAPABILITIES/SPECIFICATIONS
Figure B-1. Recommended Method of Respot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-49
APPENDIX C — AH- 1 SPECIFICATIONS/EGRESS/WIND LIMITATIONS
Figure C-1. AH-1 Tiedown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-3
Figure C-2. AH-1W Cobra . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-4
Figure C-3. General Launch and Recovery Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-5
Figure C-4. AH-1W Launch and Recovery Envelopes for LPD 4 Class Ships Spot 1,
Port Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-6
Figure C-5. AH-1W Launch and Recovery Envelopes for LPD 17 Class Ships Spots 1 and 2,
Port Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-11
Figure C-6. AH-1W Launch and Recovery Envelopes for LSD 41/49 Class Ships Spot 1,
Port Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-15
Figure C-7. AH-1Z Launch and Recovery Envelopes for LPD 17 Class Ships Spot 2,
Port Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-19
APPENDIX D — AV- 8 SPECIFICATIONS/WIND LIMITATIONS
Figure D-1. AV- 8B Launch and Recovery Envelopes For LPD-4 Class Ships, Spot 1 VTO . . . . . . . . D-2
Figure D-2. AV- 8B Launch and Recovery Envelopes for LPD-17 Class Ships, Spot 1 VTO . . . . . . . D-6
Figure D-3. LPD-17 Operational Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-10
APPENDIX E — UH- 1 SPECIFICATIONS/EGRESS/WIND LIMITATIONS
Figure E-1. UH-1 Tiedown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-3
Figure E-2. UH-1N Iroquois . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-4
Figure E-3. UH-1 Emergency Exits and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-5
Figure E-4. General Launch and Recovery Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-6
Figure E-5. UH-1N Launch and Recovery Envelope for IX 514 Class Ships . . . . . . . . . . . . . . . . . . . . E-7
Figure E-6. UH-1N Launch and Recovery Envelopes for LPD 4 Class Ships Spot 1,
Port Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-8
Figure E-7. UH-1N Launch and Recovery Envelopes for LPD 17 Class Ships Spots 1 and 2,
Port Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-16
Figure E-8. UH-1N Launch and Recovery Envelopes for LSD 41/49 Class Ships Spots 1 and 2,
Port Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-21

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APPENDIX F — H-- 3 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

Figure F-1. H--3A/D/H Launch and Recovery Envelopes for CG 47 Class Ships . . . . . . . . . . . . . . . . . F-2
Figure F-2. DDG 51 H--3A/D/H Launch and Recovery Envelopes for DDG 51 Class Ships . . . . . . . . F-4
Figure F-3. H--3A/D/H Launch and Recovery Envelopes for FFG 7 Class Ships . . . . . . . . . . . . . . . . . F-5

APPENDIX G — H-- 6 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

Figure G-1. AH/MH-6J Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-3
Figure G-2. AH/MH-6J Initial Tiedown Configurations (Recommended) . . . . . . . . . . . . . . . . . . . . . . . G-4
Figure G-3. General Launch and Recovery Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-5

APPENDIX H — H-- 46 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

Figure H-1. H-46 Tiedown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H-3
Figure H-2. H-46 Sea Knight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H-4
Figure H-3. CH-46 Emergency Exits and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H-5
Figure H-4. General Launch and Recovery Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H-6
Figure H-5. H-46 Engage/Disengage Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H-7
Figure H-6. H-46 Launch and Recovery Envelope for CG 47 Class Ships . . . . . . . . . . . . . . . . . . . . . . H-8
Figure H-7. H-46 Launch and Recovery Envelope for DDG 51 Class Ships . . . . . . . . . . . . . . . . . . . . . H-9
Figure H-8. H-46 Launch and Recovery Envelopes for LPD 4 Class Ships Spot 1, Port
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H-10
Figure H-9. H-46 Launch and Recovery Envelopes for LPD 17 Class Ships Spots 1 and 2,
Port Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H-17
Figure H-10. H-46 Launch and Recovery Envelopes for LSD 41/49 Class Ships Spot 1, Port
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H-20
Figure H-11. H-46 Engage/Disengage Envelopes for T-AO 187 Class Ships Port Approach . . . . . . . . H-24
Figure H-12. H-46D/E Launch and Recovery Envelopes for T-AO 187 Class Ships Port
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H-26
Figure H-13. H-46D/E Launch and Recovery Envelopes for T-AOE 6 Class Ships Port
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H-28

APPENDIX I — H-- 47 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

Figure I-1. CH-47D Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-3
Figure I-2. MH-47D Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-4
Figure I-3. CH-47D/MH-47D Rotor Engagement Envelopes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-5
Figure I-4. MH-47E Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-6
Figure I-5. MH-47E Rotor Engagement Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-7
Figure I-6. CH-47D/MH-47D Initial Tiedown Configurations (Recommended) . . . . . . . . . . . . . . . . . I-8
Figure I-7. MH-47E Initial Tiedown Configurations (Recommended) . . . . . . . . . . . . . . . . . . . . . . . . . I-9
Figure I-8. General Launch and Recovery Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-10
Figure I-9. H-47D/E Launch and Recovery Envelopes for LPD 4 Class Ships Spot 1,
Port Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-11

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APPENDIX J — H-- 53 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

Figure J-1. H-53 Tiedown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-3

Figure J-2. CH-53A/D Sea Stallion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-4
Figure J-3. MH-53J/M Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-5
Figure J-4. MH-53J/M Initial Tiedown Configuration (Recommended) . . . . . . . . . . . . . . . . . . . . . . . J-6
Figure J-5. RH-53D Sea Stallion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-7
Figure J-6. CH-53 Emergency Equipment, Exits, and Entrances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-8
Figure J-7. CH-53 Evacuation Exits on Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-10
Figure J-8. CH-53 Emergency Exits and Entrance Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-11
Figure J-9. MH-53E Emergency Equipment, Exits, and Entrances . . . . . . . . . . . . . . . . . . . . . . . . . . J-12
Figure J-10. MH-53E Evacuation Exits on Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-14
Figure J-11. General Launch and Recovery Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-15
Figure J-12. H-53A/D Launch and Recovery Envelopes for LPD 4 Class Ships Spots 1 and 2,
Port Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-16
Figure J-13. H-53A/D Launch and Recovery Envelopes for LSD 41/49 Class Ships Spot 1,
Port Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-18
Figure J-14. CH-53E Super Stallion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-22
Figure J-15. MH-53E Sea Dragon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-23
Figure J-16. H-53E Launch and Recovery Envelopes for LPD 4 Class Ships Spot 1,
Port Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-24
Figure J-17. H-53E Launch and Recovery Envelopes for LPD 17 Class Ships Spots 1 and 2,
Port Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-36
Figure J-18. H-53E Launch and Recovery Envelopes for LSD 41/49 Class Ships Spot 1, Port
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-39
Figure J-19. H-53E Launch and Recovery Envelopes for T-AO 187 Class Ships Port Approach . . . . J-43

APPENDIX K — H-- 57 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

Figure K-1. TH-57 Tiedown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K-3

Figure K-2. TH-57C Sea Ranger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K-4
Figure K-3. General Launch and Recovery Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K-5
Figure K-4. H-57C Launch and Recovery Envelopes for IX 514 Class Ships
Port Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K-6

APPENDIX L — H-- 58 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

Figure L-1. OH-58D Dimensions — Rapid Deployment Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . L-3

Figure L-2. OH-58D Initial Tiedown Configuration — Rapid Deployment Landing Gear
(Recommended) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L-4
Figure L-3. General Launch and Recovery Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L-5
Figure L-4. OH-58D Launch and Recovery Envelope for RAST-Capable FFG 7 Class Ships . . . . . . . L-6

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APPENDIX M — H-- 60 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

Figure M-1. HH-60G Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-5
Figure M-2. HH-60G Initial Tiedown Configurations (Recommended) . . . . . . . . . . . . . . . . . . . . . . . . M-6
Figure M-3. HH-60J Tiedown (USCG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-7
Figure M-4. MH-60K Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-9
Figure M-5. MH-60K Initial Tiedown Configuration (Recommended) . . . . . . . . . . . . . . . . . . . . . . . M-10
Figure M-6. MH-60L Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-11
Figure M-7. MH-60L Initial Tiedown Configurations (Recommended) . . . . . . . . . . . . . . . . . . . . . . . M-12
Figure M-8. SH-60B/F Tiedown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-13
Figure M-9. MH-60R Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-14
Figure M-10. MH-60S Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-15
Figure M-11. SH-60B/F Sea Hawk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-16
Figure M-12. UH-60A/L/Q, HH-60L Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-17
Figure M-13. UH-60A/L/Q , HH-60L Initial Tiedown Configurations (Recommended) . . . . . . . . . . . M-18
Figure M-14. UH-60A/L/Q, HH-60L Initial Tiedown Configuration With ESSS
(Recommended) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-19
Figure M-15. SH-60B/F Emergency Entrances and Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-20
Figure M-16. MH-60R Emergency Entrances and Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-22
Figure M-17. MH-60S Emergency Entrances and Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-23
Figure M-18. HH-60J (USCG) Emergency Entrances and Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-24
Figure M-19. General Launch and Recovery Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-26
Figure M-20. H-60 Launch and Recovery Envelopes for CG 47 Class Ships:
H-60B/F/H/J, Recovery Assist Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-27
Figure M-21. H-60 Launch and Recovery Envelopes for DDG 51 Class Ships:
H-60A/B/F/G/H/J/K/L/Q/R/S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-32
Figure M-22. H-60 Launch and Recovery Envelopes for DDG 79 Class Ships:
H-60B/F/H/J/R, Recovery Assist and Free Deck, Day Envelope . . . . . . . . . . . . . . . . . . M-33
Figure M-23. H-60 Launch and Recovery Envelopes for FFG 7 Class Ships: H-60B/F/H/J/R,
Recovery Assist and Free Deck Envelope (Moderate Pitch and Roll) . . . . . . . . . . . . . . M-36
Figure M-24. H-60 Launch and Recovery Envelopes for IX2 (HSVX2) Class Ships:
H-60A/B/F/G/H/J/K/ L/Q/R/S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-43
Figure M-25. H-60 Launch and Recovery Envelopes for IX 514 Class Ships:
H-60A/B/F/G/H/J/K/L/Q/R/S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-44
Figure M-26. H-60 Launch and Recovery Envelopes for LCC 19 Class Ships:
H-60A/B/F/G/H/J/K/L/Q/ R/S, Port Approach Envelope . . . . . . . . . . . . . . . . . . . . . . . . M-45
Figure M-27. H-60 Launch and Recovery Envelopes for LCS 1 Class Ships:
H-60A/B/F/G/H/J/K/L/Q/ R/S, Stern Approach Envelope . . . . . . . . . . . . . . . . . . . . . . . M-47
Figure M-28. H--60 Launch and Recovery Envelopes for LCS 2 Class Ships:
H--60A/B/F/G/H/J/K/L/Q/ R/S, Stern Approach Envelope . . . . . . . . . . . . . . . . . . . . . . M-48
Figure M-29. H-60 Launch and Recovery Envelopes for LPD 4 Class Ships:
H-60A/B/F/G/H/J/L/Q/R/S, Port Approach, Spot 1 Envelope . . . . . . . . . . . . . . . . . . . . M-50
Figure M-30. H-60 Launch and Recovery Envelopes for LPD 17 Class Ships:
H-60A/B/F/G/H/J/K/L/Q/ R/S, Port Approach, Spots 1 and 2 Envelope . . . . . . . . . . . . M-59

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Figure M-31. H-60 Launch and Recovery Envelopes for LSD 41/49 Class Ships:
H-60A/B/F/G/H/J/K/L/ Q/R/S, Port Approach, Spot 1 Envelope . . . . . . . . . . . . . . . . . M-64
Figure M-32. H-60 Launch and Recovery Envelopes for T-AE 26 Class Ships:
H-60A/B/F/G/H/J/K/L/Q/ R/S, Port Approach Envelope . . . . . . . . . . . . . . . . . . . . . . . . M-68
Figure M-33. H-60 Launch and Recovery Envelopes for T-AFS 1 Class Ships:
H-60A/B/F/G/H/J/K/L/Q/ R/S, Port Approach Envelope . . . . . . . . . . . . . . . . . . . . . . . . M-70
Figure M-34. H-60 Launch and Recovery Envelopes for T-AFS 8 Class Ships:
H-60A/B/F/G/H/J/K/L/Q/ R/S, Port Approach Envelope . . . . . . . . . . . . . . . . . . . . . . . . M-72
Figure M-35. H-60 Launch and Recovery Envelopes for T-AKE 1 Class Ships:
H-60A/B/F/G/H/J/K/L/Q/ R/S, Port Approach Envelope . . . . . . . . . . . . . . . . . . . . . . . . M-74
Figure M-36. H-60 Launch and Recovery Envelopes for T-AO 187 Class Ships:
H-60A/B/F/G/H/J/K/L/Q/ R/S, Port Approach Envelope . . . . . . . . . . . . . . . . . . . . . . . . M-76
Figure M-37. H-60 Launch and Recovery Envelopes for T-AOE 6 Class Ships:
H-60A/B/F/G/H/J/K/L/Q/ R/S, Port Approach Envelope . . . . . . . . . . . . . . . . . . . . . . . . M-78
Figure M-38. H-60 Launch and Recovery Envelopes for WMSL 750 Class Ships:
H-60A/B/F/G/H/J/K/L/ Q/R/S, Stern Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-80
APPENDIX N — H-- 64 SPECIFICATIONS/EGRESS/WIND LIMITATIONS
Figure N-1. AH-64A Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N-3
Figure N-2. AH-64D Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N-4
Figure N-3. AH-64A/D Initial Tiedown Configuration (Recommended) . . . . . . . . . . . . . . . . . . . . . . . N-5
Figure N-4. General Launch and Recovery Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N-6
APPENDIX O — H-- 65 SPECIFICATIONS/EGRESS/WIND LIMITATIONS
Figure O-1. HH-65A Secondary and Heavy Weather Tiedowns (USCG) . . . . . . . . . . . . . . . . . . . . . . . O-3
Figure O-2. HH-65A (USCG) Emergency Entrances and Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O-5
Figure O-3. General Launch and Recovery Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O-6
APPENDIX P — MQ--8B SPECIFICATIONS/WIND LIMITATIONS
Figure P-1. MQ--8B Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-3
Figure P-2. FFG 7 Class, Shipboard Wind Envelope for Standard Day Max Gross
Weight of 2,800 lb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-4
Figure P-3. FFG 7 Class, Shipboard Wind Envelope for Standard Day Max Gross
Weight of 3,000 lb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-6
Figure P-4. AV All Weather Tiedown and Securing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-8
Figure P-5. AV All--Weather Flight and Hangar Deck Shipboard Tiedown . . . . . . . . . . . . . . . . . . . . . . P-9
Figure P-6. Rotor Blades Folded and Secured in Forward and Aft Blade--Fold Cradles . . . . . . . . . . P-10
Figure P-7. AV Main Rotor Blades Secured With Straps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-11
Figure P-8. Engine Operation Shipboard Tiedown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P-12
APPENDIX Q — SA-- 330 SPECIFICATIONS/EGRESS/WIND LIMITATIONS
Figure Q-1. SA-330J . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q-3
Figure Q-2. General Launch and Recovery Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q-4
Figure Q-3. SA-330J Launch and Recovery Envelopes for T-AFS 1 Class Ships Port
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q-5
Figure Q-4. SA-330J Launch and Recovery Envelopes for T-AFS 8 Class Ships . . . . . . . . . . . . . . . . . Q-7
Figure Q-5. SA-330J Launch and Recovery Envelopes for T-AKE 1 Class Ships
Port Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q-8

33 ORIGINAL
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Page
No.

APPENDIX R — V-- 22 SPECIFICATIONS/EGRESS/WIND LIMITATIONS

Figure R-1. V-22 Tiedown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-4
Figure R-2. V-22 Principal Dimensions/Ground Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-5
Figure R-3. V-22 Turning Radii . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-9
Figure R-4. V-22 Emergency Entrances/Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-10
Figure R-5. V-22B General Launch and Recovery Envelope Aboard Air-Capable Ships . . . . . . . . . . R-12
Figure R-6. V-22B Launch and Recovery Envelope for LPD 4 Class Ships, Spot 1
Port Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-13
Figure R-7. V-22B Launch and Recovery Envelope for LPD 17 Class Ships, Spot 1
Port Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-17
Figure R-8. V-22B Launch and Recovery Envelope for LSD 41/49 Class Ships, Spot 1
Port Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-25
Figure R-9. V-22 Launch and Recovery Envelopes for T-AKE 1 Class Ships,
Port Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R-29

ORIGINAL 34
 NAVAIR 00-80T-122

LIST OF REFERENCES

DoD Issuances Website http://www.dtic.mil/whs/directives/

Form DD-175 (May 86) Military Flight Plan

Assist Website http://assist.daps.dla.mil/quicksearch/

MIL-DTL-85025B(AS) NATOPS Program Technical Pubs and Products; Style, Format,

and Common Technical Content

MIL-HDBK-844(AS) Aviation Refueling Handbook

NAEC LAKEHURST (Airworthiness) https://airworthiness.navair.navy.mil

Website

NAEC-ENG-7576 (Series) Shipboard Aviation Facilities Resume

Airworthiness Website https://airworthiness.navair.navy.mil

NAVAIR 00-80R-14 NATOPS US Navy Aircraft Fire Fighting & Rescue Manual

NAVAIR 00-80R-14-1 NATOPS US Navy Aircraft Emergency Rescue Information Manual

NAVAIR 00-80R-19 NATOPS US Navy Aircraft Crash & Salvage Operations Manual
(Afloat)

NAVAIR 00-80T-106 LHA/LHD NATOPS Manual

NAVAIR 00-80T-109 Aircraft Refueling NATOPS Manual

NAVAIR 00-80T-111 V/STOL Shipboard and Landing Signal Officer NATOPS Manual

NAVAIR 00-80T-112 NATOPS Instrument Flight Manual

NAVAIR 00-80T-113 NATOPS Aircraft Signals Manual

NAVAIR 00-80T-114 NATOPS Air Traffic Control Manual

NAVAIR 00-80T-121 Chemical, Biological, Radiological, and Nuclear Defense NATOPS

Manual

NAVAIR A1-H53ME-NFM-000 MH-53E NATOPS Flight Manual

NAVAIR A1-H60CA-NFM-000 H-60F/H NATOPS Flight Manual

NAVEDTRA 10500 Catalog of Navy Training Courses (CANTRAC)

NAVEDTRA 43411-3 PQS for FACSFACs

NAVMATINST 3120.1 [Certification levels]

35 ORIGINAL
NAVAIR 00-80T-122

MY NATEC Website https://mynatec.navair.navy.mil

NAVAIR 00-25-100 The NAVAIR Technical Manual Program
NAVSEA 3565/NAVAIR 16-1-529 Electromagnetic Radiation Hazards (Hazards To Ordnance)
NAVAIR 51-5B-2 ISOMI w/IPB For Stabilized Glide Slope Indicator (SGSI)
MK 1 Mod 0 For ACS

NAVAIR 51-5B-3 ISOMI w/IPB For Waveoff Light System MK 1 Mod 0 For ACS and
Amphibious Aviation Ships

NAVAIR 51-50AAA-1 Installation Details For Flight Deck Lighting VLA Components
NAVAIR 51-50ABA-1 OMI w/IPB VLAs on Air-Capable Ships
NAVAIR A1-H46AE-150-300 H-46 Rotor Systems (WP 007 00 Paragraph 5)
NAVAIR AD-400A1-OMI-000 Op & OMI Horizon Reference Set (HRS) A/W37A1
NAVAIR AD-400B1-OMI-000 ISOMI For Flt Deck Status & Signaling System (FDSSS)
For ACS A/W24A-1

Navy Medicine (NAVMED) Website http://www.med.navy.mil/directives/

NAVMED P-117 Manual of the Medical Dept (MANMED)
NAVOCEANCOMINST 3140.1 USN Oceanographic & Meteorological Support
NAVORD OD 44617 Underway Replenishment Ordnance Handling Equipment and
Transfer Units

NAVORDSYSCOMINST 10345.4 Aircraft Ground Refueling Hose, Prep For Use, Procedures for
NAVSEA OD 45845 MEASURE Calibration Program
NAVSEA OP 4 Vol II 5th Rev
NAVSEA OP 3565 Vol II/ Electromagnetic Radiation Hazards (Hazards To Ordnance)
NAVAIR 16-1-529

Air-Capable Ships Aviation Facilities Bulletin No. 1

NAVSUP Naval Logistics Library https://nll.ahf.nmci.navy.mil

NAVSUP PUB 505 Preparation of Hazardous Materials For Military Air Shipment

COMNAVAIRFOR https://www.portal.navy.mil/comnavairfor
COMNAVAIRFORINST 1211.2 Shipboard Air Controller Qualifications and Requirements

ORIGINAL 36
 NAVAIR 00-80T-122

COMNAVTELCOM
ACP 165 Operating Brevity Codes

NATO Standardization Agency (NSA) http://nsa.nato.int

Website

APP-2(F)/MPP-2(F) Vol I Helo Ops From Ships Other Than Aircraft Carriers (HOSTAC)
APP-2(F)/MPP-2(F) Vol II Helo Ops From Ships Other Than Aircraft Carriers (HOSTAC)
Technical Supplement

ATP-1 Vol I Allied Maritime Tactical Instructions and Procedures

ATP-1 Vol II Allied Maritime Tactical Signals & Maneuver Book
ATP 10(D) Search and Rescue
ATP-16(D) Replenishment At Sea
ATP-17(C) Naval Arctic Manual
ATP-3.3.4.2 Air-To-Air Refueling Manual
AXP-5(C) NATO Experimental Tactics and Amplifying Tactical Instructions

Joint Electronic Library http://www.dtic.mil/doctrine/

JCS JP 3-02 Joint Pub For Amphibious Operations
JCS JP 3-04 Joint Shipboard Helo Operations

NWDC Website https://www.nwdc.navy.mil

NTTP 3-02.1 Ship-To-Shore Movement
NTTP 3-04.11 Multiservice Helo Sling Load Basic Ops & Equipment
NWP 3-15-series Mine Warfare Series
NTTP 3-15.21 Surface Mine Countermeasures Operations
NTTP 3-15.22 Airborne Mine Countermeasure (AMCM) Operations
NTTP 3-22.5-ASW-TAC Air ASW Tactical Information Document (TACAID)
NTTP 3-22.1-SH60B Tactical Employment SH-60B
NTTP 3-50.1 Navy Search and Rescue (SAR) Manual
TTP 3-51.1 Navy Electronic Warfare
NTTP 4-01.4 Underway Replenishment

37 ORIGINAL
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SECVNAV/Navy Directives Website https://doni.daps.dla.mil

OPNAVINST 3120.28B Certification of the Av Capabilities of Ships Operating Aircraft
OPNAVINST 3120.32C Standard Organization and Regulations of the U.S. Navy (SORM)
OPNAVINST 3120.35J Requirements for Air-Capable Amphibious Assault and MCM
Ships to Operate Aircraft

OPNAVINST 3710.7U NATOPS General Flight and Operating Instructions

OPNAVINST 3750.6R Naval Aviation Safety Program
OPNAVINST 4630.25C Air Transportation Eligibility
OPNAVINST 4631.2D Management of DoN (DoN) Airlift Assets
OPNAVINST 8020.14 Department of the Navy Explosives Safety Policy
OPNAVINST 8000.16C Naval Ordnance Maintenance Management Program (NOMMP)

Naval Logistics Library https://nll.ahf.nmci.navy.mil/

OPNAV P-03C-01-89 USN Cold Weather Handbook For Surface Ships

OPNAV Forms Website https://navalforms.daps.dla.mil

OPNAV 3710/6 01Apr95 NATOPS/Tactical Manual Change Recs

USCG Website http://www.uscg.mil/directives/

COMDTINST M3710.2D Shipboard-Helicopter Operational PCDRS Manual

ORIGINAL 38
 NAVAIR 00-80T-122

GLOSSARY
A Air Tasking Order (ATO). A daily order prepared
by a task force or joint air commander that details the
Aided. Equipped with Night Vision Devices. operations of all aviation units under his/her
command.
airborne stores. Items intended for carriage
internally or externally by aircraft, including racks,
alternate marshal. A marshal established by
launchers, adapters, and detachable pylons, which
AOCC/HDC and given to each pilot prior to launch
are not normally separated from the aircraft in flight,
with an altitude and an EAT.
such as tanks, pods, non−expendable training
weapons, and targets.
ambient temperature. Temperature outside at any
airborne weapons. Items intended for carriage given pressure altitude, preferably expressed in
internally or externally by aircraft, which are degrees centigrade.
normally separated from the aircraft in flight, such as
missiles, rockets, bombs, mines, torpedoes, amphibious assault aviation ship. An LHD or
pyrotechnics, ammunition, and guns. LHA.

air-capable ship. All ships other than CV/CVN or approach control. A control station in AOCC/HDC
LHA/LHD from which aircraft can take off, be that is responsible for controlling air traffic from
recovered, or routinely receive and transfer logistic marshal until handoff to final control.
support.
arming. An operation in which a weapon is changed
air-capable ship certification. Requirement for
from a safe condition to a state of readiness for
air-capable ships to be formally inspected and
initiation.
certified to be able to provide proper, adequate, and
safe aviation facilities and to meet the applicable
arming area. An area in which a weapon is armed;
requirements of Air-Capable Ships Aviation Bulletin
when forward-firing weapons are armed, an area
No. 1.
ahead of the aircraft must be cleared and maintained
air operations. A section of the operations clear until after launch.
department that is responsible for coordinating all
matters pertaining to flight operations, including the Aviation Night Vision Imaging System
proper function of AOCC/HDC. (ANVIS). Aviation night vision imaging system,
associated with an intensifier device equipped with a
Air Operations Control Center minus blue filter (typically referring to AN/AVS-6 or
(AOCC). Collocated with HDC in an LHA/LPD AN/AVS-9 devices).
and responsible for air operations when not in an
amphibious objective area. aviation ship. A CV or CVN.

39 ORIGINAL
NAVAIR 00-80T-122

B control (radar).

Base Recovery Course (BRC). The ship’s magnetic

advisory. The tactical control of aircraft by a
heading for aircraft recovery.
designated control unit in which the aircraft receives
bingo. An order to an aircraft to proceed immediately directions and recommendations, but the aircraft
to a divert field. Bearing, distance, and destination commander is not relieved of the responsibility for
will be provided. Also, a term used by pilots to his/her own safety and navigation.
denote the point at which fuel becomes critical and
return is imperative. close. The tactical control of aircraft by a
designated control unit, whereby the aircraft receives
Bridge Information Display System (BIDS). A
orders affecting its movements. The pilot will not
visual means of communication by light between the
deviate from instructions given him/her unless given
LSO, bridge, CIC, and HCO.
permission or unless unusual circumstances require
buster. An order used by a ship controller to direct an him/her to take immediate action for the safety of the
aircraft to proceed at maximum speed. flight. In either case, the pilot will inform the
controller of the action taken. This type of control
C requires two-way radio communications and radar
CHARLIE. A signal for aircraft to land aboard the contact. The controller is responsible for the safety
ship. A number suffix indicates time delay before of the aircraft, and the pilot must be informed
landing. whenever he/she is not held on the radarscope for
periods in excess of 1 minute or five sweeps of the
clear-deck recovery. Conventional landing on a radar and, as a result, is being dead reckoned. The
RAST-equipped ship that does not use the ultimate safety of the aircraft is the primary
haul−down cable or the RSD. responsibility of the pilot.
Clear-foul Indicating System. Visual Landing Aids
System that provides operators with current positive. The tactical control of aircraft by a
condition of the flight deck and is also used to designated control unit, whereby the aircraft receives
communicate certain flight deck operations to all orders affecting its movements which immediately
required personnel. Depending upon the transfer responsibility for the safe navigation of the
configuration of the ship either a Deck Status Light aircraft to the unit issuing such orders.
or a Rotary Beacon System is used.
control zone. A circular airspace with a radius of 5
compressor stall. Loss of turbine engine power
nm around the ship that extends upward from the
commonly associated with FOD and/or encrustation
surface to, and includes, 2,500 feet, unless otherwise
due to extended exposure to salt spray.
specified for special operations, and which is under
control area. A circular airspace around an the cognizance of the air officer during VMC. The air
LPD/LHA/LHD with a radius of 50 nm that extends officer/HCO/FDO/LSO, as appropriate, shall
upward from the surface to unlimited altitude and is exercise control over aircraft arriving and departing
under the cognizance of HDC/AOCC for TACC. and shall provide clearance over all aircraft entering.

ORIGINAL 40
 NAVAIR 00-80T-122

D emergency marshal. A marshal established by

AOCC/HDC and given to each pilot prior to launch
dearming (safing). An operation in which a weapon with an altitude and an EEAT. The emergency
is changed from a state of readiness for initiation to a marshal radial shall have a minimum of 30
safe condition. separation from the primary marshal.
dearming area. That area in which a weapon is Emissions Control (EMCON). Tactical restriction
dearmed; when forward firing weapons are dearmed, on RF, microwave, or acoustic transmissions.
the area ahead of the aircraft must be cleared and
maintained clear until weapons are dearmed. Expected Approach Time (EAT). The future time at
which an aircraft is cleared to depart inbound from a
deck status light. A three-colored light (red, amber, preassigned fix. Aircraft shall depart and commence
green) controlled from PriFly. The light displays the approach at assigned time if no further instructions
status of the ship to support flight operations. are received.

DELTA. A signal for aircraft to hold and conserve F

fuel at altitude and position indicated.
father. A brevity code for TACAN.
density altitude. Pressure altitude in feet MSL
corrected for temperature. The higher the ambient air feet dry. Over land.
temperature, the higher the density altitude, resulting feet wet. Over water.
in a decrease in helicopter performance.
final bearing. The magnetic bearing assigned by
departure control. A control station in AOCC/HDC AOCC/HDC for final approach; an extension of the
that is responsible for the orderly flow of departing landing area center line.
traffic.
final control. The station that is responsible for
downloading. An operation that removes airborne controlling traffic to the approach minimums.
weapons or stores from an aircraft.
Flight Deck Director (FDD). The FDD is
E responsible for on-deck handling of helicopters.

Emergency Expected Approach Time Flight Deck Status And Signaling System
(EEAT). The future time, assigned prior to launch, (FDSSS). A visual means of communication by
at which an aircraft is cleared to depart inbound or deck status light between the LSO and the bridge,
penetrate from a preassigned fix under lost CIC, HCO, and aircraft.
communications conditions.
flight level. Altitude expressed in hundreds of feet
emergency final bearing. A magnetic bearing, determined by setting 29.92 in the aircraft pressure
extension of landing lineup line for emergency altimeter; that is, FL 230 equals 23,000 feet in
recovery. relation to the standard atmospheric pressure of
29.92.
Emergency Low Visibility Approach (ELVA). An
emergency procedure used with air-capable ships free-deck recovery. Recovery to a RAST-equipped
when approach minimums are less than 200-foot ship using the RSD without the use of the haul−down
ceiling and 1/2-mile visibility. cable.

41 ORIGINAL
NAVAIR 00-80T-122

G susceptible ordnance system. Any ordnance

system proven (by tests) to contain EEDs and CADs
ground resonance. A condition of geometric that can be adversely affected by RF energy to the
imbalance in helicopters caused by offset dynamic point that the safety and/or reliability of the system is
forces when the helicopter makes improper contact in jeopardy when the system is employed in expected
with the deck. If allowed to continue, destruction of shipboard RF environments.
the helicopter is imminent. Improper tiedowns
aggravate the onset of ground resonance. unsafe ordnance. Any ordnance item is defined as
being HERO unsafe when its internal wiring is
physically exposed; when tests are being conducted
H
on the item that result in additional electrical
connections to the item; when EEDs/CADs having
Helicopter Control Station (HCS). A shipboard
exposed wire leads are present, handled, or loaded;
aircraft control tower, or, on ships not equipped with
when the item is being assembled/disassembled; or
a control tower, the communications installation that
when the item is in a disassembled condition.
serves as such.
Ordnance items that fall into the above classification
may be exempted from being classified as HERO
Helicopter Direction Center (HDC). The
unsafe ordnance as the result of HERO tests
controlling agency in an LPD/LHA/LHD that is
conducted to determine specific susceptibility.
responsible for dispatch and control of aircraft in an
amphibious force. hover. A condition of flight in which all relative or
actual movement has ceased.
Helicopter Emergency Egress Lights System
(HEELS). A self-contained battery-powered hung ordnance. Airborne weapons that cannot be
system of luminous strips outlining emergency exits fired or dropped because of weapon, rack, or circuit
designed to aid in emergency egress of passengers. malfunction.

I
Helicopter Landing System (HLS). A system
installed on some ships to assist with helicopter inbound bearing. The magnetic heading assigned by
recovery. Includes: BIDS, FDSSS, and RAST AOCC/HDC that will ensure interception of the final
system. bearing at a specific distance from the ship.

HERO. Instrument Meteorological Conditions

(IMC). Meteorological conditions expressed in
safe ordnance. Any ordnance item that is terms of visibility, distance from cloud, and ceiling,
sufficiently shielded or otherwise protected so that less than the minimums specified for VMC. Under
all EEDs/CADs contained by the item are immune to IMC, IFR must be complied with.
adverse effects (safety or reliability) when the item is K
employed in its expected shipboard RF
environments, provided that the general HERO KILO report. A pilot-coded report indicating
requirements are observed. aircraft mission readiness.

ORIGINAL 42
 NAVAIR 00-80T-122

L mother. Commonly used term to define ship of origin

or ship providing control.
Landing Force Operational Reserve Material
(LFORM). A package of contingency supplies N
prepositioned on amphibious warfare ships
consisting of Class I (rations), Class III (trioxade), Night Vision Device (NVD). Any device (NVG,
Class III (A) (aviation fuel), Class III (W) FLIR, low-light TC, etc.) that aids an individual’s
(petroleum, oil, and lubricants (POL)), and Class V vision at night.
(W) (ground ammunition) designated to support
operations of embarked landing force and Navy
non−precision approach. Radar-controlled
Support Element (NSE).
approach or an approach flown by reference to
navigation aids in which glideslope information is
Landing Safety Officer (LSO). The officer
not available.
responsible for RAST operations, normally a
LAMPS Mk III qualified naval aviator.
NVD compliant. Components that are NVD
lift off. To take off or leave the deck in a controlled compatible, NVD shipboard friendly, and
condition of flight. noncompatible systems which are dimmed, baffled
or hidden from direct line of sight of the aided
loading. An operation that installs airborne weapons operator. An NVD compliant ship consisting of this
and stores on or in an aircraft and may include fuzing lighting discipline can be used for aided and unaided
of bombs and stray voltage checks. operations so the ship’s mission is not compromised
and the aided/unaided personnel can perform all their
loading area. That area in which replenishment of duties, tasks and functions in a safe and efficient
airborne weapons or stores and other armament items manner.
on or in an aircraft is conducted. When handling
weapons in this area, all fuzes and initiators shall NVD compatible. Lighting systems which are only
remain safe and all gun chambers clear. required for the unaided operator and shall have no
adverse effect on the operator equipped with ANVIS
M devices. System is virtually invisible to the ANVIS
devices.
marshal. A bearing, distance, and altitude fix
designated by AOCC/HDC from which pilots will
NVD shipboard friendly. Lighting systems which
orient holding and from which initial approach will
are required to be seen by both the aided and unaided
commence.
operators simultaneously and/or independently. Has
spectral energy emitted in a controlled fashion to
marshal control. A control station in AOCC/HDC
that is responsible for the orderly flow of inbound allow direct aided view/recognition without
traffic. impacting the devices to the point that critical visual
cues are washed out or obscured.
Mission Load Allowance (MLA). A pre-positioned
contingency package of Class V (A) (aviation NVD shipboard covert. Only required to be seen by
ammunition) that is Navy-controlled material the aided operator and cannot be detected by the
designated to support aviation operations of the unaided
embarked landing force. observer.

43 ORIGINAL
NAVAIR 00-80T-122

O precision approach. A radar approach in which

range, azimuth, and glideslope information is
operational necessity. This term applies to missions provided to the pilot.
associated with war or peacetime operations in which
pressure altitude. The indicated altitude of a
the consequences of an action justify the risk of loss
pressure altimeter at an altimeter setting of 29.92
of aircraft and aircrew.
inches of mercury.
optimum wind for normal operations. Winds down primary flight (PriFly) control. The controlling
the lineup line at approximately half the maximum agency on aviation ships, amphibious assault
speed allowed by the applicable wind envelopes in aviation ships, and air-capable ships that is
Appendixes C through R. responsible for ATC around the ship.
R
optimum wind for a single-engine
landing. Relative wind as close as possible to Rapid Securing Device (RSD). A part of the RAST
being down the lineup line at the maximum wind system that secures the MH-60R/SH-60B helicopter
speed allowed by the appropriate wind envelopes in to the deck. It also provides a means of traversing the
Appendixes C through R. helicopter to/from the hangar/flight deck.
Raspberry. A ship-to-shore HF radio net, used for
optimum wind for up-the-stern approaches
flight following and administrative traffic
(SH-60B). Winds 10_ to 20_ off the port bow at
concerning aircraft.
one-half the maximum speed allowed.
Recovery Assist (RA) recovery. Recovery to a
optimum wind for AFCS/SAS/BOOST or any flight RAST-equipped ship using both the haul-down cable
control failure or degradation. Winds in the and the RSD portions of the RAST system.
appropriate emergency wind envelope giving the
Recovery, Assist, Securing, and Traversing (RAST)
most stable deck.
system. The RAST system is used in LAMPS Mk
III capable ships.
P
S
parrot. A brevity code for aircraft transponder.
shipboard landing environment. That phase of the
approach, nominally from the Missed Approach
pigeons. Vectors provided by ships’ aircraft
Point (MAP) to flight deck landing during which the
controllers or ASTACs to a specified destination.
aircrew transitions from an instrument reference scan
to a visual reference scan.
Pilots Landing Aid Television (PLAT). A closed
circuit TV presentation of air operations on a flight shipboard takeoff environment. That phase of the
deck. departure from an air capable ship, nominally from
flight deck takeoff to a pre-briefed level-off altitude,
P/M/C. Passengers, mail, and cargo. of at least 150 feet AGL, during which the aircrew
transitions from a visual reference scan to an
pogo. A brevity code used in communication instrument reference scan. For departures from
frequency change assignments to “return to single-spot ships, the pilot at the controls (PAC)
________.” transitions from a visual reference scan to an
instrument reference scan once a positive rate of
POPEYE. A pilot term used to indicate that his/her climb is attained and obstruction clearance is
aircraft has entered IMC. assured.

ORIGINAL 44
 NAVAIR 00-80T-122

T Visual Landing Aids (VLA). A combination of

markings, lighting, and optical landing systems that
tactical direction. A form of non-radar control in provide aircraft with visual cues for day and
which tactical information is passed to an aircraft by aided/unaided night time operations. Systems are
the controlling unit, but the aircraft commander is also used by deck personnel both aided and unaided.
responsible for navigation and safety.
Visual Meteorological Conditions
U (VMC). Weather conditions in which VFR apply,
expressed in terms of visibility, ceiling height, and
unexpended ordnance. Airborne weapons that have aircraft clearance from clouds along the path of
not been subjected to attempts to fire or drop, are flight. When these criteria do not exist, IMC prevails
presumed to be in normal operating condition, and and IFR must be complied with.
can be fired, downloaded or jettisoned if necessary. W

unaided. Not equipped with Night Vision Devices, waveoff. An action to abort a landing, initiated by the
using natural vision. bridge, primary flight control, the LSO/LSE, or the
pilot at his/her discretion. The response to a waveoff
V signal is mandatory.

Vertical Onboard Delivery (VOD). Logistics winchester. Out of ammunition or stores.

movement of high-priority passengers/mail/cargo Z
to/from aviation and air-capable ships, normally by
the CH-53E or V-22. ZIPLIP. A condition that may be prescribed during
flight operations during VMC conditions under
vertical replenishment (VERTREP) control. The which positive communications control is waived
station responsible for controlling the movement of and only radio transmissions required for flight
cargo, passengers, and mail by VERTREP. safety are permitted.

45/(46 blank) ORIGINAL

 NAVAIR 00-80T-122

LIST OF ABBREVIATIONS/ACRONYMS
A ATACO. Air tactical control officer.

ACP. AIS control program. ATAS. Air-to-air stinger.

ACU. Aircraft control unit. ATC. Air traffic control.

ADF. Automatic direction finder. ATD. Actual time of departure.

AFCS. Automatic flight control system. ATO. Air tasking order; Air transfer officer; Air
transportation officer; Airborne tactical officer.
AFFF. Aqueous film-forming foam.
AV. Air vehicle.
AGL. Above ground level.
AVO/MPO. Air vehicle operator/mission payload
AIC. Air intercept controller. operator.

AIS. Automatic identification system. AVWX. Aviation route weather forecast.

AMCM. Airborne mine countermeasures. B

AMCOM. Army aviation and missile command. BIDS. Bridge information and display system.

BRC. Base recovery course.

AOCC. Air operations control center.
C
AOSS. Aviation ordnance safety supervisor.
CAD. Cartridge-actuated device.
APP. Auxiliary power plant.
CATF. Commander amphibious task force.
APU. Auxiliary power unit.
CC. Control console.
ARRP. Aircraft retractable refueling probe.
CCA. Carrier-controlled approach.
ARTCC. Air route traffic control center.
CCO. Combat cargo officer.
ASE. Automatic stabilization equipment.
CCR. Closed circuit refueling.
ASO. Acoustic sensor operator; aviation safety
officer. CDC. Combat direction center.

CIC. Combat information center.

ASR. Air surveillance radar.
CLF. Commander landing force.
ASST. Antiship surveillance and targeting.
COMSEC. Communications security.
ASTAC. Antisubmarine warfare/antisurface warfare
tactical air controller. CONREP. Continuous underway replenishment.

ASUW. Antisurface warfare. CS. Control station.

ASW. Antisubmarine warfare. CSAR. Combat search and rescue.

47 ORIGINAL
NAVAIR 00-80T-122

D F

DCA. Damage control assistant. FAF. Final approach fix.

DCC. Damage control central. FARE. Forward area refueling equipment.

DCO. Damage control officer. FDD. Flight deck director.

DF. Direction finder. FDO. Flight deck officer.

DLQ. Deck landing qualification. FDSSS. Flight deck status and signaling system.

DR. Dead reckoning. FEWSG. Fleet electronic warfare support group.

E FLIR. Forward-looking infrared.

EAC. Expected approach clearance. FM. Frequency modulation.

EEAT. Emergency expected approach time. FOD. Foreign object damage.

EED. Electro-explosive device. FRIES. Fast rope insertion/extraction system.

EFS. External fuel system. G

EGI. Embedded GPS-INS. GCA. Ground controlled approach.

ELVA. Emergency low-visibility approach. GFCS. Gunfire control system.

EMCON. Emission control. GPS. Global positioning system.

EMI. Electromagnetic interference. H

HABD. Helicopter aircrew breathing device.

EMV. Electromagnetic vulnerabilities.
HCO. Helicopter control officer.
EOB. Electronic order of battle.
HCS. Helicopter control station.
EOD. Explosive ordnance disposal.
HDC. Helicopter direction center.
ERFS. Refueling extended range fuel system.
HEED. Helicopter emergency egress device
ES. Electronic warfare support measures.
(submersible system).
ESM. Electronic support measures.
HEELS. Helicopter emergency egress lighting
ESMO. Electronic support measures operator. system.

ESSS. External stores support system. HERO. Hazards of electromagnetic radiation to

ordnance.
ETA. Estimated time of arrival.
HERP. Hazards of electromagnetic radiation to
ETR. Estimated time of recovery. personnel.

ETS. External tank system. HF. High frequency.

ORIGINAL 48
 NAVAIR 00-80T-122

HIFR. Helicopter in-flight refueling. LOX. Liquid oxygen.

HOSTAC. Helicopter operations from ships other LPD. Landing platform dock.
than aircraft carriers.
LSE. Landing signalman enlisted.
HRS. Horizon reference set; horizon reference
system. LSO. Landing safety officer; Landing signal officer.

M
HRST. Helicopter rope suspension training.
MAD. Magnetic anomaly detector.
HTP. Hydraulic test panel.
MANPRINT. Manpower integration.
I

IAF. Initial approach fix. MAP. Missed approach point.

IDAP. Integrated defensive armed penetrator. MCM. Mine countermeasures.

IFF. Identification friend or foe. MDA. Minimum descent altitude.

IFOBRL. In-flight operable bomb rack lock. MEDEVAC. Medical evacuation.

MET. Mobile environment team.

IFR. Instrument flight rules.
MEU. Marine expeditionary unit.
ILS. Instrument landing system.
MIO. Maritime interdiction operations; maritime
IMC. Instrument meteorological conditions.
interception operations.
IMRL. Individual material readiness list.
MLA. Mission load allowance.
IRCM. Infrared countermeasures.
MLG. Main landing gear.
ISIC. Immediate superior in command.
MMP. Modular mission payload.
IVCS. Integrated voice communication system.
MMSS. Mast-mounted sight subsystem.
K
MOP. Magnetic orange pipe.
KIAS. Knots indicated airspeed.
MOU. Memorandum of understanding.
L
MOVREP. Movement report.
LAMPS. Light airborne multipurpose system.
MPEDD. Maintenance portable electronic display
LARS. Lightweight airborne recovery system. device.

LFORM. Landing force operational reserve material. MSC. Military sealift command.

LGB. Laser-guided bomb. MSL. Mean sea level.

LOI. Letter of instruction. MWB. Motor whale boat.

49 ORIGINAL
NAVAIR 00-80T-122

N R

NATOPS. Naval Air Training and Operating RADHAZ. Radiation hazard.

Procedures Standardization.
RAST. Recovery assist, securing, and traversing.
NDB. Nondirectional beacon approach. RDLG. Rapid deployment landing gear.
NHC. NATO high capacity. REMRO. Remote radar operator.

NLG. Nose landing gear. RF. Radio frequency.

NSW. Naval special warfare. RHIB. Rigid hull inflatable boat.

NVD. Night vision device. ROE. Rules of engagement.

RRF. Ready reserve force.

O
RSD. Rapid securing device.
OCE. Officer conducting the exercise.
S
OIC. Officer in charge.
SAR. Search and rescue.
OMI. Operation and maintenance instruction.
SASS. Supplemental aviation spares support.
OOD. Officer of the deck.
SBO. Steering bar operator.
OPAREA. Operating area. SCR. Self-controlled radar.

OPSEC. Operational security. SE. Support equipment.

ORM. Operational risk management. SEAL. Sea-air-land.

OTC. Officer in tactical command. SENAV. Senior naval aviator.

P SGSI. Stabilized glideslope indicator.

SIF. Selective identification feature.

PAR. Precision approach radar.
SINCGARS. Single channel ground to air radio.
PIM. Position and intended movement.
SLCP. Ship’s loading characteristics pamphlet.
PLAT. Pilot landing aid television.
SO. Sensor operator.
PM. Plan of movement.
SOC. Special operations command.
PNVS. Pilot night vision sensor.
SOF. Special operation force.
POC. Point of contact. SOP. Standard operating procedure.
PQS. Personnel qualification standards. SOTG. Special operations training group (USMC).

PUK. Pack up kit. SPIE. Special purpose insertion and extraction.

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 NAVAIR 00-80T-122

SPINS. Special instructions. U

SRC. Source recoverability codes. UCARS. UAV common automatic recovery system.

SSBN. Submarine ballistic nuclear. UNREP. Underway replenishment.

USCG. U.S. Coast Guard.

SSN. Attack submarine nuclear.
USW. Undersea warfare.
SSTG. Ships service turbine generator.
V
SUW. Surface warfare.
VCR. Video cassette recorder.
T
VERTREP. Vertical replenishment.
TADS. Target acquisition designator sight.
VFR. Visual flight rules.
TAO. Tactical action officer.
VLA. Visual landing aids.
TCDL. Tactical common data link.
VMC. Visual meteorological conditions.
TIS. Thermal imaging sensor.
VOD. Vertical onboard delivery.
TOAS. Tactical oceanographic atmospheric
VOR. VHF omnidirectional range.
summary.
VTUAV. Vertical takeoff and landing tactical
TPO. Transfer petty officer. unmanned air vehicle.
TVS. Television sensor. W

TYCOM. Type commander. WEAX. Weather forecast.

51/(52 blank) ORIGINAL

 NAVAIR 00-80T-122

PREFACE

SCOPE
NATOPS manuals are issued by the authority of the Chief of Naval Operations and under the direction of the
Commander, Naval Air Systems Command in conjunction with the Naval Air Training and Operating Procedures
Standardization (NATOPS) program. NATOPS publications provide the best available operating instructions for
most circumstances. However, no manual can cover every situation or be a substitute for sound judgment; operational
situations may require modification of the procedures contained therein. Read these publications from cover to cover.
It is your responsibility to have a complete knowledge of their contents.

DETERMINING THE CURRENT VERSION OF THIS PUBLICATION

The current versions of NATOPS publications are listed in the NATOPS Status Report which is available online at
https://airworthiness.navair.navy.mil. Upon receiving a copy of a NATOPS, consult the NATOPS Status Report to
determine its current configuration (through the latest revision, change, and interim change). Before using this
publication, users shall ensure that they have the current version of it.

OBTAINING COPIES OF THIS PUBLICATION

One−Time Orders

Copies of this publication and the current changes thereto may be ordered from the Naval Logistics Library (NLL)
using NAVICP Pub 2003, which is available online at https://nll.ahf.nmci.navy.mil, or procured through the supply
system in accordance with NAVSUP P−409 (MILSTRIP/MILSTRAP). This manual is also available in pdf format
and may be viewed on, and downloaded from, the NATEC or AIRWORTHINESS websites, www.natec.navy.mil or
https://airworthiness.navair.navy.mil, respectively.
Note
 When the current revision of a publication is ordered through NLL or
NAVSUP, copies of all active changes to the publication will be forwarded
along with it. The printed changes to a revision need not be ordered in
addition to ordering the revision.

 An order for a publication that exceeds the maximum order quantity posted
on the NLL website will be filled not to exceed the maximum order
quantity. Additional orders will be required in order for an activity to
receive more than the posted maximum order quantity of a publication.

 Interim changes to NATOPS publications are not stocked within the NLL
or NAVSUP systems and must be obtained separately. Active interim
changes to NATOPS publications are published in electronic media only
and most are available online at www.natec.navy.mil and
https://airworthiness.navair.navy.mil for viewing and downloading.

53 ORIGINAL
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AUTOMATIC DISTRIBUTION

NATEC automatically sends copies of new revisions and changes to users whose NAVAIR publication requirements
are maintained within its Automatic Distribution Requirements List (ADRL) database. Detailed procedures for
establishing and maintaining an ADRL account are contained in NAVAIR technical manual 00−25−100 work
package (WP) 017−00, which is available online at www.natec.navy.mil.
Note
 When a user’s ADRL account has not been updated within the last 12
months, all automatic distribution to the user will be suspended until the
account has been updated.

 To avoid the gross cost and delivery inefficiencies that have resulted from
excessive or insufficient distributions, the NATOPS Program Manager has
been granted authority to adjust the automatic distribution quantities of
NATOPS publications. Units requiring large or unusual distribution
quantities of NATOPS publications should confirm them with the
NATOPS Program Manager in advance of distribution to ensure that the
quantities they will receive will be acceptable.

KEEPING THIS PUBLICATION CURRENT

To be effective, NATOPS publications must be kept current through an active manual change program. Corrections,
additions to, deletions from, and suggestions for improvement of contents should be submitted as NATOPS change
recommendations as soon as possible after discovery. Suggestions for improvement should avoid vague and
generalized language and shall be worded as specifically as possible. Detailed standards for NATOPS publications
are found in MIL−DTL−85025B(AS), which is available online at https://airworthiness.navair.navy.mil. Change
recommendations may be submitted by anyone in accordance with OPNAVINST 3710.7 series. All users are
encouraged to contribute to the currency, accuracy, and usefulness of this and other NATOPS publications by
submitting timely change recommendations for these publications.

SUBMITTING CHANGE RECOMMENDATIONS

Types of Change Recommendations

Change recommendations should be submitted as URGENT, PRIORITY or ROUTINE. Urgent and Priority change
recommendations are changes that cannot be allowed to wait for implementation until after the next NATOPS
Review. These usually involve safety−of−flight matters. Some priority change recommendations may be upgraded
to URGENT by NATOPS Program Manager, Program Class Desk, or NAVAIR (AIR 4.0P) following receipt and
initial review.

Submitting Change Recommendations to NATOPS Publications

While each type of change recommendation is processed and approved differently, the preferred means of submitting
all of them is through the Airworthiness Issue Resolution System (AIRS) which may be accessed online at
https://airworthiness.navair.navy.mil, or on SIPRNET at https://airworthiness.navair.navy.smil.mil for classified or
otherwise sensitive change recommendations. AIRS provides the fastest and most efficient means of processing and
resolving NATOPS change recommendations. It expedites distribution of the URGENT and PRIORITY change
recommendations to those who need to act on them and compiles the ROUTINE change recommendations into their
respective NATOPS Review agenda packages.

ORIGINAL 54
 NAVAIR 00-80T-122

In the event that a worldwide web connection to AIRS is not available, PRIORITY change recommendations may
be submitted via Naval message in accordance with OPNAVINST 3710.7 series. When AIRS is not accessible,
ROUTINE change recommendations may be submitted on a NATOPS/Tactical Change Recommendation (Form
OPNAV 3710/6), a copy of which is contained within the preface of this manual. The completed change
recommendation forms for changes to this manual should be sent by U.S. Mail to the NATOPS Model Manager of
this publication at:

Message PLAD: COMNAVAIRFOR SAN DIEGO CA //N3C3//

Address:
Commander,
Naval Air Forces
ATTN: Code N3C3
Box 357051
San Diego, CA 92135-7051

Telephone:
Commercial (619) 545−1418
DSN 735−1418

Email: [email protected]

ISSUING UPDATES TO NATOPS PUBLICATIONS

Interim Changes
Approved NATOPS urgent and priority change recommendations are issued via Naval messages and may involve
making pen−and−ink entries and/or replacing pages. Copies of interim change messages and their replacement pages
are posted on the NATEC website at www.natec.navy.mil, https://airworthiness.navair.navy.mil, or
https://airworthiness.navair.navy.smil.mil for viewing and downloading. Interim change replacement pages are
always issued in electronic format and are not distributed in paper format except under unusual circumstances.
Following the incorporation of an interim change into this publication, its entry shall be recorded on the Interim
Change Summary page within this publication.

Revisions, Changes and Errata

Routine change recommendations are compiled into a NATOPS Review agenda and held for review at the next
NATOPS Review for this publication. Change recommendations approved by the NATOPS Review are published
by the NATOPS Model Manager in a NATOPS Review report and then incorporated into a revision or change to this
manual, copies of which are mailed on paper and/or electronic media to users that have a listed requirement for it
in the NATEC ADRL system database. Copies of most unclassified publications are also posted on the NATEC and
Airworthiness websites. When printing errors are found in publications, errata may also be prepared and posted
and/or distributed in electronic or paper form in the same manner as for revisions and changes. After incorporating
a change or errata into this publication, you should page check and record its entry on the Record of Changes page
within this publication.

CHANGE SYMBOLS
Revised text is indicated by a black vertical line in the outside margin of the page, like the one printed next to this
paragraph. The change symbol shows where there has been a change. The change might be material added or
information restated. A change symbol in the margin by the chapter number and title indicates a new or completely
revised chapter.

55 ORIGINAL
NAVAIR 00-80T-122

NATOPSITACTICAL CHANGE RECOMMENDATION

OPNAV 3710/6 (4-90) SIN 0107-LF-009-7900 DATE

TO BE FILLED IN BY ORIGINATOR AND FORWARDED TO MODEL MANAGER

FROM (Originator) Unit

TO (Model Manager) Unit

Complete Name of Manual/Checklist Revision Date Change Date Section/Chapter Paragraph

Recommendation (Be specific.)

D CHECK IF CONTINUED ON BACK

Justification

Signature Rank Title

Address of Unit or Command

TO BE FILLED IN BY MODEL MANAGER (Return to Originator)

FROM DATE

TO

REFERENCE
(a) Your Change Recommendation Dated

D Your change recommendation dated - - - - - - - - - - - - - is acknowledged. It will be held for action of the review
conference planned for _ _ _ _ _ _ _ _ _ to be held at

D Your change recommendation is reclassified URGENT and forwarded for approval to

- - - - - - - b y my DTG - - - - - - - - - - - - - - - - -

/Sf---------------MODELMANAGER AIRCRAFT

Form OPNAV 3710/6

ORIGINAL 56
 NAVAIR 00-80T-122

SPECIAL TERMINOLOGY IN NATOPS PUBLICATIONS

The following special terminology and meanings apply to the contents of this and other NATOPS publications:

Warnings, Cautions, and Notes

The following definitions apply to WARNINGS, CAUTIONS, and Notes:

Explanatory information about an operating procedure, practice, or

condition, etc., that may result in injury or death, if not carefully observed
or followed.

CAUTION

Explanatory information about an operating procedure, practice, or

condition, etc., that may result in damage to equipment, if not carefully
observed or followed.
Note
Explanatory information about an operating procedure, practice, or
condition, etc., that must be emphasized.

Requirement for compliance.

The concept of word usage and intended meaning adhered to in preparing this manual is as follows:

“Shall” is used only when application of a procedure is mandatory.

“Should” is used only when application of a procedure is recommended.

“May” and ”need not” are used only when application of a procedure is optional.

“Will” is used only to indicate futurity, and never to indicate any degree of requirement for applicability of
a procedure.

Requirement for landing aircraft.

Land immediately means execute a landing without delay. The primary consideration is to ensure the survival
of the occupants. (Applicable to helicopters and other VTOL aircraft).

Land as soon as possible means land at the first landing site at which a safe landing may be made.

Land as soon as practicable means extended flight is not recommended. The landing and duration of flight is
at the discretion of the pilot in command.

57/(58 blank) ORIGINAL

 NAVAIR 00-80T-122

CHAPTER 1

Introduction
1.1 PURPOSE

The responsibilities, requirements, and procedures contained in this manual apply to all persons who work on or
transit the flight decks of air−capable ships, including air−capable ships of the amphibious forces (LPD, LSD, etc.).
These include:

1. Operation, control, and monitoring of aircraft aboard and in the ship’s Instrument Flight Rules (IFR) and Visual
Flight Rules (VFR) launch, recovery, and holding patterns.

2. Movement and placement of aircraft on the flight deck and in the hangar.

3. Launch and recovery of aircraft.

4. Fueling, loading, maintenance, and security of aircraft.

5. Aircraft crash and salvage, firefighting, and rescue.

1.2 SCOPE

The responsibilities, requirements, and procedures contained in this manual apply to all persons who work on or
transit the flight decks of air-capable ships. These include:

1. Air department personnel, including control tower (PriFly) personnel; aircraft handling personnel; aviation
fuels personnel; crash, salvage, firefighting, and rescue personnel.

2. Marine Air Wing and squadron personnel, including aircrews; Landing Signal Officer (LSO)/Landing
Signalman Enlisted (LSE); aircraft handling personnel; aircraft maintenance, servicing, and repair personnel;
weapons loading and arming personnel; and mission support personnel.

3. Ship’s company personnel, including aviation ordnance and weapons personnel, members of working parties,
other detachments that might be embarked upon the ship, and other personnel transiting the flight deck area
during the course of daily operations.

4. See the LHA/LHD NATOPS or CV/CVN NATOPS for operations from those particular classes of ships.

1.3 OTHER RELEVANT PUBLICATIONS

The following publications complement the information contained within this NATOPS manual and should be
referred to whenever additional information about the subjects they address is needed:

1. NAVAIR 00-80R-14 U.S. Navy Aircraft Firefighting and Rescue Manual (Afloat). Contains detailed
requirements and procedures for rescue and firefighting personnel.

2. NAVAIR 00-80R-14-1 U.S. Navy Aircraft Emergency Rescue Information Manual (Afloat). Contains detailed
information and procedures for individual T/M/S aircraft, onboard equipment and hazards for use by rescue,
firefighting, and crash and salvage personnel.

1-1 ORIGINAL
NAVAIR 00-80T-122

3. NAVAIR 00-80R-19 U.S. Navy Aircraft Crash and Salvage Operations Manual (Afloat). Contains detailed
information and procedures for the handling and disposition of aircraft that cannot be taxied, towed, or moved
normally.

4. NAVAIR 00-80T-109 Aircraft Refueling Manual. Contains detailed information and procedures for handling
of aviation fuels from delivery to air-capable ships through dispensing into aircraft.

5. NAVAIR 00-80T-111 V/STOL Shipboard Operations and V/STOL Landing Signals Officer (LSO) Manual.
Contains detailed information and procedures on use of Optical Landing System (OLS) equipment and control
of aircraft for V/STOL LSOs.

6. NAVAIR 00-80T-112 Instrument Flight Manual. Contains detailed information on instrument flight
requirements and procedures, including physiological effects such as disorientation.

7. NAVAIR 00-80T-113 Aircraft Signals Manual. Contains standard hand, wand, light, and beacon signals for
control, communication, and use among aircraft; tower (PriFly); aircraft launch, recovery, and handling
personnel; and ground support personnel.

8. NAVAIR 00-80T-114 Air Traffic Control Manual. Contains information and procedures for Air Traffic Control
Facility personnel.

9. NAVAIR 00-80T-121 Chemical, Biological, Radiological, and Nuclear Defense NATOPS Manual. Contains
detailed information and procedures for aircrew and ship’s personnel on aircraft exposure to chemical and
biological agents.

1.4 NATOPS ADVISORY GROUP

NATOPS Advisory Group member relationships, responsibilities, and procedures are contained in OPNAVINST
3710.7 (series). The following are members of the NATOPS Advisory Group for this manual:

1. Chief of Naval Operations (CNO [N88]).

2. Commandant of the Marine Corps (CMC [SD]).

3. Commander, Naval Air Forces (COMNAVAIRFOR [N3C2/N455]).

4. Commander, Naval Air Forces Reserve (COMNAVAIRFORES [N42]).

5. Commander, Naval Surface Forces (COMNAVSURFOR [N42]).

6. Commander, Naval Surface Forces Atlantic (COMNAVSURFLANT [N42]).

7. Commanding General, U.S. Marine Forces Command (COMMARFORCOM [DSS]).

8. Commanding General, U.S. Marine Forces Pacific (COMMARFORPAC [DSS]).

9. Commanding General, Fourth Marine Air Wing (CG FOURTH MAW [DOSS]).

10. Commander, Naval Air Systems Command (COMNAVAIRSYSCOM [PMA-299/PMA-251/4.0P/5.0F]).

11. Chief of Naval Air Training (CNATRA [N31]).

12. Commander, Naval Safety Center (COMNAVSAFECEN [Code 11]).

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CHAPTER 2

Aviation Facilities
2.1 AIR-CAPABLE SHIP CERTIFICATION

Air-capable ships that are charged with conducting flight operations or evolutions, including land/launch, VERTREP,
and HIFR, are required to be certified for operation at the levels and classes directed by CNO. The Air-Capable Ships
Aviation Facilities Bulletin No. 1 promulgates procedures for formal inspection and certification of all required
aviation facilities and equipments to ensure that they are installed and functioning properly and that all safety
requirements are met. Upon meeting inspection requirements, each aviation facility is granted a certification by the
Naval Air Warfare Center Aircraft Division, Lakehurst, NJ. These certification requirements are necessary for the
ship to meet the level and class operational capabilities established in the OPNAVINST 3120.35 (series). The
Shipboard Aviation Facilities Resume (NAEC-ENG-7576) lists the established air-capable ships facilities,
operations required, certification granted, last certification inspection, and ships in the class.

2.1.1 Certification Waivers

When operational necessity requires that an uncertified ship operate with aircraft, or that a currently certified ship
operate with aircraft for which it is not normally certified (but whose operation can safely be conducted),
COMUSFLTFORCOM/COMPACFLT are authorized to issue a waiver in accordance with OPNAVINST 3120.28
(series). If granted, the waiver enables the ship to conduct operations within known limitations and/or deficiencies.
The waiver is issued by message containing the following information:

1. Specific levels, classes, and types of aircraft.

2. Specific operating procedures.

3. Specific mission, geographic location, time, etc.

CAUTION

Care must be exercised when operating aircraft from facilities that do not
meet certification requirements. When operating under a waiver, all
operating personnel, both air and ship, shall be briefed on the operational
limitations and deficiencies.

2.2 GENERAL REQUIREMENTS

Aviation facilities include visual landing aids, clearance, deck structure, communications, navigation aids, safety
items, and mooring aids. Also included are all equipment and facilities to logistically support, service, and maintain
an aircraft.

2.3 LEVELS AND CLASSES

Operating levels and class requirements are directed by CNO with respect to the ship’s inherent capability, mission,
and facilities. Depending on the ship’s capabilities and facilities provided, each certification is categorized by three
levels, seven classes, and the types of aircraft to be operated.

2-1 ORIGINAL
NAVAIR 00-80T-122

2.3.1 Levels of Operation

The three levels of operation were established to differentiate between operational requirements. The levels are:

1. Level I — IMC day/night operations.

2. Level II — VMC day/night operations.

3. Level III — VMC day only operations.

2.3.2 Classes of Facilities

Seven classes of facilities were established to delineate those items requiring inspection and certification to support
the operations intended:

1. Class 1 — Landing area with support (service and maintenance) facilities for the types of aircraft certified.

2. Class 2 — Landing area with service facilities for the types of aircraft certified.

3. Class 2A — Landing area with limited service facilities for the types of aircraft certified.

4. Class 3 — Landing area for the types of aircraft certified; no service facilities.

5. Class 4 — VERTREP/hover area (minimum hover height of 5 feet) for types of aircraft certified.

6. Class 5 — VERTREP/hover area (high hover with a minimum of 15 feet authorized) for types of aircraft
certified.

7. Class 6 — HIFR facility capable of delivering a minimum of 50 gallons of fuel per minute, at a pressure of
20 psi, to a height of 40 feet above the water.

8. Class 6R — HIFR facility capable of delivering only 25 to 49 gallons of fuel per minute, at a pressure of
20 psi, to a height of 40 feet above the water.

Note
Within class 4 and class 5, there are four types of VERTREP/hover areas.
These areas are distinguished by the marking provided (either type 1, type
2, special type 2, or type 3), which is based on the clearance available. See
Air-Capable Ships Aviation Facilities Bulletin No. 1.

2.3.3 Maintaining Certification

The ship is responsible for maintaining its certification as listed in OPNAVINST 3120.35 (series). If material
degradation reduces the level and/or class capability, the ship shall send a message to the immediate superior in
command indicating new status.

2.4 IMC OPERATIONS

For aircraft equipped with a TACAN, ship’s TACAN system shall be operable for all shipboard launches and
recoveries in IMC.

2.5 HOTLINE ACTION DESK

For up-to-date certification and ship/aircraft interface information, contact the Certification Hotline Action Desk,
Naval Air Warfare Center Aircraft Division, Lakehurst, NJ (DSN 624-2592/Commercial 732-323-2592).

ORIGINAL 2-2
 NAVAIR 00-80T-122

2.6 FLIGHT DECK MARKINGS

When properly used, flight deck markings ensure adequate obstruction clearance and proper positioning for the
specific aviation evolution being conducted. The information herein is intended as a quick reference for common deck
markings. Specific dimensions can be found in the current Air-Capable Ships Aviation Facilities Bulletin No. 1 and
Shipboard Aviation Facilities Resume (NAEC-ENG-7576). Deck markings are illustrated in Figures 2−1 and 2−2.

2.6.1 Landing Lineup Line and Circle

(Refer to Figure 2−1.) Obstruction clearance is ensured when the aircraft for which the facility is certified lands with
the main mounts (tail wheel aircraft), nosewheel, or forward skid cross tube within the landing circle and the fuselage
centerline aligned with the landing lineup line.

2.6.2 Vertical Replenishment “T” Line

(Refer to Figure 2−2.) Obstacle clearance is ensured when the aircraft for which the facility is certified hovers with
its rotor hub(s) on or aft of the line. This statement also applies to V-22 for a single “T.” Where two “T” lines are
encountered with the “T’s” pointed toward each other, clearance is ensured when the rotor hub(s) or V-22 centerline
are between the two lines. The “T” line is for use with H-1, H-46, H-57, H-60, and H-65 series helicopters.

2.6.3 Vertical Replenishment Ball and “T” Line

(Refer to Figure 2−2.) This line will only appear in combination with a “T” line when the “T” line does not provide
enough clearance for larger rotor aircraft. Unless otherwise noted, the ball and “T” line provide clearance for the H-53
and V-22 series aircraft when the aircraft hover with main and/or tail rotor hubs over or aft of the line.

2.6.4 Vertical Replenishment Dash Line

(Refer to Figures 2−2 and 2−3.) Obstacle clearance is ensured only when the aircraft for which the facility is certified
hovers with the centerline of the aircraft aligned directly over the line. An obstacle-free approach is ensured only when
the approach is made along the dashed line.

2.6.5 Helicopter In-Flight Refueling Marking

(Refer to Figure 2−2.) The HIFR hose pickup point is located on the port side and is designated with a letter “H.”
Obstacle clearance is ensured when the helicopter for which the facility is certified hovers oriented fore and aft with
the hoisting point over the “H” for hose pickup. For the H-46, obstacle clearance is determined based on hoisting
through the rescue hatch.

2.7 VISUAL LANDING AIDS

2.7.1 Required Lighting Equipment

All shipboard VLA lighting equipment should be operative for night/low-visibility operations. When conducting
aided operations, all shipboard lighting required to be illuminated shall be NVD compliant, as defined in the Glossary.
Without a visible horizon, an operable Horizon Reference System (HRS) (when installed) shall be utilized for
single-spot ship operations. A visible horizon may be obtained through the use of NVDs and must be the same devices
that would be used by the aircrew in flight.

2-3 ORIGINAL
NAVAIR 00-80T-122

TYPICAL FULL-CI RCLE LANDING:

HELICOPTER LANDS PARALLEL TO TH E LANDING
LINEUP LINE WITH TH E FORWARD LANDING GEAR
OR SKID SUPPORTS WITHIN THE INNER ED GE OF
THE TOUCHDOWN CIRCLE.

TYPICAL H-46/H-53 FORWARD HALF-CIRCLE LANDING

RESTRICTION:
HELICOPTER LANDS PARALLEL TO THE LANDING LINEUP
LINE WITH THE NOSE LANDING GEAR WITH IN THE
FORWARD HALF OF T HE TOUCHDOWN CIRC LE
(RELATIVE TO T HE LAND ING LINEUP LINE) OR ON THE
TOUC HDOWN SPOT.

NOTE: SHADED A REA INDICATES LANDING A REA REFERRED TO IN THE TEXT.

Figure 2−1. Typical Landing Procedures (Sheet 1 of 2)

ORIGINAL 2-4
 NAVAIR 00-80T-122

H-46 LANDING RESTRICTIONS ON LAMPS MK Ill CLASS SHIPS:

HELICOPTER LANDS PARALLEL TO THE LANDING LINEUP LINE WITH
THE MAIN GEAR IN THE H-46 WHEEL BOXES (IF APPLICABLE) AND
THE NOSEWHEEL.WITHIN THE FORWARD HALF
OF THE TOUCHDOWN CIRCLE.

RAST HOVER REFERENCE

LINE (PORT & STBD)

H-46 LANDING RESTRICTIONS ON LAMPS MK 111/CG 47 CLASS SHIPS:

HELICOPTER LANDS PARALLEL TO THE LANDING LINEUP LINE
WITH T HE NOSEWHEEL WITHIN THE TOUCHDOWN CIRCLE,
AFT OF THE RAST HOVER REFERENCE LINES AND FORWARD OF THE
LANDING GEAR LIMIT LINES.
HOPACS-F001

Figure 2−1. Typical Landing Procedures (Sheet 2)

2-5 ORIGINAL
NAVAIR 00-80T-122

TYPE 1 VERTREP/HOVER OPERATIONS:

HELICOPTER HOVERS WITH CENTERLINE OF AIR-
CRAFT DIRECTLY ABOVE THE SEGMENTED LINEUP
LINE.

TYPE 2 VERTREP/HOVER OPERATIONS:

HELICOPTER HOVERS WITH MAIN AND TAIL
ROTOR HUBS OVER, OR AFT OF, THE LINE FORMED
BY THE "r'S.

Figure 2−2. Typical Vertical Replenishment and Helicopter In-Flight Refueling Procedures (Sheet 1 of 3)

ORIGINAL 2-6
 NAVAIR 00-80T-122

SPECIAL TYPE 2 VERTREP/HOVER OPERATIONS:

HELICOPTER HOVERS WITH MAIN AND TAIL ROTOR
HUBS OVER, OR AFT OF, THE 'TOR "T-BALL" LINES .

•• ..
•• ..
TYPE 3 VERTREP/HOVER OPERATIONS:
HELI COPTER HOVERS WITH MAIN AND TAIL ROTOR
HUBS BETWEEN THE TWO "T" LINES.

Figure 2−2. Typical Vertical Replenishment and Helicopter In-Flight Refueling Procedures (Sheet 2)

2-7 ORIGINAL
NAVAIR 00-80T-122

HELICOPTER IN-FLIGHT REFUELING OPERATIONS:

HELICOPTER HOVERS PARALLEL TO SHIP'S CENTER-
LINE WITH THE HOIST ABOVE THE "H" MARKING NWP0006

Figure 2−2. Typical Vertical Replenishment and Helicopter In-Flight Refueling Procedures (Sheet 3)

ORIGINAL 2-8
 NAVAIR 00-80T-122

TYPE 1 VERTREP/HOVER OPERATIONS:

ROTORCRAFT HOVERS W ITH CENTERLINE OF AIR-
CRAFT DIRECTLY ABOVE THE SEGMENTED LINEUP
LINE.

TYPE 2 VERTREP/HOVER OPERATIONS:

ROTORCRAFT HOVERS W ITH MAIN ROTOR HUBS
OVER, OR AFT OF, THE LINE FORMED BY THE 'T'S.

Figure 2−3. Typical Vertical Replenishment Procedures (V-22) (Sheet 1 of 2)

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NAVAIR 00-80T-122

SPECIAL TYPE 2 VERTREP/HOVER OPERATIONS:

ROTORCRAFT HOVERS WITH MAIN ROTOR HUBS
OVER, OR AFT OF, THE 'T' OR "T-BALL" LINES.

TYPE 3 VERTREP/ HOVER OPERATIONS:

ROTORCRAFT HOVERS WITH CENTERLINE OF AIR-
CRAFT BETWEEN THE TWO 'T' LINES.

Figure 2−3. Typical Vertical Replenishment Procedures (V-22) (Sheet 2)

ORIGINAL 2-10
 NAVAIR 00-80T-122

2.7.1.1 Permissible Lighting Equipment Degradations — Unaided Operations

Night unaided VMC operations may be conducted in the event of a failure of not more than one of the lighting
subsystems required for ship’s facility certification provided the following criteria are met:

1. A visible horizon exists and is discernible by the aircraft commander in the shipboard landing/takeoff
environment.

2. The ship’s Commanding Officer and embarked Air Detachment Officer in Charge (aircraft commander for
non-embarked evolutions) concur that the failed lighting system is not critical to the scheduled mission.

2.7.1.2 Permissible Lighting Equipment Degradations — Aided (NVD) Operations

Aided operations may be conducted in the event of a failure of more than one of the lighting subsystems required
for ship’s facility certification provided all of the following criteria are met:

1. A visible horizon exists and is discernible through NVDs by the aircraft commander in the shipboard
landing/takeoff environment.

2. The ship’s commanding officer and embarked Air Detachment Officer in Charge (aircraft commander for
non-embarked evolutions) concur that the failed lighting systems are not critical to the scheduled mission.

3. The following lighting subsystems remain operational and available:

a. Overhead/Forward Structure Floodlights.

b. Deck Surface/Hangar Wash Floodlights.

c. Associated Lighting Control Panels.

2.7.2 Categories of VLA Lighting Equipment

1. There are four basic categories of VLA lighting equipment installed on board air-capable ships:

a. VERTREP lighting equipment — Required on all ships designated by CNO for Level I/II Classes 4, 5,
and/or 6 helicopter operations for the flight deck areas certified only for VERTREP and HIFR.

b. Landing-configured lighting equipment — On air-capable ships, with RAST, designated by CNO for
Level I/II Classes 1, 2, 2A, and/or 3 helicopter operations.

c. Light Airborne Multipurpose System (LAMPS) Mk III lighting equipment — On air-capable ships, with
RAST, designated by CNO for Level I/II Classes 1, 2, 2A, and/or 3 helicopter operation.

d. Accessory visual aids.

2. VERTREP lighting equipment includes the following components (see paragraph 2.7.3):

a. Lighting control panels (landing/VERTREP) — VERTREP Lighting control panel is not NVD compatible
and shall be secured or dimmed to an acceptable level for aided operations. Main lighting control panels
for landing evolutions are not NVD compatible, with the exception of the LPD 17 control panel, and shall
be secured or dimmed to an acceptable level for aided operations. The LPD 17 control is NVD compatible
and may be used during aided operations with no concerns.

b. Homing beacon light. — The homing beacon is not NVD compliant and shall be turned off during NVD
operations.

2-11 ORIGINAL
NAVAIR 00-80T-122

c. Deck edge lights — These lights are not NVD compatible and shall be secured or dimmed to an acceptable
level for aided operations. When dimmed for the aided operators the unaided deck personnel may not be
able to see these lights, dependent upon ambient light conditions.

d. VERTREP approach lineup lights (bidirectional) — These lights are not NVD compatible and shall be
secured or dimmed to an acceptable level for aided operations. When dimmed for the aided operators the
unaided deck personnel may not be able to see these lights, dependent upon ambient light conditions.

e. Overhead/forward structure floodlights — These floodlights are NVD compliant by filtering and can be
adjusted during aided operations from 0 to 100 percent dependent upon ambient light conditions.

f. HIFR heading lights — These lights are not NVD compatible and shall be secured or dimmed to an
acceptable level for aided operations. When dimmed for the aided operators the unaided deck personnel may
not be able to see these lights, dependent upon ambient light conditions.

g. Clear/Foul indicating systems — These systems are not NVD compatible and shall be secured or dimmed
to an acceptable level for aided operations. If secured, other communications shall be used during aided
operations to show the flight deck conditions and relay information to all operators.

3. Landing-configured lighting equipment for aviation operations includes the following components (in
addition to VERTREP lighting equipment) (see paragraph 2.7.4):

a. Stabilized glideslope indicator (SGSI). — The SGSI is not NVD compliant and shall be turned off during
NVD operations.

b. Waveoff light system — The Waveoff light system is not NVD compliant and shall not be used during NVD
operations.

c. Deck surface floodlights — These floodlights are NVD compliant by filtering and can be adjusted during
aided operations from 0 to 100 percent dependent upon ambient light conditions.

d. Hangar/Structure wash floodlights — These floodlights are NVD compliant by filtering and can be adjusted
during aided operations from 0 to 100 percent dependent upon ambient light conditions.

e. Landing approach lineup lights (unidirectional) — These lights are not NVD compatible and shall be
secured or dimmed to an acceptable level for aided operations. When dimmed for the aided operators the
unaided deck personnel may not be able to see these lights, dependent upon ambient light conditions.

f. Extended lineup lights — These lights are not NVD compatible and shall be secured or dimmed to an
acceptable level for aided operations. When dimmed for the aided operators the unaided deck personnel may
not be able to see these lights, dependent upon ambient light conditions.

g. Flash sequencer.

h. Visual Landing Aids lighting control panels — All ACS VLA control panels presently used with the
exception of the main lighting control panel on the LPD 17 class are not NVD compatible and shall be
dimmed or secured during aided operations.

i. Obstruction lights — These lights are not NVD compatible and shall be secured or dimmed to an acceptable
level for aided operations. When dimmed for the aided operators the unaided deck personnel may not be
able to see these lights, dependent upon ambient light conditions.

ORIGINAL 2-12
 NAVAIR 00-80T-122

4. RAST−equipped air−capable ship lighting equipment consists of the following components (in addition to
landing-configured lighting equipment) (see paragraph 2.7.5):

a. Flight Deck Status and Signaling System.

b. Horizon Reference System.

5. Accessory visual aids include the following items (see paragraph 2.7.6):

a. Signal wands.

b. Windsock (optional).

2.7.3 Vertical Replenishment Lighting Equipment

2.7.3.1 Lighting Control Panels

Visual Landing Aids Lighting Control Panels (refer to Figure 2−4). There are seven main lighting control panels used
on air capable ships. Panels are generally bulkhead mounted in the Helicopter Control Station (HCS) and contain
switches, dimmers, and indicators to control and monitor VLA on the helicopter flight deck. There are several smaller
control panels which may augment the main lighting control panel if space and location are restricted due to limited
availability (the main lighting control panel shall be located so the deck status indication controls are within arms
reach of the HCO while viewing air operations).

Note
The lighting control panel (with HIFR operations capability) may be used
on ships with a VLA night-landing lighting package, as well as on ships
with VERTREP platforms.

Figure 2−4. Visual Landing Aids Lighting Control Panel

2-13 ORIGINAL
NAVAIR 00-80T-122

2.7.3.2 Homing Beacon Light

The homing beacon light (refer to Figures 2−5, 2−6 and 2−17) provides the helicopter pilot a visual guide (flashing
white light beam) for homing when within the visual horizon. The beacon is mounted high on the main mast so the
beam is parallel to the horizon and is visible for at least 330 degrees in azimuth. The fixture shall have 360-degree
coverage but may have up to 30 degrees blocked by the mast. The beacon provides a minimum effective intensity
of 15,000 candles over a span of seven degrees in elevation and produces approximately 90 white flashes per minute.
The intensity of the beacon is variable from blackout to full.

2.7.3.3 Deck Edge Lights

Deck edge lights (refer to Figures 2−5, 2−7 and 2−17) (red filtered, may also be non-NVD blue) provide an outline
of the obstruction free helicopter deck area and are installed coincident with the peripheral marking. These lights are
installed in such a manner that the helicopter pilot’s view of them is not obstructed during their approach. On RAST
capable ships, the deck edge lights are only installed coincident with the aft perimeter marking. The deck edge lights
are connected to a dimmer (in the main lighting control panel) and a motor driven variable transformer (separate from
the control panel). The intensity of the lights is variable from blackout to full.

2.7.3.4 VERTREP Approach Lineup Lights (Bidirectional)

VERTREP approach lineup lights (refer to Figures 2−5, 2−8, and 2−17) are installed on the segmented VERTREP
lineup line to indicate the line of approach for VERTREP hover operation. The white duplex VERTREP lineup lights
provide an athwart ship lineup path to the VERTREP area. The lights are bidirectional and are energized for either
a port or starboard helicopter approach. Each of the lineup light circuits is independently wired and through switching
arrangements connected to a dimmer control in the main lighting control panel. The intensity of the lights is variable
from blackout to full.

2.7.3.5 Overhead/Forward Structure Floodlights

Overhead/Forward structure floodlights (refer to Figures 2−5, 2−9, and 2−17) provide illumination of the helicopter
flight deck for night operations. The floodlights are mounted above and forward of the flight deck and are oriented
to provide uniform illumination of the operating area. These floodlights provide white, yellow, or NVD blue
floodlighting. The floodlight color is set by changing the appropriate filter. White (no filter installed on fixture) or
yellow is used for unaided air operations; NVD blue filters are installed for aided, unaided and/or wartime conditions.
Due to the general inaccessibility of these floodlights, hand-changing filters is not always desirable, so there are
generally two banks of floodlights installed on the ship. One bank is equipped with yellow filters and one bank is
equipped with NVD blue filters. The banks of overhead floodlights are switched and controlled from the main
lighting control panel. The floodlights, depending on the number installed, are connected to a dimmer (in the main
lighting control panel) and a motor driven variable transformer (separate from the control panel). The intensity of
the floodlights is variable from blackout to full.

2.7.3.6 Helicopter In-Flight Refueling Heading Lights

HIFR heading lights (refer to Figures 2−5, 2−10, and 2−17) are required for night HIFR operations. These red/yellow
lights give the pilot a visual indication of the ship’s heading and provide a height reference during in-flight refueling
operations. All HIFR heading lights are simultaneously visible to the pilot during the hose pickup and pumping
phases of the HIFR operation. During transition from hose pickup to refueling position, one or more of the lights may
be momentarily obscured by ship’s structures.

ORIGINAL 2-14
 NAVAIR 00-80T-122

7N
HOM ING BEACON (LOCATED
SUPERSTRUCTURE)

HIFR HEADING
LIGHTS

OVERH EAD
/
FLOODLIGHTS

EDGE LIGHT~

DECK STATUS
LIGHTS

VERTREP LINEUP
NWP0007
LIGHTS

Figure 2−5. Typical Visual Landing Aids Installation for Vertical Replenishment Decks

2-15 ORIGINAL
NAVAIR 00-80T-122

Figure 2−6. Homing Beacon Light

Figure 2−7. Deck Edge Lights

ORIGINAL 2-16
 NAVAIR 00-80T-122

Figure 2−8. VERTREP Approach Lineup Lights (Bidirectional)

Figure 2−9. Overhead/Forward Structure Floodlights

2-17 ORIGINAL
NAVAIR 00-80T-122

Figure 2−10. Helicopter In-Flight Refueling Heading/Obstruction Lights

2.7.3.7 Clear/Foul Indicating Systems

See Figure 2−13 for Clear/Foul Indicating System Command and Display Signals. Depending upon ship class and
configurations one of the following systems will be installed.
2.7.3.7.1 Deck Status Light System
The deck status light system (refer to Figures 2−5, 2−11 and 2−17) consists of a three color light fixture and associated
control panel. The control panel shall be located within arms reach of the HCO. The deck status light is located on
most ships forward of the operating area, usually on the aft face of the Hangar or forward structure so that it can be
readily seen by the flight deck crew and helicopter pilot. The system provides visual color signal denoting to the
helicopter and the deck crew the status of the deck. The deck status light system is dimmable from full intensity to
a blackout condition from the control panel.
2.7.3.7.2 Rotary Beacon Signal System
The Rotary Beacon System (refer to Figure 2−12) consists of three light fixtures (filtered red amber, and green), a
Transformer Switching Enclosure and Beacon Control Panel for operating the lights. The beacons are mounted
forward of the helicopter landing area, usually at the aft face of the hangar so that they can be readily seen by the flight
deck crew and the helicopter pilot. The system provides visual color signals denoting to the helicopter pilot and deck
crew the status of the flight deck, and flashes once per second.
Controls for energizing the lights, adjusting the brightness, and selecting the light to be displayed (the circuit
precludes energizing more than one light at a time) are located in the helicopter control station. The rotary beacon
control panel (shown in Figure 2−12) contains the operating controls for the beacons and is bulkhead mounted in the
helicopter control station. The switches are illuminated either red, amber, or green indicating which rotary beacon
light is flashing. Dimmer controls are provided to control light intensity of the beacons and the panel. The beacons
are dimmable from full intensity to a blackout condition from the control panel.

ORIGINAL 2-18
 NAVAIR 00-80T-122

Figure 2−11. Deck Status Light System

Figure 2−12. Rotary Beacon System

2-19 ORIGINAL
NAVAIR 00-80T-122

2.7.3.8 Deck Status Light System

The deck status light is a three-color flashing light fixture mounted forward of the VERTREP or landing area, usually
on the aft face of the hangar. This fixture provides the pilot and flight deck crew with deck status information. The
light, when flashing, indicates the meanings described in Figure 2−13.

Deck status light controls are built into lighting control panels currently approved for air-capable ships. On ships
equipped with obsolescent light control panels, a separate panel for control of the deck status light is required.

2.7.3.9 Rotary Beacon Signal System

Three rotating beacons (red, amber, and green) make up the rotary beacon signal system that replaces the deck status
lights on many air-capable ships. The system provides visual color signals to indicate to the pilot and flight deck crew
the status of the flight deck area. The colored beacons, when flashing, indicate the meanings described in Figure 2−13.

2.7.4 Landing-Configured Lighting Equipment

2.7.4.1 Stabilized Glide Slope Indicator

The Stabilized Glide Slope Indicator (SGSI) (refer to Figure 2−14) is an electro-hydraulic optical landing aid. When
used in conjunction with the associated VLA and shipboard radar systems, the SGSI greatly enhances the pilot’s
ability to execute safe approaches over a broad range of IMC and VMC operations. With the SGSI, a pilot may
visually establish and maintain the proper glide slope for a safe approach and landing. The visual acquisition range
is approximately 3 miles at night under optimum environmental conditions. The SGSI provides a single bar of green
light (1.5), amber light (1), or red light (6-1/2) as shown in Figure 2−15. The light is projected through 40 in
azimuth. The color of the light indicates to the pilot whether he/she is above (green), below (red), or on (amber) the
proper glide slope. A color-mixing zone at each color interface provides rapid glide slope feedback to the approaching
pilot. In use, the pilot flies the red amber interface which is fixed at three degrees. By adjusting the aircraft’s altitude
in order to keep the amber-red interface visible, the pilot can maintain a safe 3 glide path to the landing platform.
By flying in the amber-red transition zone, glide slope excursions are minimized because rate information is available
to the pilot. Flying in the center of the amber zone requires very large changes in glide slope before the pilot notices
changes in glide slope. In order to maintain the correct glide slope with a pitching and rolling deck the light cell is
mounted on a stabilized platform.

2.7.4.2 Waveoff Light System

The Waveoff Light System (refer to Figure 2−16) is an electronic system designed for use on air capable ships. Two
waveoff lights are installed, one on each side of the stabilized glide slope indicator. When flashing, these lights
indicate a dangerous or potentially dangerous situation exists, and the approach or landing shall be aborted. The
system is comprised of:

1. A Master Control Panel.

2. A Remote Panel Assembly.

3. A Junction Box Assembly.

4. Two Waveoff Lights.

ORIGINAL 2-20
 NAVAIR 00-80T-122

EVOLUTION COMMAND (1) PILOT SIGNAL (2) SHIP DISPLAY MEANING

1. Prepare to Check tiedowns, Hand signal to LSE Red signal in Verify chocks and tiedowns
start engines chocks, and all (day)/upper flight deck area. in place. Boots removed
loose gear about anticollision light on and stowed. Man fire
deck. (night). extinguishers.

2. Start Start engines. Hand signal to LSE. Red signal in Authority for responsible
engines (3) flight deck area. flight deck personnel to
signal for starting engines.
Ship not ready for flight
operations.

3. Engage Stand clear of Hand signal Amber signal in Ship is ready for pilot to
rotors aircraft engaging (day)/flash position flight deck area engage rotors. Authority for
rotors. lights (night). until rotors fully responsible flight deck
engaged, then personnel to signal for rotor
red signal. engagement if immediate
area clear. Ship restricted
from maneuvering and
winds within engagement
limits. Ship not ready for
flight operations.

4. Ready to Obtain permission Thumbs up to LSE Red signal in HCO/LSO request green
launch from bridge for (day)/position lights flight deck area. deck from bridge. Ship
green deck. STEADY BRIGHT maneuvers to flight course.
(night). Pilots finish checklist.

5. Launch Remove all Hand signal to Green signal in Ship is ready in all respects
tiedowns on pilot’s remove chocks and flight deck area. for flight operations. Ship is
signal. Launch chains. established on flight course
aircraft. and restricts maneuvering.
Bridge grants green deck.
Wind is within launch
envelope. Authority
granted to pilot in
command to signal
removal of chocks and
chains. Authority for
LSE/LSO to launch aircraft
when chains are removed.

6. Operations Secure from flight Aircraft departs As appropriate. Aircraft systems

normal report quarters. (day)/turn functioning correctly.
anticollision light on Commencing assigned
or flash landing light mission.
(night).

7. Aircraft Prepare to land See Figure 9−11. Red signal in Prepare designated landing
inbound for aircraft. flight deck area. area to land aircraft. Ship
landing not ready to recover
aircraft.

8. Recovery Land aircraft. None. Green signal in Ship is ready in all respects
flight deck area. to land aircraft. Wind is
within recovery envelope.

Figure 2−13. Command and Display Signals (Sheet 1 of 2)

2-21 ORIGINAL
NAVAIR 00-80T-122

EVOLUTION COMMAND (1) PILOT SIGNAL (2) SHIP DISPLAY MEANING

9. Preparation None Hand signals to Red signal in Once chocks and chains
for shutdown disengage flight deck area. are installed, ship is free to
(day)/flash position maneuver. Pilot signals
lights (night). when ready to disengage,
and ship obtains
appropriate winds over
deck.
10. Disengage Stand clear of None Amber signal in Authority for responsible
rotors aircraft. Disengage flight deck area flight deck personnel to
rotors. until rotors signal to disengage rotors
stopped, then when area clear. Winds
red signal. within disengagement
envelope. Ship restricted
from maneuvering until
rotors have stopped.
NOTES:
1. Deck status lights convey a condition met throughout the ship in preparation for a certain flight evolution;
however, final clearance for a specific task depends upon mutual coordination among pilot, HCO/LSO,
and LSE.
2. Pilot hand signals from NAVAIR 00-80T-113.
3. H-1 and V-22 aircraft engage rotors simultaneously with engine start.
4. See Figure 9−3 regarding deck status lights for RAST operations with an LSO.

Figure 2−13. Command and Display Signals (Sheet 2)

Figure 2−14. Stabilized Glide Slope Indicator

ORIGINAL 2-22
 NAVAIR 00-80T-122

AMBER-RED INTERFACE CROSS REFERENCES* *TYPICAL SGSI−TO−WATER DISTANCES

DISTANCE ALTIMETER DDG 51 31 FT

(nm) (ft above water) DDG 79 37 FT
1 350 FFG 39 FT
3/4 275
1/2 200 CG 51 FT
1/4 125

Figure 2−15. Stabilized Glideslope Indicator Tricolor Beam

Figure 2−16. Waveoff Light System

2-23 ORIGINAL
NAVAIR 00-80T-122

1. MAINTENANCE FLOODLIGHT 12. STABILIZED GLIDESLOPE INDICATOR

2. DECK SURFACE FLOODLIGHTS 13. HIFR HEADING LIGHTS
3. HIFR AREA MARKING 14. HOMING BEACON
4. VERTREP LINEUP LINE 15. DECK STATUS LIGHTS
5. LANDING AREA PERIPHERY LINE 16. OVERHEAD FLOODLIGHTS
6. LANDING LINEUP LINES 17. EXTENDED LINEUP LIGHTS
7. TOUCHDOWN CIRCLE 18. LANDING LINEUP LIGHTS
8. LANDING SPOT 19. SEQUENTIALLY FLASHED LINEUP
9. LSE AIDS LIGHTS
10. FORWARD STRUCTURE FLOODLIGHTS 20. EDGE LIGHTS
(DECK SURFACE FLOODLIGHT TYPE) 21. VERTREP LINEUP LIGHTS
11. WAVE-OFF LIGHTS 22. VERTREP DROPLINE LIGHTS

Figure 2−17. Typical Flight Deck With Visual Landing Aids

ORIGINAL 2-24
 NAVAIR 00-80T-122

The Waveoff/Cut System (refer to Figure 2−18) is an electronic system designed for ships with multiple landing spots
in conjunction with the SGSI. When flashing, these lights indicate a dangerous or potentially dangerous situation
exists, and the approach or landing shall be aborted. The cut lights are used as signal lights to communicate specific
messages to the pilot in the event of radio communication loss or during EMCON conditions. The system is
comprised of:
1. A Master Control Panel Assembly.
2. A Remote Panel Assembly.
3. A Junction Box Assembly.
4. Two Waveoff/Cut Lights.
5. Portable Switch Assembly.
2.7.4.3 Deck Surface Floodlights
Deck surface floodlights (refer to Figures 2−17 and 2−19) provide floodlighting of the flight deck periphery to give
additional deck surface detail to an approaching pilot. The floodlights illuminate the flight deck outboard edges that
the overhead floodlights do not cover and eliminate irregular shadows on the flight deck. They also provide
illumination of the wheel spots and other markings when hovering aircraft block normal lighting sources. This allows
Landing Signal Enlisted (LSE) personnel to ascertain a pilot’s landing position and then provide appropriate hand
signals for landing adjustments. The floodlights also provide additional lighting for ordnance loading outboard of
the aircraft where no other floodlighting is available. These floodlights provide amber, white, or NVD blue
floodlighting. The floodlight color is accomplished by changing the appropriate filter. Amber and white floodlighting
(no filter installed on fixture) is used for unaided operations and NVD blue filters are installed for aided, unaided
and/or wartime conditions. The deck surface floodlights are connected to a dimmer (in the main lighting control
panel) and a motor driven variable transformer (separate from the control panel). The intensity of the floodlights is
variable from blackout to full.

Figure 2−18. Waveoff/Cut System

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NAVAIR 00-80T-122

Figure 2−19. Deck Surface or Hangar/Structure Wash Floodlight

2.7.4.4 Hangar/Structure Wash Floodlights

Hangar/Structure wash floodlights (refer to Figures 2−17 and 2−19) provide floodlighting of the aft face of the
hangar/forward structure to give additional surface and structure detail to an approaching pilot. The floodlights
illuminate the structure just forward of the operating area providing depth perception and closure rate to the aircraft
pilot. Additionally, these illuminate applicable markings on the hangar structure for night visual cues to both the
pilots and the flight deck community servicing the aircraft. These floodlights provide amber, white, or NVD blue
floodlighting. The floodlight color is accomplished by hand changing the appropriate filter. Amber and white
floodlighting (no filter installed on fixture) is used for unaided air operations, and NVD blue filters are installed for
aided, unaided and/or wartime conditions. The hangar/structure wash floodlights are connected to a dimmer (in the
main lighting control panel) and a motor driven variable transformer (separate from the control panel). The intensity
of the floodlights is variable from blackout to full.

2.7.4.5 Landing Approach Lineup Lights (Unidirectional)

Landing approach lineup lights (refer to Figures 2−17 and 2−20) are installed coincident with the lineup lines to indicate
the line of approach to the flight deck. They may be offset from the approach line to avoid forward structure interferences.
Spacing between the lights is usually uniform, but may vary slightly. These lights are installed at approximately 10- to
20-foot intervals along the lineup line. The intensity of the lights is variable from blackout to full.

2.7.4.6 Extended Lineup Lights

Extended lineup lights are a forward and aft extension of the deck installed lineup lights and provide additional lineup
and depth perception cues during the approach and touchdown maneuver. Extended lineup lights installed at the
forward end of the landing lineup line extend above the flight deck level, and the aft extension of the lineup lights
extends vertically downward.

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Figure 2−20. Landing Approach Lineup Lights (Unidirectional)

2.7.4.6.1 Forward Extended Lineup Lights

When the forward end of the lineup line and deck installed lineup lights intersects the aft hangar face, the extended
lineup is provided by installing three to four equally spaced light fixtures vertically up the face of the hangar (refer
to Figures 2−17 and 2−21). Forward extended lineup lights are not required on auxiliary, amphibious warfare or
Military Sealift Command (MSC) ships that have a flight deck lineup line in excess of 70 feet.

2.7.4.6.2 Forward Extended Lineup Light Bar Assembly

When the forward end of the lineup line intersects the deck edge (hull) of the ship, the extended lineup light bar
assembly is used to provide six additional lineup lights.

Note
The adjusted height of the extended lineup light bar assembly shall not
violate the helicopter obstruction clearance height.

2.7.4.6.3 Aft Extended Lineup Light Bar

Aft extension of the lineup lights is accomplished by installation of the vertical dropline light bar (refer to Figures
2−17 and 2−22) vertically downward at the aft intersection of the lineup line and the ship’s hull. The light bar contains
three to six red light fixtures, which contrast with the white lineup lights in the deck.

These lights shall be dimmable from full intensity to a blackout condition from the main light control panel. Both
shall be tied to independent dimmers and toggle switches located on the main lighting control panel. While the legacy
control panel has a dedicated control already labeled on the panel for the drop line lights the forward extended lineup
lights are traditionally combined with the controls for the in-deck lineup lights.

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NAVAIR 00-80T-122

Figure 2−21. Forward Extended Lineup Lights

Figure 2−22. Aft Extended Lineup Light Bar

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 NAVAIR 00-80T-122

2.7.4.7 Flash Sequencer

The flash sequencer provides the capability of sequentially flashing every deck-installed landing lineup light and
alternate lights in the forward extended lineup light bar. (When fixture assembly is installed on the bulkhead/hangar,
all three lights will flash.)

2.7.4.8 Obstruction Lights

Obstruction lights (refer to Figure 2−10) are installed at the highest points on the extreme port and starboard sides
of the ship to outline the structure forward of the landing area. They increase the pilot’s ability to judge his/her position
relative to forward obstructions during approach, takeoff, and transition to forward flight.

2.7.4.9 Lighting Control Panels

The lighting control panels are designed to control VLA lighting equipment addressed under VERTREP lighting
equipment (excluding the SGSI and waveoff light systems), plus the following equipment:
1. Flash sequencer.
2. Extended lineup lights.
3. Vertical dropline light bar.
4. Deck surface floodlights.
5. Hangar wash floodlights.

2.7.5 Landing System Additional Lighting Equipment

2.7.5.1 Flight Deck Status and Signaling System

The Flight Deck Status and Signaling System (FDSSS) (refer to Figure 2−23) enables the HCO in the HCS or the
LSO to request and receive launch and recovery authorization from the bridge and/or CIC. The FDSSS also
incorporates control of the deck status light at the HCS and the LSO station and provides status indication to the bridge
and CIC. Capability to control the waveoff lights is only incorporated in the operations request control panel and
RAST console. Waveoff indication is given at the bridge and CIC response boxes, however neither of these boxes
has the capability to initiate waveoff lights. Both bridge and CIC must verbally request a waveoff from either the HCO
or LSO.

2.7.5.2 Horizon Reference System

The Horizon Reference System (HRS) (refer to Figure 2−24), installed on the ship’s centerline just above the hangar
face, consists of a 10-foot (3.05 m) electroluminescent bar, gyro-stabilized to remain level in the horizontal plane
as the ship rolls. The system is designed to be used to provide the pilot with an artificial horizon and associated visual
cues during night shipboard operations. The electroluminescent panels on the HRS are inherently NVD compliant
and may be used during aided operations.

The system fail warning light on HRS is a red non-NVD compliant source
which is not dimmable and must be rendered inoperative or masked during
aided operations. System fail warning light illumination may cause
significant NVD degradation.

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NAVAIR 00-80T-122

Figure 2−23. Flight Deck Status and Signaling System

Figure 2−24. Horizon Reference System

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 NAVAIR 00-80T-122

2.7.6 Accessory Visual Aids

2.7.6.1 Signal Wands

Two signal wands with interchangeable colored filters are used by the LSE to give visual instructions to the pilot
during night operations. For aided operations, refer to paragraph 9.11.5.2.

2.7.6.2 Windsock

The windsock is located near the flight deck and provides the approaching pilot with a visual indication of the wind
over the deck. This installation is optional.

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CHAPTER 3

Support Requirements
3.1 SUPPORT REQUIREMENTS

3.1.1 Logistics

The Commander, Naval Air Force, or Commanding General, Fleet Marine Force, who provides the
squadron/detachment shall ensure that an appropriate aviation support allowance list is developed and that the
required material is provided to the ship concerned. The supporting ship is responsible for maintaining appropriate
stock levels.

In certain cases, a detachment will be assigned to a ship for a limited period of time or specific operational assignment
wherein the provision of material support can be satisfied by use of a pack-up kit developed by the parent command
of the detachment.

Replacement of expended pack-up kit support items, if a pack-up kit is required, will be the responsibility of the
helicopter detachment’s parent command.

3.1.2 Aircraft Maintenance

The scope of shipboard maintenance will vary depending upon the available facilities and the number of aircraft
embarked. Ships that operate independently should use the maintenance facilities of aircraft carriers and shore
stations whenever possible. When duration of port visits warrant, relocating the detachment to a nearby air facility
will, in nearly all instances, offer the crew facilities to meet flight and maintenance requirements. The
Officer−In−Charge (OIC) is responsible for preparing TEMDU requests to the appropriate authority, if necessary, and
shall submit necessary change of location reports.

Daily, preflight, and/or turnaround inspections may require several hours to perform and may have effective periods
that are dependent on aircraft type. Many maintenance functions require a functional checkflight to ensure the
airworthiness of the aircraft. Detailed inspection requirements should be solicited from the detachment OIC to
facilitate daily and weekly planning.

3.1.3 Corrosion Control

Saltwater corrosion is one of the major problems encountered when operating aircraft at sea. Most present-day
operational aircraft have structural components made of materials that are susceptible to saltwater corrosion.
Additionally, gas turbine engines used in aircraft can suffer a critical loss of performance because of saltwater
corrosion and salt encrustation. Damage resulting from corrosion can quickly reduce all aircraft to a nonoperational
status unless an effective program of corrosion control is rigorously pursued. The ship is responsible for maintaining
a suitable stock of corrosion control materials, tailored to the appropriate type of aircraft, when a detachment is
embarked.

Air-capable ships should provide sheltered deck space for aircraft whenever possible. Freshwater outlets and hoses
shall be available on the flight deck so that the aircraft can be washed down with fresh water. Although creating an
additional demand on the water distilling and storing facilities, a daily freshwater washdown is the most effective
method of preventing saltwater corrosion. The frequency of washdowns must be determined on an individual ship
basis with due consideration given to operating conditions and the availability of fresh water from the ship and from
outside sources. Aircraft in unsheltered stowage normally require 500 gallons daily for freshwater washdown
purposes. Aircraft in sheltered stowage normally require 100 gallons.

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Corrosion control and engine maintenance may require the starting of engines without engaging rotors for those
aircraft fitted with rotor brakes. Flight quarters need not be set if detachment personnel have access to firefighting
equipment. The OOD shall be notified before starting engines.

Note
Freshwater usage will increase with seawater/salt spray over the flight deck
due to additional corrosion control efforts required. Failure to complete
necessary corrosion control and prevention could result in non-mission
capable aircraft. The need for additional corrosion control efforts will be
especially pronounced during operations aboard FFG 7, DDG 51, and DDG
79 class ships because of relatively low flight deck height.

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CHAPTER 4

Rotorcraft Limitations
4.1 ROTORCRAFT LIMITATIONS
Safe rotorcraft operations depend, to a large extent, on a knowledge of the aircraft’s design restrictions and operating
limitations. Appendixes B through R of this manual provides general characteristics of operational rotorcraft
including their dimensions and relative wind requirements for rotor engagement/disengagement. Paragraphs 4.1.1
and 4.1.2 include the general limitations common to all rotorcraft. Safe rotorcraft shipboard operation requires the
existence and use of the following:
1. A shipboard aviation facilities certification.
2. A rotor engagement/disengagement wind limitations envelope.
3. A launch and recovery wind limitations envelope.
Individual NATOPS flight manuals may contain additional information that may further restrict wind limits or
operational procedures. Limits may be reduced by the pilot when any of the following conditions exist:
1. Nonstandard ship configuration that affects aircraft/ship clearances, ship motion, or turbulence.
2. Unusual factors that affect crew proficiency (e.g., crew fatigue, training, etc.).
3. Use of a general model envelope that may require limit reductions aboard different ship classes (e.g., a general
H-60 launch and recovery wind limitations envelope instead of the SH-60B/CG 47 envelope).
4.1.1 Inherent Limitations
Lift capability is a limiting factor in any rotorcraft flight configuration and is most critical when hovering. It is a
variable influenced by:
1. Ambient temperature — Lift capability decreases as temperature increases.
2. Relative humidity — Lift capability decreases as relative humidity increases.
3. Pressure altitude — Lift capability decreases as pressure altitude increases.
4. Relative wind — Lift capability decreases as relative wind decreases.
5. Ground effect — Lift capability varies with surface stability and decreases as height above deck is increased.
The effect is lost when the aircraft passes over the deck edge.
6. Density altitude is a function of pressure altitude, humidity, and ambient temperature. Density altitude should
be included in the prelaunch brief in accordance with paragraph 8.6.

On CG 47 Class ships, the number 3 Ship’s Service Turbine Generator

(SSTG) is located just aft of the flight deck in the normal approach path of
an aircraft. This generator, while operating, emits a large volume of hot
exhaust that will degrade aircraft engine performance/lift capability. The
pilot shall be informed if the generator is operating.

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4.1.2 Operational Limitations

4.1.2.1 Radius of Action

Helicopters have a short radius of action because of a relatively low speed and limited endurance. This limited radius
of action can be increased with HIFR from appropriately equipped ships. Maximum speeds range from 95 to
190 knots. Endurance varies from 2 to 5 hours without HIFR, depending on aircraft type, mission configuration, and
time spent in hover. Other variables, such as weather/winds, navigation aids, ship’s Position and Intended Movement
(PIM), two-way voice communications, escort aircraft, and availability of positive radar control can further affect
the radius of action and shall be given due consideration in the preflight planning of all missions. As a general rule,
the radius of action, all conditions being optimum, shall not exceed 45 percent of maximum range specified for each
type of aircraft listed in Appendixes B through R. The radius of action may be further reduced at night under electronic
EMCON or IMC for those aircraft with limited internal Dead Reckoning (DR) navigation systems. Fuel cells are
available for certain helicopters over and above normal model configuration and can be used to extend range and
endurance (see specific aircraft NATOPS flight manual).

4.1.2.2 Payloads

The takeoff weights listed in Appendixes B through R are published for standard sea-level conditions. The lifting
capability may be appreciably different from that which is published when atmospheric conditions and aircraft
configurations are not standard. Aircraft loading is limited by the allowable fore-aft shift in the center of gravity.
Exceeding the manufacturer’s specifications compromises flying safety; therefore, the loading of passengers and
cargo must be carefully planned and supervised.

4.2 AMCM LIMITATIONS AND CONSTRAINTS

The AMCM squadron is capable of mine hunting, bottom conditioning, and sweeping moored, magnetic, and
acoustic mines and providing AMCM command and control functions. The mission of the AMCM squadron is to
plan and execute MCM operations utilizing the MH-53E helicopters, organic equipment, and additional assigned
forces as necessary. AMCM squadrons or detachments can be ship based and/or shore based. It is possible to conduct
AMCM operations from an LPD, LHA, or LHD. Refer to NTTP 3−15.22 for detailed LPD AMCM operations and
to NTTP 3−15.22 and NAVAIR 00−80T−106 for specific guidance on LHA/LHD AMCM procedures. Refer to
A1−H53ME−NFM−300 for stream and recovery procedures for AMCM equipment. The launch and recovery of
AMCM aircraft and equipment is a hazardous evolution requiring precise and complete coordination between
AMCM squadron and shipboard personnel. The procedures described in this chapter are introductory only and must
be supplemented with thorough liaison/planning between squadron and ship prior to the commencement of AMCM
operations. NTTP 3-15.22 contains approved procedures for the actual conduct of AMCM operations.

4.3 AIRBORNE MINE COUNTERMEASURES EQUIPMENT

The AMCM helicopter internally or externally deploys and tows the following major types of equipment:

1. Mk 103 moored-mine sweep gear — A combination of wire cables, cutters, otters, and floats carried in and
deployed from the airborne helicopter for sweeping moored mines.

2. Mk 104 acoustic-mine sweep device — A sound generator carried in and deployed from the airborne helicopter
for sweeping acoustic mines.

3. Mk 105 magnetic-mine sweep device — A helicopter-towed hydrofoil sled for sweeping magnetic mines. It
is deployed from a ship or a shore launch site.

4. Mk 106 combination magnetic/acoustic mine sweep gear — A combination of the Mk 104 and Mk 105. The
helicopter tows the Mk 105, which in turn tows the Mk 104. It is used against magnetic/acoustic combination
mines and is deployed from a ship or shore launch site.

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5. The SPU-1/W Magnetic Orange Pipe (MOP) and A-Mk 2G (rattle bars) — A helicopter-towed device for
sweeping magnetic/acoustic mines. It is an extremely simple combination and could be towed by units other
than the normal AMCM helicopter.

6. The AN/AQS 14 side scanning sonar — A helicopter-towed device carried in and deployed from the helicopter,
used in mine hunting and bottom conditioning.

The Mk 103, Mk 104, and AN/AQS 14 are carried internally and normal helicopter launch and recovery procedures
are followed.

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CHAPTER 5

Training
5.1 INITIAL SHIP AVIATION TEAM TRAINING

Maximum operational effectiveness and flight safety require extensive training for both ship’s company and
group/squadron/detachment personnel, especially in the areas of command and control, CIC, aircraft coordination,
and flight deck procedures, and operations to and from foreign ships.

COMUSFLTFORCOM/COMPACFLT will establish, through their TYCOMs, training and readiness standards for
ships and aviation detachments. Coordinated training in primary and secondary missions will be included. Readiness
standards and exercises will be established to ensure effective use of the ship and detachment/helicopter teams.

Detachments embarking in ships without permanent Aviation Departments are required to complete the basic phase
of Initial Ship Aviation Team Training (ISATT) as outlined in Figure 5−1 and/or Figure 14−1 before they can accept
operational tasking or conduct integrated training with other units. Units unable to meet these minimum requirements
shall submit waiver requests to their TYCOM via the chain of command.

5.2 TRAINING SHIP’S PERSONNEL

A training program shall be established on each ship that will ensure thorough training and a high degree of readiness
for all personnel concerned with flight operations. The specific training listed in this manual represents the minimum
requirements that shall be met by these personnel prior to a ship engaging in rotorcraft operations. In areas of
aviation-related training that are beyond the ship’s capability, the TYCOM shall coordinate with the appropriate naval
air TYCOM to ensure that the required training is provided. All TYCOM staffs whose units are directly involved
in rotorcraft operations shall have an aviator assigned to monitor aviation training. Air TYCOMs shall provide
operating procedures training school that has courses for both officers and enlisted personnel who are involved in
flight operations. Refer to NAVEDTRA 10500 (CANTRAC) for a listing of pertinent shipboard training courses.

5.2.1 Commanding Officers/Executive Officers

Commanding officers/executive officers of all ships required to embark helicopter detachments in the
accomplishment of assigned missions shall attend a CNO-approved Prospective Commanding Officer (PCO)
helicopter indoctrination course as established by the appropriate air TYCOM. Commanding officers/executive
officers of other ships shall attend a helicopter indoctrination course when required by their TYCOM.

5.2.2 Air Officer/Helicopter Control Officer

1. Shall attend the Helicopter Control Officer course (D−2G−0200 or E−2G−0200). (HCO only; not required for
designated helicopter pilots).

2. Shall be thoroughly familiar with the contents of this manual.

3. Shall have other training as established by the appropriate TYCOM.

4. Shall be familiar with the control and operation of the Visual Landing Aids (VLA) system.

5. Shall be PQS qualified.

6. Shall be a graduate of an approved aircraft firefighting school.

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5.2.3 Flight Deck Officer and VERTREP Cargo Supervisor

1. Shall attend the Landing Signalman Enlisted course (D−600−0506 or E−600−0506) or Helicopter Control
Officer course (D−2G−0200 or E−2G−0200). (FDO only; not required for designated helicopter pilots).

2. Shall be graduates of an appropriate aircraft firefighting school.

3. Shall be thoroughly familiar with the contents of this manual.

4. Shall have other training as established by the appropriate TYCOM.

5. Shall be PQS qualified (FDO only).

5.2.4 Officer of the Deck

1. Shall be thoroughly familiar with the contents of this manual.

2. Shall have other training as established by the appropriate TYCOM.

5.2.5 Tactical Air Controller

1. Shall be a graduate of the Anti-submarine Warfare (ASW)/Anti-surface Warfare (ASUW) Tactical Air
Controller course of instruction.

2. Shall exercise tactical control and safety of flight for all aircraft for which the ship is functioning as Aircraft
Control Unit (ACU).

3. Shall be familiar with the contents of this manual.

4. Shall maintain qualification in accordance with CNAFINST 1211.2 (series).

5.2.6 Chief Engineer

1. Shall be thoroughly familiar with the contents of this manual that relate to the aviation fuel system and aviation
fuel handling.

2. Shall ensure VLA system maintenance personnel are thoroughly familiar with the provisions of this manual
that relate to the VLA system during flight operations.

3. Shall ensure VLA maintenance personnel are graduates of a formal VLA system course.

5.2.7 Aviation Fuels Officer

1. Shall be thoroughly familiar with the contents of this manual that relate to the aviation fuel system and aviation
fuel handling.

2. Should be a graduate of a formal fuel course for ships with a helicopter refueling capability.

3. Shall ensure aviation fuels personnel are PQS qualified for stations assigned.

4. Shall ensure at least two graduates of an approved aviation fuels course are on board and assigned to the aircraft
refueling detail. Training will be obtained in accordance with TYCOM regulations.

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5.2.8 Damage Control Assistant

The DCA on air-capable ships is responsible for the training of the crash and rescue party and for the maintenance
of the firefighting and crash equipment. On ships with a designated air officer, the DCA shall assist the air officer
as necessary to accomplish these duties with respect to the crash and salvage crew. He/she shall:

1. Ensure crash and rescue and other drills are conducted as necessary (not less than the periodicity specified in
NAVAIR 00-80R-14, NATOPS U.S. Navy Aircraft Firefighting and Rescue Manual) to maintain the readiness
of the crash and rescue party.

2. Ensure all personnel assigned to a aircraft firefighting team or to any billet that places them on the flight deck
during flight quarters receive training in aircraft firefighting via a CNO-approved course of instruction.

5.2.9 Crash and Salvage Crew/Crash and Rescue Party and Scene Leader

A shipboard briefing by squadron personnel shall be conducted prior to all deployments and not less than annually.
This briefing shall provide instructions pertinent to aircraft operations and shall be oriented to the specific aircraft
types with which the ship can anticipate operating. Arrangements for this briefing may be made through the
appropriate type wing commander. The air officer, DCA, crash and salvage crew/crash and rescue party, scene leader,
and crew shall be specifically instructed on the aircrew location in the aircraft and the emergency access and egress
hatches and doors. They also:

1. Shall be thoroughly familiar with the contents of this manual.

2. Shall be graduates of a CNO-approved aircraft firefighting school.

3. Shall be thoroughly familiar with the contents of NAVAIR 00-80R-14 and applicable sections of
NAVAIR 00-80R-14-1 (NATOPS U.S. Navy Aircraft Emergency Rescue Information Manual). Crash and
salvage crew (e.g., Landing Platform Dock [LPD]) personnel shall be familiar with applicable sections of
NAVAIR 00-80R-19 (NATOPS U.S. Navy Aircraft Crash & Salvage Operations Manual [Afloat]).

5.2.10 Landing Signalman Enlisted

The LSE shall be highly motivated, possess qualities of mature judgment, have basic reading comprehension skill,
and have vision correctable to 20/20, normal depth perception, and normal color vision. He/she shall:

1. Be a graduate of a formal CNO-approved aviation firefighting school.

2. Attend a formal Landing Signalman Enlisted course (D−600−0506 or E−600−0506) administered by air
TYCOMs. Refer to CANTRAC for curricula.

3. Complete LSE PQS qualification.

5.2.11 Air Tactical Controllers/CIC Personnel

Anti-Submarine Warfare/Anti-surface Warfare Tactical Air Controllers (ASTACs)/CIC personnel shall be trained
and qualified in the following:

1. Aircraft control and handoff procedures.

2. Emergency communications procedures.

3. Lost plane procedures.

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4. Low-visibility launch/recovery procedures.

5. Search And Rescue (SAR)/strike rescue procedures.
6. Aircraft capabilities, limitations, and employment.
7. Normal launch and recovery procedures.
8. Instrument approach procedures.

5.2.12 Flight Deck Crews and Hookup Men

Flight deck crews and hookup men shall be trained in:

1. Aircraft safety procedures and danger areas.
2. Responsibilities during launch and recovery for ships with rotorcraft landing capability.
3. Tiedown procedures.
4. Hoist and personnel transfer procedures.
5. Fueling procedures.
6. VERTREP platform cargo handling crew duties (if distinct from VERTREP crew).
7. Appropriate provisions of this manual, as applicable.
8. FOD prevention.

5.2.13 VERTREP Cargo Handling Crew

The VERTREP cargo handling crew, if distinct from the flight deck crew, shall be trained in:
1. Aircraft safety procedures and danger areas.
2. Areas specified by appropriate TYCOM, to include breakout, strikeup, and preparation of material for
VERTREP; material handling on VERTREP platform and prestaging; recovering loads and clearing drop
zones; preparation and return of retrograde and VERTREP gear; and the operation and maintenance of
VERTREP material handling and ordnance handling equipment.

5.2.14 Ship Search and Rescue Organization

1. The ship’s commanding officer will maintain a rescue boat crew and forecastle recovery detail per
NTTP 3-50.1.
2. Each ship shall have two qualified rescue swimmers who are graduates of a CNO-approved surface rescue
swimmer school as members of the rescue organization.
3. The rescue boat crew and forecastle recovery detail will receive initial and proficiency training per CNO and
type commander directives.

5.2.15 Ship’s Company Brief

Prior to ISATT, appropriate ship’s company personnel shall receive briefs from the embarking detachment on the
following subjects:
1. Aircraft airframe limitations.
2. Operational limitations.

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 NAVAIR 00-80T-122

3. Required deck facilities.

4. Ship Helo Bill.

5. TAO/OOD/HCO/LSO roles/expectations.

6. Flight deck layout/safety/personnel.

7. Aviation supply procedures/PUK coordination.

8. Aviation ordnance.

9. Readiness conditions.

10. MEDEVAC/litter procedures.

11. NVD procedures.

12. Emergency launch/recovery/crash and salvage.

13. Fueling procedures.

14. FOD procedures.

15. Communications/EMCON procedures.

16. Aircraft handling and tiedown procedures.

17. Manual aircraft movement.

18. Aircraft passenger safety.

19. Water recovery procedures for downed aircrew and passengers.

20. Aircraft salvage procedures.

21. Aircraft mishap plan.

22. Aircraft entry and exit procedures.

5.2.16 Aviation Personnel Brief

Prior to deployment, detachment personnel shall be briefed by competent personnel on the following subjects:

1. Watch quarter and station responsibilities.

2. Personal survivor equipment.

3. Responsibilities during Hazards of Electromagnetic Radiation to Ordnance (HERO) and Emission Control
(EMCON) conditions.

4. Shipboard safety.

5. Damage control.

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Satisfactory completion of ISATT depends on the completion of the following qualifications, drills, and training
evolutions. Every effort should be made to complete the program utilizing the ship crew and aviation crews that will
deploy together. However, it is understood that operational commitments may preclude this from happening.
Squadron and ship commanding officers may together waive any of the below requirements when recent
operational experience of either crew suffices to meet the intent of integrated training.
Not all required items apply to each aircraft and/or ship type.
1. The following flight deck training evolutions shall be completed:
a. Fire/Crash Team.
b. Aircraft Safety Procedures.
c. Blade Fold/Spread.
d. Aircraft Straightening/Traverse.
e. Cold Refueling On Deck.
f. Hot Refueling On Deck.
g. MEDEVAC Litter Procedures (Note 1).
h. HIFR.
i. VERTREP.
2. Aircrew qualifications and currency (aircrew as defined by T/M/S NATOPS):
a. Each aircrew shall complete a minimum of 12 flight hours.
b. Each pilot shall be fully Day, Night, NVD, DLQ, and RAST Landing Qualified (RLQ) qualified.
c. Minimum of two LSOs shall be Day, Night, and NVD qualified.
d. Each pilot shall be Night Doppler/Coupler current.
3. The following flight evolutions shall be conducted:
a. Day DLQ and RLQ (min 4.0 hr).
b. Night DLQ and RLQ (min 4.0 hr).
c. NVD DLQ and RLQ (min 4.0 hr).
d. VERTREP (6 pickups and 6 drops per aircrew).
e. HIFR (1 complete evolution per aircrew).
4. Each ASTAC/Pilot shall have controlled/completed the following evolutions:
a. 2 TACAN Approaches.
b. 2 Ship−Controlled Approaches.
c. 1 ELVA.
d. 1 Simulated Aircraft Ditching (airborne, unannounced).
e. 1 Missing Aircraft (airborne, unannounced).
f. 1 Guard/MAD Check (243.0 MHz, airborne, unannounced).
g. 1 Smokelight Approach (Note 2).

Figure 5−1. Initial Ship Aviation Team Training (Sheet 1 of 2)

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5. The following unannounced drills shall be completed:

a. Helicopter Crash On Deck (all fire parties) (Note 3).
b. Hangar Fire/Fuel Spill (Note 4).
c. Emergency Flight Quarters for Aircraft Recovery (Note 5).
d. Emergency Flight Quarters for Launch (Note 6).
6. All HCO/FDD (both ship and detachment personnel) shall be current for Day, Night, and NVD operations.
NOTES:
1. MEDEVAC Litter Training (estimated 45 minute evolution).
a. Static training shall utilize aircraft hoist with electrical power applied and backup pump available
(NATOPS operational limits apply).
b. Actual flight event, with hover transfer is highly recommended, provided the static training has been
completed.
c. Aircrew shall be in full flight gear for static training.
d. Aircrew shall perform all required procedures for hoisting a litter--borne survivor.
e. Volunteer may be utilized for simulated survivor during static training only. (Oscar or simulated
survivor shall be used in heavy sea states, during flight operations, or when safety is a concern.)
2. Requires three (3) Marine Location Markers per aircrew.
3. Aircraft Crash on Deck (estimated 40 minute evolution).
a. Aircraft shall be on deck and spread.
b. All flight--quarters personnel shall participate in drill.
4. Aircraft Hangar/Fuel Fire (estimated 90 minute evolution).
a. Aircraft shall be stowed in hangar with hangar door closed.
b. Required repair lockers/corpsman shall participate in drill.
5. Unscheduled Emergency Flight Quarters (simulated in--flight emergency).
6. Unscheduled Emergency Launch shall be conducted with aircraft hangared and flight quarters secured.
See Figure 9--2 for timeline.

Figure 5--1. Initial Ship Aviation Team Training (Sheet 2)

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CHAPTER 6

Responsibilities
6.1 RESPONSIBILITIES
The information within this chapter is intended to assist staffs, ship commanding officers, squadron commanding
officers, squadron/detachment personnel, and ship personnel in the training and preparation for safe and effective
aircraft operations. Commanding officers shall ensure that key personnel are familiar with the information contained
herein and in OPNAVINST 3120.32 (series).
6.1.1 Command Relationship With Navy Squadron/Detachment
The commanding officer/Officer In Charge (OIC) of a Navy squadron/detachment shall report to the ship’s
commanding officer or air wing commander as directed by the appropriate Type Commander (TYCOM). Organized
aviation units, regularly attached to and embarked in a ship, shall retain their basic organization and shall be assigned
to the air department or air wing as appropriate. On ships not having an air department or air wing, the detachment
OIC shall have department head status (Figure 6−1).
6.1.2 Airborne MCM Command Relationships
Command relationships for MCM operations will be as promulgated in the governing operation order for each given
MCM operation/exercise and will be agreed upon during the preplanned phase. The commanding officer of the
AMCM squadron shall report to the MCM commander or OTC, as applicable. For a major MCM requirement,
COMUSFLTFORCOM/COMPACFLT may designate an operational MCM task organization, including an MCM
staff composed of representatives from the participating activities.

Figure 6−1. Chain of Command

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6.1.3 Command Relationship With Marine Squadron/Detachment

Marine squadrons/detachments are normally embarked in amphibious air-capable ships for amphibious operations.
Joint Pub 3-02 sets forth the principles governing the command relationship. The command relationship normally
applies from initial embarkation until final debarkation.

Specific command relationships for individual operations and exercises should be defined in the applicable governing
directive, operation order, or operation plan.

A Marine squadron/detachment may embark to conduct special operations, such as disaster relief, rescue, and
evacuation operations. When the commanding officer/OIC of a Marine squadron/detachment is directed to embark
aboard an amphibious air-capable ship for such a special operation, he/she reports to the officer who is directed to
conduct the special operation. That is, he/she shall act in the same capacity as a Commander Landing Force (CLF)
and shall be responsible to the commander of the special operation for the conduct of assigned tasks in the same
manner as a CLF in the Commander Amphibious Task Force (CATF)/CLF relationship in an amphibious operation.

In addition, the following specific relationships between the commanding officer of the amphibious air-capable ship
and the commanding officer/OIC of a Marine squadron/detachment, as set forth in NTTP 3-02.1, will apply at all
times when Marine aircraft are embarked on the ship.

1. U.S. Navy Regulations set forth the authority of the ship’s commanding officer with respect to the aircraft
embarked in or operating from his/her ship. During amphibious operations, aviation units are under the
command of the CLF and are not under the operational control of the ship’s commanding officer; however,
the ship’s commanding officer retains certain authority over the embarked aviation units, which includes, as
applicable, those items listed in paragraph 6.1.4.

2. To ensure efficient operations, the following matters relating to the operation of Marine aircraft from a ship
must be coordinated by the aircraft unit commander and the ship’s commanding officer:

a. Pilot qualifications and limitations.

b. Aircraft limitations.

c. Scheduling of aircraft, pilots, and crewmen.

d. Pilot briefings.

e. Arrival/departure and en route position reports.

f. Fuel status reports.

g. Maintenance status reports.

Final resolution of any difference that may arise in connection with the foregoing rests with the commander of the
special operation.

6.1.4 Ship’s Commanding Officer

The ship’s commanding officer is responsible for safe aviation operations involving his/her ship. U.S. Navy
Regulations set forth the authority of the ship’s commanding officer with respect to the aircraft operating from his/her
ship. This authority and responsibility includes, but is not limited to, the following:

1. Launch/recovery control.

2. Air traffic control in the vicinity of the ship.

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3. Landing signal control.

4. Control of flight deck operations.

5. Control of hangar deck operations (where applicable).

6. Servicing aircraft as required.

7. Ship’s responsibilities in the manifesting, briefing, and loading of personnel.

8. Ship’s responsibilities in the loading of equipment and cargo.

9. Handling and loading of ammunition and bulk fuel in the vicinity of aircraft.

10. Knowledge of aircraft limitations.

11. Arrival/departure and en route position reports.

12. Informing pilot of ship’s aviation fuel status/capability and providing a fuel sample prior to any aircraft
refueling operation.

13. Ensuring that aviation fuel system is flushed, sampled, and tested on a daily basis when underway or whenever
flight operations are anticipated while anchored or pier side.

14. Ensuring that all flight deck personnel comply with physical standards contained in the Manual of the Medical
Department, U.S. Navy.

15. Ensuring that the immediate operational commander is cognizant of any degradation in aviation facilities
certification or deficiencies in properly trained and/or qualified flight quarters personnel.

16. Ensuring that the agency from which aviation services are requested is informed of the ship’s certification level
and class, if different from those listed in NAEC-ENG-7576, and any degradation to the facility that would
affect safe operations.

17. Operational Security (OPSEC)/Communications Security (COMSEC) posture.

6.1.4.1 Commanding Officers of Ships With an Embarked Aviation Detachment

Commanding officers of ships with an embarked aviation detachment shall be additionally responsible for:

1. Instructing or reviewing pilots and crews in safety of flight operations related to shipboard operations.

2. Ensuring pilots are current in their NATOPS/instrument rating and are currently qualified on day/night
shipboard launch/recovery operations.

3. Providing for servicing and repairing aircraft onboard ships.

4. Heavy weather protection of aircraft.

5. Being aware of pilot limitations and pilot/crew fatigue factors.

6. Pilot briefings.

7. Maintaining status reporting.

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6.1.4.2 Aviation Detachment Personnel Assigned to Air-Capable Ships

Aviation detachment personnel assigned to air-capable ships shall not be assigned additional or collateral duties. The
requirement of the aircraft to fly or to be immediately ready to fly around the clock puts detachment personnel on
a 24-hour call basis. The OIC must have sufficient flexibility to schedule meals, work, rest, and training periods to
meet this commitment. Similarly, liberty for the detachment personnel should be controlled in accordance with the
ship’s policy by the detachment OIC, who is cognizant of the full workload of the detachment. This is particularly
true because of in port flying, aircraft movement/safety, and maintenance requirements.

6.1.4.3 Command Responsibilities on Air-Capable Ships

Detachment manning, as provided by the air TYCOM, is normally only to the level necessary to perform the
detachment mission and to maintain the assigned helicopters and related equipment. As such, helicopter detachment
personnel shall not be assigned additional or collateral ship duties that will conflict with their primary duties of flying
and maintaining a 24-hour readiness posture while underway.

Berthing for detachments aboard air-capable ships should be as follows:

1. Officers — Embarked pilots shall be assigned staterooms commensurate with their rank.

2. Chief Petty Officers (CPOs) — CPO quarters.

3. Enlisted personnel — Berthed in a common compartment located as near aviation facilities as possible and
feasible, located so as to be undisturbed by other personnel carrying out the ship’s normal routine. Berthing
is to be in accordance with the latest OPNAV instruction.

Organization for air-capable ships is given in Figure 6−1. Except for Airborne Mine Countermeasures (AMCM)
squadrons, the OIC is placed under the operational command of a ship’s commanding officer and is responsible to
that commanding officer for the accomplishment of specific missions. At the same time, the OIC is directly
responsible to his/her parent command to ensure that squadron policies and doctrine are carried out. A ship’s
commanding officer should ensure that any organizational or operational problems that may arise are handled with
this understanding. The ship’s administrative responsibility to the detachment includes officer and enlisted records,
medical and dental records, pay records, and other administrative tasks essential to the function of the detachment.

Because of limited facilities and space aboard ship, normal maintenance will be limited to routine inspections, minor
repairs, and replacement of parts that do not require special tools or equipment. Heavy maintenance (i.e., changing
major components and conducting major inspections) normally will be performed in port where the aircraft and
maintenance crew can be flown to an air station to take advantage of more complete maintenance facilities.

6.1.5 Officer of the Deck

The Officer of the Deck (OOD) shall coordinate ship and aircraft operations. Aircraft control responsibilities of the
OOD include the following:

1. Keep the commanding officer and executive officer informed of the status of aircraft operations.

2. Inform all departments concerned of expected receipt or delivery of personnel, mail, freight, or Helicopter In
Flight Refueling (HIFR) operations.

3. Ensure that a qualified lookout is assigned/tasked to maintain a constant visual watch on the aircraft while
airborne and within visual range of the ship (normal underway bridge watch may be used). Such lookouts shall
be provided with an approved signal device to drop in the water in the event of a man overboard or aircraft
mishap during helicopter operations.

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Pyrotechnic devices should not be used in marking aircraft accident sites

to preclude igniting aviation fuel.
4. Display required signals (see Chapter 2).
5. Ensure that the rescue boat is fully prepared and that the boat crew is detailed and available at short notice for
launch, if required.
6. Maintain communications with the flight operations area, Combat Information Center (CIC), rescue boat
stations, and Damage Control Central (DCC).
7. Maneuver the ship to provide favorable relative wind conditions (see Appendixes B through R for wind
limitations).
8. Maintain a steady course and speed during rotor engagement/disengagement and launch/recovery operations,
or at any time an aircraft is being move/repositioned on the flight deck until the aircraft is clear of the ship or
properly secured to the deck. V-22 aircraft may engage or disengage rotors with the ship in a turn and wind
conditions within the engage/disengage wind envelope established in the applicable NATOPS.

Note
See Chapter 9 for maneuvering restrictions when conducting flight
operations.
9. Maintain the flight deck in readiness for an emergency landing.
10. Ensure that obstructions such as guns, antennas, cranes, flagstaffs, and lifelines are lowered, trained clear, or
unrigged, as appropriate.
11. Ensure the status of auxiliary equipment exhaust discharging in the vicinity of the flight deck is not altered
and tubes are not blown while the aircraft is in proximity to the ship. The aircraft commander shall be notified
of the current status of operating equipment that may affect the aircraft.
12. Pass permission to Helicopter Control Officer (HCO)/Landing Signal Officer (LSO) to move, engage,
disengage, launch, or recover the aircraft.
13. Notify the HCO and LSO prior to course and speed changes during all phases of aircraft flight deck and
overdeck operations.
14. Grant permission to commence flight operations when HCO/LSO reports “MANNED AND READY” and
permission has been obtained from the commanding officer as appropriate.
15. Ensure completion of the OOD air operations checklist. (Appendix A provides a sample checklist.)
16. Ensure that the HCO and LSO are advised in a timely manner of all information that might affect the safety
and efficiency of flight deck operations.
17. Provide surface summary plot information and updates to the Vertical Replenishment (VERTREP) control
officer during all VERTREP evolutions.
18. Sound flight quarters as per paragraph A.1.1 (Appendix A) and ensure the word is passed periodically as
indicated therein regarding restrictions on smoking, dumping trash, etc.

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6.1.6 Ship’s Operations Officer/Combat Systems Officer

The operations officer is responsible for mission assignment and control of airborne aircraft. The operations officer’s
responsibilities include:

1. Prepare an Electronic Order of Battle (EOB) as required by embarked units with Electronic Warfare Support
Measures (ES) capability.

2. Provide complete mission briefing sheets to the pilot and air tactical control officer as required.

3. File flight plans with the local Air Route Traffic Control Center (ARTCC) or appropriate agency in accordance
with OPNAVINST 3710.7 (series), and provide positive control of flight following and handoff procedures.

4. Ensure all personnel are briefed on OPSEC and COMSEC.

5. Establish communications between the aircraft and air controller in CIC. This circuit should be monitored on
the bridge.

6. Ensure that all personnel assigned to an aircraft firefighting team or to a billet that places them on the flight
deck during flight quarters receive training in aircraft firefighting via a CNO-approved course of instruction.

7. Ensure that designated emergency air distress frequencies are monitored at all times during flight operations.

The operations officer shall provide pilots and OOD with:

1. Time of takeoff and estimated time of return.

2. Mission of flight.

3. Plan of Movement (PM) of the ship and other ships as pertinent at the time of takeoff.

4. Bearing and distance of destination at time of launch. (Bearings passed must be specified as magnetic or true.)

5. Bearing and distance of nearest land or other ships capable of operating aircraft. (Bearings passed must be
specified as magnetic or true.)

6. Recognition signals and procedures.

7. Environmental data.

8. Communications frequencies to be employed.

9. Magnetic variation in the operating area.

10. Certification status or restrictions of own and destination ship(s).

11. Minimum and maximum altitudes and altitude separation, if required.

12. Low-visibility operating procedures.

13. Hostile, potentially hostile, or unfriendly forces in the area of operations.

14. Rules of Engagement (ROE) applicable to the mission, as required.

15. Any data on flight restrictions (e.g., buffer zones, sensitive areas, restricted prohibited airspace, non free flying
areas, hazards to flight, etc.) in the planned area of operations.

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6.1.7 Combat Information Center Officer

The CIC officer on an air-capable ship shall be responsible for the control of aircraft while airborne, except during
actual launching and recovery, when the aircraft is under the control of the HCO/LSO. He/she shall ensure completion
of the CIC air operations checklist. (Appendix A provides a sample checklist.) In addition, he/she shall ensure the
proper training of air controllers and lookouts.

6.1.8 Chief Engineer

The chief engineer on air-capable ships (air officer, when assigned) shall be responsible for the maintenance and
operation of the ship’s aviation fueling system and shall ensure safety precautions are observed during fueling
operations (Chapter 9). He/she shall ensure fuel quality standards and surveillance thereof are maintained and that
adequate safety precautions are observed during fueling operations. On ships equipped with the Recovery Assist,
Securing, and Traversing (RAST) system, the chief engineer shall be responsible for all associated equipment. As
Damage Control Officer (DCO), he/she shall ensure only qualified personnel are assigned to the aircraft firefighting
team.

6.1.9 Damage Control Assistant

The Damage Control Assistant (DCA) on air-capable ships is responsible for supervision of all firefighting evolutions
concerning flight operations.

6.1.10 Air Officer

In air-capable ships that have an air department, the head of that department shall be designated the air officer. This
officer is normally a naval aviator, usually a designated pilot. In addition to those duties prescribed elsewhere by
regulations, he/she will be responsible for the supervision and direction of launch and recovery operations and for
the servicing and handling of aircraft.

The air officer shall ensure that, in addition to the formal training required by the type commander, all required
personnel receive the training necessary to acquaint them with peculiarities of the specific aircraft models being
deployed. Particular emphasis shall be placed on both special aircraft handling requirements and flightcrew rescue
procedures.

6.1.10.1 Specific Duties

The air officer will be responsible for the proper performance of the functions of his/her department, which include:

1. Aircraft launch and recovery, servicing, and handling, including visual traffic control related to these
operations.

2. Crash salvage and aircraft firefighting as appropriate.

3. Operation, daily inspection, and care of aircraft handling equipment, including tractors, tow-bars, and
firefighting vehicles.

4. The care, stowage, and issue of aviation fuels and lubricants; the operation, maintenance, and security of the
systems pertaining thereto; and the keeping of fuel records and the daily submission of a fuel report to the
commanding officer.

5. Control of aircraft in the landing pattern and on launching until control is assumed by the operations officer
or other aircraft control authority.

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6.1.10.2 Safety Precautions

In those parts of the ship in which aircraft and flammables assigned to the air department are stowed or handled, the
air officer will ensure that applicable safety precautions are posted in conspicuous places and that personnel
concerned are instructed and drilled frequently and thoroughly in these safety precautions.

6.1.10.3 Organizational Relationships

The air officer reports to the commanding officer for the conduct of flight operations and to the executive officer for
all administrative matters.

6.1.10.4 Assistants to the Air Officer

The assistant air officer, when there is one, reports to the air officer. The following officers report to the air officer,
or through the assistant, as appropriate:

1. Flight deck officer.

2. Hangar deck officer.

3. Aviation fuels officer.

6.1.11 Aviation Officer

On air-capable ships that have a Navy helicopter detachment embarked, an aviation department will be organized.
The OIC of the helicopter detachment will be the department head and will be designated the aviation officer. In
addition to those duties prescribed elsewhere by regulations, he/she will be responsible for the specific missions of
embarked aircraft.

6.1.11.1 Specific Duties

The aviation officer will be responsible for the proper functions of his/her department, which include:

1. Safety of aircraft, flight deck, and aviation department personnel.

2. Maintaining and servicing the aircraft and associated equipment assigned to his/her department.

3. Supervising aviation operations.

4. Training personnel involved in flight operations and aircraft support.

5. Advising the commanding officer of the state of training and readiness of the aviation department.

6. Coordinating maintenance, cleanliness, and preservation of assigned spaces.

7. Briefing appropriate personnel on proper aircraft rescue techniques and aircraft rescue equipment that may be
employed.

8. Advising the commanding officer of the conduct of flight operations, including flight schedules, and on
improvements in all facets of air operations.

9. Morale, discipline, and welfare of assigned personnel.

10. Maintaining custody and ensuring replacement of detachment Individual Material Readiness List (IMRL)
equipment.

11. Providing all required aircraft accounting reports in accordance with air TYCOM directives.

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6.1.11.2 Organizational Relationships

The aviation officer is responsible to the commanding officer for the accomplishment of specific missions. He/she
is responsible to the executive officer in administrative matters. The aviation officer reports to the squadron
commanding officer through the ship’s commanding officer. He/she is also responsible to his/her parent command
for carrying out squadron policies and doctrine.

6.1.11.3 Assistants to the Aviation Officer

In ships that have an Aviation department, the aviation coordinator, HCO, Flight Deck Officer (FDO), LSO, and
Landing Signalman Enlisted (LSE) shall be responsible to the aviation officer for the performance of assigned duties.
Officer members of the helicopter detachment shall be responsible to the aviation officer for the performance of
assigned duties as provided in OPNAVINST 3120.32 (series).

6.1.12 Aviation Coordinator

On ships where no air officer is assigned, an aviation coordinator shall be designated. The aviation coordinator is a
member of ship’s company who is the primary point of contact for coordinating routine aviation matters including
training/qualifications of flight quarter personnel and maintenance and upkeep of the aviation facility and equipment.
He/she advises and assists the aviation officer (when embarked), helps coordinate maintenance and training with
departments responsible for support of flight quarters, and keeps the commanding officer advised of the condition
of the aviation facility and any degradation to the ship’s readiness to conduct air operations. He/she coordinates with
the detachment to ensure smooth integration with the ship during embarkation. The aviation coordinator shall be
thoroughly familiar with this publication, Air-Capable Ship Aviation Facilities Bulletin No. 1, and TYCOM
directives concerning air operations and readiness.

6.1.13 Helicopter Control Officer

The HCO is responsible for all aircraft operating under Visual Flight Rules (VFR) in the ship’s control zone. On
air−capable ships that have no aviation department, the HCO shall be designated in writing by the commanding
officer. In Visual Meteorological Conditions (VMC), this responsibility may be extended beyond the control zone
to include all aircraft that have been switched to the HCO’s control frequency in preparation for a visual descent and
approach to landing. For special operations such as post maintenance or flight demonstrations, the HCO may exercise
control outside the ship’s control zone. Additionally, he/she is the control zone clearing authority, and agencies
desiring to operate aircraft within the control zone shall obtain theHCO’s approval prior to entry, except in emergency
or tactical Undersea Warfare (USW) operations. The clearance shall include:

1. Operating instructions as required for avoiding other traffic.

2. Information concerning hazardous conditions.

3. Altitude and distance limitations to which aircraft may be operating.

6.1.13.1 Specific Duties

The HCO shall be responsible for the following:

1. Supervise all transmissions from the Helicopter Control Station (HCS) to the bridge, CIC, LSE, and aircraft.

2. Supervise all flight operations.

3. Man the HCS during flight quarters.

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4. Originate all transmissions from the HCS to the bridge and aircraft.

5. Ensure that the flight deck checkoff list is completed.

6. Obtain “Manned and ready” reports from the LSE, crash party, and fueling team and report ready for launch,
recovery, or refueling operations to the bridge.

7. Ensure that safe flight deck procedures are observed and that all flight deck personnel are properly attired in
accordance with paragraph 7.1.1.

8. Exercise control over the aircraft during launch and recovery and overdeck operations.

9. Ensure that only those personnel essential for a particular evolution are present on the flight deck.

10. Ensure that a Foreign Object Damage (FOD) prevention walkdown is completed prior to commencement of
each flight evolution.

11. Ensure that passengers to be embarked in the aircraft are manifested and briefed, have proper cranial protection
and emergency flotation devices, and have received a flight emergency briefing with a copy of the pertinent
aircraft emergency diagram from Appendixes B through R.

12. Ensure proper completion of the HCO checklist. (Appendix A provides a sample checklist.)

13. Coordinate all movement, permission to start engines, rotor engagements/disengagements, and
launch/recovery of the aircraft with the OOD on the bridge.

6.1.13.2 Organizational Relationships

The HCO (FDO if assigned) shall be responsible for training and qualifications to the aviation officer or to the
weapons officer/first lieutenant/combat systems officer when the aviation officer is not embarked.

6.1.14 Landing Safety Officer

The LSO shall be qualified in accordance with the model NATOPS and designated in writing by the commanding
officer of LSO’s squadron. He/she is normally a naval aviator. During RAST flight deck evolutions, the LSO controls
flight operations with the HCO acting as a safety observer. LSO responsibilities shall include:

1. Manning the RAST control station during RAST launch and recovery and originating all transmissions to the
bridge, CIC, HCO, Flight Deck Director (FDD), and helicopter.

2. Ensuring all RAST preoperational checks are completed.

3. Ensuring all safety precautions applicable to the ship and aircraft are enforced.

Note
Enlisted personnel may be qualified as RAST operators (traverse only) for
moving the helicopter in and out of the hangar.

6.1.15 Flight Deck Officer

On air-capable ships on which the physical location of the flight deck and the HCS are such that the safety of flight
operations would be enhanced by an additional supervisor on the flight deck, an FDO should be designated. In this
case, the FDO shall be responsible to the HCO for assigned duties and shall provide a safety backup for the LSE.

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6.1.16 Landing Signalman Enlisted

The LSE is responsible for visually signaling to the aircraft, thus assisting the pilot in making a safe takeoff and/or
approach and landing to the ship. He/she is responsible for directing the pilot to the desired deck spot and for ensuring
general safety conditions of the flight deck area, to include control of the flight deck crew. His/her signals are advisory
in nature, with the exception of waveoff and hold, which are mandatory. He/she is responsible to and performs his/her
duties under the supervision of the air officer, FDO, HCO, aviation officer, or LSO as appropriate. He/she shall be
designated as Personnel Qualification Standards (PQS) qualified, in writing, by the commanding officer.

6.1.17 Vertical Replenishment Organizational Responsibilities

The following personnel shall be assigned for VERTREP operations.

6.1.17.1 Vertical Replenishment Control Officer

The VERTREP control officer is responsible to the HCO for cargo organization and supervision of cargo movement
relative to the overall VERTREP transfer process. He/she provides necessary directions for cargo spotting,
determines the placement of loads on the flight deck, and determines the method of assembly packaging for transfer.
The VERTREP control officer will be responsible for the following specific duties aboard the transferring ship:
1. Provide necessary directions for cargo spotting and determine placement of loads on the flight deck and the
methods of assembly packaging for transfer.
2. Maintain a surface summary plot of the immediate area.
3. Schedule deliveries to the various ships in accordance with the overall Underway Replenishment
(UNREP)/VERTREP plan.
4. Advise the HCO to alert each receiving ship via the aircraft control circuit prior to commencing the transfer
(when within Ultrahigh Frequency [UHF] range).
5. Advise the VERTREP cargo supervisor of the replenishment order and changes thereto so the proper cargo
can be brought up to the deck and positioned.
6. Determine from the pilot or other detachment pilot the maximum load the aircraft can lift, and pass this
information to the cargo supervisor. This shall be accomplished prior to takeoff.
7. Assist the HCO in coordinating all administrative flights and transfers scheduled during the replenishment
operation.
8. Keep the bridge informed of the progress and status of the operation, including number of lifts remaining and
the estimated completion time.
The HCO or FDO may perform the duties of VERTREP control officer.

6.1.17.2 Vertical Replenishment Cargo Supervisor

The VERTREP cargo supervisor is responsible to the VERTREP control officer (HCO or FDO, as appropriate) for
cargo handling, assembly, packaging, as well as accounting for returned handling equipment. The cargo supervisor
may be directed to provide assistance for cargo placement on the flight deck. He/she is responsible for weighing and
marking all loads and shall ensure load weights are within the limits dictated by the VERTREP control officer.

6.1.17.3 Vertical Replenishment Hookup Man

For VERTREP operations, the hookup man is the only person on the flight deck near the aircraft while it is hovering
to pick up cargo. His/her primary responsibility is to ensure the load to be hooked up is rigged correctly and that the
pendant end is placed on the cargo hook. Amphibious external cargo procedures are contained in NTTP 4-01.4.

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6.1.17.4 Vertical Replenishment Load Spotter

The receiving ship may provide a load spotter. The load spotter’s responsibility is to indicate the desired drop location
to the pilot and crew of the VERTREP aircraft. The LSE shall not act as load spotter.

6.1.17.5 Static Discharge Grounding Man

During external cargo/VERTREP operations with the H-53E the static discharge grounding man shall assist the
hookup man on the flight deck by grounding the cargo hook with the approved static discharge wand. Grounding will
be made prior to the hookup man contacting the cargo hook with the pendant/external sling eye.

6.1.18 Aviation Safety Officer

All ships that routinely operate aircraft shall designate one naval aviator/naval flight officer as Aviation Safety Officer
(ASO). One or more assistants may be designated if the size and nature of operations warrant. The ASO shall be the
direct representative of the commanding officer for all aviation safety matters, except in those commands that have
a separately designated safety officer who is responsible for all safety matters in accordance with OPNAVINSTs
3120.32 and 3750.6.

On air-capable ships, the commanding officer shall assign an appropriate officer to perform the duties of the ASO
and to be a member of the ship’s safety council. When an aviation detachment is embarked and an aviation department
is formed, an appropriate member shall act as ASO.

The ship’s safety program shall be administered and function in accordance with OPNAVINST 3120.32 (series).

6.1.19 Ship’s Medical Officer/Independent Duty Corpsman

The ship’s Medical Officer/Corpsman shall ensure that personnel involved in shipboard flight operations meet the
physical requirements outlined in the Manual of the Medical Department, U.S. Navy.

6.1.20 Ship’s Supply Officer

Prior to deployment, the Supply Officer will review all material requirements of the detachment. He/she shall ensure
at least one individual has received training on aviation detachment supply support.

6.2 PERSONNEL RESPONSIBILITIES (CCO/ATO)

The CCO/ATO is responsible for the safe and orderly flow of passengers, mail, and cargo. His/her duties include the
following:

1. Compile a complete passenger manifest to include:

a. Last name and initial.

b. Rank/rate.

c. Social security number.

d. Organization.

e. Destination.

f. Priority (if any).

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2. Conduct passenger preflight briefing to include:

a. Flight deck precautions.
b. Primary and alternate routes from loading office to aircraft.
c. Personal survival equipment and its use.
d. Aircraft ditching and emergency egress stations.
3. Ensure that personnel transiting the flight deck do not offer an FOD hazard and are escorted with regard for
personal safety.
4. Be familiar with load capacities/restrictions, survival equipment carried, and emergency escape procedures
for all aircraft models expected on board for logistic purposes. Inspect cargo prior to loading to ensure it is
embarked in accordance with existing instructions.
5. Provide a mission card to aircraft performing logistic missions. The card shall be prepared by operations
personnel and will contain the following information:
a. Order of ships to be visited.
b. Ship name(s), hull number(s), call sign(s), navigation aid(s), and ships’ certification and waiver status of
ship(s) to be visited.
c. Expected bearing and distance to each ship.
d. Pertinent radio frequencies.
e. Number of passengers to be delivered/picked up with pickup and delivery points.
f. Weight and description of cargo being delivered/picked up.
g. Emergency marshal and Emergency Expected Approach Time (EEAT).
6. The CCO is responsible for ship’s embarkation planning, preparation of the Ship’s Loading Characteristics
Pamphlet (SLCP), and coordination with unit embarkation officers for tactical/administrative loading and
unloading evolutions.

6.2.1 Air Plan

On amphibious ships, upon receipt of CATF/CLF fragmentary orders, the ship’s air plan and the assigned aviation
unit’s flight schedule are jointly prepared to implement the following day’s operations. Copies of the air plan and
flight schedule will be distributed as directed by ship’s requirements. Changes to assigned aviation unit’s flight
schedules that affect the ship’s air plan and all changes to the air plan shall be approved by the operations officer. The
air officer/HCO is responsible for ensuring that the air plan is carried out. Post-maintenance checkflights shall be
scheduled by the air officer/HCO as soon as practicable after receiving the requests. The performance of these tests
will depend on scheduled operations.

6.3 MINE COUNTERMEASURE COMMANDER

The MCM commander is responsible for planning and conducting minesweeping and mine hunting operations. To
accomplish this, he/she:
1. Exercises operational control of the AMCM squadron or AMCM detachment.
2. Promulgates daily MCM orders that specify type of minesweeping equipment to be used, MCM mission
requirements, and the type of navigational control; and determines precise navigational systems sites.

6-13 ORIGINAL
NAVAIR 00-80T-122

3. Ensures that the appropriate navigation system is used for the required operations (precise navigation
system/radar).

4. Determines when the mined area has been swept sufficiently to give the percentage of clearance required by
the operational commander.

5. Conducts MCM tasking briefs.

6. Maintains maintenance and operational status reporting.

6.4 AIRBORNE MINE COUNTERMEASURES SQUADRON COMMANDING OFFICER

The commanding officer of the AMCM squadron is responsible to the MCM commander for helicopter operations
and to the type wing commander for administrative and policy matters. If the AMCM squadron commander has been
designated the MCM commander, he/she becomes operationally responsible to the OTC. He/she will:

1. Determine the number and launch/recovery times of MCM missions to meet daily MCM requirements.

2. Promulgate the daily flight schedule and modifications thereto, in conjunction with the ship’s air officer, upon
receipt of the daily MCM order.

6.5 AVIATION DEPARTMENT

In ships that have an embarked detachment on board, an aviation department will be organized. The OIC of the
detachment will be the department head and be designated the aviation officer. Detachments are formed and trained
at the parent squadron and in accordance with their respective type wing and/or airwing directives. The detachment
OIC assumes the responsibilities of reporting custodian for the detachment aircraft and makes all required aircraft
accounting reports. The aviation officer is also responsible to the parent squadron commanding officer, type wing,
and carrier air wing commander for numerous aviation details including NATOPS, safety, updating of maintenance
procedures and records, funding reports, training, and readiness levels. Therefore, it is essential that strong lines of
communication exist between the aviation officer and the parent squadron commanding officer. The parent
squadron’s commanding officer and the ship’s commanding officer should maintain a level of communication, both
formal and informal, as necessary.

Because of the irregular working hours of an embarked maintenance crew, it is highly desirable that the aviation
department be berthed together in an area easily accessible to the hangar and flight deck facilities and more
importantly to facilitate round−the−clock operational capabilities. Hangar facilities on all ships that have an
embarked detachment are limited. Consequently, stowage of gear not directly associated with the air mission is
discouraged when the detachment is embarked. Office space shall be provided to the aviation department.

ORIGINAL 6-14
 SEE IC # 13 NAVAIR 00-80T-122

CHAPTER 7

Safety
7.1 RESPONSIBILITY FOR SAFETY

The controlling authority (the commanding officer of the ship) has supervisory responsibility for the safety of the
aircraft at all times. The squadron commanding officer/detachment OIC and the individual aircraft pilots are directly
responsible for the safety of assigned aircraft and personnel. In questionable circumstances, the squadron
commanding officer/detachment OIC shall make final determination concerning flight safety of the aircraft, crew,
and passengers.

7.1.1 General Safety Measures

The squadron commanding officer/detachment OIC and ship personnel shall evaluate the hazards involved in all
phases of shipboard aviation operations and develop appropriate safety measures. Shipboard personnel shall be
trained in safe operating procedures before commencement of flight operations.

During flight operations, only those personnel whose presence is required shall be allowed in the flight operations
area. All other personnel shall remain clear or below decks.

D Under no circumstances shall flash pictures be taken of the aircraft, since

the flash may temporarily blind the pilots.

D During flight operations, personnel should, to the maximum extent

possible, enter or exit the rotor arc at the 90-degree position on the opposite
side of the RSD in use aboard RAST-capable ships, and fully clear the rotor
arc before moving forward. Failure to utilize this procedure increases the
risk of personnel being struck by the main rotor of H-60 aircraft.

D All personnel on the flight deck should wear approved flotation devices
when flight deck nets are in the down position aboard FFG and DDG class
ships.

Personnel engaged in flight operations shall wear appropriate cranial protection, sound suppressors, safety goggles,
flight deck shoes, approved flotation devices, long-sleeved shirts/jerseys, and long trousers. Reflective tape shall be
applied to head gear and/or upper body area of flight deck personnel in accordance with Appendix S. All personnel
on exposed decks shall remove their hats (except for approved fastened safety helmets) while flight operations are
being conducted. All personnel on the flight deck or at the pickup or delivery area must be trained to take cover
immediately on command of the FDO, Air Officer, or LSE. Personnel working near the aircraft must be instructed
to observe carefully for any sign of malfunction (such as smoke, oil, or hydraulic leaks) and immediately report any
such condition to the pilot or to the VERTREP Control Officer, FDO, or air officer if the aircraft is airborne. The
precautions for VERTREP/Vertical Onboard Delivery (VOD) cargo transfer operations set forth in Chapter 11 shall
be meticulously observed.

Low- freeboard ships—specifically FFG 7 and DDG 51 class—are inherently susceptible to sea water washing up
and over the flight deck, creating combinations of sea, wind, and ship speed that have resulted in catastrophic aircraft

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NAVAIR 00-80T-122

damage and loss of life. Engineering modeling and analysis found in Figures 7- 1, 7- 2 and 7- 3 have been developed
to identify operating conditions with increased hazards of water over the flight deck and water impact of engaged
H- 60 rotor systems. Changing conditions, and their effect on ship availability for other tasking, must be continuously
updated and accounted for by aircrews, detachment OICs, ship and squadron commanding officers, and DESRON
and Strike Group Staffs.
Maintaining a safe flight deck environment is critical in all phases of shipboard aviation operations, including aircraft
refueling, crew changes, maintenance, and movement to and from the hangar. Operational decisions shall include
appropriate safety measures referencing the potential hazards identified in Figures 7- 1 through 7- 3, and may require
limiting the ship’s full range of maneuvering capabilities even after the safe recovery of aircraft. Ships may be unable
to reposition if observed and predicted conditions identify significant potential hazards on the flight deck. Guidance
provided herein is not intended to preclude the use of sound judgment during the safe navigation of the ship.
7.1.1.1 Aviation Safety Officer (ASO)
The ASO shall conduct a safety review prior to scheduled flight operations whenever flight operations have not
occurred in the previous 90 days. This review should touch on all relevant areas of safety but should have particular
emphasis on flight deck safety.
7.1.2 Hazards of Foreign Object Damage
All weather deck areas, and particularly the flight deck, shall be inspected prior to and monitored throughout all flight
operations to ensure that they are clear of FOD. FOD-producing materials include rags, pieces of paper, line, ball caps,
nuts and bolts, and other matter that can be caught by air currents and can subsequently cause damage to the aircraft
or can injure personnel. Ground support equipment, forklifts, tiedown equipment, and chocks shall be properly
secured to prevent missile hazards.

The dumping of trash during flight operations creates a serious FOD

hazard. Therefore, all dumping of trash shall be secured prior to any flight
operations and shall not be resumed until operations are secured.
7.1.2.1 Engines
Rotorcraft are powered by gas turbine engines. The high turbine speed makes these engines extremely susceptible
to FOD. Any debris in the vicinity of the aircraft can be swept up by rotorwash and ingested by an engine. Ingestion
invariably causes the failure of the affected engine, resulting in a possible crash of the aircraft.
7.1.2.2 Rotor Blades
Helicopter main and tail rotor blades are easily damaged by flying objects. This damage can result in catastrophic
failure of the blade with the subsequent loss of control of the helicopter.
7.1.2.3 Personnel
Personnel have been blinded by FOD that has been generated by helicopter rotorwash.

Because of the hazard from flying objects, all personnel including

passengers on the flight deck during flight operations shall wear eye
protection (goggles or helmet visor).

ORIGINAL IC 13 7-2
 SEE IC # 13 NAVAIR 00-80T-122

7.1.3 Rotor Blade Dangers

The danger of personnel being struck by rotor blades is always present during helicopter operations. Passengers shall
be escorted to and from an aircraft by a member of the flightcrew or by other designated personnel. No personnel
shall approach or depart the aircraft until permission has been given by the LSE. The LSE shall obtain clearance from
the pilot prior to allowing personnel movement.

7.1.3.1 Main Rotor Blades

Although blade flapping can occur at any time, it normally occurs when blades are rotating at low rpm or are stopped.
When they are stopped, detachment personnel shall ensure that blades are properly secured during wind conditions
that may result in damage caused by blade flapping.

D Because of the flexibility of rotor blades, the plane captain/LSE shall direct
the helicopter from a position outside the rotor diameter. No personnel shall
walk under the rotors until the rotors have either stopped or come to full
speed. Additionally, personnel shall enter and exit only upon direction from
the plane captain/LSE after clearance is received from the PAC.

D Because H-60 rotor arc can dip as low as 4 feet above the flight deck, all
personnel shall enter and exit the rotor arc at the 3 or 9 o’clock position.

7.1.3.2 Main Rotor Blade Downwash

Rotor downwash is created by the rotor system of all rotorcraft. Special care should be taken to ensure safety of
personnel and equipment when operating in the vicinity of airborne rotorcraft and, in particular, V-22 aircraft and
larger rotorcraft that have a significant downwash.

Rotor downwash created by the H-53E and V-22 aircraft is greater than that
produced by any other fleet helicopters. Potential downwash hazard may
extend as much as 300 feet from a CH-53E or MH-53E. Under zero wind
conditions, maximum average velocities for H-53E aircraft occur at 49 feet
from the rotor center (1.25 times rotor radius) and can vary from 50 to
95 knots depending on aircraft gross weight. The downwash of the H-53E
and V-22 aircraft is sufficient to blow aircraft chocks, tiedown chains, and
tow bars about the deck or overboard and can cause possible personnel
injury or death. The presence of high relative winds may increase the
hazardous effects of turbulence from rotor downwash to personnel and
equipment not secured to withstand these wind velocities.

7.1.3.3 Tail Rotor Blades

Helicopters with a single main rotor have a vertical anti-torque tail rotor. This type of tail rotor, when turning, is close
to the flight deck.

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NAVAIR 00-80T-122

Personnel shall not pass under the turning tail rotor of a single main rotor
helicopter.

7.2 SHIP MANEUVERING

During flight operations, formation steaming courses and aircraft launch courses may be incompatible and may
prevent ships from maintaining assigned positions until securing from flight operations. Allowances must be made
for flight operations and the formation turned to proper launch course if necessary, or the ship must be given the
authority to maneuver independently while conducting aircraft operations, to include straightening and traversing.
Particular emphasis is placed on the fact that when signal Hotel/Hotel One is displayed close up by the helicopter
ship, this in effect restricts the ship from maneuvering until helicopter operations are completed. Additional
longer- range planning considerations must be applied which will enable ships to safely complete flight operations,
potentially on a course which is not conducive to required PIM, formation requirements, or mission requirements.
Ships conducting VERTREP operations shall not maneuver until notifying the pilots (Chapter 11). V-22 aircraft may
engage or disengage rotors with the ship in a turn and wind conditions within the engage/disengage wind envelope
established in the applicable NATOPS.

During UNREP, wave reinforcement phenomena caused by two ships in

proximity may generate large waves in moderate sea states resulting in the
possibility of aircraft or personnel being struck by a wave.

Note
Although wind and deck conditions may be within limits, the possibility
of aircraft or personnel being struck by a wave while on deck should be
considered before positioning an aircraft on the flight deck or conducting
flight operations during UNREP.

When the ship is at flight quarters, it is imperative that the OOD notify the flight/hangar deck crews of any anticipated
ship movements. Except in extreme emergency situations and with due consideration to the safety aspects involved,
the ship shall not change course while a helicopter is being launched or recovered, is engaging or disengaging rotors,
is being traversed, or is being towed or pushed about the deck. Deck motion due to sea state or changes in ship
course/speed can make the aircraft more susceptible to overturning or sliding.

Even with the aircraft chocked and chained and a red deck set, on low
freeboard FFG or DDG flight decks the combination of ship motion, sea
state and wave action can lead to contact between the airframe or rotor
system and the sea or waves over the deck. Contact between the sea and
an engaged rotor system bears the potential for catastrophic results.

ORIGINAL IC 13 7-4
 SEE IC # 13 NAVAIR 00-80T-122

Note
The likelihood of such contact is higher when ships are operated at speeds
greater than 15 knots due to the tendency of the ships to “squat” by the stern.

Many variables can decrease the rotor to sea clearance. These variables include ship speed (squat), pitch, roll, weight,
rudder angle, the helicopter’s position on deck, tip path plane orientation, strut servicing, slack in tie down chains,
wind, sea state, variability in wave height as well as ship and wave interactions. Squatting is a hydro- dynamic
phenomenon which occurs when increased water flow causes pressure differentials to form near the stern, resulting
in a decrease in aft freeboard as the ship accelerates. In DDG 51 class ships, this phenomenon is further exacerbated
by the ship’s counter- rotating, over- the- top style propellers. This effect can lower the freeboard of DDG 51 class
ships by as much as six inches for every knot greater than 15 knots. The complexity of the variables involved
precludes providing a prescriptive envelope within which safe operations are assured.
Operators shall consider these factors and not presume the hazard is eliminated even when within the parameters
provided in Figures 7- 1 through 7- 3 and restrict ship maneuvers accordingly. Additionally, the inherent variability
of ship motion shall be accounted for particularly when operating in conditions that reduce the ship’s dynamic
stability such as aft quartering seas where the ship is more likely to experience large deck motions and may quickly
and less predictably transition from benign to more hazardous deck conditions.
Ship personnel shall consider the wave hazard conditions identified in Figures 7- 1 through 7- 3 during aircraft
operations on DDG 51 class ships in order to minimize the risk of catastrophic aircraft damage and loss of personnel.
DDG 51 class ships shall not operate in the red regions while H- 60 rotors are engaged.
These wave hazard plots show ship speed values in 5 knot increments that, when combined with the relative wave
direction, could result in water impacting the rotor head or washing over the flight deck where the wave height is the
average of the 1/3 highest (significant) waves for a given seaway. Figures 7- 1 through 7- 3 do not account for specific
phenomenon known to cause seawater over the fight deck to include wave run up on the ship hull, sea spray due to
wave impact on the hull (known to cause water over the flight deck when operating with beam seas), wake- wave
interaction, and rudder action/maneuvering.

D Ship operation in the red regions present a significant risk of sea water
impacting the engaged H- 60 rotor system. Contact between an engaged
rotor system and the sea can result in catastrophic rotor damage and the loss
of aircrew and flight deck personnel.
D Yellow regions indicate a hazard of 2 feet of water over the flight deck
which may wash personnel overboard or damage aircraft.

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 SEE IC # 13
NAVAIR 00-80T-122

Up to 8Ft Head

Followlrc

Example 1, Figure 7-1 . A ship operating at 15

Limit Exceeded knots with seas from 105 degrees-relative,
shows no identi fied significant increased risk of
encountering water on the flight deck, engaged
~ 8-Degree Roll H-60 rotor submergence, or exceeding 2
degrees of pi tch or 8 degrees of roll. However,
wave run-up from beam to near beam seas is
~ 2-Degree Pitch known to cause hazardous situations.

Rotor Submerged

D Personnel Hazard

Figure 7- 1. Wave Hazard Plot, DDG- 51 Class (up to 8 ft Significant Height) (Sheet 1 of 2)

ORIGINAL IC 13 7-6
 SEE IC # 13
NAVAIR 00-80T-122

DDG 51 class ships shall not operate in the red regions while H- 60 rotors are engaged.

D Ship operation in the red regions present a significant risk of sea water
impacting the engaged H- 60 rotor system. Contact between an engaged
rotor system and the sea can result in catastrophic rotor damage and the
loss of aircrew and flight deck personnel.

D Yellow regions indicate a hazard of 2 feet of water over the flight deck
which may wash personnel overboard or damage aircraft.
Note

D Operating in the white regions, or in seas below 8 feet, does not eliminate
the risk of water impacting the rotor system or washing over the flight
deck.

D Plots are based on steady speed, non- maneuvering conditions. Hazard

plots do not include a margin for wave run up.

D Initiating turns and changes in ship speed can increase the regions of
hazardous operation.

D If waves are observed on the flight deck, or the ship is at increased risk
of hazardous conditions, a reduction in ship speed may be required.

D Attempting to turn prior to slowing may place the aircrew and flight deck
personnel in even more hazardous conditions.

D Shipboard personnel shall be trained to recognize the hazards of water

over the deck.

D Radial arms of each plot indicate prevailing wave direction relative to

ship heading.

D Circles indicate ship speed increasing in 5- knot increments from the

innermost circle (0 knots) to a 30- knot maximum speed at the outermost
circle.

D Black crosshatched regions indicates ship roll of 8 degrees or more and

is included for situational awareness.

D Blue crosshatched regions indicates ship pitch of 2 degrees or more and

is included for situational awareness.

Figure 7- 1. Wave Hazard Plot, DDG- 51 Class (up to 8 ft Significant Height) (Sheet 2)

7-7 ORIGINAL IC 13
 SEE IC # 13
NAVAIR 00-80T-122

8-10Ft

Followii'IC

Example 1, Figure 7-2. A ship operating at 27

Limit Exceeded knots with seas from 195 degrees-relative, is at
significant increased risk of encountering water
~ 8-Degree Roll on the flight deck and engaged H-60 rotor
submergence. Reducing ship speed to 3 to 22
knots would decrease these risks .
~ 2-Degree Pitch

Rotor Submerged

D Personnel Hazard

Figure 7- 2. Wave Hazard Plot, DDG- 51 Class (up to 8- 10 ft Significant Height) (Sheet 1 of 2)

ORIGINAL IC 13 7-8
 SEE IC # 13
NAVAIR 00-80T-122

DDG 51 class ships shall not operate in the red regions while H- 60 rotors are engaged.

D Ship operation in the red regions present a significant risk of sea water
impacting the engaged H- 60 rotor system. Contact between an engaged
rotor system and the sea can result in catastrophic rotor damage and the
loss of aircrew and flight deck personnel.

D Yellow regions indicate a hazard of 2 feet of water over the flight deck
which may wash personnel overboard or damage aircraft.
Note

D Operating in the white regions, or in seas below 8 feet, does not eliminate
the risk of water impacting the rotor system or washing over the flight
deck.

D Plots are based on steady speed, non- maneuvering conditions. Hazard

plots do not include a margin for wave run up.

D Initiating turns and changes in ship speed can increase the regions of
hazardous operation.

D If waves are observed on the flight deck, or the ship is at increased risk
of hazardous conditions, a reduction in ship speed may be required.

D Attempting to turn prior to slowing may place the aircrew and flight deck
personnel in even more hazardous conditions.

D Shipboard personnel shall be trained to recognize the hazards of water

over the deck.

D Radial arms of each plot indicate prevailing wave direction relative to

ship heading.

D Circles indicate ship speed increasing in 5- knot increments from the

innermost circle (0 knots) to a 30- knot maximum speed at the outermost
circle.

D Black crosshatched regions indicates ship roll of 8 degrees or more and

is included for situational awareness.

D Blue crosshatched regions indicates ship pitch of 2 degrees or more and

is included for situational awareness.

Figure 7- 2. Wave Hazard Plot, DDG- 51 Class (up to 8- 10 ft Significant Height) (Sheet 2)

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NAVAIR 00-80T-122

10-12 Ft Head

l'ollowlfll

Example 1, Figure 7-3. A ship operating at 25

Limit Exceeded knots with seas from 240 degrees-relative, is at
significant increased risk of encountering water

~ 8-Degree Roll
on the night deck, engaged H-60 rotor
submergence, and exceeding 8 degrees of roll.
Reducing ship speed to 8 to 15 knots would

~ 2-Degree Pitch decrease these risks.

Rotor Submerged

D Personnel Hazard

Figure 7- 3. Wave Hazard Plot, DDG- 51 Class (up to 10- 12 ft Significant Height) (Sheet 1 of 2)

ORIGINAL IC 13 7-10
 SEE IC # 13
NAVAIR 00-80T-122

DDG 51 class ships shall not operate in the red regions while H- 60 rotors are engaged.

D Ship operation in the red regions present a significant risk of sea water
impacting the engaged H- 60 rotor system. Contact between an engaged
rotor system and the sea can result in catastrophic rotor damage and the
loss of aircrew and flight deck personnel.

D Yellow regions indicate a hazard of 2 feet of water over the flight deck
which may wash personnel overboard or damage aircraft.
Note

D Operating in the white regions, or in seas below 8 feet, does not eliminate
the risk of water impacting the rotor system or washing over the flight
deck.

D Plots are based on steady speed, non- maneuvering conditions. Hazard

plots do not include a margin for wave run up.

D Initiating turns and changes in ship speed can increase the regions of
hazardous operation.

D If waves are observed on the flight deck, or the ship is at increased risk
of hazardous conditions, a reduction in ship speed may be required.

D Attempting to turn prior to slowing may place the aircrew and flight deck
personnel in even more hazardous conditions.

D Shipboard personnel shall be trained to recognize the hazards of water

over the deck.

D Radial arms of each plot indicate prevailing wave direction relative to

ship heading.

D Circles indicate ship speed increasing in 5- knot increments from the

innermost circle (0 knots) to a 30- knot maximum speed at the outermost
circle.

D Black crosshatched regions indicates ship roll of 8 degrees or more and

is included for situational awareness.

D Blue crosshatched regions indicates ship pitch of 2 degrees or more and

is included for situational awareness.

Figure 7- 3. Wave Hazard Plot, DDG- 51 Class (up to 10- 12 ft Significant Height) (Sheet 2)

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 SEE IC # 13
NAVAIR 00-80T-122

7.2.1 Hovering Rotorcraft

Hovering rotorcraft should be considered as ships not under command. Ships shall not pass within 500 yards of a
hovering rotorcraft.

7.3 AIRCRAFT HANDLING

Aircraft handling aboard ship is complicated by the helicopter’s high center of gravity and relatively fragile
components, combined with the ship’s moving decks and confined space. Shipboard handling mishaps can cause
serious degradation of readiness as well as personnel injuries. Nearly every shipboard handling mishap is the direct
result of a lack of communication with ship operations personnel or lack of attention on the part of supervisors,
directors, or other flight deck personnel. All such mishaps are therefore preventable.

Regardless of deck status, ship maneuvers (to include speed changes) shall be restricted anytime an aircraft is moved
on deck or personnel are present on the flight deck to avoid conditions that will expose the aircraft or personnel to
direct contact with the sea or waves over the deck. If there is doubt in the ability to predict or avoid such conditions,
the aircraft shall be secured and personnel cleared from the flight deck.

D Contact between an engaged rotor system and the sea can result in
catastrophic rotor damage and the loss of life of aircrew and flight deck
personnel.
D Aft quartering seas reduce ship stability and may quickly and unpredictably
generate large deck motions. High speed reduces freeboard and increases
instability. Low freeboard ships (FFG, DDG) are particularly susceptible
to hazardous deck conditions. All these conditions increase the probability
of loss of aircraft or life.
7.4 SAFETY PRECAUTIONS

The following precautions shall be observed when recovering aircraft:

1. Except in cases of emergency, pilots shall not disengage, stop engines, or fold rotor blades without proper
signal from LSE.

2. Helicopters shall not be launched or recovered nor shall rotors be engaged or disengaged while ship is turning.
V-22 aircraft may engage or disengage rotors with the ship in a turn and wind conditions within the
engage/disengage wind envelope established in the applicable NATOPS.

3. Personnel required to be in the area of helicopters that are disengaging rotors shall stand next to the fuselage
or well outside the rotor arc.

4. An aircraft shall not be flown over another aircraft when landing.

5. Helicopters shall never be towed or pushed while rotors are engaged or while the ship is turning.

6. The waveoff and hold or stop signals are mandatory and shall be executed immediately.

7. Helicopters shall not be ground taxied on the flight deck.

ORIGINAL IC 13 7-12
 SEE IC # 13
NAVAIR 00-80T-122

8. When changing pilots or hot refueling, the aircraft shall be chocked and have tiedowns attached. Aircraft
should be chocked (minimum) for passenger loading.

9. Because of the limited size of the landing area, aircraft shall not be loaded/unloaded while an aircraft is
landing/launching on an adjacent spot.

10. During combined wet well/flight deck operations, aircraft shall avoid overflying landing craft at low altitude.

11. When staging deck cargo, the air officer/HCO should ensure that sufficient clear space is available for possible
emergency landing. Complete staging of the flight deck is permissible, provided another ready deck is
available.

12. For special and tactical operations, such as troop assault, Sea-Air-Land (SEAL) insertion, troop recon
operations, etc., members of those parties may be waivered from wearing normal cranial and life vest
protection due to their environmental/situational clothing, the brief duration of the flight, and requirement to
debark quickly.

CAUTION

D Aboard DDG 79 class ships, the ship wake extends above flight deck
level at ship speeds greater than approximately 25 knots. During night
launch/recovery operations, aft extended lineup lights may be obscured
by large ship wake at ship speeds in excess of 25 knots. Pilots should
exercise caution during launch/recovery with ship speeds greater than
approximately 25 knots.

D During launch/recovery evolutions with tailwinds aboard DDG 79 class

ships, the downwash from rotor system may result in undesired lifting of
safety nets during final approach phase of shipboard recovery. Pilots and
LSE should exercise caution during launch/recovery evolutions with
tailwinds.

7.5 AVIATION FUEL HANDLING

Aviation fuel requires strict quality control in processing and handling. Contamination of aircraft fuel systems with
water or particulate matter can lead to in-flight loss of engine power with possible loss of aircraft and personnel.
Supervision and attention to detail, coupled with strict adherence to applicable directives, is mandatory.

7.6 FLIGHT DECK FIRE PARTY

The fire party is comprised of two initial response Aqueous Film-Forming Foam (AFFF) hose teams and a backup,
as specified in NAVAIR 00-80R-14 and applicable TYCOM directives. The fire party shall be comprised of ship’s
company personnel providing the equipment commensurate with their responsibilities; however, it may be
augmented with detachment personnel (when assigned). Crash and rescue party billets should be filled whenever
possible with personnel who are not assigned to other damage control-related general quarters stations.

7.7 MISHAP INVESTIGATION

Mishap investigation procedures are set forth in OPNAVINST 3750.6 (series). If the pilot involved in the mishap
is the OIC of the detachment or is senior to the attached OIC, assistance in investigating and reporting the mishap
shall be requested from the controlling custodian of the aircraft involved.

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 SEE IC # 13
NAVAIR 00-80T-122

7.8 INTEGRITY WATCH

Whenever aircraft are embarked, each detachment is required to provide personnel to stand the aircraft integrity
watch. This watch is set while both underway and in port whenever there are aircraft aboard and the ship is not at
flight quarters or general quarters. The watch will consist of as many personnel as may be required to ensure complete
aircraft security. Integrity watch personnel shall be indoctrinated in equipment and procedures for flight deck/hangar
deck firefighting.

7.9 HAZARDS

Waveoff lights should not be actuated at night when an aircraft has crossed
over the deck edge or is hovering over the deck. Actuation of waveoff lights
can cause loss of night vision and situational awareness for the aircrew. The
command, “Waveoff,” should be communicated to the crew via the radio
as an alternative to actuating the waveoff lights.

7.9.1 Weapons/Chaff Hazards

Aircraft parked/operating in the vicinity of weapons or chaff launchers are subject to damage from rocket blast or
gunfire concussion and to FOD from materials scattered when weapons or chaff are fired. All appropriate measures
should be taken to preclude the firing of any weapon in the vicinity of the helicopter operating area when the aircraft
is parked on deck or when flight operations are in progress.

CAUTION

When ship’s weapons firing is anticipated, the aircraft shall be positioned

outside the weapons blast/concussion range. If this is not possible, the
aircraft should be secured as far as practicable from the firing mounts with
its doors and hatches open.

7.9.2 Sonic Boom Concussion

High-performance aircraft shall not be cleared for supersonic low-altitude passes alongside or over ships with
embarked helicopters. The resultant concussion produces considerable damage to helicopter structures and hatches
in the same manner as gunfire concussion.

7.9.3 Hazardous Operations

A vigilant air search radar watch must be maintained during hazardous operations (e.g., gunnery exercises, missiles,
bombing of wake, etc.) and approaching aircraft shall be given an appropriate warning (on UHF guard, if necessary).

ORIGINAL IC 13 7-14
 SEE IC # 13 NAVAIR 00-80T-122

7.9.4 Static Discharge Hazard

Rotorcraft in flight build up static electricity. Hoist cables, external cargo hooks, RAST messenger cables, etc., must
be grounded with a grounding wand prior to handling.

Handling the cable or cargo hook prior to proper grounding may cause
injury to personnel.

The grounding wand shown in Figure 11- 3 is designed to protect ground personnel from static electrical shock when
working with all rotorcraft. For use with H-53E helicopters, gloves meeting ASTM D 120 84A Type I Class III must
be used. (NSN 8415-01-158-9445 is the preferred glove.)

7.9.5 Hazards of Electromagnetic Radiation to Personnel

The following Hazards of Electromagnetic Radiation to Personnel (HERP) safe separation distances must be
maintained for personnel while operating aircraft in the vicinity of CG-47 and DDG-51 Class ships. Personnel in
aircraft operating beyond these minimum distances are not exposed to hazardous levels of Radio Frequency (RF)
radiation. The following safe HERP separation distances are required:

Emitter HERP Minimum Safe Distance (feet)

AN/SPY-1B (High Power) 520
AN/SPY-1B (Low Power) 50
AN/SPG-62 (FCS Mk 99) 1,950

Note
There is no hazard to personnel on the flight deck or on top of the helicopter
when positioned on the flight deck.

7-15/(7-16 blank) ORIGINAL IC 13

 NAVAIR 00-80T-122

CHAPTER 8

Planning and Preparation for Flight

Operations
8.1 INTRODUCTION

This chapter is intended to assist staffs, squadrons/units, and ship’s personnel in planning and preparing for safe and
effective shipboard flight operations. Personnel concerned with planning and preparing for flight operations should
refer to the references that are specified throughout this publication and specific aircraft model NATOPS flight
manuals.

8.2 AVIATION OPERATIONS ON READY RESERVE FORCE, COMMERCIAL VESSELS, AND

NON-AIR-CAPABLE SHIPS

8.2.1 Training Evolutions

Occasionally unique cases arise where training objectives cannot be met through exercises conducted on U.S. Navy
vessels. Aviation training evolutions on Ready Reserve Force (RRF), commercial vessels, and non-air-capable ships
pose inherently greater risks for flightcrews. These vessels lack certified aviation facilities, standardized training for
damage control and medical personnel, and are not bound by the safety procedures described in this manual. Training
gains from operations on RRF or commercial ships must be carefully weighed against the associated risks.

Note
D TYCOM shall exercise approval authority for USN training exercises on
RRF, commercial ships, and non-air-capable ships.

D Direction and approval of USMC training shall be exercised by

COMMARFORPAC, COMMARFORCOM, and CG MARFORRES or as
otherwise directed by CMC.

8.2.2 Guidelines

The following guidelines are provided for training evolutions on RRF, commercial ships, and non-air-capable ships:

1. Safety/site suitability survey shall be conducted prior to all fastrope training. Appendix U checklist provides
minimum survey requirements.

2. Boarding agreements for helicopter operations on RRF and commercial ships must clearly identify the limits
of government liability. The appropriate Staff Judge Advocate shall be consulted in connection with any
arrangement for use of vessels not owned and operated by the U.S. government. An information copy of each
boarding agreement shall be forwarded to the Navy Judge Advocate General, Admiralty Division.

3. A visible horizon shall be present for night fastrope training exercises.

4. Commanders at all levels shall ensure established safety procedures are followed for both personnel and
equipment.

8-1 ORIGINAL
NAVAIR 00-80T-122

8.3 U.S. NAVY INTERSERVICE AND INTERNATIONAL HELICOPTER OPERATIONS

Operations between U.S. Navy, Military Sealift Command, and Coast Guard ships and U.S. Navy, Marine Corps,
Army, Air Force, Coast Guard, and National Guard helicopters may be conducted if the ship’s aviation facility is
certified for the helicopter operations to be conducted. The certification status of individual ships is listed in
NAEC-ENG-7576, Shipboard Aviation Facilities Resume. Refer to Appendixes G, I, J, L, M, N, Q, and R for detailed
information concerning USA/USAF helicopter operations.

Information governing U.S. helicopter/ship interoperability with international navies is contained in

APP-2(F)/MPP-2(F), Volumes I and II. For cross deck operations with non-NATO nations and for operations with
U.S. ships that are not currently certified for the particular operation, waiver approval must be granted by fleet
commanders.

For planning purposes, the current certification status of all U.S. ships or the capability of foreign ships can be
obtained immediately by contacting the Naval Air Warfare Center Aircraft Division, Lakehurst NJ at DSN 624-2592
or commercial (732) 323-2592 or contact via email at [email protected].

Refer to APP−2(F)/MPP−2(F), Volume I for Helicopter Operations from Ships other Than Aircraft Carriers
(HOSTAC) procedures, operational standards, planning checklists, and HOSTAC qualifications. Refer to
APP−2(F)/MPP−2(F), Volume II Pocket Guide and HOSTAC Electronic Supplement for general national technical
information on multinational helicopters and air−capable ships, including the Ship/Helicopter Matrix, specific flight
deck data and restrictions, host ship generic wind envelopes used for calculating crossdeck Ship Helicopter Operating
Limits (SHOL), host ship national procedures, and detailed national helicopter data. When U.S. ships and U.S.
helicopters conduct crossdeck operations with non−U.S. helicopters or non−U.S. ships a cross operations
(CROSSOPS) report shall be submitted as per APP−2(F)/MPP−2(F), Volume I. Reports should be submitted via
email to [email protected].

Some non-U.S. Navy helicopters have not been tested in the

electromagnetic environment of various ship classes. When conducting
non-U.S. Navy operations, consideration must be given to potential
radiation hazard, electromagnetic interference, and electronic vulnerability
effects.

8.4 DETACHMENT CROSS-DECK EVOLUTIONS

The issue of cross-deck transfers of detachments surfaces as operational commanders perceive the requirement to
place detachments on ships that do not have a detachment or to create a two-plane detachment to increase capability.
Although a cross-deck transfer should never be considered a routine evolution, it is recognized that the operational
commander must have the option to transfer detachments from one combatant to another to meet operational needs.
Cross-deck transfers provide tactical flexibility, which is an integral part of good asset management; however, as the
decision is promulgated, the strike group commanders do not always have helicopter expertise assigned to their staffs
to completely advise them of the considerations and concerns of such a move. The cost in terms of potential impact
on safety and operational readiness and the cost of the move itself must be weighed in the decision process.
Consideration must also be given to the lot number of each aircraft involved in the cross-deck transfer. Many parts
in the Pack Up Kit (PUK) are not interchangeable and the PUK is tailored to match the lot number of the embarked
aircraft.

ORIGINAL 8-2
 NAVAIR 00-80T-122

In case of operational requirement, a successful cross-deck transfer can be accomplished. The two basic types of
cross-deck transfer involve one-plane to one-plane cross-deck transfer and one-plane to two-plane cross-deck
transfer.

8.4.1 One-Plane to One-Plane Cross-Deck Transfer

One-plane to one-plane cross-deck transfer occurs when a detachment is relocated on a ship currently without a
detachment. The requirement for a safe move and incorporation into the new host ship should be in the forefront at
all times. The following checklist should be used as a guide to prepare for and execute the move.

Note
The cross-decking of a helicopter to a DDG 51 ship may reduce availability
due to the lack of support facilities and increased exposure to salt spray.

1. Earliest possible notification of intention to cross-deck (prior to departure from the continental U.S. if
possible). This will permit the detachment to provide aviation expertise to the new host ship and to establish
a working liaison.

2. Pre-cross-deck liaison visit by detachment OIC. The liaison visit should address:

a. Flight deck facilities — Certification, lighting, power, chains, chocks, communications, TACAN,
RSD, etc.

b. Berthing requirements.

c. Qualifications/training of HCOs, LSEs, and ASTACs.

d. Fuel system/fuel system personnel training.

e. Ordnance requirements including sonobuoys, CADs, smokes and adapters, and torpedo assets.

f. Corrosion materials.

g. SE/IMRL.

h. Supply procedures/expertise. (Supply support briefs are to be conducted. They should include handling
retrograde and parts requisitioning.)

i. Parts support requirements.

j. Publications/instructions.

k. Preembarkation and training plan with the new host ship.

3. Complete safety/integration workup in accordance with current instructions prior to any operational tasking.

4. Full logistic support for actual transfer of the 15,000 pounds of spare parts and support equipment. The
preferred method is in port. If at sea, external support must be arranged. Arrangements must also be made to
ensure that the normal flow of replacement parts and supplies is not disrupted.

5. Certification by the new host ship that all required training and facilities certifications are completed and that
all required materials (corrosion control supplies, sonobuoys, etc.) are on board.

8-3 ORIGINAL
NAVAIR 00-80T-122

8.4.2 One-Plane to Two-Plane Cross-Deck Transfer

One-plane to two-plane cross-deck transfer occurs when a detachment is relocated onto a ship that already has a
detachment. The OIC of the transferring detachment will ensure a safe evolution. The above checklist should be used
as a guide, but the quantity of material to be transferred should be considerably less. Close liaison with the new host
ship prior to the transfer can identify specific materials that should be transferred (i.e., out-of-cal SE or Supplemental
Aviation Spares Support [SASS]/PUK parts). The OIC of the host ship should retain responsibility as the air
department head and should speak to the ship’s commanding officer on aviation matters. Two-plane operations
require increased coordination and workup time. The following is an initial checklist for a two-plane detachment:

1. The pre-cross-deck liaison visit should include discussions on the following:

a. Hangar/PUK space.

b. SASS compatibility/content.

c. Increased fuel/freshwater consumption.

d. Flightcrew scheduling/launch cycles.

e. Flight deck personnel scheduling/rest.

f. Impact of increased flight operations on ship’s company/fire parties.

g. Maintenance management.

h. Bingo requirements.

i. Helicopter movement/spotting on the flight deck or in the hangar.

j. Communications plans.

k. Altitude assignments/ASTAC controls.

l. RAST malfunctions.

2. Complete safety/integration workup in accordance with current instructions prior to any operational tasking.

8.4.3 Maintenance and Training

Cross-deck detachments operate in accordance with Type Wing and hosting squadron Standard Operating Procedure
(SOP). For split-deck operations, the hosting helicopter detachment’s maintenance personnel supplement the hosted
detachment to perform normal preventative maintenance as well as corrective maintenance to common airframe and
aircraft systems.

Most avionics and mission-specific items should be brought by the hosted detachment in order to maintain the aircraft
in a full mission-capable status. Any aircraft or specific tools and publications should also be brought by the hosted
detachment.

Optimum use of the hosted aircraft aboard air-capable ships requires familiarization training for both ship’s company
and detachment personnel, especially in areas of command and control, aircraft coordination, and flight deck
procedures. An at-sea workup schedule should be developed for each individual unit, taking into account the services
available and detachment experience level.

ORIGINAL 8-4
 NAVAIR 00-80T-122

8.5 AIRCRAFT/CREW ALERT CONDITIONS

Flightcrews assigned alert conditions shall be called away early enough to permit a normal preflight inspection, start,
warmup, and completion of takeoff checks by the time specified in the air plan for the condition of readiness to
become effective. After the pilot declares the aircraft ready for flight, it shall be placed in the appropriate aircraft alert
condition as described in Figure 8−1.

8.5.1 Alert Conditions

Because of flight safety and fatigue considerations, time limits must be placed on these conditions. The main concern
is the safety of the aircrew, but consideration must also be given to the number of hours that maintenance and flight
deck personnel have been on duty. An appropriate period of rest shall be provided each aircrew after having completed
a normal maximum time in Alert 5, 15, or 30. Alert 5 is as fatiguing as actual flight and should normally be used
only when launch is imminent.

8.6 SCHEDULING AND BRIEFING

The ship’s operations officer should work closely with the embarked squadron/detachment in the scheduling of all
flights. Requests for flights should be submitted as early as possible so that adequate preparation may be made and
the maximum benefit derived from the flight. Pilots scheduled for flights should be briefed by the operations officer
on the mission, frequencies, time en route, and applicable items as listed in the air plan contents (paragraph 8.8.2)
plus emergency marshal and Expected Approach Clearance (EAC) time.

8.7 WEATHER SUPPORT

On air-capable ships where no organic meteorological/oceanographic support is available, the duty quartermaster will
prepare an aviation weather summary for the operations officer’s prelaunch briefing. This summary will include (as
a minimum) air and water temperatures, barometric pressure, sea and swell wave conditions, dewpoint temperature,
wind direction and speed, cloud cover, density altitude, and visibility. The most current Aviation Route Weather
Forecast (AVWX), Weather Forecast (WEAX), or battle group Tactical Oceanographic Atmospheric Summary
(TOAS) messages and/or other forecasts will also be provided. These messages usually include forecasts of route
and recovery conditions. Aircrews shall be informed of significant changes in meteorological/ oceanographic
conditions, as monitored aboard supporting platform(s), via the appropriate air control communications networks.

Independent air-capable ships should request AVWX support from NAVOCEANCOM centers. An AVWX is issued
at least every 24 hours or more frequently when specific criteria are met or exceeded (i.e., high winds, heavy seas,
or tropical cyclone threats). An AVWX is automatically provided to ships that include the term “VWX” on line 2
of their Movement Report (MOVREP) per NWP 1-03.1. In addition, tailored aviation forecasting services are
available upon request from NAVOCEANCOM centers per paragraph 2.3.2 of NAVOCEANCOMINST 3140.1.

An air-capable unit operating in company with CV/CVN, LHA, LHD, or MET equipped ships should rely upon these
ships for flight forecasting services. Generally, weather synopses, terminal forecasts, and tactical prediction services
to support flight operations are available from those sources. When operating in a designated fleet operating area,
air-capable units are encouraged to use fleet Operating Area (OPAREA) forecasts issued by designated
NAVOCEANCOM centers/facilities/detachments in lieu of AVWX. Terminal forecasts (TAF) and runway
observations (SA) for nearby bingo airfields are also available from the OPAREA forecast issuing authority.
Chapter 2 of NAVOCEANCOMINST 3140.1 contains additional guidance.

8-5 ORIGINAL
NAVAIR 00-80T-122

ALERT* AIRCRAFT AIRCREW SHIP MAXIMUM TIME (HR)

5** Spotted for immediate
takeoff, blades spread.
Strapped in. Preflight
Required stores At flight quarters. Fire
checklist complete up 4
loaded. External power party on station.
to starting engines.
applied. Mission
equipment warmed up.
15 Briefed for flight.
Spotted for takeoff, At flight quarters. Fire
Preflight inspection
blades spread, party in immediate 8
complete. Standing by
required stores loaded. vicinity.
on immediate call.
30 Rotors may be folded.
Aircraft may be on
deck or in hangar. Briefed for flight. Not at flight quarters. 18/48***
Required stores
loaded.
60 Aircraft in hangar
secured for heavy
Designated and
weather. Minor Not at flight quarters.
available.
maintenance may be
performed.
* Alert times are approximations and shall not be considered mandatory.
** Alert 5 is as fatiguing as actual flight and should normally be used only when launch is imminent.
*** Two aircraft detachments manning allows for unlimited alert 30 readiness. Daily and turnaround inspections
will be required every 24 to 72 hours.

Figure 8−1. Alert Conditions

8.8 PLANNING FACTORS

8.8.1 Responsibility for the Air Plan

On an air-capable ship, the operations officer shall prepare the ship’s air plan in accordance with an ATO and with
the assistance and guidance of the detachment OIC. The preparation by the operations officer ensures that the ship’s
operating schedule will be programmed so as to permit the fulfillment of the air schedule as published, as well as
ensuring that any safety or operational considerations detailed in ATO Special Instructions (SPINS) are taken into
account. Unscheduled functional checkflights shall be arranged by the Operations Officer as soon as practicable after
receiving the request from the detachment/unit. The performance of these checks will depend upon scheduled
operations. The detachment/unit shall keep the operations officer informed of the current aircraft availability on a
continuing basis.

8.8.2 Air Plan Contents

The air plan shall contain as a minimum the following information:

1. Event number.

2. Launch time.

3. Recovery time.

4. Number and model of aircraft.

ORIGINAL 8-6
 NAVAIR 00-80T-122

5. Mission.

6. Fuel load required.

7. Call sign.

8. Controlling agency.

9. Frequency.

10. Date.

11. Sunrise, sunset, moonrise, moonset, and phase.

12. TACAN channel.

Additional notes should include the following data if appropriate:

1. The ready deck schedule.

2. Aircraft alert conditions prescribed by the Officer in Tactical Command (OTC).

3. Flight identification procedures in effect.

4. Alert condition of standby aircraft.

5. EMCON/HERO conditions.

6. Aircraft armament/ordnance loading.

7. Percent illumination/lux level.

8. Any other information required, including any restrictions or hazards to flight.

Copies of the ship’s air plan will be distributed in accordance with the ship’s requirements. When the ship conducting
flight operations is in company with other ships or as part of a task group/task force, the air plan should be published
by message prior to the day’s planned flight operations.

8.8.3 Flight Clearance

Written authorization, either in the form of a published flight schedule or other similar directive, shall be a prerequisite
for all flights. Unscheduled flights should be kept to a minimum. In addition, the pilot in command is responsible
for filing a completed manifest with the ship prior to launch.

Flights originating aboard a ship and terminating at a shore station require the filing of a written flight plan with the
ship. Ships shall relay flight plans to appropriate Air Traffic Control (ATC) facilities in a timely manner and pilots
shall confirm their flight plans with an appropriate ATC facility ashore as soon as practicable. The pilot in
command/flight leader is responsible for submitting the proper flight plan in advance of intended flights. When firm
information concerning departure and arrival times is available, the ship shall send a message as soon as possible prior
to the Estimated Time of Arrival (ETA) of the aircraft. Voice communications with the destination facility are
encouraged.

Minimum flight plan information should include those items listed in OPNAVINST 3710.7 (series).

The ship shall send a departure message, including aircraft type, aircraft bureau number, and Actual Time of
Departure (ATD) (ZULU).

8-7 ORIGINAL
NAVAIR 00-80T-122

If the flight from the ship to shore covers such a distance that communications with the ship are lost before
communications with the shore facility are established, then an immediate message shall be sent to the ship upon
arrival at the final destination to inform the ship of the aircraft’s safe arrival. If communications are established with
the shore facility before they are lost with the ship, then flight following is passed to the shore facility, and no further
communications with the ship are required. Upon arrival, an immediate message to the ship is recommended, but
not required. In any case, the ship shall maintain the original flight schedule for 3 months.

8.8.4 Post-Deployment “Fly-Off” Policy

Post-deployment “fly-offs” have statistically proven to be more hazardous because of the psychological factors
involved and, therefore, normally should not be conducted at night or under instrument flight conditions. Fly-off
distances shall not exceed 75 percent of maximum range for that particular aircraft.

8.8.5 Multiple Aircraft Operations from a Single−Spot Ship

While not specifically prohibited in this publication, multiple aircraft operations from a single−spot air−capable ship
should utilize risk management processes and consult appropriate aircraft custodial SOPs, guidance, and other
planning factors well in advance of planned operations.

8.9 SEARCH AND RESCUE REQUIREMENTS

SAR requirements are provided in Figure 8−2.

8.9.1 Plane Guard Ship

The plane guard ship shall maintain the rescue detail on deck during flight operations and be positioned as requested
by the Officer Conducting the Exercise (OCE)/CATF to rescue personnel either by boat or ship. The plane guard ship
shall monitor the appropriate launch/recovery frequency during flight operations.

8.9.1.1 Search and Rescue Helicopter Equipment

1. Operable hoist with rescue device.

2. Operable searchlight (for night SAR).

3. Sufficient liferafts to support passenger rescue equipments.

Note
See NTTP 3-50.1 for additional information.

8.10 PREOPERATIONAL PROCEDURES

The mark of a smart ship is the punctuality with which it meets scheduled evolutions. Since delays in launching can
be caused by failure of any one link in the organization, every effort must be made to prevent this failure. The
following paragraphs outline the preparation and timing necessary to prevent delays.

8.10.1 Time Schedule

All flight preparations shall be completed in sufficient time to permit pilots to inspect, warm up, and check their
aircraft prior to scheduled launch time. More time will be allowed for aircraft preparation under night or adverse
weather conditions.

ORIGINAL 8-8
 NAVAIR 00-80T-122

SHIP AT ANCHOR SHIP UNDERWAY

OPERATION DAY NIGHT (1) DAY NIGHT (1)
C or G or H; A; or G and H;
Troop Lift (2) C or H A or F
or E and I or E and H
Single
I H; or G and I I H; or G and I
Helicopter
Multiple
D or H B or F D or G or H B or H
Helicopter (3)
Vertical
Short Takeoff B; or G and H;
C or H A or F D or G
Landing or E and H
(V/STOL)
All options listed in order of desirability.
A. SAR−equipped helicopter (automatic hover capability) airborne.
B. SAR−equipped helicopter (automatic hover capability) in Alert Condition 5 or airborne.
C. SAR−equipped helicopter in Alert Condition 5 or airborne (with or without automatic hover capability).(4)
D. SAR−equipped helicopter in Alert Condition 15, 5, or airborne (with or without automatic hover capability).(4)
E. Non−SAR equipped hover capable aircraft airborne with appropriate liferafts (may conduct other missions in
the immediate area).
F. Safety boat in water.(5)
G. Plane guard ship monitoring land/launch frequency and in position (normally 2,000 yards abeam and 1,500
yards astern, per ATP−1).(5)
H. Safety boat ready, crew on station.(5)
I. Safety boat ready, crew assigned and on immediate call.(5)
NOTES:
1. If sea state would prevent rescue by ship or boat, a SAR-equipped helicopter with automatic- hover
capability must be available in order to conduct flight operations.
2. Troop lift is any single- or multiple-helicopter operation involving the movement of combat-equipped
troops over water.
3. Multiple-helicopter operations are non-troop lift evolutions, either more than one helicopter airborne
within the task force or one helicopter conducting multiple takeoffs and landings (i.e., Deck Landing
Qualifications [DLQs]) at a single deck.
4. SAR-equipped (no automatic-hover capability) helicopter requirements are SAR swimmer, operable
hoist, and sufficient liferafts to support passenger rescue requirements.
5. The ship itself or its rescue boat (Rigid Hull Inflatable Boat [RHIB], Motor Whale Boat [MWB], zodiac,
etc.) are the primary rescue assets during routine operations. If sea state would prevent rescue by ship
or boat, a SAR-equipped helicopter in Alert 30 must be available.

Figure 8−2. Search and Rescue Requirements

8-9 ORIGINAL
NAVAIR 00-80T-122

8.10.2 Flight Quarters

The OOD shall set flight quarters in time for all personnel to man stations and to complete preparations prior to flight
operations. The following stations will report to the OOD/aviation officer when ready:

1. Flight deck.

2. Crash crew and firefighters.

3. Medical crew.

4. Rescue boat detail.

5. CIC.

6. HCS/LSO.

7. Pilot’s Landing Aid Television (PLAT) (when installed).

8. MCM launch crew (when embarked).

9. Helicopter Direction Center (HDC)/Air Operations Control Center (AOCC).

10. Fuel crew.

ORIGINAL 8-10
 SEE IC # 11 NAVAIR 00-80T-122

CHAPTER 9

Normal Procedures
9.1 RAST- EQUIPPED AIR- CAPABLE SHIPS

For single aircraft operations in a peacetime environment, sea states normally will inhibit flight operations before
cloud base and visibility. Flight operations should be curtailed when the ship’s ability to rescue ditched
aircrew becomes degraded. Figure 9- 1 provides ship maneuvering restrictions during flight operations. Figure 9-
2 shows a typical sequence for flight operations.

The launch and recovery shipboard communication system incorporates the FDSSS/Bridge Information and Display
System (BIDS) at the HCO and LSO stations. The system provides for a positive indication of operational requests
(engage, launch, recover, etc.) and positive indication of OOD responses (YES/NO) through illuminated capsules
on the bridge, CIC, HCO, and LSO station. The system provides direct communications between the flight deck and
bridge without unnecessary communications on the 1JG circuit. The system is designed to provide the OOD with
continuous flight deck operation status. When the operation is completed and the associated ship maneuvering
restrictions are no longer required, the LSO or HCO will place the request switch on his/her console to OFF. This
will extinguish all capsule lights on the BIDS, providing positive indication to the OOD that the ship is free to
maneuver. The utilization of BIDS is necessary during RAST flight operations because the FDSSS lights have
different meanings during RAST launch and recovery (Figure 9- 3).

D Regardless of deck status, ship maneuvers (to include speed changes) shall
be restricted anytime an aircraft is on deck to avoid conditions that will
expose the aircraft to direct contact with the sea or waves over the deck.
If there is doubt in the ability to predict or avoid such conditions, the rotor
system shall be disengaged as soon as possible. Combined wave and swell
effect can result in seawater over the flight deck of FFG 7, and DDG 79
class ships, resulting in helicopter damage. Additionally, the wave action
created by the Venturi effect between UNREP ships can cause rotor system
damage. Contact between an engaged rotor system and the sea can result
in catastrophic rotor damage and the loss of life of aircrew and flight deck
personnel.

D Aft quartering seas reduce ship stability and may quickly and unpredictably
generate large deck motions. High speed reduces freeboard and increases
instability. Low freeboard ships (FFG, DDG) are particularly susceptible
to hazardous deck conditions. All these conditions increase the probability
of loss of aircraft or life.

9-1 ORIGINAL IC 11
 SEE IC # 11
NAVAIR 00-80T-122

9.1.1 RAST Main Probe Chock Removal/Installation Procedures

9.1.1.1 Installation

1. Ensure aircraft brakes, chocks and chains have been applied, and RSD beams are closed and latched around
the RAST main probe.

2. Insert the chock rings through the rod and against the collar such that the pins extend between the chock ring
and the body of the chock flange (thumbscrew must be loose).

3. Position the chock and collar along the rod to ensure even reach on both sides of aircraft for installation. Tighten
thumbscrew against the flat to lock the collar and chock in position.

4. Push the rod from one side of the RSD until personnel on opposite side can safely reach end of rod.

5. Lift up rod from both ends and position slot in bottom of chock over a set of pins one (1) position forward of
probe. Chock will not fit in any pin position that the probe is already in.

Note
The chock will fit in every arresting beam position, but may interfere with
operation of the forward flag if mounted in the forward-most set of pins.
Installation in forward-most pins is not recommended.

ORIGINAL IC 11 9-2
 SEE IC # 11 NAVAIR 00-80T-122

OCCASION RESTRICTIONS REMARKS FDSSS BIDS

Helicopter chained in None. None.
hangar.
Straightening and Six personnel (LSO, TRVS
traversing in/out. CAUTION FDD, brakerider,
chockmen/chainmen
Maintain steady [2], and power cable
course. tender) are required.
Helicopter on deck None. If winds of 45 knots
locked in RSD. or gusts to 60 knots
(Tiedown chains will are expected, fold
be applied when and secure main
normal ship rolls rotor blades.
exceed 10_ and
launch is not
imminent.)
Spreading/folding None. SPRD
main rotor blades. CAUTION

Maximum windspeed
over deck 45 knots
from any direction.
Spreading/folding tail None. SPRD
pylon. CAUTION

Maximum windspeed
over deck 45 knots
from any direction.
Engaging rotors None. AMBER (RED after ROTR
engagement)

Maintain steady
course. Maximum
windspeed over
deck 45 knots
from any direction.
Launch None. GREEN LNCH

Maintain steady
course, wind
and ship
dynamics within
appropriate
wind envelope.

Figure 9- 1. Maneuvering Restrictions During Flight Operations and RAST- Equipped Shipboard
Communications System Indications (Sheet 1 of 2)

9-3 ORIGINAL IC 11
 SEE IC # 11
NAVAIR 00-80T-122

OCCASION RESTRICTIONS REMARKS FDSSS BIDS

Recovery day VMC Ship steady on Base RAST recovery GREEN RCVR
Recovery Course procedures are
(BRC) by the time contained in H-60
aircraft is at 1/4 nm, NFM.
wind and ship dynamics
within appropriate All others GREEN
envelope.
Recovery night and Ship steady on BRC by RAST recovery GREEN RCVR
IMC the time aircraft is at 3 procedures are
nm on final, wind and contained in H-60
ship dynamics within NFM.
appropriate envelope.
All others GREEN
Refueling (hot) None. Warn aircraft of RED
intentions.
Rotor shutdown If maneuvering will AMBER ROTR
cause windspeed
over deck to exceed
Maintain steady 45 knots, clamps
course. Maximum shall be installed
windspeed over immediately after
deck 45 knots shutdown and prior
from any to maneuver
direction. execution.
HIFR Wind 300_ to 360_ Deck personnel GREEN HIFR
relative, 10 to 30 knots. properly trained. Fuel
hoses properly
recirculated and fuel
samples taken at
nozzle. Warn aircraft
of changes in course.
Figure 9- 1. Maneuvering Restrictions During Flight Operations and RAST- Equipped Shipboard
Communications System Indications (Sheet 2)

ORIGINAL IC 11 9-4
 SEE IC # 11
NAVAIR 00-80T-122

Times listed are to be used as a guideline for including steps in individual ship helicopter bills.
TIME ACTION
90 Minutes CIC: Check all communication, navigation, and tactical support systems for
readiness, report discrepancies to OOD, and report status to the flightcrew.
Provide the flightcrew with the tactical mission brief and completed brief
sheets. Light off Winch Hydraulic Power Unit (WHPU).
85 Minutes LSO/FDD: Traverse helicopter out and spot for launch.
60 Minutes Bridge: Commence maneuvering ship to obtain a position that will provide
minimum degradation of station when engagement/launch courses are
established. Make a 1 MC announcement including intended time of takeoff
and team for flight quarters.
CIC: Ensure required COMSEC and keyed cryptographic materials are
provided.
Aircrew: Brief in hangar vicinity, examine helicopter discrepancy log, and gather
flight gear.
45 Minutes Aircrew: Preflight helicopter.
30 Minutes Bridge: Sound flight quarters and commence bridge helicopter operations checklist.
CIC: Commence CIC helicopter operations checklist.
Aircrew: Man aircraft, complete checklist up to start engines. Make all preparations
for flight.
Helicopter Detail: Man flight deck in proper equipment.
LSO: Commence LSO checklist.
HCO: Man tower. Commence HCO checklist. Energize SGSI and HRS.
Others: Lower safety nets.
25 Minutes Helicopter Detail: Conduct FOD walkdown.
20 Minutes Helicopter Detail: Man all stations and prepare to start engines.
Aircrew: Request permission to start engines.
HCO: Report manned and ready to LSO.
18 Minutes LSO: Request engagement winds.
Aircrew: Start engines.
15 Minutes LSO: Signal engagement clearance (amber light). On UHF, pass “cleared to
engage, winds _____, pitch _____, roll _____, altimeter _____.”
Aircrew: ON FDD signal, engage rotors.
LSO: Signal red deck; warn flight deck/flightcrew before maneuvering.
3 - 1 Minutes Aircrew: Report ready for launch.
LSO: Pass heading, winds, altimeter, pitch and roll. Request clearance to launch
via BIDS.
Bridge: Signal clearance to launch via BIDS.
LSO: Signal amber deck.
Deck Crew: Remove electrical/data-link cords and tiedown chains.
LSO: (when deck is steady) Signal green deck.

Figure 9- 2. Typical Sequence of Events for Flight Operations (Sheet 1 of 2)

9-5 ORIGINAL IC 11
 SEE IC # 11
NAVAIR 00-80T-122

TIME ACTION
0 Minutes Aircrew: Take off on signal from LSO.
Bridge: Continue to hold ship steady until after “Operations normal”; then pass the
word to “Secure from flight quarters. The ship expects to reman flight
quarters at _____.”
CIC: Assume control after “Operations normal” report for passing of control from
LSO.
Detachment: Secure as directed by LSO.
Helicopter Detail: Secure as directed by HCO.

Figure 9- 2. Typical Sequence of Events for Flight Operations (Sheet 2)

DECK
ACTION STATUS
LIGHTS
LAUNCH — Upon takeoff LSO reports:

All clear GREEN

Aircraft fouled AMBER

RECOVERY — On final and recovery granted LSO by bridge via BIDS GREEN

— Stop lowering helicopter messenger cable AMBER

— Raise helicopter messenger cable GREEN

— LSO applies hover tension to RA cable AMBER

— LSO directs helicopter to land GREEN

— Helicopter trapped in RSD RED

— Helicopter misses RSD AMBER

NOTE
For RAST/free deck operations, the deck status light is used as
a visual means of communication between the LSO and the
flightcrew and will change as part of the takeoff/landing evolution.

Figure 9- 3. Recovery Assist, Securing, and Traversing Flight Deck Status Light Signals

ORIGINAL IC 11 9-6
 SEE IC # 11
NAVAIR 00-80T-122

6. Work/push chock in place over pins.

7. Visually verify that the middle section of the RAST main probe is above the internal diameter of the chock
rings. If the middle section of the probe is not clearly above the internal diameter of the chock rings, remove
the chock in accordance with removal instructions and use routine procedures to deal with RSD/probe slipping
until the height of the middle probe is adjusted above the chock rings.

Note
Due to variances in deck and track elevations, and aircraft strut servicing
and center of gravity, recommend adjusting middle probe height greater
than 11 inches above the deck.

8. Work/pull the rod toward the collar until pins are released. Pull the rod and collar from under the aircraft.

9. Perform routine straightening and traversing operations. If the probe slips forward, it will travel one position
and stop on the chock.

9.1.1.2 Removal

1. Ensure that aircraft brakes, chocks, and chains have been applied, and that the RSD beams are closed and
latched around the RAST main probe.

2. Position collar along the rod to ensure even reach on both sides of the aircraft for removal. Tighten the
thumbscrew against the flat to lock collar position.

3. Push rod from one side of the RSD through the rings on top of the probe chock until personnel on the opposite
side can safely reach the end of the rod.

To avoid injury to personnel, keep hands over RSD side covers and away
from arresting beam open positions.

4. Keeping hands over RSD side covers, hold the rod up to keep the chock in the air when arresting beams open.

5. Open arresting beams and pull the chock from under the aircraft, away from the collar.

6. Close arresting beams.

9.2 STOWAGE OF AIRCRAFT AND EQUIPMENT

On those ships possessing a hangar deck, steps should be taken to ensure adequate and proper stowage of aircraft.
Proper tiedown padeyes, adequate clearance between aircraft components and obstructions, adequate lighting, proper
ventilation, and equipment stowage facilities are considered minimum requirements. Where facilities dictate, a
hangar deck officer shall be assigned. He/she is responsible for all aircraft movements and safety considerations
within the hangar. Except when an aircraft is being moved, tiedowns and chocks shall be in place to ensure proper
security. Tiedowns shall run from proper tiedown fittings on the aircraft to a padeye on the deck and, if appropriate,
high point tiedowns on the bulkheads, without pressing against struts, hydraulic lines, tires, or any other portion of
the helicopter. Tiedowns shall be affixed to the aircraft in accordance with NATOPS requirements for that aircraft.

9-6a (b Blank) IC 11
 NAVAIR 00-80T-122

CAUTION

Aircraft shall never be tied down over an expansion joint or partially on an

elevator. Chocks should be adjusted to fit snugly on the main mounts with
the adjustable end pointing aft on the aircraft.

Note
Skid-configured helicopters do not require chocks.
The air officer/aviation officer may adjust the number of tiedowns required when such action is indicated because
of aircraft model. He/she will order an increase in the number of tiedowns required when such action is indicated due
to expected wind, sea state, or ship’s maneuvers.

9.2.1 Tiedown Requirements

Tiedowns will be removed only when signaled by an aircraft director. Tiedowns shall be affixed to the aircraft to
preclude movement in any direction. This requires that they tend to oppose each other. Tiedowns should be as equally
distributed on the aircraft as possible.
Aircraft shall be tied down as directed. Unless otherwise specified, chain tiedowns shall be used exclusively.
Tiedowns must run from a proper tiedown fitting on the aircraft to a padeye on the deck without pressing against oleo
struts, hydraulic lines, tires, or any other portion of the aircraft. When an aircraft is spotted adjacent to an elevator,
tiedowns shall not be attached to the elevator or across the safety stanchions.

Deviating from the prescribed initial aircraft tiedown configuration is not

authorized prior to launch, as deviations may lead to an oversight of
tiedown removal, which may result in an attempt to launch with tiedowns
attached. This condition may result in uncontrolled flight, dynamic
rollover, or loss of aircraft or aircrew.

9.2.1.1 Initial Tiedown

This configuration is required for all aircraft prior to launch, upon recovery, immediately after an aircraft is respotted,
or immediately preceding movement of an aircraft. (Initial tiedown configurations for each aircraft are depicted in
Appendixes C through R.)

9.2.1.2 Permanent Tiedown

This configuration is required when not at flight quarters or when an aircraft is not scheduled or expected to be
launched or respotted. (Permanent tiedown is applied by the crew chief/plane captain in accordance with NATOPS
flight manual and existing maintenance instructions.)

9.2.1.3 Heavy Weather Tiedown

This configuration is required when an increase in aircraft security is required during high winds, heavy seas, or for
prolonged periods of heavy maintenance. (Heavy weather tiedown is applied by the crew chief/plane captain in
accordance with NATOPS flight manual and existing maintenance instructions.)

9-7 ORIGINAL
NAVAIR 00-80T-122

9.2.2 Hangar Operations

LAMPS avionics operations for either training or maintenance evolutions may be continuously conducted in the
hangar in temperatures below 41C. The nose, cockpit, and cabin doors should be open when in the hangar. Hearing
protection is required in the hangar when the avionics systems are operating, even when acoustic mufflers are installed
in the aircraft air exhaust ports.

The build up and break down of AN/ALE-39 or AN/ALE-47 systems consisting of AECM devices (infrared and chaff
countermeasures) shall take place within the aviation repair space as designated in naval message by
COMNAVSURFOR’s War Fighting Improvement Program (WFIP).

9.2.3 Stowage of Auxiliary (Aux) Fuel Tank

1. If the Air Detachment OIC or MO determines there is a significant amount of fuel remaining in the aux tank,
transfer fuel to main tanks using aircraft fuel transfer system, or defuel in accordance with NAVAIR 01-1A-35
(AIRCRAFT FUEL CELLS AND TANKS) and the NAVAIR 00-80T-109 (AIRCRAFT REFUELING
NATOPS MANUAL).

2. Drain remaining fuel from the aux tank low-point in accordance with NAVAIR H-60 GAI Interactive
Electronic Technical Manual (IETM).

3. Remove the aux tank from the aircraft in accordance with series specific airborne weapons/stores loading
manuals.

The empty aux tank weighs 132 pounds. To prevent injury to personnel or
damage to equipment, ensure a minimum of three personnel are available
to carry the aux tank by hand, if required.

4. For temporary stowage:

a. Aux tank can remain on handling equipment inside the hangar, provided adequate space is available and
the equipment is securely tied down and grounded.

b. Aux tank can be removed from handling equipment and secured and grounded directly to the deck.

CAUTION

To avoid damage to the aux tank, padding should be used between the aux
tank and the hangar deck/tie downs when the aux tank is secured directly
to the deck.

c. When there is no practical way to provide adequate space on the hangar deck for stowage, the aux tank may
be temporarily stowed in the double-cradle per steps 5.b. through i., with approval from both the Air
Detachment OIC and ship’s Gas-free Engineer. The Gas-free Engineer shall affix a tag to the aux tank stating
that it is drained, but not air-purged, for temporary stowage.

ORIGINAL 9-8
 NAVAIR 00-80T-122

5. For long-term stowage:

Note
For ships without long-term double-cradle stowage baskets, stowage
location is at the discretion of the Detachment OIC and ship Commanding
Officer.

a. Air purge the aux tank in accordance with NAVAIR 01-1A-35 (AIRCRAFT FUEL CELLS AND TANKS)
WP 006 00.

b. Utilize handling equipment or appropriate personnel to transfer the aux tank to the double-cradle stowage,
located in the forward inboard section of the port hangar (Figure 9−4).

CAUTION

The empty aux tank weighs 132 pounds. To prevent injury to personnel or
damage to equipment, ensure a minimum of three personnel are available
to carry the aux tank by hand, if required.

c. Unbolt the upper ring frame and open it wide.

d. Tilt selected lower basket away from the ship’s bulkhead.

e. Manually lift the aux tank and, with the two suspension lugs facing outboard, insert the nose into the lower
basket while slowly pushing the waist of the aux tank into the opened upper ring frame. The lower basket
is designed to swivel during this process.

f. When the aux tank is positioned vertically, close and bolt the upper ring frame.

g. Connect the tiedown strap/threaded connector between the basket ring and one of the two suspension lugs
of the aux tank in order to restrain vertical movement.

h. Connect a grounding strap between the electrical ground connector of the aux tank and the specifically
installed bulkhead ground point.

Ensure the aux tank is fully fastened and secured in its designated cradle
stowage. Improperly secured aux tanks may fall from the stowage cradle due
to ship’s motion, and can cause injury to personnel or damage to the helicopter.

Note
 The helicopter in the port hangar should be traversed a sufficient distance
towards the flight deck in order to clear the double-cradle area for the
stowage operation.
 Helicopter tiedown chains may have to be removed to facilitate the stowage
process. Tiedown chains should be replaced as soon as possible to prevent
inadvertent aircraft motion.

9-9 ORIGINAL
NAVAIR 00-80T-122

Notes:
1. Side-by-side cradles illustrated above are designed for DDG 103 and later, and are located in the port
hangar, inboard side. The design is also installed on a few ships among DDG 79-102.
2. Details and tank orientation differ for DDG 79-102. Straps and deck-mounted rubber padding have
replaced half of the rings and the basket.
3. This modification may be installed on other ships.

Figure 9--4. Stowed Aux Tanks

i. Clean the handling equipment (if used) of fuel residue and return it to its designated storage location.

6. To retrieve the aux tank from long term stowage, perform the procedures in step 5 above in reverse order.

9.3 SAFETY

The safety of personnel and equipment is the primary consideration in all evolutions. Aircraft handling personnel
are specifically charged with the responsibility of reporting to higher authority any unsafe practices or conditions that
may affect the safety of personnel or equipment. All aircraft movements shall be controlled by a qualified
director/LSE. The director/LSE shall be a graduate of an approved LSE training course in accordance with Chapter 5.
Additional handling personnel required for specific type helicopters and/or ships should also be graduates of this
course. With concurrence of the ship’s commanding officer, a competent designated LSE may be charged with the
training of helicopter handling crews.

Aircraft shall be moved only with the express authority of the person in charge of the flight deck. The FDO or the
person placed in charge of the ship’s flight deck crew is responsible for ensuring that all tractors, tow bars, chocks,
tiedowns, and other equipment, as appropriate, are in satisfactory condition and operating properly. In cases where
there is a hangar deck officer, he/she too is charged with these responsibilities. Defective equipment shall be taken
out of service and replaced or repaired. Tow bars, chocks, and tiedowns shall be stowed in designated spaces when
not in use.

ORIGINAL 9-10
 NAVAIR 00-80T-122

9.4 MOVEMENT OF AIRCRAFT

Unless otherwise specified in the individual aircraft NATOPS flight manual, the following personnel are considered
minimum for movement of an aircraft on the flight deck or hangar deck: a qualified Flight Deck Director (FDD), two
chock/tiedown personnel, a brakerider (not required for skid−configured helicopters) and two safety observers (one
per side). For RAST−equipped air−capable ships, an LSO, or traverse−qualified member of the detachment, and
power cable tender are required and will act as the two safety observers.

Failure to remain clear of the aircraft while it is in motion can result in

injury to personnel. Nonessential personnel shall remain clear and
personnel involved with the aircraft move shall not position themselves in
front of aircraft wheels.
The FDD is responsible for the safe movement of the helicopter. In preparing to move an aircraft, the director shall
ensure the following occur:
1. The cockpit is manned by a pilot, plane captain, or qualified brakerider. Aircraft being moved shall have only
the designated brakerider aboard. All other personnel shall vacate the aircraft prior to removal of tiedowns and
chocks.
2. The tow bar is securely attached to the aircraft and to the tractor (if applicable). If the aircraft is to be moved
by hand, the tow bar shall be properly tended by another director or specifically designated tow bar person.
3. All equipment in the hangar and on the flight deck is properly stowed and clear of the aircraft, and adequate
clearance exists to permit safe movement.

CAUTION

When moving an aircraft into or out of any hangar, ensure that the hangar
door is fully open and there is adequate clearance. The retractable hangar
should be in the fully retracted position until aircraft movement is
completed.
4. For RAST−equipped air−capable ships, a thorough FOD check is completed on the track slot, and the RAST
cable reeling machine and pulley are free to turn.
5. Permission to move the aircraft shall be obtained from the OOD on the bridge.

Except for safety of navigation, the OOD shall not execute turns unless
flight deck personnel have been notified and given sufficient time to secure
the aircraft.
6. Safety observers are posted as required to ensure safe clearance when in proximity to other aircraft, bulkheads,
or other obstructions.

9-11 ORIGINAL
NAVAIR 00-80T-122

7. The brakerider shall check the brakes for proper operation.

CAUTION

If an aircraft with inoperative brakes must be respotted, the cockpit shall

not be manned and personnel will remain in position to chock the main
wheels instantly if ordered. Failure to chock aircraft may result in unwanted
movement and damage.

8. All tiedowns and chocks are removed.

9. All personnel engaged in the movement of aircraft shall wear appropriate flight deck shoes and approved
flotation devices with attached whistle and strobe light.

9.4.1 Brakerider

In manning the aircraft to be moved, the brakerider shall:

1. Ensure that safety pins are in place in the landing gear.

2. Adjust seat and rudder pedals to permit proper actuation of the brakes.

3. Conditions permitting, open cockpit windows/doors to facilitate emergency egress. Cranials shall be worn.
Sound attenuators shall be “cracked” to allow the brakerider to hear emergency whistles, unless other aircraft
are turning on deck.

4. Ensure that windows are sufficiently clean to maintain visual reference with the FDD.

5. Advise the FDD of any unusual condition or an aircraft discrepancy that might make any movement hazardous.

6. Use seatbelts and shoulder harness and wear personal inflatable flotation gear. Before having the chocks
removed, the FDD shall signal for brakes and receive visual or verbal confirmation from the cockpit that the
brakes are being held. The helicopter tailwheel or nosewheel shall be unlocked only on signal from the director.

9.4.2 Movement Safety Rules

Personnel (including the aft lookout on RAST−equipped air−capable ships)

shall not enter, exit, or approach the aircraft while traversing except to
install chocks or chains.

While aircraft are being moved, the following rules shall be observed:

1. For RAST−equipped air−capable ships, all aircraft movement will occur under direct voice control of the FDD.
If the LSO has any doubt concerning the FDD’s instructions, or if constant voice communications are lost with
the FDD, aircraft movement shall be stopped until the question has been resolved or communications are
restored.

ORIGINAL 9-12
 NAVAIR 00-80T-122

2. Ensure aircraft is folded in accordance with associated aircraft NATOPS manual (if applicable).

3. Prior to commencing aircraft movement, attempts should be made to minimize deck roll. Should movement
be necessary under heavy deck roll conditions, a walk−chain method is advisable.

4. Ship speed should not be less than 6 knots in order to prevent fin stabilizers from becoming ineffective.

Any requirement to energize/deenergize fin stabilizers or to maneuver the

ship during an aircraft movement evolution shall immediately be
transmitted to the flight deck where aircraft movement shall cease and
tiedowns be applied. Failure to do so may result in injury or death.
5. Should a ship maneuver be necessary during an aircraft move, an announcement shall be made over the MC
system to allow the move to be suspended before the ship turn commences.

6. Movement shall be slow enough to permit a safe stop to be made within the clear space available, and in no
case faster than the chock and chain personnel can walk.

7. The FDD shall ensure he/she is at all times plainly visible to the brakerider in the cockpit whenever the aircraft
is moving.

8. Chock and chain personnel shall closely tend each main wheel, and brakeriders shall be prepared to apply
brakes as necessary to prevent excessive speed.
9. Tractor drivers shall not move aircraft except under the control of a designated FDD.
10. All personnel involved with aircraft movement shall be equipped with a whistle that they shall hold in their
mouth while engaged in aircraft movement. The whistle shall be used to signal for brakes and chocks.
11. Rotorcraft shall not be towed with rotors engaged.

Movement of aircraft into a hangar or to a more sheltered area of the flight

deck and securing of aircraft must be accomplished prior to encountering
heavy weather. Failure to do so may result in injury or death.
12. The signals in NAVAIR 00−80T−113 (Aircraft Signals NATOPS Manual) shall be adhered to while moving
an aircraft.
In all aircraft movement, safety is paramount. When moving aircraft by hand, the aircraft should be moved against
the movement of the deck. This requires that the aircraft always be pushed rather than allowing it to roll with the
movement of the ship. This may not always be practical, particularly in a DDG FLT II with a sloped flight deck. None
of the foregoing shall be construed to require any individual to place his/her personal safety in jeopardy. This is
particularly applicable at night or during periods of heavy weather. All personnel are to exercise prudence, judgment,
and common sense in all aircraft evolutions.

9-13 ORIGINAL
NAVAIR 00-80T-122

For prolonged periods of storage of aircraft, due consideration shall be given to weather protection, defueling
provisions, preservation, proper blade stowage, and fire prevention and firefighting procedures. Individual types of
aircraft have peculiar stowage problems.
On FFG 7 Class ships, when performing helicopter maintenance on the flight deck or with the helicopter partially
in the hangar or when traversing the aircraft while secured in the RSD, restrict power output on the HF whip antennas
(designated 2−3 and 2−4) to 250 watts and forward whip antenna (designated 2−2) to 500 watts at certain frequencies
below 10 MHz.

 A Radio Frequency (RF) burn hazard to personnel can exist on the exterior
of the MH−60R/SH−60B aircraft and arcing may occur at the RAST RSD
because of HF radiation from nearby whip antennas.

 On RAST−equipped air−capable ships, during traverse, certain

combinations of pitch and roll may result in the tail probe unseating from
track slot. This may result in uncontrolled aircraft movement. This
condition is aggravated at aircraft low−fuel states because of raised center
of gravity and could result in injury or death.

CAUTION

On FFG 7 Class ships, impact with hangar door or catwalk may occur with
as little as 10 degrees of ship’s roll. Extreme caution and close coordination
must be exercised by the FDD and LSO to prevent damage to the aircraft.

9.4.2.1 Report of Damage to an Aircraft

Any damage to aircraft, no matter how slight, shall immediately be reported to the OOD, who shall immediately
report the incident to the air officer/HCO and aviation unit officer−in−charge. The aircraft shall not be flown until
it has been inspected and declared to be in an “up” status by authorized personnel. Reports of these occurrences shall
be made in accordance with OPNAVINST 3750.6 (Series).

9.4.3 MQ−8B Handling

The MQ−8B may be moved using an approved towing vehicle or may be moved manually with a sufficient number
of handlers to ensure positive control over the MQ−8B. The maximum towing weight is 3,150 pounds with landing
gear tow fittings. The maximum towing weight is 3,150 pounds with the HT-400-FS tow bar assembly. Movement
using an approved towing vehicle also requires the use of ground handling wheels and a tow bar (Figures 9−5 and
9−6). The MQ−8B has attaching points for a tow bar on the forward landing gear struts. The ground handling-wheel
sets are attached to each landing gear skid forward of the aft skid struts. Ensure the MQ−8B is towed only at a rate
consistent with safety by using light brake pressure to slow if necessary.

On FFG 7 Class ships, when performing helicopter maintenance on the flight deck or with the helicopter partially
in the hangar, or when traversing the helicopter, restrict power output on the HF whip antennas (designated 2−3 and
2−4) to 250 watts and forward whip antenna (designated 2−2) to 500 watts at certain frequencies below 10 MHz.

ORIGINAL 9-14
 NAVAIR 00-80T-122

Figure 9−5. Ground Handling Wheels

Figure 9−6. HT−400−FS Tow Bar

9-15 ORIGINAL
NAVAIR 00-80T-122

A Radio Frequency (RF) burn hazard to personnel can exist on the exterior
of the MQ−8B and arcing may occur because of HF radiation from nearby
whip antennas.
9.5 AVIATION FUELING
9.5.1 General
Aircraft are normally fueled as soon as possible after recovery. It is the responsibility of each plane captain to ensure
that his/her aircraft is refueled after each flight or maintenance turnup.
Fueling/defueling shall be conducted in accordance with NAVAIR 00-80T-109 (Aircraft Refueling NATOPS
Manual); NSTM Chapter 542 (Gasoline and JP-5 Systems); ship’s operational sequencing system or operations and
maintenance instructions; TYCOM instructions; and applicable NATOPS flight manuals. See Figure 9−7 for a
sample fueling station bill.
1. Refer to NAVAIR 00-80T-109, Chapter 4, for refueling safety precautions.
2. Refer to NAVAIR 00-80T-109, Chapter 5, for a description of shipboard aircraft refueling equipment.
9.5.2 Fueling on Deck
Refer to NAVAIR 00-80T-109 and NSTM Chapter 542 for cold and hot aircraft refueling procedures.
9.5.3 Helicopter In-Flight Refueling (HIFR)
9.5.3.1 HIFR Equipment
Refer to NAVAIR 00-80T-109, Chapter 5, for a description of HIFR equipment.
9.5.3.2 HIFR Crew Personnel Duties
Duties of personnel during HIFR are:
1. The aviation officer/HCO shall ensure that a flight deck officer/LSE and the flight deck crew are in position
during HIFR operations.
2. The engineering officer/aviation fuels officer on air-capable ships is responsible to the commanding officer
for the entire aviation fuel system. This includes care and maintenance of the HIFR system. They shall ensure
that adequate Fueling At-sea Station (FAS)-qualified personnel are assigned to meet fueling requirements and
that fuel quality surveillance standards are maintained in accordance with NAVAIR 00-80T-109, Chapter 3.
3. The DCA on air-capable ships shall ensure that the helicopter fire party is properly organized and trained.
4. The FDO/LSE shall ensure that personnel not concerned with the refueling are kept clear of the area.
5. The officer/petty officer in charge of the fueling station shall ensure that the fueling equipment is in a good
state of repair and shall notify the FDO when ready for HIFR operations. They are responsible for maintaining
the fueling equipment and for ensuring that fuel is examined and tested prior to commencement of refueling
operations.
6. The HCO shall ensure that HIFR lights are operational and illuminated during HIFR operations.
7. The deck crew must consist of a crew leader and at least two hose handlers. The crew leader is responsible for
using the grounding wand to discharge static electricity and for ensuring that a hose handler properly attaches
the HIFR assembly to the hoist hook. The hose handlers are responsible for minimizing the slack in the HIFR
hose during the refueling evolution.

ORIGINAL 9-16
 NAVAIR 00-80T-122

DIVISION/OFFICER STATION PROVIDE DUTY

Day — Red and green paddles
FIRST LT Flight Deck OIC visual signalman
Night — Red and green wands
FIRST Fantail Night — Red and green wands Visual signalman
North Island (Wiggins) rig or
Tend fuel line
FIRST Fantail NATO High Capacity (NHC)
(applicable for overfueling)
assembly
ENG/AVIATION OIC of fueling system and
Flight Deck
FUELS OFFICER firefighting party
Sound-powered phones/
R Flight Deck Integrated Voice Communication 4-JG or 4-JV talkers
System (IVCS)
Pumping Sound-powered phones/IVCS
R 4-JG or 4-JV talkers
Station
Pumping
R Man purifier and transfer valves
Station
FIRST Flight Deck Sound-powered phones JG-JV talkers
R Flight Deck Sound-powered phones Tend fuel outlet valve

Figure 9−7. Sample Fueling Station Bill

9.5.3.3 HIFR Procedures

Refer to NAVAIR 00-80T-109, Section 6.2.6, for HIFR procedures. Figure 9−8 shows the NATO High-Capacity
(NHC) compatible HIFR assembly in standard NATO and USN configuration. Figure 9−9 displays flight deck
layouts prior to and during HIFR operations on FFG, DDG, and CG platforms.

9.5.3.4 Additional Procedures/Conditions for HIFR at Night

Because of the inherently greater risks to aircrew and flight deck crew, practice night HIFR evolutions should not
be performed. When operational necessity dictates the conduct of night HIFR, the following conditions shall exist:

1. A visible natural horizon as viewed by the pilot.

2. Ship motion should not exceed 5 pitch and 10 roll.

Night HIFR evolutions involve inherently greater risk to flightcrews and

flight deck personnel. Extreme caution should be exercised in planning and
conducting night HIFR evolutions.

3. Turn on the HIFR heading lights and position the LSE with both amber wands at the helicopter control point.

4. Establish radio contact with the helicopter and pass the ship’s course and speed, pitch and roll, and relative
wind.

9-17 ORIGINAL
NAVAIR 00-80T-122

9.5.3.5 JP-5 Fuel Quality

Aircraft shall not be refueled if fuel is not clean and bright; contains more
than 2 mg/L of particulate matter; or contains more than 5 parts per million
(ppm) of free water.

1. Refer to NAVAIR 00-80T-109, Chapter 3, for fuel quality surveillance procedures.

2. Refer to NAVAIR 00-80T-109, Section 5.2.3 for fuel testing laboratory equipment requirements.

3. Refer to MIL-HDBK-844(AS) (Aviation Refueling Handbook) for a list of shore-based aviation fuel
laboratories.

Figure 9−8. NATO High-Capacity (NHC) Compatible HIFR Assembly in Standard NATO and USN
Configuration

ORIGINAL 9-18
 NAVAIR 00-80T-122

FFG NHC LAYOUT

HELICOPTER IN-FLIGHT REFUELING OPERATIONS

HELICOPTER HOVERS PARALLEL TO SHIP'S CENTER LINE
WITH THE HOIST ABOVE THE "H" MARKING
X HOSE HANDLER
6. HOSE FITTING SECURED TO DECK
® FUEL STATION
.. 10' HOSE SADDLE AND NOZZLE
H HIFR DECK MARKING
A GROUNDING PERSONNEL
= COLLAPSIBLE HOSE
• NON COLLAPSIBLE HOSE

Figure 9−9. Standard Flight Deck Layout Prior to and During HIFR Operations (Sheet 1 of 3)

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NAVAIR 00-80T-122

DOG NHC LAYOUT

HELICOPTER IN-FLIGHT REFUELI NG OPER ATIONS :

HELICOPTER HOVERS PARALLEL TO SHIP'S CENTER LINE
W ITH THE HOIST ABOVE THE "H" MARKING
X HOSE HANDLER
6 HOSE FITTING SECURED TO DECK
® FUEL STATION
.. 10' HOSE SADDLE AND NOZZLE
H HIFR DECK MARKING
J.. GROUNDING PERSONNEL
= COLLAPSIBLE HOSE
- NON COLLAPSIBLE HOSE

Figure 9−9. Standard Flight Deck Layout Prior to and During HIFR Operations (Sheet 2)

ORIGINAL 9-20
 NAVAIR 00-80T-122

CG NHC LAYOUT

HELICOPTER IN-FLIGHT REFUELI NG OPER ATIONS :

HELICOPTER HOVERS PARALLEL TO SHIP'S CENTER LINE
W ITH THE HOIST ABOVE THE "H" MARKING
X HOSE HANDLER
6 HOSE FITTING SECURED TO DECK
® FUEL STATION
.. 10' HOSE SADDLE AND NOZZLE
H HIFR DECK MARKING
J.. GROUNDING PERSONNEL
= COLLAPSIBLE HOSE
- NON COLLAPSIBLE HOSE

Figure 9−9. Standard Flight Deck Layout Prior to and During HIFR Operations (Sheet 3)

9-21 ORIGINAL
NAVAIR 00-80T-122

9.6 LAUNCH/RECOVERY PROCEDURES

Note
When conducting flight operations in close proximity to aviation and/or
amphibious aviation assault ships, operating areas of sufficient size should
be assigned to preclude mutual interference. Operational constraints may
at times require aviation and/or amphibious aviation ships to operate within
10 nm of one another, creating a conflict of overlapping control zones. To
ensure operational safety and efficiency when such operations are
anticipated, the OTC shall promulgate the limits of each ship’s airspace, as
well as the procedures to be used for operations between contiguous control
zones.
9.6.1 Launch Procedures

Note
On amphibious ships, PriFly/HCO provides recovery/launch and
operational control of aircraft while on the ship and within the ship’s control
area. It interfaces with the AOCC/HDC in control of airborne aircraft and
with the OOD in integrating assault elements with rotorcraft on the flight
deck.
1. Engagement, launch, and recovery wind envelopes shall be available for use by the OOD/HCO/LSO during
flight operations.

Note
On amphibious ships, as early as possible before launch, the aviation
detachment commander and Air Officer/HCO shall determine the
necessary launch wind requirements and make these requirements known
to the bridge.
2. The 1 JV/JL/JG phone circuits are manned as appropriate. Positive communications shall be maintained
between the flight deck, PriFly, the OOD, well deck control (during simultaneous well and flight deck
operations) and the LSO, as appropriate, during all phases of flight operations, to ensure that the OOD controls
the ship so that wind and deck motion remain within the prescribed envelopes.
3. The OOD ensures that the rescue boat is fully prepared and that the boat crew is detailed and available for
launch if required.
4. The Air Officer/HCO/LSO/Flight Deck supervisor briefs key flight and hangar deck personnel on:
a. Starting and launching sequence.
b. Disposition of downed and unlaunched standby aircraft.
c. Aircraft to be respotted after the launch.
d. Recovery spots (when a recovery is scheduled to follow the launch).
5. The Air Officer/HCO/LSO/Flight Deck supervisor tours the flight deck to ensure that:
a. Obstructions such as guns, antennas, cranes, flagstaffs, and lifelines are lowered, trained clear, or unrigged.
b. Rotors have sufficient clearance and there is sufficient tiedown slack.

ORIGINAL 9-22
 NAVAIR 00-80T-122

c. Each aircraft can be safely launched from its spot.

d. No gear is adrift on the flight deck and FOD walkdown is completed of the flight deck and adjacent topside
areas.

Cloverleaf deck tiedown fitting covers are a FOD hazard and shall be
removed prior to flight operations. Failure to remove covers could result
in loss of aircraft or aircrew.

e. Flight deck is clear of all unnecessary personnel, and that all flight deck personnel are utilizing the
appropriate flight deck clothing and required equipment.

f. Deck edge antennas are properly positioned; the jackstaff, bow rails and stern rails have been removed and
stowed as necessary.

Ensure that antennas are deenergized prior to lowering or unrigging.

Failure to deenergize antennas could cause radiation hazard.

g. The firefighting party is stationed, firefighting equipment is visually inspected, fire hoses are flaked out
and communications are established between fog foam stations and the fog foam generator.

6. The aviation fuels officer or a designated representative shall ensure that all aircraft, including standbys, have
been fueled as prescribed in the air plan. Discrepancies shall be brought immediately to the attention of the
Air Officer/HCO/LSO.

7. The OOD displays Hotel/Hotel One at the dip and a red deck signal from the bridge to the HCS.

8. The pilot shall signal the LSE for plug−in and energizing of auxiliary power or shall signal for Auxiliary Power
Plant (APP)/Auxiliary Power Unit (APU) start.

Note
On RAST−equipped air−capable ships, flight quarters are not normally
required for APU start or operation. Flight deck personnel shall man a fire
bottle during the APU start sequence. Upon notification of the OOD, the
LSO will indicate to the FDD that he/she has permission to start the APU.
The FDD shall ensure that the fire bottle is manned and ready and the flight
deck is clear of unnecessary personnel before signaling to the pilot to start
the APU.

9. Using the upwind anemometer, the OOD maneuvers the ship to obtain wind conditions for engine start and
rotor engagement, and shall maintain a steady course and speed during rotor engagement/disengagement.

9-23 ORIGINAL
NAVAIR 00-80T-122

Note
For LPD 17 class ships, anemometer location results in neither port nor
starboard anemometer indicating windward winds when the wind is within
$10 degrees of the bow. Use of either port or starboard anemometer is
acceptable for winds $10 degrees of the bow, except where otherwise
noted on the specific envelope.

10. The pilot shall be informed of the wind direction and velocity relative to the ship’s centerline prior to starting
engines, and will signal the LSE/LSO when ready to start.

11. A fire extinguisher shall be positioned and manned on the proper side of the engine compartment during all
starts.

12. When cleared by the LSO (on RAST−equipped ships) and signaled by the LSE, the pilot starts engines.

Note
H−1 and V−22 aircraft engage rotors simultaneously with engine start.

13. The HCO or LSO (on RAST−equipped ships) shall verify the upwind anemometer is selected prior to obtaining
permission from the bridge to engage rotors. Upon receiving clearance from the bridge, the HCO or LSO shall
ensure the flight deck is clear of all unauthorized personnel, ensure the hangar door is fully closed (if
applicable) and ensure relative wind is within limits. He/she then displays an amber deck signal and passes
“Engage rotors” to the LSE or “cleared to engage” to the PIC.

14. The pilot signals when he/she is ready to engage rotors.

Note
V−22 aircraft may engage or disengage their rotors with the ship in a turn
and wind conditions within the engage/disengage wind envelope
established in the applicable NATOPS.

15. The LSE verifies that the area is clear, that only required tiedowns are attached, and that tiedowns are slack
to prevent instability or ground resonance.

 Upon completion of rotor engagement, ship maneuvering must be carefully

considered to preclude excessive deck motion causing tiedowns to break,
with the possible loss of aircraft and crew.

 Do not walk under the rotors until they have either stopped or come up to
full speed.

 Personnel shall stay clear of and not pass under the tail rotor of a
single−rotor helicopter.

16. When all prelaunch checks are completed and the pilot is ready for launch, the pilot gives the LSE a thumbs−up
signal and transmits his/her request to HCS, or, at night, the pilot turns the aircraft’s navigation lights on to
steady dim.

ORIGINAL 9-24
 NAVAIR 00-80T-122

17. HCS or LSO (on RAST−equipped ships) reports to the bridge, “Ready for launch.”

18. When the ship is on a steady course, the OOD orders “Hotel close up” and gives HCS a visible green deck signal
or passes “Green deck” over a sound−powered phone or MC circuit. Immediately prior to launch, the pilot shall
be informed of the true wind, relative wind, and pitch and roll.

19. After the green deck signal is displayed on the flight deck for launch, the tiedowns may be removed. For
RAST−equipped H−60 helicopters on RAST−equipped ships, after launch signal obtained from OOD, amber
deck is displayed on the flight deck for breakdown, followed by green deck for launch.

20. The LSE signals for tiedown removal when requested by the pilot. The main mount tiedowns and chocks
should then be removed as expeditiously as possible. For RAST−equipped H−60 helicopters on
RAST−equipped ships, after LSE signals aircraft clear, he/she should leave the flight deck. The pilot shall not
commence takeoff until he/she has received green deck and clearance from the LSO.

Because of aircraft orientation in the RSD during initial launch, personnel

should not enter/exit the rotor arc from the port side during port RSD launch
or from the starboard side during starboard RSD launch.

Note
On pitching/rolling decks, pilots may request to take off from the chocks.

21. Pilot signals to arm chaff/flare dispensers and remove missile covers. Ordnancemen or aircrew to perform
action.

22. Tiedowns shall be carried within the field of vision of pilots, and tiedown personnel shall be acknowledged
by the pilots. The LSE shall point to the chocks and tiedowns and indicate by fingers the number of tiedowns
removed, followed by a thumbs−up signal. The LSE then rechecks that the aircraft is clear of equipment and
personnel. The LSE also checks that all airborne aircraft are clear of the launch area, and only then gives the
lift signal to the aircraft. The pilot shall not commence takeoff until he/she has received this signal from the
LSE.

23. When the aircraft is safely airborne and it is not returning immediately, the OOD orders “Hotel at the dip” and
gives HCS a red deck signal or passes “Red deck” over a sound−powered phone or MC circuit. If appropriate,
the OOD may secure from flight quarters after receiving “Operations normal” report from the pilot.

9.6.2 Troubleshooter Signals

The pilot indicates a need for a maintenance troubleshooter by forming a “T” using both hands. The type of
maintenance personnel required is then indicated using the following signals:

1. One−finger — AD type (mechanical).

2. Two−finger — AE type (electrical).

3. Three−finger — AM type (airframes).

4. Four−finger — AO type (ordnance).

5. Five−finger — AT type (avionics).

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NAVAIR 00-80T-122

9.6.3 Recovery Procedures

Initial procedures and responsibilities for recovery are the same as for launch.
1. Flight quarters set.
2. Phone circuits manned.
3. Rescue boat prepared.
4. Obstructions cleared.
5. FOD walkdown completed.
6. Flight deck manned and crew appropriately attired.
7. Firefighting party stationed.
8. Hotel/Hotel One at the dip and red deck signal displayed.
9. Ship maneuvered for optimum relative wind using the upwind anemometer.
10. When all preparations are completed, HCS reports to the bridge, “Ready for recovery.”
11. When the ship is on a steady course, the OOD orders, “Hotel close up,” and gives HCS a visible green deck
signal or passes “Green deck” over a sound−powered phone or MC circuit.
12. HCO or LSO (on RAST−equipped ships) displays a green deck signal on the flight deck and passes “Recover
helicopter(s).”
13. HCS passes appropriate environmental information including but not limited to pitch and roll, relative wind,
true wind, and barometric altimeter setting to the pilot(s) and receives “Gear down” and “Seat flying the
approach” reports from the pilot(s). The aircraft is then given clearance to land. Aircraft recovering aboard an
air−capable ship with fuel other than JP−5 shall notify the commanding officer prior to recovery.
14. The LSE takes a position that is clearly visible to the pilot making the approach. In dual−piloted, side−by−side
seating aircraft, landings are normally made by the pilot on the right side; however, this does not preclude the
pilot on the left side from making the landing. It is necessary for the LSE to shift position to his/her right in
order to maintain visual contact with the left−seat pilot during the critical transition from approach to landing.
The LSE should always be in a position that enables him/her to see the eyes of the pilot making the landing;
this eye−to−eye contact will ensure that the LSE and his/her signals are seen by the pilot. The LSE shall be
informed by HCS which pilot is operating the aircraft. Position lights shall be placed on steady if the right−seat
pilot is making the landing, and flashing if the left−seat pilot is making the landing. If the LSE is not in position
to provide guidance to the pilot actually making the landing prior to the aircraft crossing the deck edge, then
the pilot shall execute a waveoff.

CAUTION

During landing on DDG 79 class ships, the forward sloping flight deck will
contribute to the aircraft rolling forward 6 to 8 inches with the parking brake
on. During free deck or RA recoveries, RAST probe will translate forward
6 to 8 inches when landing in the RSD. If the aircraft is conned into the
forward portion of the RSD, the main probe may contact the forward
portion of the RSD, contributing to damage. LSO should anticipate forward
translation when conning aircraft into position.

ORIGINAL 9-26
 SEE IC # 11
NAVAIR 00-80T-122

15. When the aircraft has landed and when requested by the pilot, insert chocks and attach tiedowns.

Note
The H- 53 and AH- 1 auxiliary fuel tanks are capable of being jettisoned.
After landing, flight deck personnel shall remain clear of the aircraft until
the auxiliary tank safety pins have been installed. Normally this will be
done by the crew chief on the H- 53. For the AH- 1, this will be
accomplished by squadron personnel if they are aboard the ship or by
trained flight deck personnel from ship’s company. If neither is available,
the copilot will pin the tanks after landing and remove the pins prior to
takeoff.

16. HCS displays a red deck signal.

17. If a final recovery, the OOD shall maintain a constant relative wind across the deck while rotors are disengaged,
display a red deck signal to HCS, and haul down Hotel.

18. When prepared for disengagement/shutdown, the HCO, with concurrence of the OOD, will direct the LSE to
signal the aircraft to disengage. The LSE shall ensure that wheels are chocked, personnel are clear of rotors,
and tiedowns are properly installed. The pilot shall disengage rotors only on signal from the LSE.

19. On RAST- equipped air- capable ships, after the aircraft has been secured following a landing, the LSO shall
request permission to shut down the engines, disengage the rotors then wash the engines. The LSO shall ensure
the flight deck is clear of unauthorized personnel, hangar doors are fully closed, and relative winds are within
limits before signaling the LSE to disengage the rotors/engines. The LSO shall inform the bridge upon
completion of disengagement of rotors/engines.

Note
Prior to straightening/traversing the aircraft, the LSO shall ensure the
bridge is steady on course and all unauthorized personnel are clear of the
flight deck.

9.6.4 Flight Quarters Clothing

Clothing requirements for flight deck personnel are as shown in Chapter 7. Colors to be used are shown in Appendix
S.

9.6.5 Wind and Deck Limitations

Safe aircraft launch/recovery operations require strict adherence to prescribed wind and deck limitations for the type
aircraft and class ship involved. Commanding officers should not hesitate to establish more restrictive limitations
in the interest of safety. For day/night and IFR launches and recoveries, or recoveries of aircraft with malfunctioning
stabilization equipment, compliance with general launch and recovery envelope is mandatory, if not in receipt of a
specific launch and recovery wind envelope diagram.

9-27 ORIGINAL IC 11
 SEE IC # 11
NAVAIR 00-80T-122

D Regardless of deck status, ship maneuvers (to include speed changes) shall
be restricted anytime an aircraft is on deck to avoid conditions that will
expose the aircraft to direct contact with the sea or waves over the deck.
If there is doubt in the ability to predict or avoid such conditions, the rotor
system shall be disengaged as soon as possible. To avoid the possibility of
loss or damage to the aircraft, the ship shall not change course or speed
during launch/recovery, during aircraft rotor engagement/disengagement,
or at any time that the aircraft is not tied down onboard air- capable ships.
Emergency conditions may preclude adherence to the above, in which case
immediate notification to the pilot is mandatory. Contact between an
engaged rotor system and the sea can result in catastrophic rotor damage
and the loss of life of aircrew and flight deck personnel.

D Aft quartering seas reduce ship stability and may quickly and unpredictably
generate large deck motions. High speed reduces freeboard and increases
instability. Low freeboard ships (FFG, DDG) are particularly susceptible
to hazardous deck conditions. All these conditions increase the probability
of loss of aircraft or life.

Wind limitations for rotor engagement/disengagement are provided in Appendixes C through R. The probability
of damage increases sharply when wind gusts exceed 10 knots. The maximum safe nonturbulent wind, in
conjunction with excessive ship pitch and/or roll, can make operations with aircraft unacceptably hazardous and
should be taken into consideration prior to launch/recovery. Common sources of turbulence are:

1. Stack gases/wash.

2. Ship superstructures.

3. Deck protrusions.

4. Rotorwash caused by the takeoff and landing of adjacent rotorcraft.

All available launch/recovery wind limits are provided in Appendixes C through R. When the limits for a
particular combination of helicopter and ship are not provided, the general launch and recovery envelope shown
in each appendix is mandatory. In high wind and sea conditions, a downwind heading may provide a more stable
platform and optimum relative wind conditions.

Rotor engagement and disengagement, and the aircraft launch and recovery wind envelopes, are based on steady state
winds measured by the upwind mast- mounted anemometer. Considerable difference exists between the flight deck
winds and those measured by bridge- level anemometers. Because of the direct influence of the superstructure and
the vertical side of the ship, flight deck/VERTREP platform winds may be slightly less but are usually far more gusty
and turbulent than those at the bridge. Wind limits presented in Appendixes C through R are based on winds measured
by the installed ships’ anemometers.

To afford the pilot who sits in the right- hand seat a good visual reference to the ship, all efforts will be made to use
port winds. Normally the OOD will select a course that will place the relative wind on the port bow, which provides
the pilot of an approaching aircraft with the proper aspect for acquiring visual references, such as marking and
lighting, and the superstructure’s configuration and location.

ORIGINAL IC 11 9-28
 SEE IC # 11
NAVAIR 00-80T-122

9.6.6 V- 22 Deck Heating Mitigation Procedures

Deck heating mitigation requirements are specified in the aviation certification. Based on the deck heating mitigation
requirements, follow the appropriate deck heating mitigation procedures below. In these procedures, on- deck idling
is defined as rotor speed (Nr)=75%, engine control levers (ECL) matched, and COANDA exhaust deflector system
operational for any nacelle that is over the deck. Any time the aircraft is on- deck with rotors turning, the TCL shall
be set at minimum. Any time an immediate launch is not anticipated, the on- deck idling configuration should be set
as soon as possible.
Deck Landing Qualifications (DLQs) without deck heating mitigation are authorized for sets of up to 5 consecutive
landings in the same orientation. A cool down interval of 5 minutes is required between each landing for each 1 minute
of V- 22 on- deck time. On- deck times exceeding 5 minutes require the use of nacelle modulation, except for ships
where heat shields are required, where on- deck times exceeding 3 minutes require the insertion of heat shields.
Additionally, after completion of a set of up to 5 consecutive landings, a cool down period of 20 minutes is required
prior to follow- on V- 22 landings at the same spot and orientation.
Thermal loading from V- 22 exhaust on areas of the flight deck or non skid that are visually observed to have physical
abnormalities, (permanent bowing, cracking, permanent discoloration, or burn marks) shall be restricted as specified
in V- 22 AVCERT Breach Guidance and Flight Ops Heat Effects Data Tracking, NAVSEA Ltr Ser 05D/409 of 7 Jul
09.

CAUTION

D V- 22 high exhaust temperatures can cause long term fatigue damage to

deck plating. The number of cycles and the amount of heat are critical
factors. Failure to follow deck heating mitigation procedures may result in
permanent damage to the flight deck.
D The aircraft is more susceptible to a main landing gear lifting off of the deck
during an uncommanded roll on deck event for nacelle angles less than 85
degrees.

9.6.6.1 V- 22 Deck Heating Mitigation Procedures by Ship Class

V- 22 Deck Heating Mitigation Procedures

Ship Class Mitigation Procedure
LPD 4 Nacelle Modulation
LPD 17 Nacelle Modulation
LSD 41- 43 Heat Shields
LSD 44- 48 Nacelle Modulation
LSD 49- 52 Nacelle Modulation
T- AKE 1 Shortened Nacelle Modulation
9.6.6.2 Nacelle Modulation Procedures
During nacelle modulation, the aircraft shall be chocked and chained and rotor speed shall be set to 75% Nr when
nacelles are below 85 degrees.
With an operable COANDA exhaust deflector system, on- deck idling not to exceed ninety (90) minutes is acceptable
using the following 10/15 minute nacelle modulation technique:

9-28a IC 11
 SEE IC # 11
NAVAIR 00-80T-122

1. Within 10 minutes of landing or engine start, nacelles shall be rotated to 70 degrees for 15 minutes. Nacelle
angle shall then be alternated between 97 and 70 degrees, remaining at 97 degrees for 10 minutes and 70
degrees for 15 minutes.
2. For launch evolutions, if aircraft has not launched within 10 minutes of setting the 90 or 97 degree position,
nacelles shall be rotated to the 70 degrees position for a minimum of 5 minutes immediately prior to setting
nacelle angle for aircraft launch.
3. If on- deck idling time reaches ninety (90) minutes, over- deck engine(s) shall be shut down.
4. A 20 minute cool- down period is required before restart of any over- deck engine or aircraft recovery at the
same spot and orientation.
In cases where one nacelle is outside the perimeter of the flight deck, that engine is not considered to be on- deck and
that engine may remain running unmitigated. One of the following mitigation strategies shall be used for the overdeck
engine:
1. Nacelle modulation mitigation strategy outlined above.
2. Shut down the over- deck engine within 10 minutes of engine start or landing.
With an inoperable COANDA exhaust deflector system, on- deck idling not to exceed ten (10) minutes is acceptable
using the following 5/5 minute modulation technique:
1. Immediately after landing or engine start the nacelles shall be rotated to 70 degrees for no more than 5 minutes.
2. The nacelles shall then be rotated to 90 degrees for no more than 5 minutes after which time the aircraft shall
launch or the over- deck engine(s) shall be shutdown.
3. A sixty (60) minute cool down period is required before the restart of an engine with an inoperable COANDA
exhaust deflector system or follow on landings to the same spot and orientation.
9.6.6.3 Shortened Nacelle Modulation Procedures
Certain ships require an alternate nacelle modulation procedure that is shorter than the procedure described above.
This alternate procedure limits on- deck time to fifty (50) minutes as opposed to ninety (90) minutes. During nacelle
modulation, the aircraft shall be chocked and chained and rotor speed shall be set to 75% Nr when nacelles are below
85 degrees.
With an operable COANDA exhaust deflector system, on- deck idling not to exceed fifty (50) minutes is acceptable
using the following nacelle modulation technique:
1. Within 5 minutes of landing or engine start, nacelles shall be rotated to 70 degrees for 15 minutes. Nacelle angle
shall then be alternated between 97 and 70 degrees, remaining at 97 degrees for 10 minutes and 70 degrees
for 15 minutes.
2. If on- deck idling time reaches fifty (50) minutes, over- deck engine(s) shall be shut down.
3. A 60 minute cool- down period is required before restart of any over- deck engine or recovery of a V- 22 aircraft
at the same spot and orientation.
9.6.6.4 Heat Shield Procedures
The flight deck crew will position heat shields under the nacelles upon touch- down after chocks and chains have been
applied to the aircraft. Maximum time to position both heat shields under nacelles shall not exceed 3 minutes from
touch- down. Upon every landing, flight deck crews will place heat shields in the same optimal location relative to
the nacelles IAW heat shield installation and removal instructions. Unlimited on- deck idling is acceptable with heat
shields properly installed.

IC 11 9-28b
 SEE IC # 11
NAVAIR 00-80T-122

The flight deck crew will remove the heat shields prior to the removal of chocks and chains. Maximum time from
removal of the first heat shield to aircraft liftoff shall not exceed 3 minutes. If after 3 minutes with the heat shields
removed the aircraft is not off the deck, the heat shields shall be immediately repositioned in the same location under
the nacelles to minimize the potential for plastic deck deflections. A post- launch cool down period is required for
V- 22 operations in conditions exceeding 100 °F ambient air temperature. The post- launch cool down period prior
to a subsequent V- 22 landing to the same spot and orientation shall be 15 minutes.
Heat shields shall be positioned under nacelles prior to the restart of any engine after a shutdown.
Launch or recovery with heat shield positioned under the nacelles is prohibited.

9.7 SHIPBOARD CONTROL STATIONS

Flight operations shall be controlled from a location that permits maximum coordination between the ship and the
operating aircraft. This station should have means for both visual and radio communication with the
aircraft. Commands and display signals for various aviation evolutions are discussed in Figure 2- 13. Further
information regarding visual landing aids controlled by this station are contained in Chapter 10.

9.7.1 Communications

Except for emergencies or when operating under EMCON, radio communication shall be established before
commencing flight operations. Instructions from the HCS shall be accomplished by an announcement over the radio
and a display of the appropriate signals shall be made. Commands and signals for flight deck areas are given in
NAVAIR 00-80T-113.

Airborne aircraft shall be kept informed of deteriorating weather, loss of radar contact, and changes in ship’s course
or speed.

The ship should have a secondary UHF radio ready to assume communications if the primary unit fails. This is
especially true during night operations and during periods of reduced visibility when it is imperative that positive
radar control be maintained. During the initial/final phases of departure/approach, or at other times when intensified
pilot concentration is required, radio transmissions from ships should be deferred, except in case of emergency, until
the aircraft reports “Ops normal” or until it is secured on deck.

9-28c (d Blank) IC 11

 NAVAIR 00-80T-122

Note
Ensure that own ship, or at least one ship in company, guards the military
air distress frequency (243.0 MHz) at all times an aircraft is airborne. This
is of particular importance when operating independently, as the pilot may
attempt to communicate with his/her survival radio should a
communication failure be experienced.

Careful preflight planning is necessary to provide communications required for the specific mission while operating
in accordance with the prevailing EMCON condition. A data link channel assignment, an HF frequency, and a UHF
frequency should be made for all ASW/SUW mission flight operations, as applicable. For other training and
non−ASW/SUW mission flights, two UHF frequencies (primary/secondary) shall be made available, as applicable.
Flights planned for operations beyond line of sight should also provide an over the horizon communications
assignment. When operating in company, it may be necessary to use one UHF net for launch/recovery and a separate
UHF net for tactical communications between ships or aircraft and other units. The following personnel shall monitor
the UHF net, as appropriate, during flight operations:

1. Launch/recovery.

a. Pilot.

b. ASTAC/FNS.

c. LSO.

d. HCO.

e. Bridge.

f. HDC.

2. Tactical (in company).

a. Pilot.

b. ASTAC.

c. Bridge (as desired).

The following personnel shall monitor the data link net during ASW/SUW mission flight operations:

1. ATO and SO.

2. ASTAC.

3. ASO (as required).

4. REMRO (as required).

5. ESMO (as required).

6. Bridge (as desired).

Voice procedures on UHF nets shall be in accordance with ACP 165.

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NAVAIR 00-80T-122

9.7.2 Emission Control

When the use of radio communications is not authorized because of the EMCON condition in effect, routine flight
operations may be conducted by the use of visual signals. Control ships shall notify receiving ships by visual means
that flight operations will be conducted with sufficient lead time to ensure that the receiving ship will be ready for
the aircraft’s arrival. Large cards displaying the ship’s tactical call, communication frequency, and hull number shall
be used by the control ship to inform the pilot of his/her destination. Signals shown in NAVAIR 00-80T-113 shall
be used for aircraft control (refer to Figures 9−10 and 9−11). Both the aircraft and the controlling ship shall guard
the aircraft common circuit, but radio transmissions shall not be authorized unless safety of flight or an emergency
requires breaking EMCON.

Visual communications are extremely important. Proper use of the Hotel flag, deck status lights, and Aldis lamp
signals are a valuable backup to radio communications. In the event of radio failure, routine missions can be
completed by the use of visual signals. In these instances, responsibility of the ship to conform to safe operating
procedures is increased. Refer to Figure 9−11 for emergency visual signals between ships and aircraft.

Use of the radar altimeter for night or IMC flight operations over water shall not be restricted by peacetime EMCON
postures. Units directed to secure the radar altimeter by the EMCON condition set shall advise the OTC of the
requirement to use radar altimeters for all night and IMC flights over water in peacetime.

An overdue aircraft, unplanned PIM change, rapidly deteriorating weather,

or other safety-of-flight factor justifies violation of the prescribed
peacetime EMCON condition. The ship shall be prepared to operate radar,
TACAN, and radios on short notice.

EVOLUTION SIGNAL FLAG DISPLAY MEANING

1. Setting flight (VERTREP) detail. Hotel (Hotel One) at the dip Ship not ready to conduct operations.
Display a signal in flight operating area.
2. Ready to conduct flight Hotel (Hotel One) close up Ship is ready to conduct operations.
(VERTREP) operations. Display a green signal in flight operating
area.
3. A delay or interruption of the Hotel (Hotel One) at the dip A temporary delay in operations. The
evolution. LSE shall give a waveoff to the aircraft
and a red signal shall be displayed in the
helicopter operating area.
4. Flight (VERTREP) operations Hotel (Hotel One) hauled down Operations (transfer) are completed.
are completed.

Figure 9−10. Flag Hoist Signals

ORIGINAL 9-30
 NAVAIR 00-80T-122

FROM ROTORCRAFT TO SHIP

PILOT’S DESIRES OR INTENTIONS VISUAL SIGNAL
1. I require immediate landing. Fly close aboard starboard quarter, remaining clear of other
traffic, with gear DOWN and floodlight/landing light ON. With
complete electrical failure, fire a red flare seaward.
2. I desire to land but can wait for the next Fly by or hover on the starboard side of the ship, low and close
recovery or scheduled recovery time. aboard, with navigation lights BRIGHT and FLASHING and
anticollision lights ON. With complete electrical failure, fire a red
flare on a safe bearing away from the ship.
3. I desire immediate HIFR. Fly by and return to hover on the port beam, give hand signal for
“Desire HIFR”, and fire flare seaward.
4. I desire to establish radio Fly by slowly on the port side of the ship in low-altitude tight left
communications with you on primary hand pattern, or fire flare seaward.
helicopter control, or alternate, Fleet
Common 277.8 MHz.
FROM SHIP TO ROTORCRAFT
COMMAND/ADVISORY ALDIS LAMP BLINKER
1. Bingo, proceed to alternate landing field. Flashing red light M, M
_ _, _ _
2. Charlie, cleared to land aboard. Steady green light C
_._.
3. Delta, delay in landing. Enter Delta Steady red light D
pattern and maintain visual contact with _. .
the ship.
4. Do not land. Ditch or bail out in the vicinity Z Z
of the ship. _ _. . _ _. .
5. Jettison ordnance. Q Q
_ _. _ __._
6. Lower gear. W W
.__ .__
7. Establish radio communication on Flashing green light R, R
frequency 277.8 MHz. ._.,._.
Aircraft with radio failure will continue in standard pattern for final landing, showing a landing light abeam.

Figure 9−11. Visual Signals Between Ship and Rotorcraft Under Emission Control or Lost
Communications Procedures

9.7.3 Military Air Distress Frequency

OTCs shall include in their communications plan the requirement that at least one ship in company with ships
operating aircraft shall monitor the UHF guard/MAD frequency, because a pilot out of UHF range with his/her
controlling ship may attempt to communicate with any monitoring ship in the event of an emergency. In addition to
UHF guard, ships should also monitor International Air Distress (IAD) (VHF guard — 121.5 MHz) to the maximum
extent possible.

9.8 AVIATION ORDNANCE

Prior to embarkation, pilots, aircrews, and squadron ordnance personnel shall familiarize themselves with the latest
HERO conditions in NAVAIR 16−1−529 (Electromagnetic Radiation Hazards, Hazards to Ordnance). Special
attention shall be given to ensure that all required ordnance support equipment and necessary safety devices are on
board the ship.

9-31 ORIGINAL
NAVAIR 00-80T-122

Those ships that are required to provide conventional aviation ordnance support for amphibious operations shall
provide storage spaces, buildup areas, weapons repair spaces, and equipment for moving ordnance. Embarkation of
LFORM and training ordnance and all security measures are responsibilities of the ship. Embarked personnel will
assist ship’s personnel in handling ordnance from the ship’s magazine to the designated assembly areas and
accomplish buildup as required. Squadron personnel are tasked to move all aviation ordnance from the assembly area
to the flight deck, including loading and downloading.

9.8.1 Personnel Certification

Each ship shall certify Navy personnel in accordance with OPNAVINST 8023.24 (series), as required. Aircraft
squadrons will train and certify squadron/detachment ordnance loading personnel prior to embarkation. Ships will
verify ordnance team certification prior to authorization of live ordnance evolutions.

9.8.2 Hazards of Electromagnetic Radiation to Ordnance/Radiation Hazards Safety Precautions

Modern radio and radar transmitting equipment produce high−intensity radio frequency fields. Such fields can cause
premature actuation of sensitive electro−explosive devices contained in ordnance systems and biological injury to
personnel working in the vicinity of the radiating elements. Also, sparks or arcs caused by high−intensity fields are
a potential source of ignition for fuel−air mixtures. The most susceptible periods are during assembly, disassembly,
loading, or testing in electromagnetic fields. The effect of premature operation of these devices will vary with the
function of the device initiated. The most likely effects are dudding, loss of reliability, or, in the case of rockets and
flares, ignition of the propellant illuminant.

In several electromagnetic radiation environments, there is a low but finite probability of warhead detonation. It is
necessary, therefore, to positively control the ship’s electromagnetic environment during the presence, handling, or
unloading of HERO−susceptible ordnance. A HERO analysis must be conducted on each ship to determine possible
adverse interactions between transmitter/antenna and ordnance systems. Measurements must be made in stowage
areas, buildup areas, ordnance work areas, and all routes where ordnance will be handled. Prior to embarkation, pilots,
aircrews, and squadron ordnance personnel shall familiarize themselves with the latest HERO conditions in NAVAIR
16−1−529. NAVSEA OP 3565 Vol II/NAVAIR 16−1−529, Technical Manual Electronic Radiation Hazards to
Ordnance (U), establishes separation distances between ordnance and various types of RF emitters and prescribes
detailed operating procedures and precautions for inclusion in the ship’s EMCON bill.

9.8.3 Weapons Handling and Movement

All ship’s commanding officers shall ensure that a local SOP has been established that delineates responsibilities of
ship’s force ordnance personnel and the helicopter detachment in the event EOD technical support cannot be provided
and a situation occurs that requires immediate ordnance jettison.

 Commanding officers of ships without ordnance jettison ramps installed

shall review the risk assessment process to establish and implement
procedures to mitigate, reduce, or eliminate a hazard in the event of a
situation that requires overboard disposal/jettison of ordnance.

 The presence of airborne weapons outside of designated magazines greatly

increases the danger to the ship if a fire or explosion occurs. To minimize
this risk, only the quantity of weapons required to sustain operations will
be transferred to the hangar or flight deck.

ORIGINAL 9-32
 NAVAIR 00-80T-122

The weapons officer or first lieutenant is responsible for ensuring that required ordnance and handling equipment
are delivered to the flight deck by the time aircraft are ready for loading. Appropriate aircraft loading manuals should
be consulted prior to any load/unload evolution, and only certified personnel shall handle ordnance.

Breakout and movement of ordnance for assembly requires preplanning and close coordination between the weapons
and air departments so the ordnance will be assembled and delivered to the flight deck in sufficient time and quantity
to meet the air plan. Backloading requires the same coordination, but timing becomes less critical. Ship’s personnel
are responsible for movement of ordnance from magazines to assembly areas. Embarked personnel may assist as
necessary and are required to handle and move all weapons from the assembly area to buildup areas and to the aircraft.
After ordnance is assembled, movement to the aircraft will be via a direct and safe route.

For ships without dedicated ordnance grounds, padeyes shall be used as an

ordnance ground provided that the padeyes meet the visual inspection
criteria of NAVSEA OP 4. Improper grounding could result in inadvertent
detonation/actuation.

9.8.4 Assembly and Disassembly

Because of the inherent dangers involved, the assembly and disassembly of aviation ordnance must be closely
controlled. All weapons unpacking, assembly, disassembly, loading, and unloading shall be done in accordance with
NAVSEA OP 4, NAVSEA OP 3565, and the appropriate checklists, Source Recoverability Codes (SRCs), and
technical manuals. Ordnance shall be assembled, disassembled, and loaded into launchers/magazines only by
personnel properly certified. There shall be a petty officer/noncommissioned officer in charge of each assembly and
loading crew and a safety supervisor present whenever ordnance is being assembled, loaded, unloaded, or
disassembled. All assembly, loading, unloading, and disassembly shall normally be conducted in the ordnance
assembly area. The assembly area shall be maintained Radiation Hazard (RADHAZ) safe whenever the ordnance is
RADHAZ susceptible. If RADHAZ−susceptible ordnance must be moved outside the normal RADHAZ safe
assembly area or if assembly must be done in a RADHAZ area, the operations officer shall ensure that the appropriate
HERO condition has first been set. A visual display indicating the HERO condition in effect shall be prominently
displayed so that assembly personnel can readily ascertain the HERO condition status at all times. All rockets shall
be unpacked, assembled, loaded into, and unloaded from launchers in designated safe buildup areas. Ships shall
maintain NAVAIR technical manuals for each type of aviation weapon on board.

All weapons systems maintenance is accomplished by squadron aviation ordnance technicians. All personnel
involved with unpacking, assembly, and disassembly shall be appropriately certified.

9.8.5 Staging

Ordnance shall be positioned in designated areas and readily available to afford adequate time for safe aircraft loading.
Staging areas or assembled weapons shall be restricted to those areas that are:

1. Convenient to jettison locations.

2. Accessible by at least two clear routes.

3. Covered by the sprinkler system and/or manned fire hoses.

4. Located as far as practicable from oxygen and fueling stations.

5. Manned and with provisions for physically securing weapons.

9-33 ORIGINAL
 SEE IC # 12
NAVAIR 00-80T-122

Use the following priorities when locating staging areas: flight deck, hangar deck, vehicle storage (or other designated
HERO safe assembly/disassembly area).
Staging areas are used for ready service only, not for protracted stowage. Weapons in staging areas shall be on mobile
trucks or skids.

Commanding Officers of ships without a designated or dedicated weapons

staging area on the flight deck shall establish and implement procedures
that ensure ordnance strike up from magazines is readily available for
aircraft loading.
9.8.6 Loading
Compliance with the weapons requirements contained in the air plan requires coordination between the aircraft
handling officer/HCO, the ship’s weapons officer, and the squadron/detachment ordnance officer. The
squadron/detachment maintenance liaison officer is responsible for advising the aircraft handling officer as early as
possible of special aircraft handling or tiedown requirements or any considerations that apply to the loading of
squadron aircraft. It is particularly important for the aircraft handling officer to be advised of any peculiarities in
configuration or status that may make certain aircraft unavailable for particular ordnance loads.
The flight deck is always the preferred area for loading aircraft. Loading on the hangar deck may be authorized by
the commanding officer when operational necessity dictates acceptance of the added risk of fire with fuel and
explosives both in a confined area. Authorization for loading in the hangar deck shall be limited to those aircraft
scheduled for the next launch or in alert condition and is restricted to the particular weapons listed in Appendix T.
Aircraft to be loaded with rockets and/or missiles shall be positioned so that accidental discharge will not endanger
personnel, the ship, or other aircraft. Mechanical latching on aircraft or on racks or launchers shall be completed
before aircraft engines are started for launch.
Aircraft loading shall be accomplished in accordance with NAVAIR conventional weapons loading checklists for the
specific aircraft and weapons, using trained crews certified IAW MCO 8023.3B or OPNAVINST 8023.24B.
FOR LPD ONLY
2.75” guided/unguided rocket cold/hot tube loading is authorized for Marine Corps UH- 1/AH- 1 only IAW
procedures established within NAVAIR conventional weapons loading checklists. The Commanding Officer of the
ship retains final approval and authority for conducting , 2.75” rocket cold/hot tube loading aboard ship.
If the safety supervisor or a pilot notes any deviation between the actual load and the prebriefed load, the aircraft
handling officer shall be notified immediately.

Aircraft should not be fueled and armed simultaneously. Arming should be

accomplished after fueling operations have been completed.

Note
Ordnance shall not be loaded on aircraft scheduled for functional check
flights.

ORIGINALIC 12
ORIGINAL 9-40
9-34
 SEE IC # 12 NAVAIR 00-80T-122

Rapid- response firefighting equipment shall be on station and manned during all ordnance handling, loading, and
arming evolutions.

Chain tiedowns and chocks shall be removed from all ordnance- configured helicopters after the ordnance has been
loaded, the aircraft rotors have been engaged, and arming is completed. Aircraft Go/No- go stray voltage checks shall
be made after normal rotor engagement when the electrical system is on aircraft power.

All detent safety pins, ordnance safety switches, and mechanical safe- arm switches shall be in the safe position except
just prior to the aircraft liftoff.

Reloading should be accomplished after all aircraft have been recovered; or, to satisfy cyclic operations, loading in
a designated area may be permitted while other flight operations are in progress. Only the minimum quantity of
weapons required shall be moved during recovery operations.

9.8.7 Arming

Arming of weapons shall be conducted using the weapons/stores loading checklists/SRCs. Ordnance teams assigned
to arm weapons systems shall position themselves so as to accomplish this mission and avoid delaying launch of the
aircraft. If an aircraft is downed after weapons have been armed, dearming shall be completed prior to aircraft shutting
down.

Arming shall be conducted only after the aircraft rotors are engaged and the aircraft is otherwise ready for launch.
Tiedown chains normally will be removed by arming personnel prior to leaving the rotor arc to preclude deck
personnel from coming into contact with armed ordnance. Control of the aircraft shall be turned over to the arming
crew supervisor.

Arming signals used shall be in accordance with those in NAVAIR 00- 80T- 113.

9.8.8 Downloading and Dearming

The same care shall be exercised in dearming aircraft as is used in arming. The ship’s operations officer will ensure
that the appropriate HERO condition is set and maintained until downloading, dearming, and disposal have been
completed.

Only aviation ordnancemen and one LSE should be allowed within 30 feet of an aircraft until unexpended ordnance
is dearmed and rendered RADHAZ safe. A designated ordnance supervisor shall be positioned on the flight deck
during recovery operations to ensure that coordination is maintained between flight deck personnel and the arming
crew. An ordnance team shall be available to dearm aircraft immediately after landing.

The embarked squadron will ensure that ordnance dearming crews are on station for each ordnance recovery. After
aircraft have landed, the signal shall be received from the pilot that the master arm switch is OFF prior to dearming.
Chain tiedowns shall be installed on the aircraft prior to dearming and rendering RADHAZ safe. Aircraft flightcrews
shall remain in the aircraft until unexpended ordnance is dearmed and rendered RADHAZ safe.

Dearming and downloading procedures set forth in NAVAIR conventional weapons checklists shall be utilized.
Dearming (safing) signals used shall be in accordance with NAVAIR 00- 80T- 113.

9-35
9-41 ORIGINAL IC 12
ORIGINAL
NAVAIR 00-80T-122

9.8.9 Aircraft Maintenance and Servicing of Loaded Aircraft

9.8.9.1 Maintenance
General maintenance shall not be conducted on aircraft with loaded weapons; however, routine servicing and minor
maintenance to ready an aircraft for the next launch may be conducted, with the following restrictions:
1. Weapons shall be made safe to the maximum degree possible as specified in NAVAIR weapons/stores
checklists/SRCs.
2. If a WARNING placard is displayed prominently in the cockpit, maintenance or servicing that requires
application of electrical power is limited to:
a. Refueling.
b. Replacement and checkout of communications and navigation equipment.
c. Engine turnup for checkout.
d. Flight control and hydraulic system checks.
e. Replacement and checkout of engine performance and flight instruments.
3. Maintenance that requires the application of electrical power to armament, or to weapon release and control
circuitry, shall not be performed while weapons are being loaded or during loading or downloading.
An aircraft that requires extensive troubleshooting, engine removal, or jacking is not considered to be readily
available for flight and shall be downloaded prior to required maintenance. This downloading includes removal of
impulse cartridges from ejector racks and breeches and all rounds of ammunition from feed chutes and feed
mechanisms of internal guns.

9.8.9.2 Servicing

Loading or downloading, oxygen servicing, and fueling should be conducted as separate evolutions. The
commanding officer may authorize simultaneous loading/downloading and fueling when operational commitments
dictate that this extraordinary action is required. In such a case, loading shall be limited strictly to the mechanical
attachment of the weapon or store to armament suspension equipment and to the connection of electrically fuzed
bombs. No other electrical connection to weapons, installation of impulse cartridges, or hookup or plug−in of arming
wires shall be done until aircraft fueling is completed. When required, electrical power may be applied during aircraft
loading or downloading, but will be held to a minimum consistent with operational requirements. Electrical power
shall not be applied to armament, or to weapon release and control circuitry, while weapons are being loaded or
downloaded.
9.8.10 Undersea Warfare Ordnance

Recovery of ASW helicopters with unexpended torpedoes is an acceptable procedure, in that the helicopter’s release
mechanism and circuitry is designed to disarm and prevent accidental release. Strict compliance with procedures
contained in the applicable aircraft NATOPS flight manual for landing checklists and in−flight torpedo release control
systems will normally preclude an inadvertent release.
In the event of a hung sonobuoy, the following procedures are recommended:
1. The pilot shall notify the ship of a sonobuoy problem.
2. The LSE shall ensure that chock and pin men are aware of problems and are instructed not to cross in front
of the launcher when placing chocks, tiedowns, and pins.
3. After the helicopter shuts down, sonobuoys shall be unloaded in accordance with safe dearming procedures.

ORIGINAL 9-36
 NAVAIR 00-80T-122

9.8.11 Hangaring Aircraft With Ordnance

In the event of strikedown (hangaring) of a loaded aircraft, fuzing devices and bomb rack ejector/jettison cartridges
shall be removed immediately after the aircraft is spotted and tied down. Prior to hangaring, safety devices must be
activated and safety pins put in place. A helicopter may be hangared in an alert condition with the torpedoes, marine
markers, sonobuoys, and Cartridge−Actuated Devices (CADs) in place, but safety devices shall not be removed from
launchers until the helicopter is ready for takeoff. AIRBOC chaff should be removed from the aircraft immediately
upon final landing.

Aircraft shall not be hangared with ALE−39/47 or AIRBOC loaded due to

the possibility of inadvertent discharge causing injury or death.
9.8.12 Munitions
Refer to SWO23−AJ−WHS−010 (Technical Manual, Handling and Stowage of Amphibious Assault Ammunition
Aboard Amphibious Ships).
9.9 ENGINE TURNUPS
At times the helicopter will require on-deck engine runs for post-maintenance checks. Normally it will not be
necessary for the ship to go to full flight quarters for these engine tests; however, the following minimum precautions
shall be taken.
The aviation/air officer shall ensure:
1. A FOD walkdown is completed.
2. Safety nets are down.
3. Appropriate firefighting equipment is on station and ready for use.
4. Permission is obtained from the OOD before the engines are started.
5. All unnecessary personnel are clear of the flight deck.
The OOD shall:
1. Pass the word “All hands stand by for a test of the helicopter engines. All hands not involved in the test stand
clear of the flight deck and main deck aft of frame_________. The smoking lamp is out topside. Hold all trash
and garbage on station.”
2. Advise the HCO prior to any maneuvering.
3. Upon completion of the test, the OOD shall pass the word “Secure from modified flight quarters. The smoking
lamp is lighted in all authorized spaces.”
9.10 SHIPBOARD UNAIDED NIGHT OPERATIONS
At night when two or more aircraft are landing, all navigation lights shall be left on until the succeeding aircraft has
landed.
9.10.1 Night Lighting
Night lighting procedures are provided in Figure 9−12.

9-37 ORIGINAL
NAVAIR 00-80T-122

AIRCRAFT LIGHTS
AIRCRAFT SIGNAL
SHIP RED DECK LIGHTING SHIP WHITE DECK LIGHTING
Ready to start APP/APU Red cockpit dome light on or red Red cockpit dome light on or red
lens flashlight. lens flashlight.
Ready to start engines External navigation lights on External navigation lights on
STEADY DIM. STEADY DIM.
Ready to engage rotors External navigation lights on External navigation lights on
FLASHING DIM. FLASHING DIM.
Ready for takeoff External navigation lights on Anticollision lights on. Navigation
STEADY DIM. lights on STEADY BRIGHT.
After takeoff Anticollision lights on. Navigation Anticollision lights on. Navigation
lights on STEADY BRIGHT. lights on STEADY BRIGHT.
180 abeam position/right or back Forward Anticollision lights off. Navigation lights on STEADY
seat landing Navigation lights on STEADY DIM. BRIGHT. Anticollision lights on.
180 abeam position/left or front Forward Anticollision lights off. Navigation lights on FLASHING
seat landing Navigation lights on FLASHING BRIGHT. Anticollision lights on.
DIM.
After final landing or when on deck Anticollision lights off. Navigation Anticollision lights off. Navigation
for extended period lights on FLASHING DIM. lights on FLASHING DIM.
Ready to disengage rotor Red dome light on or red flashlight. Red dome light on or red flashlight.
Navigation lights on FLASHING Navigation lights on FLASHING
DIM. DIM.
NOTE
May be modified by PriFly to accommodate weather conditions and aircraft characteristics.

Figure 9−12. Aircraft Night Lighting Procedures

9.10.2 Night Emission Control Recovery Procedures

This type of recovery is designed for use during periods of EMCON, when ceiling is 500 feet above the highest
normally prescribed DELTA pattern, with a minimum of 3 miles visibility and a well-defined horizon. Returning
pilots shall plan to be in the DELTA pattern prior to the scheduled recovery time. They shall shift to and monitor
PriFly frequency when the ship is in sight. Each aircraft is responsible for maintaining horizontal clearance. Aircraft
shall have anticollision lights on and navigation lights bright when within 10 nm of the ship.
When cleared to land, the pilot will receive a steady green Aldis light signal at the abeam position in the DELTA
pattern and continue with a normal night approach.

9.10.3 Additional Preparations for Night Operations

Night launching and recovery operations of aircraft are the same as day with the following exceptions. If aircraft and
ship are NVD capable, the preferred method of landing is aided. Refer to paragraph 9.11 for additional procedures.
1. The LSE shall be provided with lighted wands.
2. Flight deck personnel shall utilize clear lens in goggles.
3. The helicopter(s) and rescue boat(s) shall be equipped with night signaling equipment during all night
operations.
4. Ship’s lighting shall meet certification standards set forth in the Air-Capable Ships Aviation Facilities Bulletin
No. 1.

ORIGINAL 9-38
 NAVAIR 00-80T-122

5. At least 1 hour (see Note) and preferably 6 to 12 hours before scheduled flight operations, the VLA lighting
and approach systems should be energized and checked for proper operation. The SGSI system must be
energized in standby mode a minimum of 4 hours before scheduled flight operations. The SGSI (if operable)
shall remain energized during the entire period of night (aided or unaided) operations. While conducting NVD
operations, the SGSI lighting intensity shall be placed at minimum intensity. During cold-weather operations,
consideration should be given to early activation of the SGSI to provide sufficient warmup time.

Note
One hour will ensure only 30 minutes for checkout of the SGSI system,
since up to 30 minutes is required for stabilization after the POWER ON
button on the SGSI remote control panel (F200) is depressed. Step-by-step
startup procedures for the SGSI system are provided in NAVAIR 51-5B-2
(Installation, Service, Operation and Maintenance Instructions With
Illustrated Parts Breakdown Mk 1 Mod 1 Stabilized Glide Slope Indicator
For Air-Capable and Amphibious Assault Ships).

Since the operator at the HCS will not be able to see all of the lights, assistance will be required from shipboard
personnel to observe that the lighting and approach systems are functioning properly. Actual lighting control
settings are determined by the time of day, weather condition, and personal preference of the pilot. For startup,
intensity controls may be left at the setting used during the previous flight operation; however, as a precaution,
any controls set at maximum intensity (fully clockwise) should be reset to 50 percent of maximum or as
indicated in NAVAIR 51-50ABA-1 (Visual Landing Aids on Air-Capable Ships).

6. Information for operating the various VLA lighting systems and a functional description of controls and
indicators are provided in the technical manuals indicated:

a. SGSI — NAVAIR 51-5B-2.

b. Waveoff light system — NAVAIR 51-5B-3 (Installation, Service, Operation and Maintenance Instructions
With Illustrated Parts Breakdown, Waveoff Light System, Mk 1 Mod 0 For Air-Capable and Amphibious
Aviation Ships).

c. FDSSS — NAVAIR AD-400B1-OMI-000 (Installation, Service, Operation and Maintenance Instructions

With Illustrated Parts Breakdown Flight Deck Status and Signaling System For Air-Capable Ships
A/W24A-1).

d. HRS — NAVAIR AD-400A1-OMI-000 (Operation and Organizational Level Maintenance Instructions,

Horizon Reference Set (HRS) A/W37A-1).

e. Deck status light system, deck edge lights, lineup lights, and all other VLA lighting systems —
NAVAIR 51-50ABA-1.

9.11 SHIPBOARD NIGHT VISION DEVICE OPERATIONS

The use of NVD affords pilots, aircrews, and flight deck crews with improved night vision acuity. NVD operations
provide increased safety, comfort levels, and operational capabilities over unaided flight operations at night;
however, inherent NVD limitations, (i.e., field of view, depth perception, and environmental interference) require
comprehensive training, awareness, and strict compliance with established procedures to ensure safe and effective
NVD flight operations aboard ship.

9-39 ORIGINAL
NAVAIR 00-80T-122

CAUTION

NVD compliant aviation spaces and flight deck lighting systems have only
been modified for compliance with approved ANVIS devices (AN/AVS-6
or AN/AVS-9). Use of PVS-5 or PVS-7 are prohibited in these areas as the
NVD compliant systems may damage these devices.

9.11.1 Authority for Night Vision Device Operations

These procedures apply to all air-capable ship aviation NVD operations involving USN, USMC, USA, USAF, DEA,
U.S. Customs, and foreign services. All ships, units, and personnel involved in or anticipating involvement in
shipboard aviation NVD operations shall be familiar with and comply with all parent service directives pertaining
to NVD flight operations. In the event of conflict, this manual will take precedence except as noted below.

Note
All “special operations” shall be guided by current Memoranda of
Understanding (MOUs) and Letters of Instruction (LOIs). If conflict arises
concerning shipboard use of NVD for a special operation, the MOU or LOI
shall take precedence over guidance/provisions of this manual.

9.11.2 Requirements and Limitations of Night Vision Devices

Maintenance of flight deck safety is the major concern during shipboard NVD operations. The following should be
considered prior to NVD operations:

1. Forecast illumination levels may be degraded by cloud cover, humidity, dust, low moon angle, etc., which are
not factored into the computer program output. A decision to fly in conditions that are less than optimal must
be tempered with sound judgment and err on the side of safety.

2. The recommended minimum number of shipboard personnel on air-capable ships (less LPD) using NVD is
four, distributed as follows:

a. HCO.

b. LSO.

c. Bridge.

d. LSE.

3. For LPD, the recommended distribution of personnel is as follows:

a. Primary flight control.

b. Bridge.

c. Flight deck LPO.

d. Safety observer/FDO.

e. LSE — One set of NVD per operating spot.

ORIGINAL 9-40
 NAVAIR 00-80T-122

Note
An NVD qualified LSE is not required to be on deck when normal
shipboard lighting (navigation and flight deck lights on) and helicopter
lighting (external position lights on and forward anti-collision light off on
final approach) are used and helicopter aircrew are wearing NVDs.

9.11.3 Training and Qualification for Night Vision Devices

9.11.3.1 NVD Familiarization

A methodical “building block” approach to training and qualification of ship personnel for NVD operations is
essential. Initially, all flight deck personnel shall participate in a static flight deck orientation/demonstration period
conducted in an NVD environment prior to NVD flight operations that shall consist of, but not be limited to, the
following areas:
1. Lighting profiles/LSE wands.
2. LSE without wands.
3. Procedural review by all supervisors.
4. Flight deck safety brief.
HCO and LSE shall attend formal classroom training provided by a TYCOM-approved HCO/LSE school with an
established NVD syllabus or by a USMC squadron night systems instructor. Subject matter shall consist of, but not
be limited to, the following areas:
1. NVD introduction.
2. Night/NVD physiology.
3. Environmental considerations.
4. Aircrew tendencies when using NVD.
5. LSE signals and procedures (NVD and unaided).
6. Emergency procedures.
Additionally, ship’s personnel involved in flight operations (air officer, HCO, LSO, flight deck supervisor, LSE, etc.)
shall complete applicable NAVEDTRA Night Vision Goggle Operator PQS.

9.11.3.2 NVD LSE Initial Qualifications

Qualification is achieved by LSEs completing all prerequisites and “stage” training requirements for the specific class
of ship. Stages one and two shall be completed for all air-capable ships. Stage three shall be completed for dual-spot
ships (LSD 41 Class). Stage four shall be completed for LPD class ships. Training requirements for each stage are
described below.
1. Stage one — Formal classroom instruction.
2. Stage two — Single-spot flight deck operations. Prerequisites — static deck orientation, PQS, and stage one.
While under the direct supervision of an NVD-qualified LSE, LSEs under instruction will direct five vertical
takeoffs and landings and five touch-and-go operations from the pattern under high light-level conditions
(.0022 lux or greater). Ships requiring assistance of an NVD-qualified LSE shall make request through their
Immediate Supervisor In Command (ISIC), who will coordinate with the TYCOM as necessary.

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On multispot ships (two or more landing spots), operation of aircraft from

adjacent spots is not authorized during stage two training.

Note
Ordnance operations are authorized at completion of NVD stage two
training and shall be conducted in accordance with published shipboard
procedures. Flight deck shall be illuminated sufficiently to conduct
loading/downloading and arming/dearming without NVD. On air-capable
ships, lighting requirements shall be delineated by the embarked Aviation
Ordnance Safety Supervisor (AOSS) or, in the AOSS’s absence, by the
aviation coordinator or the aviation officer/detachment OIC.
3. Stage three — Multispot operations (two or more landing spots). Prerequisites are stages one and two
completed. An NVD stage two qualified LSE will direct six takeoffs and landings from the pattern while
aircraft are operating from adjacent spot(s) under high light-level conditions (.0022 lux or greater).

No landing shall be made forward of an adjacent occupied spot.

NVD-limited depth perception and LSE tendencies preclude this operation.
4. Stage four — Multiwave launch and recovery operations. Prerequisites are stages one, two, and three
completed. An NVD stage three qualified LSE will direct launch and recovery of a mix of aircraft in multiple
waves operating from all spots under high light-level conditions (.0022 lux or greater).

No landings shall be made forward of an adjacent occupied spot. Troops

shall be escorted to and from aircraft in order to demonstrate capability to
move troops, equipment, and ordnance while operating in an NVD
environment; however, this shall not be attempted under completely
darkened deck conditions.
5. Stage five — NVD launch and recovery operations under low light-level conditions (less than .0022 lux).
Prerequisites are (1) For single-spot ships, completion of stage two with a minimum of 11 takeoffs and landings
from the pattern under high light-level conditions; (2) For dual-spot ships (LSD-41 Class), completion of stage
three; and (3) For LPD ships, completion of stage four.

No landings shall be made forward of an adjacent occupied spot.

ORIGINAL 9-42
 NAVAIR 00-80T-122

Note
 Although stage five NVD operations are defined as operations under low
light-level conditions (less than .0022 lux) as defined by the USN/USMC
Light Level Planning Calendar Computer Program, the immediate
shipboard flight deck environment shall be illuminated during troop
movement, ordnance operations, aircraft positioning, fueling, etc.

 An NVD-qualified LSE is required for the conduct of all NVD flight

operations up through stage four. There is no separate stage five LSE
qualification, but rather a ship’s qualification to operate under low
light-level conditions. An LSE shall be qualified by the stage of operation
and shall be employed unless specific deviation from LSE policy is
authorized by MOU or LOI.

 The ship’s commanding officer shall make the final determination of the
ship’s ability to support NVD operations (through low light-level stage
five) and shall report completion of appropriate stages of qualification to
the respective ISIC. Specific maneuvers shall be briefed by aircrews and
ship personnel and approved by the ship’s commanding officer.

9.11.3.3 Maintaining NVD LSE Qualifications

To maintain NVD currency, NVD operators shall complete NVD operations (pertaining to their individual watch
stations) or NVD classroom training (as outlined below) at a minimum every 90 days.

If NVD currency expires, currency may be regained by 1 hour of classroom training conducted by any NVD current
HCO/LSE/pilot/aircrew.

NVD classroom training shall consist of but not be limited to the following areas:

1. Lighting requirements.

2. LSE signals.

3. Aircrew tendencies.

4. Emergency procedures.

5. NVD operating procedures (to include fitting, adjusting, focusing, donning, etc.).

Training shall be documented in the individual LSE’s training record. Records should reflect (1) date of event, (2)
aircraft type and squadron (if operational), (3) type NVD, and (4) time spent using NVD in the conduct of NVD
operations/training.

9.11.3.4 Aviation Unit Workup

Aircrews shall train in accordance with pertinent parent service directives and will ensure that all requisite training
requirements to operate with NVD are met prior to engaging in shipboard NVD operations.

9.11.4 Night Vision Device Equipment

Flight deck personnel are authorized to use NVDs for aided flight operations. Approved eye protection shall be worn
during NVD operations in the flight deck environment.

9-43 ORIGINAL
NAVAIR 00-80T-122

9.11.5 Shipboard Lighting Requirements

9.11.5.1 Ship Navigation and Structure Lighting

Ship lighting and light discipline are critical to NVD performance and the safe conduct of NVD flight operations.
Lighting configurations and intensities will vary with ambient conditions and aircrew/flight deck personnel
proficiency and preference.

CAUTION

Operating navigation lights on DIM or OFF settings does not conform with
nautical rules of the road. Close coordination will be necessary, both intraship
and intership, when use of navigation lighting requires modification.

All unnecessary non-NVD compliant lighting, external to or visible from the DLQ pattern, shall be secured during
NVD operations. Hangar lights shall be off or appropriate hangar doors closed while conducting NVD operations.
Ships with non-NVD compliant well decks shall ensure that stern gates and eyerows are closed and that handling
lights are out when not conducting simultaneous well deck operations. When conducting simultaneous well deck
operations, consideration must be given to minimize non-NVD compliant well deck lighting because of the adverse
effects on NVDs. Ships should make 1MC announcements every 30 minutes during NVD operations to remind
personnel of required light discipline. For example: “All hands are reminded of night vision device operations in
progress; maintain strict light discipline throughout the ship.”

To prevent possible NVD interference from support equipment vehicles, all tow tractor, crash tractor, and forklift
lights shall remain off during NVD operations. To further maintain NVD light integrity, avoid actuation of brake
lights while the rear of the vehicle is oriented toward the flight deck.

Ships in proximity shall be notified by the ship conducting NVD operations upon commencement and completion
of NVD operations. Ships in proximity will adjust lighting as necessary dependent on relative position to NVD
operation in order to eliminate any interference to the NVD environment.

9.11.5.2 LSE Signaling Devices

Due to the possibility of causing significant NVD washout, all signaling devices used for NVD operations shall be
NVD compliant and shall be tested for compatibility with NVD prior to each NVD operation. Examples (not limited
to) are:

1. Regular wand cones covered with black shrink/electric tape with 1/8-inch of tip exposed.

2. Regular wand cones painted black with vertical pin scratches.

3. Blue NVD filter inserts for flashlights/wands and cones masked with four vertical slits.

4. Red/infrared chemlights.

9.11.5.3 Flight Deck Lighting

NVD compliant flight deck lights allow a minimum amount of interference to aircrew NVD, yet ensure adequate
lighting on the flight deck for the flight deck crew. When blue lights are not installed, ship lighting may be used at
a minimum safe intensity.

ORIGINAL 9-44
 NAVAIR 00-80T-122

Some shipboard operations may require additional deck lighting to augment NVD compliant lights under some
ambient light conditions. The following operations are prohibited on “blacked out” flight decks:

1. Chocking and chaining of aircraft.

2. Fueling.

3. Ordnance (arming/dearming or uploading/downloading, including sonobuoys).

4. Troop movement.

5. Aircrew changes (HOTSEAT).

6. Aircraft movement.

7. Vehicle movement.

Note
MSC CIVMAR crews are not trained or equipped to conduct blackout
flight operations. Units requesting blackout flight operations support from
a MSC ship shall provide appropriate NVD qualified flight deck personnel
(LSE, HCO and/or LSO) with the required NVD equipment.

9.11.5.4 Helicopter Control Station Lighting

All unnecessary lighting in the HCS will be secured. Indicator lights will be taped over or secured to eliminate glare.
If lighting is required, use NVD compatible lighting or very dim installed lighting for critical instruments only (i.e.,
wind direction/speed and ship course repeaters).

9.11.6 Aircraft Procedures

All shipboard patterns used during normal day/night operations are germane to NVD operations. The pilot on the
side of ship obstructions when oriented along the final approach path should be the pilot at the controls. Normally,
cross-cockpit landings or takeoffs will not be conducted because of restricted visual cues. Exceptions will be to
accomplish required training. Aircraft should minimize use of non-NVD compliant anticollision lights when in
proximity to the ship.

Simultaneous mix of NVD and non-NVD flight operations are prohibited under normal control conditions. If the ship
is required to conduct recovery of a non-NVD aircraft during NVD operations, pattern NVD aircraft should be
assigned a standoff position, flight deck lighting will be raised to normal night intensity (SGSI on), and non-NVD
aircraft recovered.

In the event the aircraft must be waved off while conducting NVD flight
operations, the waveoff lights shall not be used. Instead, radio calls and/or
LSE NVD compliant wands/signals shall be used.

9-45 ORIGINAL
NAVAIR 00-80T-122

Note
Ships modified with NAVAIR-approved NVD compliant shipboard flight
deck lighting, such as NVD blue light filters, are not required to change
overhead lighting configuration or deck surface floodlight configuration to
launch and recover unaided aircraft; however, deck lighting levels shall be
adjusted to provide the unaided aircraft with sufficient lighting for safe
takeoff and landing visual references.

During NVD VERTREP operations, the U.S. Navy Mk 105 pendant should be used, if possible, to minimize hover
altitude and enhance visual cues for the aircrew; however, use of the Mk 92 reach pendant is authorized. Chemical
lights should be used to mark hookup points (pendant and load) and should be securely fastened to minimize FOD
potential. Flight deck lighting should be at maximum practical intensity given NVD compatibility and aircrew/flight
deck crew comfort level and proficiency.

NVD Helicopter Rope Suspension Training (HRST) is authorized given the same lighting concerns as cargo
operations. The intended point of landing for personnel exiting the aircraft should be clearly visible.

ORIGINAL 9-46
 NAVAIR 00-80T-122

CHAPTER 10

Air Traffic Control Doctrine

10.1 AIR TRAFFIC CONTROL DOCTRINE (AIR-CAPABLE SHIPS)
This chapter defines the procedures for conducting flight operations with helicopters deployed with or operating from
air-capable ships from which aircraft can take off, land, or conduct HIFR or VERTREP operations. This chapter
contains sufficient procedural information to provide greater flexibility and operational capability for safe intership
helicopter operations. Also described are some of the pertinent details of deck marking, lighting, and procedures for
conducting VFR and IFR controlled approaches to air-capable ships. The purpose of this chapter is to familiarize
flight personnel with the general appearance and characteristics of facilities that may be encountered in the course
of conducting flight operations. Complete and detailed obstruction, clearance, and lighting criteria are contained in
the Air-Capable Ships Aviation Facilities Bulletin No. 1. Ship and flight personnel should be familiar with this
publication and pertinent documentation, such as the current editions of:
1. Applicable NATOPS flight manuals.
2. Shipboard Aviation Facilities Resume, NAEC-ENG-7576.
3. APP 2/MPP 2 Volume I and Volume II.
10.2 RESPONSIBILITIES
10.2.1 Pilot
As directed by OPNAVINST 3710.7, the pilot is responsible for the safe and orderly conduct of the flight. Further,
the success and safety of flight depend upon his/her knowledge and adherence to the procedures contained herein.
Any necessary deviation from these procedures or from other controlling instructions shall be reported immediately
to the controlling agency.
10.2.2 Operations Officer
The operations officer shall be responsible for the control of airborne aircraft, except when control is assigned to other
authority. This control refers to all airborne operations not incidental to the actual launch or recovery of aircraft.
10.2.3 Combat Information Center Watch Officer
The CIC watch officer on air-capable ships is responsible for mission control of assigned aircraft. This includes
providing separation from other traffic operating in the vicinity of the ship and/or under the ship’s radar surveillance
and ensuring that radar air controllers know and follow standard ATC procedures. Additionally, he/she shall ensure
that these controllers know their responsibility for traffic advisories to aircraft operating in VMC and for safe
separation of aircraft operating in IMC. Upon request, he/she shall provide information concerning areas of special
operations.
10.3 CONTROL
10.3.1 Controlled Airspace
Combined flight operations occur when rotary and fixed-wing aircraft are operating in the vicinity of a ship control
zone. Unless cleared by the controlling agency, aircraft shall not enter the ship control zone. The OTC or delegated
representative is responsible for the coordination of these evolutions and shall at the least provide the following
guidance:
1. Communication frequencies to be used.
2. Controlling agencies responsible for each evolution.

10-1 ORIGINAL
NAVAIR 00-80T-122

3. Sector/altitude restrictions (if required).

4. Marshal procedures (if required).
5. Lost communications procedures.

Note
Unscheduled launches or recoveries that are due to emergency or
operational necessity are permissible, but must be coordinated with the
OTC as soon as possible because of the inherent dangers of combined flight
operations.
10.3.1.1 Control Zones
The airspace surrounding each air-capable ship that possesses equipment for approved IFR approaches is defined as
a circle, 5 nm in radius, extending from the surface to an altitude of 2,500 feet Mean Sea Level (MSL) (refer to
Figure 10−1). The following limitations apply:
1. The control zone will not be effective in any portion of the area that extends into, under, or abuts the controlled
airspace of aviation ships, amphibious assault aviation ships, or airfields.
2. The control zone is not effective if the area lies within a special-use airspace (restricted area, warning area,
military operating area, etc.) without the authorization of the designated controlling agency.
3. Where two or more ships are in company, only a single control zone may be established, as directed by the
OTC.

Utmost vigilance/surveillance is required in areas near airways, airfields,

controlled airspace, or special-use airspace. Even in uncontrolled airspace
areas, others may not be aware of the ship’s presence or conduct of flight
operations.
10.3.1.2 Close Proximity Operations
During combined flight operations (fixed-wing or rotorcraft) with CV/CVN/LHA/LHD or other air-capable ship,
each ship should remain in its assigned operating area in order to reduce air traffic coordination problems. The
air-capable ship Combat Direction Center (CDC) must closely monitor and coordinate flight patterns to avoid mutual
interference. Prelaunch procedures shall include exchange of air plans and notification by air-capable ships and
acknowledgment by the CV/CVN/LHA/LHD prior to any flight operations within 10 nm of the ship.
10.3.2 Control Criteria
Weather in the control zone determines the degree of aircraft control necessary. The type of control to be employed
during departure and recovery is determined by the Senior Naval Aviator (SENAV), unless otherwise specified by
higher authority. During periods when ceiling and/or visibility is below VFR minimums, electronic ATC techniques
shall be used to provide separation for maximum safety.
10.3.3 Visual Meteorological Conditions Minimums
Helicopter VMC minimums are established by OPNAVINST 3710.7 (series). A 500-foot ceiling and 1-mile visibility
are minimum visual operating parameters. More stringent minimums than are found in OPNAVINST 3710.7 (series)
may be imposed by the SENAV, and these more stringent minimums are particularly recommended for
multi-helicopter operations. Mission priority will be a major factor in establishing any operating minimums.

ORIGINAL 10-2
 NAVAIR 00-80T-122

CONTROL AREA (APPROACH/DEPARTURE

CONTROL FOR IFR)
~------------------------ 100NM --------------------~~

UPPER LIMIT
AS ASSIGNED

CONTROL ZONE
10 NM
(TOWER CONTROL)

2,500 FT

Figure 10−1. Control Area and Control Zone Dimensions

10-3 ORIGINAL
NAVAIR 00-80T-122

10.3.4 Separation Criteria

The following criteria are provided as guidance for the control of aircraft under IMC. Either lateral or vertical
separation shall be provided. These restrictions do not apply to launch and recovery operations or tactical maneuvers
such as air intercepts, rendezvous, and close USW action.

10.3.4.1 Lateral Separation

1. Aircraft operating less than 50 miles from the monitoring antenna shall be separated by a minimum of 3 miles.

2. Aircraft operating 50 miles or more from the monitoring antenna shall be separated by a minimum of 5 miles.

10.3.4.2 Vertical Separation

1. Helicopters shall be separated by 500 feet.

2. Fixed-wing aircraft shall be separated by 1,000 feet up to and including FL290, and separated by 2,000 feet
above FL 290.

3. Helicopters shall be separated from fixed-wing aircraft by 1,000 feet.

10.3.5 Electronic Control

All helicopters shall be under positive communications control at sea unless otherwise directed. Pilots shall not shift
frequencies without notifying and/or obtaining permission from the controlling agency.

During extended flights, frequent radio checks shall be made and the pilot shall be informed of any changes such as:

1. Deteriorating weather.

2. Loss of radar contact.

3. Alteration of the ship course or speed.

4. Bearing and range of aircraft to ship (“pigeons”).

10.3.6 Tactical Direction

In the absence of a full ACU capability, or if the tactical situation precludes positive or advisory control, an aircraft
can be operated under tactical direction. Tactical information is passed to enable an aircraft to accomplish its task.
The directing unit, when possible, provides adequate warning of hazards, but the aircraft commander is responsible
for aircraft navigation and safety.

Normally, the pilot in command shall be responsible for determining if weather conditions equal or exceed VFR
minimums; however, regardless of the pilot’s determination, the commanding officer may direct that the close control
associated with IMC shall be exercised.

10.3.7 Advisory Control

Advisory control consists of the monitoring of radar and radio channels in order to advise the pilot of other traffic
and operational or hazardous areas. It shall be used where traffic density in an operating area requires a higher degree
of control for safety of flight than normally required under VMC. Advisory control is normally limited to VMC
operations and is recommended for all operations where positive control is not required.

ORIGINAL 10-4
 NAVAIR 00-80T-122

10.3.8 Positive Control

Positive control is a form of ATC in which the controlling agency has radar and radio contact with the aircraft being
controlled and published approach or departure procedures are complied with, or where specific assignments
regarding heading and altitude are issued by the controller. While altitude separation is provided by pilots maintaining
assigned altitude, lateral and time separation is the responsibility of the air controller. Speed changes may be directed
by the air controller. Positive control shall be used under the following conditions:

1. Ceiling less than 500 feet.

2. Forward flight visibility less than 1 mile.

3. All flight operations between 1/2 hour after sunset and 1/2 hour before sunrise except as modified by the OTC
or the commanding officer.

10.3.9 Electronic Emission Control

The operations officer shall be responsible for electronic EMCON in accordance with NTTP 3-51.1, effective
operation orders, and governing directives. Established nonelectronic communications procedures for performing
launch, arrival, and recovery operations during EMCON conditions are described in Chapter 9.

Detailed briefings covering mission responsibilities and procedures shall be conducted prior to operating under
EMCON conditions. All flightcrewmembers, controllers, and aircraft-handling personnel shall attend such briefings
and familiarize themselves with all procedures within their area of responsibility.

10.3.10 Control of Radio Circuits

10.3.10.1 Combat Information Center or Air Operations Control Center/Helicopter Direction Center

CIC or AOCC/HDC shall exercise control as follows:

1. Primary control of assigned air control frequencies.

2. Secondary control during launch/recovery operations.

10.3.10.2 Ships With PriFly Control

PriFly shall exercise control as follows:

1. Primary control during launch/recovery operations.

2. Secondary control of departure and final approach frequencies.

10.3.11 Voice Procedures

Strict radio discipline is mandatory. Voice procedures must be as brief as possible, but should not vary appreciably
from standard ATC phraseology as set forth in ACP 165.

10.3.12 Flight Clearance Requirements

The requirements for filing flight plans and advisories vary with each operating area and are contained in
OPNAVINST 3710.7 (series), flight information publications, and fleet operating directives. As a rule, flight plans
(DD 175/International Civil Aviation Organization [ICAO]) are required for flights that terminate ashore and/or make
passenger stops at shore stations or proceed over land. They shall be filed by message or radio with an appropriate
ATC facility ashore, well in advance of the intended flight operations.

10-5 ORIGINAL
NAVAIR 00-80T-122

10.3.13 Departing Aircraft

Prior to launch, a radio check on the designated frequency, using appropriate aircraft and ship’s call, shall be
conducted in the following manner:

1. Ships with primary flight control — PriFly.

2. All others — CIC.

PriFly and CIC shall acknowledge. The controlling agency shall broadcast the relative wind direction and velocity,
density altitude, and altimeter setting.

The operations officer, with the concurrence of the commanding officer, may authorize the launch of an aircraft
without radio communications if circumstances warrant and overall safety is maintained; however, except under
conditions of extreme emergency or when tactical situations dictate otherwise, two-way communications are
mandatory for helicopter operations:

1. At night.

2. During periods of low ceiling and visibility.

3. For flight beyond visual range of the ship.

10.3.14 Control of Departing Aircraft

The primary responsibility for adherence to the assigned departure instructions rests with the pilot; however, advisory
control shall normally be exercised with a shift to positive control as required by weather conditions, upon request,
or when the assigned departure instructions are not being adhered to. After the aircraft is airborne, CIC shall:

1. Record data on status boards as required.

2. Ensure that communications and positive track are maintained to the extent possible under existing EMCON
conditions.

3. Request navigation aid checks as necessary.

4. Maintain control until control is accepted by another controlling agency and the pilot shifts radio frequency
as appropriate.

5. Before releasing aircraft to the other controlling agency, give the pilot any pertinent information, such as
changes in PIM and mission.

6. When transferring control to another agency, give the range and bearing of the aircraft being transferred and
ensure that the other control agency acknowledges assumption of control.

7. Relay changes to flight plans as necessary.

Do not change type of control in flight unless the pilot is advised and acknowledges the change.

10.4 DEPARTURE PROCEDURES (AIR-CAPABLE SHIPS)

10.4.1 Day Visual Meteorological Conditions

After launch, the aircraft shall depart the ship on the course as established in the prelaunch briefing. Deviations are
permitted to preserve the safety of the flight or with the concurrence of the CIC air controller.

ORIGINAL 10-6
 NAVAIR 00-80T-122

10.4.2 Instrument Meteorological Conditions or Night Operations

The aircraft shall depart on the stipulated departure course, climbing to a minimum of 300 feet prior to commencing
a turn.

10.4.3 Departure Communications Procedures

The aircraft will be launched on the predetermined frequency and shall be under the control of CIC as soon as the
HCO/LSO has received an “Operations normal” report from the pilot and HCO passes control to CIC. This report
should include fuel state and souls on board. At night or if in IMC, aircraft shall not be required to change frequencies
or IFF codes until at least a 300-foot altitude and cruise configuration have been attained.

Guard channel shall be monitored at all times. The aircraft shall not shift from assigned control frequency except to
switch to another control agency with the concurrence of the current control agency.

10.5 ARRIVAL PROCEDURES

When arriving within the control area of the recovery ship, and upon release from the previous control agency, the
inbound aircraft shall report to CIC/PriFly/HCS for control. The pilot shall provide the following information:

1. Identification and type aircraft.

2. Position.

3. Altitude.

4. Fuel state (in hours and minutes to splash).

5. Aircraft status.

6. Pilot’s estimate of weather conditions (VMC or IMC).

7. Souls on board.

8. Other pertinent information that may affect the recovery.

The controlling agency shall provide the inbound flight with:

1. Type of approach anticipated (VFR or IFR [radar/TACAN/automatic direction finder]).

2. Marshal instructions, if required.

3. Steering as required.

4. Estimated recovery time.

5. Altimeter setting, wind, and weather.

6. Time check.

7. BRC.

8. Ship’s certification/waiver status as it pertains to the aircraft involved.

9. The appropriate range and altitude at which visual contact can be expected to be made with the SGSI.

10-7 ORIGINAL
NAVAIR 00-80T-122

10.5.1 Approach Criteria (Air-Capable Ships)

Based on the pilot’s reported estimate of weather as well as observed weather at the ship, the SENAV shall determine
the type of approach and required control for the recovery.
10.5.1.1 VFR Descent and Approach
If it has been determined that VMC exists and that the ship is in every respect prepared to recover the aircraft, the
pilot shall be directed to close the ship. Control will be passed to PriFly/HCS and the LSE will complete the recovery.
If the ship is not prepared, holding instructions shall be issued by CIC until such time as the ship is ready for recovery.
10.5.1.2 IFR Approach Procedure
Helicopter operations are not normally conducted when weather is below a ceiling of 500 feet and/or less than 1 mile
visibility, unless a Carrier-Controlled Approach (CCA)/Precision Approach Radar (PAR)-equipped facility is
available within the operating range of the helicopter.
10.5.1.3 Helicopter Air-Capable Ship Approach Procedures
Procedures contained herein shall be used in IMC. The altitude/distance checkpoints depicted in the approach path
profiles in Figures 10−2 and 10−3 are consistent with SGSI use. An aircraft on the depicted flightpath is within the
amber zone. The SGSI, if operable, should be used for all night approaches to aid the pilot in the final phase of the
approach.
10.5.1.4 Final Approach Courses
The final approach courses shown in Figures 10−2 and 10−3 are typical and apply to most air-capable ships. They
may be adjusted as necessary to conform to existing lineup lines.
10.5.2 Marshal
10.5.2.1 Primary Marshal Approach (TACAN-Equipped Ships)
Primary marshal is as depicted in Figure 10−2 or as established by the OTC. When the ship is prepared to recover
the aircraft, CIC shall clear the aircraft for the approach.
The pilot shall proceed to the Initial Approach Fix (IAF) using radar vectors, TACAN information, or from holding,
as depicted in Figure 10−2. If cleared for the approach, the pilot completes his/her landing checklist, reports,
“Commencing approach,” and secures the lower red anticollision light (night only) to signal the deck that he/she is
commencing the approach and to prevent blinding of the LSE/HCO. The pilot proceeds to the Final Approach Fix
(FAF), where he/she reports, “Gear down, right/left seat landing.” The tower replies with a “Cleared to land” call.
The pilot begins descent so as to arrive at the Missed Approach Point (MAP) at the Minimum Descent Altitude
(MDA). With an SGSI installed, the pilot reports visual acquisition of the SGSI to the ship and completes the
approach based on SGSI/VLA and LSE signals.
10.5.2.2 Nondirectional Beacon Approach
Marshal is provided for Nondirectional Beacon approach (NDB)-equipped ships as depicted in Figure 10−3. When
the ship is prepared to recover the aircraft, CIC shall clear the aircraft for the approach.
When departing marshal, the pilot reports, “Commencing approach.” He/she completes the landing checklist and
secures the lower red anticollision light (night only) to signal the deck that he/she is commencing the approach and
to prevent blinding of the LSE/HCO. The pilot proceeds outbound on a heading 30 to the right of the final approach
bearing (Figure 10−3). Following timing outbound, the pilot commences a shallow left turn of approximately 10
to intercept the final inbound bearing. Once established on the final inbound bearing, the pilot proceeds to the FAF,
where he/she reports, “Gear down, right/left seat landing.” The tower replies with a “Cleared to land” call. The pilot
begins a descent so as to arrive at the MAP at the MDA. With an SGSI installed, the pilot reports visual acquisition
of the SGSI to the ship and completes the approach based on SGSI/VLA and LSE signals.

ORIGINAL 10-8
 NAVAIR 00-80T-122

APPROACH FREQ
LAND/LAUNCH FREQ TACANAPPROACH ----------

ALTIMETER 3 DMEARC
BRC (MAG) BRC
RELWIND SPD

WARNING I TACAN CH _____

Radials and courses

are relative to the
base recovery course.
Final courses shown
are typical for most
classes of ships but
may be adjusted to
conform to existing
lineup line.

PRIMARY MARSHAL

4DME

MISSED APPROACH 125'

~~~(ALTITUDE AGL) 200 ,

If visual contact is not

made at MAP, climb
straight ahead to 200ft
for 3 min or 3 DME,
proceed to primary
0 ·5 (MILES DME) 1.5
marshal and hold.

CATEGORY MDA- MAP/DISTANCE CEILING/VIS

TACAN 200' I 1/2 NM200 I 1/2 200' I 1/2

*Radar-Monitored 200' I 1/2 NM200 I 1/2

(Ship/Helicopter Radar)

*Minimums when radar provides distance information.

HOPACS-F019

Figure 10−2. Approach Chart Air-Capable Ships TACAN (Helicopter)

10-9 ORIGINAL
NAVAIR 00-80T-122

APPROACH FREQ ---

LAND/LAUNCH FREQ --- NOB APPROACH - - - - -
3 NM ARC
ALTIMETER --- BRC
BRC (MAG) ---
REL WIND SPD --- %
~

I
NOB FREQ

I WARNING Alternate
Marshal
(ADF only)
1 Min Legs
Radials and courses
are relative to the
base recovery course.
Final courses shown
are typical for most
classes of ships but
may be adjusted to
conform to existing
lineup line.

_J
w
0::
0
0
co
~

MISSED APPROACH

If visual contact is not NOB 3 NM

made at MAP, climb
straight ahead to 400ft
400
I ~ .. LS~N::M::.-------~> 1 400

·~ ~ 350 1-;oo
for 3 min. Then proceed
to alternate marshal
and hold. ~-- 1 200 1 275

CATEGORY MDA- MAP/DISTANCE CEILING/VIS

NOB 200' I 112 NM 200' I 112

NOB APPROACH

Time: High Sta to 3 NM Arc Time: 3 NM Arc to MAP (1 /2 NM)

Relative Wind Spd 0 5 10 20 30 Relative Wind Spd 0 5 10 20 30

A/C 70 2.34 2 .24 2.14 2.00 1 .47 A/C 70 2.08 2.16 2.25 2.53 3 .30
SPD SPD
90 2.00 1 .53 1 .47 1.38 1 .30 90 1.39 1.44 1.50 2.05 2.23

Figure 10−3. Approach Chart Air-Capable Ships Nondirectional Beacon (Helicopter)

ORIGINAL 10-10
 NAVAIR 00-80T-122

10.5.3 Air Surveillance Radar or Self-Controlled Radar Approach

The ship’s Air Surveillance Radar (ASR) and the Self-Controlled Radar approach (SCR) on board the helicopter can
be used with the approach profile depicted in Figure 10--2. TACAN approach procedures apply, except that the pilot
will control his/her descent based on the range and bearing information received from the ship or from the on-board
radar operator. The radar operator will provide a continuous update of range and bearing information until the landing
environment/SGSI is acquired visually. The pilot reports, “Visual acquisition to the ship” and the radar operator
ceases to provide information. The pilot continues the approach to landing based on SGSI/VLA and LSE signals.

10.5.4 Missed Approach and Waveoff (Air-Capable Ships)

If the landing environment is not in sight at the MAP and a safe landing cannot be executed, or if the pilot has been
in visual contact and proceeded beyond the MAP and then loses contact, an immediate waveoff shall be executed.
The aircraft shall climb straight ahead to 400 feet. If no instructions are received prior to reaching 3 nm or within
3 minutes, the pilot shall execute a left turn downwind and proceed to the desired marshal point to attempt another
approach. If meteorological conditions are considered to preclude a safe landing and sufficient fuel reserves exist,
the aircraft should be diverted to a more suitable landing site.

10.5.5 Helicopter Approach Minimums

The commanding officer, with the advice of the SENAV, may establish more restrictive approach minimums that
reflect significant changes in operational capabilities, such as may be occasioned by decreased proficiency of CIC
or of the flightcrews; however, the ceiling/visibility minimum on the selected approach shall be observed until the
conditions of visual contact asserted in the approach descriptions are attained. When a suitable alternate landing
platform is available, aircraft shall not commence an approach to the primary landing platform if the reported or
observed weather is below the minimums unless it has been determined that the aircraft has sufficient fuel to proceed
to the alternate landing platform following a possible missed approach.

10.6 AMPHIBIOUS SHIP AIR OPERATIONS (WHERE DIFFERING)

Except as specified below, VFR arrival and departure procedures set forth above apply.

10.6.1 VFR Departure

Helicopters shall clear the control zones at or below 300 feet or as directed by HCS/PriFly. Helicopters shall not cross
behind the stern within 1 mile without specific clearance from HCS. When departing for operations within the control
zone (i.e., SAR), they shall remain under the control of HCS/PriFly or other designated controlling agency until clear
of launching and recovering aircraft.

10.6.2 VFR Descent and Approach

All returning flights shall check in with the appropriate controlling agency when entering the control area, or as soon
as they are released from the other controlling agency.

10.6.3 DELTA Patterns

The DELTA pattern is a VFR holding pattern established in the vicinity of the ship.

10.6.3.1 Overhead DELTA

The overhead DELTA is a left-hand racetrack pattern around the ship at 500 feet MSL, oriented on the ship’s heading
and flown at optimum airspeed.

10-11 ORIGINAL
NAVAIR 00-80T-122

10.6.3.2 Port/Starboard DELTA

The port/starboard DELTA pattern is a left/right racetrack pattern as depicted in Figure 10−4 at the altitude assigned.
Downwind turn will be commenced at the amidships position.
10.7 INSTRUMENT FLIGHT RULE PROCEDURES
IFR procedures will be in accordance with Chapter 10.
10.8 BINGO
When a suitable bingo field/deck is available, aircraft shall not commence an IFR approach if the reported weather
is below minimum, unless it has been determined that the aircraft has sufficient fuel to proceed to the bingo field/deck
in the event of missed approach.
10.9 HSM/HSL AIR CONTROL
The operating modes of the helicopter/ship weapon system are helicopter or ship control. The ship-based ASTAC,
a graduate of the formal LAMPS Mk III operations course, functions as mission coordinator. In ship control mode,
the ASTAC is assisted by the REMRO, who has control of the aircraft radar; the ASO, assigned the responsibility
of acoustic sonar observation and analysis of sonobuoy returns; and the ESMO, who operates and analyzes the ES
equipment and data remotely via the two-way data link. The ASTAC must be capable of making knowledgeable,
expeditious tactical decisions and is the interface between the helicopter data link information and other shipboard
weapons systems. It is essential that only well-trained and experienced operators be placed in this position.
The ASTAC is capable of using the tactical picture and data presented on his/her scope to plan and position
fly-to-points for the pilot, and select which sonobuoys are to be deployed, all via remote control through the data link.
During the SUW mission, helicopter radar and ES data are remotely controlled by and displayed to the ASTAC for
analysis and further integration into the ship’s weapon systems.
The two-way data link system incorporates automatic aircraft tracking. Since the position of the helicopter is
continuously updated and presented to the ASTAC while in data link contact, the ship’s radar is not required for
helicopter flight following. EMCON conditions permitting, ship’s radar flight following and air traffic separation
advisories are desired from the ship’s radar operator, relayed through the ASTAC or REMRO on the data link, for
additional flight safety.
The MH-60R/SH-60B is capable of performing all necessary data collection and analysis functions required to
complete a ASW or SUW mission in the independent (stand-alone/helicopter control) mode.
Operation in the independent mode is usually the result of loss of data link contact because of aircraft descent for
localization/attack or EMCON conditions. Therefore, radar contact may not be possible. While the helicopter is
operating in the independent mode, EMCON conditions permitting and radar contact possible, flight following
should be provided by a qualified ASTAC or an Air Intercept Controller (AIC). Traffic separation advisories should
be made to the pilot over the UHF radio on the assigned tactical frequency.
The ship’s combat systems officer, via the ASTAC, is responsible for mission briefing and debriefing. A complete
and accurate briefing sheet shall be provided to the crew prior to each mission. Debriefings shall be conducted
immediately after each mission to collect all logs and additional information to make an analysis of the flight.
10.10 HSC/HS AIR CONTROL
SH−60F/HH−60H and MH−60S aircraft may not be equipped with a data link system. It may be necessary for
air−capable ships to use onboard sensors to help plan, direct, and control the aircraft’s weapons systems in the
ASW/SUW tactical environment. The ASTAC gathers information from the aircraft, acoustic processor operators,
sonar operators, NC-2 plotter, and ES station, and provides the interface with the airborne helicopter. The ASTAC
must be capable of supervising aircraft employment during the prosecution of a submarine contact and/or
coordinating an ASW/SUW mission. It is essential that a well-trained and experienced officer be placed in this
position. He/she can best accomplish his/her function working in conjunction with a well-qualified ASTAC.

ORIGINAL 10-12
 NAVAIR 00-80T-122

AMIDSHIP

PORT DELTA STARBOARD DELTA

Figure 10−4. Port/Starboard DELTA Pattern

10-13 ORIGINAL
NAVAIR 00-80T-122

The ASTAC will maintain a plot of sonobuoys, MAD fixes, sonar information, and ES data to use in directing the
operation. During ASW/SUW missions, or when the helicopter passes ASW/SUW information to the ship, the
ASTAC will relay this information to the ship’s ES unit for further analysis and action.

Note
The CIC watch officer shall brief the pilot and ASTAC as well as provide
them with an accurate briefing sheet.
Debriefings shall be conducted immediately after each flight using all logs and grams to make an analysis of the flight.
The debrief will include the entire flightcrew and, if possible, the Tactical Action Officer (TAO) or CIC watch officer
on watch during the flight and other members of the CIC/sonar team (ASTAC, ASAC, sonar watch supervisor,
AN/SQR-17 operator, etc.) as the TAO may direct.
10.11 COMMUNICATIONS CONTROL

10.11.1 Voice Communications Procedures

The compulsory arrival, marshal, and approach voice reports required of the pilot are as follows:
1. Arrival within controllable range and release from the previous control agency.
2. Receipt of:
a. Holding/marshal instructions.
b. Estimated recovery time.
c. Altimeter setting, wind, and weather.
3. Entering holding.
4. Altitude or other assignment changes.
5. Commencing approach (fuel state).
6. IAF and FAF (1-1/2 miles).
7. Ship sighted.
8. Missed approach/waveoff.
Standard ATC phraseology shall be used with the exception of altitude, which shall be reported as in current tactical
doctrine. Fuel state will be reported in hours plus minutes to splash.
10.12 EMISSION CONTROL
The ship should have a secondary UHF radio ready to assume communications if the primary unit fails. This is
especially true during night operations and periods of reduced visibility when positive radar control should be
maintained. When the use of radio communications is not authorized because of the EMCON conditions in effect,
routine aviation operations can be conducted by the use of visual signals (Figures 9−10 and 9−11).
During EMCON, control ships shall notify receiving ships by visual means that flight operations will be conducted
with sufficient lead time to ensure that the receiving ship will be ready for the aircraft’s arrival. Large cards displaying
ship’s name and hull number may be used by the control ship to inform the pilot of his/her destination. Flag and hand
signals and flag hoist signals may be used for helicopter control, but radio transmission shall not be authorized unless
safety of flight or an emergency requires breaking EMCON.

Note
Except when a tactical or emergency situation dictates, two−way
communications between the ship and aircraft shall be established before
the aircraft goes out of visual range.

ORIGINAL 10-14
 NAVAIR 00-80T-122

CHAPTER 11

Special Procedures

11.1 HELICOPTER PERSONNEL TRANSFER AND UTILITY OPERATIONS

This chapter describes helicopter operations that involve the routine transfer of personnel and limited quantities of
cargo and other utility operations.

Transfer operations should not be confused with VERTREP, which is described in this chapter.

Transfer from ships certified or waivered for VERTREP or HIFR shall only be made from those areas so designated.

Helicopter transfers shall not be conducted from surface ships that are not
certified or waivered except in extreme situations such as emergency
Medical Evacuation (MEDEVAC).

11.2 PREPARING FOR TRANSFER OPERATIONS

Prior to conducting flight operations, flight quarters shall be set in accordance with Chapter 8. Personnel/cargo
transfers may be effected by either landing the aircraft or by hoist over the deck/transfer area. The preferred method
is to land the aircraft on ships so certified. The same relative wind and deck conditions are required for hovering as
are required for launch/recovery operations.

11.2.1 Personnel To Be Transferred

Personnel who are to be transferred from a ship shall be manifested and briefed as discussed in the following
paragraphs. Personnel transfers should be completed prior to the aircraft commencing another mission (e.g., USW,
VERTREP, etc.).

D Transfer of passengers by hoist at night is prohibited except in emergency

situations.

D Night passenger flights to or from air-capable ships shall be limited to

situations of an operational necessity to properly certified ships.

D Personnel shall not be hoisted to or from H-53E because of extreme hazards

created by the static electricity generated by the helicopter.

11-1 ORIGINAL
NAVAIR 00-80T-122

Note
D This does not preclude troop movement in support of amphibious
exercises, VBSS Level III operations, or special operations (SPECOPS)
missions.
D The briefing officer should be the ATO or the Combat Cargo Officer (CCO)
on amphibious air-capable ships. On air-capable ships, the briefing officer
should be an aviation officer, FDO, or assigned petty officer.
11.2.1.1 Passenger Manifesting
Personnel authorized for helicopter transportation should report to a designated passenger manifesting area at least
1 hour prior to the scheduled launch. The ship will record the following information:
1. Last name and initials.
2. Rank/rate.
3. Social security number.
4. Organization.
5. Destination.
6. Priority (if any).
Flights should not be delayed for late passengers except in very unusual cases, nor shall passengers who have not
been cleared with the briefing officer be permitted to embark.

11.2.1.2 Passenger Brief — Standard Transfer Procedures

1. Prior to pickup, passengers shall be fully briefed on emergency procedures applicable to the specific aircraft
being used for transport. The briefing shall take place prior to moving to the flight deck area where ear
protection devices and engine noise may make detailed instruction impracticable. Door and seating diagrams
of U.S. rotorcraft are provided in Appendixes B through R. A copy of the applicable diagram shall be
reproduced locally and made available for viewing during the passenger brief.
2. Inflatable flotation and cranial protection with goggles are normally provided by the aircrew and shall be
donned prior to departing the sheltered area and exposure to the flight environment. Cold-weather survival gear
is normally provided by the ship. Passengers shall wear appropriate anti-exposure clothing and flotation prior
to entry In Accordance With (IAW) OPNAVINST 3710.7 (series). Flotation gear shall be worn in a completely
donned configuration ready for immediate inflation.

D Auto-inflating personal protective equipment and/or inherently buoyant

clothing can impede underwater egress and shall not be worn in the aircraft.
D Turning rotor blades are deadly. Do not proceed under rotor blades until
directed by LSE/director. When entering the helicopter on deck, keep low
and enter through the door as directed by the LSE/director and aircrewman.
When rotors are being engaged or disengaged, personnel shall remain clear
until directed to approach or debark.

ORIGINAL 11-2
 NAVAIR 00-80T-122

3. When being hoisted in the rescue strop, the bottom of the rescue strop should be placed under the arms and
across the back. The rescue strop should be held with the arms folded in front of the chest enclosing the rescue
strap as shown (Figure 11--1). With the rescue strop properly donned, even an unconscious person will not fall
out. As the person approaches the door, he/she should not attempt to climb in or grasp the helicopter. The
crewman will face him/her outboard, hook an arm around his/her middle or grasp the rescue strop at his/her
back, and draw him/her into the helicopter.

4. When seated and strapped in, the passenger should orient himself with respect to all emergency exits. The
crewman shall ensure that each passenger knows the location of the nearest emergency exit and the proper
method of releasing emergency exits.

Note
D During personnel hoisting operations with Coast Guard helicopters, the
rescue basket (Figure 11--2) will normally be used. Personnel are to be
seated at all times while in the rescue basket.

D Navy H-60 aircraft may be equipped with a collapsible rescue basket. This
is designed for aircraft that do not normally carry a rescue swimmer.

11.2.1.3 Passenger Brief — Procedures in Case of a Crash or Ditching

In addition to the brief on standard procedures for transfer of personnel, passengers are also briefed on procedures
to be followed in case of a crash or ditching.

1. Stay strapped in until the rotor blades and aircraft motion have come to a complete stop.

2. If the aircraft remains upright, unstrap and proceed calmly to the nearest exit as directed by the crewman. After
entering the water, inflate your lifejacket.

3. If the aircraft rolls to the inverted position, do not panic; grasp some nearby fixed object and note the direction
to the nearest exit. Remember that the exit will still be in the same relative position when all motion ceases.

Wait until violent motion stops, then unstrap and move toward the exit, utilizing a hand-over-hand method to maintain
orientation; when clear of the aircraft, inflate your lifejacket.

Do not inflate your lifejacket inside the aircraft as it may make egress
impossible. Maintain a continuous hand reference on a fixed object while
proceeding to the nearest exit.

Note
Aircraft equipped with Helicopter Emergency Egress Lighting System
(HEELS) will illuminate all emergency exits when rotors have stopped.
The lights are luminous strips that illuminate the outer edge of exits.

4. Once comfortably floating on the surface, follow the directions of the aircrew.

5. If the aircraft crashes on land, wait until all motion has stopped, then exit the aircraft and get well clear.

11-3 ORIGINAL
NAVAIR 00-80T-122

y RESCUE HOOK

/ LIFTING STRAPS

RETAINER STRAPS

RESCUE STROP (HORSECOLLAR)

AUTHORIZED FLOTATION
GEAR/HEADGEAR

Figure 11--1. Rescue Gear and Flotation Gear/Headgear

ORIGINAL 11-4
 NAVAIR 00-80T-122

Figure 11--2. U.S. Coast Guard Rescue Basket

Do not attempt to reenter the aircraft once safely exited.

11.2.2 Cargo To Be Transferred

Cargo to be transferred shall be weighed and clearly marked prior to loading. For VERTREP/hoist evolutions, weight
of load shall be signaled to crew by radio, chalkboard, or other clearly understood method. The aircraft commander
is responsible for ensuring that maximum gross weight for takeoff/hover is not exceeded.

Note
Normally cargo to be hoisted aboard the helicopter should not exceed
200 pounds because of crewman limitations.

11.2.3 Briefing of Handling Crew

The handling personnel shall be briefed concerning:

1. Rotor and engine exhaust danger areas.

2. Types of cargo and hoisting hooks to be employed.

3. Safety precautions to be observed, including proper grounding procedures.

11-5 ORIGINAL
NAVAIR 00-80T-122

When hooking up either passengers or cargo, use care to ensure the

attaching device is set properly in the large hook.

4. Required flight deck clothing.

11.2.4 Recommended Procedures and Equipment to Discharge Static Electricity

During helicopter hoist/external load operations, static electricity as high as 200,000 volts is generated. The
helicopter cable or cargo hook must be grounded to discharge this electricity.

Handling the cable or cargo hook prior to proper grounding may cause
injury to personnel.

The grounding wand shown (Figure 11--3) is designed to protect ground personnel from static electrical shock when
working with all rotorcraft. For use with H-53E helicopters, gloves meeting ASTM D 120 84A Type I Class III must
be used. (NSN 8415-01-158-9445 is the preferred glove.) The use of a grounding wand is required for all hoist and
H-53E external load operations. (See Figure 11--3 for stock numbers.)

11.2.4.1 Procedures

1. Connect ground clamp to good metallic grounding path through ship’s hull.

2. Allow utility hoist to touch deck prior to contacting cable with grounding wand.

3. Once grounded, maintain continuous grounding contact until hoist is retrieved. Continuous grounding is
required.

Note
Static charge can rebuild within 1 second.

11.3 TRANSFER PROCEDURES

Exchange of information regarding transfer is normally made by radio. The aircraft and ship shall monitor the
established frequency and establish contact prior to the transfer. Unless absolutely necessary, the ship should not
communicate with the aircraft during the approach, landing phase, or hovering operation, as such communication
may interrupt critical control signals between the pilot and the crewman. If radio contact cannot be established, the
ship should be alerted for pickup or delivery by the aircraft flying at low altitude across the bow, followed by orbiting
the ship clockwise until Hotel or Hotel One is placed at the dip. Aircraft transfers can be made with little or no voice
communications by using the flag hoist signals in Figure 9--10.

Note
Routine personnel or cargo hoisting operations shall not be conducted at
night.

ORIGINAL 11-6
 NAVAIR 00-80T-122

TO STORE WAND

HANG WAND UPRIGHT BY

THE WAND HOOK

TO STORE CABLE
TURN WAND UPSIDE DOWN AND COIL CABLE
LARIAT-STYLE INTO SEVERAL 12 INCH DIAMETER
(APPROX.) LOOPS. WITH LAST REMAINING
LOOP, INTERLACE CABLE AROUND
LOOPS SEVERAL TIMES AND ATTACH CLAMP
TO END PLUG

PART NUMBER: 1610AS100-1

NSN: 4920-01-192-5535
NAVAIR DWG 1610AS100
ALTERNATE PART NUMBER:
1610AS100-2 NSN:
492-LL-ERD-E048

WARNING I
DETAIL
NEVER ATTACH CLAMP JAWS TO GROUNDING ATTACH CLAMP
CABLE, AS PUNCTURE OR CUTTING OF THE TO END PLUG
CABLE MAY RESULT.

Figure 11--3. Stowage Method for the Grounding Cable and Wand

11-7 ORIGINAL
NAVAIR 00-80T-122

11.3.1 Transfer of Personnel by Hoist

If landing is not practicable, the transfer will be made by hoist. After the green signal is displayed, the pilot will make
his/her approach into the relative wind and establish a hover over the transfer point.

Passengers in the aircraft shall remain seated with safety belts secured at all times except when otherwise directed
by a crewman during the actual hoist transfer.

Personnel being transferred shall be provided an inflatable lifejacket and protective headgear with eye
protection. Personnel should wear gloves if available. Anti-exposure suits shall be provided in compliance with
OPNAVINST 3710.7 (series).

Personnel shall be briefed on ditching procedures and the proper position of the hoisting device. They shall be
instructed not to carry personal baggage during the hoisting operation.

D The rescue seat or rescue net shall not be used for routine personnel
transfers. Personnel shall not grab the hoist hook as it is lowered from the
helicopter; static discharge may be dangerous. The hook shall be grounded
by use of a grounding device (Figure 11--3).

D Personnel shall not be hoisted to or from H-53E because of extreme hazards

created by the static electricity generated by the helicopter.

11.3.1.1 Hoisting From Helicopter to Ship

When the helicopter is over the transfer point, the person to be transferred will be wearing the rescue strop and will
be positioned at the hatch as directed by the crewman. As a hover is established, the crewman will raise the hoist
slightly to take on the weight of the passenger, dampen cable oscillation, and then lower away. Flight deck personnel
shall ground out the helicopter hoist cable prior to the passenger reaching the ship’s deck. The crewman will adjust
the hoist so that the passenger is not dragged about when leaving the rescue strop. As soon as the passenger is clear,
the hoist will be retracted and the helicopter will move off. Shipboard flight deck personnel shall ensure that inflatable
lifejackets and protective headgear worn by passengers are removed and returned by hoist to the helicopter.

D Under no circumstances shall a line from an airborne helicopter be secured

to a ship.

D The grounding device should never touch the passenger but should be
applied to the hoisting cable. Touching the passenger with the grounding
device may cause a dangerous electric shock.

ORIGINAL 11-8
 NAVAIR 00-80T-122

11.3.1.2 Hoisting From Ship to Helicopter

When transferring a passenger from a ship to a helicopter, a hover will be established with the cargo door open and
cable payed out 6 to 8 feet. An inflatable lifejacket, eye protection, and protective headgear shall be provided by the
aircrew and should be attached to the rescue strop upon initial lowering. The passenger shall not be lifted from the
deck of the ship until the lifejacket, eye protection, and protective headgear are donned. The crewman will assist the
pilot in maintaining the hover position and will adjust the cable to help the passenger enter the rescue strop. As soon
as the passenger is secured in the rescue strop, the crewman will begin the hoist, informing the pilot as he/she does
so. The passenger must remain secured in the rescue strop until he/she is completely within the cabin of the helicopter.

Any attempt on the part of the passenger to assist in the transfer will only
hamper efforts of the aircrew and may, in fact, result in a potentially fatal
situation.

11.3.1.3 Hoisting of Injured or Sick Personnel

For hoisting of injured or sick personnel, refer to NTTP 3-50.1.

11.3.2 Transfer of Material by Hoist

All material transfers shall be made at the discretion of the pilot. Transfer loads shall be weighed individually by the
ship, carefully inspected for security, and tagged for destination. The approximate weight of each load shall be
provided to the pilot.

Material weighing less than 30 pounds shall be transferred in a weighted bag. The bag will be furnished by the
helicopter and be returned immediately after each pickup to be used for the transfer of additional material. Significant
amounts of material weighing less than 30 pounds should be combined into one bag or tied together to reduce
helicopter hover time. Extended hovering in salt spray may lead to compressor stall and subsequent engine failure.

The transfer of heavier loads must be planned in advance to ensure that the helicopter will have the required lifting
capability (refer to Appendixes B through R).

The HCO and FDO shall inform the pilot of any hazardous cargo, such as flammables, toxic agents, compressed
gases, ammunition, etc., prior to transfer. Preparation and transfer of hazardous materials shall be in accordance with
NAVSUPPUB 505.

11.3.3 Transfers Involving Submarines

11.3.3.1 General

Transfers of personnel to and from submarines by helicopter are not a routine operation. The combination of a small
moving platform, effects of the environment, and the lack of adequate pilot visual reference to the submarine creates
a challenging evolution even under favorable conditions. A transfer should not be attempted in a sea state above 4.
In all transfers, planning, coordination, and communications are essential. Prior to the approach for pickup or
delivery, the position for transfer, the relative wind speed and direction, equipment that will be provided by the
helicopter and by the submarine, the order in which the transfer will proceed, ambulatory status of the passenger,
special arrangements incident to the transfer, and equipment that must be returned after completion of the transfer
shall be agreed upon. Information and multinational procedures for conducting foreign submarine passenger transfers
can be found in APP--2/MPP--2 Pocket Guide and STANAG 1462.

11-9 ORIGINAL
NAVAIR 00-80T-122

Mast and antenna exposure by the submarine should be minimized to

enhance visibility from the bridge, reduce the risk of injury to transfer
personnel, and reduce the chance of entanglement with lines extended from
the helicopter.

11.3.3.2 Communications

The submarine may not have a radio communications station available on the bridge, and a delay in radio response
may be anticipated. Operational security considerations may dictate a minimum of radio communications. The
submarine, in its rendezvous message, will have assigned UHF/VHF radio frequencies to guard. Short-duration
communications should be established to confirm the details of the transfer.

11.3.3.3 Transfer Locations

There are three locations for transfer, presented in decreasing order of preference (Figure 11--4).

1. Center of main deck (Figure 11--4 [Sheet 1 of 3]) (Submarine Ballistic Nuclear [SSBN] only). In this method,
the submarine positions itself with the relative winds from 320 to 350_ at 15 to 20 knots, and the helicopter
takes position heading into the wind.

2. Port sail plane/top of sail (Figure 11--4,[Sheet 2]) (primary method for Attack Submarine Nuclear [SSN]). In
this method, the submarine positions itself with relative winds from 010 to 040_ at 15 to 20 knots. The
helicopter takes position on the submarine heading into the wind and conducts the transfer to either the port
sail plane or the top of the sail (cockpit area).

Note
Seawolf class (SSN 21) submarines will not have sail planes. All transfers
must be done to the top of the sail.

3. Starboard sail plane (Figure 11--4 [Sheet 3]). In this method, the submarine positions itself with relative winds
from 160 to 200_ at 15 to 20 knots with a minimum wind speed of 10 knots. Usually, the submarine maneuvers
downwind at slow speed and the helicopter takes position off the submarine’s starboard side, maintaining
station as necessary.

The high risk of injury to personnel being transferred should be evaluated

carefully.

Note
The submarine will employ a windsock and, upon request, a smoke float
to indicate wind direction and speed.

ORIGINAL 11-10
 NAVAIR 00-80T-122

350°

'14--+-----11---- HELICOPTER
HOIST

SSBN TRANSFER
n TO/FROM MAIN DECK

Figure 11--4. Submarine Transfer Locations (Sheet 1 of 3)

11-11 ORIGINAL
NAVAIR 00-80T-122

SSN/SSBN TRANSFER
TO/FROM PORT SAIL PLANE
OR TOP OF SAIL
n (COCKPIT AREA)

Figure 11--4. Submarine Transfer Locations (Sheet 2)

ORIGINAL 11-12
 NAVAIR 00-80T-122

:I:
m
r
()
:cO
o-o
_ -I
(l)m
-IJJ

;'1;
z
0

SSN/SSBN TRANSFER
TO/FROM STARBOARD
PLANE SAIL

Figure 11--4. Submarine Transfer Locations (Sheet 3)

11-13 ORIGINAL
NAVAIR 00-80T-122

11.3.3.4 Night Submarine Transfers

Night transfers to submarines shall not be attempted except in cases of

operational necessity.

If a night transfer is necessary, the relative wind parameters should be the same as those used for daylight operations.
The submarine shall attempt to rig lighting that will illuminate the top of the sail, sail planes, and the afterdeck. A
small light should be attached to the highest point of the submarine. The helicopter may illuminate flood or hover
lights to provide visual reference with the submarine.

11.3.3.5 Transfer Signals

The signals in Figure 11--5 are to be used during transfer to and from submarines.

Note
Foreign submarine passenger transfer signals differ from U.S. signals
contained in Figure 11--5. Refer to STANAG 1462 for signals used during
foreign submarine transfers.

11.3.3.6 Personnel Transfer Procedures

When the submarine is ready for transfer, the pilot will be informed by radio and/or the appropriate transfer signals.
The passenger, tended by a Transfer Petty Officer (TPO), will take position for the transfer.

Note
D Submarine personnel will normally wear inherently buoyant lifejackets
and cranial helmets supplied by the submarine during the transfer and shall
wear an inflatable device when inside the helicopter.

D If a submarine-supplied survivor rescue strop (horse collar) is used, the

passenger may be rigged prior to the transfer. The helicopter hoist cable will
be grounded by the TPO. The passenger will be released from the
submarine’s safety track retaining line, and then the helicopter hoist hook
will be attached to the horse collar rings.

D If the helicopter-supplied horse collar or other rescue device is used, the

passenger shall be released from the submarine’s safety track retaining line
prior to entering the helicopter-supplied horse collar or other rescue device.

D Personnel transfers from the helicopter to the submarine will follow the
same procedures, with the TPO grounding the helicopter hoist cable prior
to assisting the passenger.

ORIGINAL 11-14
 NAVAIR 00-80T-122

Signal Meaning
Red flag or paddle held aloft. Stay clear.
DAY
Green flag or paddle held aloft. Ready for transfer.
Red wand or light. Stay clear.
NIGHT
Green wand or light. Ready for transfer.

Figure 11--5. Submarine Transfer Signals

11.4 MISCELLANEOUS EVOLUTIONS

11.4.1 Radiological Reconnaissance Operations

Because of the capability to hover and fly at slow speeds, rotorcraft are ideal for reconnaissance flights and should
be flown as directed by the OTC with regard to flight altitude, surveillance areas, and personnel radiation dosage
limits. In addition to the pilot, the minimum crew shall include at least one qualified monitor for reading and recording
radiological intelligence data. Windows, hatches, and doors shall be kept tightly closed as much as possible during
such flights, and all helicopter occupants shall wear protective clothing.

Landing in contaminated areas shall be made only if the tactical situation dictates. Landings and takeoffs in these
areas should be made with a minimum of hovering to avoid excessive dust and the contamination to aircraft and
personnel that is caused by this dust.

In addition to regular decontamination procedures, particular attention should be given to control linkage, rotor
heads, transmissions, and shafting. The heavy concentration of grease in these areas makes them particularly
susceptible to contamination.

11.4.2 Mine Reconnaissance

As a minesweeping component, helicopters may be employed to prevent sweepers from being mined, provide visual
intelligence for minesweepers, verify sonar contacts, and locate and mark mines.

When involved in mine demolition operations, helicopters shall maintain a safe position of at least 1,000 feet (slant
range) from the mine at an angle of less than 45_ horizontal. This position should prevent damage to the aircraft when
a mine is exploded.

11.4.2.1 Reporting Procedures

The helicopter shall search ahead of the sweepers and report all mines sighted. If a mine threatens one of the sweepers,
the helicopter must immediately warn as follows:

1. Voice call of the ship or hull number.

2. Bearing in clock code; range in yards from the sweeper, prefixed by the word “Emergency.”

3. “Over” and await receipt.

A continuous flow of information shall be provided until the ship or ships are out of danger, at which time the report
“Mine clear” will be made. The phrases “Turn left” or “Turn right” may be used if necessary.

In amplifying reports, the position of mines shall be given in clock code with the range in yards from the lead ship.
Marking the mine with small buoys (5-inch ammunition cans) may be useful.

11-15 ORIGINAL
NAVAIR 00-80T-122

11.4.2.2 Verification of Sonar Contacts

Minesweepers are equipped with sonar designed to detect and locate mines; however, this equipment does not
discriminate between types of contacts; consequently, helicopters may be required to determine the nature of contacts.
The minesweeper shall request verification of the contact as follows: “(Voice call of the helicopter) this is (call of
ship). Contact (bearing by clock code, distance by yards). Confirm. over.”
Use of the word “Contact” by a minesweeper shall always mean a sonar contact unless preceded by “Visual” to
indicate that the object has been sighted. After investigating, the helicopter shall report whether the contact is or is
not a mine.
11.4.2.3 Location and Marking of Mines and Minefields

If possible, a helicopter shall search the mined area prior to the minesweeping operation. The position of mines and
minefields shall be noted with reference to a known geographic point and shall also be marked by buoys whenever
possible. After completion, the report of search to the sweep commander shall include:
1. Position and limits of field by geographic references.
2. Orientation of mine lines and number of mines.
3. Number and position of buoys laid and any other pertinent data.

11.4.3 Photography

On photographic missions, the pilot shall ensure that all cameramen are equipped with authorized safety belts or
straps and that they use them whenever the aircraft is airborne. As the large door abreast of the passenger seats gives
good clearance for photography, cameramen will usually position themselves opposite this door when using
hand-held cameras.
In the event that large cameras or equipment are mounted in the aircraft hatches, a compromise to emergency egress
will be experienced.

11.4.4 Radar Calibration

Because they return excellent radar echoes, helicopters are often employed as targets for the calibration of shipboard
radar sets. On these missions, the pilot flies courses and speeds as directed by the ship. Requested target altitudes
should be flown at the discretion of the pilot. If an approximate fixed position is desired at a dangerous hovering
altitude, the pilot may achieve the required effect by a forward flight in a tight circle or figure eight about a fixed
reference point.

11.4.5 Gunfire Spotting

The helicopter provides an excellent platform for gunfire spotting. By flying a tight circle or figure eight, the
helicopter can maintain a relatively stationary position from which the pilot and spotter can observe the area between
salvo signal and fall of shot. Qualified spotters should be furnished by the activity requesting the spotting service.

11.4.6 Special External Load Operations

Frequently, helicopter services are requested for external lifting of special loads that are beyond the scope of
VERTREP and are not covered in the procedures set forth in this chapter. Safety is the primary consideration in these
special external lifts, and the entire operation must be carefully preplanned and reviewed. Some of the factors to be
considered for safe flight are:
1. Load density.
2. Proper sling selection.

ORIGINAL 11-16
 NAVAIR 00-80T-122

3. Proper rigging of the load for flight, including inspection of the selected attachment points on the load to ensure
that they will withstand the loads applied when the object is lifted.

4. The aerodynamic stability of the load.

5. Vertical bounce and proper pendant length.

6. Arresting load rotation prior to release.

7. Population density under the required flightpath.

8. Crew protection.

The load, sling, and rigging should be visually inspected by the pilot of the lifting helicopter prior to attempting
special external lifting to ensure the optimum configuration for the proposed flight.

11.4.7 Special Recovery Operations

11.4.7.1 Drones and Torpedoes

Drones and torpedoes shall be recovered only by specially configured helicopters with crews trained in drone and
torpedo recovery techniques.

11.4.7.2 Gunnery Target Sleeves

Helicopters shall not be used to recover gunnery target sleeves. This is a hazardous operation as the sleeves are
frequently filled with water, making it impossible to judge the weight of the load. Additionally, a crash can result
if downwash from the main rotor sweeps the sleeve or towline into the rotor system.

11.4.8 Helicopter Rope Suspension Training

The capability to insert highly trained forces to vessels and platforms not otherwise accessible has played a major
role in the success of maritime interception operations. HRST includes fastrope, Special Purpose Insertion and
Extraction (SPIE) rig, rappelling, Jacobs Ladder, and McGuire rig operations. HRST operations are divided into
categories I, II, and III.

11.4.8.1 Category I

Category I training evolutions are restricted to flight decks certified level III, class 3 or higher, for the applicable
aircraft and are limited to day, VFR conditions. Any flightcrews authorized to conduct operations on U.S. Navy
vessels may participate in category I training provided their aircraft has been cleared for HRST operations by
NAVAIR and the evolution is approved in advance by the ship’s commanding officer.

11.4.8.2 Category II

Category II training evolutions may be conducted to flight decks and/or hover areas certified level II, class 5 or higher,
for the applicable aircraft. Category II training may be conducted at night under VFR conditions provided a visible
horizon exists. NVD use is authorized for qualified crews. NVD operations shall be conducted in accordance with
paragraph 9.11.

11-17 ORIGINAL
NAVAIR 00-80T-122

Note
Category II HRST training is restricted to:
 USMC units designated MEU Special Operations Command (SOC) or
training toward MEU (SOC) designation, or as assigned by
COMMARFORPAC, COMMARFORLANT, or CG MARFORRES.
 Navy units with Naval Special Warfare (NSW) as a primary or
secondary mission or units specifically tasked by their TYCOM or
strike group commander.

11.4.8.3 Category III

Category III training evolutions may be conducted to RRF, commercial vessels, and non-air-capable ships. Category
III training may be conducted at night under VMC provided a visible horizon exists. NVD use is authorized for
qualified crews. Category III HRST training is restricted to same units as those specified in paragraph 11.4.8.2.

11.5 MEDICAL CASUALTY HANDLING ON THE FLIGHT DECK

Medical casualties brought aboard by aircraft will be removed from the aircraft and handled in accordance with the
ship’s casualty handling bill. The ship’s medical department will be notified as far in advance as possible to allow
medical personnel to meet incoming aircraft.

11.6 VERTICAL REPLENISHMENT

VERTREP provides a capability for augmenting and enhancing alongside replenishment and also permits increased
flexibility and considerable latitude in replenishment planning, particularly regarding time and location of the
UNREP operation. NTTP 4-01.4 shall be reviewed prior to UNREP/VERTREP operations.

The specific advantages of VERTREP that should be considered in determining the method of UNREP are:

1. Reduction in overall time required to replenish the supported forces or units.

2. Reduction or elimination of time that screening ships are required to be off station.

3. Reduction in personnel involved.

4. Capability of replenishing units in a dispersed formation.

5. Capability of replenishing units engaged in tasks that make it impossible for them to come alongside.

6. Capability of replenishing units in heavy weather conditions when alongside steaming is hazardous or
impossible.

7. Capability of replenishing units on station in shallow water or at anchor.

VERTREP can be used to distinct advantage by eliminating the approach, hookup, and disconnect time required in
alongside transfer. This is particularly true during small-scale replenishments when less than approximately 75 short
tons are to be transferred. VERTREP transfer rates of up to 180 short tons per hour or 120 lifts per hour can be achieved
with a CV/CVN, LHA, or LHD type ship with two helicopters in use. Some smaller types of ships cannot receive
loads at this maximum rate because of small or partially obstructed VERTREP platforms. To minimize time alongside
for these units, a combination of VERTREP and UNREP can be used.

ORIGINAL 11-18
 NAVAIR 00-80T-122

CAUTION

Concurrent VERTREP/Continuous Underway Replenishment (CONREP)

operations from AE 26 Class ships utilizing stations 9 and 10 are extremely
hazardous.

Air-Capable Ships Aviation Facilities Bulletin No. 1 specifies the various requirements for all platforms. For
information on certification, refer to NAEC-ENG-7576 and TYCOM directives. For waiver criteria, refer to
Chapter 8 and OPNAVINST 3120.28 (series).

11.6.1 Vertical Replenishment Deck Markings

Common deck markings are described in paragraph 2.6.1 and shown in Figures 2--1 and 2--2. If amplifying
information is desired, consult Air-Capable Ships Aviation Facilities Bulletin No. 1 or the Shipboard Aviation
Facilities Resume (NAEC-ENG-7576).

Note
Specific VERTREP/external cargo procedures are contained in NTTP 4-01.4.

11.7 FACTORS AFFECTING VERTICAL REPLENISHMENT

11.7.1 Number of Helicopters Used

The number of helicopters used during a VERTREP will depend on:

1. Type and number of ships being replenished.

2. Distance between ships.

3. Number of helicopters available.

4. Ability of the receiving ship to keep cargo drop area(s) clear.

5. Ability of the transferring ship to provide cargo at a sufficient rate.

6. Administrative flights scheduled by the helicopter coordinator.

7. Aircrew proficiency/training requirements.

11.7.2 Wind

For VERTREP, the aircraft must hover over both the transferring and receiving ships. Flight characteristics of the
aircraft are such that more engine power is required to fly at extremely low airspeeds (0 to 15 knots) and high airspeeds
(90 knots and above) than is required at medium airspeeds. The difference between engine power required to hover
without a load and the maximum available engine power is the excess power that can be used to carry cargo. A relative
head wind of 15 to 30 knots is considered ideal. The aircraft should take off, make approaches, and hover into the
relative wind. Optimum winds for specific ships are shown in Figure 11--6.

Other relative winds are acceptable under differing conditions. Under high wind conditions, the sea state is usually
severe enough to make ships pitch and roll excessively when headed into the seas. If these conditions exist, it is

11-19 ORIGINAL
NAVAIR 00-80T-122

normally better to steam down sea to provide a steadier deck. Although this course probably will be downwind, the
relative wind may still be suitable for VERTREP, and cargo handling conditions for the crews on the exposed deck
are improved; however, increased rotor downwash from the hovering aircraft because of this downwind condition
will create additional hazards for both the aircraft and flight deck personnel in the form of high winds, flying debris,
and salt spray.

Note
Pilots conducting VERTREP operations shall be notified prior to any
course change. VERTREP operations may be continued through the turn
provided the aircraft commander and HCO deem such operations to be safe.

11.7.2.1 V-22 Wind Limitations

V-22 hover operations to certified VERTREP Type II areas co-located with a landing spot shall be conducted within
an approved launch/recovery envelope with aircraft aligned parallel to landing lineup. V-22 hover operations to
certified VERTREP Type I areas with no ship superstructure forward of the VERTREP area shall be conducted within
the V-22 ACS general envelope aligned with either the aircraft VERTREP alignment or ship’s BRC. Hover operations
in all other VERTREP areas shall be conducted within the V-22 ACS general envelope aligned with the aircraft
VERTREP alignment.

V-22 extended hover periods adjacent to ship’s superstructure, such as

those required for VERTREP/external load and fastrope operations, have
resulted in uncommanded drift and/or pilot induced oscillation (PIO). This
drift or PIO could result in contact with the ship’s superstructure and
subsequent ground crew injury or aircraft loss.

11.7.3 Ship Stationing

See Figure 11--6 for typical ship stations for VERTREP.

CAUTION

During UNREP, wave reinforcement phenomena caused by two ships in

proximity may generate disproportionately large waves in moderate sea
states. Although wind and deck conditions may be within limits, the
possibility of aircraft being struck by a wave while on deck shall be
considered before positioning an aircraft on the flight deck or conducting
flight operations during UNREP.

Examples of other VERTREP stations and situations are:

1. CV on downwind course between flight operations.

2. Receiving ship in alongside UNREP approach phase.

3. Receiving ship alongside transferring ship.

ORIGINAL 11-20
 NAVAIR 00-80T-122

POSSIBLE DAY/NIGHT CV POSSIBLE NIGHT CV

VERTREP PATIERN 1 OR VERTREP PATTERN
2 H-60s 1 OR 2 H-60s

l WIND l WINO

~OPTIMUM
bd WINDS

WARNING I
IN MULTIPLE AIRCRAFT VERTREPS, AIRCREWS NOT
SHALL BE AWARE OF THE OTHER AIRCRAFT'S RELATIVE
RECOMMENDED
POSITION AT ALL TIMES

Figure 11--6. Typical Ship Stations and Vertical Replenishment Patterns (Sheet 1 of 3)

11-21 ORIGINAL
NAVAIR 00-80T-122

POSSIBLE NIGHT CV POSSIBLE DAY CV

VERTREP PATIERN VERTREP PATTERN
1 OR 2 H-60s 1 OR 2 H-60s

..____ 700-1,000 YARDS ------. ..____ 700-1 ,000 YARDS ------.

t WIND t WIND

·~
PRIVILEGED AIRCRAFT (WITH EXTERNAL LOAD) ~OPTIMUM
SHOULD HAVE RIGHT OF WAY TO MOST DIRECT
ROUTE FROM FLIGHT DECK TO FLIGHT DECK
bd WINDS
BURDENED AIRCRAFT (WITHOUT EXTERNAL
LOAD) MANEUVERS OUTSIDE AND CLEAR OF ACCEPTABLE
PRIVILEGED AIRCRAFT WINDS

THESE PATIERNS ARE RECOMMENDED ONLY AND

WILL BE VARIED DEPENDENT ON CONDITIONS.
THESE PATIERNS MAY APPLY TO ONE OR TWO NOT
RELATIVE RECOMMENDED
AIRCRAFT

Figure 11--6. Typical Ship Stations and Vertical Replenishment Patterns (Sheet 2)

ORIGINAL 11-22
 NAVAIR 00-80T-122

THESE PATTERNS ARE RECOMMENDED ONLY AND

WILL BE VARIED, DEPENDING ON MANY CONDITIONS.
THESE PATTERNS MAY APPLY TO ONE OR TWO
AIRCRAFT.

RECOMMENDED NIGHT WIND (NONAVIATION/AIR CAPABLE SHIPS)

VERTREP PATTERN 1
OR 2 H-60s

300-500 YDS
\ 300-500 YDS ·I

WIND
RECOMMENDED DAY
VERTREP PATTERN 1
OR 2 H-60s
\
l" 3,.,.oo.,...--1.o-=-=o,.,.o.,..,v=-Ds-=-1 1300-1 ,000 YDS I

~OPTIMUM
t222:a WINDS
PRIVILEGED AIRCRAFT (WITH EXTERNAL LOAD)
SHOULD HAVE RIGHT OF WAY TO MOST DIRECT
ROUTE FROM FLIGHT DECK TO FLIGHT DECK. ACCEPTABLE
BURDENED AIRCRAFT (WITHOUT EXTERNAL WINDS
LOAD) MANEUVERS OUTSIDE AND CLEAR OF
PRIVILEGED AI RCRAFT.

IEfEB NOT
RELATIVE
ll±ttl RECOMMENDED

Figure 11--6. Typical Ship Stations and Vertical Replenishment Patterns (Sheet 3)

11-23 ORIGINAL
NAVAIR 00-80T-122

4. Ships in lifeguard station or proceeding to and from screening stations.

5. Receiving ship at anchor or lying to offshore or steaming offshore when involved in combat tasks.

Note
Ship stationing for night VERTREP for an air-capable receiving ship
should be abeam at a distance of 300 to 500 yards.

There will be times when VERTREP can be conducted well beyond visual range, depending on the following factors:

1. Adequate communications and navigation aids exist between ships and aircraft.

2. Type and number of loads (internal and external).

3. Time required and time available versus operational priority of requirement.

4. Aircraft NATOPS requirements for night VERTREP are met.

Generally, carrying external loads for long distances (over 35 miles for heavy, high-density loads and over 25 miles
for light, low-density loads) should not be considered as a standard VERTREP procedure, but rather as a capability
that should be reserved for high-priority cargo that justifies the time involved.

11.7.4 Ship-Produced Interference

It is more difficult to conduct VERTREP when either the transferring or receiving ship has another ship alongside
that:

1. Creates turbulent air or vents hot stack gas over the pickup or drop area.

2. Blocks off the wind in the pickup or drop area.

3. May present a physical obstruction to the desired flight pattern necessitating a downwind approach/departure.
Downwind approaches/departures with an external load are considered extremely dangerous and should be
avoided where possible.

Aircraft with an external load shall not overfly ships unless operational
necessity so dictates.

11.7.5 Temperature and Atmospheric Pressure

These factors affect the lift capability of rotorcraft. Any increase in temperature or decrease in atmospheric pressure
will decrease maximum lift capability. This loss in lift is a result of reduced engine performance and reduced
aerodynamic performance of the rotor blades. Thus, a cold, dry day with high barometric pressure and a strong, steady
relative wind is best for VERTREP.

ORIGINAL 11-24
 NAVAIR 00-80T-122

11.7.6 Pilot Fatigue

OPNAVINST 3710.7 (series) establishes guidelines for use by commanding officers in determining the maximum
number of hours that pilots can fly during any given period. During day VERTREP, 6 to 8 hours are generally accepted
as an effective limit of pilot endurance. During night VERTREP, depth perception and visual reference for a pilot
are greatly reduced. Pilot/crew fatigue is greatly increased because of the need for extra care and the constant
transition from visual flight to instrument flight. The effective limit per pilot may be reduced to as few as 2 to 3 hours.
Pilots should be consulted with regard to night endurance based on the current conditions. Factors affecting pilot
endurance include:

1. Deck pitch and roll.

2. Weather conditions.

3. Aircrew experience/currency.

4. Number of hours without rest.

5. Night operations and reduced visibility.

11.7.7 Fuel Loading

A full fuel load adds substantial weight to the aircraft and thereby reduces the amount of cargo load that can be lifted.
As the fuel is expended, more cargo can be lifted; however, factors to be considered in determining the fuel load are:

1. Distances to be flown.

2. Amount of cargo to be transferred.

3. Meteorological conditions.

When conditions are favorable for lifting heavy loads, more fuel generally can be carried.

11.8 ORGANIZATION

VERTREP organizational responsibilities are delineated in this chapter.

11.9 VERTICAL REPLENISHMENT OPERATIONS

A VERTREP operation should be planned several days before the actual flight operations. From 3 to 15 days before
a scheduled VERTREP, issue documents for receiving ships are distributed to the cargo-hold captains. A
replenishment planning conference is held to develop a cargo breakout plan. From 1 to 3 days in advance of the
scheduled delivery, the breakout, strikeup, pallet assembly, and prestaging will commence. As much cargo as
possible should be staged near the VERTREP area before the actual VERTREP begins.

Note
VERTREP equipment shall be provided and utilized in accordance with
NTTP 4-01.4.

External cargo-handling operations can be safely conducted given proper preparation and trained personnel.
Supervisory personnel shall ensure that only trained groundcrews perform external load operations and that proper
protective equipment is worn at all times.

11-25 ORIGINAL
NAVAIR 00-80T-122

11.9.1 Cargo Staging

Prior to actual flight operations, the maximum possible amount of cargo is staged on the flight deck. Primary
considerations in preparing and executing the flight deck cargo plan (staging) are covered in NTTP 4-01.4.

CAUTION

A pre-evolution discussion of flight deck cargo-staging requirements is

essential. High-velocity and/or gusty winds, combined with ship’s pitch
and roll, may create a circumstance rendering a normal size landing area
inadequate. Consideration must be given to clearing a larger than normal
landing area for aircraft experiencing in-flight emergencies.

1. Sufficient clear space should be left on the deck to roll out the aircraft and to provide adequate clearance for
takeoff and a landing area for possible emergency landings.

2. Complete staging of the flight deck after VERTREP has commenced is permissible, provided another certified
landing area is available that is satisfactory to the detachment OIC.

3. All staged cargo must be located within the hover area bounded by periphery lines and/or hover limit line(s)
to be accessible for pickup by the hovering aircraft.

During night VERTREP operations, the cargo-staging plan shall provide

for clear and unobstructed use of at least one landing lineup line, including
its lights, whenever a certified ready deck is not available in the immediate
area. The lights shall be visible through an arc of 15_ on either side of the
lineup line (Figure 11--7).

4. Sufficient room shall be left for the hookup man to move about and always have an escape route available.
He/she should remain forward or inboard of the load during hookup.

5. Load height will be such that the hookup man can accomplish his/her tasks without climbing on the loads.
He/she shall remain on deck at all times, except when the size and shape of an external load to be transported
precludes adherence, such as, but not limited to, the movement of USMC tactical equipment.

6. Sufficient room must be left between loads to reduce the possibility of a load snagging or tipping adjacent loads
during pickup.

7. During day/night CV VERTREP, the preferred VERTREP area is the fantail. Proper consideration shall be
given while planning to allow VERTREP to this area. Substantial increases in VERTREP efficiency can be
obtained because of decreases in pattern length and increases in maneuvering area allowing utilization of the
sideflare. This also provides for an increased margin of safety with respect to power required and obstacle
avoidance.

ORIGINAL 11-26
 NAVAIR 00-80T-122

VERTREP
LINE

VERTREP
LINE -H-53

LANDING
\+--------++-- LINEUP
LINE

Figure 11--7. Typical Night Vertical Replenishment Cargo Prestaging Diagram (Single Landing Area Available)

11-27 ORIGINAL
NAVAIR 00-80T-122

All FOD material shall be removed from the VERTREP area prior to flight
operations.

11.9.2 Communications

Ships scheduled to receive material by VERTREP should maintain a continuous guard on the designated control
circuit, which should be activated and tested prior to VERTREP. The control circuit shall not be used for routine
administrative traffic between ships guarding this circuit.

Note
Since the pilot depends primarily on internal phone directions from the
aircrewman on all cargo pickups and drops, routine transmissions to the
pilot should not be made during this maneuver. In most aircraft, the copilot
will monitor all transmissions during delivery with the pilot’s UHF receiver
switch turned off. Transmissions will normally be made while the aircraft
is traveling between ships. Circuit discipline shall be maintained at all
times.

11.9.2.1 Flag and Hand Signals

The Hotel or Hotel One flag will be used during helicopter operations as specified in ATP 1, Volume II. When carriers
are operating fixed-wing aircraft and helicopters simultaneously, they shall display the Foxtrot signal.

A red signal will be displayed in the landing area if the ship is not ready to receive the aircraft. A green signal will
be displayed when the ship is ready to receive the aircraft. The LSE will signal the pilot during approach, unloading,
and departure, using the hand signals in NAVAIR 00-80T-113. These signals are supplemented by the visual signals
contained in ATP 1, Volume II.

11.9.3 Load Transfer Procedures

Internal loads are usually far more time-consuming than external loads and therefore should normally be avoided
except for transfers at great distances where a landing area is provided for offloading.

Personnel shall be transferred internally and be lowered by the utility hoist when over the deck. Helicopters have a
utility hoist with a capacity of 600 pounds. Waterproof floating containers should be used to transfer movies and mail
externally during daylight operations.

Do not attach the personnel hoist cable to the ship.

11.9.3.1 Load Pickup

Before starting operations, pilots and crewmen shall be provided the name, type of ship, hull number, location in the
formation, frequencies, and tactical voice call of all receiving ships. The pilot shall be provided with the weight and
destination of each load by appropriate means.

ORIGINAL 11-28
 NAVAIR 00-80T-122

As the aircraft approaches the UNREP ship, its approach is announced over the deck-edge speakers. All personnel
clear the landing and pickup zone, except the hookup man, who takes position forward or inboard of the load and
holds the pendant up to signal the location of the load to the pilot. Guided by signals from the LSE, the pilot
maneuvers the aircraft to hover over the load.

An aircrewman, viewing the deck through the open cargo hook access hatch, advises the pilot via the aircraft’s internal
communications system as to the aircraft’s exact position over the load.

There are three methods of load pickup utilized by H-60 helicopters:

1. METHOD I — As the helicopter hovers over the load, the hookup man raises the pendant, slips the eye over
the helicopter’s hook, then clears the area by moving toward the LSE.

2. METHOD II — The hookup man hands the pendant to the aircrewman positioned in the open cargo access
hatch and then clears the area moving toward the LSE. The aircrewman will then slip the pendant over the
helicopter’s hook, ensuring that the load is secured and ready for lifting.

3. METHOD III — The hookup man holds the pendant up until the aircrewman in the open cargo access hatch
guides the pendant onto the helicopter’s hook. The hookup man then clears the area by moving toward the LSE.

The aircrewman aboard the aircraft is the primary director of the aircraft once it is in a hover over the pickup or drop
area for placement of the load. The LSE shall also continue giving directions in case of internal communications
failure or other emergencies of which the pilot or aircrewman is unaware. Radio transmissions to aircraft hovering
over the VERTREP zone are distracting to the pilot and should be of an urgent nature only.

The hookup man shall never stand on the load or between the load being
picked up and another load except when the size and shape of an external
load to be transported preclude adherence, such as, but not limited to, the
movement of USMC tactical equipment.

The crewman aboard the aircraft then gives the pickup and liftoff directions to the pilot in order to clear the load from
the pickup area.

The H-53E has the potential for generating in excess of 200,000 volts.
Buildup of this shock potential is essentially instantaneous once grounding
is removed.

11.9.3.2 Maintaining Contact

When aircraft operate between ships within visual range, both the launching and receiving ships shall maintain visual
contact with the aircraft until it has landed or has completed its mission. When the aircraft is dispatched to more than
one ship to make pickups or deliveries, responsibility for maintaining visual contact rests with both the last ship from
which the aircraft departed and the next succeeding receiving ship. When possible, radar contact on all aircraft will
be maintained by the launching and receiving ships. Under conditions of low visibility, positive control is mandatory.

11-29 ORIGINAL
NAVAIR 00-80T-122

Parent ships must be aware of the location of their aircraft at all times. When conducting VERTREP beyond visual
range of the parent ship, the CIC shall be responsible for providing voice communications and vectors to the aircraft
over the entire route as specified in this chapter.
11.9.3.3 Load Delivery
When approaching the receiving ship, the pilot ascertains the drop location by observing the position of the load
spotter. The pilot then plans his/her approach to position the load directly over the intended drop spot. As the approach
commences, the pilot is provided obstacle avoidance and clearance information by the LSE and aircrewman. Once
over the drop zone, the pilot follows the LSE’s advisory signals for general positioning of the aircraft. Precision
guidance and lowering of the load are provided by the aircrewman. The aircrewman informs the pilot when the load
is on deck and, when the pendant slackens, the load is released. The pilot is informed of hook release verbally by the
aircrewman and visually by the LSE’s signal.

Personnel shall not enter the drop zone nor attempt to steady the load while
the aircraft is over the ship. The load spotter shall be clear of the drop zone
before the load passes over the deck edge.
11.9.3.4 Clearing the Drop Zone
As soon as the aircraft has departed the drop zone, the load(s) will be cleared from the area by the most expeditious
means available.

CAUTION

Nets should never be cut. Because of the abrasive nature of nonskid,

dragging netted loads across the flight deck shall only be done as a last
resort.
A loaded aircraft shall not be waved off solely because the receiving area has not been completely cleared of the
previous load. If space is available for additional drops, the load being worked should be temporarily secured by
pulling the net up over the load and threading the hoisting sling leg through the net ends. All personnel shall then
clear the area while the next load is being deposited. Forklift trucks may remain in the receiving area if they are
properly braked/secured against rolling and space is available for the inbound cargo. Forklift operators shall move
toward the LSE, clear of the area, until it is safe to return.

Personnel clearing stores must take extra precautions to remove banding

strips, paper, and other debris from the receiving area prior to the next
aircraft approach to preclude injury to personnel or damage to aircraft
engines and rotor blades.
If the drop zone is small, it may be more expeditious to allow the aircraft to drop a number of loads prior to breaking
down any loads. The receiving ship shall not remove the nets from any load until the drop zone is filled. The aircraft
will then hold off until all loads have been removed.

ORIGINAL 11-30
 NAVAIR 00-80T-122

11.9.3.5 Returning VERTREP Equipment and Retrograde

As pallets, nets, triwalls, cargo containers, and hoisting slings accumulate on the receiving ship, they are assembled
into loads for return to the UNREP ship. In addition to taking up much-needed space on the receiving ship, they are
needed back on the UNREP ship to make up new loads for VERTREP schedule.

Load preparation of retrograde cargo and VERTREP equipment for return to the UNREP ship is as important as
proper load makeup by the UNREP ship. The maximum retrograde load length shall be limited to two pendants with
legs (approximately 35 feet) (Figure 11--8).

Danger to the aircraft or loss of part or all of the load can result if the cargo
is not properly secured or if prescribed methods are not followed. When
externally transferring hoisting slings as retrograde, the safety hooks at the
ends of the slings/legs may engage the ship,s lifelines or padeyes, causing
a hazard to personnel and aircraft.

Note
Retrograde shall be returned at the request of the transferring ship.

If pallet jacks have been furnished by the UNREP ship, return loads consisting of cargo containers or pallets can be
made up clear of the drop zone and moved to the drop zone intact when ready for return. Netted pallets are difficult
to move with pallet jacks; therefore, it is best to assemble the load on the drop zone between deliveries.

11.9.3.6 Staging and Pickup of Loads for Return

Any retrograde cargo should be prepared in the same manner as described for the UNREP ship. When the VERTREP
platform is of sufficient size to accommodate several loads, the return load should be placed as close to the lineup
line as possible on the side of the platform away from the aircraft’s approach. This will leave sufficient room for the
helicopter to deposit the next incoming load on the approach side of the platform and then to move forward over the
load.

If the aircraft starts an approach prior to completion of the return load assembly in the drop zone, pull the net up over
the load and temporarily secure it with a hoisting sling leg threaded through the net corners or a safety hook through
the net rings. Then clear the area to await the aircraft’s departure.

The hookup man shall stay clear of the VERTREP platform until the
incoming load is on deck and the pendant is clear of the load.

As the aircraft moves over the return load, the LSE will signal the hookup man to pick up the pendant, place it over
the aircraft’s cargo hook, or hand it to the aircrewman positioned in the open cargo hook access hatch, and clear the
area.

On ships with Class 5 VERTREP platforms, there is insufficient rotor clearance to allow the aircraft to hover low
enough to pick up the load in the normal manner. On such ships, the aircraft will hover at a higher altitude and the

11-31 ORIGINAL
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SINGLE LEG THREADED

THROUGH UPPER EYES
OF PENDANTS

SAFETY HOOK
HOOKED TO LEG

TOTAL LOAD LENGTH

APPROXIMATELY 35 FEET

A MINIMUM OF
10 TO 12 SLINGS
WITH LEGS LEFT
ATTACHED

Figure 11--8. Mk 105 Hoisting Slings for Return

ORIGINAL 11-32
 NAVAIR 00-80T-122

crewman stationed in the open cargo hook access hatch will hook the eye of a recovery pendant (Mk 92 hoisting sling)
to the helicopter’s cargo hook. He/she will then lower the recovery pendant down to the hookup man. The hookup
man will attach the pendant to the load and clear the area.

VERTREP equipment may be returned internally if the receiving ship has a landing platform. Normally this is
time-consuming and is not desired unless distance is greater than approximately 25 miles or the equipment is so light
that it will be dangerous to carry externally.

Do not hook an empty net to the aircraft without at least four wood or six
metal pallets or an equivalent weight in the net. To do so would endanger
the aircraft by allowing the net to blow into the rotors. In questionable
cases, consult the pilot in command.

11.9.4 Fueling

During extended VERTREP, it may become necessary to refuel the aircraft several times. The VERTREP Control
Officer shall always be aware of the aircraft’s fuel state by determining endurance prior to takeoff or on arrival from
another ship. multi-aircraft VERTREP can be contained with minimum interruption when one aircraft refuels at
another ship and the remaining aircraft continues to VERTREP from the UNREP ship. Hot refueling is the most
expeditious method for continuing operations. Hot refueling may be accomplished with the permission of the
commanding officer or his/her duly authorized representative, usually the VERTREP Control Officer. In all cases,
aircraft NATOPS hot refueling procedures shall be followed.

11.9.5 Night Vertical Replenishment

Ships that are certified Level I or II or are operating under a waiver (see OPNAVINST 3120.28 [series] and
NAVMATINST 3120.1 [series]) may conduct VERTREP at night. The primary difference in night VERTREP is a
reduction in the speed of the operation because of reduced visibility.

Night VERTREP is carried out in the same manner as day VERTREP subject to the limitations set forth in
OPNAVINST 3120.32 (series), OPNAVINST 3710.7 (series), and the appropriate aircraft NATOPS flight manual.
The final decision regarding whether a certified ship is to conduct VERTREP at night shall be left to the pilot in
command.

Note
One or more of the following conditions shall exist prior to conducting
night VERTREP to appropriately certified ships:
 A natural horizon is present.
 The drop/pickup zone of the ship to be worked is clearly visible from
the aircraft’s cockpit when over the drop/pickup zone of the
transferring/receiving ship.

11.9.5.1 Weather/Sea State

Adverse weather conditions further reduce night VERTREP capabilities. VERTREP shall be conducted in
accordance with appropriate aircraft NATOPS flight manual limitations.

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11.9.5.2 Ship Lighting

Ships certified for night VERTREP operations shall display lights in accordance with the Air-Capable Ships Aviation
Facilities Bulletin No. 1.

Ships shall be ready at all times to adjust the intensity of all lights in the flight/deck area and shall do so when directed
by the pilot.

Ship’s forward rigging lights and contour lights should be turned on at the pilot’s request to facilitate depth perception.
If installed on rigging/stream stations, sodium vapor lights should be used.

Under no circumstances shall flash pictures of the aircraft be taken since

the flash temporarily blinds the pilots.

Note
The pilot may use red or white landing lights to make a safe approach.

11.9.5.3 Night VERTREP Procedures

Essentially the same procedures are used for night VERTREP as during the day; however, night cargo pickup and
delivery require increased care and precision. A wider flight pattern is necessary under low-visibility conditions.
Delivery rates, therefore, are lower than during daylight hours.

The OTC is responsible for:

1. Directing all ships in the formation to show aircraft obstruction lights.

2. Employing course and speed that will minimize deck motion and, as feasible, keeping stack gases away from
the aircraft in the VERTREP area.

11.9.5.4 Signaling and Communications

1. A green flashlight or chemlight secured on the top of the hookup man/load spotter helmet will aid in identifying
him/her to the aircrewman and indicate the pickup point.

2. Chalkboard information concerning receiving ship identification, bearing and distance, load weight, etc., may
be transmitted by radio.

3. Radio communications to airborne aircraft should be minimized to avoid interrupting essential aircrew
intercommunication system communications necessary for smooth and safe operations.

4. Positive communications should be maintained between the LSE, HCO, and FDO.

11.9.6 Other Applications

NAVORD OD 44617 shall be consulted for the procedures for attaching adapters to containers and rigging dollies for
VERTREP. A non-standard load is any large, bulky, or oddly shaped load that cannot be carried in a pallet or in nets, and
shall be provided with slings or lifting eyes for pendant attachment. Refer to NAVSEA S9750-AA-MMA-010 for
attaching adapters to containers and rigging dollies for VERTREP.

ORIGINAL 11-34
 NAVAIR 00-80T-122

CAUTION

When attaching a special load rigging, carefully inspect the selected

attachment points on the load to ensure they will withstand the loads
applied when the object is lifted. What appears to be a convenient lifting
eye or lifting point may be there for another purpose and not intended to lift
the entire weight of the load.

Note
The transfer of a non-standard load shall be given additional consideration
as to the safest and most effective means of transfer. The pilot in command
shall always be consulted as to the feasibility of transferring nonstandard
loads.

Non-standard loads may create an unsafe situation during hook-up, in-flight transfer or drop-off. A load which is
significantly taller than its base and/or of a light weight (e.g. a 2:1 height to width ratio or less than 500 lbs) is
susceptible to being blown over by helicopter rotor downwash. If any load possesses these characteristics precautions
should be taken to ensure the transfer is completed safely. It is essential that any non-standard load be briefed prior
to the commencement of flight operations. This information should be disseminated via the OPTASK RAS if
available, but shall be communicated and acknowledged regardless of means.

The flight deck crew and aircrew shall consider, at a minimum:

1. Placing load in a cargo net

2. Prevailing weather and sea state

3. Ambient conditions

4. Distance between ships

5. Proper planning and coordination time is available

The aircrew should attempt a practice pickup without the hook-up person present to verify the stability of the load
and ensure it will not endanger ground personnel prior to actual transfer. Consideration may be given to bundling
the load between two standard loads to add stability. This method is commonly referred to as “Bookending.”

If the aircraft commander determines the pickup cannot be completed safely, the load shall be transferred via other
methods.

CAUTION

D Different aircraft possess different rotor wash characteristics. Because a

method that was used previously was successful does not imply that it will
work safely and effectively with a different airframe.

D If a tether line is used it shall be a weighted line attached to the airframe,

and both ends shall be manned or secured at all times.

11-35 ORIGINAL
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CAUTION

The load and “bookends” must be of similar weight and slings must be of
similar elasticity to prevent an uneven displacement of load. Uneven
loading will significantly impact in-flight characteristics as well as safety
and integrity of the load during the drop-off.
11.10 SUBMARINE VERTICAL REPLENISHMENT

11.10.1 Attack Submarines

VERTREP may be conducted on attack submarines during day VFR conditions. Since submarines do not have
standard VERTREP deck markings, the drop zone shall be agreed upon and briefed between the VERTREP control
officer and the pilot prior to commencement of the evolution. The final decision as to the feasibility and safety of
the operation rests with the pilot in command.
11.10.2 SSBN/SSGN Submarines
Day VERTREP operations are feasible on a routine basis aboard SSBN and SSGN submarines. Night VERTREP
operations are considered feasible on a more limited basis providing that the LSE, the sail, the sail fair--water diving
planes, and the VERTREP area are clearly illuminated.
Detailed procedures for the submarine are contained within the appropriate SSBN/SSGN Ship Systems Manual.
1. The magnitude of the wind over the deck should be no greater than 20 knots. The wind azimuth may be between
0 to 90 degrees and 270 to 360 degrees relative to the submarines’ longitudinal axis as long as the helicopter
heading is such that a headwind component exists. Ideal winds for safety and efficient transfer can be found
in Figure 11--9. The submarine should establish the relative wind at 10 to 40 degrees on the port bow with
wind magnitude between 10 and 20 knots.
2. VERTREP area (rectangular) on the main deck (aft of the sail) should be clearly outlined with a 4--inch wide,
high--visibility tape. For the SSGN, the outline, rectangular in shape, should encompass missile hatches 17,
18, 19, and 20 (see Figures 11--9 and 11--10). The tape should be carried in the helicopter transfer kit aboard
the submarine.
3. The First Lieutenant, LSE, and transfer petty officer should position themselves just aft of the sail in clear view
of the pilot. All personnel shall be in appropriate safety attire, with safety harnesses. The logistics/escape hatch
should be secured during load drop and retrograde pickup.
4. Communications with the helicopter should be conducted prior to the commencement of the VERTREP;
communications should not be conducted during the actual hovering phase. The multifunction mast may be
raised approximately 1 foot; all other masts will be lowered.
5. When the load has been placed on deck, the LSE shall signal the pilot when the hook has released. Once the
helicopter is clear of the missile deck, personnel may then lay topside.
6. If subsequent deliveries are to be made, the pallets or retrograde should be tied down just aft of the sail. The
retrograde may be removed by discarding it overboard or by the helicopter. Due to the helo rotor wash, the
retrograde must be weighted to at least 100 pounds. All empty pallets and hoisting slings should be combined
into one load.
7. When the helicopter is over the return load, the LSE will direct the transfer petty officer to pick up the pendant,
place it over the helicopters cargo hook, or hand it to the helicopter aircrewman positioned in the open cargo
hook access hatch. The hookup man will then clear the area.

ORIGINAL 11-36
 NAVAIR 00-80T-122

11.11 SAFETY

Safety is the primary consideration in all VERTREP operations. Commanding officers should obtain the advice of
the detachment OIC on board in all matters relating to the safety of the VERTREP transfer. If aircraft are airborne,
he/she should ask for advice from the SENAV if operating conditions appear marginal.

An aircraft should be landed anytime the pilot in command believes that safety is endangered either by his/her own
fatigue or by other operational factors. The following precautions must be meticulously observed:

1. All personnel except the LSE and the hookup man (when required) shall clear the landing or drop area during
a delivery, takeoff, or landing.

2. Ships participating in VERTREP operations shall have a firefighting detail stationed at the transferring or
receiving area. Personnel assigned to the flight deck crash/firefighting crew shall be properly clothed and shall
not be assigned to any other duties, such as cargo handling.

3. Personnel shall be instructed concerning the shrapnel effect caused when rotor blades strike a solid object.
Spectators shall be kept clear of the pickup or delivery area while VERTREP is in progress.

4. All removable objects that might be damaged by swinging loads should be removed from the area.

5. The flight deck drop zone shall be cleared of all objects that can be blown around by rotorwash or ingested
into jet intakes.

6. All hatches and covers near the drop zone shall be closed.

7. Ships shall be careful not to blow tubes during VERTREP operations.

8. Cargo handlers shall not attempt to steady a load or rush to the load before the aircraft has left the drop zone.

9. To minimize the danger to personnel and equipment during wet, rough weather, all staging areas, drop zones,
and paths leading thereto shall have deck surfaces prepared and maintained to conform with the requirements
of applicable directives.

10. To minimize FOD hazard to the aircraft, cardboard boxes (excluding triwall containers) or other lightweight
material should not be returned to the delivery ship.

11-37 ORIGINAL
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320°

MINIMUM OF
10 KNOTS
RELATIVE WIND

AVERAGE SAIL
HEIGHT 33FT 6 IN
(ANTENNA MAY BE
RAISED 1FT)

VERTREPTO
SSBN MAIN DECK
AFT OF SAIL

I
VERTREP LOCATION
MARKED BY 4-INCH WIDE
HIGH VISIBILITY TAPE
(RECTANGULAR OUTLINE).

AVERAGE DECK
HEIGHT 6 FT 7 IN

Figure 11--9. SSBN Vertical Replenishment

ORIGINAL 11-38
 NAVAIR 00-80T-122

ADVANCE SEAL DELIVERY SYSTEM (ASDS)

DRY DOCK SHELTER (DDS)

NOTE:
ASDS/DOS positions
are interchangeable

MIDSHIPS LOGISTICS &

ESCAPE TRUNK

VERTREP LOADING ZONE

(Missile hatches 17, 18,19, and 20)

Figure 11--10. SSGN Vertical Replenishment

11-39 ORIGINAL
NAVAIR 00-80T-122

11.12 VERTICAL ON-BOARD DELIVERY PROCEDURES

VOD with the MH-53E helicopter significantly enhances the air logistics capability of the fleet and supplements the
H-60 and C-2 aircraft with logistics and utility services previously not available with those aircraft.

11.13 MH-53E HELICOPTER

The MH-53E helicopter is a day/night, all-weather aircraft capable of landing aboard all aircraft carriers, numerous
amphibious, Military Sealift Command, and fleet support ships. The helicopter also has a VERTREP capability for
a majority of the remaining ships in the fleet. The MH-53E is a three-engine, long-range helicopter capable of
air-to-air refueling from KC-130 aircraft and HIFR. On-board avionics include GPS, TACAN, VOR, ILS, Automatic
Direction Finder (ADF), radar beacon, IFF/Selective Identification Feature (SIF) navigation systems and UHF,
VHF/FM secure voice compatible, and HF communication systems. An APP gives the helicopter a self-starting
capability. The helicopter normally seats 30 but is capable of carrying up to 50 passengers with centerline seats
installed. This capacity may vary between fleet and TYCOM instructions. For MEDEVAC missions, 24 litters can
be installed. For internal cargo missions, the aircraft is equipped with a rear ramp loading system, cargo winch, roller
conveyers, and cargo tiedown facilities. External cargo up to 36,000 pounds may be carried using either a single- or
dual-point (CH-53E) suspension system. Normal internal cargo/passenger flight radius of action is 200 nm (without
refueling).

The helicopter is designed to carry 25,000 pounds of cargo (25,000 pounds single point or 10,000 pounds dual point
for the MH-53E due to lack of cg indicator system) externally at a cruise speed of at least 100 KIAS to a range of
50 nm on a sea-level tropical (32 _C) day. At destination, the helicopter can hover for 5 minutes, release its cargo,
return 50 nm without payload at speed for best range, and have 20 minutes of fuel in reserve. The helicopter is also
designed to be capable of retrieving another MH-53E at a range of 20 nm. For further details, refer to the MH-53E
NATOPS (A1-H53ME-NFM-000).

11.14 PREPARATIONS FOR VERTICAL ON-BOARD DELIVERY SERVICES

VOD services should be requested as far in advance as possible through COMNAVAIRLANT, COMNAVAIRPAC,
COMFAIRMED, or COMFAIRWESTPAC as appropriate. Specific procedures are promulgated in separate
instructions. Standard airlift procedures/format are contained in OPNAVINST 4631.2 (series). Liaison with VOD
aircraft squadrons is recommended prior to requesting services.

Commanding officers shall ensure that flight deck crews are properly trained and equipped for VOD operations when
requesting VOD support.

Because of the limited availability of low-speed tanker aircraft, air-to-air refueling for logistics missions requires a
significant amount of lead time for planning and coordination and should be considered only for long-range,
high-priority missions.

11.15 SUPPORT REQUIREMENTS

11.15.1 Shore-Based Missions

VOD missions will normally be conducted directly between the MH-53E squadrons or land-based detachments and
certified air-capable ships. Commanding officers of the supported ship may route or shuttle assigned aircraft to or
via any suitable airfield as required to support operations, provided:

1. Safe operating procedures are adhered to.

2. Other scheduled VOD commitments are not hindered.

3. Appropriate liaison has been conducted with the helicopter aircraft commander.

ORIGINAL 11-40
 NAVAIR 00-80T-122

11.15.2 Other Than Home-Field, Shore-Based Detachments

These detachments require extensive advance planning and coordination and should be requested as soon as possible
after the requirements become known.

11.15.3 Ship-Based Detachments

Ships hosting VOD detachments should be prepared to provide:

1. Deck room for the helicopter(s) (stowed length is 60 feet 6 inches and width is 27 feet 7 inches with refuel probe
removed).

2. For single aircraft detachments, berthing for 4 officers and 23 enlisted personnel; for dual aircraft detachments,
7 officers and approximately 35 enlisted personnel.

3. For detachments greater than 5-day duration, storage for parts packup and support equipment is necessary.
Detailed requirements vary greatly with mission requirements and locales and will be coordinated on a
case-by-case basis.

11.16 VERTICAL ON-BOARD DELIVERY OPERATIONS

Supported ships shall provide load requirements, PIM/Overhead (OVHD) data, and a communications plan by
message to the supporting squadron and Naval air station with an information copy to all concerned. For extended
operations, ship beach detachments should be assigned at the attended air station to:

1. Process and handle incoming/outgoing U.S. mail, courier mail, passengers, and cargo.

2. Ensure that unauthorized personnel are not transported; passengers must be manifested prior to every flight
per OPNAVINST 4630.25 (DOD Regulation 4515.13).

3. Maintain liaison with the VOD aircrew to inform them of planned shore-to-ship passenger/mail/cargo load
requirements.

All flights shall be conducted under positive radar coverage to the maximum extent possible; consideration should
be given to approach, control, ship radar, airborne early warning radar, and accompanying ship radar.

The H-53 is not certified for overwater rescue missions but is an excellent search platform due to its long endurance
time. The aircraft is equipped with two UHF/VHF radios and can act as on-scene commander for any SAR effort or
conduct active search procedures and provide a raft for the survivors.

11.16.1 Internal Cargo Transport

Internal cargo will normally be banded on standard 40 X 48 inch pallets with a load height not to exceed 60 inches.
The roller conveyors limit pallet weight to 2,200 pounds. A maximum of seven pallets can be carried simultaneously.
Floor strength limit is 300 pounds per square foot (shoring may be used to distribute the load of heavy items and
vehicles). Cabin width is 90 inches. Cabin height varies between 58 and 77 inches depending on aircraft configuration
(ramp to cabin overhead is 63 inches and cabin floor to overhead is 58 inches with AMCM tow boom installed). These
limits are for general planning only. For detailed guidance, the crew chief, MH-53E NATOPS Flight Manual, or
loading manual should be consulted.

It will normally require 20 to 30 minutes to fully offload/onload an MH-53E with properly palletized or other
large-item cargo. Cargo consisting of many small items, such as mail, will take longer because of additional
manpower/handling requirements.

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Because of limited tail boom clearance, a low-profile, 4- to 6-ton forklift is required when loading pallets and
heavy/oversized items. The recommended vehicle is a shipboard truck with lift, fork, diesel, low-silhouette, solid
rubber tires, 6,000 pounds, 92-inch lift, model number 60-DALS-2.

At no time shall the aircraft be configured to preclude safe emergency egress of passengers and crew.

11.16.1.1 Hazardous Cargo

Hazardous cargo must be prepared, briefed, and shipped per NAVSUPPUB 505.

11.16.1.2 Liquid Oxygen Carts

Liquid Oxygen (LOX) carts are extremely dangerous to carry in helicopters. LOX carts will not be carried unless
directed by the TYCOM or higher authority, and only when required because of operational necessity.

11.16.2 External Cargo Transport

Because of its 18-ton, external-lift capability and single- and dual-point (CH-53E) suspension systems, the H-53 is
the most capable helicopter for carrying heavy external loads over long distances. External heavy-lift operations with
the H-53 produce unique safety hazards of high static electricity shock and rotor downwash potential discussed in
detail in Chapter 7. For all external cargo operations, the ground hookup/deck crews will be thoroughly briefed on
these hazards.

11.16.2.1 Special Handling Equipment

During helicopter hoist/external load operations, static electricity as high as 200,000 volts is generated. The
helicopter cable or cargo hook must be grounded to discharge this electricity.

Handling the cable or cargo hook prior to proper grounding may cause
injury to personnel.

The grounding wand shown in Figure 11--3 is designed to protect ground personnel from static electrical shock when
working with all helicopters. For use with H-53E helicopters, gloves meeting ASTM D 120 84A Type I Class III must
be used. (NSN 8415-01-158-9445 is the preferred glove.)

11.16.2.2 External Cargo Handling Procedures

External operations/VERTREP safety procedures discussed in this chapter shall be observed. In addition, H-53
external operations require the following specific precautions:

1. External cargo should be over 2,000 pounds. If under 8,000 pounds and not limited by range, use of an MH-60S
should be considered.

2. Load position on deck should be aft of the VERTREP ball and “T” line for single-point loads and at least an
additional 5 feet aft for clearance of dual-point loads.

3. Class 5 VERTREP ships may require additional pendants from the helicopter to allow sufficient rotor
clearance for a pickup or dropoff. Prior planning is required.

ORIGINAL 11-42
 NAVAIR 00-80T-122

4. Dual-point lift operations shall be performed only with approved 7-1/2 foot dual-point pendant and swivel
hook assembly.

5. Loads shall never be hooked to only one dual-point hook nor will one or both dual-point hooks be used in
conjunction with the single-point hook.

6. For dual-point cargo lifts, the center of gravity of the load should be as equally balanced as possible and shall
never exceed a maximum of 60 percent on either hook. A practice dead lift by crane using dynometers on the
sling legs should be done on all special loads to determine proper rigging, center of gravity, and flight stability
requirements.

7. Ensure that special lifting equipment and attaching points are certified for use with helicopters. Dockside
lifting equipment is not recommended for helicopter external operations.

8. Additional information may be found in the H-53 NATOPS manuals.

11.16.3 Aircraft Recovery

Because of its dual-point suspension system, the H--53 is the primary aircraft recovery helicopter. Aircraft recovery
operations require extensive planning, coordination, and preparation. Specific recovery requirements and procedures
will be promulgated by cognizant authority.

11.16.3.1 Aircraft Recovery Kit; 15,000 Pound

A portable, self-contained package (Part No. AC 600150) contains all the necessary rigging and auxiliary equipment
needed to effect rapid and safe aircraft recovery. Not all of the equipment contained in this kit is used in every aircraft
recovery. A list of the equipment required for rigging is included in the recovery procedures for each aircraft.

11.16.3.2 Aircraft Recovery Kit; 40,000 Pound

This kit (Part No. FE300151-01) may be used with either the single- or dual-point hook system of the H-53. The sling
and some of the auxiliary equipment are stronger than those in the 15,000-pound kit. Components of different load
capacity or type sling assemblies are not interchangeable. Mixing of components of different capacity or type slings
can result in unpredictable lifting characteristics or failure of the sling assembly. A list of equipment required for each
aircraft is included in that aircraft’s recovery procedures.

11.17 SAFETY

Safety is the primary consideration in all VOD operations. Several unique hazards are associated with the MH-53E
helicopter and are thoroughly discussed in Chapter 7. These should be thoroughly reviewed and briefed to all flight
deck crewmembers prior to any VOD operation. Also, pilot and aircrew personnel are available to brief any flight
deck crewmembers prior to VOD missions. Additional unique safety procedures not previously mentioned include
the following:

1. During external load operations, the pilot will hookup and hover without picking up the load (to minimize
rotorwash) until the hookup crew is well clear of the area.

2. Recommended action for groundcrew who are inadvertently engulfed in high-velocity downwash is to drop
to the deck in a sitting or prone position.

3. After landing, the helicopter aircrewman will install landing gear and auxiliary fuel tank (CH-53E only) safety
pins prior to chocks and chainmen positioning chocks or attaching chains to the main landing gear.

11-43 ORIGINAL
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4. During movement of the aircraft on deck, the APP should be operated. The brakerider should be a qualified
APP operator. APP operation pressurizes the utility hydraulic system for more positive braking. A fully fueled
aircraft weighs approximately 54,000 pounds, and a tow tractor alone may not be able to control its movements
on wet/slick decks in moderate to heavy sea states.

5. Some helicopters are susceptible to electromagnetic interference (e.g., transmissions, radar, etc.). It may be
necessary to deenergize this equipment during MH-53E operations.

6. The cockpit visibility of the MH-53E is not as good as most other helicopters. The LSE should be alert to this
fact and attempt to maintain eye-to-eye contact with the pilot at the controls at all times.

11.18 LPD 4 EXPANDED FLIGHT DECK OPERATIONS

11.18.1 Planning Requirements

A thorough briefing of safety and procedures will be conducted between the ship’s air department and the aviation
unit prior to commencing simultaneous multispot flight operations. Topics to be briefed shall include effects/hazards
of rotorwash on flight deck personnel and parked/operating aircraft and dangers of operating around multiple tail rotor
aircraft, specifically addressing servicing, maintenance, and ordnance evolutions on spots 5 and 6 with tail rotor
aircraft operating on all four spots. If spot 5 is occupied with a tail rotor aircraft, except H-53, use of the aft starboard
catwalk-to-flight deck ladder and platform is prohibited because of proximity of tail rotor.

Failure to adhere to safety precautions can result in injury or death due to

impact with rotating tail rotor.

With the boat crane not stowed and secured in the starboard beam position, approach to and waveoff from Spot 1 and
Spot 3 can be impeded by the cables that hang down from the crane. When conducting expanded flight deck
operations in this configuration, flight deck crews and aircrews need to exercise caution.

Rotors impacting crane cables could cause out of balance flight conditions
and the loss of personnel and aircraft.

Additionally, the red obstruction light at the top of the crane is not NVD compatible and can cause additional pilot
workload when making approaches to Spot 3.

11.18.2 Operating Matrix

Figure 11--11 provides an aircraft operating matrix for LPD 4 expanded flight deck ships. This matrix supplies
detailed guidance on deck spotting mixes allowed for simultaneous operations and shall be reviewed prior to
multi-aircraft operations.

ORIGINAL 11-44
 NAVAIR 00-80T-122

11.18.3 Flight Deck Landing/Parking Restrictions

CAUTION

Rotor downwash from MV-22 or H-53 aircraft landing near helicopters

with static unsupported rotors can cause excessive rotor blade flapping,
resulting in possible damage.

1. H-53E aircraft shall be lightened to 50,000 pounds or less when landing on spots 1 and 2.

2. H-46, H-53D, and H-53E aircraft are restricted to landing in the forward half of the touchdown circle.

3. H-47 aircraft shall be lightened to 31,000 pounds or less for parking.

4. H-60 aircraft shall not be parked in sea states exceeding 5.

5. H-53E and MH-53 aircraft shall be lightened to 40,000 pounds or less when parked at shipboard locations other
than on spots 3, 4, 5, or 6.

6. CH-53E aircraft operating from spots 3, 4, 5, or 6 shall land with main landing gear in the H-53 main wheel
spots.

7. V-22 aircraft are certified to park at spots 2, 5, & 6 without restriction.

8. V-22 aircraft are certified to park at spots 1, 3, & 4 at the max parking weight during sea state 5 or less.

9. V-22 aircraft parking spots 1, 3, & 4 is not to exceed 38,000 pounds during storm seas.

11-45 ORIGINAL
NAVAIR 00-80T-122 SEE IC # 10

1. This operating matrix supersedes NAVAIRWARCENACDIVLKE Drawing No. 620061 Rev. G or later and
includes guidance for mixing main and expanded spot operations in accordance with NAVAIR analysis. This
matrix is intended for use in conjunction with the LPD 4 Class expanded flight deck marking plan.
2. For the purposes of this matrix, an operating aircraft is defined as launching, recovering, landing, turning,
or spotted with the main rotor blade (tail rotor for H- 53D, H- 53E, and H- 60) untied/unfolded.
3. The LPD 4 Class Flight Deck Operating Matrix identifies various USN/USMC aircraft mixes that could be
used to satisfy multi- spot operational requirements. It has been developed based on available rotor
clearances only and does not constitute authority to operate. Furthermore, it is the responsibility of the Air
Officer to determine what arrangements can be utilized for given environmental, rotor downwash, and aircraft
and equipment parking arrangement conditions. Refer to Figure 7- 3 (Sheet 2).
a. It is the responsibility of the Air Officer, guided by this matrix as well as experience, to consider the
dynamic interface effects, such as rotor/prop downwash on adjacent aircraft before authorizing launch
or recovery. Operating restrictions due to dynamic interface effects typically come from the following
sources.
(1) Approved Launch/Recovery Wind Envelopes
(2) NATOPS Warnings/Cautions/Notes
(3) Current Flight Clearance Message Traffic
4. The following notes identify the required rotor tip clearance for all LPD 4 multispot operations. When spotting
on main and expanded spots is mixed, aircraft must recover to aft main/expanded spot last and launch from
aft main/expanded spot first.
a. All main spots must provide a minimum forward clearance to operating aircraft in accordance with the
latest revision of SI- ACS- AFB- 1 (Air Capable Ship Aviation Facilities Bulletin No. 1).
(1) H- 46, H- 53D, H- 53E, and V- 22 shall land with Nose Landing Gear (NLG) within the inner edge
of the 24- foot touchdown circle.
(2) H- 1 shall land with the forward skid supports within the inner edge of the 24- foot touchdown
circle.
(3) H- 60 shall land with the Main Landing Gear (MLG) within the inner edge of the 24- foot
touchdown circle.
b. All expanded spots provide a minimum of 15 feet of rotor tip clearance when spots are occupied in
accordance with the matrix and are predicated on using positioning procedures from NAVAIR
00- 80T- 106 (LHA/LHD NATOPS Manual).
(1) H- 46 aircraft shall land with Nose Landing Gear (NLG) in White 3- foot square.
(2) H- 53D/H- 53E aircraft shall land with NLG in Yellow 3- foot square.
(3) H- 53D/H- 53E aircraft shall land with Main Landing Gear (MLG) in the White 3- foot x 6- foot
boxes.
(4) H- 60 aircraft shall land with the nose over the Yellow 3- foot square and centered on the fore/aft
lineup line.
(5) H- 1 aircraft shall land with the skid toes on H- 1 athwartship line and centered on the fore/aft H- 1
lineup line.
(6) V- 22 aircraft shall land with the Main Landing Gear (MLG) in the White 3- foot x 6- foot boxes.
c. When an aircraft is operating from the Spot 1 touchdown circle, attention must be given to the
orientation/approach of that aircraft prior to landing additional aircraft on the aft expanded spots.
Preferred landing location, vice optional, should be chosen to provide the maximum rotor tip clearance
between aircraft.
Figure 11- 11. LPD-4 Class Expanded Flight Deck Operating Matrix (Sheet 1 of 3)

ORIGINAL W/IC 10 11-46

 SEE IC # 10 NAVAIR 00-80T-122

5. Additional capability for USCG/USA/USAF helicopters:

a. Multispot operations shall be in accordance with the LPD 4 class operating matrix with the additional
capability as listed below:
(1) H- 1 columns are also applicable to:
(a) USCG H- 65 (H- 65 aircraft shall land with NLG at the intersection of the H- 1 fore/aft line and
H- 1 athwartship line).
(b) USA H- 1, H- 6, and H- 58.
(c) USAF H- 1.
(2) H- 53D columns are also applicable to USAF H- 53.
(3) H- 60 columns are also applicable to USCG, USA, and USAF H- 60.
(4) H- 60 columns are also applicable to USA H- 64 with the nose positioned over the yellow H- 53E
nose wheel box.
(5) V- 22 columns are also applicable to USAF V- 22.
6. Instructions for using matrix:
a. Step 1 — Under vertical “key” A, select spot occupied with aircraft.
b. Step 2 — Under vertical “key” B, select aircraft type under spot occupied.
c. Step 3 — To determine compatibility of spots and aircraft, continue along the horizontal row
determined in Step 2:
(1) Across horizontal “key” C, select type of aircraft.
(2) If the intersection of vertical and horizontal selected above contains a Y or F, then the aircraft
and spot selected above are compatible with the Step 2 occupied spot/aircraft.
7. Examples
a. With an H- 53E on Spot 1, compatible aircraft are:
(1) H- 1 on Spot 2 [2 total aircraft].
(2) H- 1 on Spot 5 [2 total aircraft].
b. With an H- 1 on Spot 2, compatible aircraft are:
(1) H- 1, H- 46, H- 53D, H- 53E, H- 60, or V- 22 on Spot 1 [2 total aircraft].
(2) H- 1’s on Spots 3 and 4 [3 total aircraft].
(3) H- 46, H- 53D, H- 53E, H- 60, or V- 22 on Spot 3 or Spot 4 [2 aircraft total].
c. With an H- 46 on Spot 3, compatible aircraft are:
(1) H- 1, H- 46, H- 53D, H- 53E, H- 60, or V- 22 on Spot 2 [2 total aircraft].
(2) H- 1’s on Spots 5 and 6 [3 total aircraft].
(3) H- 46, H- 53D, H- 53E, H- 60, or V- 22 on Spot 5 or Spot 6 [2 aircraft total].
d. With an H- 53D on Spot 5, compatible aircraft are:
(1) H- 1 or H- 60 on Spot 2 [2 total aircraft].
(2) H- 1, H- 46, H- 53D, H- 60, or V- 22 on Spot 3 or Spot 4 [2 total aircraft].
(3) H- 53E on Spot 4 only [2 total aircraft].

Figure 11- 11. LPD-4 Class Expanded Flight Deck Operating Matrix (Sheet 2)

11-47 ORIGINAL ORIGINAL

W/IC 10
 SEE IC # 10
NAVAIR 00-80T-122

LEGEND:

1. Vertical “key” columns A and B.

2. Horizontal “key” rows C and D.

3. “Main” (shaded) and “Expanded” (unshaded) denote two separate spotting scenarios for aircraft in columns A/B. Notes 7 and 8 contain
additional detail.

4. F Preferred compatible operation.

5. Y Optional compatible location. To be used only when adjacent preferred compatible location is not available.

6. j Blank square denotes spot must remain vacant.

7. If aircraft is on Spot 1, launch and recovery can only occur either on Spot 2 (Main) OR Spots 5 and/or 6 (Expanded) as shown in table.

8. If aircraft is on Spot 2, launch and recovery can only occur either on Spot 1 (Main) OR Spots 3 and/or 4 (Expanded) as shown in table.

9. If aircraft is on Spot 1, attention should be given to what approach the aircraft has taken prior to spotting an aircraft on Spot 5 or 6.
Aircraft should be spotted as far away from Spot 1 aircraft’s tail rotor as possible.

Figure 11- 11. LPD-4 Class Expanded Flight Deck Operating Matrix (Sheet 3)

ORIGINAL W/IC 10 11-48

 NAVAIR 00-80T-122

11.18.4 Flight Operations

The following guidelines are provided for flight operations on LPD 4 expanded flight deck ships:
1. Launch/recovery from expanded spots should be made by the inboard pilot to the maximum extent possible.

CAUTION

Operations to spots 1, 3, and 4 are only authorized when the hangar is

retracted beyond the safety/foul deck line.
2. Recovery should normally be made to the forward spots first.
3. Air taxi to adjacent spots for landing and/or shutdown is authorized.

CAUTION

Only one aircraft will be launched/recovered at a time (i.e., airborne over

the flight deck).
4. Normal recovery will be made by flying up the ship’s starboard side, close abeam, at 300 feet and 80 knots,
with left break across the bow when cleared by the HCO. Type of approach and expected spot will be provided
prior to the break.
a. Direct approach — Aircraft assigned port spots for landing will set up for an LHA/LHD type of approach
to spots 4 or 6. Aircraft assigned starboard spots will pass astern and set up for a starboard, angled approach
to spots 3 or 5.
b. Offset approach — Aircraft will conduct approach to spots 1 or 2, as applicable, and slide/air taxi to the
assigned spot for landing.
5. Stern approaches are commenced from directly astern the ship. Aircraft will fly the BRC to a position close
aboard on the side of the ship corresponding to the assigned landing spot. Once abeam the assigned spot, slide
across and land. Direct approach to the spot from astern may be approved, normally associated with ordnance
recoveries.
6. Day only (with night launch) operations are authorized for spots 3, 4, 5, and 6 without NVD.
11.18.5 Night Operations
The offset approach should be used for night recoveries to the maximum extent possible.
1. Offset approach is mandatory for all night unaided recoveries.
2. All approach procedures described above are authorized for NVD recoveries.
3. Night recoveries to spots 3 and 4 with operating aircraft on spots 5 and 6 are prohibited.

Note
Parked/folded aircraft on spots 3, 4, 5, or 6 are authorized while operating
other expanded spots in accordance with Figure 11--11.
4. Day/night launch/recoveries are authorized for spots 3, 4, 5, and 6 with NVD.

11-49 ORIGINAL
NAVAIR 00-80T-122

11.18.6 Aircraft Emergencies

Aircraft experiencing in-flight emergencies should be recovered to spots 1 and/or 2.
11.18.7 Ordnance Operations
All approach/recovery procedures described above are applicable for ordnance operations. Aircraft with
forward-firing ordnance will normally use the stern approach. Directing of forward-firing ordnance at the ship facility
shall be minimized.

Ordnance arming crews shall exercise extreme caution when exiting an

armed aircraft to avoid exposure to aircraft exhaust, rotors/tail rotors, and
weapons line of fire.
11.19 LPD 17 EXPANDED FLIGHT DECK OPERATIONS

11.19.1 Planning Requirements

A thorough briefing of safety and procedures will be conducted between the ship’s air department and the aviation
unit prior to commencing simultaneous multispot flight operations. Topics to be briefed shall include effects/hazards
of rotorwash on flight deck personnel and parked/operating aircraft and dangers of operating around multiple tail rotor
aircraft, specifically addressing servicing, maintenance, and ordnance evolutions on spots 5 and 6 with tail rotor
aircraft operating on all four spots.

Failure to adhere to safety precautions can result in injury or death due to

impact with rotating tail rotor.
11.19.2 Operating Matrix
Figure 11--12 provides an aircraft operating matrix for LPD 17 expanded flight deck ships. This matrix supplies
detailed guidance on deck spotting mixes allowed for simultaneous operations and shall be reviewed prior to
multi-aircraft operations.
11.19.3 Flight Deck Landing/Parking Restrictions

CAUTION

Rotor downwash from MV-22 or H-53 aircraft landing near helicopters

with static unsupported rotors can cause excessive rotor blade flapping,
resulting in possible damage.
1. H-47 aircraft are authorized to land on spot 2 only.
2. H-1, H-2, H-3, H-46, H-53D, H-53E, H-60, and V-22 are certified to park on flight deck & hangar deck without
restriction up to and including Sea State 7.

ORIGINAL 11-50
 SEE IC # 10
NAVAIR 00-80T-122

1. This operating matrix supersedes NAVAIRWARCENACDIVLKE Drawing No.626731 Rev. C or later and
includes guidance for mixing main and expanded spot operations in accordance with NAVAIR analysis.
This matrix is intended for use in conjunction with the LPD 17 Class expanded flight deck marking plan.
2. For the purposes of this matrix, an operating aircraft is defined as launching, recovering, landing, turning,
or spotted with the main rotor blade (tail rotor for H- 53D, H- 53E, and H- 60) untied/unfolded.
3. The LPD 17 Class Flight Deck Operating Matrix identifies various USN/USMC aircraft mixes that could
be used to satisfy multi- spot operational requirements. It has been developed based on available rotor
clearances only and does not constitute authority to operate. Furthermore, it is the responsibility of the
Air Officer to determine what arrangements can be utilized for given environmental, rotor downwash, and
aircraft and equipment parking arrangement conditions. Refer to Figure 7- 4 (Sheet 2).
a. It is the responsibility of the Air Officer, guided by this matrix as well as experience, to consider the
dynamic interface effects, such as rotor/prop downwash on adjacent aircraft before authorizing launch
or recovery. Operating restrictions due to dynamic interface effects typically come from the following
sources.
(1) Approved Launch/Recovery Wind Envelopes
(2) NATOPS Warnings/Cautions/Notes
(3) Current Flight Clearance Message Traffic
4. The following notes identify the required rotor tip clearance for all LPD 17 multispot operations. When
spotting on main and expanded spots is mixed, aircraft must recover to aft main/expanded spot last and
launch from aft main/expanded spot first.
a. All main spots must provide a minimum forward clearance to operate aircraft in accordance with the
latest revision of SI- ACS- AFB- 1 (Air Capable Ship Aviation Facilities Bulletin No. 1).
(1) H- 46, H- 53D, H- 53E, and V- 22 shall land with the Nose Landing Gear (NLG) within the inner
edge of the 24- foot touchdown circle.
(2) H- 1 shall land with the forward skid supports within the inner edge of the 24- foot touchdown
circle.
(3) H- 60 shall land with the Main Landing Gear (MLG) within the inner edge of the 24- foot
touchdown circle.
b. All expanded spots provide a minimum of 15 feet of rotor tip clearance when spots are occupied in
accordance with the matrix and are predicated on using positioning procedures from NAVAIR
00- 80T- 106 (LHA/LHD NATOPS Manual).
(1) H- 46 aircraft shall land with Nose Landing Gear (NLG) in White 2- foot square.
(2) H- 53D/H- 53E aircraft shall land with Nose Landing Gear (NLG) in Yellow 2- foot square.
(3) H- 60 aircraft shall land with the nose over the Yellow 2- foot square and centered on the fore/aft
lineup line.
(4) H- 1 aircraft shall land with the skid toes on the athwartship line and centered on the fore/aft lineup
line.
(5) V- 22 aircraft shall land with Main Landing Gear (MLG) in Yellow 2- foot squares.
c. When an aircraft is operating from the Spot 1 touchdown circle, attention must be given to the
orientation/approach of that aircraft prior to landing additional aircraft on the aft expanded spots.
Preferred landing location, vice optional, should be chosen to provide the maximum rotor tip clearance
between aircraft.
Figure 11- 12. LPD-17 Class Expanded Flight Deck Operating Matrix (Sheet 1 of 3)

11-51 ORIGINAL
ORIGINAL W/IC 10
 SEE IC # 10
NAVAIR 00-80T-122

5. Additional capability for USCG/USA/USAF helicopters:

a. Multispot operations shall be in accordance with the LPD 17 class operating matrix with the additional
capability as listed below:
(1) H- 1 columns are also applicable to:
(a) USCG H- 65 (H- 65 aircraft shall land with NLG at the intersection of the fore/aft line and
athwartship line).
(b) USA H- 1, H- 6, and H- 58.
(c) USAF H- 1.
(2) H- 53D columns are also applicable to USAF H- 53.
(3) H- 60 columns are also applicable to USCG, USA, and USAF H- 60.
(4) H- 60 columns are also applicable to USA H- 64 with the nose positioned over the yellow H- 53E
nose wheel box.
(5) V- 22 columns are also applicable to USAF V- 22.
6. Instructions for using matrix:
a. Step 1 – Under vertical “key” A, select spot occupied with aircraft.
b. Step 2 – Under vertical “key” B, select aircraft type under spot occupied.
c. Step 3 – To determine compatibility of spots and aircraft, continue along the horizontal row determined
in Step 2:
(1) Across horizontal “key” C, select type of aircraft
(2) If the intersection of vertical and horizontal selected above contains a Y or F, then the aircraft
and spot selected above are compatible with the Step 2 occupied spot/aircraft.
7. Examples
a. With an H- 53E on Spot 1, compatible aircraft are:
(1) H- 1, H- 46, H- 53D, H- 60, or V- 22 on Spot 2 [2 total aircraft]
(2) H- 60s on Spots 5 and 6 [3 total aircraft]
(3) V- 22 on Spot 5 or Spot 6 [2 total aircraft]
b. With an H- 1 on Spot 2, compatible aircraft are:
(1) H- 1, H- 46, H- 53D, H- 53E, H- 60, or V- 22 on Spot 1 [2 total aircraft]
(2) H- 1s, H- 46s, or H- 60s on Spots 3 and 4 [3 total aircraft]
(3) H- 53D, H- 53E or V- 22 on Spot 3 or Spot 4 [2 aircraft total]
c. With an H- 46 on Spot 3, compatible aircraft are:
(1) H- 1, H- 46, H- 53D, H- 53E, H- 60, or V- 22 on Spot 2 [2 total aircraft]
(2) H- 1s, H- 46s, or H- 60s on Spots 4, 5, and 6 [4 total aircraft]
(3) H- 53D, H- 53E, or V- 22 on Spot 5 or Spot 6 [2 aircraft total]
d. With a H- 53D on Spot 5, compatible aircraft are:
(1) H- 1, H- 46, H- 53D, H- 60 or V- 22 on Spot 2 [2 total aircraft]
(2) H- 1s, H- 46s, or H- 60s on Spot 3 or Spot 4 [3 total aircraft]
(3) H- 53D or V- 22 on Spot 3 or Spot 4 [2 aircraft total]
(4) H- 53E on Spot 4 only [2 total aircraft]

Figure 11- 12. LPD 17 Class Expanded Flight Deck Operating Matrix (Sheet 2)

ORIGINAL W/IC 10 11-52

 SEE IC # 10
NAVAIR 00-80T-122

LEGEND:

1. Vertical “key” columns A and B.

2. Horizontal “key” rows C and D.

3. “Main” (shaded) and “Expanded” (unshaded) denote two separate spotting scenarios for aircraft in columns A/B. Notes 7 and 8 contain
additional detail.

4. F Preferred compatible operation.

5. Y Optional compatible location. To be used only when adjacent preferred compatible location is not available.

6. j Blank square denotes spot shall not contain operating aircraft, as defined on sheet 1.

7. If aircraft is on Spot 1, launch and recovery can only occur either on Spot 2 (Main) OR Spots 5 and/or 6 (Expanded) as shown in table.

8. If aircraft is on Spot 2, launch and recovery can only occur either on Spot 1 (Main) OR Spots 3 and/or 4 (Expanded) as shown in table.

9. When aircraft is on Spot 1, attention should be given to what approach the aircraft has taken prior to spotting an aircraft on Spot 5 or 6.
Aircraft should be spotted as far away from Spot 1 aircraft’s tail rotor as possible.

Figure 11- 12. LPD 17 Class Expanded Flight Deck Operating Matrix (Sheet 3)

11-53 ORIGINAL W/IC 10

ORIGINAL
NAVAIR 00-80T-122

11.19.4 Flight Operations

CAUTION

Due to minimal clearance and lack of adequate visibility, aircraft should not
be launched or landed directly in front of another aircraft.

11.20 COLD-WEATHER OPERATIONS

The operation of aircraft in cold-weather requires special procedures for maintenance, servicing, and operations.
Extreme cold-weather operations require advance preparations and special equipment and procedures. The U.S. Navy
Cold-Weather Handbook for Surface Ships, OPNAV P-03C-01-89, is an excellent resource. It includes information
on crew exposure, aircraft icing, and general cold-weather operational guidance.

11.20.1 Environmental Considerations

Adverse environmental conditions affecting ships and their equipment that could be experienced during cold-weather
operations would include:

1. Low air temperatures.

2. Sudden changes in air temperatures.

3. High winds.

4. Low seawater temperatures.

5. Low humidity.

6. Ice conditions ranging from slush to solid pack.

7. Snow, sleet, freezing rain, and freezing fog.

8. Fog and overcast, which are common at the ice/water interface.

9. Heavy seas with attendant spray.

10. The possibility of heavy and rapid ice accretion.

11.20.2 Maintenance and Servicing

While routine tasks take longer because of difficulties posed by low temperatures, aircraft and equipment can be
maintained and serviced when exposed to temperatures as low as -40_C. The time required to perform a maintenance
task on an aircraft in cold-weather is best determined by considering it to be a function of wind chill rather than
temperature. Cold-weather operation of rotorcraft shall be in accordance with the applicable NATOPS manual for
each individual aircraft.

The aircraft should be moved into a hangar when aircraft maintenance is required. If a hangar is not available, it may
prove worthwhile to erect a shelter and use a heater when the aircraft is on the flight deck during extremely
cold-weather. Temporary shelters of tarpaulins may be put up over a work area. Erecting a windbreak can reduce wind
chill considerably even when no heat is available.

ORIGINAL 11-54
 NAVAIR 00-80T-122

When refueling at low temperatures, care should be taken because objects can become charged with static electricity
more readily than at normal temperatures. Refueling should be carried out as soon as possible after shutdown to
prevent water condensation inside fuel tanks.

Spilled fuel on the skin can result in quick freezing and severe frostbite of
the affected area.

11.20.3 Flight Operations

All flight operations should be planned and scheduled with consideration for aircrew/passenger survival time and
SAR capability in the area of operations. Personnel transfers to or from ships during cold-weather operations should
be kept to a minimum as required by operational necessity. Cold-weather passenger transfers should be performed
over the shortest distance possible, preferably within visual range. Transferring and receiving units should establish
and maintain UHF communications/radar contact for the duration of the transfer. Refer to OPNAVINST 3710.7
(series) for further amplification.

Arctic windchill near a hovering aircraft can freeze exposed flesh in a

matter of seconds. Protective measures and frequent rotation of personnel
should be considered.

11.20.3.1 Cold-Water Estimated Survival Time

Figure 11--13 displays predicted cold-water survival time (defined as the time required to cool to 30_C) of lightly
clothed, non-exercising humans in cold water. The graph shows a line for the average expectancy and a broad zone
that indicates the large amount of individual variability associated with different body size, build, fatness, physical
fitness, and state of health. The zone would include approximately 95 percent of the variation expected for adult and
teenage humans under the conditions specified. The zone would be shifted downward by physical activity (e.g.,
swimming) and upward slightly for heavy clothing and/or protective behaviors (e.g., huddling with other survivors
or adopting a fetal position in the water). Specialized insulated protective clothing (e.g., survival suits, wet suits, etc.)
are capable of increasing survival time from 2 to 10 times (or more) the basic duration shown here. In the zone where
death from hypothermia is highly improbable, cold water greatly facilitates death from drowning, often in the first
10 to 15 minutes, particularly for those not wearing flotation devices. Combined sea/air temperature requirements
for aircrew donning of exposure suits is defined in OPNAVINST 3710.7.

11-55 ORIGINAL
NAVAIR 00-80T-122

Figure 11--13. Predicted Cold-Water Survival Times

ORIGINAL 11-56
 NAVAIR 00-80T-122

CHAPTER 12

Emergency Procedures

12.1 GENERAL

The nature and complexity of any aircraft and its associated equipment necessitates that the aircrew and shipboard
watchstanders be aware of required shipboard actions during aircraft emergencies.

Aircraft emergencies generally fall into four basic categories: those cases that cause an aircraft to ditch/crash; those
that require an immediate landing; those that require a precautionary shipboard landing; and those that occur on the
flight deck.

An immediate/land as soon as possible emergency shipboard landing is an emergency in which the aircraft is
experiencing a major malfunction and must get on deck with absolutely no delay. Only those personnel essential for
a safe and rapid recovery should be present on the flight deck.

A precautionary emergency shipboard landing is an emergency in which the aircraft is experiencing a minor
malfunction and the pilot desires to terminate the flight in order to troubleshoot the problem. Although it is an
emergency when declared, it does not have the urgency of an immediate/land as soon as possible emergency
shipboard landing. Shipboard watchstanders should be aware that the pilot could upgrade a precautionary emergency
shipboard landing to an immediate/land as soon as possible emergency shipboard landing if the aircraft condition
begins to deteriorate.

The nature of some emergencies requires priority and/or diversionary measures. The ultimate resolution of these
emergencies is the responsibility of the pilot−in−command, based upon the type of emergency and weather conditions
in the recovery area. It is imperative that all pertinent details be collected that might aid in the resolution of an
emergency and that the chain of command and other interested agencies be kept properly informed. SAR action
should be executed when reasonable doubt exists as to the safety of the aircraft.

12.2 IN−FLIGHT EMERGENCY PROCEDURE

When an in−flight emergency or MAYDAY is declared or identified, the following steps shall be completed:

1. Aircraft position — Plot.

2. Radar contact — Maintain, if possible.

3. Turn toward the aircraft’s last known position or crash site and proceed at best speed.

4. Provide aircraft with vectors to the nearest airport or air-capable ship — As required.

5. Air distress frequencies (121.5 MHz VHF/243.0 MHz UHF) — Monitor.

6. Summon qualified pilot to CIC and/or bridge — If available.

7. Notify senior detachment pilot aboard — If available.

8. Brief and station additional lookouts — As required.

12-1 ORIGINAL
NAVAIR 00-80T-122

9. Request assistance from/inform accompanying units/agencies — As required.

10. Obtain amplifying information as to type of emergency and pilot’s intentions.

If unable to communicate with the aircraft:

1. TACAN — Radiate.

2. IFF — Radiate all modes.

3. Attempt alternate modes of communication (data link, VHF, UHF, HAVEQUICK, SATCOM, HF, etc.) —
As required.

4. UHF homer — ON.

5. ESM search — Conduct.

6. Masthead light/homing beacon — As required.

7. Star shells — Fire, as required (minimum range).

8. Normal flight quarters — Set.

If aircraft crash/ditch is suspected or confirmed:

1. Call away rescue boat and/or rescue aircraft — As required.

2. Personnel — Recover.

3. Aircraft/debris — Recover.

4. Refer to NTTP 3−50.1 for additional search and rescue information.

Smoke markers or flares shall not be used to mark the position of survivors
or wreckage. Use of incendiary devices may ignite fuel present in the water
and pose a hazard to survivors or recovery personnel.

If aircraft requires immediate shipboard landing:

1. Emergency flight quarters — Set.

CAUTION

Due to the possibility of a fuel fire spreading below decks in the event of
a crash on the flight deck, consideration should be given to setting material
condition ZEBRA in the vicinity of the flight deck landing area and
evacuating adjacent spaces.

ORIGINAL 12-2
 NAVAIR 00-80T-122

Note
Emergency flight quarters entails, at a minimum, stationing both fire
parties as expeditiously as possible and increasing the alert condition as
appropriate.

2. Pass aircraft emergency information and intentions to flight deck crew, fire party, HCO and/or LSO via 1MC,
5MC, or internal communications net.

3. When aircraft is within 3 nm (4 nm for night or IMC recoveries) — Turn to base recovery course.

4. HCO/LSO clear all unnecessary personnel from the flight deck and hangar areas prior to giving a green deck
for recovery.

5. HCO/LSO direct fire party to move as far away as possible from the flight deck while remaining within a quick
access distance, ready to use crash/fire equipment as directed.

Note
 If the emergency is a power loss, optimum relative wind for recovery is
desired. If a flight control malfunction is involved, a stable flight deck takes
precedence.

 In the event of a flight deck crash or fire, it may be necessary to set general
quarters to protect the ship.

If aircraft requires precautionary emergency landing:

1. Normal flight quarters — Set (as soon as practical without interfering with urgent ship evolutions).

Once aircraft is safe on deck:

1. Chocks and tiedowns — As required.

Once recovery actions are complete:

1. Report status to all involved units/agencies.

12.2.1 Types of In−flight Emergencies

12.2.1.1 Complete Engine Failure

In most cases a complete engine failure will result in the pilot entering an emergency landing/ditching profile and
attempting to restart one or more engines, if time and altitude permit.

12.2.1.2 Engine Malfunctions

Generally speaking, multi−engine aircraft can fly safely with one engine, but their ability to hover with one engine
is possible only under very limited conditions. Therefore, an aircraft requiring a single−engine landing must be
afforded the maximum amount of deck space for a run−on/no−hover landing and optimum relative wind. Prompt,
proper action shall be taken by the OOD and flight deck crew to expeditiously land the aircraft. It must be realized
that in all probability a waveoff will be impossible, and the LSE/LSO should make timely advisory corrective signals
to facilitate a safe approach and landing.

12-3 ORIGINAL
NAVAIR 00-80T-122

12.2.1.3 Loss of Tail Rotor Drive

A loss of tail rotor drive will result in the pilot entering an autorotation and ditching the aircraft.
12.2.1.4 Loss of Tail Rotor Control
A loss of tail rotor control can result from multiple malfunctions and will severely hamper the aircraft’s yaw
controllability, especially during low speed and hovering flight. An airfield or large−deck ship (LHA/LHD/CVN)
is necessary to make a running landing for a safe recovery; however, if neither landing site is available, the pilot will
proceed to the vicinity of the ship and elect either to land on deck (if sufficient controllability can be maintained) or
ditch the aircraft.
12.2.1.5 Fire
A fire may be associated with either an engine or cabin airframe compartment. If the fire is extinguished, the aircraft
will return to the ship; however, if the fire cannot be controlled, the pilot will most likely ditch the aircraft.
12.2.1.6 Transmission Malfunctions
There are a wide variety of possible transmission malfunctions. The pilot will most likely return to the ship while
maintaining a flight profile that will minimize required power and enable a rapid transition to a ditching profile should
the malfunction increase in severity.
12.2.1.7 Flight Control/Hydraulic Malfunctions
There are a wide variety of possible flight control malfunctions. Aircraft control will be less than optimum and
maneuvering will be extremely difficult, especially over the flight deck. The pilot will most likely elect to land at
an airfield or large−deck ship (LHA/LHD/CVN) if available; however, if neither landing site is available, the pilot
will proceed to the vicinity of the ship and elect either to land on deck (if sufficient controllability can be maintained)
or ditch the aircraft.
12.2.1.8 Electrical Malfunctions
There are a wide variety of possible electrical malfunctions. With a single generator failure, the aircraft can be
recovered normally. With multiple generator failures, the pilot will most likely secure nonessential equipment and
return to the ship. It is possible that the aircraft will be operating only on battery power; if the battery drains
completely, total electrical failure will occur, which will cause all on−board navigation and communication systems
to cease operating. If at night or IFR, consideration should be given to lighting the ship as much as possible in order
to provide the pilot with a visual reference to fly towards.
12.2.1.9 Recovery of Aircraft With Hung MAD Bird/Dome/Towed Device
Helicopters with a hung Magnetic Anomaly Detector (MAD), dome, or towed device create special problems for the
flight deck crew. The MAD, dome, or towed device is extremely sensitive equipment and should be handled as such.
The helicopter’s flight approach should terminate in a hover over the flight deck, not allowing the MAD, dome, or
towed device to touch the deck. The flight deck personnel should only remove the equipment after dissipating static
charge.

 Failure to electrically ground the helicopter with the rescue hoist or a static
discharge device will result in electrical shock to flight deck personnel.
 Failure to use proper PPE while manually recovering the MAD/dome or
towed device and cable by hand will result in injury to flight deck
personnel.

ORIGINAL 12-4
 NAVAIR 00-80T-122

Recovery of a hung MAD/dome or towed device with an extended cable

may result in a high hover over the ship. The resultant loss of visual
reference may cause difficulty in maintaining a stable hover, endangering
both the aircraft and flight deck personnel.

Note
During recovery of a hung MAD/dome or towed device, consideration
should be given to jettisoning alongside the ship and if possible marking
its position with a smoke to aid in recovery by small boat.
12.2.1.10 Recovery of Aircraft With Damaged or Malfunctioning Landing Gear
The possibility exists that during the course of flight operations, the recovery of an aircraft with damaged or
malfunctioning landing gear will have to be made. Although the procedures will differ slightly for each type of
aircraft, they can be accomplished with speed and safety. Since the initial approach to the ship will be made to
establish a low hover in order to determine the actual condition/damage to the landing gear, maintenance personnel
for the type aircraft should be notified along with a qualified pilot. The ship should be maneuvered as necessary to
provide optimum winds and minimum pitch and roll. The flight deck should be cleared of all nonessential personnel.
Padded pallets consisting of mattresses, preferably banded together and secured to the flight deck, should be made
ready in the event deck personnel are unable to lower the landing gear.
12.2.2 Hung/Misfired Ordnance
Flight leaders shall advise the ship as early as possible of the amount and type of hung/misfired ordnance. Guidance
for recovering aircraft with hung/misfired ordnance is provided in the following paragraphs.
Weapon stores not authorized for recovery must be jettisoned. Where this cannot be accomplished, a divert to a shore
installation will be made, if feasible.
The following guidelines will be used when recovering aircraft that must return to the ship with
non--jettisonable/hung weapons.
12.2.2.1 In-Flight Procedures
Pilots shall accomplish the following prior to entering the ship’s control zone:
1. Upon completion of the firing mission, determine if all ordnance has been expended. A visual check between
aircraft shall be made of all rocket pods.
2. In the event of hung ordnance, efforts shall be made to fire it.
3. When it becomes apparent that the ordnance must be brought back to the ship, the ship will be notified as early
as possible. In no case shall hung ordnance be brought into the ship’s control zone without clearance. Initial
notification shall include the amount and type of hung ordnance.
4. Properly safe all weapons systems.
5. Prior to entering the landing pattern, secure High Frequency (HF) and Frequency Modulation (FM)
transmitters, radar altimeter, Identification Friend or Foe (IFF), and TACAN.
6. Aircraft with non--jettisonable/hung ordnance shall fly shipboard recovery patterns with weapons pointed
away from the ship to the maximum extent practicable.

12-5 ORIGINAL
NAVAIR 00-80T-122

12.2.2.1.1 Non−jettisonable/Hung Forward-Firing Ordnance Holding Procedure

Aircraft arriving overhead a ship with a hung ordnance shall enter the Alpha pattern (hung ordnance pattern)
(Figure 12−1) while waiting for a green deck. All turns shall be executed to keep the ship clear of firing lines.

The Alpha pattern is normally a clockwise pattern flown around the ship at 300 feet Above Ground Level (AGL) and
80 Knots Indicated Airspeed (KIAS). Offset approaches (Figure 12−2) shall be flown to air-capable ships. If landing
on an aviation ship, comply with applicable hung ordnance procedures.

Once established in the hung ordnance holding pattern (Alpha pattern), the
aircraft heading shall be maintained such that the longitudinal axis of the
aircraft/missile does not cross the ship, creating the potential for an errant
missile to impact the ship.

12.2.2.1.2 Offset Approach Procedures

If a missile has experienced a hang fire or misfire and no shore facility or aviation ship is available with Explosive
Ordnance Disposal (EOD) personnel available to inspect the ordnance, the offset, or ordnance line-up, approach
procedure shall be executed (Figure 12−2).

The offset approach shall be flown from the right seat only during day or
night VMC only. Visual cues, especially over the deck, are inadequate from
the left seat.

For ships with double RAST rails, the aircraft should be landed in the port RSD or on a clear deck to ensure the landing
gear will fit on the flight deck. The glidepath profile for either the day/night visual approach or alternate approach
shall be used. The approach lineup lines/lights are used for maintaining the helicopter track directly astern of the ship;
however, aircraft heading is constantly adjusted to keep the missiles pointed clear of the port side of the ship’s
superstructure. As the helicopter range decreases, the amount of offset or crab increases as shown in Figure 12−2.

12.2.2.1.3 Landing Transition for Offset Approach Procedures

The recommended heading of the aircraft is approximately 5 degrees left of BRC at 1/4 mile and as the aircraft
approaches the ship, the pilot must gradually increase the amount of left yaw to ensure the aircraft heading is left of
the port side of the ship superstructure. The recommended offset angle is 25 to 40 degrees left of ship centerline once
the aircraft is established in a hover over the flight deck. Maintain the port offset during clear deck, free deck, or
recovery assist landings. The lineup lines are not useful over the deck and the ATO has little or no reference to provide
lineup calls.

Note
During offset landings, conning calls for placement of the main RAST
probe in the RSD should be made with reference to the aircraft longitudinal
axis.

ORIGINAL 12-6
 NAVAIR 00-80T-122

WHEN FORWARD OF SHIP, TURN

RIGHT AT 300 FT AGL.

ALPHA PATTERN IS FLOWN AT 80 KTS.

300FT AGL.

I WARNING I
CLOCKWISE PATTERN. MAINTAIN
AIRCRAFT HEADING SUCH THAT
FIRING BEARING DOES NOT CROSS
SHIP.

DIRECT ENTRY INTO ALPHA PATTERN

(300 FT AGL).

Figure 12−1. Holding Pattern for Hung Forward-Firing Ordnance

12-7 ORIGINAL
NAVAIR 00-80T-122

Figure 12−2. Offset Approach

12.2.2.2 Shipboard Procedures

1. The bridge and other appropriate stations must be notified.

2. Set the proper HERO condition.

3. Dearming crews stand by on station.

4. Prior to jettisoning ordnance from the ship, approval must be granted by the commanding officer.

12.2.2.3 Ship’s Air Officer/Helicopter Control Officer

1. Clear landing spot for recovery.

2. Prior to recovery, announce: “Stand by to recover helicopter with hung ordnance on (spot). Hung ordnance
is (amount and type). All personnel remain well clear of the flight deck area.”

3. Ensure that rapid-response firefighting equipment is manned and ready.

4. Ensure that the ordnance safety supervisor and the unit dearming team are on station prior to recovery.

5. As required, ensure that all aircraft on the flight deck and in the landing pattern have secured HF and FM
transmitters, IFF, TACAN, and radar altimeters.

6. LPDs should choose a landing direction that provides the pilot with an obstruction-free approach path.

ORIGINAL 12-8
 NAVAIR 00-80T-122

All flight deck personnel, including LSEs, shall remain clear of the line of
fire and/or danger area of an aircraft landing with hung weapons. Only
minimum required personnel shall remain in the vicinity of the landing
area. The pilot shall not leave the cockpit until he/she is satisfied that his/her
guns (i.e., 20 mm) are safe.
12.2.3 Lost Aircraft/Lost Communications
Lost communications will be assumed when:
1. A Mode III code 7600 IFF return is detected or appropriate mode amplifies the situation.
2. A radar target is detected making 120-degree turns every 2 minutes.
3. A radio communications check or expected report is 15 minutes overdue.
4. The ship and helicopter do not make contact at the briefed recovery time.
Lost aircraft will be assumed when:
1. Positive radar/IFF contact is not established and either:
a. A radio communications check or expected report is 30 minutes overdue.
b. When aircraft is more than 30 minutes overdue for the briefed recovery time.
12.2.3.1 Lost Aircraft Procedure
When the position of an aircraft is in doubt, the shipboard tactical controller must immediately commence the
following procedure:
1. Obtain radar and radio contact as soon as possible. Take control of the circuit in use and utilize relay aircraft.
Continue to send information in the blind, and search all IFF modes. Commence communication search and
monitor aircraft distress channels (121.5 MHz VHF/243.0 MHz UHF) for emergency aircraft calls.
2. Inform the OTC.
3. Keep an up−to−date estimate of the aircraft’s fuel state.
4. Call for TACAN and UHF/Direction Finder (DF) and ES watch to be set immediately.
5. Alert the command for the possible use of other aids to lost aircraft such as black smoke, vertical searchlights,
antiaircraft bursts, starshells, fire control tracking balloons, energized prebriefed sonobuoy channel, and other
navigation aids.
Once contact is regained:
1. Vector aircraft to nearest airfield or back to the force.
2. Ensure position of aircraft on regaining contact is recorded.
3. Check fuel state.
4. Vector nearest aircraft to act as escort if necessary.
5. If communications are still unsatisfactory, have the aircraft gain altitude if fuel state permits.

12-9 ORIGINAL
NAVAIR 00-80T-122

12.2.3.1.1 Lost Communications During Visual Meteorological Conditions

FROM AIRCRAFT TO SHIP

PILOT’S DESIRES OR INTENTIONS SIGNAL
1. I require immediate landing. Fly by or hover close aboard starboard quarter,
remaining clear of other traffic, with gear DOWN and
floodlight/landing light ON. With complete electrical
failure, fire a red flare on a safe bearing away from the
ship.
2. I desire to land but can wait for the next Fly by or hover on the starboard side, low and close
recovery or scheduled recovery time. aboard with navigation lights BRIGHT and FLASHING
and anticollision lights ON. With complete electrical
failure, fire a red flare on a safe bearing away from the
ship.
3. I am proceeding to the divert field. Fly up the starboard side of the ship, rocking wings with
landing gear UP, navigation lights BRIGHT and STEADY
and anticollision lights ON. If fuel state and nature of the
emergency permit, continue making passes until joined
by a wingman. Upon reaching divert fuel state proceed
alone, setting IFF to emergency when departing.
Note
At night, aircraft flying close aboard the port side of the ship without lights are
considered to have an emergency requiring immediate landing.

Figure 12−3. Helicopter/Tiltrotor Visual Signals During Lost Communications

FROM AIRCRAFT TO SHIP

PILOT’S DESIRES OR INTENTIONS SIGNAL
1. I require immediate landing. Fly up the port side of the ship, low and close, rocking
wings, in a landing configuration. Navigation lights
BRIGHT and STEADY with anticollision lights ON. If
turning final in the VFR pattern or approaching final on
a CCA, momentarily turn ON the taxi light, if available.
2. I desire to land but can wait for the next Fly up the port side of the ship with landing gear UP,
recovery. navigation lights BRIGHT and STEADY, and
anticollision lights OFF while abeam the ship.
3. I am proceeding to the bingo field. Fly up the port side of the ship, rocking wings with landing
gear UP, navigation lights BRIGHT and STEADY and
anticollision lights ON. If fuel state and the nature of the
emergency permit, continue making passes until joined
by a wingman. Upon reaching divert fuel state proceed
alone, setting IFF to emergency when departing.
Note
At night, aircraft flying close aboard the port side of the ship without lights are
considered to have an emergency requiring immediate landing.

Figure 12−4. Fixed−Wing Visual Signals During Lost Communications

ORIGINAL 12-10
 NAVAIR 00-80T-122

FROM SHIP TO AIRCRAFT

SIGNAL
COMMAND/ADVISORY
OLS ALDIS LAMP BLINKER
1. *Bingo — Proceed
Flashing cut and waveoff M, M
to alternate landing Flashing Red light. ____ ____ ____ ___
lights. , ,
field.
2. Add power — (Jets
and turboprops Flash cut lights. N/A N/A
only).
3. Cleared to enter
N/A Flashing Green. N/A
CHARLIE pattern.
4. CHARLIE —
C
Cleared to land N/A Steady Green light. ____ ____
 
aboard.
5. DELTA — Delay in
landing. Enter
DELTA pattern and Flashing landing area D
Steady Red light. ____
maintain visual lights. 
contact with the
ship.
6. Closed deck. Do Landing area lights off
N/A N/A
not land. (night only).
7. Do not land. Ditch
or bail out/eject in Z Z
N/A ____ ____ ____ ____
the vicinity of the  
ship.
8. LSO has control of
the aircraft on final
Steady (3 seconds) cut
approach at N/A N/A
lights.
approximately 1½
miles.
W W
9. Lower wheels. N/A ____ ____ ____ ____
 
F F
10. Lower flaps. N/A ____ ____
   
11. Jettison disposable G G
N/A ____ ____ ____ ____
fuel tank.  
Q Q
12. Jettison ordnance. N/A ____ ____ ____ ____ ____ ____
 
* Signal is given only when ordered by the air officer.

Figure 12−5. Ship−to−Aircraft Visual Signals During Lost Communications

12-11 ORIGINAL
NAVAIR 00-80T-122

12.2.3.1.2 Lost Communications During Instrument Meteorological Conditions

If in IMC, the pilot shall follow procedures set forth in the prebriefed assigned marshal/TACAN approach and plan
his/her flight in order to commence the approach at the prebriefed recovery time.
12.2.3.1.3 Communications or Navigation Aids Failure During Approach
In the event of communications failure, if navigation aids are available, the pilot will continue the approach to the
MAP. The missed approach will be executed as described in the approach instructions. If an approach is mandatory,
the pilot may execute one of the following procedures, as applicable:
1. Navigation aids failure — The ship will vector the aircraft for a radar--controlled approach, except the pilot
will continue his/her descent until visual contact is achieved with the ship or wake.
2. Communications failure — The pilot will execute the appropriate approach as outlined in Figure 12--6 or 12--7.
If the pilot elects to discontinue the approach, he/she will climb on final bearing to VMC and fly two left--hand
triangles, conserving fuel. Depending on the weather at the divert field and fuel state, the pilot may elect to proceed
directly to the divert field after he/she has climbed out on the final bearing heading. An aircraft with inoperative
navigation and/or communication equipment that is in the company of an escort aircraft with navigation or
communication equipment in working order will be handled as a single flight in the recovery procedure. The escort
aircraft becomes the flight leader and will visually communicate with the distressed aircraft in accordance with
standard aircraft NATOPS procedures. The distressed aircraft will assume a position on the starboard wing of the lead
aircraft. When the lead aircraft has the ship in sight, he/she will visually communicate a lead change and break. The
distressed aircraft will complete a visual approach to landing. The escort aircraft will enter the pattern for landing.
The ship will develop special procedures to recover airborne aircraft in the event of a casualty to shipboard air traffic
control equipment.
12.2.4 Emergency Low--Visibility Approach Procedures
An Emergency Low--Visibility Approach (ELVA) to an air--capable ship that is below approach minimums (200--foot
ceiling and 1/2--mile visibility) is an emergency procedure. An actual ELVA shall not be attempted unless the aircraft
does not have adequate fuel to divert to a Ground Controlled Approach (GCA)--equipped airfield or CCA--equipped
aviation ship.
12.2.4.1 Practice ELVAs
The primary factors that affect the quality of an ELVA are the ability of the controller, accuracy of the information
displayed to the controller, and the pilot’s instrument flight proficiency. Practice ELVAs in VMC shall be conducted
routinely to enhance controller and pilot proficiency.
12.2.4.1.1 Preparation for Conducting an ELVA
Equipment to be used must be fully operable and accurately calibrated at all times; emergencies may occur at any
time and require the use of:
1. Surface search radar.
2. Air search radar with IFF.
3. TACAN (if so equipped).
4. Gunfire control radar and associated computer.
5. NC--2 USW plotter.
6. UHF transceivers.
7. Anemometers.
8. Barometer.

ORIGINAL 12-12
 NAVAIR 00-80T-122

Headings used magnetic, controller

will make necessary conversions Girded numbers correspond to
numbered radio transmissions
BRC

Missed approach, 30' left climbing

turn to 400 feel, wail for further
instructions

y, @)
1 @)

Distances in miles

2Yz 0
Final approach heading is based on
fight deck lineup lines and BRC
3
0
3Y, 0
ELVA SAMPLE STARBOARD APPROACH PATIERN 4
(Right-hand, left-hand, and straight-in approaches authorized)
(depends on fire control radar placement)

MAP 100yds Y, 1 1Y, 2 2Y. 3 3Y, 4 Miles

Slow to Slow to
40Knots 70 Knots

50 100 150 200 250 300 350 400

Feel
__.______._______._______._______._______._______.______,______._ MSL

FINAL APPROACH PROFILE

Figure 12−6. Emergency Low-Visibility Approach Pattern (Sheet 1 of 2)

12-13 ORIGINAL
NAVAIR 00-80T-122

1. (Initial Check-In). This will be a radar-assisted approach. Hold your radar contact on the ____ radial, _____
miles from the ship. Altimeter setting is _____. Weather ceiling is _____, visibility _____. Final approach
heading will be _____. Winds are _____ degrees port/starboard at _____ knots. Maximum pitch and roll are
_____. Read back altimeter setting.

2. Descend/climb and/or maintain 400 feet. Assigned heading is _____.

3. Lost communications procedures follow: If no transmissions are received for 1 minute in the pattern or
15 seconds in final, climb to and maintain 400 feet. Attempt contact on _____ (Secondary). If unable to make
contact, squawk Mode III Code 7600. Alternate approach will be TACAN channel _____ commencing at
3 miles and 400 feet on the _____ radial. Acknowledge.

4. Missed approach procedures follow: If ship or wake not in sight at missed approach point, immediately turn
left 30 degrees (right for port approach); climb to 400 feet and increase airspeed to 90 knots. Report level
and on speed and stand by for further instructions.

5. Perform landing checks. Report gear down and locked.

6. Turn right/left to the final bearing _____, maintain 400 feet and slow down to 70 knots.

7. Do not acknowledge further transmissions. On final, 4 miles. Commence gradual rate of descent to arrive
at 1/2 mile at 50 feet. Maintain 70 knots. Assigned heading is _____. Report ship in sight.

8. (Call sign) 3 1/2 miles, left/right/on/approaching centerline. Turn left/right (corrective heading) or assigned
heading is _____. Altitude should be 350 feet.

9. (Call sign) 3 miles, left/right/on/approaching centerline. Turn left/right (corrective heading) or assigned
heading is _____. Altitude should be 300 feet.

10. (Call sign) 2 1/2 miles, left/right/on/approaching centerline. Turn left/right (corrective heading) or assigned
heading is _____. Altitude should be 250 feet.

11. (Call sign) 2 miles, left/right/on/approaching centerline. Turn left/right (corrective heading) or assigned
heading is _____. Altitude should be 200 feet.

12. (Call sign) 1 1/2 miles, left/right/on/approaching centerline. Turn left/right (corrective heading) or assigned
heading is _____. Altitude should be 150 feet.

13. (Call sign) 1 mile, left/right/on/approaching centerline. Turn left/right (corrective heading) or assigned
heading is _____. Altitude should be 100 feet. Slow to 40 knots.

14. (Call sign) 1/2 mile. Assigned heading is _____. Maintain 50 feet and 40 knots.

15. (Call sign) 800/600/400/200 yards. Left/right/on/approaching centerline.

16. (Call sign) at missed approach point if ship or waken not in sight, execute missed approach.

Figure 12−6. Emergency Low-Visibility Approach Pattern (Sheet 2)

ORIGINAL 12-14
 NAVAIR 00-80T-122

Mode III — An aircraft with radio difficulties (transmitter and/or receiver) should transmit Mode III Code 7600 or
emergency Code 7700 as appropriate. (Code 7700 first, followed by Code 7600 will assist in alerting approach
control.)

Mode I — The following codes will amplify difficulties in conjunction with a Code 7600 or 7700. No receiver shall
mean that the primary UHF, auxiliary receiver, and UHF/VHF guard receiver are inoperative. If any receiver is
operative, the controller is capable of controlling the aircraft utilizing IFF standby transmits and/or aircraft turns to
acknowledge receipt of instructions.

Note
Below 2,500 feet, pilots must be aware of the dangers of changing IFF codes.

1. HEFOE Codes
Mode I Mode III
First digit Second digit

0 — ok
1 — Hydraulic 1 — No. Rec. TACAN ok
2 — Electrical 2 — No. Rec. ADF ok 7700/7600
3 — Fuel 3 — Rec. ok No NAVAID(s) (with HEFOE code, use Code 7700)

4 — O2
5 — Engine

2. Assistance Required Codes

All 7 — Mode I transmits indicate no receiver and no NAVAID(s).

Mode I Mode III

First digit

70 — Desire tanker to join

71 — Intend to bingo
72 — Desire aircraft to assist Fuel on board (up to 7,500 lb)

3. Limited Communication Codes Require a 1-minute cycling of Mode III from 7600/7700 to desired
channel.
Mode I Mode III

60 — Aux, Rec. (ADF) channel _____ Channel usable (0100−2000, and 2100 = Guard)
61 — No. NAVAID(s). Rec on Channel _____
62 — TACAN ok. Rec. on channel _____

Figure 12−7. Lost Communication Emergency IFF Codes

12-15 ORIGINAL
NAVAIR 00-80T-122

The ship’s Gunfire Control System (GFCS) provides the most accurate real--time tracking system available in most
air--capable ships. For this reason, its use during an ELVA is recommended. The NC--2 plotter, with a final approach
pattern overlay, may also be used in conjunction with either the GFCS or the surface search radar. At least one UHF
transceiver should be set up as a backup on the primary air control frequency and at least one transceiver should be
set up as a secondary.

Anemometers and the barometer must be accurately calibrated. Bridge personnel must keep the air controller
informed of significant changes in either relative wind or barometric pressure during the approach. An error of
.05 inch in barometric altimeter setting results in an altitude error of 50 feet, which is critical at the low altitudes at
which helicopters operate.

12.2.4.1.2 Initial Approach Patterns

Initial approach patterns must be executed so that the aircraft reaches the 4--mile gate position, at an altitude of
400 feet and an airspeed of 70 knots, and all required radio transmissions (numbers 1 through 6) are completed (Figure
12--6, Emergency Low-Visibility Approach Pattern).

12.2.4.1.3 Final Approach Profile

1. The aircraft will commence the final approach at an altitude of 400 feet and airspeed of 70 knots. No matter
which initial approach pattern is used, the final approach must be conducted exactly the same.

2. This is the most critical phase of the ELVA. The final controller must have the approach plotted and actually
have control of the aircraft prior to reaching the 4--mile gate.

3. For starboard approaches, final approach heading will be BRC minus the flight deck approach angle. For port
approaches, final approach heading will be BRC plus flight deck angle. For straight--in approaches, final
approach will be BRC.

4. Heading corrections in the final approach should be made in small steps (not more than 5 degrees if possible).
Aircraft will use a one--half standard rate turn on final approach. The tendency to over correct must be avoided.
It must also be remembered that the aircraft will be changing speeds during the final approach; therefore, the
ship--aircraft relative motion will change.

12.2.4.1.4 Required Radio Transmissions

Transmissions are keyed to range from ship and must be made at the appropriate time. To avoid confusion, an altitude
should also be given whenever a heading is given and be given at the same point. The normal sequence of voice
transmissions is provided in Figure 12--6. These transmissions are the required transmissions and must be given for
each approach. They are keyed to the numbers in Figure 12--7. Corrections to headings must be given as required.
“Filler” transmissions may be required to ensure that the maximum time between transmissions (1 minute in the
pattern and 15 seconds on final approach) is not exceeded. Filler transmissions should give useful information to the
pilot, such as altitude of highest point on the ship, distance from touchdown, dimensions of the flight deck, etc. Avoid
routine radio checks as filler transmissions and do not continuously transmit, as this removes the ability of the pilot
to transmit information on emergency conditions. Whenever a heading is given, ensure an altitude is also given (e.g.,
“Turn left heading 200, altitude should be 300 feet”). Conversely, never give an altitude without including the
heading.

ORIGINAL 12-16
 NAVAIR 00-80T-122

12.2.4.1.5 Missed Approach Procedures

1. Assume missed approach if the pilot does not have the ship in sight at designated minimums, normally 50 feet
altitude and 100 yards visibility. Variables such as radar performance, operator proficiency, aircrew factors,
etc., may necessitate that the ship’s commanding officer raise these minimums so as not to unduly endanger
the ship or aircraft.

2. If a missed approach occurs, the aircraft will make a 30 heading change to the left (right for port approach)
and climb to 400 feet. The aircraft should then be vectored back into the ELVA pattern. If equipment
malfunctions or limitations preclude ELVA procedures, an emergency smoke light approach or a controlled
ditching may be considered.

12.2.5 Smokelight Approach

This approach is used as a last resort when available equipment will not allow ELVA procedures to be used, or when
the ship cannot be visually acquired using ELVA procedures. Both the commanding officer and the pilot in command
(or detachment OIC) must have agreed to attempt the procedure. Prompt recognition of deteriorating weather
conditions and visibility is critical. Before resorting to a smokelight approach, consideration should be given to the
following:

1. Returning the aircraft to the ship early.

2. Maneuvering the ship into an area of better visibility.

3. Vectoring the aircraft to another available ship where visibility is better.

4. Vectoring the aircraft to a suitable alternate airfield.

The aircraft is positioned 2 miles astern of the ship (180 relative bearing from the BRC) and proceeds inbound. The
aircraft descends at the pilot’s discretion to 40 feet and 40 knots. Ship’s personnel drop smoke/matrix lights every
15 seconds (or other prearranged interval), and the pilot is kept informed of the interval and number of smokelights
in the water. The pilot at the controls follows the smokelights up the ship’s wake, adjusting his/her closure rate until
he/she holds the ship visually.

12.3 ON−DECK EMERGENCY PROCEDURE

When an on−deck emergency is declared or identified, the following steps shall be completed:

1. Summon qualified pilot to CIC and/or bridge — If available.

2. Notify senior detachment pilot aboard — If available.

3. Obtain amplifying information as to type of emergency and pilot’s intentions.

4. Pass aircraft emergency information and intentions to flight deck crew, fire party, HCO, and/or LSO via 1MC,
5MC, or internal communications net.

5. HCO/LSO clear all unnecessary personnel from the flight deck and hangar areas.

6. In case of fire or danger of fire, ordnance shall be moved to a safe area or jettisoned as the situation dictates.
Explosive Ordnance Disposal (EOD) personnel or other qualified personnel shall take the necessary on scene
action to dispose of the most hazardous ordnance first.

If the aircraft must be jettisoned over the side:

12-17 ORIGINAL
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1. Abandon the aircraft.

2. LSE/LSO orders all chocks and tiedowns removed. On RAST−equipped ships, the Rapid Securing Device
(RSD) beams shall be opened.

Note
The RAST main probe may not clear the RSD when attempting to push the
aircraft.

3. Notify Auxiliary 1 to stand by manual controls of fin stabilizers (if applicable).

4. Attain maximum ship speed and, when the aircraft is ready for jettisoning, heel the ship over to one side so
as to cause the aircraft to topple over the side.

5. Should this procedure be deemed unsuitable, all attempts shall be made to push the aircraft overboard by any
means available. A 3/4−inch cable may be laid around three sides of the periphery of the deck with the bitter
end secured at one corner of the deck and the other end attached to a capstan. Taking up the cable will pull the
aircraft to the side and overboard.

6. The firefighting team should lay a blanket of AFFF across the jettison path to the edge of the deck before
attempting to jettison the aircraft over the side. This foam blanket will minimize the possibility of reflash of
the fire from hot debris or exposed oil, fuel, or other materials as the aircraft is dragged or moved across the
deck.

12.3.1 Types of Aircraft On−Deck Emergencies

12.3.1.1 Hung Droop Stops

As helicopter rotor speed decreases during disengagement, centrifugal force diminishes to a point where the blades
begin drooping toward the deck. Normally, a mechanical stop on the rotor head engages, preventing the rotor blades
from drooping.

Should a droop stop fail to engage, one or more rotor blades may strike the
deck or portions of the helicopter. This condition may result in damage to
the helicopter and possible injury to deck personnel.

Should a droop stop fail to engage on shutdown, the LSE will give the signal to reengage rotors. The pilot will then
follow appropriate NATOPS procedures in attempting further shutdowns. If the droop stop cannot be engaged, the
LSE shall clear the flight deck in the vicinity of the aircraft of all personnel, including himself. The ship will attain
minimum wind and turbulence conditions, and the pilot will then make the shutdown.

12.3.1.2 Engine Fires on Deck

The LSE shall be alert at all times for fire. Observing reasonable indications of a fire, the LSE shall inform the pilot
by use of an appropriate hand signal. In case of an internal engine fire, the pilot may continue to motor the engine
to extinguish the fire. In case of an external fire, the LSE shall direct the flight deck fire watch/party to initiate
firefighting procedures in accordance with NAVAIR 00−80R−14.

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12.3.1.3 Fires

Shipboard fires are most hazardous and immediate action is necessary to preclude undue damage to aircraft and ship.
All steps shall be taken to save the aircraft and personnel in the area of the fire. Ordnance shall be moved to a safe
area or jettisoned as the situation dictates. EOD personnel or other qualified personnel shall take the necessary
on--scene action to dispose of the most hazardous ordnance first.

12.3.1.4 Emergency Manual Deck Handling for SH--60, HH--60, MH--60R

Manual movement is not routine. With an inoperative or degraded traversing system, manual movement is authorized
in cases of emergency or operational necessity. For non--emergency situations, manual movement over an extended
period requires fleet commander approval in accordance with OPNAVINST 3120.28 (series).

Extensive, deliberate ORM is required to identify risk and mitigation strategies. Detachment officers in charge will
supervise the ORM process and debrief the ship’s commanding officer when complete.

Failure to comply with the procedures listed or attempting to move the

aircraft during periods of excessive ship’s movement may result in loss of
aircraft and/or personnel.

Note
D The procedures listed assume the helicopter has performed a non--RAST
landing on the ship. In the event that the helicopter has recovered in the
RSD prior to RAST system failure, proceed to paragraph 12.3.1.5 as
appropriate.

D On DDG 79 class ships, if the RSD cable parts or is separated from the
RSD, the aircraft will roll toward the hangar down the 3.0 degree forward
sloping flight deck. It is imperative that the brakerider and FDD are in
constant communication should this condition occur. If a cable parts or is
separated, the brakerider shall immediately apply the brakes in order to stop
the aircraft’s forward motion toward the hangar. Once the aircraft is
stopped, immediately apply chocks and chains to the aircraft.

D On DDG 79 class ships, the curvature of the RSD track as it enters the
hangar is greatest as it passes below the hangar doors and can impose
increased side loads on the RSD, causing increased resistance on the RSD.
Due to the increased forces on the RSD at this point in the RSD track, it may
not be possible to move the aircraft manually through this portion of the
turn either traversing into or out of the hangar.

D If a condition exists where either the forward, aft, or both RSD cables are
separated from the RSD, refer to paragraph 12.3.1.7, Emergency SH--60,
HH--60, MH--60R Handling Procedures With Degraded Recovery Assist,
Securing, and Traversing System.

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Note
 The procedures described are to be used only when moving the aircraft is
required by emergency. Danger of the aircraft sustaining damage by
remaining on the flight deck, or the necessity of clearing the flight deck for
other operations, must be weighed against the risk of loss of aircraft or
personnel.

 The procedures listed are for emergency movement of the SH−60, HH−60,
MH−60R. Manual movement of the aircraft increases the risk of injury to
flight deck personnel. Personnel are prohibited from standing between the
port main mount and port ordnance stubwing during aircraft movement.
Ensure all personnel remain clear of main landing gear at all times.

12.3.1.5 Manual Deck Handling Prechecks

1. Chock and chain aircraft on deck.

2. Secure aircraft systems and conduct applicable shutdown checklists.

3. Safety nets shall be down.

4. Do not fuel the aircraft. This facilitates straightening the aircraft by reducing the load on the tail wheel.

5. Do not fold the main rotor blades or tail pylon. This increases maneuvering room for the Steering Bar Operator
(SBO) and facilitates straightening the aircraft by reducing the load on the tail wheel.

6. The radome may be removed if necessary to provide clearance.

Note
In the event that the helicopter struts are overly compressed because of
damage or leakage, it is advisable to either service the struts to the
appropriate level or remove the APS−124 radar antenna prior to moving the
RSD under the aircraft.

7. Remove the ATO’s and pilot’s windows. This will provide additional aircraft push points and facilitate aircraft
movement.

8. Lower the main RAST probe to within 2 inches of the flight deck to provide visual cues for both SBOs and
safety observers.

9. Ensure the tail probe is fully retracted.

10. Ensure the tail wheel is unlocked.

11. Attach the steering bar assembly (P/N 70700−77112−041) to tail landing gear.

12. Ensure that the following personnel are available and positions manned prior to any helicopter movement:

a. FDD.

b. LSO.

c. Brakerider.

ORIGINAL 12-20
 NAVAIR 00-80T-122

d. Two SBOs, one on each side of the aircraft.

e. Two safety observers, one per side.
f. Chock runners, one per side.
g. Aircraft movers, 10 to 14 personnel.
(1) Pullers using TD−1A tiedown chains.
(a) Main landing gear tiedown points, one person per chain (two personnel).
(b) Aft tiedown points, one person per chain (two personnel).
(c) Forward high point tiedown, one person per chain (two personnel).
(2) Aircraft pushers (four to eight personnel).

Use of push points that lie in the path of aircraft landing gear may result in
injury or death.
13. Determine over which RAST track the helicopter is to be positioned. Open and pin the appropriate hangar door
(remove deck bridge for CG class ships).
14. Ensure that the RSD is clear of the area in which aircraft movement is to occur.
15. Obtain permission from the bridge to move the helicopter and RSD when required. Ensure the ship is on a
constant course and speed with pitch 2 or less and roll 4 or less, measured at the LSO station.

Note
Communications must be maintained between the bridge and the flight
deck throughout the entire aircraft move.
16. Position aircraft pullers and pushers, SBOs, and brakerider. Aircraft push points include door and window
frames, aircraft cabin door frame, nose frame, ordnance stubwings, tail pylon at rib junctions, and other
reinforced fuselage areas.

CAUTION

Pushing or pulling on aircraft stabilator assembly, rotor blades, MAD

pylon, hoist assembly, HF antennas, ESM antennas, float bag covers, or
unreinforced fuselage areas may result in damage.
17. Remove aircraft high point tiedowns and tail tiedowns. Attach TD−1A chains to the tiedown points listed for
aircraft movement.

Note
Ensure that chock and chain personnel are continuously prepared to
immediately secure the aircraft in the event aircraft/ship movement
becomes excessive.

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18. Remove the chocks and chains and release the brakes.

19. Pull/push and steer the aircraft as necessary to get the main RAST probe within 19 inches of the RSD track
and the main mounts aligned sufficiently with track to allow the RSD to pass between them. Positioning of
the main probe over the RAST track will greatly facilitate manual straightening. If the tail guide system is
inoperative, centering the main probe over the RAST track should be a primary objective.

Note
The initial movement of the helicopter may take the tail wheel across the
RAST track over which the helicopter is to be positioned. Referencing the
main RAST probe is the best method of determining acceptable aircraft
position and can easily be seen by all SBOs and safety observers.

20. Chock and chain the aircraft.

21. Raise the main RAST probe.

22. Continue with appropriate emergency straightening/traversing handling checklists.

12.3.1.6 Emergency SH−60, HH−60, MH−60R Handling Procedures With Operable Recovery
Assist, Securing, and Traversing System

1. Complete SH−60, HH−60, MH−60R manual deck handling prechecks.

2. Ensure sufficient clearance for the RSD exists.

3. Ensure the RAST main probe is retracted.

4. Complete the LSO console preoperational and traverse checks.

5. Remove the RSD safety bar and open the RSD beams.

6. Under guidance of the FDD, traverse the RSD under the aircraft to a position centered under the RAST main
probe.

7. Lower the main probe into the RSD and close the RSD beams.

8. Proceed with normal SH−60, HH−60, MH−60R straightening and traversing checklists.

9. Fuel and fold the aircraft for hangaring.

ORIGINAL 12-22
 NAVAIR 00-80T-122

12.3.1.7 Emergency SH−60, HH−60, MH−60R Handling Procedures With Degraded Recovery
Assist, Securing, and Traversing System

Note
 If the traversing pump is inoperable because of high leakage and there is
no other problem with the traversing subsystem, the RSD can be traversed
using the tail guide pump by putting the system in fast traverse or by
manually activating solenoid valve 2A1L7 (see RAST IPB Figure 37, item
176) in the RAST machinery room. The speed will be as if the system were
in slow traverse, and the tail guide system cannot be used simultaneously.

 On DDG 79 class ships, the curvature of the RSD track as it enters the
hangar is greatest as it passes below the hangar doors and can impose
increased side loads on the RSD, causing increased resistance on the RSD.
Additional consideration should be given to moving the aircraft using chain
falls or winches in this area to overcome the side loads on the RSD.
Although it is possible to move the aircraft manually up the 3.0 slope, it
may not be possible to move it manually through the point of maximum
curvature as noted above. Consideration should be given to utilizing block
and tackle, come−along, or air hoist to the RSD.

1. Complete SH−60, HH−60, MH−60R manual deck handling prechecks.

2. Ensure sufficient clearance for the RSD exists.

3. Ensure the RAST main probe is retracted.

4. Release friction on RSD traverse system in accordance with the release of traverse system hydraulic lock
checklist.

5. Remove the RSD safety bar and open the RSD beams.

6. Utilizing block and tackle, come−along, or air hoist as available, attach the intended RSD movement
equipment to the RSD and appropriate deck fixtures. Move the RSD under the RAST probe.

CAUTION

Failure to avoid wrapping the tow cable around the outside of the
lubrication tubing next to the forward restraint assembly will result in
damage to tubing. Do not utilize straps or cables wrapped around the front
of the “capture area” opening, as this can damage the cam brakes.

7. Lower the RAST main probe into the RSD and close the RSD beams.

8. Continue with the aircraft straightening procedures. RSD movement is accomplished through utilization of
the appropriate emergency movement equipment. Tail guiding can be accomplished using the Tail Guide
Winch (TGW) cables if operative.

12-23 ORIGINAL
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Failure to remain clear of the tail section when straightening the aircraft and
ensure adequate clearance from tail guide cables may result in injury.
9. Fuel and fold the aircraft for hangaring.
12.3.1.8 Emergency SH−60, HH−60, MH−60R Handling Procedures With Manually Operated Rapid
Securing Device
1. Complete SH−60, HH−60, MH−60R manual deck handling prechecks.
2. Ensure aircraft placement is such that the RAST main probe is centered directly over the RSD track.

Note
To facilitate aircraft straightening and hangaring, the tail wheel should be
as closely aligned with the RAST track as possible.
3. Ensure adequate clearance for the RSD.
4. Ensure the RAST main probe is retracted.
5. Ensure electrical power to the RSD is secured.
6. Connect RSD manual actuator to the RSD. Ensure that sufficient pressure is available to operate the RSD
beams.
7. Complete the applicable LSO console preoperational and traverse checks.
8. Remove the RSD safety bar and open the RSD beams. Increase (as necessary) the RSD accumulator pressure
sufficient to reclose the beams.
9. Under guidance of the FDD, traverse the RSD under the aircraft to a position centered under the RAST main
probe.
10. Lower the main probe into the RSD and manually close the RSD beams. Insert the RSD safety bar into the
RSD. Ensure the RSD beam “latched” flags are in the upright position.
11. Remove aircraft chocks and chains.
12. While traversing the aircraft forward, SBOs will steer the tail wheel as necessary to move the tail wheel over
the track. Once over the track, lower the tail probe into the track. Disconnect the steering bar assembly. Traverse
the aircraft and lock the tail wheel.

Note
When carrying out this procedure, if the tail probe is not closely aligned
with the RAST track, the potential for severe sideloads on the
RSD/airframe exists. Until the tail probe is locked in the RAST track, the
main landing gear tires should be monitored for indications of sideloads.
If sideloads develop, the aircraft will need to be alternately traversed
forward and aft until the tail probe is aligned with the RAST track. With
the RSD beams locked and tail probe not in the RAST track, forward
traverse will act to increase sideloads, whereas aft traverse will act to reduce
sideloads.

ORIGINAL 12-24
 NAVAIR 00-80T-122

13. Continue with normal traversing procedures.

12.3.1.9 Emergency SH−60, HH−60, MH−60R Handling Procedures With Inoperative Tail Guide
System
In the event the aircraft has landed on deck without use of the RSD, conduct the SH−60, HH−60, MH−60R manual
deck handling prechecks and the emergency SH−60, HH−60, MH−60R handling procedures with an operable RAST
system. After completion of those procedures, proceed with steps outlined below.
In the event the aircraft has made a normal landing into the RSD but there is an inoperative tail guide system, proceed
directly with the steps outlined below:
1. Complete the LSO console preoperational and traverse checks but do not install the tail guide cables.
2. Do not fold the tail pylon. Ensure the main rotor blades are spread. This ensures adequate clearance for the
SBOs and facilitates straightening by reducing the load on the tail wheel.
3. If possible, do not fuel the aircraft until after straightening it. This facilitates straightening by reducing the load
on the tail wheel.
4. Ensure the tail probe is fully retracted.
5. Ensure the tail wheel is unlocked.
6. Attach the steering bar assembly to tail landing gear.
7. Ensure that the following personnel are available and positions manned prior to any helicopter movement.

Note
Under normal circumstances, four additional personnel are required to
augment the normal straightening crew: two to move the steering bar and
two to four to help push the tail port or starboard. In the event higher seas
are encountered, the use of additional personnel should be considered as a
safety measure and ORM should be utilized to determine if the procedure
can be safely continued.
a. FDD.
b. LSO.
c. Brakerider.
d. Two safety observers, one per side.
e. Chock runners, one per side.
f. Aircraft movers, four to six personnel.
(1) Two SBOs, one on each side of the aircraft.
(2) Pushers (two to four personnel).

Use of push points that lie in the path of aircraft landing gear may result in
injury.

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NAVAIR 00-80T-122

g. Overhead/forward structure floodlights shall be full bright during night evolutions.

8. Obtain permission from the bridge to move the helicopter and RSD when required. Ensure the ship is on a
constant course and speed with pitch 2 or less and roll 4 or less, measured at the LSO station.

9. Remove aircraft chocks and chains.

10. Under LSO direction, flight deck personnel will perform helicopter tail movement per SH−60, HH−60,
MH−60R NATOPS.

Uncontrolled rapid movement of the tail pylon may result in injury to flight
deck personnel.

Note
 The LSO will initiate straightening with the required RSD fore/aft
movement while the SBOs steer the tail wheel to caster the tail as necessary
for straightening. When the tail/aircraft movement is completed as
necessary in one direction, the aircraft will be chocked/chained while
setting up for additional moves as required. If the main probe has
previously been centered over the RAST track, ensure the RSD beams are
locked. While traversing the helicopter, manually guide the tail wheel
toward the RAST track. Once the tail probe is in the track, the helicopter
should be traversed forward and aft several times to reduce sideloads on the
main mount wheels and RAST probe.

 All personnel must be prepared to stop movement and chock/chain the

aircraft as necessary in the event aircraft/ship motion becomes excessive.

11. After the aircraft is straightened in the RSD, lower the tail probe into the track and lock the tail wheel. Fuel
the aircraft and fold the main rotor blades and tail pylon. Continue with normal traverse procedures.

12.3.1.10 Emergency SH−60, HH−60, MH−60R Handling Procedures Without Recovery, Assist,
Securing, and Traversing System

1. Chock and chain the aircraft.

2. Secure aircraft systems and conduct applicable shutdown checklists.

3. Leave safety nets down.

Note
When the safety nets are down, increased maneuvering room is available
for the SBOs.

4. Fold the stabilator.

5. Do not fuel the aircraft. This facilitates straightening the aircraft by reducing the load on the tail wheel.

ORIGINAL 12-26
 NAVAIR 00-80T-122

6. Do not fold the main rotor blades or tail pylon. This increases maneuvering room for the SBOs and facilitates
straightening the aircraft by reducing the load on the tail wheel.

7. Remove the ATO’s and pilot’s windows. This will provide additional aircraft push points and facilitate aircraft
movement.

8. Ensure the tail probe is fully retracted.

9. Ensure the tail wheel is unlocked.

10. Attach the steering bar assembly (P/N 70700−77112−041) to tail landing gear.

11. Ensure that the following personnel are available and positions manned prior to any helicopter movement:

a. FDD.

b. Brakerider.

c. Two SBOs, one on each side of the aircraft.

d. Two safety observers, one per side.

e. Chock runners, one per side.

f. Aircraft movers, 10 to 14 personnel:

(1) Pullers using TD−1A tiedown chains.

(a) Main landing gear tiedown points, one person per chain (two personnel).

(b) Aft tiedown points, one person per chain (two personnel).

(c) Forward high point tiedowns, one person per chain (two personnel).

(d) Pushers (four to eight personnel).

Use of push points that lie in the path of aircraft landing gear may result in
injury or death.

12. Obtain permission from the bridge to move the helicopter when required. Ensure the ship is on a constant
course and speed with pitch 2 or less and roll 4 or less, measured at the HCO/LSO station.

Note
Communications must be maintained between the bridge and the flight
deck throughout the entire aircraft move.

13. Position aircraft pullers and pushers, SBOs, and brakerider. Aircraft push points include door and window
frames, aircraft cabin door frame, nose frame, ordnance stubwings, tail pylon at rib junctions, and other
reinforced fuselage areas.

12-27 ORIGINAL
NAVAIR 00-80T-122

CAUTION

Pushing or pulling on aircraft stabilator assembly, rotor blades, MAD

pylon, hoist assembly, HF antennas, ESM antennas, float bag covers, or
unreinforced fuselage areas may result in damage.

14. Remove aircraft high point tiedowns and tail tiedowns. Attach TD−1A chains to the tiedown points listed for
aircraft movement.

Note
Ensure chock and chain personnel are continuously prepared to
immediately secure the aircraft in the event aircraft/ship movement
becomes excessive.

15. Remove the chocks and chains and release the brakes.

16. Push/pull and steer the aircraft as necessary to get the aircraft aligned with the aircraft hangar. Ensure sufficient
clearance will exist to fold the tail pylon and rotor blades and to hangar the aircraft.

17. Lock the tail wheel after the aircraft is aligned with the hangar. Apply the aircraft brakes, insert chocks, and
chain the helicopter.

18. Fuel the helicopter.

19. Fold the main rotor blades and tail pylon.

20. Release the chocks/chains and brakes.

21. Complete hangaring the aircraft.

12.3.1.10.1 Release of Traverse System Hydraulic Lock

With the helicopter trapped in the RSD and the traverse system inoperative, the following procedures can be used
to facilitate manually maneuvering the helicopter into and out of the hangar. The procedures will eliminate the
hydraulic lock in the traverse system and leave only the cable friction and rolling friction of the helicopter and RSD
to be overcome. Approximately 2,500 pounds of force will be required to overcome this friction.

When manually traversing the helicopter in the RSD with the cable still attached to the RSD, it is necessary to ensure
that the cable and drum are rotating freely. It is possible, even with the hydraulic brake released and lock disengaged,
for the cable to tighten itself onto the drum without the drum turning. Continuing to move the aircraft will only
increase the tension on the cable and will make it difficult or impossible to traverse the helicopter. Cable tension and
drum movement should be monitored while the aircraft is being traversed to ensure the cable is not tightening onto
the drum. If the cable and drum are not freely rotating, it is recommended to remove the cable from the RSD system
in order to facilitate an easier move of the aircraft.

1. Establish communications with Control Console (CC) and FDD.

2. Start RAST system in accordance with paragraph 6−5a of RAST Operation and Maintenance Instruction
(OMI).

ORIGINAL 12-28
 NAVAIR 00-80T-122

Note
If helicopter is on board and engaged by the RSD, extreme caution must be
taken with a disabled traverse system. Ensure that a brakerider is aboard and
helicopter brakes set, or that the helicopter is chocked and chained to
prevent inadvertent movement of the helicopter/RSD.

3. Set solenoid select switch to traverse forward or aft.

4. On Hydraulic Test Panel (HTP), press and hold traverse system pressure gauge isolator pushbutton.

5. Set and hold the bypass valves close/off/traverse pressure select switch to the traverse pressure select position.

6. On the HTP, press and hold traverse system pressure gauge isolator pushbutton again.

7. Slowly open traverse system pressure cock and check reading on 0 to 5,000−psi gauge.

8. Release setscrew and turn replenishing valve adjusting handle (see RAST IPB, Figure 119, item 12)
counterclockwise until it stops. This will reduce the traverse system pressure to a minimum (note number of
turns).

9. Tighten the traverse brake hand wheel to release brake.

10. Switch off ship/RAST power.

Note
The RSD/helicopter can now be pulled forward or aft using a come−along
or chain fall attached to the RSD.

12.3.1.10.2 Resetting Traverse System Hydraulic Lock

1. Back off traverse brake hand wheel to reset brake.

2. Establish communications with CC and FDD.

3. Start RAST system in accordance with paragraph 6−5a of the RAST OMI.

4. Reset replenishing valve by turning the adjusting handle clockwise to its original position and reset the
setscrew. This will set the valve at approximately 3,250 psi; however, this pressure cannot be read on the 0
to 5,000−psi gauge since it will read the system pressure controlled by the relief valve, which is set at 3,000
psi.

5. To accurately set the replenishing valve, complete steps 1 to 19 of paragraph 6−20 in the RAST OMI.

12-29/(12-30 blank) ORIGINAL

 NAVAIR 00-80T-122

CHAPTER 13

Coast Guard Operations

13.1 CONCEPT

This chapter contains information pertaining to cross-deck operations of Navy and Coast Guard helicopters and
vessels. Where differences exist between Navy and Coast Guard procedures and equipment, the vessel’s parent
service directives shall govern.

13.2 OPERATIONS WITH COAST GUARD HELICOPTERS

Coast Guard helicopters are capable of shipboard operation and may be landed aboard appropriately certified Navy
ships in accordance with current directives. Permission must be obtained via Navy and Coast Guard chains of
command prior to conducting any embarked operations. Helicopter specifications and launch and recovery
limitations are included in Appendixes B through R. If specific flight deck motion and relative wind limitations are
not provided, the general launch and recovery envelope shown in Appendixes B through R shall be used. Because
some Coast Guard shipboard procedures differ from those used by the Navy, it is essential that the flightcrew have
a full understanding of Navy procedures prior to conducting operations.

13.3 OPERATIONS WITH COAST GUARD CUTTERS

All flight deck equipped Coast Guard cutters participate in the Navy Aviation Facility Certification Program.
Accordingly, Navy and Marine Corps helicopters may be landed aboard appropriately certified Coast Guard cutters
in accordance with current directives. Permission must be obtained via Navy and Coast Guard chains of command
prior to conducting any embarked operations. The governing directive for operations aboard Coast Guard cutters is
the Coast Guard Shipboard-Helicopter Operational Procedures Manual, COMDTINST M3710.2. Because some
Coast Guard shipboard procedures differ from those used by the Navy, it is essential that the flightcrew have a full
understanding of Coast Guard procedures prior to conducting operations. The following is a list of the more notable
differences:

1. The HCO is stationed in the pilot house and monitors flight deck evolutions by means of a Flight Deck Video
system. HCOs are non-aviation personnel.

2. The FDO and LSE duties are performed by the LSO.

3. The LSO monitors internal or external communications.

4. Radio communications use plain language; Coast Guard personnel are not generally familiar with Navy
standard brevity codes.

5. Except during EMCON, clearances are passed both verbally (by radio) and visually using the deck status light
(if installed). The Hotel flag is not normally used to convey clearances and remains two-blocked during all
flight operations. Visual clearances are as follows:

a. Deck status light red — Not cleared.

b. Deck status light amber — Cleared to start/secure engine(s) and engage/disengage rotor(s).

c. Deck status light green — Cleared to take off/land/HIFR/VERTREP.

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6. Tiedown team members are normally stationed on either side of the hangar.

7. Coast Guard cutters do not have personnel trained in the handling of aviation ordnance.

8. All cutters are retrofitted with the DIR refueling nozzle (December 2003).

9. All cutters (except Polar class) are certified and qualified to conduct NVD operations (summer 2004).

10. Fire parties are staged internally or on the forecastle of cutters.

Although a Coast Guard cutter may be certified to conduct certain flight

operations, personnel may not be qualified in these operations. Typically,
a cutter will not be qualified to conduct IMC operations. Prior to
conducting any operation with a Coast Guard cutter, ensure that it is both
certified and qualified to do so.

Note
Coast Guard flight deck crews receive training in and are familiar with
various Navy procedures such as “chocks and chains.”

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CHAPTER 14

UAS Operations
14.1 OPERATIONS

14.1.1 Introduction

The shipboard operation of aircraft is generally the same, whether manned or unmanned. Unless specifically
addressed in this chapter, guidance in previous chapters applies to unmanned aircraft as well. For information unique
to individual UAS, see the appropriate aircraft NATOPS.

14.1.2 Fire Party

Unarmed, unmanned operations allow for a reduction in standard fire party requirements. For specific UAS fire party
responsibilities, refer to paragraph 7.6.

14.1.3 Training and Workup

Optimum use of an embarked UAS requires extensive training for both ship’s company and detachment personnel,
analogous to manned requirements to include Initial Ship Aviation Team Training.

14.2 MQ-8B VERTICAL TAKE OFF AND LANDING TACTICAL UNMANNED AIR VEHICLE

The Vertical Takeoff and Landing Tactical Unmanned Air Vehicle (VTUAV) system provides reconnaissance and
surveillance, target acquisition and location, target tracking, laser designation, target damage assessment, and
communication relay capability. The VTUAV system consists of an MQ-8B Fire Scout VTUAV, land−based or
ship−based Mission Control Station (MCS), Tactical Common Data Link (TCDL), and UAV Common Automatic
Recovery System (UCARS). The Air Vehicle (AV) (Figure P-1) carries a Modular Mission Payload (MMP) and an
electronic sensor platform for day and night operation. The Air Vehicle (AV) has UHF/VHF and Ku-band radios for
air vehicle command and control, secure and plain voice communication relay, image downlink, and data
communication. The MQ-8B is autonomous from takeoff through landing and shutdown.

The MQ-8B is controlled from an MCS through the TCDL and/or a UHF data link. The MCS uses the data links to
transmit commands to the MQ-8B for mission and payload adjustments, takeoff aborts, automatic landing, and
landing waveoff. The MQ-8B sends air vehicle and payload status to the MCS over the data links. Near real-time
video and infrared images are passed to the MCS through the TCDL. MQ-8B control can be transferred from one
MCS to another.

The MCS contains the hardware and software for command and control of the AV and MMP. The MCS is integrated
in the ship’s interior working spaces or a MCS is mounted on a ship deck, in a hangar bay or in a mission payload
space. A MCS can manage up to two AVs and one MMP at a time.

A typical MQ-8B mission has five segments:

1. Launch (departure).

2. Mission ingress.

3. On−Station.

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4. Mission egress.

5. Recovery (landing).

14.2.1 Launch

The AV can take off and land from ships equipped for helicopter operations with a MCS, UCARS and Landing
Restraint Recovery Grid (not mandatory). The MQ-8B can operate from shore--based installations with a MCS. AV
systems and engine power are automatically checked during the launch sequence. When all systems are ready, the
AV takes off and continues to the planned mission departure waypoint. The departure waypoint is usually a
latitude/longitude for shore--based launch and a shipboard relative position for shipboard launch.

14.2.2 Mission Ingress

AV and mission payload systems are checked and the mission plan is confirmed or modified during the mission
ingress. Coordination with another MCS is necessary if AV control handoff is required.

This coordination shall include but is not limited to matching crypto codes, tail numbers, mission plans, etc.

14.2.3 On Station

The AV and mission payload follow the mission plan or real--time commands while on station. The mission payload
sensor images are monitored and the sensors adjusted to gather the required information.

14.2.4 Mission Egress

AV and mission payload systems are checked and AV control handoff is coordinated during the mission egress.
Recovery information is confirmed or updated as required.

14.2.5 Recovery

The AV returns to the planned recovery waypoint and enters a preplanned holding pattern or starts the landing
sequence. Shore--based landing is based on RADALT data. Shipboard landing is completed using the UCARS.

14.2.6 Dual--AV Operations

The MCS has the ability to allow a single VTUAV crew to simultaneously control two AVs, excluding launch and
recovery. During dual--AV operations, only one AV’s MMP may be monitored via TCDL, while the other AV’s MMP
will not be available. Dual--AV operations require similar ORM considerations as manned flights operating from a
single--spot ship.

14.2.7 VTUAV Initial Ship Aviation Team Training

Detailed requirements for VTUAV integrated training events are listed in Figure 14--1 and may be combined with
other events when operated by a composite unit (e.g., MH--60R and VTUAV).

14.3 AIR CONTROL

The VTUAV System is capable of operating in the same environment and in concert with existing deployed weapons
systems and operates in a cluttered electromagnetic environment characteristic of a shipboard or battlefield
environment. The VTUAV System is a Category II UAS; refer to paragraph 4.5 of the MQ-8B NATOPS for Radio
Frequency stand-off requirements. The system is capable of operating from prepared land--based sites and all

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air-capable U.S. Navy surface combatants and amphibious assault ships. It is initially integrated with LCS and FFG
7 vessels. The system is capable of transferring command and control between controlling stations, both ashore and
afloat.

The VTUAV is currently equipped with a payload sensor that provides additional defensive capabilities, including
an Electro-Optical/Infra-Red/Laser Designator (EO/IR/LD), which provides daylight imagery or zoom for close
inspection of possible threats or battle damage assessment. The IR portion extends that capability to
nighttime/inclement weather. The AV can provide an extended persistence capability for surveillance of land or sea
borne targets. Real-time video can be transmitted via a low-probability-of-intercept Tactical Common Data Link.

14.4 SHIPBOARD OPERATING PROCEDURES

14.4.1 General

Size, weight, and fuselage structure requires special servicing and handling of the MQ--8B aboard ship. For
procedures to be used with appropriate mechanized towing devices, refer to Chapter 3 (Servicing and Handling) of
the MQ-8B NATOPS.

14.4.2 Flight/Hangar Deck Procedures

When the air vehicle is on the flight deck, the main rotor blades must be secured. While the AV is secured with chains
on the flight deck or while being stored/maintained in a hangar, main rotor blades may be folded or spread. If folded
(Figure P-6), blades must be secured in the appropriate blade holding fixture; if blades are spread (Figure P-7), they
must be secured with appropriate blade tiedown straps. The main rotor blades should be unsecured just prior to
launch. During air vehicle movement, the blades may be folded (secured in blade holding fixture) or may be spread
(secured with blade tie down straps) as deck spotting density and wind conditions dictate.

14.4.3 Blade Folding/Spreading

Main rotor folding/spreading is limited to winds less than 25 knots from any direction. Per ship class, safety nets shall
be lowered and blade walkers utilized during spread/fold evolutions.

14.4.4 Launch and Recovery Procedures

14.4.4.1 Engine Start Requirements to Prelaunch

The Maintenance Portable Electronic Display Device (MPEDD) system supports the maintenance functions of the
MQ-8B. Using the MPEDD, maintenance personnel can download fault information or data logs from the air vehicle,
monitor fueling operations, start and run engines, rig actuators, perform tests, view the Interactive Electronic
Technical Manual (A1--MQ8BA--IETM), and configure various subsystems. The air vehicle can be started and
launched without using the MPEDD. Requirements for engine start include the following:

1. Rotor blade restraints removed.

2. Starboard aft chain(s) removed.

3. All other tiedown chains slacked.

4. Flight deck area clear of nonessential personnel.

5. Wind Over Deck (WOD) less than 25 knots.

6. Helo Control Officer controls deck status, authorizes engine start, launch, and recovery.

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7. Ship maintains steady course throughout engine start and acceleration to flight power.

8. Command start engine, check engine operating parameters, ready for flight power.

9. Air Vehicle state is “Prelaunch,” remove all cables, set altimeters, IFF set.

10. Verify CS Control; MPEDD disconnect if used.

14.5 COMMUNICATIONS

Command and control of the air vehicle is exercised from the Air Vehicle Operator/Mission Payload Operator
(AVO/MPO) stations in the Control Segment aboard ship via TCDL or UHF link. Tactical communications between
controlling agencies, supported commands/shipboard stations, and air vehicle operators is conducted through the
ARC-210, shipboard intercommunications networks, and communications relay via the airborne air vehicle. The
TCDL is used for primary command and control and to downlink payload video and information over a
low-probability-of-intercept secure link. Command and control data is backed up by a secure common-UHF
secondary link.

Communications in/around the littoral battlespace is enhanced with the relay capability of three (3) AN/ARC-210(V)
radios. These radios provide multiple frequency relays and encrypted and clear communications as well as supporting
Air Traffic Control functions.

14.6 ALERT CONDITIONS

The MQ-8B is capable of a 30 minute alert launch, which requires the air vehicle to be spotted on the flight deck in
takeoff position with the AV Prestart (Alert Condition Checklist) complete, awaiting engine start.

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MQ-8 FIRE SCOUT Initial Ship Aviation Team Training

ISATT for MQ-8 Fire Scout detachments shall depend on the satisfactory completion of the following
qualifications, drills, and training evolutions.

1. The following flight deck training evolutions shall be completed:

a. Fire/crash team.

b. Air vehicle safety procedures.

c. Blade fold/spread.

d. Air vehicle traverse.

e. Cold refueling on deck.

f. Hot refueling on deck.

g. One night startup and one shutdown per crew (Note 1).

h. Minimum two Maintenance Portable Electronic Display Device (MPEDD) Start-up and Shutdown
evolutions per plane captain. (The plane captains can start the AV for ground turns or during Alert
launches.)

2. Crew qualifications and currency (crew is defined as one Air Vehicle Operator [AVO] and one Mission
Payload Operator [MPO]).

a. Each crew shall complete a minimum of 2 flight hours.

3. The following flight evolutions shall be conducted:

a. DLQ (minimum five takeoffs and five landings per AVO) (Note 2).

b. Minimum of two waveoff evolutions per AVO (one with air vehicle prior to/outside perch position and
one with air vehicle post/inside perch position).

4. Each crew/ASTAC shall have controlled/completed the following evolutions:

a. One simulated lost link procedure (airborne, unannounced).

b. One Guard/MAD Check 243.0 MHz (airborne, unannounced).

5. Each crew/ASTAC shall have controlled/completed the following evolutions:

a. One simulated lost link procedure (airborne, unannounced).

b. One Guard/MAD Check 243.0 MHz (airborne, unannounced).

Figure 14−1. MQ−8 FIRE SCOUT Initial Ship Aviation Team Training (Sheet 1 of 2)

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MQ-8 FIRE SCOUT Initial Ship Aviation Team Training

6. The following unannounced drills shall be completed:

a. Air vehicle crash on deck (all fire parties) (Note 3).

b. Hangar fire/fuel spill (Note 4).

c. Emergency flight quarters for air vehicle recovery (Note 5).

d. Emergency flight quarters for launch (Note 6).

7. All Helicopter Control Officers (HCO)/Flight Deck Directors (FDD) (both ship and detachment personnel)
shall be current for day and night operations.

a. Minimum of one waveoff per HCO.

b. Five night approaches and landing should be conducted (Note 7).

NOTES:

1. Night startup and shutdown evolutions are for flight deck crew proficiency. Day and night startup and
shutdown evolutions are transparent to AVO and MPO.

2. DLQ may be done either day or night.

3. Air vehicle crash on deck (estimated 40-minute evolution).

a. Air vehicle shall be on deck and spread.

b. All flight-quarters personnel shall participate in drill.

c. For composite detachments, two separate drills shall be conducted, one for the H-60 and one for the MQ-8.

4. Aircraft hangar fuel fire (estimated 90-minute evolution).

a. Air vehicle shall be stowed in hangar with hangar door closed.

b. Required repair lockers/corpsman shall participate in drill.

c. For composite detachments, may be conducted in conjunction with the H-60 evolution.

5. Unscheduled emergency flight quarters (simulated in-flight emergency).

6. Unscheduled emergency launch shall be conducted with air vehicle hangared and flight quarters secured.

7. Requires “Blue Water” certification unless FAA Certificate of Authorization permits night diverts.

Figure 14−1. MQ−8 FIRE SCOUT Initial Ship Aviation Team Training (Sheet 2)

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APPENDIX A

Helicopter Operations Checklists

A.1 GENERAL

Checklists are necessary to ensure safe and efficient air operations. The following checklists are provided as a general
guide for the manning of flight quarters stations and do not cover all operating stations in detail. Checklists shall be
detailed for the individual ship and operating stations and shall be completed prior to making manned and ready
reports.

A.1.1 Officer of the Deck Air Operations Checklist

1. Obtain a copy of brief sheet from CIC.

2. Notify commanding officer, CIC, engineering, flight personnel, and others of impending
flight operations.
3. Mission (VERTREP, HIFR, recovery, touch/go, MEDEVAC, personnel transfer, etc.).
4. OOD determines best course for flight operations.
a. True wind.
b. Relative wind direction/speed.
c. Launch/recovery VERTREP course.
CIC Foxtrot Corpen.
Bridge Foxtrot Corpen.
d. Ensure pitch and roll are within limits.
e. Energize fin stabilizers 45 minutes prior to flight operations (if fins are to be utilized).
5. Ensure that appropriate navigation aids and radios are on and operating.
6. Permission received from commanding officer to prepare for helicopter operations.
7. Sound flight quarters and pass word: “Flight quarters, flight quarters, all designated
personnel man your flight quarters stations to receive/launch/HIFR/VERTREP/
H-60/H-53 helicopter. The smoking lamp is out on all weather decks. Hold all trash and
garbage on station. Stand clear aft of frame _____. Do not blow tubes without
permission of the OOD. Now flight quarters.”
a. Time flight quarters sounded.
b. Notify HCO/LSO of all course/speed changes while at flight quarters.
8. Display appropriate lights and/or day shapes; Hotel/Hotel One at dip; check wind
envelope for rotor engagement/disengagement.
9. Radio central confirm radio circuits patched to HCS and other designated spaces.

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10. Establish Sound Powered (S/P) telephone communications with and receive manned and
ready reports from:
Station Comm Manned Ready
Signal bridge (1 JG)
CIC (1 JG)
HCS (1 JG)
DCC (1 JV)
Boatcrew (1 JV)

11. Check operation of flight crash alarm and waveoff lights from bridge.
12. Brief lookouts.
13. Radio communications established with the aircraft. Ensure pilot informed of ship’s
certification or waiver status (recovery).
14. Receive “FOD walkdown complete” report.
15. Obtain permission from commanding officer to commence flight operations.
16. Turn to Foxtrot Corpen for desired winds and ensure pitch and roll are within limits.
17. Grant permission to helicopter control to start engines/engage rotors.
18. Helicopter control reports aircraft ready for launch/recovery.
19. Hotel/Hotel One flag(s) close up and pass permission to commence flight operations to
the HCO. (Display signal required by ATP 1,Vol II.)
20. Log — Takeoff, Estimated Time of Recovery (ETR), and recovery times.
a. Pilot’s name.
b. Passenger’s name.
21. Inform commanding officer when aircraft has reached destination, or control has passed
to another ship or shore station, or completion of flight operations.

A.1.2 Combat Information Center Air Operations Checklist

1. Prepare a written tactical flight brief using appropriate portions of designated format
(Paragraph A.1.4) (approximately 2 hours prior to scheduled launch).
2. Check air plan for any changes.
3. Check message traffic concerning operations area.
4. Brief aircrew and Air Tactical Control Officer (ATACO) on tactical data and provide a
copy of the briefing sheet to the aircrew, OOD, and HCO.
5. Check wind repeaters for proper operation.
6. Obtain a copy of the pilot’s flight plan, when applicable.
7. Transmit flight plan via immediate message to shore−based destination in the case of
flight terminating ashore.

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8. Check all radio, S/P telephone, radar, and navigation aids for proper operation and
frequencies (EMCON permitting). Ensure monitoring of 243.0 MHz (UHF guard
“Military Air Distress”).
9. Establish communications with shore activities on Raspberry, air defense liaison, etc.
10. Man appropriate flight quarters stations, including air controller and 1 JG talker.
11. Air controller review TACAN, Low Vision Air (LVA), SAR, and lost communications
procedures.
12. Test intercom and S/P circuits.
13. Report manned and ready to OOD.
14. Establish communications with helicopter after airborne and inform bridge of
“Operations normal” and “KILO” reports (EMCON permitting).
15. Coordinate control of assigned helicopters in accordance with desired tactical
employment and safety−of−flight considerations.
16. Plot helicopter positions and tactical information and make recommendations for tactical
employment when appropriate.
17. If in doubt, clarify type of control desired.
18. Keep bridge informed of progress of flight.
Provide inbound helicopter with:
a. Type of approach anticipated (TACAN, port or starboard).
b. Marshal instructions.
c. ETR.
d. Time check.
e. BRC.
f. Relative wind, pitch and roll, and ceiling and visibility.
g. Altimeter setting.
h. Ship’s certification/waiver status (unusual/obstructions).
i. Land/hover specifications.
j. Range and altitude SGSI visual contact should be made.
k. Height of flight deck above waterline.
19. Provide radar approach information for IMC.
20. Update HCO on altimeter and EMCON conditions.
21. Pass control of helicopter to HCO or other units when appropriate. (Positive
acknowledgement by both controlling units and aircrews of controlling agency change is
required.)

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A.1.3 Helicopter Control/Flight Deck Officer Checklist

All aircraft evolutions require permission of the OOD.

1. Obtain brief sheet from CIC.

2. Check function of deck status lights, then secure.

3. Establish communications with:

a. Bridge.
b. CIC.
c. Flight deck.
d. AFFF station.
e. JP−5 fuel station.
f. DCC.
g. RAST machinery room (if applicable).
4. Muster, brief all flight deck personnel on operation, and ensure all are in proper uniform:
a. LSE.
b. Firefighting party.
c. Fuelers.
d. Maintenance personnel.
e. Chain/chock/RAST hookup.
f. Cargo personnel.
g. Corpsman.
5. Test:
a. Crash alarm.
b. 5 MC.
c. UHF (EMCON permitting).
d. SGSI and HRS.
e. Lighting — Test and set as appropriate. For NVD flight operations, the ship shall be
configured with shipboard NVD lighting. Shipboard lights should be configured as
follows:
Red drop lights — OFF.
Masthead lights — OFF.
Infrared masthead lights — OFF.
Stern light — OFF.
Navigation/position lights — DIM/OFF.
Obstruction lights — OFF.
SGSI — Energized (minimum intensity).
Deck status lights — DIM/OFF.
Horizon Reference System (HRS) — DIM.
Red HRS fault light rheostat — DIM.

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White lineup lights — Steady/medium.

Hangar face/dustpan lights — Bright.

Flight deck flood lights — OFF.

Note
Listed light settings are for general guidance. Specific settings may vary
depending upon ambient illumination and ship type and are at the
discretion of the pilot in command. Lineup lights should be dimmed or
secured at pilot’s signal.

6. Obstructions such as antennas, cranes, guns, lifelines are lowered, trained, or unrigged.
7. All required safety equipment donned and functioning. For night operations, check
signal wands, flashlights, and clear lenses in goggles.
8. Check proper operation:
a. Damage control equipment.
b. Starting power.
c. Fueling equipment.
d. RAST LSO console and associated equipment (if applicable).
9. Hangar retracted/extended, door closed.
10. Over the 5 MC announce:
a. “Clear flight deck of all unauthorized personnel.”
b. “Man all flight deck stations.”
c. “Close all ammunition lockers.”
d. “Remove all loose gear from flight deck area.”
e. “Remove all containers with flammable fluids 25 feet from flight deck area.”
f. “Conduct FOD walkdown on flight deck, weather decks forward, and fantail.”
(Includes tiedown cloverleaf covers.)
g. “All personnel, helmets on and buckled, goggles down, sleeves rolled down, ballcaps
and other loose gear about your person secured.”
11. Check that any cargo to be picked up is properly secured, weighted, placed, and packed
for pickup.
12. Receive manned and ready from:
a. Handling personnel.
b. Firefighting party.
c. Fueling crew.
d. Corpsman.
e. Cargo personnel.
f. Helicopter detachment.
g. RAST machinery room (if applicable).

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13. Report to OOD “Manned and ready. FOD walkdown complete.”

14. Ensure that personnel to be picked up by helicopters are properly briefed, fitted with an
inflatable lifevest, goggles, and cranial helmet for pickup, and are manifested.
(Helicopter transfer briefing sheet given to each.)
15. Update forecasted weather, BRC, nearest land/field/bingo, ship pitch and roll, and true
and relative wind.
16. Inform aircrew of any changes to previously briefed information and additions, such as
restrictions to air operations, mission, cargo, weights, intelligence, etc.
17. Ensure tiedowns are removed/configured in accordance with applicable helicopter
NATOPS manual. Notify LSO or Pilot-in-Command of any tail or high point tiedowns
affixed to the aircraft.
18. Receive permission from the bridge to start engine(s).
19. Display red deck status light to inform LSE and aircrew of clearance to start engine(s).
20. Establish radio communications with helicopter (EMCON permitting).
21. Receive permission from the OOD to engage rotors. Ensure that the ship is within the
safe rotor engagement wind and deck roll and pitch envelope.
22. Display amber deck status light to inform LSE and aircrew of clearance to engage.
23. Display red deck status light after rotors are engaged or in an emergency to interrupt
engagement cycle.
24. Report to the bridge when helicopter is ready for launch and obtain permission to
launch.
25. When radio communications are available, provide aircrew with BRC, relative wind
direction and speed, and maximum ship roll and pitch.
26. Display green deck status light to inform LSE and aircrew of permission to remove
tiedown chains and chocks and launch on the LSE’s signal.
27. Ensure all tiedowns are removed from the helicopter and all aircraft panels are secured
prior to launch.
28. When the helicopter is airborne, pass control to CIC (except if helicopter remains in
bounce pattern).
29. Keep the bridge informed of the progress of operations, takeoffs, landings, status of the
flight deck, or any other special situations, etc.
30. Log flight deck evolutions.
31. Keep pilot informed of any required information and changes.
32. Keep flight deck, engineering, medical, and safety boat personnel informed of all
evolutions to be conducted.
33. Stow all gear (as applicable). Secure from flight quarters when the word is passed.

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A.1.3.1 Recovery Checklist

1. Complete actions above as applicable.

2. When helicopter is held visually, obtain control from CIC.

3. When helicopter is on final, pass over 5 MC, “Safety goggles down, ears on, sleeves
rolled down, hangar door closed. Stand by to recover/HIFR/VERTREP helicopter.”
4. Tower report to helicopter, “GREEN DECK.”
5. Receive “GEAR DOWN AND LOCKED, PARKING BRAKE SET, SEAT FLYING
APPROACH” report from helicopter.
6. Verify gear, report and pass final landing instructions to helicopter “BRC/RELATIVE
WIND/ROLL/PITCH. CLEARED TO LAND.”
7. After the helicopter is on deck, chocked and chained with landing gear pins in, notify the
bridge.
8. Request permission from the bridge to shut down.
9. When granted, pass to LSE and helicopter “DISENGAGE ROTORS.”
10. Notify the bridge to secure flight quarters. Set the refuel detail if required. Pass when the
ship expects to resume flight operations (if applicable).

A.1.4 Sample Flight Briefing Sheet

1. General
BRF/LNCH/Hot−Pit/RCVR: ________ / __________ / _________ / _________ /
Pilot/CP/Crew: ____________ / ___________ / ____________ / ____________ /
2. Weather
BRF Time: __________ / FCST Time: _______________ /
CIEL/VIS/True Wind: ______________ / _______________ / ______________ /
OAT/DP/SST: __________ / __________ / __________ /
Sea State: __________ / Wave DIR/HT: _______________ / ______________ /
Sun Rise/Set: _______ / _______ / Moon Rise/Set __________ / __________ /
Moon Phase/ILLUM: __________ / __________ /
3. Navigation
Time: __________ / MAG VAR: __________ /
Ship POSIT: _____________________________________________________ /
EMERG Marshal: _______________________________________________ /
TACAN: ______________________________ /
4. Sensor/Weapons Policy
EMCON: ______________________ / MOD: ___________________________ /
UHF/RADAR/LINK/RADALT/MAD/SMOKE/SONO/DOPPLER/GUNS

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5. Mission Brief
________________________________________________________________
________________________________________________________________
6. Rules of Engagement
__________________________________________________________________
__________________________________________________________________
7. Communication Plan
Call Sign ACFT/Ship: ____________________ / _________________________/
BTN/FREQ IFF
___ / __________ / 1. _______________ /
___ / __________ / 2. _______________ /
___ / __________ / 3. _______________ /
___ / __________ / 4. _______________ /

8. PIM Plan
Time/Course/Speed Card of the Day (base numbers)
___ / _____ / _____ / BRG: _____ / RNG: _____ / Head: ______ /
___ / _____ / _____ / SPD: _____ / LAT: ________ / LONG: ______ /
___ / _____ / _____ / Time: _________ / Recall: ____________ /
9. Friendly Units/Bingo Fields/Nearest Land
Name Call TAC/ID FREQ Fuel/Land POSIT
________________ / _____ / ___ / ___ / _____ / ___ / ___ / ________ /
________________ / _____ / ___ / ___ / _____ / ___ / ___ / ________ /
________________ / _____ / ___ / ___ / _____ / ___ / ___ / ________ /
10. Hostile Units/Hot Areas/Prohibited Areas/Sensitive Areas

Do not overfly or approach closer than published distance.

Type PRI Threat Radius/Remarks POSIT
________________ / _____ / ____________________/ __________________ /
________________ / _____ / ____________________/ __________________ /
________________ / _____ / ____________________/ __________________ /
11. Deck Lighting (If Non−Standard)
_______________________________________________________________

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APPENDIX B

Non-Maritime Helicopter
Capabilities/Specifications

B.1 INTRODUCTION

B.1.1 General

1. This section consists of general information pertaining to shipboard operations with current Army and Air
Force helicopters. It is designed to provide flight and hangar deck personnel an initial frame of reference when
operating with these aircraft and should by no means be considered a complete discussion of the topic. It should
also not be considered a substitute for joint planning.

2. This section is not intended to restrict operations, but rather only to provide guidance. The use of mandatory
language has been purposely kept to a minimum.

3. Regardless of apparent exterior similarities, USA/USAF helicopters were not designed with the shipboard
environment in mind and differ significantly in key areas from their USN/USMC counterparts:

a. Most do not have rotor brakes. Rotor blades spend significantly more time at low rpm during start−up and
coastdown.

b. Many do not have rotor anti-flap restraints, further increasing the risk of flapping-induced damage while
stationary or at low rpm.

c. Only the MH-53 has an automatic blade fold system. Folding H-47 aircraft is an extremely
maintenance-intensive evolution. Most AH-64 aircraft have no provisions for folding rotor blades.

d. Blade fold systems are designed for aircraft transport only and do not adequately protect the blades from
damage from wind and/or rotorwash.

e. Aircraft tiedown points are not designed to meet shipboard requirements for strength, access, and minimum
numbers.

f. Most aircraft are not equipped with TACAN.

g. Many aircraft systems are susceptible to electromagnetic interference from shipboard transmitters.

h. Many USA/USAF helicopter weapons systems do not meet shipboard certification requirements.

i. AH/MH-6J and OH-58D helicopters, due to their light weight and skid-type landing gear, are susceptible
to sliding due to deck motion, wind, and rotorwash.

4. Operational requirements may preclude interfacing with assigned USA/USAF embarked units prior to
conducting joint operations; however, it is highly recommended that ship personnel interface with embarked
unit personnel as early as feasible prior to embarking joint helicopters to minimize problems at sea.

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B.2 H-60 MODEL HELICOPTERS

1. Basic Capabilities & Characteristics.

a. All versions are based on the basic Army UH-60 Black Hawk helicopter, with four-bladed main and tail
rotors, two T700-GE-700/701C series engines with APU, non−retractable landing gear with two main
wheels and a castering tailwheel, and two sliding cargo doors.

2. Crew.

a. Crews consist of two pilots (minimum crew), plus a crew chief and/or mission specialists, and aerial
gunner(s) as required.

B.2.1 UH-60A/L Utility Helicopter/UH-60Q/HH-60L MEDEVAC Helicopter Shipboard Operations

Capability

1. No rotor brake (up to 8+ minutes rotor coastdown).

2. Manual blade fold (20 to 30 minutes under optimum conditions).

3. Manual tail fold (lengthy maintenance action, impractical for operational use).

4. Pressure refueling (except external tanks).

5. No TACAN (UH-60A/L).

6. TACAN (UH-60Q/HH-60L MEDEVAC only).

7. UHF.

8. APU.

B.2.1.1 Mission

The “A” series is the basic Army utility helicopter used for tactical transport of troops, medical evacuation, cargo,
and reconnaissance. The “L” series is the same, but equipped with upgraded engines and transmission for improved
performance, plus a higher capacity external cargo hook.

The “Q” series is a UH-60A modified with extensive medical equipment and additional avionics and FLIR, used for
medical evacuation, transport of medical teams and supplies, as well as to provide support for combat search and
rescue.

Note
The UH-60Q exists in extremely small numbers. The HH-60L is its
replacement and has only begun production. HH-60L features may be
different than stated in this document. All H-60 models can conduct
medical evacuation missions and may even have a medical Red Cross
insignia. H-60 aircraft conducting MEDEVAC missions are not necessarily
a UH-60Q or HH-60L.

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B.2.1.2 Mission Equipment

1. External cargo hook.

2. External Stores Support System (ESSS) with four stores pylons for external fuel tanks.

3. Two window-mounted M60D 7.62 mm machine guns (UH-60A/L only).

4. Volcano Multiple Mine Delivery System (UH-60A/L only).

5. Forward Looking Infrared (FLIR) (UH-60Q/HH-60L MEDEVAC only).

6. Medical Evacuation (MEDEVAC) System (UH-60Q/HH-60L MEDEVAC only).

a. Litter lift system.

b. Ambulatory patient configuration.

c. Medical stations.

d. Medical cabinets.

e. Lighting systems.

f. Provisions to support intravenous (IV) bags.

g. Medical suction system.

h. Oxygen delivery system.

i. Outlets for 28 Vdc and 115 Vac 60 cycle electrical power.

B.2.1.3 SAR Capability

Some UH-60A/L helicopters are capable of fitting an electric hoist kit (only available to units with a dedicated
SAR/MEDEVAC mission). Rafts may be carried.

UH-60Q and HH-60L MEDEVAC helicopters are equipped with an electrically powered externally mounted hoist.
Swimmers and/or rafts may also be carried.

B.2.1.4 Dimensions (see Figure M-12)

Spread (rotors turning): 64’ 10” L/53’ 8” W/16’ 10” H.

Folded (no external tanks): 54’ 8” L/14’ 4” W/16’ 10” H.

Folded (external tanks): 54’ 8” L/21’ W/16’ 10” H.

B.2.1.5 Weight

Empty (no fuel, no crew): 12,000 lb.

Operating (internal fuel, crew, no cargo): 15,000 lb.

Max gross on deck: 22,000 lb.

Max gross on deck (ferry only): 24,500 lb.

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B.2.1.6 Fuel/Quantity

Primary fuel: JP-8.

Alternate fuel: JP-5/JP-4.

Max internal: 360 gal/2,450 lb.

Max external: 920 gal in 230 gal tanks/6,250 lb.

Max total: 1,280 gal/8,700 lb.

B.2.1.7 Ordnance

1. UH-60A/L: Two M60D 7.62 mm machine guns, mounted in gunners’ windows on each side of the aircraft.

2. UH-60Q/HH-60L MEDEVAC: Not armed.

3. Chaff/flares.

4. CADs for engine fire extinguishers, cargo hook, rescue hoist cable cutter, stores jettison, chaff/flares.

B.2.1.8 Internal Lift Capability

1. UH-60A/L: Maximum of 14 seats for crew and troops, up to 9,500 lb. Internal cargo, less than 300 lb/ft2 on
cabin floor.

2. UH-60Q/HH-60L MEDEVAC: Six litters and three seats for crew and patients or nine seats in the ambulatory
patient configuration.

B.2.1.9 External Lift Capability

1. UH-60A and UH-60Q: 8,000 lb.

2. UH-60L and HH-60L: 9,000 lb.

B.2.1.10 Comm/Nav Equipment

1. UHF.

2. VHF (AM/FM).

3. HF (not all).

4. Have Quick/Have Quick II.

5. SINCGARS.

6. ADF.

7. VOR/ILS.

8. TACAN (UH-60Q/HH-60L MEDEVAC only).

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9. Doppler/Global Positioning System (GPS) or INS.

10. VHF-FM homing.

11. Personnel Locator System (UH-60Q/HH-60L MEDEVAC only).

B.2.2 MH-60K Assault Helicopter

B.2.2.1 Shipboard Operations Capability

1. Rotor brake.

2. Manual blade fold (10 to 15 minutes under optimum conditions).

3. Manual stabilator fold (10 minutes, impractical for daily use).

4. Manual tail fold (lengthy maintenance action, impractical for operational use).

5. Axle tiedown rings (outboard of main landing gear wheels).

6. Pressure refueling.

7. TACAN.

8. UHF.

9. APU.

B.2.2.2 Mission

The MH-60K Special Operations helicopter is used to insert special operations forces and cargo into hostile landing
zones during day, night, and adverse weather conditions over long distances.

B.2.2.3 Mission Equipment

1. Removable aerial refueling probe.

2. External cargo hook.

3. External Tank System (ETS) with two pylons for external fuel tanks.

4. Two window-mounted M134 7.62 mm miniguns.

5. Fast Rope Insertion/Extraction System (FRIES).

B.2.2.4 SAR Capability

An optional external hoist may be installed. Swimmers and/or rafts may also be carried. The aircraft is capable of
coupled hover.

B.2.2.5 Dimensions (see Figure M-4)

Spread (rotors turning): 64’ 10” L/53’ 8” W/16’ 10” H.

Folded (basic airframe, no probe): 54’ 8” L/9’ 9” W/16’ 10” H.

Folded (with external tanks, probe): 60’ 7” L/17’ 11” W/16’ 10” H.

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B.2.2.6 Weight

Empty (no fuel, no crew): 13,500 lb.

Operating (internal fuel, crew, no cargo): 18,000 lb.

Max gross on deck: 24,500 lb.

B.2.2.7 Fuel/Quantity

Primary fuel: JP-8.

Alternate fuel: JP-5/JP-4.

Max internal: 360 gal/2,450 lb.

Max auxiliary internal: Up to 340 gal/2,300 lb.

Max external: 460 gal (2 x 230 gal tanks)/3,130 lb.

Max total: 1,160 gal/7,880 lb.

B.2.2.8 Ordnance

1. Two M134 7.62 mm miniguns, mounted in gunners’ windows on each side of the aircraft.

2. Chaff/flares.

3. CADs for engine fire extinguishers, cargo hook, rescue hoist cable cutter, external stores jettison, chaff/flare
dispensers.

B.2.2.9 Internal Lift Capability

Maximum of 14 seats for crew and troops, up to 9,500 lb internal cargo, less than 300 lb/ft2 on cabin floor.

B.2.2.10 External Lift Capability

Up to 8,000 lb.

B.2.2.11 Comm/Nav Equipment

1. SATCOM.

2. UHF.

3. VHF (AM/FM).

4. HF.

5. Have Quick/Have Quick II.

6. SINCGARS.

7. TACAN.

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8. Doppler/GPS/INS.
9. VOR/ILS.
10. ADF.
11. Personnel Locator System.

B.2.3 MH-60L/MH-60L IDAP Assault Helicopter

B.2.3.1 Shipboard Operations Capability

1. No rotor brake (up to 8+ minutes rotor coastdown).

2. Manual blade fold (10 to 15 minutes under optimum conditions).
3. Manual stabilator fold (10 minutes, impractical for daily use).
4. Manual tail fold (lengthy maintenance action, impractical for operational use).
5. Axle tiedown rings (outboard of main landing gear wheels).
6. Pressure refueling (except external tanks).
7. TACAN.
8. UHF.
9. APU.

B.2.3.2 Mission

The MH-60L is used to insert special operations forces and cargo into hostile landing zones during day, night, and
adverse weather conditions over long distances. The Integrated Defensive Armed Penetrator (IDAP) version provides
extensive ordnance capabilities.

B.2.3.3 Mission Equipment

1. Removable aerial refueling probe.

2. External cargo hook.
3. External Stores Support System (ESSS) with four stores pylons or External Fuel System (EFS) with two stores
pylons for external fuel tanks and/or ordnance.
4. Two window-mounted M134 7.62 mm miniguns.
5. Fast Rope Insertion/Extraction System (FRIES).

B.2.3.4 SAR Capability

An optional external hoist may be installed. Swimmers and/or rafts may also be carried.

B.2.3.5 Dimensions (see Figure M-6)

Spread (rotors turning): 64’ 10” L/53’ 8” W/16’ 10” H.

Folded (basic airframe, no probe): 54’ 8” L/9’ 9” W/16’ 10” H.
Folded (with external tanks, probe): 60’ 7” L/20’ 2” W/16’ 10” H.

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B.2.3.6 Weight

Empty (no fuel, no crew): 12,500 lb.

Operating (internal fuel, crew, no cargo): 16,000 lb.

Max gross on deck: 23,500 lb.

B.2.3.7 Fuel/Quantity

Primary fuel: JP-8.

Alternate fuel: JP-5/JP-4.

Max main internal: 360 gal/2,450 lb.

Max auxiliary internal: up to 958 gal/6,510 lb.

Max external: 460 gal (2 x 230 gal tanks)/3,130 lb.

Max total: 1,778 gal/12,100 lb.

B.2.3.8 Ordnance

1. Base MH-60L: Two M134 7.62 mm miniguns, mounted in gunners’ windows on each side of the aircraft.

2. Chaff/flares.

3. MH-60L (IDAP) additional armament.

a. HELLFIRE missiles.

b. 30 mm cannon.

c. 7.62 mm minigun.

d. 40 mm gun.

e. 2.75” rockets.

f. Air-to-Air Stinger (ATAS) missiles.

4. CADs for engine fire extinguishers, cargo hook, rescue hoist cable cutter, external stores jettison, chaff/flare
dispensers.

B.2.3.9 Internal Lift Capability

Maximum of 14 seats for crew and troops, up to 9,500 lb internal cargo, less than 300 lb/ft2 on cabin floor.

B.2.3.10 External Lift Capability

Maximum of 9,000 lb.

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B.2.3.11 Comm/Nav Equipment

1. SATCOM.
2. UHF.
3. VHF (AM/FM/Maritime).
4. HF.
5. Have Quick/Have Quick II.
6. SINCGARS.
7. TACAN.
8. Doppler/GPS.
9. VOR/ILS.
10. ADF.
11. Personnel Locator System.

B.2.4 HH-60G Assault Helicopter

B.2.4.1 Shipboard Operations Capability

1. Rotor brake (airframe mod, not universally installed).

2. Manual blade fold (10 to 20 minutes under optimum conditions).
3. Manual stabilator fold (10 minutes, impractical for daily use).
4. Manual tail fold (lengthy maintenance action, impractical for operational use).
5. Pressure refueling.
6. TACAN.
7. UHF.
8. APU.

B.2.4.2 Mission

The Air Force HH-60G helicopter is used to search, locate, and recover combat aircrew members and is capable of
other missions across the full spectrum of operations.

B.2.4.3 Mission Equipment

1. Removable aerial refueling probe.

2. External cargo hook.
3. FRIES.
4. Two window-mounted GAU-2B/A 7.62 mm miniguns. Some aircraft may have .50 caliber machine gun
installed in aft cargo area.

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B.2.4.4 SAR Capability

Full over water SAR capability — External hoist, swimmer, rescue devices (swimmer carried only when designated
as SAR aircraft). The aircraft is capable of coupled hover.

B.2.4.5 Dimensions (see Figure M-1)

Spread (rotors turning): 64’ 10” L/53’ 8” W/16’ 10” H.

Folded (no probe): 54’ 8” L/14’ 4” W/16’ 10” H.

Folded (w/probe): 60’ 7” L/14’ 4” W/16’ 10” H.

B.2.4.6 Weight

Empty (no fuel, no crew): 14,500 lb.

Operating (fuel, crew, no cargo): 20,500 lb.

Max gross on deck: 22,000 lb.

B.2.4.7 Fuel/Quantity

Primary fuel: JP-8.

Alternate fuel: JP-5/JP-4.

Max internal: 360 gal/2,450 lb.

Max auxiliary internal: Up to 370 gal/2,520 lb.

Max total: 730 gal/4,970 lb.

B.2.4.8 Ordnance

1. GAU-2B/A 7.62 mm minigun mounted in gunners’ windows on each side of the aircraft. Some aircraft may
have .50 caliber machine gun installed in aft cargo area.

2. Two optional GAU-18/A .50 caliber machine guns mounted in cabin window on each side of the aircraft.

3. Chaff/flares.

4. CADs for engine fire extinguishers, cargo hook, rescue hoist cable cutter, chaff/flare dispensers.

B.2.4.9 Internal Lift Capability

Maximum of 14 seats for crew and troops, up to 6,000 lb internal cargo, less than 300 lb/ft2 on cabin floor.

B.2.4.10 External Lift Capability

Not normally configured with cargo hook (hook capacity 8,000 lb. when installed).

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B.2.4.11 Comm/Nav Equipment

1. SATCOM.
2. UHF.
3. VHF (AM/FM).
4. HF.
5. Have Quick/Have Quick II.
6. TACAN.
7. Doppler/INS/GPS.
8. VOR/ILS.
9. ADF.
10. Lightweight Airborne Recover System (LARS) (same as Army Personnel Locator System).
B.2.4.12 H-60 Operational Considerations

B.2.4.12.1 Electromagnetic Vulnerability

Various shipboard transmitters can adversely affect non-Navy H-60

systems, including avionics, engines flight controls, and ordnance systems.
When conducting joint shipboard helicopter operations, consideration
must be given to potential Hazards of Electromagnetic Radiation to
Ordnance (HERO) and Electromagnetic Vulnerabilities (EMV) of aircraft
systems so that applicable shipboard transmitter conditions can be set prior
to the arrival of non-Navy aircraft.
B.2.4.12.2 Navigation to Ship (UH-60A/L)
Conventional Army UH-60A/L helicopters are not equipped with TACAN and may require escort and/or radar
vectors to navigate to the ship.
B.2.4.12.3 ADF Steering to Ship
Army/Air Force H-60 helicopters are capable of receiving HF transmissions and using them for ADF steering to the
ship. The ship’s HF transmitter must be set for continuous-wave transmission of a single frequency signal between
2000 to 2199 kHz at a power level of approximately 50 watts. Ships should coordinate with units to provide an HF
signal that will aid in navigation to the ship.
B.2.4.12.4 Automatic Flight Control System (AFCS) Operation on Deck

CAUTION

Army/Air Force H-60 helicopters do not automatically disengage AFCS

heading hold on deck. Pilots should be alerted to ship turns.

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B.2.4.12.5 Chocking with Inboard-Mounted External Stores (UH-60A/L/Q, HH-60L, MH-60L)

Inboard-mounted external fuel tanks or stores on Army H-60 aircraft

significantly impede access to the main wheels, exposing flight deck
personnel to risk of injury in the event of inadvertent jettison or aircraft
movement while chocking. Consideration should be given to safing the
external stores jettison circuits prior to chocking, balanced with the need
to expeditiously chock and chain the aircraft to prevent movement under
severe deck motion conditions. Consideration should also be given to not
carrying inboard-mounted tanks or stores when severe deck motion
conditions are likely to be encountered.

B.2.4.12.6 Chaining (UH-60A/L/Q, HH-60G/L, Some MH-60L)

Most Army/USAF H-60 helicopters are not equipped with tiedown rings installed outboard on the main wheel axles.
(See Appendixes C and E.) Tiedown fittings for these aircraft are located on the upper forward fuselage, tail transition
seam, lower inboard side of the main landing gear drag beam, and in some cases, on the stubwing integrated step.

 When rotors are turning, ensure chains attached to fuselage-mounted

mooring rings have enough slack to allow the landing gear to dampen
vibrations and prevent ground resonance.

 For initial tiedown, avoid use of the tiedown ring mounted on the lower
inboard side of the main landing gear drag beam to prevent risk to deck
personnel of rollover by the main wheel. Avoid use of the integrated step
tiedown ring (if installed) to prevent placing deck personnel in close
proximity to a live chaff/flare dispenser (if installed).

Note
All MH-60K and some MH-60L also have tiedown rings on the main
landing gear axle ends, similar to the Navy SH-60B/F.

B.2.4.12.7 Blade Flapping During Rotor Coastdown and Startup (UH-60A/L/Q, HH-60L, MH-60L,
Some HH-60G)

Army H-60 helicopters (with the exception of the MH-60K) do not have rotor brakes, whereas Air Force HH-60G
helicopters are not universally equipped with them. With these aircraft, rotor blades begin turning upon engine
start−up. Extended rotor coastdown times can be expected on shutdown. Coastdown times can vary with relative wind
speed and direction and can exceed 8 minutes in winds as light as 20 knots.

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CAUTION

 Non-rotor brake-equipped H-60 helicopters are more susceptible to

flapping than their Navy counterparts. During rotor start and coastdown,
changing wind conditions, gusts, flight deck turbulence, and rotor
downwash from other helicopters can create excessive blade flapping and
cause aircraft damage. Extreme caution should be exercised when starting
or shutting down these helicopters on board ship.

 Relative crosswinds that create strong updrafts at the ship’s deck edge are
especially conducive to excessive blade flapping and should be avoided.

 Startup/shutdown of these aircraft should be treated similar to a

USN/USMC helicopter with a rotor brake failure. The ship should provide
optimum winds for the start or windmilling stop of the rotor system.

B.2.4.12.8 Static Blade Flapping and Tiedown

CAUTION

Army/Air Force H-60 rotor blades are susceptible to static blade flapping,
especially if blades are unrestrained and over the water in relative
crosswinds that create strong updrafts at the ship’s deck edge.

Note
USA/USAF H-60 rotor blades cannot be folded quickly and should be tied
down immediately after shutdown. Tiedown of H-60 blades requires pins
to be inserted near the blade tips. If blades are hanging over the deck edge,
their tiedown will be more difficult and time-consuming, requiring rotation
of the blades. Ships should provide optimum wind conditions during
shutdown of H-60 helicopters until all blades are tied down.

B.2.4.12.9 Spotting During Blade Fold/Spread

Folding or spreading of USA/USAF H-60 main rotor blades requires the aircraft to be spotted with the blade arc over
the deck. This is to allow crewmen to support the blades at their ends with a pole while walking the blades around
to their folded or spread position.

B.2.4.12.10 Spotting on Air-Capable Ships

The tail wheel of Army/USAF H60 helicopters is located significantly further aft than on Navy SH-60B/F
helicopters. This has been accounted for in certification of spots. Certain air-capable ships may require the aircraft
to land with main mounts in the forward half of the landing circle to ensure tailwheel clearance. See Shipboard
Aviation Facilities Resume or certification message for applicability.

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B.2.4.12.11 Main Rotor Blade Fold/Spread

CAUTION

Unlike the Navy SH-60, folding or spreading of Army/Air Force H-60

main rotor blades is a manual operation. The effects of wind speed and
direction, combined with ship motion, can adversely affect the ability of
crewmen to control the blades. Crews must exercise extreme caution when
folding or spreading blades in high wind/deck motion conditions.

Note
H-60 units have experienced increased difficulties physically controlling
the rotor blades when folding or spreading in winds exceeding 30 knots,
especially when gusting. The ship should be ready to provide optimum
wind and deck motion conditions for folding of the USA/USAF H-60 rotor
system.

B.2.4.12.12 Time to Fold/Spread Rotors

Folding or spreading of USA/USAF H-60 main rotor blades is a manual operation, significantly affected by wind,
ship motion conditions, material condition of the helicopter, and experience of the crew. Recorded fold times have
ranged from 10 to 80 minutes. Recorded spread times have ranged from 10 to 58 minutes. Time for manually folding
and spreading main rotor blades should be taken into account for tactical planning.

B.2.4.12.13 Susceptibility to Damage with Rotors Folded

CAUTION

Unlike the Navy SH-60, the current Army/Air Force H-60 blade fold
system is not designed to protect against winds. Helicopter launch/recovery
operations adjacent to folded USA/USAF H-60 aircraft should not be
conducted. The folded H-60 main rotor blades can contact each other,
causing damage. H-60 main rotor blades can also be damaged by high
winds and/or ship motion in the folded configuration.

B.2.4.12.14 Tail Fold Limitations

Unlike the Navy SH-60, the Army/Air Force H-60 tail fold system is a maintenance operation designed for use during
long-term storage or logistic transportation and is not intended for routine operational use. Do not expect Army/Air
Force H-60 units to tail fold when aboard ship.

B.2.4.12.15 Stabilator Folding (MH-60K/L, HH-60G)

The Army MH-60K/L and Air Force HH-60G helicopters have a manually folding stabilator. The simple operation
requires the use of a special tool to remove a pin on each side of the stabilator center section, allowing the outboard
sections of the stabilator to be folded up parallel to the vertical tail. Fixed support links are installed between the pins
and stabilator to hold the stabilator section in the vertical position.

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B.2.4.12.16 Towbar Compatibility

Navy towbars will fit on non-Navy H-60 helicopters; however, the 24-foot ALBAR is too long for practical use on
these aircraft due to the aft placement of the tailwheel. The 8- or 15-foot towbars (ALBAR or NT-4) are practical for
most circumstances.

CAUTION

When attaching the NT-4 and ALBAR towbars (8-, 15-, and 20-foot
models) for towing non-Navy H-60 helicopters, avoid over-tightening.
This will prevent the receivers in the tailwheel axle ends from being driven
into the hollow axle, requiring repair and/or replacement of the wheel
assembly.
B.2.4.12.17 Handling — Tailwheel Locking Mechanism

CAUTION

 When moving USA/USAF H-60 helicopters, the tailwheel locking

mechanism should be disengaged prior to attaching the towbar. During
towing, the manual H-60 tailwheel locking mechanism is susceptible to
reengaging, which could result in shearing of the lockpin. Tow crews
should use a suitable device (grounding clamp, etc.) to hold the system’s
mechanical stop in the unlocked position as the aircraft is towed.
 Manually rotating the tailwheel of USA/USAF H-60 helicopters while the
parking brake is set and then engaging the manual tail wheel locking system
can result in binding and/or shearing of the lockpin. The parking brake
should not be set when engaging the lockpin.
B.2.4.12.18 Fuel Sampling

CAUTION

To take fuel samples from Army/Air Force H-60 helicopters, the gravity
fuel port must be opened and remain open while taking the sample. The
ship’s motion may cause fuel to spill from the open gravity fuel port. Proper
precautions should be taken.
B.2.4.12.19 Refueling Extended Range Fuel System (ERFS) and External Fuel System (EFS)
External Tanks (UH-60A/L/Q, HH-60L, MH-60L)
Most Army H-60 external refueling Extended Range Fuel System (ERFS) and EFS tanks can only be gravity refueled,
which requires the aircraft to be shut down when refueling aboard ship. Therefore, refueling operations for helicopters
carrying external ERFS/EFS tanks require more time than refueling operations for Navy H-60 helicopters with
external tanks. Recorded turnaround times for refueling of ERFS-equipped H-60 helicopters range from 25 to
28 minutes. If H-60 aircraft are configured with external tanks, extended turnaround times should be taken into
consideration when performing operations planning.

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B.2.4.12.20 External Hydraulic Power Connections

The external hydraulic power fittings (supply and return) on USA/USAF H-60 aircraft will not mate with Navy
support equipment due to differences in size. Adapters to mate these fittings may be locally manufactured by
attaching a USA/USAF H-60 female fitting and a Navy male fitting to either end of a length of flexible hydraulic
line.

B.3 H-47 MODEL HELICOPTERS

1. Basic Capabilities and Characteristics.

a. The base Army H-47 Chinook model has two tandem counter-rotating three-bladed rotors, two T55-L-712
or T55-GA-714A engines and an APU, four non-retractable landing gear with two twin-wheel forward
landing gear and two single-wheel full swivel aft landing gear, a rear cargo ramp, and forward cabin door
and window.

2. Crew.

a. Minimum crew consists of two pilots and one flight engineer. Typical crew includes an additional crew chief
and gunners, as required.

B.3.1 CH-47D Chinook Helicopter

B.3.1.1 Shipboard Operations Capability

1. No rotor brake (2 to 4+ minutes rotor coastdown).

2. No blade fold (aircraft are capable, but required support equipment is not available to units).

3. Strong rotor downwash (similar to H-53).

4. Pressure refueling.

5. No TACAN.

6. UHF.

7. APU.

B.3.1.2 Mission

The aircraft is a heavy assault helicopter used to transport cargo, troops, and weapons during day, night, visual, and
instrument conditions.

B.3.1.3 Mission Equipment

1. External cargo hooks: Three (forward, center, aft).

2. Optional defensive weapons: M60 7.62 mm machine guns.

3. Cargo loading winch (hydraulically operated).

4. Internal rescue hoist (operated through the center hook hatch).

5. Optional 2,320 gallon Forward Area Refueling Equipment (FARE) package for refueling aircraft.

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B.3.1.4 SAR Capability

The CH-47D has a limited overwater SAR capability. It is equipped with an internal rescue hoist and may carry rescue
devices. A swimmer is not carried.

B.3.1.5 Dimensions (see Figure I-1)

Spread (rotors turning): 98’ 11” L/60’ W/18’ 11” H.

Folded (5 blades folded, 1 forward): 73’ 6” L/15’ 11” W/18’ 8” H.

Folded (6 blades folded): 50’ 9” L/15’ 11” W/18’ 8” H.

B.3.1.6 Weight

Empty (no fuel, no crew): 24,000 to 25,000 lb.

Operating (internal fuel, crew, no cargo): 32,000 lb.

Max gross on deck: 50,000 lb.

B.3.1.7 Fuel/Quantity

Primary fuel: JP-8.

Alternate fuel: JP-5/JP-4.
Max internal: 1,028 gal/7,000 lb.

Max auxiliary internal: Up to 2,400 gal/16,300 lb.

Max total: 3,428 gal/23,300 lb.

B.3.1.8 Ordnance

1. Forward right cabin door: M60 7.62 mm machine gun.

2. Forward left window: M60 7.62 mm machine gun.

3. Rear ramp: Provisions for a M60 7.62 mm machine gun (typically not used).
4. Chaff/flares.

5. CADs for engine fire extinguishers, cargo hook, rescue hoist cable cutter, chaff/flare dispensers.

B.3.1.9 Internal Lift Capability

Cargo area: 30’ 6” L (23’ 4” L w/guns)/7’ 6” W/6’ 6” H.

Troop capacity: 33 troops (in seats).

Litter capacity: 24 litters.

Pallets: 3 USAF 463L (88” X 108”).

6 HCU-12/E or HCU-10/C pallets (54” X 88”).
8 to 10 warehouse wooden pallets (40” X 48”).

Cargo weight: 18,000 lb. (approximate).

B-17 ORIGINAL
NAVAIR 00-80T-122

B.3.1.10 External Lift Capability

The CH-47D has three cargo hooks. Each hook may be used separately or the forward and aft hook can be used in
tandem. Tandem rigged loads will facilitate greater load stability and insure faster airspeeds during flight.

Forward hook: 17,000 lb.

Center hook: 26,000 lb.

Aft hook: 17,000 lb.

Forward and aft hook in tandem: 25,000 lb.

Note
Figures are maximum hook rated loads and may not accurately reflect the
true capability of the aircraft due to environmental conditions.

B.3.1.11 Comm/Nav Equipment

1. UHF.

2. VHF (AM/FM).

3. HF.

4. Have Quick/Have Quick II.

5. SINCGARS.

6. GPS.

7. VOR/ILS.

8. ADF.

9. VHF-FM Homing.

B.3.2 MH-47D Assault Helicopter

B.3.2.1 Shipboard Operations Capability

1. No rotor brake (2 to 4+ minute rotor coastdown).

2. Manual blade fold (30 minute under optimum conditions).

3. Strong rotor downwash (similar to H-53).

4. Pressure refueling.

5. TACAN.

6. UHF.

7. APU.

ORIGINAL B-18
 NAVAIR 00-80T-122

B.3.2.2 Mission

The MH-47D is a heavy assault helicopter used to insert special operations forces, cargo, and equipment into hostile
landing zones during day, night, and adverse weather conditions over long distances.
B.3.2.3 Mission Equipment

1. Aerial refueling probe (semi--permanent; not all equipped).

2. Extensive avionics and navigation equipment.
3. Weather avoidance/search radar.
4. Forward Looking Infrared (FLIR).
5. External cargo hooks: Three (forward, center, aft).
6. Optional defensive weapons: 7.62 mm minigun or M60 machine guns.
7. Cargo loading winch (hydraulically operated).
8. Internal rescue hoist (operated through the center hook hatch).
9. Fast Rope Insertion/Extraction System (FRIES).
10. Optional 2,320 gallon Forward Area Refueling Equipment (FARE) package for refueling aircraft.
B.3.2.4 SAR Capability
The MH-47D has a limited overwater SAR capability. It is equipped with an internal rescue hoist and may carry rescue
devices. A swimmer is not carried.
B.3.2.5 Dimensions (see Figure I-2)

Spread (rotors turning): 98’ 11” L/60’ W/18’ 11” H.

Folded (5 blades folded, 1 forward): 73’ 6” L/15’ 11” W/18’ 8” H.
Folded (6 blades folded, with probe): 68’ 1” L/15’ 11” W/18’ 8” H.
Folded (6 blades folded, no probe): 51’ 9” L/15’ 11” W/18’ 8” H.
B.3.2.6 Weight

Empty (no fuel, no crew): 29,000 lb.

Operating (internal fuel, crew, no cargo): 42,500 lb.
Max gross on deck: 50,000 lb. (waiver to 54,000 lb).

B.3.2.7 Fuel/Quantity
Primary fuel: JP-8.
Alternate fuel: JP-5/JP-4.
Max internal: 1,028 gal/7,000 lb.
Max auxiliary internal: Up to 2,400 gal/16,300 lb.
Max total: 3,428 gal/23,300 lb.

B-19 ORIGINAL
NAVAIR 00-80T-122

B.3.2.8 Ordnance

1. Forward right cabin door: M134 7.62 mm mini gun or M60 7.62 mm machine gun.

2. Forward left window: M134 7.62 mm mini gun or M60 7.62 mm machine gun.

3. Rear ramp: M60 7.62 mm machine gun.

4. May mount additional weapons at rear windows as required.

5. Chaff/flares.

6. CADs for engine fire extinguishers, cargo hook, rescue hoist cable cutter, chaff/flare dispensers.

B.3.2.9 Internal Lift Capability

Cargo area: 30’ 6” L (23’ 4” L with guns)/7’ 6” W/6’ 6” H.

Troop capacity: 33 troops (in seats).

Litter capacity: 24 litters.

Pallets: 3 USAF 463L (88” X 108”).

6 HCU-12/E or HCU-10/C pallets (54” X 88”).
8 to 10 warehouse wooden pallets (40” X 48”).

Cargo weight: 20,000 lb (approximate).

B.3.2.10 External Lift Capability

The MH-47D has three cargo hooks. Each hook may be used separately, or the forward and aft hook may be used
in tandem. Tandem rigged loads will facilitate greater load stability and ensure faster airspeeds during flight.

Forward hook: 17,000 lb.

Center hook: 26,000 lb.

Aft hook: 17,000 lb.

Forward and aft hook in tandem: 25,000 lb.

Note
Figures are maximum hook rated loads and may not accurately reflect the
true capability of the aircraft due to environmental conditions.

B.3.2.11 Comm/Nav Equipment

1. SATCOM.

2. UHF.

3. VHF (AM/FM/Maritime).

ORIGINAL B-20
 NAVAIR 00-80T-122

4. HF.

5. Have Quick/Have Quick II.

6. SINCGARS.

7. TACAN.

8. GPS/INS.

9. VOR/ILS.

10. ADF.

11. Personnel Locator System.

B.3.3 MH-47E Assault Helicopter

B.3.3.1 Shipboard Operations Capability

1. Rotor brake.

2. Manual blade fold (30 minutes under optimum conditions).

3. Axle tiedown rings (outboard of each landing gear wheels).

4. Strong rotor downwash (similar to H-53).

5. Pressure refueling.

6. TACAN.

7. UHF.

8. APU.

B.3.3.2 Mission

The MH-47E is a heavy assault helicopter used to insert special operations forces, cargo, and equipment into hostile
landing zones during day, night, and adverse weather conditions over long distances.

B.3.3.3 Mission Equipment

1. Aerial refueling probe (semi−permanent).

2. Extensive avionics and navigation equipment.

a. Multimode radar.

b. Forward Looking Infrared (FLIR).

3. External cargo hooks: Three (forward, center, aft).

4. Optional defensive weapons: 7.62 mm minigun or M60 machine gun.

B-21 ORIGINAL
NAVAIR 00-80T-122

5. Cargo loading winch (hydraulically operated).

6. Internal rescue hoist (operated through the center hook hatch).

7. Optional external rescue hoist.

8. Fast Rope Insertion/Extraction System (FRIES).

9. Optional 2,320 gallon Forward Area Refueling Equipment (FARE) package for refueling aircraft.

B.3.3.4 SAR Capability

The MH-47E has a limited over water SAR capability. It is equipped with an internal rescue hoist and may carry
rescue devices. A swimmer is not carried.

B.3.3.5 Dimensions (see Figure I-4)

Spread (rotors turning): 99’ L/60’ W/18’ 11” H.

Folded (5 blades folded, 1 forward): 73’ 6” L/15’ 11” W/18’ 8” H.

Folded (6 blades folded, with probe): 68’ 5” L/15’ 11” W/18’ 8” H.

B.3.3.6 Weight

Empty (no fuel, no crew): 29,000 lb.

Operating (internal fuel, crew, no cargo): 42,500 lb.

Max gross on deck: 54,000 lb.

B.3.3.7 Fuel/Quantity

Primary fuel: JP-8.

Alternate fuel: JP-5/JP-4.

Max internal: 2,068 gal/4,000 lb.

Max auxiliary internal: Up to 2,475 gal/16,800 lb.

Max total: 4,543 gal/30,800 lb.

B.3.3.8 Ordnance

1. Forward right cabin door: M134 7.62 mm mini-gun or M60 7.62 mm machine gun.

2. Forward left window: M134 7.62 mm minigun or M60 7.62 mm machine gun.

3. Rear ramp: M60 7.62 mm machine gun.

4. May mount additional weapons at rear windows as required.

5. Chaff/flares.

6. CADs for engine fire extinguishers, cargo hook, rescue hoist cable cutter, chaff/flare dispensers.

ORIGINAL B-22
 NAVAIR 00-80T-122

B.3.3.9 Internal Lift Capability

Cargo area: 30’ 6” L (23’ 4” L with guns)/7’ 6” W/6’ 6” H.

Troop capacity: 44 troops (in seats).

Litter capacity: 24 litters.

Pallets: 3 USAF 463L (88” X 108”).

6 HCU-12/E or HCU-10/C pallets (54” X 88”).
8 to 10 warehouse wooden pallets (40” X 48”).

Cargo weight: 20,000 lb. (approximate).

B.3.3.10 External Lift Capability

The MH-47E has three cargo hooks; each hook may be used separately or the forward and aft hook can be used in
tandem. Tandem rigged loads will facilitate greater load stability and ensure faster airspeeds during flight.

Forward hook: 17,000 lb.

Center hook: 26,000 lb.

Aft hook: 17,000 lb.

Forward and aft hook in tandem: 25,000 lb.

Note
Figures are maximum hook rated loads and may not accurately reflect the
true capability of the aircraft due to environmental conditions.

B.3.3.11 Comm/Nav Equipment

1. SATCOM.

2. UHF.

3. VHF (AM/FM).

4. HF.

5. Have Quick/Have Quick II.

6. SINCGARS.

7. TACAN.

8. GPS/INS.

9. VOR/ILS.

10. ADF.

11. Personnel Locator System.

B-23 ORIGINAL
NAVAIR 00-80T-122

B.3.3.12 H‐47 Operational Considerations

B.3.3.12.1 Electromagnetic Vulnerability

CAUTION

Various shipboard transmitters can adversely affect H‐47 systems,

including avionics, engines, flight controls, and ordnance. When
conducting joint shipboard helicopter operations, consideration must be
given to HERO and EMV of aircraft systems so that applicable transmitter
conditions can be set prior to arrival of an H‐47 aircraft at the ship.

B.3.3.12.2 Navigation to Ship (CH-47D)

Conventional Army CH-47D helicopters are not equipped with TACAN and may require escort and/or radar vectors
to navigate to the ship.

B.3.3.12.3 ADF Steering to Ship

All CH-47D and MH-47D/E helicopters are capable of receiving HF transmissions and using them for ADF steering
to the ship. The ship’s HF transmitter must be set for continuous-wave transmission of a single frequency signal
between 2000 to 2199 kHz at a power level of approximately 50 watts. Ships should coordinate with units to provide
an HF signal that will aid in navigation to the ship.

B.3.3.12.4 Automatic Flight Control System (AFCS) Operation on Deck

CAUTION

H-47 helicopters do not automatically disengage AFCS heading hold on

deck. Pilots should be alerted to ship turns.

B.3.3.12.5 Rotor Downwash

CAUTION

CH/MH-47D/E helicopters create strong downwash during hover, similar

in magnitude to the CH-53 helicopter.

B.3.3.12.6 Blade Flapping During Coastdown and Startup (CH‐47D, MH‐47D)

CH/MH-47D helicopters are not equipped with rotor brakes. Aircraft rotor blades begin turning upon engine startup.
Extended rotor coastdown times can be expected. Recorded coastdown times have approached 4 minutes in winds
as light as 20 knots.

ORIGINAL B-24
 NAVAIR 00-80T-122

CAUTION

Changing wind conditions, gusts, flight deck turbulence, and rotor

downwash from other helicopters can create excessive blade flapping and
cause aircraft damage. Relative crosswinds that create strong updrafts at the
ship’s deck edge should be avoided. Extreme caution should be exercised
when starting or shutting down these helicopters on board ship. The ship
should be ready to provide optimum winds for the start or windmilling stop
of the rotor system.

B.3.3.12.7 Static Blade Flapping and Tiedown

CAUTION

Army H-47 helicopters are not equipped with an anti-flap device to limit
excessive upward flapping of static main rotor blades. These helicopters are
susceptible to static blade flapping, especially if blades are unrestrained and
over the water in relative crosswinds that create strong updrafts at the ship’s
deck edge.

Note
H-47 rotor blades cannot be folded quickly and should be tied down
immediately after shutdown. Tiedown of H-47 blades requires pins to be
inserted near the blade tips. If blades are hanging over the deck edge,
tiedown will be more difficult and time-consuming, requiring rotation of
the blades. In high winds, securing blades by rope to the fuselage may not
provide adequate prevention of flapping. Units may choose to secure the
blades to the flight deck padeyes, which may require respotting. Ships
should provide optimum wind conditions during shutdown of
CH/MH-47D/E helicopters until the blades are tied down.

B.3.3.12.8 Tiedown Fittings (CH‐47D, MH‐47D)

H-47D helicopters have four towing shackles, one located near each main landing gear. These towing shackles also
serve as the chaining points for initial tiedown (Figure I-6); however, the shackles themselves lack sufficient lateral
strength to be used alone for moderate or heavy weather tiedown, regardless of the number of chains applied. To
provide additional tiedown points, the helicopters have provisions for two removable aft jack point tiedown adapters,
which are rings attached by a bolt to the jack pad area located on the lower side of each sponson, just forward of each
rear landing gear. Units should embark with jack point tiedown adapters for permanent and heavy weather tiedown.

B.3.3.12.9 Tiedown Fittings (MH-47E)

In addition to the tiedown points described in paragraph B.3.3.12.8, MH-47E helicopters are also equipped with
tiedown rings on each of the four main axles. These axle tiedown rings are used for initial tiedown (Figure I-7).

B-25 ORIGINAL
NAVAIR 00-80T-122

B.3.3.12.10 Handling

CAUTION

When moving H-47 helicopters, a manually operated steering bar must be

attached to the castering left rear wheel to keep it parallel to the right rear
wheel. The left rear wheel must be kept parallel to the right rear wheel to
prevent damage. Deck personnel should be trained in the proper use of the
H-47 manually operated steering bar.

Note
Operation of the manual steering bar is cumbersome, requiring attention
and coordination with the tractor/tow-bar when going backward and
reversing directions, especially when maneuvering in close quarters. Some
units possess unique tandem tow bars that connect the towbar and the
steering bar to eliminate the need to hand-tend the second wheel. This
system provides benefits when going backward and reversing directions
frequently, but does not allow for as much steering throw travel as the single
bar system and may not be preferable in all situations. Ships handling crews
should expect difficulties when handling H-47 helicopters in close quarters
aboard ship.

B.3.3.12.11 Locally Procured Blade Fold System

Army Special Operations Force (SOF) units have developed a limited number of manual blade fold kits that can be
used on CH-47D or MH-47D/E helicopters. CH-47 units typically do not possess blade fold equipment, but may in
a contingency. To fold or spread requires 12 people. The aircraft must be spotted with rotor arc over the deck and APU
running. After disconnecting hardware at the rotor head and installing servo blocks, each blade must be manually
supported by four people using a pole and walked around to its folded position in a rack on the fuselage top. Units
will require deck winds of less than 30 knots and minimum deck motion during folding or spreading due to difficulties
in controlling the blades. Although all six blades can be folded over the fuselage, the preferred method aboard ship
is to fold five blades and leave one blade extended over the nose of the aircraft. A 5-blade fold/spread evolution will
require 35 to 60 minutes or longer to complete, depending on the experience level of the crew. The aircraft may require
a maintenance checkflight afterward.

B.3.3.12.12 External Hydraulic Power Connections

CH/MH-47D/E helicopters are equipped with quick-disconnect external hydraulic power fittings that will not fit
Navy hydraulic support equipment. Adapters to mate H-47 and Navy fittings are not available through normal
procurement channels, but can be made by fitting an H-47 female quick-disconnect fitting and a Navy male threaded
fitting to either end of a length of flexible hydraulic line.

B.3.3.12.13 VERTREP Operations

The standard Navy reach pendant opening will not fit on the CH/MH-47D/E cargo hook. Army sling sets must be
used. Refer to NTTP 3-04.11, Multiservice Helicopter Sling Load: Basic Operations and Equipment, for hookup
procedures with the Army sling set.

ORIGINAL B-26
 NAVAIR 00-80T-122

B.3.3.12.14 Cargo Loading/Offloading

Clearance under the H-47 tail section is restricted. When loading and offloading cargo, clearance is further reduced
by landing gear strut compression as the aircraft’s gross weight increases. Six thousand pound capacity forklifts may
not fit under the tail at high aircraft gross weights. Fork extenders may be required when loading/offloading 463L
pallets. Pallet loads may need to be restricted to accommodate the capacity of compatible shipboard forklifts. H-47
aircraft with the Helicopter Internal Cargo Handling System can be configured with ramp extenders with rollers that
effectively increase the clearance under the tail and enable the use of larger forklifts and heavier pallets.

B.4 AH-64A/D SERIES HELICOPTERS

B.4.1 Basic Capabilities and Characteristics

The Army AH-64 Apache attack helicopter has a two-place tandem cockpit, four-bladed main and tail rotors, two
T700-GE-701/701C series engines with APU, non−retractable landing gear with two main wheels and swiveling
tailwheel, and wings to mount four stores pylons.

1. Crew.

a. Crews consist of one pilot and one Copilot/Gunner (CPG).

B.4.1.1 Shipboard Operations Capability

1. Rotor brake.

2. Limited manual blade fold ability (capability emerging; limited availability of support equipment).

3. Pressure refueling (except external tanks).

4. No TACAN.

5. UHF.

6. APU.

B.4.1.2 Mission

The AH-64A series is the basic Apache attack helicopter utilized as an aerial weapons platform. The AH-64D is a
re−manufactured and upgraded version of the AH-64A and has improvements to the airframe that include increased
electrical power, integrated information processing, improved cooling, expanded forward avionics bays, and a
Manpower And Integration (MANPRINT) cockpit to improve crew performance. The “D” series can be configured
with a mast mounted Longbow Fire Control Radar.

B.4.1.3 Mission Equipment

1. Turret-mounted Target Acquisition Designator Sight (TADS) and FLIR Pilot Night Vision Sensor (PNVS).

2. Turret mounted 30 mm chain gun.

3. Four wing-mounted stores pylons for ordnance or Extended Range Fuel System (ERFS) tanks.

B.4.1.4 SAR Capability

None. Optical sights and night vision systems offer limited search capabilities.

B-27 ORIGINAL
NAVAIR 00-80T-122

B.4.1.5 Dimensions (see Figure N-1 and Figure N-2)

1. Spread (rotors turning):

a. AH-64A: 57’ 8” L/48’ W/15’ 3” - 18’ 7” H (height varies with FM-AM antenna on tail pylon).

b. AH-64D: 57’ 8” L/48’ W/17’ 6” H.

2. Main rotors removed/folded:

a. AH-64A: 51’ L/17’ 2” W/15’ 3” - 18’ 7” H (height varies with FM-AM antenna on tail pylon).

b. AH-64D: 51’ L/16’ 4” W/17’ 6” H.

B.4.1.6 Weight

Empty (no fuel, no crew): AH-64A: 11,800 lb.

AH-64D: 12,700 lb.

Operating (internal fuel, crew): AH-64A: 14,300 lb.

AH-64D: 15,900 lb.

Max gross on deck: AH-64A: 21,000 lb.

AH-64D: 23,000 lb.

B.4.1.7 Fuel/Quantity

Primary fuel: JP-8.

Alternate fuel: JP-5/JP-4.

Max internal: 376 gal/2,560 lb.

Typical mission external: 230 gal/1,560 lb.

Max external: 920 gal/6,260 lb.

(4 x 230 gal tanks — ferry only.)

Max total: 1,296 gal/8,820 lb.

B.4.1.8 Ordnance

1. 30 mm turret-mounted chain gun.

2. 2.75” rockets.

3. HELLFIRE missiles.

4. RF HELLFIRE missiles (AH-64D only).

5. Chaff/flares.

6. CADs for engine fire extinguishers, external stores jettison, chaff/flare dispensers.

ORIGINAL B-28
 NAVAIR 00-80T-122

B.4.1.9 Internal Lift Capability

None.

B.4.1.10 External Lift Capability

None.

B.4.1.11 Comm/Nav Equipment

1. UHF.

2. VHF (AM/FM).

3. Have Quick/Have Quick II.

4. SINCGARS.

5. Embedded GPS-INS (EGI).

6. ADF.

B.4.1.12 AH‐64 Operational Considerations

B.4.1.12.1 Electromagnetic Vulnerability

Various shipboard transmitters can adversely affect AH-64 systems,

including avionics, engines, flight controls, and ordnance. When
conducting joint shipboard helicopter operations, consideration must be
given to HERO and EMV of aircraft systems so that applicable transmitter
conditions can be set prior to arrival of an AH-64 at the ship.

B.4.1.12.2 Navigation to Ship

AH-64A/D helicopters are not equipped with TACAN and may require escort and/or radar vectors to navigate to the
ship.

B.4.1.12.3 ADF Steering to Ship

AH-64 helicopters are capable of receiving HF transmissions and using them for ADF steering to the ship. The ship’s
HF transmitter must be set for continuous-wave transmission of a single frequency signal between 2000 to 2199 kHz
at a power level of approximately 50 watts. Ships should coordinate with units to provide an HF signal that will aid
in navigation to the ship.

B-29 ORIGINAL
NAVAIR 00-80T-122

B.4.1.12.4 Night Vision Device (NVD) Operations/Lighting

Unlike other Army and USN/USMC helicopter units, AH-64A/D units typically do not use light amplifying NVD
and normally operate with the aft pilot flying the aircraft using the FLIR-based Pilot Night Vision System (PNVS)
and the front copilot/gunner monitoring the approach unaided. Depending upon conditions, AH-64 crews may
request deck lighting levels higher than NVD levels in order to see deck markings, lineup lights, and spot lights at
extended ranges. Simultaneous operations with NVD-equipped helicopters will require ship lighting compromises.

CAUTION

Pilots using the AH-64A/D PNVS cannot consistently discern NVD

compliant LSE wands at ranges beyond 100 meters and may not respond
to LSE initiated waveoffs until within 100 meters. Waveoff commands
from the LSE should be backed up with radio communication and/or
waveoff lights. Consideration should be given to using regular night
(non-NVD compliant) LSE wands when directing AH-64A/D helicopters.

B.4.1.12.5 Forward Fuselage Tiedown Fittings

AH-64 permanent forward tiedown points consist of an integral mooring lug located high on each landing gear strut,
recessed behind an access panel. The AH-64 may also be equipped with a removable Forward Fuselage Tiedown
Fitting (FFTF) mounted on each landing gear cross tube immediately forward of the permanent lug. The FFTF
extends outboard beyond the side of the aircraft for unrestricted access for chaining. (On the AH-64D, the removable
FFTF is attached to a tiedown extension, which, in turn, is attached to the cross tube. The tiedown extension includes
an attached D-ring.) The FFTF and tiedown extension D-ring have superior strength to the integral mooring lug.

Note
 Use of the AH-64 FFTF (with tiedown extension D-ring on AH-64D) is
preferred for all tiedown configurations and is required for heavy weather
tiedown.

 The AH-64 main landing gear mooring lug has sufficient strength for initial
and permanent tiedown configurations only.

B.4.1.12.6 Instability on Deck

The AH-64A/D has shown more susceptibility to tipover than other Army
and USN/USMC helicopters. Deck roll in excess of 7 may lead to tipover
of an unchained AH-64A/D, resulting in damage to the helicopter and
injury to personnel. Asymmetric loading will increase susceptibility.
Extreme caution should be exercised when moving or operating the
helicopter unchained, especially under unpredictable deck motion.

ORIGINAL B-30
 NAVAIR 00-80T-122

B.4.1.12.7 Chaining with Rotors Turning

 AH-64A/D helicopter forward tiedowns are located above the main landing
gear strut and may not provide protection against ground resonance with
tight chains. With rotors turning, chains must be slack enough to allow the
struts to extend without tightening the chains. An additional 8 to 12 inches
of chain slack is recommended.

 The AH-64 tail rotor is in very close proximity to the aft fuselage tiedown
fitting. The aft fuselage tiedown fitting should not be used or approached
any time the rotor is turning. For initial tiedown configuration (four
chains), attach two chains to each forward fuselage tiedown fitting or the
mooring lug on each main landing gear trailing arm (if the forward fuselage
tiedown fittings are not installed).

Note
When turning on deck, AH-64 aircraft may need to apply power and get
light on the wheels for engine power checks and after hot refueling
(paragraph B.4.1.12.12). Providing sufficient chain slack for these checks
may not be possible when deck roll exceeds 7 without risking aircraft
tipover.

B.4.1.12.8 Chain Removal

The AH-64A/D has a pronounced tendency to roll on its landing gear in response to ship motion. This characteristic
may manifest itself in alternately slack and tight forward tiedown chains. Chaining crews should wait until the chain
slackens prior to removing the chain.

B.4.1.12.9 Static Blade Flapping and Tiedown

CAUTION

Army AH-64A/D helicopters are not equipped with an anti-flap device to

limit excessive upward flapping of static main rotor blades. These
helicopters are susceptible to static blade flapping, especially if blades are
unrestrained and over the water in relative crosswinds that create strong
updrafts at the ship’s deck edge.

Note
Tiedown of AH-64A/D blades requires socks to be placed over the blade
tips. If blades are hanging over the deck edge, tiedown will be more difficult
and time-consuming, requiring rotation of the blades. Ships should provide
optimum wind conditions during shutdown of AH-64A/D helicopters until
the blades are tied down.

B-31 ORIGINAL
NAVAIR 00-80T-122

B.4.1.12.10 Refueling Procedures Training

During refueling operations, fuel personnel must follow the refuel checklist on the inside panel of the refueling panel
access door. The AH-64A/D crew does not include a crew chief and normally pilots do not assist in refuel operations.
Therefore, it is critical that the ship’s fuels personnel receive familiarization training on AH-64A/D refueling
procedures and external refuel panel switches prior to refueling the aircraft.

After AH-64 refueling is complete, the REFUEL VALVE switch on the

external refuel panel must be turned to the CLOSED position, or fuel
cannot be transferred between the two fuel cells. An inability to transfer fuel
will cause a fuel load imbalance and could cause aircraft center of gravity
limits to be exceeded with potentially catastrophic results.

B.4.1.12.11 Pressure Refueling

The recessed fuel panel of the AH-64A/D may cause interference with the older version of the Carter #64349 D-1
single point pressure refueling nozzle. This nozzle must be mounted with the flow control handle at the 8 o’clock
position to allow full travel of the handle.

B.4.1.12.12 Hot Refueling

After hot refueling, AH-64 helicopters are required to perform a rapid refuel procedure (bubble burn) to purge bubbles
from the fuel system by applying 60 percent power to one engine for approximately 1 to 2 minutes. During this
procedure, the aircraft will be light on the wheels, partially extending the main landing gear struts (similar to the
procedure for reseating the struts on SH-60 helicopters). The aircraft must remain chained to the deck during this
procedure.

CAUTION

It is inadvisable to hot refuel the AH-64 helicopter when ship roll exceeds
5_. The bubble burn requirement, high aircraft Center of Gravity (cg) and
deck roll dynamics combine to increase the potential for aircraft tipover.
Providing sufficient tiedown chain slack in these conditions may not be
possible.

B.4.1.12.13 Refueling of External Tanks

The external fuel tanks on the AH-64A/D can only be gravity refueled.

B.4.1.12.14 External Hydraulic Power Connections

The external hydraulic power fittings (supply and return) on AH-64A/D aircraft will not mate with Navy support
equipment due to differences in size. Adapters to mate these fittings can be locally manufactured by attaching an H-64
female fitting and a Navy male fitting to either end of a length of flexible hydraulic line.

ORIGINAL B-32
 NAVAIR 00-80T-122

B.5 OH-58D SERIES HELICOPTERS

B.5.1 Basic Capabilities and Characteristics

The base Army OH-58D series helicopter has a four-bladed main rotor and a two-bladed tail rotor, one
T703-AD-700A engine, and fixed landing skids. The aircraft operates in day/night VMC only.

1. Crew.

a. A crew consists of one pilot and one Copilot/Gunner (CPG).

B.5.1.1 Shipboard Operations Capability

1. No rotor brake (2 to 8+ minutes rotor coastdown).

2. Single engine (travels over water in pairs).

3. Manual main rotor blade fold (3 to 5 minutes under optimum conditions).

4. Manual fold of horizontal stabilizer.

5. Closed circuit refueling (15 psi — not compatible with HIFR nozzle) or gravity refueling only.

6. No auxiliary fuel tanks.

7. Skid landing gear.

8. Can be configured with Rapid Deployment Landing Gear (Figure L-1) for improved aircraft tiedown (required
by Army for shipboard operations).

9. TACAN capable (not normally equipped).

10. UHF.

11. No APU (battery start).

12. Day/night VFR only (NVD-capable).

B.5.1.2 Mission

The primary mission of the OH-58D series is to conduct close combat aerial reconnaissance, intelligence gathering,
surveillance, and target acquisition, and is armed for self-defense and targets of opportunity.

B.5.1.3 Mission Equipment

1. Main rotor Mast-Mounted Sight Subsystem (MMSS) containing:

a. Television Sensor (TVS).

b. Thermal Imaging Sensor (TIS).

c. Laser Rangefinder/Designator (LRF/D).

2. Universal weapons pylons capable of mounting offensive weapons.

B-33 ORIGINAL
NAVAIR 00-80T-122

B.5.1.4 SAR Capability

Limited if carrying caving ladder, otherwise none. Optical sights and night vision systems offer limited search
capabilities.

B.5.1.5 Dimensions (see Figure L-1)

Spread (rotors turning): 41’ 2” L/35’ W/12’ 11” H.

Folded: 33’ 7” L/9’ 2” W/12’ 11” H (with stabilator folded).

B.5.1.6 Weight

Empty (no fuel, no crew): 3,600 lb.

Operating (internal fuel, crew): 4,700 lb (no ordnance).
5,100 to 5,200 lb (armed or training).
Max Gross on deck: 5,200 lb.

B.5.1.7 Fuel/Quantity

Primary fuel: JP-8.

Alternate fuel: JP-5/JP-4.
Max capacity: 110 gal/750 lb.

B.5.1.8 Ordnance

1. .50 caliber machine gun.

2. 2.75” rockets.
3. Air-To-Air Stinger (ATAS) missiles.
4. HELLFIRE missiles.
5. CADs for external stores jettison.

B.5.1.9 Internal Lift Capability

None.

B.5.1.10 External Lift Capability

None.

B.5.1.11 Comm/Nav Equipment

1. UHF.
2. VHF (AM/FM).
3. Have Quick/Have Quick II.
4. SINCGARS.
5. Embedded GPS-INS (EGI).

ORIGINAL B-34
 NAVAIR 00-80T-122

B.5.1.12 OH-58D Operational Considerations

B.5.1.12.1 Over Water Operations

In 2003, the U.S. Army Aviation and Missile Command (AMCOM) issued the following direction to all Army
OH-58D units:

1. When conducting over water operations, OH-58D aircraft shall operate in multi-aircraft groups carrying
caving ladders, or they shall be accompanied by Navy SAR aircraft.

2. Army aviators operating from Navy ships shall be equipped with liferafts, vests with integral rescue harness
and flotation, anti-exposure suits (warranted by conditions), and (HEED)/(HABD). Water egress training and
training in the use of the equipment are required prior to embarkation.

B.5.1.12.2 Electromagnetic Vulnerability

Various shipboard transmitters can adversely affect OH-58 systems,

including avionics and ordnance. When conducting joint shipboard
helicopter operations, consideration must be given to HERO and EMV of
aircraft systems so that applicable transmitter conditions can be set prior to
arrival of an OH-58 at the ship.

B.5.1.12.3 Navigation to Ship

Most OH-58D helicopters are not equipped with TACAN and may require escort and/or radar vectors to navigate to
the ship.

B.5.1.12.4 Approach and Landing (CG 47)

When a flight of two H-58 helicopters is landing on a CG 47 class ship (using athwartship spotting authorized in JP
3-04.1), the first aircraft must land, shut down, and fold aft-facing blades before the second aircraft lands. This is to
ensure adequate separation between aircraft.

B.5.1.12.5 Landing with Ordnance on RAST FFG 7

CAUTION

OH-58D hung/unexpended ordnance recoveries should be conducted to the

aft port (left rear) quarter of the ship’s recovery circle to maximize tail skid
obstruction clearance. Hung/unexpended ordnance recoveries should be
conducted from the right seat with the nose offset 30 to 40 to port.

B.5.1.12.6 Rotor Coastdown

OH-58D helicopters do not have rotor brakes. Recorded rotor coastdown times vary from 2 minutes in 20-knot winds
to almost 8 minutes in 30-knot winds.

B-35 ORIGINAL
NAVAIR 00-80T-122

B.5.1.12.7 Aircraft Tiedown Fittings

For shipboard operations, OH-58D helicopters are configured with the Rapid Deployment Landing Gear (RDLG).
The RDLG incorporates four aircraft tiedown lugs, one integral to the top of each landing gear strut (Figure L-2).
These lugs allow for unrestricted access for chaining.

CAUTION

The OH-58D is a lightweight helicopter and is very susceptible to damage

from high winds and rotorwash. Launches and recoveries of aircraft larger
than an OH-58D to a spot immediately upwind or crosswind from an
OH-58D (blades rotating, static, tied down, or folded) should not be
conducted except in case of an emergency.
Some OH-58D aircraft are also equipped with rings bolted to three aircraft jack points on the underside of the
fuselage. These jack point rings do not provide adequate strength to restrain the OH-58D in the shipboard
environment. Their use as aircraft tiedown points will result in the rings shearing/separating from their mounts,
allowing the aircraft to slide free on the deck.

Note
OH-58D helicopters not configured with RDLG have only the jack point
rings. These aircraft are prohibited by the Army for use aboard ship.
B.5.1.12.8 Use of ALBAR/NT-4 Towbars
OH-58D helicopters are configured with tow rings inboard on the landing gear skids. These rings will not mate with
the ALBAR or NT-4 towbars configured for wheeled helicopters. It is possible to reconfigure the ALBAR or NT-4
towbar to mate with the OH-58D skid tow rings as follows:
1. Swap the left/right ALBAR/NT-4 foot assemblies.
2. Remove the ALBAR/NT-4 axle tow pins.
This reconfiguration will render the ALBAR/NT-4 towbar incapable of towing Navy wheeled aircraft.
B.5.1.12.9 Handling and Parking

 The OH-58D will slide on its skids on a wet and/or moving deck. Whenever
the aircraft is shut down, in addition to chains, ground handling wheels
should be attached to the skids and chocks applied to the wheels.
 OH-58D ground handling wheels do not have brakes. The aircraft should
not be raised on its handling wheels until immediately prior to aircraft
movement. Chains should remain applied until the aircraft is raised on its
wheels. Once raised, the aircraft should be treated as a wheeled aircraft
without brakes. Braking of the aircraft by lowering it onto the skids cannot
be accomplished immediately under all conditions. Chocks should be used
on the ground handling wheels to the fullest possible extent during
movement evolutions.

ORIGINAL B-36
 NAVAIR 00-80T-122

Note
During manual (hand) movement of OH-58D aircraft, raising the flight
deck nets will provide an added margin of safety for deck personnel and will
act as a barrier if aircraft control is lost due to deck motion.

B.5.1.12.10 Refueling

Shipboard HIFR (CCR) nozzles, such as the Wiggins and NATO High
Capacity (NHC) nozzles, cannot be used to closed circuit refuel OH-58D
helicopters. The 45 psi output of these nozzles could cause damage to the
aircraft’s fuel systems, rupture tanks, and cause a fuel spill or fire.

Note
 If shipboard CCR operations are anticipated for OH-58D helicopters, an
Army fuel nozzle must be either provided by the aircrews or included as
part of the unit’s deployment packup equipment.

 When refueling OH-58D aircraft, personnel must visually ensure that the
aircraft’s fuel receiver latch tool, attached to the fuel cap lanyard, is not
lying in the fuel receptacle. The latch tool will prevent proper mating of the
nozzle with the receptacle if it is not removed, which will preclude fuel
flow.

 Prior to operations with OH-58D aircraft, fuel crews should familiarize

themselves with closed circuit refueling procedures and equipment.

B.5.1.12.11 Refueling on FFG 7

The OH-58D refuel port is located on the aircraft’s right side. FFG 7 class ships are designed with only one aircraft
refueling station, which is accessed through a hatch located aft and left of the landing spot. Therefore, the refueling
hose must be either routed forward around the nose of the aircraft or underneath the aircraft’s tail boom where it
attaches to the fuselage. The latter route is preferred as it keeps refueling personnel clear of forward-firing ordnance,
provides less interference from aircraft tiedown chains, and is a more direct path to the refuel port. During these
evolutions, an individual should be stationed on the left side of the aircraft at the point the tail boom attaches to the
fuselage. The refueling hose shall be passed to this individual, who in turn will pass it under the tail boom.

To avoid contact with the tail rotor during hot refuel evolutions, no
personnel shall proceed aft of the refuel hose tender during the hot refueling
evolutions.

B-37 ORIGINAL
NAVAIR 00-80T-122

B.5.1.12.12 Defueling

Suction defueling through the aircraft fuel filler port is the preferred method of shipboard defueling OH-58D aircraft.
The inner diameter of the fuel filler port is too small to accommodate a section of rigid 1-1/2-inch defuel hose. A
defueling adapter with a flexible/collapsible 1-1/2-inch or smaller gauge hose will be required.

B.6 AH/MH-6J SERIES HELICOPTERS

B.6.1 Basic Capabilities and Characteristics

The AH/MH-6J Special Operations aircraft is a highly modified/militarized version of the commercial
Boeing-McDonnell Douglas 500 series helicopter. The aircraft has a single Allison 250-C30 engine, a single 5-bladed
main rotor with 2-bladed tail rotor, and oleo-dampened skid-type landing gear.

1. Crew.

a. A crew consists of one pilot and one copilot.

B.6.1.1 Shipboard Operations Capability

1. Rotor brake.

2. Manual blade fold (2 minutes under optimum conditions).

3. Gravity refueling.

4. Skid landing gear.

5. TACAN.

6. UHF.

7. No APU (battery start).

B.6.1.2 Mission

The aircraft can be configured as a light attack (AH) or mission (MH) helicopter. In the light attack role, the aircraft
can carry a variety of offensive weapons. The mission configuration (MH) is for the insertion/extraction of personnel
and cargo.

B.6.1.3 Mission Equipment

1. External Stores System for mounting of offensive weapons (AH-6J).

2. Forward-Looking Infrared (FLIR).

3. External Personnel System (MH-6J).

4. External Fast Rope System (MH-6J).

5. Emergency Casualty Evacuation System (MH-6J).

B.6.1.4 SAR Capability

None. The aircraft may carry a caving ladder.

ORIGINAL B-38
 NAVAIR 00-80T-122

B.6.1.5 Dimensions (see Figure G-1)

Spread (rotors turning): 32’ 1” L/27’ 4” W/8’ 11” H.

Folded: 22’ 7” L/ 6’ 6” W/8’ 11” H.

B.6.1.6 Weight

Empty (no fuel, no crew): 2,150 lb.

Operating (fuel, crew, ordnance): 3,950 lb.

Max gross on deck: 3,950 lb.

B.6.1.7 Fuel/Quantity

Primary fuel: JP-8.

Alternate fuel: JP-5/JP-4.

Max main tank: 62 gal/422 lb.

Max auxiliary internal: up to 63 gal/429 lb.

Max total: 125 gal/851 lb.

B.6.1.8 Ordnance (AH only)

1. 7.62 mm machine gun.

2. 2.75” rocket launchers.

3. HELLFIRE missile system.

4. CADs for stores jettison system.

B.6.1.9 Internal Lift Capability

Cargo area: height: 44” (approx.)

width: 4’4” (approx.)
depth: 30” (approx.)
cube: 40 cubic ft.

Troop capacity: Two troops (AH).

Six troops (MH).

Litter capacity: none (AH).

One litter (MH).

Cargo weight: 1,300 lb (AH).

1,500 lb (MH).

B.6.1.10 External Lift Capability

None.

B-39 ORIGINAL
NAVAIR 00-80T-122

B.6.1.11 Comm/Nav Equipment

1. SATCOM.
2. UHF.
3. VHF (AM/FM).
4. Have Quick/Have Quick II.
5. SINCGARS.
6. TACAN.
7. GPS.
8. Long Range Navigation (Revision C) (LORAN C).
B.6.1.12 AH/MH-6J Operational Considerations
B.6.1.12.1 Electromagnetic Vulnerability

Various shipboard transmitters can adversely affect AH/MH-6J systems,

including avionics, engines, flight controls, and ordnance. When
conducting joint shipboard helicopter operations, consideration must be
given to HERO and EMV of aircraft systems so that applicable transmitter
conditions can be set prior to arrival of a AH/MH-6J at the ship.
B.6.1.12.2 Navigation to Ship
AH/MH-6J helicopters are equipped with TACAN.
B.6.1.12.3 Handling and Parking
The AH/MH-6J is skid-equipped and its towing point will not mate with the ALBAR or NT-4 towbar. Although an
Army towbar exists, AH/MH-6J units routinely hand-push the aircraft as a matter of expediency.

AH/MH-6J ground handling wheels do not have brakes. The aircraft should
not be raised on its handling wheels until immediately prior to aircraft
movement. Once raised, the aircraft should be treated as a wheeled aircraft
without brakes. Braking of the aircraft by lowering it onto the skids cannot
be accomplished immediately under all conditions. Chocks should be used
on the ground handling wheels to the fullest possible extent during
movement evolutions.

Note
During manual (hand) movement of AH/MH-6J aircraft, raising the flight
deck nets will provide an added margin of safety for deck personnel and will
act as a barrier if aircraft control is lost due to deck motion.

ORIGINAL B-40
 NAVAIR 00-80T-122

B.6.1.12.4 Refueling
AH/MH-6J helicopters are incapable of pressure refueling. Units are equipped with special gravity nozzles and
adapters that can connect to the ship’s D-1 single-point refuel nozzle. These special nozzles provide a better fit
(diameter and angle) than the Navy overwing nozzle. Gravity refueling will require the shutdown of the aircraft’s
engine, resulting in a turnaround time of at least 6 minutes under optimum conditions.
B.6.1.12.5 Aircraft Tiedown

CAUTION

 The AH/MH-6J aircraft tiedown fittings are extremely limited in

longitudinal strength. For maximum protection, the helicopter should be
aligned with the longitudinal axis of the ship when chained.
 The tiedown chains must be oriented approximately 70 to 80 degrees from
the aircraft’s longitudinal axis to prevent excessive loads from pulling the
tiedown fittings out of the aircraft.
 Applying more than one chain at each tiedown fitting will cause the aircraft
tiedown fittings to fail in the longitudinal axis.

Note
 To prevent exceeding the structural limitations of the aircraft’s tiedown
fittings, AH/MH-6J helicopters should be hangared as soon as possible
after shutdown and remain hangared until immediately prior to launch.
 Certain AH/MH-6J ordnance/external stores configurations may partially
or significantly restrict access to aircraft tiedown/mooring rings.
B.6.1.12.6 Blade Flapping Susceptibility

CAUTION

 Unlike Navy helicopters, Army H-6 helicopters are not equipped with an
anti-flap device to limit excessive upward flapping of static main rotor
blades. These helicopters are susceptible to static blade flapping, especially
if blades are unrestrained and over the water in relative crosswinds that
create strong updrafts at the ship’s deck edge.
 The AH/MH-6J is an extremely lightweight helicopter and is very
susceptible to rotor blade flapping and damage (more than Navy
helicopters), even with the rotor blades folded. Every consideration should
be given to minimizing the aircraft’s exposure to high winds and rotorwash
on the flight deck.
 Launches and recoveries of aircraft larger than an AH/MH-6J to a spot
immediately upwind or crosswind from an AH/MH-6J (blades unsecured,
tied down, folded or rotating) should not be conducted except in case of an
emergency.

B-41 ORIGINAL
NAVAIR 00-80T-122

B.7 MH-53J/M SERIES HELICOPTERS

1. Basic Capabilities and Characteristics.

a. The MH-53J/M is a CH-53D Sea Stallion airframe with upgraded engines and rotor blades, extensive
additions to avionics, electronic countermeasures, and defensive weapons. The aircraft has a single
six-bladed main rotor and four-bladed tail rotor, two T64-GE-100 engines with an APU, two twin-wheel
retractable main landing gear, a retractable full swivel nose landing gear, rear cargo ramp, and forward cabin
door and window.

2. Crew.

a. The typical crew consists of two pilots, two flight engineers, and two gunners. Additional crew
chiefs/gunners may be added as required.

B.7.1 Shipboard Operations Capability

1. Rotor brake.

2. Automatic blade/tail fold (2 minutes under optimum conditions).

3. Pressure refueling.

4. TACAN.

5. UHF.

6. APU.

7. Side mounted electronic warfare (EW) transmitters.

8. Strong rotor downwash.

B.7.1.1 Mission

The MH-53J is a long-range, heavy-lift multimission helicopter used to insert special operations forces, cargo, and
equipment into hostile areas during day, night, and adverse weather conditions. The MH-53M is an MH-53J with
avionics improvements. There are no exterior differences between the aircraft.

B.7.1.2 Mission Equipment

1. Aerial refueling probe (semipermanent).

2. Enhanced Navigation System.

3. Forward Looking Radar:

a. Terrain following/avoidance.

b. Ground mapping.

c. Air to ground ranging.

d. Limited weather information.

ORIGINAL B-42
 NAVAIR 00-80T-122

4. Forward-Looking Infrared (FLIR).

5. Extensive EW suite.

6. External cargo hook.

7. Optional defensive weapons — Three 7.62 mm miniguns or .50 caliber machine guns — one at each forward
removable window and the ramp.

8. External rescue hoist.

9. Fastrope system (two off ramp, one from cabin door).

B.7.1.3 SAR Capability

Full over water SAR capability — Doppler coupled hover, external hoist, swimmer, rescue devices (swimmer and
rescue devices carried only when designated as SAR aircraft).

B.7.1.4 Dimensions

Spread (rotors turning): 88’ 3” L/72’ 3” W/24’ 11” H.

Folded (tail spread): 83’ 5” L/23’ W/17’ 9” H.

Folded (tail folded): 65’ 6” L/23’ W/17’ 9” H.

B.7.1.5 Weight

Empty (no fuel, no crew): 32,000 lb.

Operating (no external fuel, crew, no cargo): 46,000 lb.

Max gross on deck: 46,000 lb (normal operations).

50,000 lb (combat operations).

B.7.1.6 Fuel/Quantity

Primary fuel: JP-8.

Alternate fuel: JP-5/JP-4.

Max internal: 600 gal/4,100 lb.

Max external drop tanks: up to 1,300 gal/8,800 lb.

Max total: 19,00 gal/12,900 lb.

B.7.1.7 Ordnance

1. Forward right cabin door — 7.62 mm minigun or GAU-18/A .50 caliber machine gun.

2. Forward left window — 7.62 mm minigun or GAU-18/A .50 caliber machine gun.

3. Rear ramp — 7.62 mm minigun or GAU-18/A .50 caliber machine gun.

4. Chaff/flares (side and belly mounted).

5. CADs for engine fire extinguishers, external stores jettison, rescue hoist, chaff/flare dispensers.

B-43 ORIGINAL
NAVAIR 00-80T-122

B.7.1.8 Internal Lift Capability

Cargo area: height: 6’ 5”.

width: 7’ 6”.
depth: 30’.

Note
Avionics equipment racks at the forward third of the cabin may interfere
with cargo loading.

Troop capacity: 27 troops (in seats).

Litter capacity: 14 litters.

Cargo Weight: 9,000 lb (approximate).

B.7.1.9 External Lift Capability

External cargo hook capacity — 20,000 lb.

Note
Figures are maximum hook rated loads and may not accurately reflect the
true capability of the aircraft due to environmental conditions.

B.7.1.10 Comm/Nav Equipment

1. SATCOM.

2. UHF.

3. VHF (AM/FM).

4. HF.

5. Have Quick/Have Quick II.

6. SINCGARS.

7. UHF/DF.

8. TACAN.

9. GPS/INS (provisions for internal shipboard alignment).

10. VOR/ILS.

11. ADF.

12. Lightweight Airborne Recover System (LARS) — Personnel locator.

ORIGINAL B-44
 NAVAIR 00-80T-122

B.7.1.11 MH-53J/M Operational Considerations

B.7.1.11.1 Electromagnetic Vulnerability

Various shipboard transmitters can adversely affect MH-53J/M systems,

including avionics and cartridge-actuated devices. When conducting joint
shipboard helicopter operations, consideration must be given to HERO and
EMV of aircraft systems so that applicable transmitter conditions can be set
prior to arrival of a MH-53J/M at the ship.

B.7.1.11.2 Chaining to Aft Tiedown Rings with External Tanks Installed

The MH-53J/M is basically a modified CH-53D. As on the CH-53D, access to the MH-53J/M aft tiedown ring is
very limited due to its location in the confined space between the sponson and the external fuel tank. The placement
of more than one chain on the aft tiedown rings frequently results in at least one chain coming in contact with the
sponson, dump tube, or drop tank. This may cause minor rubbing of painted surfaces and is consistent with the
procedures followed on Navy/Marine Corps CH-53D helicopters.

B.8 MANUAL (HAND) MOVEMENT OF HELICOPTERS

B.8.1 General

The information contained here is directed primarily at operations from cruiser, destroyer, and frigate decks. For joint
shipboard helicopter operations in a peacetime environment, sea states normally will inhibit flight operations before
cloud base and visibility. If the host ship is operating singly, joint flight operations should be curtailed if the ship’s
rescue capability becomes questionable.

CAUTION

Combined wave and swell effects can result in seawater over the flight deck
of FFG 7, DDG 51 and DDG 79 Class ships, resulting in helicopter damage.
Additionally, the wave action created by the Venturi effect between
UNREP ships can cause rotor system damage.

B.8.1.1 Flight/Hangar Deck Procedures

Caution must be observed in all movements to prevent damage or loss of a helicopter because of restricted deck space
or hangar area and the relative instability of air-capable ships. Movement of a helicopter will not be attempted without
prior approval of the OOD.

Note
When embarked, 160th
Special Operations Aviation Regiment (160th
SOAR) personnel will conduct all movement of AH/MH-6J helicopters in
accordance with their SOP.

B-45 ORIGINAL
NAVAIR 00-80T-122

The following are the recommended minimum required personnel to safely move AH-64 and H-60 helicopters:

1. One director.

2. One brakerider.

3. One tailwheel steering bar handler.

4. Two main mount chock/chain men.

5. Four pushers (more may be added as required).

6. Two safety observers (stationed on each side of aircraft).

The following are the recommended minimum required personnel to safely move OH-58D and AH/MH-6J
helicopters:

1. One director.

2. Two tail handlers.

3. Two handling wheel operators/chock men.

4. Four chain men.

5. Two skid-riders.

6. Four pushers (more may be added as required).

All personnel shall be equipped with a whistle. When a whistle is blown, all movement of the helicopter shall stop,
brakes shall be applied, chocks inserted, and tiedowns attached.

One chock man shall be stationed at each main wheel. He/she shall carry the chocks and be positioned to chock the
wheels immediately upon signal. The chock men shall handle the chocks only and not be used to push the aircraft.

The director is in charge of the evolution and the safe movement of the helicopter. He/she shall be equipped with a
whistle, and his/her instructions shall be followed explicitly and acknowledged.

In all helicopter deck movement evolutions, safety is paramount. As ship rolling and pitching increase, so do the
hazards of aircraft handling. During periods of high winds/sea state or during periods of darkness, extreme care must
be exercised. Under these conditions, a flight deck safety observer (aircrew or aviation-experienced senior petty
officer/NCO) shall supervise and coordinate with the OOD all flight deck aircraft movements requiring the walking
chains or progressive chains procedures. The flight deck safety observer shall be in addition to the move director and
not a member of the move crew. Movement of an aircraft should not be attempted if sea state/ship movement produce
excessive deck motion. The following guidance is provided to enhance safety during helicopter movements:

1. When moving aircraft by hand, chocks and tiedowns shall not be removed until all positions are manned,
brakes are checked firm, and deck motion has been stabilized. Sufficient manpower shall be utilized (ship’s
company if necessary) to safely move the helicopter, as well as handle chocks and chain tiedowns. The
helicopter should be pushed against the movement of the deck rather than allowed to roll with the motion of
the ship. Movement shall be slow enough to permit a safe stop.

2. Before removing chocks and tiedowns on AH-64 and H-60 helicopters, the director shall call for “Brakes” and
receive visual/verbal confirmation from the brakerider that brakes are being held. The tailwheel shall be
unlocked only on signal from the director. The director shall maintain direct visual contact with the brakerider.

ORIGINAL B-46
 NAVAIR 00-80T-122

3. When seas are calm and deck motion is at a minimum, tiedown chains shall be in proximity to the aircraft and
ready for immediate use.
4. As deck motion increases (Figure B-1), one end of the tiedown chains shall be attached to the aircraft main
outboard wheel tiedown ring and the other end carried continuously poised for rapid padeye hookups (walking
chains procedure).
5. If sea conditions are judged to be rough (Figure B-1) or when non−periodic/unusual deck motion is anticipated
and it is judged that aircraft movement can be accomplished in a safe manner, the progressive chains procedure
should be followed.
6. Progressive chains procedure: Chains shall be attached to both aircraft and deck padeyes with sufficient slack
to allow the aircraft to be moved a short distance. Upon reaching chain limits, the aircraft will be chocked and
additional chains led to the next padeyes. Initial chains will then be removed and the aircraft moved again when
conditions permit. This procedure will be continued until the aircraft is properly secured in the desired position.

Note
The progressive chains procedure will require additional manpower from
ship’s company and requires prior practice to ensure proficiency and
coordination. If the above procedure cannot be accomplished safely, the
helicopter shall remain in position with a heavy weather tiedown
configuration.
B.8.1.2 Officer of the Deck Helicopter Movement Checklist
1. Notify the commanding officer of intent to move helicopter (as required by ship helicopter bill).
2. Establish positive, continuous two-way communications with flight deck.
3. Flight deck report, “Manned and ready.”
4. Gently maneuver ship if necessary to minimize pitch and roll.
5. Determine method of respot (Figure B-1).

Note
If pitch or roll exceeds 2, consult flight deck safety observer when
determining method.
6. Grant permission to move helicopter.

Energizing/deenergizing fin stabilizers or major rudder movement can

create unanticipated movement of the deck, causing loss of control of the
helicopter. Any requirement to energize/deenergize fin stabilizers or to
maneuver the ship during a helicopter movement evolution shall
immediately be transmitted to the flight deck where helicopter movement
shall cease and tiedown chains shall be applied.
7. Flight deck report, “Move complete, aircraft secured.”
8. Notify commanding officer (as required).

B-47 ORIGINAL
NAVAIR 00-80T-122

B.8.1.3 Flight Deck Helicopter Movement Checklist

1. Notify bridge of intent to move helicopter.

2. Establish positive, continuous two-way communications with the bridge.
3. Muster personnel and assign duties as required: brakerider, steering bar handler, tail handlers, handling wheel
operators, chock/chain men, skid riders, pushers, safety observers.

4. Inspect personal equipment: safety shoes, flotation gear, whistles, strobe lights.

Brakeriders shall not wear salt water-activated flotation devices. If the

aircraft is lost over the side of the ship, these devices will automatically
inflate upon water entry, which may impede or prevent egress from the
helicopter.
5. Prepare aircraft for movement.

a. Rotor blades folded, as required.

b. Steering bar installed, as required.
c. Ground handling wheels installed, as required.

6. Prepare flight deck for movement.

a. Safety nets as appropriate.
b. Hangar door fully open.

c. Hangar/RAST tracks clear.

7. Report to OOD, “Manned and ready.”
8. Request permission to move helicopter.
9. Receive permission to move helicopter, pitch, roll, and method of respot (Figure B-1).

CAUTION

Tiedown chains are designed for steady-state load conditions. During

progressive chains procedure, slack shall be kept to a minimum to preclude
overstressing chains if aircraft slides.
10. Move helicopter.
a. Remove/slacken chains.

b. Raise helicopter with handling wheels (OH-58D, AH/MH-6J).

c. Ensure steerable tailwheel unlocked (AH-64, H-60).

ORIGINAL B-48
 NAVAIR 00-80T-122

d. Unlock parking brake and hold brakes (AH-64, H-60).

e. Remove chocks.

f. Conduct brake check (AH-64, H-60).

Energizing/deenergizing fin stabilizers or major rudder movement can

create unanticipated movement of the deck, causing loss of control of the
helicopter. Any requirement to energize/deenergize fin stabilizers or to
maneuver the ship during a helicopter movement evolution shall
immediately be transmitted to the flight deck where helicopter movement
shall cease and a minimum of six tiedowns shall be applied.

11. Secure helicopter.

a. Set parking brake (AH-64, H-60).

b. Insert chocks.

c. Lower helicopter with handling wheels (OH-58D, AH/MH-6J).

d. Lock tailwheel (AH-64, H-60).

e. Install/tighten chains.

12. Notify bridge, “Move complete, aircraft secured.”

Deck Motion Limits

Recommended
Method of Respot H-60 AH-64 OH-58D, AH/MH-6J
Respotting AH-64
Pitch 2 or less helicopters without Pitch 1 or less
No Chains
Roll 4 or less attached chains is not Roll 1 or less
recommended.
Pitch 3-4 Pitch 1 or less Pitch 2
Walking Chains
Roll 5-8 Roll 4 or less Roll 2-4
Pitch 5 or higher Pitch 2-3 Pitch 3 or higher
Progressive Chains
Roll 9 or higher Roll 5 Roll 5 or higher
Movement Not Pitch 4 or higher,
(No prescribed limit) (No prescribed limit)
Recommended Roll 8 or higher

Figure B-1. Recommended Method of Respot

B-49/(B-50 blank) ORIGINAL

 NAVAIR 00-80T-122

APPENDIX C

AH-1 Specifications/Egress/
Wind Limitations
C.1 SPECIFICATIONS

Refer to Figures C-1 and C-2 for AH-1 specifications and tiedown requirements.

C.2 EGRESS

C.3 LAUNCH AND RECOVERY WIND LIMITATIONS

The safe launch/recovery and engage/disengage wind limitations aboard specific ships are shown in Figures C-3
through C-6. Unless otherwise specified, the envelopes:

1. Are based on steady state winds measured by windward mast-mounted anemometer. Limiting velocities
indicated on wind charts represent maximums for steady state, nonturbulent winds. During gusty wind
conditions and/or pitching decks, if the gust spread is 10 knots or more, reduce the maximum winds allowed
for rotor engagement and disengagement by 10 knots in all quadrants.

2. Are defined relative to the ship’s centerline.

3. Are valid for a normal approach to the stop, with the helicopter aligned with the ship’s lineup line at touchdown.

4. Are valid for all certified lighting configurations.

5. Will be shaded to distinguish day limits from night limits.

6. Will be surrounded with a striped border when applicable to emergency conditions resulting in any single
failure of the helicopter (ASE, hydraulic boost, or engine).

7. Are valid for PAC in either seat.

8. Are valid for all approved aircraft loading configurations and gw and cg conditions, provided power available
exceeds power required to hover out of ground effect.

The safe launch and recovery wind limitations for all helicopters aboard air-capable ships are presented in this
appendix. The limits present the maximum safe wind over the deck relative to the ship. When the limits for a particular
combination of helicopter and ship are not shown, the envelope in Figure C-3 is mandatory (with the exception of
the V-22). Operations should not be conducted on air-capable ships not certified or waivered. The limits are
categorized for day, night, and ship motion.

Wind limits presented in this appendix are based on currently available flight test data. Comments/questions about
the wind envelopes should be addressed to:

Commander
Naval Air Systems Command (AIR-4.0P)
22244 Cedar Point Road, Building 460
Patuxent River, MD 20670-1163

C-1 ORIGINAL
NAVAIR 00-80T-122

Note
 Considerable difference may exist between the flight deck winds and those
measured by mast−mounted anemometers. For most ships, aircraft zero
wind hover torque is often the best approximation to shipboard hover
torque requirements for all wind conditions; however, additional power
margin (5 to 10 percent torque) may be required to approach, overcome
turbulence, decelerate, or depart the flight deck vicinity. Shipboard power
available is based upon the contingency power rating. Envelope regions
exhibiting hover torque requirements in excess of flight manual zero wind
hover torque are designated by an appropriate note.

 Operations shall be adjusted to minimize excessive ship motion. Launch

and recovery should be timed to coincide with periods of minimum ship
motion.

 Localized turbulence may make flight operations hazardous. Common

sources of such turbulence are: (1) ship stack gases/wash, (2) ship
superstructures, (3) deck protrusions, (4) rotorwash or jet blast.

 For LPD 17 class ships, anemometer location results in neither port nor
starboard anemometer indicating windward winds when the wind is within
$10 degrees of the bow. Use of either port or starboard anemometer is
acceptable for winds $10 degrees of the bow, except where otherwise
noted on the specific envelope.

C.4 INTEROPERABILITY MATRICES

Matrices in APP 2/MPP 2 Volume II tabulate feasible ship/helicopter combinations and the capability for landing,
VERTREP, and HIFR operations for cross operation between fleet helicopters and ships for NATO, Partnership for
Peace, Inter-American Navies, Middle East and Pacific Rim nations. Refer to these publications for guidance on the
use of the matrices.

ORIGINAL C-2
 NAVAIR 00-80T-122

Attaching chains to tow rings on skids is not authorized

for initial or permanent tiedowns but may be considered
if conditions require tiedowns in excess of 12 points.

NOTE
Initial tiedowns are located below stub wings only (A).
All others are permanent tiedown points.

Figure C-1. AH-1 Tiedown

C-3 ORIGINAL
NAVAIR 00-80T-122

MODEL AH-1W
POWER 2-T700-GE-401
CREW 2
MAXIMUM RANGE* 323 nm at 130 knots
MAXIMUM SPEED 190 knots
ENDURANCE* 3.3 hr
WEIGHT: Basic 10.300 lb
Maximum 14.750
FUEL: Type JP-4/JP-5
Capacity 306 gal*
354 gal external
CARGO/PASSENGER CAPACITY:

*Internal fuel only

4FT111N.
1-----+--7 FT UNDEFLECTED

----------- 48 FT

rlt: : :-:; =-=_=_=_=_=_=_f=~- = ~-= ~-= ~-= ~-: !:=~-= :-)J =:-~ ~=~-~ ~=~-.=~::F-=T=4~9~F~T~7~1-N~-=~ -=~ -=~ -=~ -=~ -=~- :~ ~ ~1 FT~~~--=:-~+----
58

17 FT 41N I c~t_D -~-

14 F 2 IN

T
13FT91N

1 l---«7~~~____----'~

1FT 1 IN NWP0031

Figure C-2. AH-1W Cobra

ORIGINAL C-4
 NAVAIR 00-80T-122

A LL-ACS-01C

NOTES
• HELICOPTER ALIGNED WITH SHIPS LINEUP LINE
AND WIND SHOWN RELATIVE TO AIRCRAFT'S
NOSE. IF THE SHIP'S LINEUP LINE IS NOT
FORE/AFT, THEN THIS ENVELOPE WILL BE
ROTATED TO THE ANGLE OF THE LINEUP LINE.

• THIS WIND ENVELOPE IS MANDATORY FOR ALL

U.S. HELICOPTER AND U.S. SHIP COMBINATIONS
NOT LISTED ELSEWHERE IN THIS APPENDIX.

l
350 25 KTS 010

315 045

NIGHT
PITCH/ROLL
2/4
PITC~~~OLL 2I4
LAUNCH AND RECOVERY ENVELOPES
WITH NO OTHER ENVELOPE IDENTIFIED
HOPACS-F020

Figure C-3. General Launch and Recovery Envelope

C-5 ORIGINAL
NAVAIR 00-80T-122

H1W-LPD4-01B

SPOT 1

005
25 KTS

-1

PORT
NIGHT
PITCH/ROLL
3I6
LPD4 APPROACH

AH-1W LAUNCH AND RECOVERY ENVELOPES

Figure C-4. AH-1W Launch and Recovery Envelopes for LPD 4 Class Ships Spot 1, Port Approach
(Sheet 1 of 5)

ORIGINAL C-6
 NAVAIR 00-80T-122

H1W-LPD4-02C

SPOT2

055

X
PORT NIGHT
PITCH/ROLL
3 /6
APPROACH~--------~
LPD4 PITC~~OLL 3I 6
AH-1W LAUNCH AND RECOVERY ENVELOPES
HOPACS-F021

Figure C-4. AH-1W Launch and Recovery Envelopes for LPD 4 Class Ships, Spot 2, Port Approach
(Sheet 2)

C-7 ORIGINAL
NAVAIR 00-80T-122

H1W-LPD4-03B

SPOT 1

045

210

X X
NIGHT
PITCH/ROLL
3/6
STARBOARD ~--------~
LPD4 APPROACH

AH-1W LAUNCH AND RECOVERY ENVELOPES

Figure C-4. AH-1W Launch and Recovery Envelopes for LPD 4 Class Ships, Spot 1, Starboard Approach
(Sheet 3)

ORIGINAL C-8
 NAVAIR 00-80T-122

H1W-LPD4-04B

SPOT2

X
STARBOARD NIGHT
PITCH/ROLL
3/6
LPD4 APPROACH

AH-1W LAUNCH AND RECOVERY ENVELOPES

Figure C-4. AH-1W Launch and Recovery Envelopes for LPD 4 Class Ships, Spot 2, Starboard Approach
(Sheet 4)

C-9 ORIGINAL
NAVAIR 00-80T-122

H1W-LPD4-05C

SPOTS 3, 4, 5, 6
NOTES
• LHA/LHD-TYPE APPROACH/RECOVERY DIRECTLY
TO SPOT IS RECOMMENDED
I \
• ENVELOPES ALSO VALID FOR ORDNANCE LINEUP
LINE PEDAL TURN MANEUVERS

I 30 KTS \

-3 STARBOARD
APPROACH
PORT SPOTS 3, 5
APPROACH
-
6 !. SPOTS 4, 6
NIGHT
PITCH/ROLL
2 /6
LPD4

AH-1W LAUNCH AND RECOVERY ENVELOPES

HOPACS-F022

Figure C-4. AH-1W Launch and Recovery Envelopes for LPD 4 Class Ships, Spots 3 to 6 (Sheet 5)

ORIGINAL C-10
 NAVAIR 00-80T-122

H1WLPD1 7-01B

SPOTS 1, 2

350 35 KTS 010

30 l 020
25
---

NIGHT
PITCH/ROLL
2 /4
AP:~~!cH ....P_,rc_H~-~o-LL_2_/_4___.
0
LPD 17

AH-1W LAUNCH AND RECOVERY ENVELOPES

HOPACS-F023

Figure C-5. AH-1W Launch and Recovery Envelopes for LPD 17 Class Ships Spots 1 and 2, Port
Approach (Sheet 1 of 4)

C-11 ORIGINAL
NAVAIR 00-80T-122

H1WLPD17-02B

SPOT 1
NOTE
USE ONLY PORT ANEMOMETER FOR WINDS
GREATER THAN 25 KNOTS AT NIGHT

290

NIGHT
PITCH/ROLL
2 /4
STARBOARD
LPD 17 APPROACH PITC~~~OLL 2I4
AH-1W LAUNCH AND RECOVERY ENVELOPES
HOPACS-F024

Figure C-5. AH-1W Launch and Recovery Envelopes for LPD 17 Class Ships Spot 1, Starboard Approach
(Sheet 2)

ORIGINAL C-12
 NAVAIR 00-80T-122

H1WLPD17-038

SPOTS 3, 4, 5, 6

PORT STARBOARD
APPROACH APPROACH
SPOTS 4, 6 SPOTS 3, 5

NIGHT
PITCH/ROLL
2 /4
LPD 17 PITC~~~OLL 2I4
AH-1W LAUNCH AND RECOVERY ENVELOPES
HOPACS-F025

Figure C-5. AH-1W Launch and Recovery Envelopes for LPD 17 Class Ships Spots 3 and 5, Starboard
Approach, Spots 4 and 6, Port Approach (Sheet 3)

C-13 ORIGINAL
NAVAIR 00-80T-122

SPOT2

-- 25

290

NIGHT
PITCH/ROLL
2I4
STARBOARD 1--------1

LPD 17 APPROACH PITC~~~OLL 2 I 4

AH-1W LAUNCH AND RECOVERY ENVELOPES

Figure C-5. AH-1W Launch and Recovery Envelopes for LPD 17 Class Ships Spot 2, Starboard Approach
(Sheet 4)

ORIGINAL C-14
 NAVAIR 00-80T-122

H1W-LSD41-01B

SPOT 1

055

PORT NIGHT
PITCH/ROLL
3/6
APPROACH ..,..__------1
LSD 41/49 PIT~H~~OLL 3 I 6

AH-1W LAUNCH AND RECOVERY ENVELOPES

Figure C-6. AH-1W Launch and Recovery Envelopes for LSD 41/49 Class Ships Spot 1, Port Approach
(Sheet 1 of 4)

C-15 ORIGINAL
NAVAIR 00-80T-122

H1W-LSD41-02B

SPOT2

350 35 KTS 010

055

PORT
NIGHT
PITCH/ROLL
3/6
APPROACH
LSD 41/49
AH-1W LAUNCH AND RECOVERY ENVELOPES

Figure C-6. AH-1W Launch and Recovery Envelopes for LSD 41/49 Class Ships Spot 2, Port Approach
(Sheet 2)

ORIGINAL C-16
 NAVAIR 00-80T-122

H1W-LSD41-03B

SPOT 1

350 35 KTS 010

045
310

NIGHT
PITCH/ROLL
3/6
STARBOARD ~--------~
APPROACH
LSD 41/49
AH-1W LAUNCH AND RECOVERY ENVELOPES
Figure C-6. AH-1W Launch and Recovery Envelopes for LSD 41/49 Class Ships Spot 1, Starboard
Approach (Sheet 3)

C-17 ORIGINAL
NAVAIR 00-80T-122

H1W-LSD41-04C

SPOT2

350
I
35 KTS 01
\
0

NIGHT
PITCH/ROLL
3/6
STARBOARD
LSD 41/49 APPROACH

AH-1W LAUNCH AND RECOVERY ENVELOPES

Figure C-6. AH-1W Launch and Recovery Envelopes for LSD 41/49 Class Ships Spot 2, Starboard
Approach (Sheet 4)

ORIGINAL C-18
 SEE IC # 12
NAVAIR 00-80T-122

H1l.U'D l 7.Q3A

SPOT2

NIGHT
PITCH/ROLL
2/4
LPD 17

AH-1Z LAUNCH AND RECOVERY ENVELOPES

Figure C- 7. AH- 1Z Launch and Recovery Envelopes for LPD 17 Class Ships Spot 2, Port Approach
(Sheet 1 of 4) I
C-19 IC 12
 SEE IC # 12
NAVAIR 00-80T-122

Hlt -ll'O' 7'-<lSI\

SPO'TS 3, 5

360
30 KTS 0 10

350 25 . ,020

NIGHT
PITCHIROLL
2/4
LPD 17
STARBOARD
APPROACH
DAY
PITCHfROLL
2/4
AH-1Z LAUNCH AND RECOVERY ENVELOPES

Figure C- 7. AH- 1Z Launch and Recovery Envelopes for LPD 17 Class Ships Spot 3, 5, Starboard
I Approach (Sheet 2)

IC 12 C-20
 SEE IC # 12 NAVAIR 00-80T-122

SPOT4

25
I
350 20

2/4
NIGHT
PITCH/ROLL
PORT
APPROACH ....P-
I Tc_H~~-oL_L_2_/_4_,
0
LPD 17
AH-1Z LAUNCH AND RECOVERY ENVELOPES

Figure C- 7. AH- 1Z Launch and Recovery Envelopes for LPD 17 Class Ships Spot 4, Port
Approach (Sheet 3) I
C-21 IC 12
 SEE IC # 12
NAVAIR 00-80T-122

SPOT6

NIGHT
PITCH/ROLL
2/4
PIT~~~OLL 2/4
LPD 17
PORT
APPROACH

AH-1Z LAUNCH AND RECOVERY ENVELOPES

-----
Figure C- 7. AH- 1Z Launch and Recovery Envelopes for LPD 17 Class Ships Spot 6, Port
I Approach (Sheet 4)

IC 12 C-22
 NAVAIR 00-80T-122

APPENDIX D

AV--8B Specifications/Wind Limitations

D.1 LAUNCH AND RECOVERY WIND LIMITATIONS

The safe launch/recovery wind limitations aboard specific ships are shown in Figures D-1 through D-3

D-1 ORIGINAL
NAVAIR 00-80T-122

SHIP WOD SPOT LIMITATIONS

~: (1) SHIP WOD LIMITATIONS ARE BASED ON SHIP SUPERSTRUCTURE INDUCED

TURBULENCE, AIRCRAFT CROSSWIND LIMITS, AND ADEQUACY OF VISUAL
REFERENCES.
(2) VISUAL REFERENCE LIMITS ARE INDICATED BY~.
(3) VTO OPERATIONS ARE RECOMMENDED WITH THE AIRCRAFT POINTED INTO THE
RELATIVE WIND.
(4) MAXIMUM CROSSWIND COMPONENT 15 KNOTS.
(5) APPLY 25-KNOT WOD PERFORMANCE CORRECTION TO VTO WEIGHT FOR VTO
OPERATIONS WITH CROSSWIND COMPONENT GREATER THAN 10 KNOTS.
(6) VTO OPERATIONS MUST BE CONDUCTED WITHIN THE VISUAL LIMITS.
(7) DAY ONLY.
(B) TAV·BB AIRCRAFT OPERATIONS ARE PROHIBITED ON LPD-CLASS SHIPS.

Figure D-1. AV−8B Launch and Recovery Envelopes For LPD-4 Class Ships, Spot 1 VTO (Sheet 1 of 4)

ORIGINAL D-2
 NAVAIR 00-80T-122

SHIP WOD SPOT LIMITATIONS

NOTES: (1) SHIP WOD LIMITATIONS ARE BASED ON SHIP SUPERSTRUCTURE INDUCED
TURBULENCE, AIRCRAFT CROSSWIND LIMITS, AND ADEQUACY OF VISUAL
REFERENCES.
(2) VTO OPERATIONS ARE RECOMMENDED WITH THE AIRCRAFT POINTED INTO THE
RELATIVE WINO.
{3) MAXIMUM CROSSWIND COMPONENT 15 KNOTS.
(4) APPLY 25-KNOT WOO PERFORMANCE CORRECTION TO VTO WEIGHT FOR VTO
OPERATIONS WITH CROSSWIND COMPONENT GREATER THAN 10 KNOTS.
(5) DAY ONLY.
(6) TAV-BB AIRCRAFT OPERATIONS ARE PROHIBITED ON LPD-CLASS SHIPS.

Figure D-1. AV−8B Launch and Recovery Envelopes for LPD-4 Class Ships, Spot 2 VTO (Sheet 2)

D-3 ORIGINAL
NAVAIR 00-80T-122

210° 200° 190° 180° 170° 160° 150°

NOTES: (1) SHIP WOD LIMITATIONS ARE BASED ON SHIP SUPERSTRUCTURE INDUCED
TURBULENCE, AIRCRAFT CROSSWIND LIMITS, AND ADEQUACY OF VISUAL
REFERENCES.
(2) VISUAL REFERENCE LIMITS ARE INDICATED BY~.
(3) VL OPERATIONS ARE RECOMMENDED WITH THE AIRCRAFT POINTED INTO THE
RELATIVE WIND.
(4) VL OPERATIONS MUST BE CONDUCTED WITHIN THE VISUAL LIMITS.
(5) MAXIMUM CROSSWIND COMPONENT 15 KNOTS.
(6) APPLY 25-KNOT WOD PERFORMANCE CORRECTION TO VL WEIGHT FOR VL
OPERATIONS WITH CROSSWIND COMPONENT GREATER THAN 10 KNOTS.
(7) DAY ONLY.
(8) TAV-BB AIRCRAFT OPERATIONS ARE PROHIBITED ON LPD-CLASS SHIPS.

Figure D-1. AV−8B Launch and Recovery Envelopes for LPD-4 Class Ships, Spot 1 VL (Sheet 3)

ORIGINAL D-4
 NAVAIR 00-80T-122

SHIP WOD SPOT LIMITATIONS

~: (1) SHIP WOO LIMITATIONS ARE BASED ON SHIP SUPERSTRUCTURE INDUCED

TURBULENCE, AIRCRAFT CROSSWIND LIMITS, AND ADEQUACY OF VISUAL
REFERENCES.
(2) VISUAL REFERENCE LIMITS ARE INDICATED BY~.
(3) VL OPERATIONS ARE RECOMMENDED WITH THE AIRCRAFT POINTED INTO THE
REUTIVE WIND.
(4) VL OPERATIONS MUST BE CONDUCTED WITHIN THE VISUAL LIMITS.
(5) MAXIMUM CROSSWIND COMPONENT 15 KNOTS.
(6) APPLY 25-KNOT WOD PERFORMANCE CORRECTION TO VL WEIGHT FOR VL
OPERATIONS WITH CROSSWIND COMPONENT GREATER THAN 10 KNOTS.
(7) DAY ONLY.
(8) TAV-85 AIRCRAFT OPERATIONS ARE PROHIBITED ON LPD-CLASS SHIPS.

Figure D-1. AV−8B Launch and Recovery Envelopes for LPD-4 Class Ships, Spot 2 VL (Sheet 4)

D-5 ORIGINAL
NAVAIR 00-80T-122

Shill'S
Centerline

350 000
340 010 020 LPD 17 Class
330 030 Spot1
VTO
320 040

310 050

300 060

290 070

280 080

270 < 090

260 100

250 110

120
240
130
230
220 140

210 150
200 401<1 160
190 180 170

NOTES: (1) Ship WOD limitations are based on ship superstructure induced turbulence, aircraft
crosswind limits, and adequacy of visual references.
(2) VTO operations must be conducted within the visual limits represented by the V-" symbol.
(3) Ship anemometer location results in neither port nor starboard anemometer, indicating
windward winds when the wind is within +10 deg of the bow. Use of either pmt or
starboard anemometer is acceptable for winds +10 deg of the bow. Recommend wind
bearings greater than 20 deg off the bow be used to the maximum extent possible for
operations to best avoid inaccmate anemometer wind readings.
(4) VTO operations are recommended with the aircraft pointed into the relative wind for ease
of translation and conversion to conventional flight.
(5) Maximum crosswind component is 15 kt.
(6) Apply 25 kt WOD performance correction to VTO weight for VTO operations with
crosswind component greater than 10 kt to account for the engine bleed required during
transition to conventional flight.

Figure D-2. AV−8B Launch and Recovery Envelopes for LPD-17 Class Ships, Spot 1 VTO (Sheet 1 of 4)

ORIGINAL D-6
 NAVAIR 00-80T-122

Shit>'s
Centerline
000
350
010
340 020 LPD 17 Class
330 030 Spot1
VL

300
060

290 070

280 080

270 ~ < 090

100
260

250 110

120
240

210 150
200 40kt 160
190 170
180

NOTES: (1) Ship WOD limitations are based on ship superstructure induced turbulence, aircraft
crosswind limits, and adequacy of visual references.
(2) VL operations must be conducted within the visual limits represented by the V-'> symbol.
(3) Ship anemometer location results in neither port nor starboard anemometer, indicating
windward winds when the wind is within +10 deg of the bow. Use of either port or
starboard anemometer is acceptable for winds +10 deg of the bow. Recommend wind
bearings greater than 20 deg off the bow be used to the maximum extent possible for
operations to best avoid inaccurate anemometer wind readings.
(4) VL operations are recommended with the aircraft pointed into the relative wind or aligned
with the ship's bow.
(5) Maximum crosswind component is 15 kt.
(6) Apply 25 kt WOD performance correction to VL weight for VL operations with crosswind
component greater than 10 kt to account for the engine bleed required during transition to
conventional flight
(7) Due to hot gas re-ingestion, recommend Spot 1 operations only with adequate power
margin ofNATOPS or LSO-TAPS computed VL minus 400 lb.
(8) Cross to spot using 45-60 deg approach.
(9) Decelerate up the port side for a port to starboard translation for port winds and up the
starboard side for a starboard to port translation for starboard winds.

Figure D-2. AV−8B Launch and Recovery Envelopes for LPD-17 Class Ships, Spot 1 VL (Sheet 2)

D-7 ORIGINAL
NAVAIR 00-80T-122

Shill'S
Cente1·1i11e

350 000
340 010 020 LPD17 Class
330 030 Spot 2
VTO
320 040

310

300 060

290 070

280 080

270 090

260 100

250 110

240 120

230

210 150
200 40 1<1 160
190 180 170

N OTES: (1) Ship WOD limitations are based on ship superstructure induced turbulence, aircraft
cross\-Vind limits, and adequacy of visual references.
(2) Ship anemometer location results in neither port nor starboard anemometer, indicating
'Windward 'Winds when the wind is \-Vithin +10 deg of the bow. U se of either port or
starboard anemometer is acceptable for winds + 10 deg of the bow. Recommend 'Wind
bearings greater than 20 deg off the bow be used to the maximum extent possible for
operations to best avoid inaccurate anemometer \-'\lind readings.
(3) V TO operations are recommended \-'\lith the aircraft pointed into the relative \-'\lind for ease
of translation and conversion to conventional flight.
(4) Maximum cross\-Vind component is 15 kt..
(5) Apply 25 kt WOD perfomlance conection to VTO weight for VTO operations \-'\lith
cross\-Vind component greater than 10 kt. to account for the engine bleed required during
transition to conventional flight.

Figure D-2. AV−8B Launch and Recovery Envelopes for LPD-17 Class Ships, Spot 2 VTO (Sheet 3)

ORIGINAL D-8
 NAVAIR 00-80T-122

Shill'S
Centerline
350 000
340 010 020 LPD17 Class
Spot2
VL

290 070

280 080

270 090

260 100

250 110

210 150
200 40kt 160
190 180 170

NOTES: (1) Ship WOD limitations are based on ship superstmcture induced turbulence, aircraft
crosswind limits, and adequacy of visual references.
(2) VL operations must be conducted within the visual limits represented by the V-7 symbol.
(3) Ship anemometer location results in neither p01t nor starboard anemometer, indicating
windward winds when the wind is within +10 deg of the bow. Use of either p01t or
starboard anemometer is acceptable for winds +10 deg of the bow. Recommend wind
beruings greater than 20 deg off the bow be used to the maximum extent possible for
operations to best avoid inaccurate anemometer wind readings.
(4) VL operations are recommended with the aircraft pointed into the relative wind.
(5) Maximum crosswind component is 15 kt.
(6) Apply 25 kt WOD perfonnance conection to VL weight forVL operations with crosswind
component greater than 10 kt to account for the engine bleed required during u·ansition to
conventional flight.
(7) Decelerate up the p01t side for a port to starboard u·anslation for port winds and up the
starboard side for a stru·boru-d to port tnmslation for stru·boru·d winds.

Figure D-2. AV−8B Launch and Recovery Envelopes for LPD-17 Class Ships, Spot 2 VL (Sheet 4)

D-9 ORIGINAL
NAVAIR 00-80T-122

1. The optimal hover altitude is 40 ft above the spot for both spots. This altitude correlates with the pilot eye
level at the top of HCS windows and the top of the superstructure on the starboard side of the ship.
2. To achieve the 40 ft hover, the decel should be planned to bring the aircraft to 80 ft abeam
the spot or start an earlier cross at 90−100 ft.
3. Preferred approach is a stern to bow approach. Decel to hover should maintain nose into the relative wind.
Decel up the starboard side of the ship for starboard winds, and port side for port winds. Bow to stern
approaches and starboard to port cross axial approaches are recommended only under emergency
situations due to visual restrictions of the approach from HCS. Port to starboard cross axial approaches
provided the least restricted observation from HCS for a nonstandard approach.
4. VTO accelerating transitions should also be done by transitioning off the starboard side for starboard winds
and off the port side for port winds.
5. Maximum crosswind component is 15 kt for all VTOL operations.
6. For LPD 17 Class ships, anemometer location results in neither port nor starboard anemometer, indicating
windward winds when the wind is within +10 deg of the bow. Use of either port or starboard anemometer is
acceptable for winds +10 deg of the bow. Recommend wind bearings greater than 20 deg off the bow be used
to the maximum extent possible for operations to best avoid inaccurate anemometer wind readings.
7. For bow winds, the winds in a hover over both spots may not match the anemometer called winds, up to "40
deg off bow. The aircraft wind vane may oscillate significantly in these conditions. Techniques of aligning with
the ship centerline or aligning with the called anemometer wind direction are acceptable.
8. Spot 1 landings are noticeably closer to superstructure compared to LPD 4 class ships. It is preferable to
be angled away from the superstructure during recoveries to reduce chances of hot gas re−ingestion.
9. For winds of 15 kt and above, there is a noticeable wall of airflow that flows around both sides of the
superstructure and meets in the vicinity of the stern. Pilots should be aware:
a. Do not cross aft for Spot 2 to avoid the area where these flows merge.
b. Do not hover aft of Spot 2 to avoid the tail being unpredictably moved by the turbulent flow merge.
c. Be prepared to increase control input to cross (more aileron, more forward pitch, more power) through
this airflow and then make a counter correction after passing through.
d. Recommend flight with rudder pedal shakers “ON” as rapid relative wind changes are prone to occur
passing these airflows.
10. Spot 1 crossings should be conducted on a 45−60 deg angle to preclude unnecessary proximity to ship’s
superstructure during the cross.
11. Deck motion in roll is more pronounced on the LPD and results in left or right drifts at touchdown, all
attempts should be made to land on a level deck. Operations above steady deck ("5 deg roll/"1 deg
pitch) motion should be approached with caution.
12. Due to hot gas re−ingestion, recommend Spot 1 operations only with adequate power margin of
LSO−TAPS computed VL minus 400 lb. Spot 1 hover corrections away from the superstructure are
magnified by the proximity to the superstructure and likely to cause jet exhaust rebounding. Caution
should be taken not to overcontrol the hover and come down while conducting Spot 1 operations.
13. Visual cues for fore/aft alignment are variable with the relative wind; however, a nominal placement of
the pilot’s head just aft of the Fuel Station numbers on the scuppers can be used for course alignment to
both Spot 1 and Spot 2.
14. For multiple AV−8B recoveries in short succession, recommend landing at Spot 2 and taxi to forward
spots prior to recovering second aircraft at Spot 2.
15. Consideration should be given to the lack of SINS capability onboard LPD 17 class ships if alternate
alignment methods are not available on the aircraft.

Figure D-3. LPD-17 Operational Notes

ORIGINAL D-10
 NAVAIR 00-80T-122

APPENDIX E

UH-1 Specifications/Egress/
Wind Limitations
E.1 SPECIFICATIONS

Refer to Figures E-1 and E-2 for UH-1N specifications and tiedown requirements.

E.2 EGRESS

The UH-1 normally carries a pilot, a copilot, and a crew chief and is capable of carrying up to eight passengers. Four
passengers sit side by side on an athwartship-oriented, bench-type seat and two each can be positioned on each side
of the transmission facing out. There is a jettisonable escape window in the cargo doors on either side of the aircraft
adjacent to the ends of the four-passenger seat. These escape windows are the pull-in type. A jettisonable door is
located immediately adjacent to both the pilot and the copilot. (Refer to Figure E-3.)

E.3 LAUNCH AND RECOVERY WIND LIMITATIONS

The safe launch/recovery and engage/disengage wind limitations aboard specific ships are shown in Figures E-4
through E-8. Unless otherwise specified, the envelopes:

1. Are based on steady state winds measured by windward mast-mounted anemometer. Limiting velocities
indicated on wind charts represent maximums for steady state, nonturbulent winds. During gusty wind
conditions and/or pitching decks, if the gust spread is 10 knots or more, reduce the maximum winds allowed
for rotor engagement and disengagement by 10 knots in all quadrants.

2. Are defined relative to the ship’s centerline.

3. Are valid for a normal approach to the stop, with the helicopter aligned with the ship’s lineup line at touchdown.

4. Are valid for all certified lighting configurations.

5. Will be shaded to distinguish day limits from night limits.

6. Will be surrounded with a striped border when applicable to emergency conditions resulting in any single
failure of the helicopter (ASE, hydraulic boost, or engine).

7. Are valid for PAC in either seat.

8. Are valid for all approved aircraft loading configurations and gw and cg conditions, provided power available
exceeds power required to hover out of ground effect.

The safe launch and recovery wind limitations for all helicopters aboard air-capable ships are presented in this
appendix. The limits present the maximum safe wind over the deck relative to the ship. When the limits for a particular
combination of helicopter and ship are not shown, the envelope in Figure E-4 is mandatory (with the exception of
the V-22). Operations should not be conducted on air-capable ships not certified or waivered. The limits are
categorized for day, night, and ship motion.

E-1 ORIGINAL
NAVAIR 00-80T-122

Wind limits presented in this appendix are based on currently available flight test data. Comments/questions about
the wind envelopes should be addressed to:

Commander
Naval Air Systems Command (AIR-4.0P)
22244 Cedar Point Road, Building 460
Patuxent River, MD 20670-1163

Note
 Considerable difference may exist between the flight deck winds and those
measured by mast-mounted anemometers. For most ships, aircraft zero
wind hover torque is often the best approximation to shipboard hover
torque requirements for all wind conditions; however, additional power
margin (5 to 10 percent torque) may be required to approach, overcome
turbulence, decelerate, or depart the flight deck vicinity. Shipboard power
available is based upon the contingency power rating. Envelope regions
exhibiting hover torque requirements in excess of flight manual zero wind
hover torque are designated by an appropriate note.

 Operations shall be adjusted to minimize excessive ship motion. Launch

and recovery should be timed to coincide with periods of minimum ship
motion.

 Localized turbulence may make flight operations hazardous. Common

sources of such turbulence are: (1) ship stack gases/wash, (2) ship
superstructures, (3) deck protrusions, (4) rotorwash or jet blast.

 For LPD 17 class ships, anemometer location results in neither port nor
starboard anemometer indicating windward winds when the wind is within
$10 degrees of the bow. Use of either port or starboard anemometer is
acceptable for winds $10 degrees of the bow, except where otherwise
noted on the specific envelope.

E.4 INTEROPERABILITY MATRICES

Matrices in APP 2/MPP 2 Volume II tabulate feasible ship/helicopter combinations and the capability for landing,
VERTREP, and HIFR operations for cross operation between fleet helicopters and ships for NATO, Partnership for
Peace, Inter-American Navies, Middle East and Pacific Rim nations. Refer to these publications for guidance on the
use of the matrices.

ORIGINAL E-2
 NAVAIR 00-80T-122

~~ n _c=--------Q,

" u

NWP0044

Attaching chains to tow rings on skids is not

authorized for initial or permanent tiedowns but
may be considered if conditions require tiedowns
in excess of 12 points.

Figure E-1. UH-1 Tiedown

E-3 ORIGINAL
NAVAIR 00-80T-122

MODEL UH-1N
POWER 2 - T 400-CP-400
CREW 2
MAXIMUM RANGE 250 nm at 118 knots
MAXIMUM SPEED 130 knots
ENDURANCE 2.85 hr at 64 knots
WEIGHT: Basic 6,300 lb
Maximum 10,500 lb
FUEL: Type JP-4/JP-5
Capacity 212 gal

CARGO/ PASSENGER CAPABILITY: 5,000 lb external hook; 600 lb personnel hoist; seats for 13 passengers;
6 litters; 220 ft internal cargo space.

1 - - - - - - - - - - - - - 5 7FT3.31N-------

1.131N.
9FT!:U
_.1 \.---2 FT 6.6 IN

11.51N.
MINIMUM CLEARANCE
LOWEST PART OF SHIP NWP0045

Figure E-2. UH-1N Iroquois

ORIGINAL E-4
 NAVAIR 00-80T-122

I FIRE 2 PULL

@
0
:

~.~:~~~:SHE~
3. CREW DOO ION SYSTEM
4. FIRST AID K~ WINDOW (2)
5. JETTISONAB~~4)
~- CREW DOOR ~2~RGO DOOR (2)
6. PASSENGER

9. EXTERNAL ST0~~2R
. JETTISONABLE
JETTISON HANDL~
RELEASE- CRE DOOR (2)

DOOR WINDOW~~;)SENGER CARGO NWP0267

Figure E-3. UH-1 Emergency Exits and Equipment

E-5 ORIGINAL
NAVAIR 00-80T-122

NOTES
• HELICOPTER ALIGNED WITH SHIPS LINEUP LINE
AND WIND SHOWN RELATIVE TO AIRCRAFT'S
NOSE. IF THE SHIP'S LINEUP LINE IS NOT
FORE/AFT, THEN THIS ENVELOPE WILL BE
ROTATED TO THE ANGLE OF THE LINEUP LINE.

• THIS WIND ENVELOPE IS MANDATORY FOR ALL

U.S. HELICOPTER AND U.S. SHIP COMBINATIONS
NOT LISTED ELSEWHERE IN THIS APPENDIX.

1l
350 25 KTS 010

315 045

NIGHT
PITCH/ROLL
2 /4

LAUNCH AND RECOVERY ENVELOPES

WITH NO OTHER ENVELOPE IDENTIFIED

Figure E-4. General Launch and Recovery Envelope

ORIGINAL E-6
 NAVAIR 00-80T-122

H1 N-IX514-01A

25 KTS

310
060

285

STERN
NIGHT
PITCH/ROLL
4/4
APPROACH
IX 514
UH-1 N LAUNCH AND RECOVERY ENVELOPES

Figure E-5. UH-1N Launch and Recovery Envelope for IX 514 Class Ships

E-7 ORIGINAL
NAVAIR 00-80T-122

H1N-LPD4-01A

SPOT 1

25 KTS

290

X X
PORT NIGHT
PITCH/ROLL
3/6
LPD4
APPROACH ..,..__------1
PIT~H~~OLL 3 I 6

UH-1 N LAUNCH AND RECOVERY ENVELOPES

Figure E-6. UH-1N Launch and Recovery Envelopes for LPD 4 Class Ships Spot 1, Port Approach
(Sheet 1 of 8)

ORIGINAL E-8
 NAVAIR 00-80T-122

H1 N-LPD4-02A

SPOT2

35 KTS

30

055

X
PORT NIGHT
PITCH/ROLL
3/6
LPD4
APPROACH ..,..__------1
PIT~H~~OLL 3 I 6

UH-1 N LAUNCH AND RECOVERY ENVELOPES

Figure E-6. UH-1N Launch and Recovery Envelopes for LPD 4 Class Ships Spot 2, Port Approach
(Sheet 2)

E-9 ORIGINAL
NAVAIR 00-80T-122

H1N-LPD4-03A

SPOT 1

-1 180

X X

STARBOARD PITCH/ROLL
NIGHT 3/6
LPD4 APPROACH ~-----J--/-6~
PIT~H~~OLL

UH-1 N LAUNCH AND RECOVERY ENVELOPES

Figure E-6. UH-1N Launch and Recovery Envelopes for LPD 4 Class Ships Spot 1, Starboard Approach
(Sheet 3)

ORIGINAL E-10
 NAVAIR 00-80T-122

H1 N-LPD4-04A

SPOT2

325

X
STARBOARD PITCH/ROLL
NIGHT 3/6
LPD4 APPROACH ~-----J--/-6~
PIT~H~~OLL

UH-1 N LAUNCH AND RECOVERY ENVELOPES

Figure E-6. UH-1N Launch and Recovery Envelopes for LPD 4 Class Ships Spot 2, Starboard Approach
(Sheet 4)

E-11 ORIGINAL
NAVAIR 00-80T-122

H1 N-LPD4-05B

SPOT3
WINDS FROM 060 - 090 RELATIVE TO SHIP BOW MAY
INCREASE THE TORQUE REQUIRED TO HOVER BY AS

I \
MUCH AS 15 PERCENT ABOVE THE UH-1N NATOPS HOGE
TORQUE VALUES
NOTES
• NIGHT UNAIDED APPROACH DIRECTLY TO SPOT 3 IS
NOT AUTHORIZED DUE TO INADEQUATE LIGHTING
I \
• UNAIDED LOW HOVER TAXI FROM SPOT 1 WITH
RECOVERY AT SPOT 3 1SAUTHORIZED
I
350 010
25 KTS I

X
-
3

X X
NIGHT
PITCH/ROLL
2 /4
LPD4 STERN
APPROACH ...P-IT-
gH_~~-O-LL_2
__ ,_6___.
UH-1 N LAUNCH AND RECOVERY ENVELOPES

Figure E-6. UH-1N Launch and Recovery Envelopes for LPD 4 Class Ships Spot 3, Stern Approach
(Sheet 5)

ORIGINAL E-12
 NAVAIR 00-80T-122

H1 N-LPD4-06B

SPOT4
NOTES
A
• NIGHT UNAIDED APPROACH DIRECTLY TO SPOT 4
IS NOT AUTHORIZED DUE TO INADEQUATE
LIGHTING I \
• UNAIDED LOW HOVER TAXI FROM SPOT 1 WITH
RECOVERY AT SPOT 41SAUTHORIZED

X X
NIGHT
PITCH/ROLL
2 /4
LPD4 STERN
APPROACH~P-IT-
~A-~_0L_L_2__/_6~
UH-1 N LAUNCH AND RECOVERY ENVELOPES
HOPACS-F029

Figure E-6. UH-1N Launch and Recovery Envelopes for LPD 4 Class Ships Spot 4, Stern Approach
(Sheet 6)

E-13 ORIGINAL
NAVAIR 00-80T-122

H1N-LPD4-07B

SPOTS

WINDS FROM 060 - 090 RELATIVE TO SHIP BOW MAY

INCREASE THE TORQUE REQUIRED TO HOVER BY AS

I \
MUCH AS 15 PERCENT ABOVE THE UH-1 N NATOPS HOGE
TORQUE VALUES
NOTES
• NIGHT UNAIDED APPROACH DIRECTLY TO SPOT 5 IS
NOT AUTHORIZED DUE TO INADEQUATE LIGHTING
I \
• UNAIDED LOW HOVER TAXI FROM SPOT 2 WITH
RECOVERY AT SPOT 51SAUTHORIZED

X X

NIGHT
PITCH/ROLL
2 /4
LPD4 STERN
APPROACH ....P-IT-
~H-~~-O-LL_2
__ ,_6___.
UH-1 N LAUNCH AND RECOVERY ENVELOPES
HOPACS-F030

Figure E-6. UH-1N Launch and Recovery Envelopes for LPD 4 Class Ships Spot 5, Stern Approach
(Sheet 7)

ORIGINAL E-14
 NAVAIR 00-80T-122

H1N-LPD4-08B

SPOTS
NOTES
• NIGHT UNAIDED APPROACH DIRECTLY TO SPOT 6
IS NOT AUTHORIZED DUE TO INADEQUATE
LIGHTING I \
• UNAIDED LOW HOVER TAXI FROM SPOT 2 WITH
RECOVERY AT SPOT61SAUTHORIZED

X
NIGHT
PITCH/ROLL
2 /4
LPD4 STERN
APPROACH~P-IT-C~-'~o_L_L_2__/_6~
UH-1 N LAUNCH AND RECOVERY ENVELOPES
HOPACS-F031

Figure E-6. UH-1N Launch and Recovery Envelopes for LPD 4 Class Ships Spot 6, Stern Approach
(Sheet 8)

E-15 ORIGINAL
NAVAIR 00-80T-122

H1N-LPD17-018

SPOTS 1, 2

055

UNAIDED
' PITCH/ROLL
2I4 I

PIT~~~OLL 2I4
PORT
LPD 17 APPROACH PITC H~~OLL
0
2I4
UH-1 N LAUNCH AND RECOVERY ENVELOPES
HOPACS-F032

Figure E-7. UH-1N Launch and Recovery Envelopes for LPD 17 Class Ships Spots 1 and 2, Port
Approach (Sheet 1 of 5)

ORIGINAL E-16
 NAVAIR 00-80T-122

H1N-LPD17-02B

SPOTS 1, 2

I UNAIDED
PITCH/ROLL
2I4 1

PITC!~~~OLL 2I4
STARBOARD
LPD 17 APPROACH PITC~~~OLL 2I4
UH-1N LAUNCH AND RECOVERY ENVELOPES
HOPACS-F033

Figure E-7. UH-1N Launch and Recovery Envelopes for LPD 17 Class Ships Spots 1 and 2, Starboard
Approach (Sheet 2)

E-17 ORIGINAL
NAVAIR 00-80T-122

H1N-LPD17-03B

SPOT4

I
-
UNAIDED
PITCH/ROLL
2I4 1

PITC~~OLL
2I 4
LPD 17 A p~~~! C H ._P_Ir_c~-
~~-O-LL_2_ _/_4___.
UH-1 N LAUNCH AND RECOVERY ENVELOPES
HOPACS-F034

Figure E-7. UH-1N Launch and Recovery Envelopes for LPD 17 Class Ships Spot 4, Port Approach
(Sheet 3)

ORIGINAL E-18
 NAVAIR 00-80T-122

H1N-LF'017-05B

SPOTS

t"'
2I4
.,~-----.

~ UNAIDED
' PITCH/ROLL ~
2 I4PIT~~~OLL
PORT 2 /4 DAY
LPD 17 APPROACH~P-
IT-
CH-
/R-
OL_
L ----~

UH-1 N LAUNCH AND RECOVERY ENVELOPES

HOPACS-F035

Figure E-7. UH-1N Launch and Recovery Envelopes for LPD 17 Class Ships Spot 6, Port Approach
(Sheet 4)

E-19 ORIGINAL
NAVAIR 00-80T-122

H1N-LPD17-06B

SPOTS 3, 5

I UNAIDED
PITCH/ROLL
2I4 1

2I4
PITC!~~~OLL
STARBOARD
APPROACH
2I4
......______....
DAY
LPD 17 PITCH/ROLL

UH-1N LAUNCH AND RECOVERY ENVELOPES

HOPACS-F036

Figure E-7. UH-1N Launch and Recovery Envelopes for LPD 17 Class Ships Spots 3 and 5, Starboard
Approach (Sheet 5)

ORIGINAL E-20
 NAVAIR 00-80T-122

H1N-LSD41-01A

SPOTS 1, 2

055

PORT NIGHT
PITCH/ROLL
3/6
APPROACH ..,..__------1
LSD 41/49 PIT~H~~OLL 3 I 6

UH-1 N LAUNCH AND RECOVERY ENVELOPES

Figure E-8. UH-1N Launch and Recovery Envelopes for LSD 41/49 Class Ships Spots 1 and 2, Port
Approach (Sheet 1 of 2)

E-21 ORIGINAL
NAVAIR 00-80T-122

H1N-LSD41-02A

SPOTS 1, 2

350 35 KTS 010

045
310

NIGHT
PITCH/ROLL
3/6
STARBOARD ~--------~
APPROACH
LSD 41/49
UH-1 N LAUNCH AND RECOVERY ENVELOPES

Figure E-8. UH-1N Launch and Recovery Envelopes for LSD 41/49 Class Ships Spots 1 and 2, Starboard
Approach (Sheet 2)

ORIGINAL E-22
 NAVAIR 00-80T-122

APPENDIX F

H--3 Specifications/Egress/Wind Limitations

F.1 LAUNCH AND RECOVERY WIND LIMITATIONS

The safe launch/recovery and engage/disengage wind limitations aboard specific ships are shown in Figures F-1
through F-3.

F-1 ORIGINAL
NAVAIR 00-80T-122

H3-CG47-0 1A

NOTES
• MAXIMUM GROSS WEIGHT: 19,000 LB
A
• WIND OVER DECK SHALL BE SUFFICIENT TO
PROVIDE HOGE CAPABILITY

hoKTS \

4/8
NIGHT
PITCH/ROLL

STERN 4/8
APPROACH~P-IT-~A-~-oL_L----~
CG47
H-3AID/H LAUNCH AND RECOVERY
ENVELOPES

Figure F-1. H−3A/D/H Launch and Recovery Envelopes for CG 47 Class Ships (Sheet 1 of 2)

ORIGINAL F-2
 NAVAIR 00-80T-122

H3-CG47-02A

NOTES
• GROSSWEIGHT: 19,000T020,000LB
A
• WIND OVER DECK SHALL BE SUFFICIENT TO
PROVIDE HOGE CAPABILITY

35 KTS

315

-10

-5

NIGHT
PITCH/ROLL
4/8
STERN
APPROACH ...P-IT-CDH_~~-0-LL
4/8
CG47 _ _ _.....

H-3AID/H LAUNCH AND RECOVERY

ENVELOPES

Figure F-1. H−3A/D/H Launch and Recovery Envelopes for CG 47 Class Ships (Sheet 2 )

F-3 ORIGINAL
NAVAIR 00-80T-122

H3-DDG51 -01A

NOTES
• ENVELOPES VALID FOR ALL ACFT GW/CG CONDITIONS
ALLOWED BY NATOPS PROVIDED AMBIENT CONDITIONS
ALLOW A 10 PERCENT TORQUE MARGIN ABOVE NATOPS
HOVER OUT OF GROUND EFFECT (HOGE) REQUIRED
TORQUE PREDICTION/ \

• DAY/NIGHT ENVELOPES VALID FOR RIGHT AND LEFT SEAT

LANDINGS I
350 360
/35 KTS
I ~

NIGHT
PITCH/ROLL
2/4
STARBOARD
DOG 51 APPROACH
H-3AID/H LAUNCH AND RECOVERY
ENVELOPES

Figure F-2. DDG 51 H−3A/D/H Launch and Recovery Envelopes for DDG 51 Class Ships

ORIGINAL F-4
 NAVAIR 00-80T-122

H3-FFG7-0 1A

WARNING I Clear Deck

• ENVELOPE DEVELOPED DURING STANDARD DAY SEA
LEVEL CONDITIONS AND BASED OF FLYING QUALITI ES ONLY
I \
• CHECK POWER AVAILABLE, HOGE REQUIRED , AND

I \
MINIMUM HEADWIND PRIOR TO COMMENCING APPROACH
AND TAKEOFF
NOTE
• TAKEOFFS SHOULD BE PERFORMED TOWARDS THE
RELATIVE WIND f
345 40 KTS \ 015
330 35

045

295
075

2/4 NIGHT
PITCH/ROLL

STERN
APPROACH ._P_Ir_co_
2I
~_~o_L_L_ _ _7__
FFG 7
H-3A/D/H LAUNCH AND RECOVERY
ENVELOPES

Figure F-3. H−3A/D/H Launch and Recovery Envelopes for FFG 7 Class Ships (Sheet 1 of 2)

F-5 ORIGINAL
NAVAIR 00-80T-122

H3-FFG7-02A

WARNING I Clear Deck

• ENVELOPE DEVELOPED DURING STANDARD DAY SEA
LEVEL CONDITIONS AND BASED OF FLYING QUALITI ES ONLY
I \
• CHECK POWER AVAILABLE , HOGE REQUIRED , AND
MINIMUM HEADWIND PRIOR TO COMMENCING APPROACH

•:::,:~:E::: ( NOTES \

•
I
NIGHT OPERATIONS AUTHORIZED ONLY DURING
EMERGENCY I
~5025 :TS O
r
2

340 020

315 I I045

2/4
NIGHT
PITCH/ROLL

STERN
APPROACH ._P_Ir_co_
2 /4
~_~o_L_L_ _ _...,.
FFG 7
H-3A/D/H DEGRADED RECOVERY ENVELOPES

Figure F-3. H−3A/D/H Launch and Recovery Envelopes for FFG 7 Class Ships (Sheet 2)

ORIGINAL F-6
 NAVAIR 00-80T-122

APPENDIX G

H-6 Specifications/Egress/
Wind Limitations
G.1 SPECIFICATIONS

Refer to Figures G-1 and G-2.

G.2 EGRESS

G.3 LAUNCH AND RECOVERY WIND LIMITATIONS

The safe launch/recovery and engage/disengage wind limitations aboard specific ships are shown in Figure G-3.
Unless otherwise specified, the envelopes:

1. Are based on steady state winds measured by windward mast-mounted anemometer. Limiting velocities
indicated on wind charts represent maximums for steady state, nonturbulent winds. During gusty wind
conditions and/or pitching decks, if the gust spread is 10 knots or more, reduce the maximum winds allowed
for rotor engagement and disengagement by 10 knots in all quadrants.

2. Are defined relative to the ship’s centerline.

3. Are valid for a normal approach to the stop, with the helicopter aligned with the ship’s lineup line at touchdown.

4. Are valid for all certified lighting configurations.

5. Will be shaded to distinguish day limits from night limits.

6. Will be surrounded with a striped border when applicable to emergency conditions resulting in any single
failure of the helicopter (ASE, hydraulic boost, or engine).

7. Are valid for PAC in either seat.

8. Are valid for all approved aircraft loading configurations and gw and cg conditions, provided power available
exceeds power required to hover out of ground effect.

The safe launch and recovery wind limitations for all helicopters aboard air-capable ships are presented in this
appendix. The limits present the maximum safe wind over the deck relative to the ship. When the limits for a particular
combination of helicopter and ship are not shown, the envelope in Figure G-3 is mandatory (with the exception of
the V-22). Operations should not be conducted on air-capable ships not certified or waivered. The limits are
categorized for day, night, and ship motion.

Wind limits presented in this appendix are based on currently available flight test data. Comments/questions about
the wind envelopes should be addressed to:

Commander
Naval Air Systems Command (AIR-4.0P)
22244 Cedar Point Road, Building 460
Patuxent River, MD 20670-1163

G-1 ORIGINAL
NAVAIR 00-80T-122

Note
 Considerable difference may exist between the flight deck winds and those
measured by mast−mounted anemometers. For most ships, aircraft zero
wind hover torque is often the best approximation to shipboard hover
torque requirements for all wind conditions; however, additional power
margin (5 to 10 percent torque) may be required to approach, overcome
turbulence, decelerate, or depart the flight deck vicinity. Shipboard power
available is based upon the contingency power rating. Envelope regions
exhibiting hover torque requirements in excess of flight manual zero wind
hover torque are designated by an appropriate note.

 Operations shall be adjusted to minimize excessive ship motion. Launch

and recovery should be timed to coincide with periods of minimum ship
motion.

 Localized turbulence may make flight operations hazardous. Common

sources of such turbulence are: (1) ship stack gases/wash, (2) ship
superstructures, (3) deck protrusions, (4) rotorwash or jet blast.

 For LPD 17 class ships, anemometer location results in neither port nor
starboard anemometer indicating windward winds when the wind is within
$10 degrees of the bow. Use of either port or starboard anemometer is
acceptable for winds $10 degrees of the bow, except where otherwise
noted on the specific envelope.

G.4 INTEROPERABILITY MATRICES

Matrices in APP 2/MPP 2 Volume II tabulate feasible ship/helicopter combinations and the capability for landing,
VERTREP, and HIFR operations for cross operation between fleet helicopters and ships for NATO, Partnership for
Peace, Inter-American Navies, Middle East and Pacific Rim nations. Refer to these publications for guidance on the
use of the matrices.

ORIGINAL G-2
 NAVAIR 00-80T-122

1--------- 32.06 --------1

1-- - - - - 22.53 - - - - --1
5.2 0 1 1 6.01

l~:t==~~=
8.20
f 7.67
7.20
ro.7s
! ! j
~ 6.45 ~ NOTES:
1. HELICOPTER ON GROUND.
(MAXIMUMi COMPRESSED DIMENSION= 6.80)
(See Note 1)
2. ALL DIMENSIONS IN FEET.

Figure G-1. AH/MH-6J Dimensions

G-3 ORIGINAL
NAVAIR 00-80T-122

TIEDOWN FITTINGS ARE LOCATED ON THE FORWARD

AND AFT CORNERS OF THE MK III/IV PLANK AT THE
ENTRANCE TO THE CARGO COMPARTMENT.

• THE LONGITUDINAL AXIS OF THE AIRCRAFT

MUST BE ALIGNED WITH THE SHIP'S HEADING.
• THE TIEDOWN CHAINS MUST BE
APPROXIMATELY 70-80° FROM THE
LONGIT UDINA L AXIS OF THE AIRCRAFT TO
PREVENT EXCESSIVE LOA DS FROM PULLING
THE TIEDOWN FITTINGS OUT OF THE
A IRCRAFT. THE T IEDOWN FITTINGS ARE
EXTREMELY LIMITED IN LONGITUDINAL
STRENGTH.
• ADDITIONAL CHAINS WILL ONLY CAUSE THE
TIEDOWN FITTINGS TO FAIL IN THE
LONGITUDINAL AXIS.

THESE RECOMMENDED CONF IGURATIONS ARE BASED

ON JSHIP ANALYSIS. THEY ARE NOT DIRECTIVE IN
NATURE .

Figure G-2. AH/MH-6J Initial Tiedown Configurations (Recommended)

ORIGINAL G-4
 NAVAIR 00-80T-122

All -ACS-0 1C

NOTES
• HELICOPTER ALIGNED WITH SHIPS LINEUP LINE
AND WIND SHOWN RELATIVE TO AIRCRAFT'S
NOSE IF THE SHIP'S LINEUP LINE IS NOT
FORE/AFT, THEN THIS ENVELOPE WILL BE
ROTATED TO THE ANGLE OF THE LINEUP LINE

• THIS WIND ENVELOPE IS MANDATORY FOR ALL

U_S_ HELICOPTER AND U_S_ SHIP COMBINATIONS
NOT LISTED ELSEWHERE IN THISAPPENDIX-

l
350 25 KTS 010

315 045

NIGHT
PITCH/ROLL
2 /4
PITC~~~OLL 2I4
LAUNCH AND RECOVERY ENVELOPES
WITH NO OTHER ENVELOPE IDENTIFIED
HOPACS-F020

Figure G-3. General Launch and Recovery Envelope

G-5/(G-6 blank) ORIGINAL

 NAVAIR 00-80T-122

APPENDIX H

H-46 Specifications/Egress/
Wind Limitations
H.1 SPECIFICATIONS

Refer to Figures H-1 and H-2.

H.2 EGRESS
The CH-46 normally carries a pilot, copilot, and crew chief plus up to 25 troops may be transported. The cabin area
can accommodate the installation of litters for carrying disabled personnel. Installation of the litters may obstruct
some emergency escape windows. The cabin area may also be used to carry cargo or a combination of cargo and
troops.
The diagram of the emergency exits (Figure H-3) shows the availability of the rear loading ramp and cargo hatch and
the rescue hatch for an emergency exit.
The escape hatch (windows) are actuated by pulling out a tape stretched across the top of the window and the window
opened by pushing outboard.
The main entrance door, which may be used as an emergency exit, is of a clamshell design with the door opening
from the center upward and downward. Opening of either half of the door by using the separate handles provided
for each half would allow for the emergency egress of personnel.
The forward emergency escape hatch located on the port side opposite the main entrance door may be opened in an
emergency by pulling out on a tape that is attached across the hatch at approximately one-third of its height from the
bottom and pushing outboard on the door panel.
Gun mounting lugs are provided at the escape hatch and the main hatch (refer to Figure H-3). Installation of guns
at these positions will impede, if not prevent, emergency egress from these hatches.
H.3 LAUNCH AND RECOVERY WIND LIMITATIONS

The safe launch/recovery and engage/disengage wind limitations aboard specific ships are shown in Figures H-4
through H-13. Unless otherwise specified, the envelopes:
1. Are based on steady state winds measured by windward mast-mounted anemometer. Limiting velocities
indicated on wind charts represent maximums for steady state, nonturbulent winds. During gusty wind
conditions and/or pitching decks, if the gust spread is 10 knots or more, reduce the maximum winds allowed
for rotor engagement and disengagement by 10 knots in all quadrants.
2. Are defined relative to the ship’s centerline.
3. Are valid for a normal approach to the stop, with the helicopter aligned with the ship’s lineup line at touchdown.
4. Are valid for all certified lighting configurations.
5. Will be shaded to distinguish day limits from night limits.
6. Will be surrounded with a striped border when applicable to emergency conditions resulting in any single
failure of the helicopter (ASE, hydraulic boost, or engine).
7. Are valid for PAC in either seat.
8. Are valid for all approved aircraft loading configurations and gw and cg conditions, provided power available
exceeds power required to hover out of ground effect.

H-1 ORIGINAL
NAVAIR 00-80T-122

The safe launch and recovery wind limitations for all helicopters aboard air-capable ships are presented in this
appendix. The limits present the maximum safe wind over the deck relative to the ship. When the limits for a particular
combination of helicopter and ship are not shown, the envelope in Figure H-4 is mandatory (with the exception of
the V-22). Operations should not be conducted on air-capable ships not certified or waivered. The limits are
categorized for day, night, and ship motion.
Wind limits presented in this appendix are based on currently available flight test data. Comments/questions about
the wind envelopes should be addressed to:
Commander
Naval Air Systems Command (AIR-4.0P)
22244 Cedar Point Road, Building 460
Patuxent River, MD 20670-1163

Note
 Considerable difference may exist between the flight deck winds and those
measured by mast-mounted anemometers. For most ships, aircraft zero
wind hover torque is often the best approximation to shipboard hover
torque requirements for all wind conditions; however, additional power
margin (5 to 10 percent torque) may be required to approach, overcome
turbulence, decelerate, or depart the flight deck vicinity. Shipboard power
available is based upon the contingency power rating. Envelope regions
exhibiting hover torque requirements in excess of flight manual zero wind
hover torque are designated by an appropriate note.
 Operations shall be adjusted to minimize excessive ship motion. Launch
and recovery should be timed to coincide with periods of minimum ship
motion.
 Localized turbulence may make flight operations hazardous. Common
sources of such turbulence are: (1) ship stack gases/wash, (2) ship
superstructures, (3) deck protrusions, (4) rotorwash or jet blast.
 For LPD 17 class ships, anemometer location results in neither port nor
starboard anemometer indicating windward winds when the wind is within
$10 degrees of the bow. Use of either port or starboard anemometer is
acceptable for winds $10 degrees of the bow, except where otherwise
noted on the specific envelope.

H.4 INTEROPERABILITY MATRICES

Matrices in APP 2/MPP 2 Volume II tabulate feasible ship/helicopter combinations and the capability for landing,
VERTREP, and HIFR operations for cross operation between fleet helicopters and ships for NATO, Partnership for
Peace, Inter-American Navies, Middle East and Pacific Rim nations. Refer to these publications for guidance on the
use of the matrices.

ORIGINAL H-2
 NAVAIR 00-80T-122

(BLADES FOLDED OR UNFOLDED)

I WARNING '

TO PREVENT INJURY TO PERSONNEL AND

DAMAGE TO THE HELICOPTER DUE TO
GROUND RESONANCE, USE ONLY THE
AXLE TIEDOWN FITTINGS DURING ROTOR
OPERATION. DO NOT USE THE HEAVY
WETHER TIEDOWN CONFIGURATION.

WHEN SECURING THE ROTOR BLADES WITH

BLADE ANCHORS, DO NOT EXCEED A LAND-BASED ROTOR OPERATION AND NORMAL
12-INCH BLADE TIP DOWNWARD DEFLEC- SHIPBOARD OPERATION (WINDS TO 45 KNOTS)
TION FROM THE NORMAL DROOP POSITION
OF EACH BLADE. THE BLADE COULD BE
DAMAGED IF THIS LIMIT IS EXCEEDED.

WHEN WINDS IN EXCESS OF 60 KNOTS ARE

ANTICIPATED THE ROTOR BLADES MUST
BE REMOVED OR THE HELICOPTER MUST
BE HANGARED. IF THE ROTOR BLADES
WERE NOT REMOVED FROM THE
HELICOPTER AND THE WINDS EXCEEDED 60
KNOTS, INSPECT THE ROTOR BLADES IN
ACCORDANCE WITH THE ROTOR SYSTEM
MANUAL, NAVAIR 01-250-HDA-2.4.3.

NOTE

DURING HEAVY WEATHER THE USE OF

AXLE TIEDOWNS IS OPTIONAL.

(BLADES FOLDED OR UNFOLDED AND TIED DOWN)

SEE NOTE
~

HEAVY WEATHER SHIPBOARD OPERATION

(WINDS TO 60 KNOTS) NWP0141

Figure H-1. H-46 Tiedown

H-3 ORIGINAL
NAVAIR 00-80T-122

MODEL H-46A/D CH-46E

POWER 2-T58-GE-10 2-T58-GE-16
CREW 3 or4 3 or4
MAXIMUM RANGE 206 nm at 130 knots 192 nm at 140 knots
MAXIMUM SPEED* 130.5 knots (A)/145 knots (D) 145 knots
ENDURANCE 2.0 hr at 70 knots 1.8 hr at 70 knots
WEIGHT: Basic 13,000 lb (approx) 18,000 lb (approx)
Maximum 23,000 lb 23,300 lb
FUEL: Type JP-5/JP-4 JP-5/JP-4
Capacity 380 gal 356 gal
CARGO/PASSENGER CAPABILITY: External hook; 600 lb personnel hoist; seats for 25 passengers; 15 litters; 854 3ft
internal cargo space

44'0"

J1 \
~
po DO OQ
L14'9''_j ---
11'8" E;rGAGED
9'7"STATIC
I

WARNING I
Use of the stubwing tiedowns shall be limited to static tiedowns only
Incorrect tiedown configuration can lead to ground resonance. For
heavy weather with rotors stopped, use normal mooring procedures.
NOTES:

Maximum wind for rotor engagement/disengagement, use wind diagram. Limits apply tp both steady state and
gusty winds. Maximum wind velocities include peak gusts must not exceed the wind limits shown in the
diagram.

Launch and recovery should be made into the relative wind, but never exceed a 35-knot crosswind component.

Operations in the island wash areas should be held to a minimum.

Rotor operations with tiedowns are permitted in winds up to 45 knots. Under these conditions, two TD-1A tiedown
c hains, 4 feet minimum length, are attached to each main gear axle tiedown fitting. The angle between the
chains on each main gear axle must be 90° or greater. The chains shall be installed with no slack on the main
gear axles. Only on TD-1Achain may be used on the auxiliary gear tiedown fitting. It must be installed in the
forward direction within 45° of the helicopter centerline and with sufficient slack to allow full extension of the
auxiliary gear oleo strut. Never, under any circumstances, use the axle tiedown and stubwing tiedown
concurrently. NWP0142

Figure H-2. H-46 Sea Knight

ORIGINAL H-4
 NAVAIR 00-80T-122

~: ~:1NA~~~RA~~~N;g6~ HATCH
1. PILOT'S JETT

4· ESCAPE H~; STOWAGE

5. ESCAPE CH
6. FIRST AIDHATCH
7 R KIT
~: ~~~~~~ HATC~ RAMP AND CARGO HATCH
. EAR LOADIN

10. CUTOUT HATCH

12. EMER~~~NGUISHER
11. FIRE E PANEL MARKIN
GS (BOTH SIDES)
13. COPILOT'SCJY EXIT HATCH
14. FIRST AID KI~TTISONABLE HATCH
6
I~

MODELS·
H-46A .
H-46D
H-46F
CH-46A
CH-46E
UH-46A

NWP 0272

Figure H-3. CH-46 Emergency Exits and Equipment

H-5 ORIGINAL
NAVAIR 00-80T-122

ALL-ACS-01C

NOTES
• HELICOPTER ALIGNED WITH SHIPS LINEUP LINE
AND WIND SHOWN RELATIVE TO AIRCRAFT'S
NOSE. IF THE SHIP'S LINEUP LINE IS NOT
FORE/AFT, THEN THIS ENVELOPE WILL BE
ROTATED TO THE ANGLE OF THE LINEUP LINE.

• THIS WIND ENVELOPE IS MANDATORY FOR ALL

U.S. HELICOPTER AND U.S. SHIP COMBINATIONS
NOT LISTED ELSEWHERE IN THIS APPENDIX.

Jl
350 25 KTS 010

315 045

NIGHT
PITCH/ ROLL
2/4

LAUNCH AND RECOVERY ENVELOPES

WITH NO OTHER ENVELOPE IDENTIFIED
HOPACS-F020

Figure H-4. General Launch and Recovery Envelope

ORIGINAL H-6
 NAVAIR 00-80T-122

H46-ACS-01A

NOTES
• TURBULENCE AND/OR PITCHING/ROLLING DECKS
INCREASE THE PROBABILITY OF A BLADE STRIKE
ON THE SYNC SHAFT TUNNEL. WHEN THESE
CONDITIONS ARE PRESENT, THE MAXIMUM
WINDS SHALL BE REDUCED BY 10 KNOTS IN ALL
QUADRANTS.

ENGAGE ROTORS IF
, US/MINUS 1 FT. OR

ACS
H-46 ENGAGE I DISENGAGE ENVELOPE

Figure H-5. H-46 Engage/Disengage Envelope

H-7 ORIGINAL
NAVAIR 00-80T-122

H46-CG47-01 B

NOTES
DAYRECOMMENDED APPROACHES
• PORT, STERN, STARBOARD
I \

I
NIGHTRECOMMENDED APPROACH
• STERN

350
345{ 30 KTS

-----....
20

15

285

110

210

NIGHT
PITCH/ROLL
4/6
CG47

H-460/E LAUNCH AND RECOVERY ENVELOPES

HOPACS-F038

Figure H-6. H-46 Launch and Recovery Envelope for CG 47 Class Ships

ORIGINAL H-8
 NAVAIR 00-80T-122

H46-00G51-0 1B

NOTES
• ENVELOPES VALID FOR ALL ACFT GW/CG CONDITIONS
ALLOWED BY NATOPS PROVIDED AMBIENT CONDITIONS
ALLOW A 10 PERCENT TORQ UE MARGIN ABOVE NATOPS

I \
HOVER OUT OF GROUND EFFECT (HOGE) REQUIRED
TORQUE PREDICTIONS

• DAY/NIGHT ENVELOPES VALID FOR RIGHT AND LEFT SEAT

LANDINGs 1 oo's
350 40 KTS

320

NIGHT
PITCH/ROLL 2/4
STARBOARD
DOG 51 APPROACH PIT~~~OLL 2I4
H-46D/E LAUNCH AND RECOVERY ENVELOPES
HOPACS-F039

Figure H-7. H-46 Launch and Recovery Envelope for DDG 51 Class Ships

H-9 ORIGINAL
NAVAIR 00-80T-122

H46-LPD4-01 B

SPOT 1

/ '\
SIGNIFICANT TURBULENCE MAY BE ENCOUNTERED
FOR WINDS BETWEEN 320AND 340 DEGREES

360
30 KTS

25
\
010
I
............_,-

055

065

NIGHT
PITCH/ROLL
2 /4
LPD4
AP~~~!cH ...P_'r-~HA_~~-oL_L_2_/_8_.
H-460/E LAUNCH AND RECOVERY ENVELOPES
HOPACS-F040

Figure H-8. H-46 Launch and Recovery Envelopes for LPD 4 Class Ships Spot 1, Port Approach
(Sheet 1 of 7)

ORIGINAL H-10
 NAVAIR 00-80T-122

H46-LPD4-02A

SPOT2

SIGNIFICANT TURBULENCE MAY BE ENCOUNTERED

FOR WINDS BETWEEN 320 ND 340 DEGREES

--
40

35

300

-
2
NIGHT
PITCH/ROLL
2/4
LPD4
AP~~~CH ._P-IT_c~A_/~o_L_L_2_/_8___,
H-460/E LAUNCH AND RECOVERY ENVELOPES
Figure H-8. H-46 Launch and Recovery Envelopes for LPD 4 Class Ships Spot 2, Port Approach (Sheet 2)

H-11 ORIGINAL
NAVAIR 00-80T-122

H46-LPD4-03A

SPOT 1

SIGNIFICANT TURBULENCE MAY BE ENCOUNTERED

FOR WINDS BETWEEN 320AND 34 DEGREES

345 3_0
. . •...-.-,
:.

X X

LPD4 STARBOARD
APPROACH PITC~~~OLL 2I8
H-46D/E LAUNCH AND RECOVERY ENVELOPES
Figure H-8. H-46 Launch and Recovery Envelopes for LPD 4 Class Ships Spot 1, Starboard Approach
(Sheet 3)

ORIGINAL H-12
 NAVAIR 00-80T-122

H46-LPD4-04B

SPOT2
SIGNIFICANT TURBULENCE MAY BE ENCOUNTERED
FOR WINDS BETWEEN 320AND 340 DEGREES
360 \
45 KTS 015

-
40

NIGHT
PITCH/ROLL
2 /4
X
-2
STARBOARD
APPROACH PITC~~~OLL 2I8
LPD4
H-46D/E LAUNCH AND RECOVERY ENVELOPES
HOPACS-F041

Figure H-8. H-46 Launch and Recovery Envelopes for LPD 4 Class Ships Spot 2, Starboard Approach
(Sheet 4)

H-13 ORIGINAL
NAVAIR 00-80T-122

H46-LPD4-05C

SPOTS 3, 5

SIGNIFICANT TURBULENCE MAY BE ENCOUNTERED FOR

WINDS BETWEEN 320AND 340 DEGREES

;NoTE
• EN VELOPES VALID FOR APPROACHES CONDUCTED
DIRECTLY TO, DEPARTURES DIRECTLY FROM THESE SPOTS
USING LHN LHD STYLE APPROACH/DEPARTURE PROFILES
I \
• NIGHT UNAIDED APPROACHES AR E NOT AUTHORIZED DUE
TO INADEQUATE LIGHTING. UNAIDED LOW HOVER TAXI
FROM SPOT 1 WITH RECOVERY AT SPOT 3 IS AUTHOR IZED.
UNAIDED LOW HOVER TAXI FROM SPOT 2 WITH RECOVERY
ATSPOT51SAUTHOI IZED. I
• UNAIDED LAUNCH OPS ARE AUTHORIZED

I 25KTS
010

X
NIGHT
PITCH/ROLL
2/4
LPD4 STARBOARD
APPROACH

H-46D/E LAUNCH AND RECOVERY ENVELOPES

HOPACS-F042

Figure H-8. H-46 Launch and Recovery Envelopes for LPD 4 Class Ships Spots 3 and 5, Starboard
Approach (Sheet 5)

ORIGINAL H-14
 NAVAIR 00-80T-122

H46-LPD4-06C

SPOT4

SIGNIFICANT TURBULENCE MAY BE ENCOUNTERED FOR

WINDS BETWEEN 320AND 340 DEGREES
/NOTES\
• ENVELOPES VALID FOR APPROACHES CONDUCTED
DIRECTLY TO, DEPARTURES DIRECTLY FROM THIS SPOT
USING LHAILHD STYLEAPPROACH/DEPARTURE PROFILES
I \
• NIGHT UNAIDED APPROACHES ARE NOT AUTHORIZED DUE
TO INADEQUATE LIGHTING. UNAIDED LOW HOVER TAXI
FROM SPOT 1 WITH RECOVERY AT SPOT 41SAUTHORIZED.
I I

X
NIGHT
PITCH/ROLL
2 /4
LPD4
AP~~~!cH ._P_,r_c_H~Y_Ro_L_L_2_/_8___.
0

H-460/E LAUNCH AND RECOVERY ENVELOPES

HOPACS-F043

Figure H-8. H-46 Launch and Recovery Envelopes for LPD 4 Class Ships Spot 4, Port Approach (Sheet 6)

H-15 ORIGINAL
NAVAIR 00-80T-122

H46-LPD4-07C

SPOTS

SIGNIFICANT TURBULENCE MAY BE ENCOUNTERED FOR

WINDS BETWEEN 320AND 340 DEGREES

/NOTE\
• ENVELOPES VA LID FOR APPROACHES CONDUCTED
DIRECTLY TO, DEPARTURES DIRECTLY FROM THIS SPOT
USING LHA/LHD STYLE APPROACH/DEPARTURE PROFILES

•
I \
NIGHT UNAIDED APPROACHES ARE NOT AUTHORIZED DUE
TO INADEQUATE LIGHTING. UNAIDED LOW HOV ER TAXI
FROM SPOT2 WITH RECOVERY AT SPOT61SAUTHORIZED.
\ I
• UNAIDED LAUNCH OPSAREAUTHORIZED

I 25KTS
010

6 X
NIGHT
PITCH/ROLL
2 /4
LPD4
AP~~~!cH ...P-IT-c_H~Y-Ro-LL_2_/_8
0
......

H-460/E LAUNCH AND RECOVERY ENVELOPES

HOPACS-F044

Figure H-8. H-46 Launch and Recovery Envelopes for LPD 4 Class Ships Spot 6, Port Approach (Sheet 7)

ORIGINAL H-16
 NAVAIR 00-80T-122

H46E-LPD17-01B

SPOTS 1, 2
NOTE
SPOT 1 PORT APPROACH OPERATIONS MAY RESULT
IN TORQUE TRANSIENTS OF UP TO 15 PERCENT
OVERZEROWINDHOGE \

340 35 KTS l
010

330

055

'
I 2 I 4-
UNAIDED
PITCH/ROLL :

PITC!~~~OLL 2 I 4

LPD 17 A p:~~! CH ....P-IT-

~-~~-O-LL_2 ,_4___.
__

H-46E LAUNCH AND RECOVERY ENVELOPES

HOPACS-F045

Figure H-9. H-46 Launch and Recovery Envelopes for LPD 17 Class Ships Spots 1 and 2, Port Approach
(Sheet 1 of 3)

H-17 ORIGINAL
NAVAIR 00-80T-122

H46E-LPD17-02B

SPOTS 1, 2
NOTE

SPOT 1 STARBOARD APPROACH OPERATIONS MAY

RESULT IN TORQUE TRANSIENTS OF UP TO 20
PERCENT OVER ZERO WIND HOGE

\
315

- UNAIDED 2 /4
PITCH/ROLL ;

PIT~:,~OLL 2I4
STARBOARD
LPD 17 APPROACH PITC~~~OLL 2I4
H-46E LAUNCH AND RECOVERY ENVELOPES
HOPACS-F046

Figure H-9. H-46 Launch and Recovery Envelopes for LPD 17 Class Ships Spots 1 and 2, Starboard
Approach (Sheet 2)

ORIGINAL H-18
 NAVAIR 00-80T-122

H46E-LPD17-03B

SPOT 3, 4, 5, 6
NOTE

OPERATIONS MAY RESULT IN TORQUE TRANSIENTS

OF UPTO 15 PERCENTOVERZEROWIND HOGE

35 KTS
\ 010

325

STARBOARD : UNAID~D
APPROACH \ PITCH/ROLL
-2 I 4- :

• • ..§. ;sPoTs 3, s PITC!~~~OLL 2 I 4

PORT
LPD 17 APPROACH PIT~~~OLL 2I4
SPOTS 4, 6
H-46E LAUNCH AND RECOVERY ENVELOPES
HOPACS-F047

Figure H-9. H-46 Launch and Recovery Envelopes for LPD 17 Class Ships Spots 3 and 5, Starboard
Approach, Spots 4 and 6, Port Approach (Sheet 3)

H-19 ORIGINAL
NAVAIR 00-80T-122

H46-LSD41 -01 B

SPOT 1

ROTOR DOWNWASH DURING LANDING FLARE MAY

CAUSE FLIGHT DECK SAFETY NETS TO BOUNCE
UPRIGHT MOMENTARILY, REDUCING MAIN MOUNT

I
CLEARANCE, AND POSSIBLY CAUSING DAMAGE TO
AIRCRAFT OR NETS \
350 35 KTS

NIGHT
PITCH/ROLL
2I 6
LSD 41/49 AP~~~!cH~P-Ir_c~-'~-oL_L_2__/_6~
H-460/E LAUNCH AND RECOVERY ENVELOPES
HOPACS-F048

Figure H-10. H-46 Launch and Recovery Envelopes for LSD 41/49 Class Ships Spot 1, Port Approach
(Sheet 1 of 4)

ORIGINAL H-20
 NAVAIR 00-80T-122

H46-LSD4 1-02B

SPOT2

ROTOR DOWNWASH DURING LANDING FLARE MAY

CAUSE FLIGHT DECK SAFETY NETS TO BOUNCE
UPRIGHT MOMENTARILY, REDUCING MAIN MOUNT
CLEARANCE, AND POSSIBLY CAUSING DAMAGE TO
AIRCRAFTORNETS/ \

350 35 KTS

060

NIGHT
PITCH/ROLL
2 /6
LSD 41/49 AP:~~!cH ._P_,r_~A_,~_oL_L_2_/_6___.
H-460/E LAUNCH AND RECOVERY ENVELOPES
HOPACS-F049

Figure H-10. H-46 Launch and Recovery Envelopes for LSD 41/49 Class Ships Spot 2, Port Approach
(Sheet 2)

H-21 ORIGINAL
NAVAIR 00-80T-122

H46-LSD41-03B

SPOT 1

"
ROTOR DOWNWASH DURING LANDING FLARE MAY
CAUSE FLIGHT DECK SAFETY NETS TO BOUNCE
UPRIGHT MOMENTARILY, REDUCING MAIN MOUNT
CLEARANCE, AND POSSIBLY CAUSING DAMAGE TO
AIRCRAFTORNETS/ \

345 / 35 KTS
010

060

NIGHT
PITCH/ROLL
2I6
STARBOARD
LSD 41/49 APPROACH

H-46D/E LAUNCH AND RECOVERY ENVELOPES

HOPACS-FOSO

Figure H-10. H-46 Launch and Recovery Envelopes for LSD 41/49 Class Ships Spot 1, Starboard Approach
(Sheet 3)

ORIGINAL H-22
 NAVAIR 00-80T-122

H46-LSD4 1-04B

SPOT2

ROTOR DOWNWASH DURING LANDING FLARE MAY

CAUSE FLIGHT DECK SAFETY NETS TO BOUNCE
UPRIGHT MOMENTARILY, REDUCING MAIN MOUNT
CLEARANCE, AND POSSIBLY CAUSING DAMAGE TO
AIRCRAFT OR NETS I \
345 / 35 KTS

045

060
290

NIGHT
PITCH/ROLL
2 /6
STARBOARD
LSD 41/49 APPROACH PITC~~~OLL 2I 6
H-46D/E LAUNCH AND RECOVERY ENVELOPES
HOPACS-F051

Figure H-10. H-46 Launch and Recovery Envelopes for LSD 41/49 Class Ships Spot 2, Starboard Approach
(Sheet 4)

H-23 ORIGINAL
NAVAIR 00-80T-122

H46-TA0187-0 1A

35 KTS

30
~
25

065

PORT LINEUP..------....,
T-AO 187 1PITCH/ROLL 4 1 al
H-460/E ENGAGE I DISENGAGE ENVELOPES

Figure H-11. H-46 Engage/Disengage Envelopes for T-AO 187 Class Ships Port Approach (Sheet 1 of 2)

ORIGINAL H-24
 NAVAIR 00-80T-122

H46-TA0187-02A

050

T-AO 187 STARBOARD

LINEUP IPITCH/ROL~ 4 I 8 I
H-46 ENGAGE I DISENGAGE ENVELOPES

Figure H-11. H-46 Engage/Disengage Envelopes for T-AO 187 Class Ships Starboard Approach (Sheet 2)

H-25 ORIGINAL
NAVAIR 00-80T-122

H46-TA0187-03A

060

NIGHT
PITCH/ROLL
4/8
PORT
T-AO 187 APPROACH PIT~H~~OLL 4 I 8

H-460/E LAUNCH AND RECOVERY ENVELOPES

Figure H-12. H-46D/E Launch and Recovery Envelopes for T-AO 187 Class Ships Port Approach
(Sheet 1 of 2)

ORIGINAL H-26
 NAVAIR 00-80T-122

H46-TA0187-04A

1\ 010

hoKT~
35

295

NIGHT
PITCH/ROLL
4/8
STARBOARD
T-AO 187 APPROACH

H-46D/E LAUNCH AND RECOVERY ENVELOPES

Figure H-12. H-46D/E Launch and Recovery Envelopes for T-AO 187 Class Ships Starboard Approach
(Sheet 2)

H-27 ORIGINAL
NAVAIR 00-80T-122

H46-TAOE6-01 A
NOTE
ENVELOPES VALID FOR ALL ACFT GW/CG CONDITIONS
ALLOWED BY NATOPS PROVIDED AMBIENT CONDITIONS
ALLOW SHIPBOARD HOVER POWER AVAILABLE AS PREDICTED

EFFECT TORQUE CHART 1\

BY THE H-46 NATOPS ZERO-WIND HOVER OUT-OF-GROUND

005
50 KTS

45
40

NIGHT
PITCH/ROLL
2/4
PITcHJ~OLL 4 I 4
0
PORT
T-AOE 6 APPROACH
H-460/E LAUNCH AND RECOVERY ENVELOPES
HOPACS-F052

Figure H-13. H-46D/E Launch and Recovery Envelopes for T-AOE 6 Class Ships Port Approach
(Sheet 1 of 2)

ORIGINAL H-28
 NAVAIR 00-80T-122

H46-TAOE6-02A

NOTE
ENVELOPES VALID FOR ALL ACFT GW/CG CONDITIONS
ALLOWED BY NATOPS PROVIDED AMBIENT CONDITIONS
ALLOW SHIPBOARD HOVER POWERAVAILABLEAS PREDICTED
BY THE H-46 NATOPS ZERO-WIND HOVER OUT-OF-GROUND
EFFECT TORQUE CHART I \
50 KTS

NIGHT
PITCH/ ROLL
2 /4
PITC~~~OLL 4 I4
STARBOARD
T-AOE 6 APPROACH

H-46D/E LAUNCH AND RECOVERY ENVELOPES

HOPACS-F053

Figure H-13. H-46D/E Launch and Recovery Envelopes for T-AOE 6 Class Ships Starboard Approach
(Sheet 2)

H-29/(H-30 blank) ORIGINAL

 NAVAIR 00-80T-122

APPENDIX I

H-47 Specifications/Egress/
Wind Limitations
I.1 SPECIFICATIONS

Refer to Figures I-1 to I-7.

I.2 EGRESS

I.3 LAUNCH AND RECOVERY WIND LIMITATIONS

The safe launch/recovery and engage/disengage wind limitations aboard specific ships are shown in Figures I-8 and
I-9. Unless otherwise specified, the envelopes:

1. Are based on steady state winds measured by windward mast-mounted anemometer. Limiting velocities
indicated on wind charts represent maximums for steady state, nonturbulent winds. During gusty wind
conditions and/or pitching decks, if the gust spread is 10 knots or more, reduce the maximum winds allowed
for rotor engagement and disengagement by 10 knots in all quadrants.

2. Are defined relative to the ship’s centerline.

3. Are valid for a normal approach to the stop, with the helicopter aligned with the ship’s lineup line at touchdown.

4. Are valid for all certified lighting configurations.

5. Will be shaded to distinguish day limits from night limits.

6. Will be surrounded with a striped border when applicable to emergency conditions resulting in any single
failure of the helicopter (ASE, hydraulic boost, or engine).

7. Are valid for PAC in either seat.

8. Are valid for all approved aircraft loading configurations and gw and cg conditions, provided power available
exceeds power required to hover out of ground effect.

The safe launch and recovery wind limitations for all helicopters aboard air-capable ships are presented in this
appendix. The limits present the maximum safe wind over the deck relative to the ship. When the limits for a particular
combination of helicopter and ship are not shown, the envelope in Figure I-8 is mandatory (with the exception of the
V-22). Operations should not be conducted on air-capable ships not certified or waivered. The limits are categorized
for day, night, and ship motion.

Wind limits presented in this appendix are based on currently available flight test data. Comments/questions about
the wind envelopes should be addressed to:

Commander
Naval Air Systems Command (AIR-4.0P)
22244 Cedar Point Road, Building 460
Patuxent River, MD 20670-1163

I-1 ORIGINAL
NAVAIR 00-80T-122

Note
 Considerable difference may exist between the flight deck winds and those
measured by mast-mounted anemometers. For most ships, aircraft zero
wind hover torque is often the best approximation to shipboard hover
torque requirements for all wind conditions; however, additional power
margin (5 to 10 percent torque) may be required to approach, overcome
turbulence, decelerate, or depart the flight deck vicinity. Shipboard power
available is based upon the contingency power rating. Envelope regions
exhibiting hover torque requirements in excess of flight manual zero wind
hover torque are designated by an appropriate note.

 Operations shall be adjusted to minimize excessive ship motion. Launch

and recovery should be timed to coincide with periods of minimum ship
motion.

 Localized turbulence may make flight operations hazardous. Common

sources of such turbulence are: (1) ship stack gases/wash, (2) ship
superstructures, (3) deck protrusions, (4) rotorwash or jet blast.

 For LPD 17 class ships, anemometer location results in neither port nor
starboard anemometer indicating windward winds when the wind is within
$10 degrees of the bow. Use of either port or starboard anemometer is
acceptable for winds $10 degrees of the bow, except where otherwise
noted on the specific envelope.

I.4 INTEROPERABILITY MATRICES

Matrices in APP 2/MPP 2 Volume II tabulate feasible ship/helicopter combinations and the capability for landing,
VERTREP, and HIFR operations for cross operation between fleet helicopters and ships for NATO, Partnership for
Peace, Inter-American Navies, Middle East and Pacific Rim nations. Refer to these publications for guidance on the
use of the matrices.

ORIGINAL I-2
 NAVAIR 00-80T-122

-
,#T •
STATIC
nr.
( SEE NOI'E I )
lO I'T 11 IN,
TVRMING
0 0

t-------10 n eJM.- - - - - - - - - 4

l. .u..: 8Aai£D ON Till£ CYCLIC

THE ABOVI£ DilliEMilO,_JQI'Z:
S11CK AND IJiaEC110MAL PEDAUI lElNO CI£NTEII£D AND
--------i~~!!:![:j-------- 1
1
Tlf£ TlfRtJST OO~L Of OROtlND DETI!KT,
a. WITH THI£ FLIGHT CON1"110UOUT OF NEUTUL, IT II 11FT. T, IIIIN.
POIIIILE J0a THI OllOOND TO fOilWARD ROTOR ILADE
CLEARANCE TO I E 4 FElT 4 INCHES.
3. ALL IXMEJIIIIONII ARE APPROXIMATE.
~. BLADE CIIOJtD II 31 INCMES.
5. BLADE LE'NGTH FROM TIP TO VERTICAL PIN,

A502711

Figure I-1. CH-47D Dimensions

I-3 ORIGINAL
NAVAIR 00-80T-122

- ---1~---
l t FT Ullf
TURIGNO
t
l C FT liN.
STA"11C
0 0

U.tllfMIIGNUM
OIIOUIID CLEARAtiC£
--16FT .c I N . - - - - - - - 51rT 9 ( ) ( . - - - - - - - - o - 4

12FT 51N.

-------t~--1 111FT. 7.lt1N.

NOTE

1. THE ABOVE DIMENSIONS ARE BASED ON THE CYCLIC

1
STICK AND DIRECTIONAL PEDALS BEING CENTERED AND
THE THRUST CONTROL IN GROUND DETENT.
2. WITH THE FLIGHT CONTROLS OUT OF NEUTRAL, IT IS
POSSIBLE FOR THE GROUND TO FORWARD ROTOR BLADE
CLEARANCE TO BE 4 FEET 4 INCHES.
3. ALL DIMENSIONS ARE APPROXIMATE.
4. BLADE CHORD IS 32 INCHES.
5. BLADE LENGTH FROM TIP TO VERTICAL PIN.

Figure I-2. MH-47D Dimensions

ORIGINAL I-4
 NAVAIR 00-80T-122

USE WHEN: NOTE:

40 CHART B M UST BE USED 1F

A WIND IS FROM 125° TO OJSO (CLOCKWISE)
RELATIVE TO NOSE OF AJRCRAFT
A Y OF THE CONDITIONS
LISTED FOR CHART A ARE
AND OT MET.
B. AJRCRAFT IS Ot CLEAR LEVEL
GROUND A D AT LEAST 300 FEET
FROM VERTICAL OBSTRUCTIO S OR ···..
ANY SUDDEN TERRAIN CHANGES.
' ·\~ \ ..

I
) ~£ ;
CHART

) _/ I

AU.OWABLE STEADY AND GUST ........I"ft..

WIHDSAEED COMBtNAnONS

0
0 10 20 30 40 50

STEADY WINDSPEED - KNOTS

CHART A

USEWt4EN:
A. WIND IS FROII 01~ TO 1a- (CLOCKWISE)
RELAllVE TO NOSE OF ASRCfWT
OR
B. WIND IS FROM ANY DIREcnON AND
AIRCRAFT 18 Cl.08EA 1ltAN 300 FEET
FROM VER'T1CAl OBSTAUCT10NS OR
AHY SUDDEN TERRAIN CHANGES.

10 30

STEADY WINOSPEED - KNOTS

CHARTS

Figure I-3. CH-47D/MH-47D Rotor Engagement Envelopes

I-5 ORIGINAL
NAVAIR 00-80T-122

~-------------------------------M"------------------------------~•1

52FT

!
1 - - - - - - 38 FTt I N . - - - - - - 1

+
11 FT71N.
TURNING
+
(SEE 1---25FT 10 l N . - - - I
NOTE2)
4-18FT 41N.- I- - - - - - - - S 2 FT 11N.- - - - - - - - - • I

NOTES:
1. nt! ABOVE DiMENSIONS ARE BASED
ON THE CYCUC SllCK AND YAW
PEDALS CENTERED AND ntE
THRUST CONTROl.. AT THE
DETENT.
2. WITH THE FUOHT CONTROLS OUT OF
NEUTURAL IT IS POSSIBLE FOR STATIC
OROUND-TO.,.OftWARD-ftOTOR-BLADE
CLEARANCE TO BE 4 F!!T 41NCHES.
A3M10

Figure I-4. MH-47E Dimensions

ORIGINAL I-6
 NAVAIR 00-80T-122

11111 111 1 ROTOR BRAKE OPERABLE, AND UTIUZED.

HYtJzOO ROTOR BRAKE INOPERABLE, OR NOT UTILIZED.

35

30

25

GUSTS 20
ABOVE
STEADY
WINDS 15
(KNOTS)

EXAMPLE 10
WANTED
ROTOR BRAKE ON I OFF
KNOWN 5
STEADY WINOS
GUST SPREAD
METHOD 0
ENTER ATGUST VALUE
ABOVE STEADY WINDS 0 5 10 15 20 25 30 35 40 45
HERE
MOVE RIGHT STEADY WINDS (KNOTS)
TO INTERCEPT
STEADYWlNDVALUE
ENTER AT STEADY
1
WINO VALUE
H~E ------------------~-~-------------J
MOVE UP UNTIL
INTERCEPT OF GUST SPREAD
RESULT
ROTOR BRAKE IS NOT NEEDED

Figure I-5. MH-47E Rotor Engagement Envelope

I-7 ORIGINAL
NAVAIR 00-80T-122

TIEDOWN FITTINGS ARE LOCATED ON THE OUTBOARD

SIDE OF THE FORWARD MLG, ON THE AFT SIDE OF THE
AFT MLG. FOR SHIPBOARD OPERATIONS, THE JACK
POINT TIEDOWN ADAPTERS MUST BE INSTALLED.

NOTE
THE AFT CHAINS ARE ATTACHED TO THE JACK
POINT TIEDOWN ADAPTERS, NOT THE AFT MAIN
LANDING GEAR.

THESE RECOMMENDED CONFIGURATIONS ARE BASED

ON JSHIP ANALYSIS. THEY ARE NOT DIRECTIVE IN
NATURE.

0 0 0

Figure I-6. CH-47D/MH-47D Initial Tiedown Configurations (Recommended)

ORIGINAL I-8
 NAVAIR 00-80T-122

TIEDOWN FITTINGS ARE LOCATED ON THE AXLES OF THE MLG,

OUTBOARD ON THE FORWARD MLG STRUTS, AND ON THE REAR
OF THE AFT MLG STRUT. FOR SHIPBOARD OPERATIONS THE
JACK POINT TIEDOWN ADAPTERS MUST BE INSTALLED.

NOTE

USE THE MH-47E AXLE TIEDOWN RINGS FOR INITIAL

TIEDOWN INSTEAD OF MLG TOW RINGS AND JACK POINT
TIEDOWN ADAPTERS.

THESE RECOMMENDED CONFIGURATIONS ARE BASED ON

JSHIP ANALYSIS. THEY ARE NOT DIRECTIVE IN NATURE.

0 0

Figure I-7. MH-47E Initial Tiedown Configurations (Recommended)

I-9 ORIGINAL
NAVAIR 00-80T-122

ALL-ACS-01 C

NOTES
• HELICOPTER ALIGNED WITH SHIPS LINEUP LINE
AND WIND SHOWN RELATIVE TO AIRCRAFT'S
NOSE. IF THE SHIP'S LINEUP LINE IS NOT
FORE/AFT, THEN THIS ENVELOPE WILL BE
ROTATED TO THE ANGLE OF THE LINEUP LINE.

• THIS WIND ENVELOPE IS MANDATORY FOR ALL

U.S. HELICOPTER AND U.S. SHIP COMBINATIONS
NOT LISTED ELSEWHERE IN THIS APPENDIX.

Jl
350 25 KTS 010

315 045

NIGHT
PITCH/ROLL
2/4

LAUNCH AND RECOVERY ENVELOPES

WITH NO OTHER ENVELOPE IDENTIFIED
HOPACS-F020

Figure I-8. General Launch and Recovery Envelope

ORIGINAL I-10
 NAVAIR 00-80T-122

H47-LPD4-01 C

SPOT 1
NOTE

MH-47E OPERATOR'S MANUAL HOGE TORQUE

PREDICTIONS ARE THE BEST PREDICTIONS FOR
SHIPBOARD HOVER TORQUE REQUIREMENTS
ABOARD LPD4 CLASS SHIPS

315

X
NIGHT
PITCH/ROLL
2 /4
LPD4
AP~~~!cH ....P_'r-~HA_,~_oL_L_4_/_6___.
H-470/E
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F055

Figure I-9. H-47D/E Launch and Recovery Envelopes for LPD 4 Class Ships Spot 1, Port Approach
(Sheet 1 of 4)

I-11 ORIGINAL
NAVAIR 00-80T-122

H47-LP04-02C

SPOT2
NOTE

MH-47E OPERATOR'S MANUAL HOGE TORQUE

PREDICTIONS ARE THE BEST PREDICTIONS FOR
SHIPBOARD HOVER TORQUE REQUIREMENTS
ABOARD LPD 4 CLASS SHIPS

055

NIGHT
PITCH/ROLL
2/4
LPD4 PORT
APPROACH
DAY 4/ 7
------
PITCH/ROLL

H-470/E
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F056

Figure I-9. H-47D/E Launch and Recovery Envelopes for LPD 4 Class Ships Spot 2, Port Approach
(Sheet 2)

ORIGINAL I-12
 NAVAIR 00-80T-122

H47-LPD4-03C

SPOT 1
NOTE

MH-47E OPERATOR'S MANUAL HOGE TORQUE

PREDICTIONS ARE THE BEST PREDICTIONS FOR
SHIPBOARD HOVER TORQUE REQUIREMENTS
ABOARD LPD4 CLASS SHIPS

345 30 KTS
01 O

305

X
NIGHT
PITCH/ROLL
2 /4
LPD4 STARBOARD
APPROACH
H-47D/E
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F057

Figure I-9. H-47D/E Launch and Recovery Envelopes for LPD 4 Class Ships Spot 1, Starboard Approach
(Sheet 3)

I-13 ORIGINAL
NAVAIR 00-80T-122

H47-LPD4-04C

SPOT2
NOTE

MH-47E OPERATOR'S MANUAL HOGE TORQUE

PREDICTIONS ARE THE BEST PREDICTIONS FOR
SHIPBOARD HOVER TORQUE REQUIREMENTS
ABOARD LPD 4 CLASS SHIPS

305

X X

X
-2 NIGHT
PITCH/ROLL
2/4
LPD4 STARBOARD
APPROACH
H-47D/E
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F058

Figure I-9. H-47D/E Launch and Recovery Envelopes for LPD 4 Class Ships Spot 2, Starboard Approach
(Sheet 4)

ORIGINAL I-14
 NAVAIR 00-80T-122

APPENDIX J

H-53 Specifications/Egress/
Wind Limitations
J.1 SPECIFICATIONS
Refer to Figures J-1 through J-5.
J.2 EGRESS

J.2.1 Operational Constraints

When involved in AMCM operations, H-53 helicopter maneuverability is very limited because of the equipment that
it has in the water, plus the requirement for low-altitude and unbalanced flight. The helicopter is not presently
instrumented for AMCM operations at night. When towing the Mk 105, Mk 106, or MOP/A-Mk 2G, the helicopter
cannot join the DELTA pattern. It must make a straight-in approach with its gear in tow. Speeds while towing range
from 5 to 25 knots. The H-53 cannot tow in sea state 4 or above. Ceiling and visibility minimums are 500 feet and
1 mile, respectively.
J.2.2 CH-53
The CH-53 helicopter normally carries a pilot, copilot, and a crew chief plus up to 37 passengers/troops. The cabin
area can accommodate the installation of up to 24 litters for carrying disabled personnel. Installation of the litters will
obstruct some emergency escape windows. The cabin area may also be used to carry cargo or a combination of cargo
and troops.
To jettison the emergency exit windows and the window in the overhead door of the ramp, a tab must first be pulled
to remove a key from the window seal and then the window must be pulled in.
Gun mounting lugs are provided at the cabin escape hatch on the port side and the main hatch on the opposite side.
Installation of guns at these positions will impede, if not prevent, emergency egress from these exits.
Detachable emergency incandescent exit lights are currently installed over emergency exits as indicated in
Figures J-6, J-7, and J-8.
J.2.3 MH-53
Emergency data for the MH-53E is as indicated in Figures J-9 and J-10.
J.3 LAUNCH AND RECOVERY WIND LIMITATIONS
The safe launch/recovery and engage/disengage wind limitations aboard specific ships are shown in Figures J-11
through J-19. Unless otherwise specified, the envelopes:
1. Are based on steady state winds measured by windward mast-mounted anemometer. Limiting velocities
indicated on wind charts represent maximums for steady state, nonturbulent winds. During gusty wind
conditions and/or pitching decks, if the gust spread is 10 knots or more, reduce the maximum winds allowed
for rotor engagement and disengagement by 10 knots in all quadrants.
2. Are defined relative to the ship’s centerline.
3. Are valid for a normal approach to the stop, with the helicopter aligned with the ship’s lineup line at touchdown.
4. Are valid for all certified lighting configurations.
5. Will be shaded to distinguish day limits from night limits.

J-1 ORIGINAL
NAVAIR 00-80T-122

6. Will be surrounded with a striped border when applicable to emergency conditions resulting in any single
failure of the helicopter (ASE, hydraulic boost, or engine).
7. Are valid for PAC in either seat.
8. Are valid for all approved aircraft loading configurations and gw and cg conditions, provided power available
exceeds power required to hover out of ground effect.
The safe launch and recovery wind limitations for all helicopters aboard air-capable ships are presented in this
appendix. The limits present the maximum safe wind over the deck relative to the ship. When the limits for a particular
combination of helicopter and ship are not shown, the envelope in Figure J-11 is mandatory (with the exception of
the V-22). Operations should not be conducted on air-capable ships not certified or waivered. The limits are
categorized for day, night, and ship motion.

Wind limits presented in this appendix are based on currently available flight test data. Comments/questions about
the wind envelopes should be addressed to:

Commander
Naval Air Systems Command (AIR-4.0P)
22244 Cedar Point Road, Building 460
Patuxent River, MD 20670-1163

Note
 Considerable difference may exist between the flight deck winds and those
measured by mast-mounted anemometers. For most ships, aircraft zero
wind hover torque is often the best approximation to shipboard hover
torque requirements for all wind conditions; however, additional power
margin (5 to 10 percent torque) may be required to approach, overcome
turbulence, decelerate, or depart the flight deck vicinity. Shipboard power
available is based upon the contingency power rating. Envelope regions
exhibiting hover torque requirements in excess of flight manual zero wind
hover torque are designated by an appropriate note.
 Operations shall be adjusted to minimize excessive ship motion. Launch
and recovery should be timed to coincide with periods of minimum ship
motion.
 Localized turbulence may make flight operations hazardous. Common
sources of such turbulence are: (1) ship stack gases/wash, (2) ship
superstructures, (3) deck protrusions, (4) rotorwash or jet blast.
 For LPD 17 class ships, anemometer location results in neither port nor
starboard anemometer indicating windward winds when the wind is within
$10 degrees of the bow. Use of either port or starboard anemometer is
acceptable for winds $10 degrees of the bow, except where otherwise
noted on the specific envelope.

J.4 INTEROPERABILITY MATRICES

Matrices in APP 2/MPP 2 Volume II tabulate feasible ship/helicopter combinations and the capability for landing,
VERTREP, and HIFR operations for cross operation between fleet helicopters and ships for NATO, Partnership for
Peace, Inter-American Navies, Middle East and Pacific Rim nations. Refer to these publications for guidance on the
use of the matrices.

ORIGINAL J-2
 NAVAIR 00-80T-122

ANGLE A MUST BE APPROXIMATELY EQUAL TO ANGLE B

ANGLE C MUST BE APPROXIMATELY EQUAL TO ANGLE D NWP0169

Figure J-1. H-53 Tiedown

J-3 ORIGINAL
NAVAIR 00-80T-122

MODEL CH-53A CH-53D

POWER 2- T64-GE-6A 2-T64-GE-413
CREW 3 3
MAXIMUM RANGE 335 nm at 137 knots 299 nm at 130 knots
MAXIMUM SPEED 130 knots 130 knots
ENDURANCE 2.25 hr at 80 knots 2.75 hr at 73 knots
WEIGHT: Basic 22,900 lb (approx) 22,900 lb (approx)
Maximum 40,750 lb 42,000 lb
FUEL: Type JP-5/JP-4 JP-5/JP-4
Capacity 638 gal 638 gal
1,938 gal (with external tanks)

CARGO/PASSENGER CAPABILITY: External hook; no hoist installed; seats for 37 passengers; 24 litters; 1,4603rt
internal cargo space

1~------ 72" 3" DIA

17' 14"
(17' 8.3"" with
elastomeric head)
l
L 13'0"
(FRONT)
j
15" 6"" (REAR)

MINIMUM HEIGHT WITH PYLON FOLDED: 17' 2"

WARNING~~
After landing H-53 aircraft with external auxiliary fuel tanks, the
aircrewman shall install the auxiliary fuel tank safety pins prior to lineman
attaching tiedown chains and positioning chocks. Prior to takeoff, the
chocks and tiedown chains are to be removed before the aircrewman
removes the auxiliary fuel tank safety pins.

NOTES:

Maximum wind for rotor engagement/disengagement is 45 knots in any quadrant.

Operations in the island wash areas should be held to a minimum. NWP0170

Figure J-2. CH-53A/D Sea Stallion

ORIGINAL J-4
 NAVAIR 00-80T-122

~22FT71N

I-10FT - j

5FT
3FT

17FT 8.31N t
10 FT31N
1
16FT71N

t - - - - - -'27 F T - - - . - l

j - - - - - - - - - - -65 FTSIN- - - - - - - - - 1

Figure J-3. MH-53J/M Dimensions

J-5 ORIGINAL
NAVAIR 00-80T-122

TIEDOWN FITTINGS ARE LOCATED UNDER THE PILOT'S

AND COPILOT'S WINDOWS AND ON THE AFT PORTION OF
THE SPONSONS.

NOTE
THE TIEDOWN CHAINS MAY COME IN CONTACT
WITH THE DROP TANKS.

THESE RECOMMENDED CONFIGURATIONS ARE BASED

ON JSHIP ANALYSIS. THEY ARE NOT DIRECTIVE IN
NATURE.

Figure J-4. MH-53J/M Initial Tiedown Configuration (Recommended)

ORIGINAL J-6
 NAVAIR 00-80T-122

MODEL RH-53D
POWER 2-T64-GE-415
CREW 4-8
MAXIMUM RANGE 666 nm at 130 knots
MAXIMUM SPEED 160 knots
ENDURANCE 6.5 hr at 78 knots (full fuel)
WEIGHT: Basic 25,583 lb
Maximum 42,000 lb
FUEL: Type JP-5/JP-4
Capacity 1,638 gal

CARGO/PASSENGER CAPABILITY: External hook; 600 lb personnel hoist; seats for 37 passengers; 24 litters;
1,460 ft 3 internal cargo space

5FT

- - - - - - - - 5 5 FT9.21N. ---~

- - - - - - - - 56FT 9.5 I N . - - - - - 1 ~~~:~DEI,.D-1=~!9~"'~--:-:.::_::=:::~f''o/L:._-

t 17FT91N.

FT
~~

i
16l21N.

6FT 2.51N.

I WARNING-
After landing H-53 aircraft with external auxiliary fuel tanks, the
aircrewman shall install the auxiliary fuel tank safety pins prior to lineman
attaching tiedown chains and positioning chocks. Prior to takeoff, the
chocks and tiedown chains are to be removed before the aircrewman
removes the auxiliary fuel tank safety pins.

NOTES:

Maximum wind for rotor engagement/disengagement is 45 knots in any quadrant.

Operations in the island wash areas should be held to a minimum. NWP0171

Figure J-5. RH-53D Sea Stallion

J-7 ORIGINAL
NAVAIR 00-80T-122

PORTABLE FIRE
EXTINGUISHER

EMERGENCY EXIT
I,IGHT (DETACHABLE}
JUMP
SEAT
COPILOrS FIRST AID
SEAT KIT

EXIT RELEASE PRESS

BUTTON ( TURN
I
~--------------------~ A ~--------------------~
°
ct
EMERGENCY EXIT
TURN BOTH HANDLES ON
UPPER DOOR AND PULL

A
'-- q; CUT FOR
EMERGENCY
RESCUE
0

:o: .l
D
/'..---------..,.
EMERGENCY EXIT
TURN BOTH HANDLES ON
UPPER DOOR .l.ND PUll
r;.--- - ------

TOOPENPRESS
: : BUTTON TURN '
I
I
I
•
V
I ,a'
~-------- • - -:.J TO OP<H TO OPEN
<=> T\MlH QoP£H TURN
"-../ c=:> Cl ostOC>
NOTES
1. ALL EMERGENCY HANDLES ARE
PAINTED ORANGE· YELLOW,
EMERGENCY EXIT INSTRUCTIONS OPeN
00
ARE STENCILED IN YELLOW PAINT. <>o
2. PULL TAB TO REMOVE KEY FROM CLOSED /} ~ CLOSEt
SEAL; THEN FORCIBLY PULL OPEN V
WINDOW INWARD. FOR HELICOPTERS
NOT MODIFIED BY AFC 303 PULL TAB
TO REMOVE KEY FROM SEAL; THEN
0
CLOSED
FORCIBLY PUSH WINDOW OUT.
3. TOP PART OF DOOR OPENS INWARD,
BOTTOM PART OPENS INWARD AND
FORWARD ON HINGES. (OUTSIDE VIEW) (INSIDE VIEW)
4. REMOVE WINDOWS OUTWARD ONLY.
PERSONNEL DOOR
5. CABIN EMERGENCY HATCH OPENS (SEE NOTES 1 AND 3) CH53E·F44
INWARD AND UP.

Figure J-6. CH-53 Emergency Equipment, Exits, and Entrances (Sheet 1 of 2)

ORIGINAL J-8
 NAVAIR 00-80T-122

'C UT HERE FOR

EMERGENCY

EMERGENCY
EXIT ( TURN
PUSH IN\.._)

(OUTSIDE VIEW)

EMERGENCY EXIT
1. PULL TAB
2. PULL INWARD
c D
FOR HELICOPTERS
NOT MODIFIED
BY AFC303
PULL TAB
AND STRIKE
WINDOW CORNER

~
TO OPEN-TURN
(INSIDE VIEW) ~ PULL WINDOW
~ INANDUP

(INSIDEVIEW) )

EMERGENCY EXIT WINDOWS, AFT

THREE ON EACH SIDE EMERGENCY ESCAPE HATCH
(NOTE 2) (NOTES 1 AN D 5)

EMERGENCY EXIT
2
~------------~~~-------------- EMERGENCY EXIT
1. PULL TAB EXIT RELEASE PULLOUT AND
PRESS BUTTON TURN
2. PULL INWARD
TURN
FOR HELICOPTERS
NOT MODIFIED
BY AFC 303
PULL TAB AND
l
STRIKE WINDOW
CORNER

1 TAB
(INSIDE VIEW) (OUTSIDE VIEW) (INSIDE VIEW)

CARGO DOOR WINDOW PILOT'S AND COPILOT'S

J ETTISONABLE WINDOWS
(NOTE2)
INOTES 1 AND 4l CH53E-F45

Figure J-6. CH-53 Emergency Equipment, Exits, and Entrances (Sheet 2)

J-9 ORIGINAL
NAVAIR 00-80T-122

• • •
PERSONNEL DOOR
• N\IVP0275

Figure J-7. CH-53 Evacuation Exits on Water

ORIGINAL J-10
 NAVAIR 00-80T-122

I
7

5
4

1. LEFT CABIN WINDOWS

2. CABIN EMERGENCY ESCAPE HATCH (LEFT SIDE) MODELS:
3. COPILOT'S WINDOW CH-53A
4. PILOT'S WINDOW CH-53D
5. PERSONNEL DOOR CH-53E
6. RIGHT CABIN WINDOWS
7. REAR CARGO RAMP
8. REAR CARGO RAMP DOOR WINDOW NVvP0276

Figure J-8. CH-53 Emergency Exits and Entrance Doors

J-11 ORIGINAL
NAVAIR 00-80T-122

CABIN
EMERGENCY
LIGHT

~--------------------~~~--------------------~ EMERGENCY EXIT

TURN HANDLES ON
UPPER DOOR AND PULL
EXIT RELEASE PRESS ,f}
BUTTON CURN ........._~(¥
~ CUT FOR EMERGENCY
RESCUE c::::l
•w~UIC•Drt
tllllllltof•""*-UCII
WHt l MC* t•M~

-=-'-'-:..;-:::,.
-~-'-'-~--=-'-'-::....::.-
I

TO OPEN
TUR:J
NOTES ~OPEN
d=Jf U CI'U oOft"'
J c::::::) =
1. ALL EMERGENCY HANDLES ARE
0
PAINTED ORANGE- YELLOW,
EMEGENCY EXIT INSTRUCTIONS ARE
0 0
0¢ .... .... 0
STENCILED IN YELLOW PAINT. 00
0
QOtU (10\f .
2. PULL TAB TO REMOVE KEY FROM OPEN tJ
SEAL; THEN FORCIBLY PULL
0
WINDOW INWARD. CLOSED
3. TOP PART OF DOOR OPENS INWARD,
BOTTOM PART OPENS INWARD AND
FORWARD ON HINGES.
(OUTSIDE VIEW) (INSIDE VIEW)
4. REMOVE HATCH OF WINDOWS TO
OUTSIDE ONLY. PERSONNEL DOOR
(SEE NOTES 1 AND 3)
5. CABIN EMEGENCY HATCHES OPEN
MH53E-F039
INWARD AND UP.

Figure J-9. MH-53E Emergency Equipment, Exits, and Entrances (Sheet 1 of 2)

ORIGINAL J-12
 NAVAIR 00-80T-122

CUT HERE FOR

EMERGENCY

:J
(OUTSIDE VIEW)

EMERGENCY EXIT
1. PULL TAB
2. PULL INWARD
c D

TO OPEN-TURN
(INSIDE VIEW)
~ ~
r-;::::::) PULL WINDOW
INANDUP

(INSIDE VIEW) J
EMERGENCY EXIT WINDOWS, AFT
THREE ON EACH SIDE EMERGENCY ESCAPE HATCH
(NOTE2) (NOTES 1 AND 5)

EMERGENCY EXIT
2 ~--------------~~~--------------~ EMERGENCY EXIT
1. PULL TAB PULLOUT AND
EXIT RELEASE
PRESS BUTTON TURN
2. PULL INWARD
TURN

l
8

1
\
TAB
(INSIDE VIEW) (OUTSIDE VIEW) (INSIDE VIEW)

CARGO DOOR WINDOW PILOT'S AND COPILOT'S

JETTISONABLE WINDOWS
(NOTE2)
(NOTES 1 AND 4) MH53E·F040

Figure J-9. MH-53E Emergency Equipment, Exits, and Entrances (Sheet 2)

J-13 ORIGINAL
NAVAIR 00-80T-122

~
PERSONNEL DOOR

NV'P0279

Figure J-10. MH-53E Evacuation Exits on Water

ORIGINAL J-14
 NAVAIR 00-80T-122

All-ACS-01C

NOTES
• HELICOPTER ALIGNED WITH SHIPS LINEUP LINE
AND WIND SHOWN RELATIVE TO AIRCRAFT'S
NOSE. IF THE SHIP'S LINEUP LINE IS NOT
FORE/AFT, THEN THIS ENVELOPE WILL BE
ROTATED TO THE ANGLE OF THE LINEUP LINE.

• THIS WIND ENVELOPE IS MANDATORY FOR ALL

U.S. HELICOPTER AND U.S. SHIP COMBINATIONS
NOT LISTED ELSEWHERE IN THIS APPENDIX.

Jl
350 25 KTS 010

315 045

NIGHT
PITCH/ROLL
2 /4

LAUNCH AND RECOVERY ENVELOPES

WITH NO OTHER ENVELOPE IDENTIFIED
HOPACS-F020

Figure J-11. General Launch and Recovery Envelope

J-15 ORIGINAL
NAVAIR 00-80T-122

H53AD-LPD4-0 1A

SPOTS 1, 2

360 010
35KTS'

X
PORT NIGHT 2/6
PITCH/ROLL

LPD4
APPROACH ..,..__------1
PIT~H~~OLL 2 I 6

H-53AID LAUNCH AND RECOVERY ENVELOPES

Figure J-12. H-53A/D Launch and Recovery Envelopes for LPD 4 Class Ships Spots 1 and 2, Port
Approach (Sheet 1 of 2)

ORIGINAL J-16
 NAVAIR 00-80T-122

H53AD-LPD4-02A

SPOTS 1, 2

360
35 Kts015

310

095

-1

X
STARBOARD PITCH/ROLL
NIGHT 2/6
LPD4 APPROACH ~----2--/--6~
PIT~H~~OLL

H-53AID LAUNCH AND RECOVERY ENVELOPES

Figure J-12. H-53A/D Launch and Recovery Envelopes for LPD 4 Class Ships Spots 1 and 2, Starboard
Approach (Sheet 2)

J-17 ORIGINAL
NAVAIR 00-80T-122

H53AD-LSD41-01 B

SPOT 1

ROTOR DOWNWASH DURING LANDING FLARE MAY

CAUSE FLIGHT DECK SAFETY NETS TO BOUNCE
UPRIGHT MOMENTARILY, REDUCING MAIN MOUNT
CLEARANCE, AND POSSIBLY CAUSING DAMAGE TO
AIRCRAFTORNETS/ \

340 I 35 KTS 01,0

30

305

NIGHT
PITCH/ROLL
2 /4
LSD 41/49 AP~~~!cH ._P_Ir_~:_,~_oL_L_2_/_4___.
H-53A/D LAUNCH AND RECOVERY ENVELOPES
HOPACS-F060

Figure J-13. H-53A/D Launch and Recovery Envelopes for LSD 41/49 Class Ships Spot 1, Port
Approach (Sheet 1 of 4)

ORIGINAL J-18
 NAVAIR 00-80T-122

H53AD-LSD41-02B

SPOT2

ROTOR DOWNWASH DURING LANDING FLARE MAY

CAUSE FLIGHT DECK SAFETY NETS TO BOUNCE
UPRIGHT MOMENTARILY, REDUCING MAIN MOUNT
CLEARANCE, AND POSSIBLY CAUSING DAMAGE TO
AIRCRAFTORNETS~ ~
005
340 35 KTS

NIGHT
PITCH/ROLL
2 /4
LSD 41/49 AP~~~!cH~P-Ir_~:_,~o_L_L_2__/_4~
H-53A/D LAUNCH AND RECOVERY ENVELOPES
HOPACS-F061

Figure J-13. H-53A/D Launch and Recovery Envelopes for LSD 41/49 Class Ships Spot 2, Port Approach
(Sheet 2)

J-19 ORIGINAL
NAVAIR 00-80T-122

H53AD-LSD41-03B

SPOT 1
E!J 1\.
ROTOR DOWNWASH DURING LANDING FLARE MAY
CAUSE FLIGHT DECK SAFETY NETS TO BOUNCE
UPRIGHT MOMENTARILY, REDUCING MAIN MOUNT
CLEARANCE, AND V SSIBLY CAUSING DAMAGE TO
AIRCRAFT OR NET/ \

340 35 K1 5

NIGHT
PITCH/ROLL
2/4
STARBOARD
LSD 41/49 APPROACH

H-53A/D LAUNCH AND RECOVERY ENVELOPES

HOPACS-F062

Figure J-13. H-53A/D Launch and Recovery Envelopes for LSD 41/49 Class Ships Spot 1, Starboard
Approach (Sheet 3)

ORIGINAL J-20
 NAVAIR 00-80T-122

H53AD-LSD41-04B

SPOT2

ROTOR DOWNWASH DURING LANDING FLARE MAY

CAUSE FLIGHT DECK SAFETY NETS TO BOUNCE
UPRIGHT MOMENTARILY, REDUCING MAIN MOUNT

AIRCRAFTORNETS I
CLEARANCE, AND POSSIBLY CAUSING DAMAGE TO

360
40 KTS
340

060

070

NIGHT
PITCH/ROLL
2 /4
STARBOARD
LSD 41/49 APPROACH PITC~~~OLL 2I4
H-53A/D LAUNCH AND RECOVERY ENVELOPES
HOPACS-F063

Figure J-13. H-53A/D Launch and Recovery Envelopes for LSD 41/49 Class Ships Spot 2, Starboard
Approach (Sheet 4)

J-21 ORIGINAL
NAVAIR 00-80T-122

MODEL: CH-53E
POWER: 3-T64-GE-416
CREW: 3
MAXIMUM RANGE 490 nm (full fuel, sea level)
MAXIMUM SPEED 150 knots
ENDURANCE 5.5 hr (full fuel, sea level)
WEIGHT: Basic 36,000 lb
Full Fuel 51 ,000 lb
Maximum internal 69,750 lb
external73,500 lb
FUEL: Type: JP-5/JP-4
Capacity internal 977 gal
external 1,300 gal
CARGO/PASSENGER CAPABILITY: External hook
36,000 lb; 600 lb personnel hoist (personnel in
emergency only); passengers 37 {55 with centerline
seats); 1,460 tt 3 internal cargo space.

t
8.83 FT
.j.

- 60.50 FT (PYLON & BLADES FOLDED) --+-~

~~
1 - - - - + - f - - - 73.33 FT (FUSELAGE LENGTH) ' - - - - - - - - - • 1

f
I
17.42 FT

1 (PYLON FOLDED)
9.42 FT
.j.

~---28.42 FT 99.04 FT (OVERALL LENGTH) ----------~

(BLADES & PYLON FOLDED)

WARNING ~
After landing H-53 aircraft with external auxiliary fuel tanks, the aircrewman shall
install the auxiliary fuel tank safety pins prior to lineman attaching tiedown chains
and positioning chocks. Prior to takeoff, the chocks and tiedown chains are to be
removed before the aircrewman removes the auxiliary fuel tank safety pins.

NOTES:

Maximum wind for rotor engagement/disengagement is 45 knots in any quadrant.

NWP0178
Operations in the island wash areas should be held to a minimum.

Figure J-14. CH-53E Super Stallion

ORIGINAL J-22
 NAVAIR 00-80T-122

MODEL MH-53E
POWER 3-T64-GE-416
CREW 3
MAXIMUM RANGE 720 nm (full fuel, sea level)
MAXIMUM SPEED 150 knots
ENDURANCE 6.8 hr (full fuel, sea level)
WEIGHT: Basic 36,000 lb
Full Fuel 57,8441b
Maximum internal 69,750 lb
external 73,500 lb
Fuel: Type JP-5/JP-4
Capacity internal 3212.4 GAL

CARGO/PASSENGER CAPABILITY: External hook

36,000 lb; 600 lb personnel hoist (personnel in emergency
only); passengers 37 (5 with centerline seats); 1,460 ft' NOTE
internal cargo space.
GROUND TO AIRFRAME
CLEARANCES WILL VARY
WITH INTERNAL LOAD
AND LANDING GEAR/
TIRE SERVICE LEVELS

16\FT.
151N.
27FT.
7 IN. 25FT.
7.5 IN.

i
11FT.
2 IN .

. 41N.

8 FT.~ IN.! 27 FT. 3 IN.-~--"-.."--..~--1 \

3FT. 2 IN. 18 IN. CLEARANCE MAIN LANDING GEAR STATIC GROUND LINE
NOSE LANDING GEAR CABIN LENGTH 30FT. ROLLING R. = 10.2 IN.
ROLLING R. = 10.2 IN. - CABIN WIDTH 7FT. 6. IN.~ FLAT TIRE R. = 7.2 IN.
FLAT TIRE R. = 7.2 IN. CABIN HEIGHT 6FT. 6 IN.
~ 20 FT. 7.8 IN.---1~-----':c....::c.:.:..:...:.=.:..::::..:..:....c:_:_c....::..~- 78 FT. 4.7 I N . - - - - - - - - - - - - - -
MH53E-Z572Z IC4\ NWP0179

Figure J-15. MH-53E Sea Dragon

J-23 ORIGINAL
NAVAIR 00-80T-122

H53E-LPD4-01B

NOTE SPOT 1
WOO CONDITIONS WITHIN+/- 25 DEG OFF THE BOW
IN EXCESS OF 20 KTS MAY PRODUCE TORQUE
REQUIREMENTS UP T~o IN EXCESS OF NATOPS
HOGE (WITH HEADW~ , \ REDICTIONS

355 35 KTS
1 030

305

X X
NIGHT
PITCH/ROLL
2/6
LPD4 PORT
APPROACH

H-53E LAUNCH AND RECOVERY ENVELOPES

Figure J-16. H-53E Launch and Recovery Envelopes for LPD 4 Class Ships Spot 1, Port Approach
(Sheet 1 of 12)

ORIGINAL J-24
 NAVAIR 00-80T-122

H53E-LPD4-02B
NOTE SPOT2
WOD CONDITIONS WITHIN+/- 25 DEG OFF THE BOW
IN EXCESS OF 20 KTS MAY PRODUCE TORQUE
REQUIREMENTS ~~;fr 5% IN EXCESS OF NATOPS
HOGE (WITH HEAD/ ~REDICTIONS

355 35 KTS

I
065

X NIGHT
PITCH/ROLL
2/6
PORT
APPROACH
LPD4
H-53E LAUNCH AND RECOVERY ENVELOPES
Figure J-16. H-53E Launch and Recovery Envelopes for LPD 4 Class Ships Spot 2, Port Approach
(Sheet 2)

J-25 ORIGINAL
NAVAIR 00-80T-122

H53E-LPD4-03B
NOTE SPOT 1
WOO CONDITIONS WITHIN +/- 25 DEG OFF THE BOW IN
EXCESS OF 20 KTS MAY PRODUCE TORQUE
REQUIREMENTS UP TO 5% IN EXCESS OF NATOPS HOGE
(WITH HEADWIND) PREDICjt~S
I oo5
350 40 KTS \ 010

X 1

NIGHT
PITCH/ROLL
2/6
X X
STARBOARD
APPROACH
LPD4
H-53E LAUNCH AND RECOVERY ENVELOPES
Figure J-16. H-53E Launch and Recovery Envelopes for LPD 4 Class Ships Spot 1, Starboard Approach
(Sheet 3)

ORIGINAL J-26
 NAVAIR 00-80T-122

H53E-LPD4-04B
NOTE SPOT2

~
-- 35

30

25
~ ..___.
20
~

NIGHT
PITCH/ROLL
2/6
X
STARBOARD
APPROACH
LPD4
H-53E LAUNCH AND RECOVERY ENVELOPES
Figure J-16. H-53E Launch and Recovery Envelopes for LPD 4 Class Ships Spot 2, Starboard Approach
(Sheet 4)

J-27 ORIGINAL
NAVAIR 00-80T-122

H53E-LPD4-05B

SPOT3
SEE PAGE 2 FOR NOTES

30 KTS

-3

X X

STARBOARD PITCH/ROLL
NIGHT 2/6
LPD4 APPROACH ~-----2--/-6~
PIT~H~~OLL

H-53E LAUNCH AND RECOVERY ENVELOPES

PAGE 1 OF 2
Figure J-16. H-53E Launch and Recovery Envelopes for LPD 4 Class Ships Spot 3, Starboard Approach
(Sheet 5)

ORIGINAL J-28
 NAVAIR 00-80T-122

H53E-LPD4-05B

SPOT3
NOTES

• WOO CONDITIONS WITHIN +/- 25 DEG OFF THE

BOW IN EXCESS OF 20 KTS MAY PRODUCE
TORQUE REQUIREMENTS UPTO 5% IN EXCESS OF
NATOPS HOGE (WITH HEADWIND) PREDICTIONS

• USE LHAILHD STYLE APPROACH/DEPARTURE

PROFILE

• NIGHT NON-NVD RECOVERIES TO SPOT ARE NOT

AUTHORIZED DUE TO INADEQUATE LIGHTING

• NIGHT NON-NVD LAUNCH OPERATIONS FROM

SPOT ARE CONSIDERED SATISFACTORY

• NIGHT NON-NVD APPROACHES FLOWN TO SPOT

1, FOLLOWED BY LOW HOVER TAXI TO SPOT ARE
CONSIDERED SATISFACTORY

LPD4

H-53E LAUNCH AND RECOVERY ENVELOPES

PAGE 2 OF 2
Figure J-16. H-53E Launch and Recovery Envelopes for LPD 4 Class Ships Spot 3, Starboard Approach
(Sheet 6)

J-29 ORIGINAL
NAVAIR 00-80T-122

H53E-LPD4-06B

SPOT4
SEE PAGE 2 FOR NOTES

X X
NIGHT
PITCH/ROLL
2/6
LPD4

H-53E LAUNCH AND RECOVERY ENVELOPES

PAGE 1 OF 2
Figure J-16. H-53E Launch and Recovery Envelopes for LPD 4 Class Ships Spot 4, Port Approach
(Sheet 7)

ORIGINAL J-30
 NAVAIR 00-80T-122

H53E-LPD4-06B

SPOT4
NOTES
• WOO CONDITIONS WITHIN +/- 25 DEG OFF THE
BOW IN EXCESS OF 20 KTS MAY PRODUCE
TORQUE REQUIREMENTS UPTO 5% IN EXCESS OF
NATOPS HOGE (WITH HEADWIND) PREDICTIONS

• USE LHA/LHD STYLE APPROACH/DEPARTURE

PROFILE

• NIGHT NON-NVD RECOVERIES TO SPOT ARE NOT

AUTHORIZED DUE TO INADEQUATE LIGHTING

• NIGHT NON-NVD LAUNCH OPERATIONS FROM

SPOT ARE CONSIDERED SATISFACTORY

• NIGHT NON-NVD APPROACHES FLOWN TO SPOT

1, FOLLOWED BY LOW HOVER TAXI TO SPOT ARE
CONSIDERED SATISFACTORY

LPD4

H-53E LAUNCH AND RECOVERY ENVELOPES

PAGE 2 OF 2
Figure J-16. H-53E Launch and Recovery Envelopes for LPD 4 Class Ships Spot 4, Port Approach
(Sheet 8)

J-31 ORIGINAL
NAVAIR 00-80T-122

H53E-LPD4-07B

SPOTS
SEE PAGE 2 FOR NOTES

35 KTS

30

300

X
NIGHT
PITCH/ROLL
2/6
LPD4 STARBOARD
APPROACH
H-53E LAUNCH AND RECOVERY ENVELOPES
PAGE 1 OF 2
Figure J-16. H-53E Launch and Recovery Envelopes for LPD 4 Class Ships Spot 5, Starboard Approach
(Sheet 9)

ORIGINAL J-32
 NAVAIR 00-80T-122

H53E-LPD4-07B

SPOTS
NOTES
• WOO CONDITIONS WITHIN +/- 25 DEG OFF THE
BOW IN EXCESS OF 20 KTS MAY PRODUCE
TORQUE REQUIREMENTS UPTO 5% IN EXCESS OF
NATOPS HOGE (WITH HEADWIND) PREDICTIONS

• USE LHA/LHD STYLE APPROACH/DEPARTURE

PROFILE

• NIGHT NON-NVD RECOVERIES TO SPOT ARE NOT

AUTHORIZED DUE TO INADEQUATE LIGHTING

• NIGHT NON-NVD LAUNCH OPERATIONS FROM

SPOT ARE CONSIDERED SATISFACTORY

• NIGHT NON-NVD APPROACHES FLOWN TO SPOT

2, FOLLOWED BY LOW HOVER TAXI TO SPOT ARE
CONSIDERED SATISFACTORY

X 5

LPD4

H-53E LAUNCH AND RECOVERY ENVELOPES

PAGE 2 OF 2
Figure J-16. H-53E Launch and Recovery Envelopes for LPD 4 Class Ships Spot 5, Starboard Approach
(Sheet 10)

J-33 ORIGINAL
NAVAIR 00-80T-122

H53E-LPD4-08B

SPOT6
SEE PAGE 2 FOR NOTES

30 KTS

PORT
NIGHT
PITCH/ROLL
2/4
LPD4 APPROACH

H-53E LAUNCH AND RECOVERY ENVELOPES

PAGE 1 OF 2
Figure J-16. H-53E Launch and Recovery Envelopes for LPD 4 Class Ships Spot 6, Port Approach
(Sheet 11)

ORIGINAL J-34
 NAVAIR 00-80T-122

H53E-LPD4-08B

SPOT6
NOTES
• WOO CONDITIONS WITHIN +/- 25 DEG OFF THE
BOW IN EXCESS OF 20 KTS MAY PRODUCE
TORQUE REQUIREMENTS UPTO So/o IN EXCESS OF
NATOPS HOGE (WITH HEADWIND) PREDICTIONS

• USE LHA/LHD STYLE APPROACH/DEPARTURE

PROFILE

• NIGHT NON-NVD RECOVERIES TO SPOT ARE NOT

AUTHORIZED DUE TO INADEQUATE LIGHTING

• NIGHT NON-NVD LAUNCH OPERATIONS FROM

SPOT ARE CONSIDERED SATISFACTORY

• NIGHT NON-NVD APPROACHES FLOWN TO SPOT

2, FOLLOWED BY LOW HOVER TAXI TO SPOT ARE
CONSIDERED SATISFACTORY

6 X

LPD4

H-53E LAUNCH AND RECOVERY ENVELOPES

PAGE 2 OF 2
Figure J-16. H-53E Launch and Recovery Envelopes for LPD 4 Class Ships Spot 6, Port Approach
(Sheet 12)

J-35 ORIGINAL
NAVAIR 00-80T-122

H53E-LPD17-01B

SPOTS 1, 2

035

315

PIT~~~OLL 2 I6
AP~~~!cH ...P-IT_cH_~~-o-LL_2_/_6.......
0
LPD 17

H-53E LAUNCH AND RECOVERY ENVELOPES

HOPACS-F004

Figure J-17. H-53E Launch and Recovery Envelopes for LPD 17 Class Ships Spots 1 and 2, Port
Approach (Sheet 1 of 3)

ORIGINAL J-36
 NAVAIR 00-80T-122

H53E-LPD17-02B

SPOTS 1, 2

305

I UNAIDED
PITCH/ROLL
2I4 1

2I6
PITC!~~~OLL
STARBOARD
APPROACH
2I 6
......______....
DAY
LPD 17 PITCH/ROLL

H-53E LAUNCH AND RECOVERY ENVELOPES

HOPACS-F065

Figure J-17. H-53E Launch and Recovery Envelopes for LPD 17 Class Ships Spots 1 and 2, Starboard
Approach (Sheet 2)

J-37 ORIGINAL
NAVAIR 00-80T-122

H53E-LPD17-03B

SPOTS 3, 4, 5, 6
NOTE

USE PORT ANEMOMETER ONLY WITH WINDS

GREATERTHAN25KTS

340 (,'f~ KTS

010

J
020

/045

STARBOARD
APPROACH r-·...... . .
-~
SPOTS 3 5 ~ UNAIDED
L j ~P-IT-
CH-
/R-OL-L~~~
2I 4
PORT PIT~~~OLL 2 I 6
APPROACH 1--------1
PITC H~~OLL 2 I 6
0

LPD 17 SPOTS 4, 6

H-53E LAUNCH AND RECOVERY ENVELOPES

HOPACS-F006

Figure J-17. H-53E Launch and Recovery Envelopes for LPD 17 Class Ships Spots 3, 4, 5, and 6 (Sheet 3)

ORIGINAL J-38
 NAVAIR 00-80T-122

H53E-LSD41 -01C

SPOT 1
A
H-53E ROTOR DOWNWASH DURING TAILWIND
RECOVERIES MAY CAUSE FLIGHT DECK SAFETY
NETS TO BOUNCE UPRIGHT MOMENTARILY,
REDUCING THE TAIL SKID CLEARANCE AND
POSSIBLY CAUSING DAMAGE TO THE AIRCRAFT OR
NETS ( OOS \
3SKrs

NIGHT
PITCH/ROLL
2 /6
LSD 41/49 AP:~~!cH~P-Ir_~:_,~o_L_L_2__/_6~
H-53E LAUNCH AND RECOVERY ENVELOPES
HOPACS-F067

Figure J-18. H-53E Launch and Recovery Envelopes for LSD 41/49 Class Ships Spot 1, Port Approach
(Sheet 1 of 4)

J-39 ORIGINAL
NAVAIR 00-80T-122

H53E-LSD41-02C

SPOT2
[3 /\.
H-53E ROTOR DOWNWASH DURING TAILWIND
RECOVERIES MAY CAUSE FLIGHT DECK SAFETY
NETS TO BOUNCE UPRIGHT MOMENTARILY,
REDUCING THE TAIL SKID CLEARANCE AND
POSSIBLY CAUSING DAMAGE TO THE AIRCRAFT OR
NETS I \
345 ~50 35 KTS

~
~
----....
20

15

NIGHT
PITCH/ROLL
2I 6
LSD 41/49 AP~~~!cH ._P_Ir_c~A-'~-oL_L_2_/_6___.
H-53E LAUNCH AND RECOVERY ENVELOPES
HOPACS-F068

Figure J-18. H-53E Launch and Recovery Envelopes for LSD 41/49 Class Ships Spot 2, Port Approach
(Sheet 2)

ORIGINAL J-40
 NAVAIR 00-80T-122

H53E-LSD41 -03C

SPOT 1
~ /'\.
H-53E ROTOR DOWNWASH DURING TAILWIND
RECOVERIES MAY CAUSE FLIGHT DECK SAFETY
NETS TO BOUNCE UPRIGHT MOMENTARILY,
REDUCING THE TAIL SKID CLEARANCE AND
POSSIBLY CAUSING DAMAGE TO THE AIRCRAFT OR
NETS
34535 KTS
I \

310

NIGHT
PITCH/ROLL
2 /6
STARBOARD
LSD 41/49 APPROACH

H-53E LAUNCH AND RECOVERY ENVELOPES

HOPACS-F069

Figure J-18. H-53E Launch and Recovery Envelopes for LSD 41/49 Class Ships Spot 1, Starboard
Approach (Sheet 3)

J-41 ORIGINAL
NAVAIR 00-80T-122

H53E-LS041-04C

SPOT2

H-53E ROTOR DOWNWASH DURING TAILWIND

RECOVERIES MAY CAUSE FLIGHT DECK SAFETY
NETS TO BOUNCE UPRIGHT MOMENTARILY,
REDUCING THE TAIL SKID CLEARANCE AND
POSSIBLY CAUSING DAMAGE TO THE AIRCRAFT OR
NETS I \
3?0 35 KTS

060

290

NIGHT
PITCH/ROLL
2I 6
STARBOARD
LSD 41/49 APPROACH PITC~~~OLL 2I6
H-53E LAUNCH AND RECOVERY ENVELOPES
HOPACS-F070

Figure J-18. H-53E Launch and Recovery Envelopes for LSD 41/49 Class Ships Spot 2, Starboard
Approach (Sheet 4)

ORIGINAL J-42
 NAVAIR 00-80T-122

H53E-TA0187-01B

NOTE
WIND OVER DECK SHALL BE SUFFICIENT TO
PROVIDE HOGE CAPABILITY

060

NIGHT
PITCH/ROLL
4/7
T-AO 187 AP~~~!cH .....P-IT-~HA_~~-oL_L_4_/_7___.
H-53E LAUNCH AND RECOVERY ENVELOPES
Figure J-19. H-53E Launch and Recovery Envelopes for T-AO 187 Class Ships Port Approach
(Sheet 1 of 2)

J-43 ORIGINAL
NAVAIR 00-80T-122

H53E-TA0187-02B

NOTE
WIND OVER DECK SHALL BE SUFFICIENT TO
PROVIDE HOGE CAPABILITY

060
290

NIGHT
PITCH/ROLL
4/7
STARBOARD
T-AO 187 APPROACH

H-53E LAUNCH AND RECOVERY ENVELOPES

Figure J-19. H-53E Launch and Recovery Envelopes for T-AO 187 Class Ships Starboard Approach
(Sheet 2)

ORIGINAL J-44
 NAVAIR 00-80T-122

APPENDIX K

H-57 Specifications/Egress/
Wind Limitations
K.1 SPECIFICATIONS

Refer to Figures K-1 and K-2.

K.2 EGRESS

K.3 LAUNCH AND RECOVERY WIND LIMITATIONS

The safe launch/recovery and engage/disengage wind limitations aboard specific ships are shown in Figures K-3 and
K-4. Unless otherwise specified, the envelopes:

1. Are based on steady state winds measured by windward mast-mounted anemometer. Limiting velocities
indicated on wind charts represent maximums for steady state, nonturbulent winds. During gusty wind
conditions and/or pitching decks, if the gust spread is 10 knots or more, reduce the maximum winds allowed
for rotor engagement and disengagement by 10 knots in all quadrants.

2. Are defined relative to the ship’s centerline.

3. Are valid for a normal approach to the stop, with the helicopter aligned with the ship’s lineup line at touchdown.

4. Are valid for all certified lighting configurations.

5. Will be shaded to distinguish day limits from night limits.

6. Will be surrounded with a striped border when applicable to emergency conditions resulting in any single
failure of the helicopter (ASE, hydraulic boost, or engine).

7. Are valid for PAC in either seat.

8. Are valid for all approved aircraft loading configurations and gw and cg conditions, provided power available
exceeds power required to hover out of ground effect.

The safe launch and recovery wind limitations for all helicopters aboard air-capable ships are presented in this
appendix. The limits present the maximum safe wind over the deck relative to the ship. When the limits for a particular
combination of helicopter and ship are not shown, the envelope in Figure K-3 is mandatory (with the exception of
the V-22). Operations should not be conducted on air-capable ships not certified or waivered. The limits are
categorized for day, night, and ship motion.

Wind limits presented in this appendix are based on currently available flight test data. Comments/questions about
the wind envelopes should be addressed to:

Commander
Naval Air Systems Command (AIR-4.0P)
22244 Cedar Point Road, Building 460
Patuxent River, MD 20670-1163

K-1 ORIGINAL
NAVAIR 00-80T-122

Note
 Considerable difference may exist between the flight deck winds and those
measured by mast-mounted anemometers. For most ships, aircraft zero
wind hover torque is often the best approximation to shipboard hover
torque requirements for all wind conditions; however, additional power
margin (5 to 10 percent torque) may be required to approach, overcome
turbulence, decelerate, or depart the flight deck vicinity. Shipboard power
available is based upon the contingency power rating. Envelope regions
exhibiting hover torque requirements in excess of flight manual zero wind
hover torque are designated by an appropriate note.

 Operations shall be adjusted to minimize excessive ship motion. Launch

and recovery should be timed to coincide with periods of minimum ship
motion.

 Localized turbulence may make flight operations hazardous. Common

sources of such turbulence are: (1) ship stack gases/wash, (2) ship
superstructures, (3) deck protrusions, (4) rotorwash or jet blast.

 For LPD 17 class ships, anemometer location results in neither port nor
starboard anemometer indicating windward winds when the wind is within
$10 degrees of the bow. Use of either port or starboard anemometer is
acceptable for winds $10 degrees of the bow, except where otherwise
noted on the specific envelope.

K.4 INTEROPERABILITY MATRICES

Matrices in APP 2/MPP 2 Volume II tabulate feasible ship/helicopter combinations and the capability for landing,
VERTREP, and HIFR operations for cross operation between fleet helicopters and ships for NATO, Partnership for
Peace, Inter-American Navies, Middle East and Pacific Rim nations. Refer to these publications for guidance on the
use of the matrices.

ORIGINAL K-2
 NAVAIR 00-80T-122

NWP0196

Figure K-1. TH-57 Tiedown

K-3 ORIGINAL
NAVAIR 00-80T-122

MODEL TH-57C
POWER 250-C20J
CREW 2
MAXIMUM RANGE 280 nm at 100 knots (GS)
MAXIMUM SPEED 130 knots
ENDURANCE 3.8 hr at 52 knots
WEIGHT: Basic 2,000 lb
Maximum 3,200 lb
FUEL: Type JP-4/JP-5
Capacity 91 gal

CARGO/PASSENGER CAPABILITY: External hook can be installed; no hoist; seats for 3 passengers

MAXIMUM WIND FOR ROTOR

ENGAGEMENT/DISENGAGEMENT

Figure K-2. TH-57C Sea Ranger

ORIGINAL K-4
 NAVAIR 00-80T-122

All-ACS-01C

NOTES
• HELICOPTER ALIGNED WITH SHIPS LINEUP LINE
AND WIND SHOWN RELATIVE TO AIRCRAFT'S
NOSE. IF THE SHIP'S LINEUP LINE IS NOT
FORE/AFT, THEN THIS ENVELOPE WILL BE
ROTATED TO THE ANGLE OF THE LINEUP LINE.

• THIS WIND ENVELOPE IS MANDATORY FOR ALL

U.S. HELICOPTER AND U.S. SHIP COMBINATIONS
NOT LISTED ELSEWHERE IN THIS APPENDIX.

Jl
350 25 KTS 010

315 045

NIGHT
PITCH/ROLL
2 /4

LAUNCH AND RECOVERY ENVELOPES

WITH NO OTHER ENVELOPE IDENTIFIED
HOPACS-F020

Figure K-3. General Launch and Recovery Envelope

K-5 ORIGINAL
NAVAIR 00-80T-122

H57C-IX514 -01A

NOTES

•ECSON/OFF

•YAW STAB ON/OFF

010
<sk.,.s 030

PORT
APPROACH------------
IX 514 Pirc0H~~oLL 3/4
H-57C LAUNCH AND RECOVERY ENVELOPES

Figure K-4. H-57C Launch and Recovery Envelopes for IX 514 Class Ships Port Approach
(Sheet 1 of 3)

ORIGINAL K-6
 NAVAIR 00-80T-122

H57C-IX514 -02A

NOTES

•ECSON/OFF

•YAW STAB ON/OFF

315

STARBOARD ------------
APPROACH
IX 514
H-57C LAUNCH AND RECOVERY ENVELOPES

Figure K-4. H-57C Launch and Recovery Envelopes for IX 514 Class Ships Starboard Approach
(Sheet 2)

K-7 ORIGINAL
NAVAIR 00-80T-122

H57C-IX514 -03A

NOTES

•ECSON/OFF

•YAW STAB ON/OFF

2/4NIGHT
PITCH/ROLL

STERN 2/4
APPROACH~P-IT-~A-~-oL_L----~
IX 514
H-57C LAUNCH AND RECOVERY ENVELOPES

Figure K-4. H-57C Launch and Recovery Envelopes for IX 514 Class Ships Stern Approach (Sheet 3)

ORIGINAL K-8
 NAVAIR 00-80T-122

APPENDIX L

H-58 Specifications/Egress/
Wind Limitations
L.1 SPECIFICATIONS

Refer to Figures L-1 and L-2.

L.2 EGRESS

L.3 LAUNCH AND RECOVERY WIND LIMITATIONS

The safe launch/recovery and engage/disengage wind limitations aboard specific ships are shown in Figures L-3 and
L-4. Unless otherwise specified, the envelopes:

1. Are based on steady state winds measured by windward mast-mounted anemometer. Limiting velocities
indicated on wind charts represent maximums for steady state, nonturbulent winds. During gusty wind
conditions and/or pitching decks, if the gust spread is 10 knots or more, reduce the maximum winds allowed
for rotor engagement and disengagement by 10 knots in all quadrants.

2. Are defined relative to the ship’s centerline.

3. Are valid for a normal approach to the stop, with the helicopter aligned with the ship’s lineup line at touchdown.

4. Are valid for all certified lighting configurations.

5. Will be shaded to distinguish day limits from night limits.

6. Will be surrounded with a striped border when applicable to emergency conditions resulting in any single
failure of the helicopter (ASE, hydraulic boost, or engine).

7. Are valid for PAC in either seat.

8. Are valid for all approved aircraft loading configurations and gw and cg conditions, provided power available
exceeds power required to hover out of ground effect.

The safe launch and recovery wind limitations for all helicopters aboard air-capable ships are presented in this
appendix. The limits present the maximum safe wind over the deck relative to the ship. When the limits for a particular
combination of helicopter and ship are not shown, the envelope in Figure L-3 is mandatory (with the exception of
the V-22). Operations should not be conducted on air-capable ships not certified or waivered. The limits are
categorized for day, night, and ship motion.

Wind limits presented in this appendix are based on currently available flight test data. Comments/questions about
the wind envelopes should be addressed to:

Commander
Naval Air Systems Command (AIR-4.0P)
22244 Cedar Point Road, Building 460
Patuxent River, MD 20670-1163

L-1 ORIGINAL
NAVAIR 00-80T-122

Note
 Considerable difference may exist between the flight deck winds and those
measured by mast-mounted anemometers. For most ships, aircraft zero
wind hover torque is often the best approximation to shipboard hover
torque requirements for all wind conditions; however, additional power
margin (5 to 10 percent torque) may be required to approach, overcome
turbulence, decelerate, or depart the flight deck vicinity. Shipboard power
available is based upon the contingency power rating. Envelope regions
exhibiting hover torque requirements in excess of flight manual zero wind
hover torque are designated by an appropriate note.

 Operations shall be adjusted to minimize excessive ship motion. Launch

and recovery should be timed to coincide with periods of minimum ship
motion.

 Localized turbulence may make flight operations hazardous. Common

sources of such turbulence are: (1) ship stack gases/wash, (2) ship
superstructures, (3) deck protrusions, (4) rotorwash or jet blast.

 For LPD 17 class ships, anemometer location results in neither port nor
starboard anemometer indicating windward winds when the wind is within
$10 degrees of the bow. Use of either port or starboard anemometer is
acceptable for winds $10 degrees of the bow, except where otherwise
noted on the specific envelope.

L.4 INTEROPERABILITY MATRICES

Matrices in APP 2/MPP 2 Volume II tabulate feasible ship/helicopter combinations and the capability for landing,
VERTREP, and HIFR operations for cross operation between fleet helicopters and ships for NATO, Partnership for
Peace, Inter-American Navies, Middle East and Pacific Rim nations. Refer to these publications for guidance on the
use of the matrices.

ORIGINAL L-2
 NAVAIR 00-80T-122

I J..
ATAS TO SKID
CLEARANCE 7.60 IN. HEUFIRE TO SKID
CLEARANCE 2.50 IN.

f
158.61N.

17.5

11.0 IN. j_
+ GROUND UNE
GROSS WT - 6500 POUNDS

90.91N
DROOPED BLADE
(STAnC)

Figure L-1. OH-58D Dimensions — Rapid Deployment Landing Gear

L-3 ORIGINAL
NAVAIR 00-80T-122

SHIPBOARD OPERATIONS ARE PROHIBITED

WITH STANDARD LANDING GEAR- RDLG MUST
BE USED.

TIEDOWN FITTINGS ARE LOCATED ON THE

TOPS OF THE RAPID DEPLOYMENT LANDING
GEAR STRUTS.

DO NOT USE THE JACK POINT

TIEDOWN FITTINGS TO RESTRAIN THE
AIRCRAFT. INSUFFICIENT STRENGTH
MAY CAUSE THE FITTINGS TO FAIL.

THESE RECOMMENDED CONFIGURATIONS

ARE BASED ON JSHIP ANALYSIS. THEY ARE
NOT DIRECTIVE IN NATURE.

Figure L-2. OH-58D Initial Tiedown Configuration — Rapid Deployment Landing Gear (Recommended)

ORIGINAL L-4
 NAVAIR 00-80T-122

ALL-ACS.OIC

NOTES
• HELICOPTER ALIGNED WITH SHIPS LINEUP LINE
AND WIND SHOWN RELATIVE TO AIRCRAFT'S
NOSE. IF THE SHIP'S LINEUP LINE IS NOT
FORE/AFT, THEN THIS ENVELOPE WILL BE
ROTATED TO THE ANGLE OF THE LINEUP LINE.

• THIS WIND ENVELOPE IS MANDATORY FOR ALL

U.S. HELICOPTER AND U.S. SHIP COMBINATIONS
NOT LISTED ELSEWHERE IN THIS APPENDIX.

ll
350 25 KTS 010

315 045

NIGHT
PITCH/ROLL
2/4
PIT~~~OLL 2I4
LAUNCH AND RECOVERY ENVELOPES
WITH NO OTHER ENVELOPE IDENTIFIED
HOPACS·F020

Figure L-3. General Launch and Recovery Envelope

L-5 ORIGINAL
NAVAIR 00-80T-122

H58-FFG7-03A

RAST-CAPABLE
AND NOTES

35 KTS

30

UNAIDED
PITCH/ROLL
2I4 I
1

PIT~~~OLL 2I6
STERN
APPROACH ...P-IT-~H-~~-O-LL_ _ _
2 I 7___.
FFG 7
OH-580 LAUNCH AND RECOVERY ENVELOPES
(SHEET 1 OF 2)

Figure L-4. OH-58D Launch and Recovery Envelope for RAST-Capable FFG 7 Class Ships (Sheet 1 of 2)

ORIGINAL L-6
 NAVAIR 00-80T-122

H58-FFG7-03A

RAST-CAPABLE

• LOCAL WIND OVER DECK VARIATIONS AROUND THE SHIP'S

SUPERSTRUCTURE MAY REQUIRE AN ADDITIONAL 5%
TORQUE REQUIRED ABOVE OPERATORS MANUAL HOVER
OUT OF GROUND EFFECT (HOGE) PREDICTIONS FOR WIND
AZIMUTHS FROM 330- 030 AND 090- 180. WI NO OVER DECK
SPEED GREATER THAN 25 KNOTS MAY REQUIRE AN
ADDITIONAL 10% TORQUE ABOVE OPERATOR'S MANUAL
HOGE PREDICATIONS, REGARDLESS OF AZIMUTH.

• OH-580 HUNG/UNEXPENDED ORDNANCE RECOVERIES

SHOULD BE CONDUCTED TO THE AFT PORT (LEFT REAR)
QUARTER OF THE RECOVERY CIRCLE TO MAXIMIZE TAIL
SKID OBSTRUCTION CLEARANCE. HUNG/UNEXPENDED
ORDNANCE RECOVERIES SHOULD BE CONDUCTED FROM
THE RIGHT SEAT WITH THE NOSE OFFSET 30-45 DEG TO
PORT.

• ROLL LIMITS BASED ON BRIDGE CLINOMETERS. REDUCE

ROLL LIMITS BY 2 DEG WHEN USING LSO'S ROLL/PITCH
GYRO REPEATERS.

NOTES

• WIND OVER DECK AS MEASURED BY SHIP'S UPWIND MAST

MOUNTED ANEMOMETER

• ENVELOPE VALID FOR STERN APPROACH WITH AIRCRAFT

ALIGNED EITHERFOR-AFTORNOSE OFFSETTO PORT

• RIGHT SEAT PILOT SHOULD CONDUCT ORDNANCE OFFSET

APPROACHES TO PORT

FFG 7
OH-580 LAUNCH AND RECOVERY ENVELOPES
(SHEET 2 OF 2)
Figure L-4. OH-58D Launch and Recovery Envelope for RAST-Capable FFG 7 Class Ships (Sheet 2)

L-7/(L-8 blank) ORIGINAL

 NAVAIR 00-80T-122

APPENDIX M

H-60 Specifications/Egress/
Wind Limitations
M.1 SPECIFICATIONS

Refer to Figures M-1 through M-14.

M.2 EGRESS

Refer to Figures M-15 through M-18.

M.2.1 MH-60R/SH-60B Helicopter

LAMPS Mk III is an interactive, computer-assisted, ship-aircraft weapons system in which the day/night,
all-weather, MH-60R/SH-60B helicopter extends the detection and strike capability of the surface combatant. The
primary missions of the LAMPS Mk III are ASW, Anti-ship Surveillance and Targeting (ASST), and SUW for
suitably equipped aircraft. The MH-60R/SH-60B helicopter is a derivative of the U.S. Army UH-60A helicopter with
improved engines, increased capacity fuel tanks, reduced footprint, Mk III mission avionics, and airborne RAST
system.

Although no longer referred to as the LAMPS Mk III system, with the introduction of the MH-60R the capabilities
of the ship-aircraft weapons system are expanded to include new avionics, communications, and mission systems.
The primary missions of the MH-60R are the same as the legacy SH-60B with expanded capabilities within each
mission area.

The airborne MH-60R/SH-60B avionics equipment includes search radar (approximately 160 nm range) with
integral IFF interrogator capability, programmable ESM equipment, computer-assisted passive and active acoustic
processor, computer imagery tactical display, MAD (SH-60B only), and automatic clear or secure communications
relay equipment. The MH-60R also adds an ALFS dipping sonar and an enhanced communication suite that includes
SATCOM, DAMA, HAVEQUICK, and SINCGARS. The MH-60R radar also incorporates an Inverse Synthetic
Aperture Radar (ISAR) capability and enhanced detection modes. The MH-60R/SH-60B avionics are integrated into
the ship’s combat system through a two-way, directional, secure data link providing the ship extended real-time
command and control. The MH-60R currently supports the legacy data-link system and its full data-link capability
will be available with upgrades to both the shipboard and helicopter systems. The SH-60B helicopter carries active
and passive sonobuoys and can attack submarine targets with the Mk 46, or Mk 50 (Block I upgrade aircraft), and
Mk 54 (Block I upgrade aircraft) torpedoes. The MH-60R employs active and passive sonobuoys, an active dipping
sonar system, and is capable of attacking submarine targets with the Mk 46, Mk 50, and Mk 54 torpedoes.

Effective with aircraft BuNo 162349 and subsequent, LAMPS Mk III are equipped to employ the AGM-114 Hellfire
missile, which includes the AAS-44 Forward-Looking Infrared FLIR with laser designator. The MH-60R/SH-60B
FLIR system allows for real-time FLIR imagery transmission to a ship with an upgraded SRQ-4 system. Video
imagery may be recorded with a Video Cassette Recorder (VCR) for later review and analysis. These LAMPS Mk III
aircraft are capable of employment as SUW platforms.

The MH-60R is equipped to employ the AGM-114 Hellfire missile, which includes the AAS-44C MTS FLIR with
laser designator and VCR capabilities. The data-link system allows for real-time FLIR imagery, low-light television,
and ISAR transmissions to the ship.

M-1 ORIGINAL
NAVAIR 00-80T-122

In an ASW mission, the MH-60R/SH-60B helicopter is launched in response to a contact generated by own-ship
sensors or external sensors, or utilized as a screen asset. MH-60R/SH-60B is designed to redetect, classify, localize,
and attack hostile submarine targets at distances in excess of 100 nm. In an ASST/SUW mission, the
MH-60R/SH-60B helicopter provides remote radar and ES sensors that can be controlled by, and interfaced through,
the ship’s radar and ES systems. Thus, the effective surveillance, detection, classification, and targeting ranges of
the ship are greatly extended. An armed helicopter (e.g., Hellfire missile equipped) may conduct independent or
coordinated attack dependent upon the threat and tactical scenario. Additionally, the MH-60R/SH-60B helicopter can
be used for SAR, MEDEVAC, personnel transfer, surveillance and reconnaissance, Maritime Interdiction Operations
(MIO), damage assessment, gunfire spotting, VERTREP, and Over-The-Horizon (OTH) plain or secure UHF
communications relay.
The standard mission endurance of an MH-60R/SH-60B is approximately 3.4 hours. The mission length is
determined by mission specifications, aircraft load/weight, and is predicated on 600 pounds of minimum fuel reserve
upon landing. Launch and landing capability is also constrained by operable airborne and ship RAST equipment, and
a sea state that will allow recovery within the specified wind/ship dynamic envelope. The dash speed is 150 knots
with a 120 knot normal cruising speed. The aircraft is capable of extending its on-station time by HIFR from a
forward-deployed surface unit when operational requirements dictate. The maximum theoretical radius of action
(maximum distance the helicopter can be expected to prosecute an ASW contact or perform the ASST/SUW mission)
is approximately 120 nm because of the maximum data link range at the current aircraft operational altitude limit
of 13,000 feet density altitude, or 10,000 feet MSL without supplemental oxygen. The radius of action can be
extended with the helicopter in the autonomous or stand-alone mode. The actual range at which reliable
communication can be maintained depends on data link/UHF/VHF propagation conditions. For further details on
either helicopter, refer to the respective NATOPS Flight Manual, Naval Technical Reference Publication (NTRP),
or Naval Tactics Techniques and Procedures Manual (NTTP).
M.2.2 SH-60F/HH-60H/MH−60S Helicopter
The SH-60F helicopter is designed for carrier-based ASW operations to detect, identify, track, and destroy enemy
submarines; provide logistics support; and to provide a SAR capability. It is a derivative of the U.S. Army UH-60A
helicopter with improved engines, increased capacity internal and external fuel tanks, reduced footprint, and RAST
systems. The crew consists of a pilot, copilot, and two sensor operators. ASW sensors consist of sonobuoys and
dipping sonar. Three external stores stations are available and can accommodate up to three torpedoes or two external
fuel tanks with one torpedo. When auxiliary fuel tanks are installed, the SH-60F is not compatible with RAST
operations. The helicopter is capable of airspeeds up to 180 knots. Endurance without external tanks is 4.5 hours.
Each external tank adds 45 minutes endurance. The aircraft can extend its on-station time by HIFR or on-deck
refueling. The SH-60F can be equipped for use with the RAST system and will handle all launch, recover, straighten,
and traverse evolutions the same as SH-60B aboard RAST-configured ships. For further details concerning the
SH-60F, refer to the SH-60F/HH-60H NATOPS (A1-H60CA-NFM-000).
The HH-60H/MH−60S are designed for both shore-based and ship-based Combat Search And Rescue (CSAR)
operations and support of NSW forces to provide logistics support, and to provide an over-water SAR capability. The
crew consists of a pilot, copilot, one crew chief, and one or two gunners. Mission systems consist of two side-mounted
M240 machine guns, engine exhaust suppressors, chaff and flare dispensers, a radar warning receiver, and Infrared
Countermeasures (IRCM). Two external stores stations are available and can accommodate up to two fuel tanks. Each
external tank adds 45 minutes endurance. HH−60H HIFR and RAST capabilities are the same as the SH-60F.
M.2.3 HELICOPTER CABIN SETUP

M.2.3.1 SH−60B/F
The SH-60B normally carries a pilot, copilot, and a sensor operator. In addition, there is a provision for the installation
of two auxiliary seats: one for an observer to the starboard adjacent to the sensor operator and one on the starboard
side aft of the cargo door. Both of these seats are located in close proximity to the cargo door jettisonable window
and the sensor operator’s jettisonable window.

ORIGINAL M-2
 NAVAIR 00-80T-122

The sensor operator’s normal flight station and seat are immediately adjacent to a jettisonable window located on
the port side of the fuselage. A jettisonable window is also located directly opposite of the sensor operator’s station
on the starboard side. Both windows are jettisoned by moving an emergency handle to the left as you face the window.
The window can then be pushed out from the bottom. (Refer to Figure M-15.)
M.2.3.2 MH-60R
The MH-60R normally carries a pilot, copilot, and a sensor operator. In addition, there is a provision for the
installation of a maximum of four auxiliary seats, depending on aircraft configuration: one for an observer adjacent
to the sensor operator and three along the aft bulkhead of the cabin. The observer seat is located in close proximity
to the cabin door jettisonable window and the sensor operator’s jettisonable window. The seats along the aft bulkhead
are in close proximity to the cabin door jettisonable window and a second jettisonable window on the port side of
the fuselage that can be installed when the sonobuoy launcher is removed.
The sensor operator’s normal flight station and seat are immediately adjacent to a jettisonable window located on
the port side of the fuselage. A cabin door jettisonable window is also located directly opposite of the sensor
operator’s station on the starboard side. All three windows are jettisoned by moving an emergency handle to the left
as you face the window and then pushing the window out from the bottom.
M.2.3.3 MH-60S/HH−60H
The MH-60S/HH−60H aircraft normally carry a pilot, copilot, and a minimum of one utility aircrewman, depending
on the mission. There are provisions for the installation of up to 14 seats in the aircraft’s cabin: left and right gunner
seats and up to 12 troop seats. All seats are in close proximity to the port or starboard cabin doors. Each cabin door
is equipped with two jettisonable windows. Cabin door jettisonable windows are opened by pulling the handle toward
the center of the door and pushing the window out of the aircraft.
M.3 LAUNCH AND RECOVERY WIND LIMITATIONS
The safe launch/recovery and engage/disengage wind limitations aboard specific ships are shown in Figures M-19
through M-38. Unless otherwise specified, the envelopes:
1. Are based on steady state winds measured by windward mast-mounted anemometer. Limiting velocities
indicated on wind charts represent maximums for steady state, nonturbulent winds. During gusty wind
conditions and/or pitching decks, if the gust spread is 10 knots or more, reduce the maximum winds allowed
for rotor engagement and disengagement by 10 knots in all quadrants.
2. Are defined relative to the ship’s centerline.
3. Are valid for a normal approach to the stop, with the helicopter aligned with the ship’s lineup line at touchdown.
4. Are valid for all certified lighting configurations.
5. Will be shaded to distinguish day limits from night limits.
6. Will be surrounded with a striped border when applicable to emergency conditions resulting in any single
failure of the helicopter (ASE, hydraulic boost, or engine).
7. Are valid for PAC in either seat.
8. Are valid for all approved aircraft loading configurations and gw and cg conditions, provided power available
exceeds power required to hover out of ground effect.
The safe launch and recovery wind limitations for all helicopters aboard air-capable ships are presented in this
appendix. The limits present the maximum safe wind over the deck relative to the ship. When the limits for a particular
combination of helicopter and ship are not shown, the envelope in Figure M-19 is mandatory (with the exception of
the V-22). Operations should not be conducted on air-capable ships not certified or waivered. The limits are
categorized for day, night, and ship motion.

M-3 ORIGINAL
NAVAIR 00-80T-122

Wind limits presented in this appendix are based on currently available flight test data. Comments/questions about
the wind envelopes should be addressed to:

Commander
Naval Air Systems Command (AIR-4.0P)
22244 Cedar Point Road, Building 460
Patuxent River, MD 20670-1163

Note
 Considerable difference may exist between the flight deck winds and those
measured by mast-mounted anemometers. For most ships, aircraft zero
wind hover torque is often the best approximation to shipboard hover
torque requirements for all wind conditions; however, additional power
margin (5 to 10 percent torque) may be required to approach, overcome
turbulence, decelerate, or depart the flight deck vicinity. Shipboard power
available is based upon the contingency power rating. Envelope regions
exhibiting hover torque requirements in excess of flight manual zero wind
hover torque are designated by an appropriate note.

 Operations shall be adjusted to minimize excessive ship motion. Launch

and recovery should be timed to coincide with periods of minimum ship
motion.

 Localized turbulence may make flight operations hazardous. Common

sources of such turbulence are: (1) ship stack gases/wash, (2) ship
superstructures, (3) deck protrusions, (4) rotorwash or jet blast.

 For LPD 17 class ships, anemometer location results in neither port nor
starboard anemometer indicating windward winds when the wind is within
±10 degrees of the bow. Use of either port or starboard anemometer is
acceptable for winds ±10 degrees of the bow, except where otherwise noted
on the specific envelope.

M.4 INTEROPERABILITY MATRICES

Matrices in APP 2/MPP 2 Volume II tabulate feasible ship/helicopter combinations and the capability for landing,
VERTREP, and HIFR operations for cross operation between fleet helicopters and ships for NATO, Partnership for
Peace, Inter-American Navies, Middle East and Pacific Rim nations. Refer to these publications for guidance on the
use of the matrices.

ORIGINAL M-4
 NAVAIR 00-80T-122

FUSELAGE WIDTH
T8"-~
MAX OVERALL
HEIGHT AIR
TRANSPORT
CONFIGURAllON

8'10".1
,_____,.....&
MAIN LANDINO
GEAR
....__ _ 14'4"--.......
STABILATOR
WIDTH

TAIL ROTOR
DIAMETER
MAIN ROTOR DIAMETER 2.8"
1-4-------- 53'8"-------.......-----.-+----
so

&FEET
-r----~~~W~H~E~EL~BA~S~EU28' 12Farr &INCHES
LENGTH ROTORS 5 INCHES
AND PYLON FOLDED 41'4"
..,..._ _ FUSELAGE LENGTH so·-7.5" ---~
....__ _ _ _ _ OVERALL LENOTH 14•-1fr----..,

• TAIL ROTOR IS CANTED 20°

UPPER nP PATH PLANE IS
11'10" AGL

Figure M-1. HH-60G Dimensions

M-5 ORIGINAL
NAVAIR 00-80T-122

Tiedown Fittings Are Located On The Stub Wing

Integrated Step, Underside Of Main Landing Gear Drag
Beam, Upper Forward Fuselage And Tail Transition
Seam.
WARNING
For Initial Tiedown: Avoid Use Of The Drag Beam
Tiedown Ring To Prevent Risk To Flight Deck
Personnel Of Rollover By The Main Wheel. Avoid Use
Of The Integrated Step Tiedown Point To Prevent
Placing Flight Deck Personnel In Close Proximity To A
Live Chaff/Flare Dispenser (If Installed).

When rotors are turning, ensure chains attached to

fuselage mounted mooring rings have enough slack to
allow the landing gear to dampen vibrations and
prevent ground resonance.
These Recommended Configurations Are Based On
Jship Analysis. They Are Not Directive In Nature.

Figure M-2. HH-60G Initial Tiedown Configurations (Recommended)

ORIGINAL M-6
 NAVAIR 00-80T-122

TIEDOWNS

TIEDOWNS
TIEDOWNS

0
TIE DOWNS TIEDOWNS

TIEDOWNS TIE DOWNS

NWP0230

Figure M-3. HH-60J Tiedown (USCG) (Sheet 1 of 2)

M-7 ORIGINAL
NAVAIR 00-80T-122

MODEL HH60J (U.S. Coast Guard)

POWER 2- T?OO-GE-401C
CREW4
MAXIMUM RANGE 600 NM at 146 kn ots
MAXIMUM SPEED 180 knots
ENDURAN CE 6 hrs. at 70 knots
WEIGHT: Empty 13,395 lb.
Maximum 23,884 lb.
FUEL: Type JP- 4/JP- 5
Capacity 590 gal. main/310 gal. external

CARGO/PASSENGER CAPACITY: External hook; 600 lb rescue hoist; 6 passengers; 1 liter patient.

MAIN ROTOR DIAMETER 53' 8"

TAIL ROTOR DIAMETER

BLADES FOLDED/PYLON FLIGHT LENGTH 52' o· -----~

OPERATING LENGTH 64' 10"

NOTE: Maximum wind for rotor engagement is 45 knots in any quadrant. NWP0231

Figure M-3. HH-60J Jay Hawk (USCG) (Sheet 2)

ORIGINAL M-8
 NAVAIR 00-80T-122

WIDTH EXTERNAL TANKS

~-------- INSTALLED ---------M
17 FEET- 10.10 INCHES

1-- - - -- .f-- --1--- FUSELAGE WIDTH

7 FEET- 9 INCHES

MAX OVERALL HEIGHT

AIR TRANSPORT
CONFIGURATION
(INCLUDING
1 12-INCH PAD)

~-------------1----1--- MAIN LANDING GEAR

9 FEET-8.6 INCHES

STABILATOR WIDTH
- 14 FEET-41NCHES

TAIL ROTOR
DIAMETER
11 FEET

OVERALL LENGTH, PROBE EXTENDED 68 FEET-9.1 INCHES------------------=-====:l-!-

12FEET
41NCHES I ----- ---
"' I:::5~: o~=j==fi~~~~~~~J~=;~~;~~~d;~=-"~~~~~__L-
o
7 FEET
71NCHES
WHEEL BASE 28 FEET- 11.191NCHES- - -- i

LENGTH-ROTORS AND PYLON FOLDED 41 FEET- 4 INCHES---~

FUSELAGE LENGTH 49 FEET-11 .61NCHES;----------------..

LENGTH- ROTOR FOLDED 60 FEET-7 INCHES;----------------------- --1

OVERALLLENGTH64FEET-101NCHES----------------------------~

Figure M-4. MH-60K Dimensions

M-9 ORIGINAL
NAVAIR 00-80T-122

TIEDOWN FITIINGS ARE LOCATED ON THE AXLES, STUB

WING INTEGRATED STEP, MAIN LANDING GEAR DRAG
BEAM, UPPER FORWARD FUSELAGE, TAIL TRANSITION
AREA AND FORWARD OF THE TAIL WHEEL.

NOTE

INITIAL TIEDOWNS SHOULD BE INSTALLED ON THE

MAIN LANDING GEAR AXLES.

THESE RECOMMENDED CONFIGURATIONS ARE BASED

ON JSHIP ANALYSIS. THEY ARE NOT DIRECTIVE IN
NATURE.

Figure M-5. MH-60K Initial Tiedown Configuration (Recommended)

ORIGINAL M-10
 NAVAIR 00-80T-122

WKmf WITH USS lffSTAlUD

___.
10 fE£T • 2 llllafU I
I
I
I
I
I
I
I
I
I
I
I
I

t
5Fm~
liNCHft

TAll ROTOR
DIAMETER
nFEET

....- - - - - - - - - - - O V E R A l l LEHGnt, PROBE ~OED 61 FEET-t.11HCHES-----------..

12F£ET
41NCH£S
tFUT
SINCHES
--- ---
7FEET
71NCHES

1--------- FUSElAGE LENGTH 4t FEET-11.6rHCHES---------t

1---------- I.EHGTH-AOTOR FOI.DEDIO FEET-71HCHES ------------1
1------------- OVERAl.l LENGTH 64 FEET-10 INCHES ---------------1

Figure M-6. MH-60L Dimensions

M-11 ORIGINAL
NAVAIR 00-80T-122

TIEDOWN FITTINGS ARE LOCATED ON THE

AXLES, STUB WING INTEGRATED STEP, MAIN
LANDING GEAR DRAG BEAM, UPPER FORWARD
FUSELAGE, TAIL TRANSITION AREA AND
FORWARD OF THE TAIL WHEEL.

NOTE
INITIAL TIEDOWNS SHOULD BE INSTALLED
ON THE MAIN LANDING GEAR AXLES.

THESE RECOMMENDED CONFIGURATIONS ARE

BASED ON JSHIP ANALYSIS. THEY ARE NOT DIR-
ECTIVE IN NATURE.

Figure M-7. MH-60L Initial Tiedown Configurations (Recommended)

ORIGINAL M-12
 NAVAIR 00-80T-122

TIEDOWN

TIE DOWN

TIEDOWN TIEDOWN

TIEDOWN NWP0201

Figure M-8. SH-60B/F Tiedown

M-13 ORIGINAL
NAVAIR 00-80T-122

r
20 76" (1 .73')(0.527m) \
21.00" (1 . 75') (0.533m)
MAIN ROTOR BLADE CHORD

\I 644" (53'8") (16.36m)

\ / A I N ROTOR DIAMETER

0.8 1' (9.72") (0.25m)

TAIL ROTOR BLADE CHORD
132" (11') (3.35m)
TAIL ROTOR
BLADE DIAMETER \

2. :·~ (660cm) lv\ WI. 365.21

STATIC
GROUND
LINE

1
159.2" (13'3.2'") (4.04m)
FOLDED HEIGHT

106.6" (8'10 6") (2.7m)

TREAD -1-.!-lf--=~~=::;fll-·1T2.5"
READ
(0.32m)

1-------..f---+-'1 39.5" (1 1' 7 5")(3.37m)

FOLDED WIDTH
1+-- - - - - - - - --t--1 76 14" (14'8.14") (4 47m)
SPAN

Figure M-9. MH-60R Dimensions

ORIGINAL M-14
 NAVAIR 00-80T-122

FUSELAGE WIDTH
7 FEET· 9 INCHES

8 FEET·
91NCHES

STABILATOR WIDTH
t -- - 14FEET -41NCHES

TAIL ROTOR
DlAMETE.R
11 FEET
12 FEET·
41NCHES
2.81NCHES
MAIN ROTOR DIAMETER
53 FEET · 8 INCHES

\
r :.----
/

9FEET·
51NCHES

14-- - - - WHEEL BASE 29 FEET

7FEET· 1 FOOT· &FEET·
71NCHES 71NCHES &INCHES
1+------ LENGTH · ROTORS AND PYLON FOLDED 41 FEET · 41NCHES

1-- - - - - - - - - FUSELAGE LENGTH 50 FEET· 7.51NCHES

1 + - - - - - - - - - - - - - - -- OVERALL LENGTH 64 FEET -10 INCHES

..
NS0360

Figure M-10. MH-60S Dimensions

M-15 ORIGINAL
NAVAIR 00-80T-122

MODEL SH-608
POWER 2-T700-GE-401 or 401 C
CREW 3
MAXIMUM RANGE 450 nm at 120 knots
MAXIMUM SPEED 180 knots
ENDURANCE 4. 7 hr at 65 knots (19,000 Ib)
WEIGHT: Empty 13,854 lb (approx.)
Maximum 21,700 lb.
FUEL: Type JP-5 / JP-8 / JP-4 (restricted fuel}
Capacity 590 gal

CARGO/PASSENGER CAPACITY: External hook 6,000 lb maximum; 600 lb personnel hoist;

2 passengers only if seats installed; 1 litter patient; limited small cargo space

NOTE: All passengers and crew shall have a seat.

BL
0.0

WL 18 1.21
FOLDED LENGTH 40' 11" (12.47M) -----J
BLADES/FOLDED/PYLON FLIGHT LENGTH 53' 3" (16.23M)
NOTES: FOLDED WIDTH ~<-----oPERATING LENGTH64'10" (19.76M) - - - - - - t l
(10' 7") (3.26M)

During launch, recovery, and deck handling operations, the pitch and roll indicators at the LSO
station shall be utilized. The bridge inclinometers display greater values and should be used only in
the event of a gyro failure.

The SH- 608 shipboard operating envelopes are based on launch and recovery during an optimum
quiescent period. The pilot shall endeavor to take off or land during the quiescent period.

Rotor and pylon fold and spread, maneuvering and traversing should be conducted during ship roll
motion of 10° or less. When the deck motion cannot be reduced below 10° roll, deck operations
should be conducted during the quiescent periods.

Rotor engage/disengage limi~ - 45 knots any azimuth.

Tail pylon spread--45 knots any azimuth. Rotor spread/feld - 45 knots any azimuth.
HIFR relative winds envelope- 10 to 30 knots/300° to 360° azimuth. NWP0202

Figure M-11. SH-60B/F Sea Hawk

ORIGINAL M-16
 NAVAIR 00-80T-122

I WIDTH WITH ESSS AND EXTERNAL I

EXTENDED RANGE TANKS INSTALLED I
I
~·~--------------21 FE ET--------------~•

I FUSELAGE WIDTH Wl11i

FUSELAGE WIDTH
7 FEET- 9 INCHES I HOVER IR SUPPRESSORS
I INSTALLED I
I I 9 FEET- 8 INCHES-,

I I I
I I I
I I I
I I I
I
I
I
I
-rl
5 FEET I
11NCH
3FEET
9.51NCHES

STABILATOR WIDTH
1 - - - 1 4 FEET- 41NCHES-- - i TAIL ROTOR
DIAMETER
11 FEET
12FEET-
41NCHES
MAIN ROTOR DIAMETER
53 FEET- 8 INCHES

9 FEET-
51NCHES

7 FEET- 1 FOOT- 6FEET-

71NCHES 71NCHES 61NCHES
14--- - - - - - - - - LENGTH- ROTORS AND PYLON FOLDED 41 FEET- 41NCHES

1+-------------------- FUSELAGE LENGTH 50 FEET- 7.51NCHES

1+------------------------------ OVERALL LENGTH 64 FEET- 10 INCHES ----------------------------.!

Figure M-12. UH-60A/L/Q, HH-60L Dimensions

M-17 ORIGINAL
NAVAIR 00-80T-122

TIEDOWN FITIINGS ARE LOCATED ON THE MAIN LANDING GEAR

DRAG BEAM, UPPER FORWARD FUSELAGE AND TAIL TRANSITION
SEAM.

INITIAL TIEDOWNS SHOULD BE ATIACHED TO THE FORWARD

AND AFT FUSELAGE TIEDOWN RINGS.

WARNING
FOR INITIAL TIEDOWN, AVOID USE OF THE DRAG BEAM TIEDOWN
RING TO PREVENT RISK TO DECK PERSONNEL OF ROLLOVER BY
THE MAIN WHEEL.

WHEN ROTORS ARE TURNING, ENSURE CHAINS ATIACHED TO

FUSELAGE MOUNTED MOORING RINGS HAVE ENOUGH SLACK TO
ALLOW THE LANDING GEAR TO DAMPEN VIBRATIONS AND
PREVENT GROUND RESONANCE.

THESE RECOMMENDED CONFIGURATIONS ARE BASED ON JSHIP

ANALYSIS. THEY ARE NOT DIRECTIVE IN NATURE.

Figure M-13. UH-60A/L/Q , HH-60L Initial Tiedown Configurations (Recommended)

ORIGINAL M-18
 NAVAIR 00-80T-122

TIEDOWN FITTINGS ARE LOCATED ON THE MAIN LANDING

GEAR DRAG BEAM, UPPER FORWARD FUSELAGE AND TAIL
TRANSITION SEAM.

INITIAL TIEDOWNS SHOULD BE ATTACHED TO THE FORWARD

AND AFT FUSELAGE TIE DOWN RINGS, IF ACCESSABLE. DRAG
BEAM TIEDOWNS MAY BE REQUIRED WITH 4 TANKS.

WARNING
FOR INITIAL TIEDOWN, AVOID USE OF THE DRAG BEAM
TIEDOWN RING TO PREVENT RISK TO DECK PERSONNEL OF
ROLLOVER BY THE MAIN WHEEL.

When rotors are turning, ensure chains attached to

fuse lage mounted mooring rings have enough slack to
allow the landing gear to dampen vibrations and
prevent ground resonance.
THESE RECOMMENDED CONFIGURATIONS ARE BASED ON
JSHIP ANALYSIS. THEY ARE NOT DIRECTIVE IN NATURE.

Figure M-14. UH-60A/L/Q, HH-60L Initial Tiedown Configuration With ESSS (Recommended)

M-19 ORIGINAL
NAVAIR 00-80T-122

1. PILOrS JETTISONABLE WINDOW

5. CABIN DOOR JETTISONABLE WINDOW
8. CABIN JETTISONABLE WINDOW
10. A TO'S JETnSONABLE WINDOW

~----~~~------~
RIGHT SIDE

-::~::=~ IIII LOCKED

CLOSE
INTERIOR-PILOrS DOOR
STA 220 BELOW EMER HANDLE
. FWD
EXTERIOR

------------~~~------------

• FWD INTERIOR
EMER RELEASE } PILOTS DOOR HANDLES
PRESS & TURN
HANDLE & PULL OUT WINDOW
EX TERIOR-PILOrS
DOOR EMER HANDLE NWP0280

Figure M-15. SH-60B/F Emergency Entrances and Exits (Sheet 1 of 2)

ORIGINAL M-20
 NAVAIR 00-80T-122

000000000
0

~
0
PUSH TO R.ELEASE
EXTERIOR & TURN 0 / /0 'o 0
I
BELOW CARGO DOOR
EMERGENCY WINDOW
IEMERGENCY EXIT
PUU. <Ja-oFWJ I

~-LOCKED INTERIOR CARGO DOOR HANDLE AND

EMERGENCY ESCAPE HATCH WINDOW

~'-FWD.
' CLOSE
~--------------~~~----------------~
OPEN

~
EXTERIOR CARGO DOOR HANDLE

--------~~~---------
EMERGENCY RELEASE
PUSH& TURN

EXTERIOR
. FWD A TO'S DOOR BELOW EMERGENCY
HANDLE

PUSH TO RELEASE
&TURN
)
EXTERIOR EMERGENCY ESCAPE
HATCH WINDOW

INTERIOR- A TO'S DOOR HANDLES

STA 220 BELOW EMERGENCY HANDLE

~------~~)------~, ~~-------(~)------~
RH SIDE LH SIDE

9
. FWD
CLOSE~.!:!.)
OPEN
INTERIOR EMERGENCY ESCAPE INTERIOR
EXTERIOR
HATCH WINDOW
A TO'S DOOR HANDLES IWVP0281

Figure M-15. SH-60B/F Emergency Entrances and Exits (Sheet 2)

M-21 ORIGINAL
NAVAIR 00-80T-122

CABIN DOOR
JETTISONABLE WINDOW

CABIN
JETTISONABLE WINOOW

EXTERIOR
INTERIOR-PILOT'S DOOR
STA 220 BELOW EMER HANDLE

FWD .
EMER RELEASE • FWD INTERIOR
PRESS AND TURN )
HANDLE AND PULL
OUT WINDOW
PILOT'S DOOR HANDLES
EXTERIOR-PILOT'S
DOORS EMER HANDLE

-:: ::. :::>- LOCKED

' \
'..)

' ' CLOSE I

OPEN
FWD l
Pus~boT~~'NEASE I
EXTERIOR- EXTERIOR CARGO DOOR HANDLE
BELOW CARGO DOOR
EMERGENCY WINDOW
PUSH TO RELEASE'
AND TURN

EXTERIOR EMERGENCY ESCAPE

HATCH WINDOW

Figure M-16. MH-60R Emergency Entrances and Exits

ORIGINAL M-22
 NAVAIR 00-80T-122

NWP0310

Figure M-17. MH-60S Emergency Entrances and Exits

M-23 ORIGINAL
NAVAIR 00-80T-122

1. PILOT'S JETTI SONABLE WINDOW

5. CABIN DOOR JETTISONABLE WlNDOW
8. CABIN JETTISONABLE WlNDOW
9. COPILOT'S JETTISONABLE WlNDOW

~----~~~------~
RIGHT SIDE

-:~:::~~IIII LOCKED

CLOSE
INTERIOR-PILOT'S DOOR
STA 220 BELOW EMER HANDLE

EXTERIOR
~----------~~~------------

• FWD INTERIOR
EMER RELEASE PILOT'S DOOR HANDLES
PRESS & TURN
HANDLE & PULL OUT WINDOW
EXTERIOR-PILOT'S
DOOR EMER HANDLE NWP0283

Figure M-18. HH-60J (USCG) Emergency Entrances and Exits (Sheet 1 of 2)

ORIGINAL M-24
 NAVAIR 00-80T-122

00<0000000
0

EXTERIOR
PUSH TO RELEASE
& TURN
t 00000
A 0 '00
0

I
BELOW CARGO DOOR
EMERGENCY WINDOW
IEMERGENCYEXIT
PULL <1--FW I

~0;~0 INTERIOR CARGO DOOR HANDLE AND

EMERGENCY ESCAPE HATCH WINDOW

~----------------t~~-----------------
' CLOSE
OPEN

~
EXTERIOR CARGO DOOR HANDLE

----------~~~----------
EMERGENCY RELEASE
PUSH & TURN

EXTERIOR
COPILOT'S BELOW EMERGENCY
- - - - HANDLE FWD .
8 0

PUSH TO RELEASE
&TURN
00000000

EXTERIOR EMERGENCY ESCAPE

HATCH WINDOW

INTERIOR· COPILOT'S DOOR HANDLES

STA 22 BELOW EMERGENCY HANDLE

P-------~~~------~. ~.-------(~)------~
RHSIDE LH SIDE

CLOSE~!!)
OPEN
INTERIOR EMERGENCY ESCAPE
EXTERIOR INTERIOR
HATCH WINDOW
IWIP0281
COPILOT'S DOOR HANDLES

Figure M-18. HH-60J (USCG) Emergency Entrances and Exits (Sheet 2)

M-25 ORIGINAL
NAVAIR 00-80T-122

ALL-ACS-0 1C

NOTES
• HELICOPTER ALIGNED WITH SHIPS LINEUP LINE
AND WIND SHOWN RELATIVE TO AIRCRAFT'S
NOSE. IF THE SHIP'S LINEUP LINE IS NOT
FORE/AFT, THEN THIS ENVELOPE WILL BE
ROTATED TO THE ANGLE OF THE LINEUP LINE.

• THIS WIND ENVELOPE IS MANDATORY FOR ALL

U.S. HELICOPTER AND U.S. SHIP COMBINATIONS
NOT LISTED ELSEWHERE IN THISAPPENDIX.

Jl
350 25 KTS 010

315 045

NIGHT
PITCH/ROLL
2/4
PIT~~~OLL 2I 4
LAUNCH AND RECOVERY ENVELOPES
WITH NO OTHER ENVELOPE IDENTIFIED
HOPACS-F020

Figure M-19. General Launch and Recovery Envelope

ORIGINAL M-26
 NAVAIR 00-80T-122

H60-CG47-01C

RA

CG47
H-608/F/H/J
LAUNCH AND RECOVERY ENVELOPES
Figure M-20. H-60 Launch and Recovery Envelopes for CG 47 Class Ships: H-60B/F/H/J, Recovery
Assist Envelope (Sheet 1 of 5)

M-27 ORIGINAL
NAVAIR 00-80T-122

H60-CG4 7-028

FD/CD

CG47
H-608/F/H/J
LAUNCH AND RECOVERY ENVELOPES
Figure M-20. H-60 Launch and Recovery Envelopes for CG 47 Class Ships: H-60B/F/H/J, Free Deck and
Clear Deck Envelope (Sheet 2)

ORIGINAL M-28
 NAVAIR 00-80T-122

H60-CG4 7-038

RA
NOTE
f'7A WINDS FROM AZIMUTH 290 TO 360 AND WINDS
[L.d LESS THAN 10 KTS (HATCHED AREA) MAY
REQUIRE UPTO 10% MORE POWER THAN THAT
REQUIRED TO HOV~G E

34 5 40 KTS

035

305

CG47
MH-60R
LAUNCH AND RECOVERY ENVELOPES
Figure M-20. H-60 Launch and Recovery Envelopes for CG 47 Class Ships: MH-60R, Recovery Assist
Envelope (Sheet 3)

M-29 ORIGINAL
NAVAIR 00-80T-122

H60-CG47-04B

FD/CD
NOTE
f7A WINDS FROM AZIMUTH 295 TO 360 AND WINDS
[Ut LESS THAN 10 KTS (HATCHED AREA) MAY
REQUIRE UPTO 10% MORE POWER THAN THAT
REQUIRED TO HOV~f\OGE
/ 005
345 35 KTS

CG47
MH-60R
LAUNCH AND RECOVERY ENVELOPES
Figure M-20. H-60 Launch and Recovery Envelopes for CG 47 Class Ships: MH-60R, Free Deck and Clear
Deck Envelope (Sheet 4)

ORIGINAL M-30
 NAVAIR 00-80T-122

H60-CG47-05A

040

145

CG47
MH-605
LAUNCH AND RECOVERY ENVELOPES
Figure M-20. H-60 Launch and Recovery Envelopes for CG 47 Class Ships: MH-60S (Sheet 5)

M-31 ORIGINAL
NAVAIR 00-80T-122

H60-DDG51-01C

NOTE
MAXIMUM GROSS WEIG

305

DOG 51
STARBOARD
APPROACH ....._
DAY
PITCH/ROLL
2 I 4
______.
H -60A/B/F/G/H/J/KIL/Q/RIS
LAUNCH AND RECOVERY ENVELOPES
Figure M-21. H-60 Launch and Recovery Envelopes for DDG 51 Class Ships: H-60A/B/F/G/H/J/K/L/Q/R/S

ORIGINAL M-32
 NAVAIR 00-80T-122

H60-DDG79-01 G

I WARNING I RA/FD

DUE TO THE THREE (3) DEGREE FORWARD FLIGHT DECK SLOPE ON

DAY
DOG 79 CLASS SHIPS, STABILATOR CLEARANCE TO THE FLIGHT DECK
IS LESS THAN ON OTHER CLASSES OF AIR CAPABLE SHIPS. HIGH
GROSS WE IGHT, AFT CENTER OF GRAVITY, SHIP PITCH AND ROLL
MOTION, AND RELATIVE TAIL WINDS (PARTICULARLY FROM PORT
SIDE) DECREASE STABILATOR CLEARANCE AND INCREASE THE RISK
OF IMPACTING THE SHIP FOR ALL PHASES OF LIR OPERATIONS.
I
; NOTES\
• ENTIRE ENVELOPE DAY RECOVERY ASS IST OPERATIONS WITH
MODERATE SHIP MOTION \
• DASHED BOUNDARY DAY RECOVERY ASSIST OPERATIONS WITH
HIGH SHIP MOTION OR FREE DECK OPERATIONS WITH MODERATE
SHIP MOTION I \
• MAXIMUM GROSS WEIGHT 22,500 LB
I 40 KTS

-------- 35

045

: RA PITC~~~OLL 3/14:
~-----------.

: FD PITC~~~OLL 2 I 8:
DDG79
H-608/F/H/J/R
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F073

Figure M-22. H-60 Launch and Recovery Envelopes for DDG 79 Class Ships: H-60B/F/H/J/R, Recovery
Assist and Free Deck, Day Envelope (Sheet 1 of 3)

M-33 ORIGINAL
NAVAIR 00-80T-122

H60-DDG79-02D

W ARNING I
DUE TO THE THREE (3) DEGREE FORWARD FLIGHT DECK SLOPE ON
RA/FD
NIGHT
DOG 79 CLASS SH IPS, STAB ILATOR CLEARANCE TO THE FLIGHT DECK
IS LESS THAN ON OTHER CLASSES OF AIR CAPABLE SHIPS. HIGH
GROSS WEIGHT, AFT CENTER OF GRAVITY, SHIP PITCH AND ROLL
MOTION , AND RELATIVE TAIL WINDS (PARTICULARLY FROM PORT
SIDE) DECREASE STAB ILATOR CLEARANCE AND INCREASE THE RISK
OF IMPACTING THE SHIP FOR ALL PHASES OF LIR OPERATIONS.
;NOTE~
• ENTIRE ENVELOPE NIGHT RECOVERY ASSIST OPERATIONS WITH
MODERATE SHIP MOTION \
• DASHED BOUNDARY NIGHT RECOVERY ASSIST OPERATIONS WITH
HIGH SHI P MOTION OR FREE DECK OPERATIONS WITH MODERATE
SH IP MOTION I \
• MAXIMUM GROSS WE IGHT 22,500 LB
I 40 KTS

35
325 ~
...-----------.
30

25 035

r~:rr~~~~~~~
FD PIT~~~~LL 2 I 6
DOG 79
H-608/F/H/J/R
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F074

Figure M-22. H-60 Launch and Recovery Envelopes for DDG 79 Class Ships: H-60B/F/H/J/R, Recovery
Assist and Free Deck, Night Envelope (Sheet 2)

ORIGINAL M-34
 NAVAIR 00-80T-122

H60-DDG79-03D

CD
I WARNING I
DUE TO THE THREE (3) DEGREE FORWARD FLIGHT DECK SLOPE ON
DOG 79 CLASS SHIPS, STAB ILATOR CLEARANCE TO THE FLIGHT DECK
IS LESS THAN ON OTHER CLASSES OF AIR CAPABLE SHIPS. HIGH
GROSS WEIGHT, AFT CENTER OF GRAVITY, SHIP PITCH AND ROLL
MOTION, AND RELATIVE TAIL WINDS (PARTICULARLY FROM PORT
SIDE) DECREASE STABILATOR CLEARANCE AND INCREASE THE RISK
OF IMPACTING THE SHIP FOR ALL PHASES OF LIR OPERATIONS.
;NOTE~
• LONG WHEELBASE AIRCRAFT (H-60A/G/K/LIQ/S) LIR OPERATIONS
.
ARE RESTRICTED TO/FROM 2FT BY2 FTWHEELBOXES

045

245 NIGHT
PITCH/ROLL 2/8
DOG 79
DAY
PITCH/ROLL 2/8
H-60A/B/F/G/H/J/KIUQ/RIS
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F075

Figure M-22. H-60 Launch and Recovery Envelopes for DDG 79 Class Ships: H-60A/B/F/G/H/J/K/L/Q/
R/S, Clear Deck Envelope (Sheet 3)

M-35 ORIGINAL
NAVAIR 00-80T-122

H60-FFG7-0 1 D

MODERATE SHIP MOTION

NOTES RA/FD
• ENTIRE ENVELOPE DAY RECOVERY ASSIST OPERATIONS
• DASHED BOUNDARY DAY FREE DECK OPERATIONS
• WINDS FROM AZIMUTH 350 TO 010 AND 060 TO 090 (HATCHED
AREA) MAY REQU IRE UP TO 10% MORE POWER THAN THAT
REQUIRED TO HOVER OGE
• TRANSIENT TORQUE EXCURSIONS OF UP TO 25% ABOVE
HOVER POWER MAY BE REQUIRED
• MAXIMUM GROSS WEIGHT22,500 LBS
I \
350 45 KTS 010

300

070

\ I : i="r) :T:~~a:: 3i a:
FFG 7 STERN
APPROACH
RA PITCH/ROLL 3 I 8
DAY

H-608/F/H/J/R
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F076

Figure M-23. H-60 Launch and Recovery Envelopes for FFG 7 Class Ships: H-60B/F/H/J/R, Recovery
Assist and Free Deck Envelope (Moderate Pitch and Roll) (Sheet 1 of 7)

ORIGINAL M-36
 NAVAIR 00-80T-122

H60-FFG7-02D

HIGH SHIP MOTION

RA/FD
NOTES
• ENTIRE ENVELOPE DAY RECOVERY ASSIST OPERATIONS
• DASHED BOUNDARY DAY FREE DECK OPERATIONS
• WINDS FROM AZIMUTH 350 TO 010 (HATCHED AREA) MAY
REQUIRE UP TO 10% MORE POWER THAN THAT REQU IRED
TO HOVER OGE I \
• TRANSIENT TORQUE EXCURSIONS OF UP TO 25% ABOVE
HOVER POWER MAY. BE REQUIRED
.
• MAXIMUM GROS/ WEIGHT22,500\ S

r
3 0
35 KTS
01
~

060

I
--------
-FD- -PITC~~~OLL .
6/15:
I

FFG 7 STERN
APPROACH
RA PITCH/ROLL
DAY 6/15
H-608/F/H/J/R
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F077

Figure M-23. H-60 Launch and Recovery Envelopes for FFG 7 Class Ships: H-60B/F/H/J/R, Recovery
Assist and Free Deck Envelope (High Pitch and Roll) (Sheet 2)

M-37 ORIGINAL
NAVAIR 00-80T-122

H60-FFG7-03D

RA/FD
NIGHT
NOTES
• ENTIRE ENVE LOPE NIGHTRECOVERYASSISTOPERATIONS
• DASHED BOUNDARY NIGHT FREE DECK OPERATIONS
• WINDS FROM AZIMUTH 350 TO 010 (HATCHED AREA) MAY
REQUIRE UP TO 10% MORE POWER THAN THAT REQUIRED TO
HOVEROGE I \
• TRANSIENT TORQUE EXCURSIONS OF UP TO 25% ABOVE
HOVER POWER MAY -BE REQUIRED
-
• MAXIMUM GROSS WEIGHT22,500 LBS

I
350
\010

------------ ---------
FD PIT~~~LL 3 I 6
STERN
RA PIT~=LL 3 I 8
1
FFG 7 APPROACH
H-608/F/H/J/R
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F078

Figure M-23. H-60 Launch and Recovery Envelopes for FFG 7 Class Ships: H-60B/F/H/J/R, Recovery
Assist and Free Deck, Night Envelope (Sheet 3)

ORIGINAL M-38
 NAVAIR 00-80T-122

H60·- FFG7-04C

MODERATE SHIP MOTION

NOTES CD
W INDS FROM AZIMUTH 350 TO 010 AND 060 TO 090 (HATCHED
~· AREA) MAY REQUIRE UP TO 10% MORE POWER THAN THAT
REQUIRED TO HOVER OGE
• TRANSIENT TORQUE EXCURSIONS OF UP TO 25% ABOVE
HOVER POWER MAY BE REQUIRED
•
/ '
LONG WHEELBASE A IRCRAFT ( H-60A/G/L/Q/S ) L/R
OPERATIONS ARE RESTRICTED TO/FROM FORWARD HALF OF
LANDING CIRCLE I \
• MAXIMUM GROSS WEIGHT22,500 LB
I \
350 010

300

NIGHT
PITCH/ROLL 3/6
FFG 7
-~RN
APPROACH ....._
PITCH/ROLL ______
3/8
DAY
_.
H -SOA/8/F/G/H/J/L/Q/R/5
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F079

Figure M-23. H-60 Launch and Recovery Envelopes for FFG 7 Class Ships: H-60A/B/F/G/H/J/L/Q/R/S,
Clear Deck Envelope (Moderate Pitch and Roll) (Sheet 4)

M-39 ORIGINAL
NAVAIR 00-80T-122

H60-FFG7-05C

HIGH SHIP MOTION

CD
NOTES
f7A • WINDS FROM AZIMUTH 350 TO 010 (HATCHED AREA) MAY
~ REQUIRE UP TO 10% MORE POWER THAN THAT REQUIRED TO
HOVER OGE 1\.
• TRANSIENT TORQUE EXCURS IONS OF UP TO 25% ABOVE
HOVER POWER MAY BE REQUIRED
, '\

• LONG WHEELBASE AIRCRAFT ( H -60A/G/LIQ / S) LIR

OPERATIONS ARE RESTRICTED TO/FROM FORWARD HALF OF
LANDING CIRCLE I \
• MAXIMUM GROSS WEIGHT22,500 LB

J:ER
FFG 7 APPROACH
DAY
PITCH/ROLL 6/15
H-SOA/8/F/G/H/J/UQ/R/5
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F080

Figure M-23. H-60 Launch and Recovery Envelopes for FFG 7 Class Ships: H-60A/B/F/G/H/J/L/Q/R/S,
Clear Deck Envelope (High Pitch and Roll) (Sheet 5)

ORIGINAL M-40
 NAVAIR 00-80T-122

H60-FFG7-06B

NOTE
• LIR OPERATIONS ARE RESTRICTED TO/FROM FORWARD HALF OF
LANDING CIRCLE
• MAXIMUM GROSS WEIGHT 22,500 LB

300

FFG 7 APPROACH
DAY
PITCH/ROLL 6/15
MH-60K
LAUNCH AND RECOVERY ENVELOPES
Figure M-23. H-60 Launch and Recovery Envelopes for FFG 7 Class Ships: MH-60K (Sheet 6)

M-41 ORIGINAL
NAVAIR 00-80T-122

RA/FD/CD
DEGRADED
NOTES
• ENTIRE ENVELOPE DAY SINGLE SAS FAILURE RECOVERY
• SHADED AREA DAY BOOST OR DUAL SAS FAILURE AND ALL
NIGHT DEGRADED MODE_S ,
WINDS FROM AZIMUTH 350 TO 010 (HATCHED AREA) MAY
REQUIRE UPTO 10% MORE POWERTHANTHATREQUIREDTO
HOVEROGE I \
• TRANSIENT TORQUE EXCURSIONS OF UP TO 25% ABOVE
HOVER POWER MAY BE REQUIRED
• LONG WHEELBASE AIRCRAFT (H -60A/G/K/LIQ/S) LIR
OPERATIONS ARE RESTRICTED TO/FROM FORWARD HALF OF
LANDING CIRCLE{ \
• MAXIMUM GROSS WEIGHT22,500 LB
I I
350 30 KTS 010
. I

DAY BOOST OR
DUAL SAS FAILURE
LL NIGHT DEGRADED
2/6
PITCH/ROLL
DAY
SINGLE SAS FAILURE
J:ER PITCH/ ROLL

APPROACH
H-60A/B/F/G/H/J/K/UQ/R/5
DEGRADED RECOVERY ENVELOPES

HOPACS·F081

Figure M-23. H-60 Degraded Recovery Envelopes for FFG 7 Class Ships: H-60A/B/F/G/H/J/K/L/Q/R/S,
Recovery Assist, Free Deck, and Clear Deck Degraded Envelope (Sheet 7)

ORIGINAL M-42
 NAVAIR 00-80T-122

H60.HSV2-018

NOTE
MAXIMUM GROSS WEIGHT 22,500 LB
360
65 KTS 010

055

290

STERN
IX 2 (HSV X2) APPROACH PITgH~~OLL 3I5
H -60AIB/F/G/H/J/KJL/Q/R/5
LAUNCH AND RECOVERY ENVELOPES
Figure M-24. H-60 Launch and Recovery Envelopes for IX2 (HSVX2) Class Ships: H-60A/B/F/G/H/J/K/
L/Q/R/S

M-43 ORIGINAL
NAVAIR 00-80T-122

H60-IX514-01 D

NOTES

• ENTIRE ENVELOPE DAY OPERATIONS

/ \
• SHADED AREA DAY DEGRADED (BOOST OR SAS
OFF) RECOVERY AND ALL NIGHT OPERATIONS
I \
• LONG WHEELBASE AIRCRAFT (H-60A/G/KILIQ/S)
LIR OPERATIONS ARE RESTRICTED TO/FROM
FORWARD HALF OF LANDING CIRCLE
I I

• MAXIMUM GROSS WEIGHT 22 ,500 LB

I 25 KTS J15

300

075

NIGHT
PITCH/ROLL
2I5
STERN
IX 514 APPROACH PIT~~~OLL 2I5
H -60A/B/F/G/H/J/KIUQ/RIS
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F082

Figure M-25. H-60 Launch and Recovery Envelopes for IX 514 Class Ships: H-60A/B/F/G/H/J/K/L/Q/R/S

ORIGINAL M-44
 NAVAIR 00-80T-122

H60-LCC19.01C

NOTE
MAXIMUM GROSS WEIG

050

080

PORT
LCC 19 APPROACH PITgH~~OLL 2I4
H-GOA/8/F/G/H/J/KIL/Q/RIS
LAUNCH AND RECOVERY ENVELOPES
Figure M-26. H-60 Launch and Recovery Envelopes for LCC 19 Class Ships: H-60A/B/F/G/H/J/K/L/Q/
R/S, Port Approach Envelope (Sheet 1 of 2)

M-45 ORIGINAL
NAVAIR 00-80T-122

H60-LCC19.02B

NOTE
MAXIMUM GROSS WEIG

320

310
050

LCC 19
STARBOARD
APPROACH ...._
DAY
PITCH/ROLL _____
2I4 _.

H -GOA/8/F/G/H/J/KIL/Q/R/S
LAUNCH AND RECOVERY ENVELOPES
Figure M-26. H-60 Launch and Recovery Envelopes for LCC 19 Class Ships: H-60A/B/F/G/H/J/K/L/Q/R/S,
Starboard Approach Envelope (Sheet 2)

ORIGINAL M-46
 NAVAIR 00-80T-122

H 60~LCS1~01A
NOTE
• MAXIMUM GROSS WEIGHT 22,500 LB
• ENTIRE ENVELOPE DAYORNIGHT

060

NIGHT2 /4
PITCH/ROLL

LC51
STERN
c?H_~~-0-LL 2 I 6
APPROACH ...P-IT_ _ _ __.

H -60AIB/F/G/H/J/KIL/Q/RIS
LAUNCH AND RECOVERY ENVELOPES

Figure M-27. H-60 Launch and Recovery Envelopes for LCS 1 Class Ships: H-60A/B/F/G/H/J/K/L/Q/
R/S, Stern Approach Envelope

M-47 ORIGINAL
NAVAIR 00-80T-122

HEO-LCS2 -0 lA

NOTES SPOT 1
• MAXI M UM GROSS WE IGHT: 22,500 LBS
• ENTIRE ENVELOP E DAY OR NIG HT
/'\
345 60 KTS 01 5

- 55
-
- 5D
-
- ~5
-
40
-

X
2 /4
NIGHT
PITCH/ROLL

STERN PITC~~~OLL 2 I 5
LCS 2 APPROACH ......__ _ _ _.....
H-60AIB/F/G/H/J/KIUQ/RIS
LAUNCH AND RECOVERY ENVELOPES

Figure M-28. H−60 Launch and Recovery Envelopes for LCS 2 Class Ships: H−60A/B/F/G/H/J/K/L/Q/
R/S, Stern Approach Envelope (Sheet 1 of 2)

ORIGINAL M-48
 NAVAIR 00-80T-122

H60·1CS:> .O:>.A

SPOT2
NOTE
A
MAXIMUM GROSS WEIGHT: 22,500 LBS

35 KTS

------
---------
30

25

2
X

STERN DAYONLY 2I4

LCS2 APPROACH
-------
PITCH/ ROLL

H -60AIB/F/G/H/J/K/UQ/RIS
LAUNCH AND RECOVERY ENVELOPES

Figure M-28. H-60 Launch and Recovery Envelopes for LCS 2 Class Ships: H-60A/B/F/G/H/J/K/L/Q/
R/S, Stern Approach Envelope (Sheet 2)

M-49 ORIGINAL
NAVAIR 00-80T-122

H60-LPD4-01B

SPOT 1
NOTE
MAXIMUM GROSS WEIG

360 035
~~
T)o:
d'
055

LPD4
AP~~~!.cH ._P_Ir_c~A-'~-oL_L_3_/_7___.
H-60AIB/F/G/H/J/L/Q/R/5
LAUNCH AND RECOVERY ENVELOPES
Figure M-29. H-60 Launch and Recovery Envelopes for LPD 4 Class Ships: H-60A/B/F/G/H/J/L/Q/R/S,
Port Approach, Spot 1 Envelope (Sheet 1 of 9)

ORIGINAL M-50
 NAVAIR 00-80T-122

H60-LPD4-02C

SPOT2
NOTE
MAXIMUM GROSS WEIG

360

LPD4
AP~~~!.cH ._P_Ir_~A_,~_oL_L_3_/_7___.
H -60AIB/F/G/H/J/L/Q/R/5
LAUNCH AND RECOVERY ENVELOPES
Figure M-29. H-60 Launch and Recovery Envelopes for LPD 4 Class Ships: H-60A/B/F/G/H/J/L/Q/R/S,
Port Approach, Spot 2 Envelope (Sheet 2)

M-51 ORIGINAL
NAVAIR 00-80T-122

H60-LPD4-03B

SPOT 1
NOTE
MAXIMUM GROSS WEIG

010

X
-1

X X
- l."lleJ~n·: :,=) ) (i !~' j'

1::rw;·~;r~H?::~1 ~-=,
1- --------
// :-=-:;)

LPD4 STARBOARD
APPROACH ....__
DAY
PITCH/ROLL
3 I 7___.
____
H -60AIB/F/G/H/J/L/Q/RIS
LAUNCH AND RECOVERY ENVELOPES
Figure M-29. H-60 Launch and Recovery Envelopes for LPD 4 Class Ships:
H-60A/B/F/G/H/J/L/Q/R/S, Starboard Approach, Spot 1 Envelope (Sheet 3)

ORIGINAL M-52
 NAVAIR 00-80T-122

H60-LPD4-04C

SPOT2
NOTE
MAXIMUM GROSS WEIG

310

X X

X
-2
LPD4 STARBOARD
APPROACH ...._
DAY
PITCH/ROLL ____
3I7 ___.

H-60AIB/F/G/H/J/L/Q/RIS
LAUNCH AND RECOVERY ENVELOPES
Figure M-29. H-60 Launch and Recovery Envelopes for LPD 4 Class Ships: H-60A/B/F/G/H/J/L/Q/R/S,
Starboard Approach, Spot 2 Envelope (Sheet 4)

M-53 ORIGINAL
NAVAIR 00-80T-122

f.I60-LPD4-05C

SPOTS 3, 4, 5, 6
NOTES
/\.
• NIGHT UNAIDED APP ROACH ES TO SPOTS 3-6 AR E NOT
AUTH ORIZED DUE TO INADEQUATE LIGHTING. UNAIDED
LOW HOVER TAXI FROM SPOT 1 OR 2 AND RECOVERY AT
SPOTS 3-6AREAUTH J RIZED. \

• MAXI MUM GROSS WEIGHT 22,500 LB

3~0 30 KTS \

340

3151

-4 3
I
STARBOARD
I
APPROACH
SPOTS 3, 5
6
PORT NIGHT
PITCH/ROLL
2I5
LPD4 APPROACH
SPOTS 4, 6
DAY 3I7
._P-'T-CH-' R_o_LL_ _ ___,

H-SOA/8/F/G/H/J/L/Q/RIS
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F083

Figure M-29. H-60 Launch and Recovery Envelopes for LPD 4 Class Ships: H-60A/B/F/G/H/J/L/Q/R/S,
Spots 3, 4, 5, and 6 Envelope (Sheet 5)

ORIGINAL M-54
 NAVAIR 00-80T-122

H60-LPD4-06A

SPOT 1
NOTE
MAXIMUM GROSS WEIG

LPD4
AP~~~!.cH ._P_Ir_c~A-'~-oL_L_3_/_8___.
MH-60K
LAUNCH AND RECOVERY ENVELOPES
Figure M-29. H-60 Launch and Recovery Envelopes for LPD 4 Class Ships: MH-60K, Port Approach,
Spot 1 Envelope (Sheet 6)

M-55 ORIGINAL
NAVAIR 00-80T-122

H60-LPD4-07A

SPOT2
NOTE
MAXIMUM GROSS W EIG

055

LPD4
AP~~~!cH ...P_Ir_&_~~-o-LL_3__/_8___.
MH-60K
LAUNCH AND RECOVERY ENVELOPES
Figure M-29. H-60 Launch and Recovery Envelopes for LPD 4 Class Ships: MH-60K, Port Approach,
Spot 2 Envelope (Sheet 7)

ORIGINAL M-56
 NAVAIR 00-80T-122

H60-LPD4-08A

SPOT 1
NOTE
MAXIMUM GROSS WEIG

305

LPD 4 STARBOARD
APPROACH ....._
DAY
PITCH/ROLL _____
3I8 _.

MH-60K
LAUNCH AND RECOVERY ENVELOPES
Figure M-29. H-60 Launch and Recovery Envelopes for LPD 4 Class Ships: MH-60K, Starboard Approach,
Spot 1 Envelope (Sheet 8)

M-57 ORIGINAL
NAVAIR 00-80T-122

H6()..LP04-09A

SPOT2
NOTE
MAXIMUM GROSS WEIG

360
345 35 KTS

-
30

305

X
-2
LPD4 STARBOARD
APPROACH .._
DAY
PITCH/ROLL
3 I 8___.
____
MH-60K
LAUNCH AND RECOVERY ENVELOPES
Figure M-29. H-60 Launch and Recovery Envelopes for LPD 4 Class Ships: MH-60K, Starboard Approach,
Spot 2 Envelope (Sheet 9)

ORIGINAL M-58
 NAVAIR 00-80T-122

H60-LPD17-01 C

SPOTS 1, 2
NOTES

~·
SPOT 1 OPERATIONS WITH RELATIVE WINDS
BELOW 10 KTS (HATCHED AREA) MAY
MOMENTARILY REQUIRE 20% MORE POWER
THAN THAT REQUIRED TO HOVER OGE
I \
FFR • SPOT 2 OPERATIONS WITH RELATIVE WINDS
1:±±1 GREATER THAN 20 KTS FROM 325 TO 345 DEG
(SQUARED AREA) MAY MOMENTARILY REQUIRE
15% MORE POWER THAN THAT REQUIRED TO
HOVEROGE I '
• MAXIMUM GROSS WEIGHT 22,500 LB

34~ 30 KTS I 020

340

055

NIGHT
PITCH/ROLL
2 /4
PORT
DAY
LPD 17 APPROACH PITCH/ROLL 2/4
H-60A/B/F/G/H/J/KIUQ/RIS
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F084

Figure M-30. H-60 Launch and Recovery Envelopes for LPD 17 Class Ships: H-60A/B/F/G/H/J/K/L/Q/
R/S, Port Approach, Spots 1 and 2 Envelope (Sheet 1 of 5)

M-59 ORIGINAL
NAVAIR 00-80T-122

HSO-LPD17-02C

SPOT 1
NOTES
f7A • OPERATIONS WITH RELATIVE WINDS GREATER
~ THAN 30 KTS (HATCHED AREA) MAY MOMENTARILY
REQUIRE 15% MORE POWER THAN THAT
REQUIRED TO HOVER OGE

•
I \
MAXIMUM GROSS WEIGHT22,500 LB
I \
355 35 KTS 010

NIGHT
PITCH/ROLL
2/4
STARBOARD 1--------1

LPD 17 APPROACH PIT&~~OLL 2I4

H-60A/B/F/G/H/J/K/L/Q/RIS
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F085

Figure M-30. H-60 Launch and Recovery Envelopes for LPD 17 Class Ships: H-60A/B/F/G/H/J/K/L/Q/R/S,
Starboard Approach, Spot 1 Envelope (Sheet 2)

ORIGINAL M-60
 NAVAIR 00-80T-122

H60-LPD17-04C

SPOT2
NOTE
MAXIMUM GROSS WEIGH 22,500 LB

-- 25

290

2/4 NIGHT
PITCH/ROLL
STARBOARD ..,..__-------1
LPD 17 APPROACH PIT~~~OLL 2 I 4

H-SOA/8/F/G/H/J/K/UQ/R/S
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F086

Figure M-30. H-60 Launch and Recovery Envelopes for LPD 17 Class Ships: H-60A/B/F/G/H/J/K/L/Q/R/S,
Starboard Approach, Spot 2 Envelope (Sheet 3)

M-61 ORIGINAL
NAVAIR 00-80T-122

H60-LPD 17..050

SPOTS 4, 6
NOTE
MAXIMUM GROSS WEIGH 22,500 LB

30 KTS
355
\

NIGHT
PITCH/ROLL
2/4
PORT
LPD 17 APPROACH PIT~~~OLL 2I 4
H -60A/B/F/G/H/J/KIUQ/RIS
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F087

Figure M-30. H-60 Launch and Recovery Envelopes for LPD 17 Class Ships: H-60A/B/F/G/H/J/K/L/Q/R/S,
Port Approach, Spots 4 and 6 Envelope (Sheet 4)

ORIGINAL M-62
 NAVAIR 00-80T-122

H60-LP017-060

SPOTS 3, 5
NOTE
MAXIMUM GROSS WEIGHT 22,500 LB

NIGHT
PITCH/ROLL
2 /4
STARBOARD ..,..._-------1
LPD 17 APPROACH PIT~~~OLL 2 I 4
H-SOA/8/F/G/H/J/K/UQ/R/S
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F088

Figure M-30. H-60 Launch and Recovery Envelopes for LPD 17 Class Ships: H-60A/B/F/G/H/J/K/L/Q/R/S,
Starboard Approach, Spots 3 and 5 Envelope (Sheet 5)

M-63 ORIGINAL
NAVAIR 00-80T-122

H60· LSD41..()1B

NOTE
SPOT 1

MAXIMUM G:::S ~2,500 LB

LSD 41/49 AP;~~!.cH ._P_Ir_~A_,~_oL_L_2_/_6___.

H -60AIB/F/G/H/J/K/L/Q/R/5
LAUNCH AND RECOVERY ENVELOPES
Figure M-31. H-60 Launch and Recovery Envelopes for LSD 41/49 Class Ships: H-60A/B/F/G/H/J/K/L/
Q/R/S, Port Approach, Spot 1 Envelope (Sheet 1 of 4)

ORIGINAL M-64
 NAVAIR 00-80T-122

H60-LSD41-02D

NOTES
SPOT 1
• ENTIRE ENVELOPE DAY AND NIGHT
• MAXIM UM G ROSS WE IG HT22,500 LB

A's
4S~~1S~---.
a

305

LSD 41/49
STARBOARD DAY&NIGHT
APPROACH ....._
PITCH/ROLL ____
2I6 ___.

H-60A/B/F/G/H/J/K/L/Q/RIS
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F089

Figure M-31. H-60 Launch and Recovery Envelopes for LSD 41/49 Class Ships: H-60A/B/F/G/H/J/K/L/Q/
R/S, Starboard Approach, Spot 1 Envelope (Sheet 2)

M-65 ORIGINAL
NAVAIR 00-80T-122

H60-LSD41 -03C

NOTES
SPOT2
• ENTIRE ENVELOPE DAY AND NIGHT
• MAXIMUM GROSS WEIGHT 22,500 LB

35~5KT~

LSD 41/49
PORT DAY & NIGHT
APPROACH ....._
PITCH/ROLL ____
2 I6 ___.

H-60A/B/F/G/H/J/K/L/Q/R/5
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F090

Figure M-31. H-60 Launch and Recovery Envelopes for LSD 41/49 Class Ships: H-60A/B/F/G/H/J/K/L/Q/
R/S, Port Approach, Spot 2 Envelope (Sheet 3)

ORIGINAL M-66
 NAVAIR 00-80T-122

H60-LSD41-040

NOTES
SPOT2
• ENTIRE ENVELOPE DAY A ND NIGHT
• MAXIMUM GROSS WEIGHT 22,500 LB

280

STARBOARD DAY &NIGHT

APPROACH ....._
PITCH/ ROLL _____
2 I 6...
H-60A/B/F/G/H/J/KIL/Q/RIS
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F091

Figure M-31. H-60 Launch and Recovery Envelopes for LSD 41/49 Class Ships: H-60A/B/F/G/H/J/K/L/Q/
R/S, Starboard Approach, Spot 2 Envelope (Sheet 4)

M-67 ORIGINAL
NAVAIR 00-80T-122

HSO-TAE26-01 E

LAUNCHES WITH RELATIVE WINDS FROM AZIMUTH 305 TO 340

GREATER THAN 25 KTS (SQUARED AREA) MAY ENCOUNTER
TURBULENCE RESULTING IN RIGHT YAW AS AIRCRAFT
TRANSITIONS TO FORWARD FLIGHT
NOTES
f7'A WINDS FROM AZIMUTH 090 TO 270 (HATCHED AREA) MAY
~ REQU IRE UP TO 15% MORE POWER THAN THAT REQUIRED TO
HOVEROGE I \
• MAXIMUM GROSS WEIGHT22,500 LB

/ 4~~~s \

040

NIGHT
PITCH/ROLL 2/5
T-AE 26 AP:~~!cH~P-Irc_~_~o_L_L_3__/_1_0~
H-60A/B/F/G/H/J/K/L/Q/RIS
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F092

Figure M-32. H-60 Launch and Recovery Envelopes for T-AE 26 Class Ships: H-60A/B/F/G/H/J/K/L/Q/
R/S, Port Approach Envelope (Sheet 1 of 2)

ORIGINAL M-68
 NAVAIR 00-80T-122

H60-TAE26-02E

NOTES
f7A WINDS FROM AZIMUTH 070 TO 225 (HATCHED
tzd AREA) MAY REQUIRE UP TO 10% MORE POWER
THAN THAT REQUIR~ TO HOVER OGE
• MAXIMUM GROSSWEIGHT22,500 LB

360
40 KTS

295

NIGHT
PITCH/ROLL
2I5
STARBOARD
T-AE 26 APPROACH PITC~~~OLL 3 /1 0
H -60A/B/F/G/H/J/KIL/Q/RIS
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F093

Figure M-32. H-60 Launch and Recovery Envelopes for T-AE 26 Class Ships: H-60A/B/F/G/H/J/K/L/Q/
R/S, Starboard Approach Envelope (Sheet 2)

M-69 ORIGINAL
NAVAIR 00-80T-122

H60-TAFS1-0 1C

NOTES
f7A WINDS FROM AZIMUTH 120 TO 300 (HATCHED
IZd AREA) MAY REQUIRE UP TO 10% MORE POWER
THAN THAT REQUIRED TO HOVER OGE
I \
• MAXIMUM GROSS WEIGHT 22,500 LB

345 ( 360 \ 3
s k.,.s

NIGHT
PITCH/ROLL
3/5
PORT
T-AFS 1 APPROACH PITgH~~OLL 3 I 5
H-60A/B/F/G/H/J/K/L/Q/R/5
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F094

Figure M-33. H-60 Launch and Recovery Envelopes for T-AFS 1 Class Ships: H-60A/B/F/G/H/J/K/L/Q/
R/S, Port Approach Envelope (Sheet 1 of 2)

ORIGINAL M-70
 NAVAIR 00-80T-122

H60-TAFS1-02C

NOTES

r7'/l WINDS FROM AZIMUTH 060 TO 240 (HATCHED

rL,.d AREA) MAY REQUIRE UP TO 10% MORE POWER
THANTHAT REQUIRED TO HOVER OGE
I \
• MAXIMUM GROSS WEIGHT 22,500 LB

I 3sis 360 3
--- 0

300

NIGHT
PITCH/ROLL 3/5
STARBOARD
T-AFS 1 APPROACH
DAY
PITCH/ROLL 3/5
H-60A/B/F/G/H/J/K/L/Q/R/S
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F095

Figure M-33. H-60 Launch and Recovery Envelopes for T-AFS 1 Class Ships: H-60A/B/F/G/H/J/K/L/Q/
R/S, Starboard Approach Envelope (Sheet 2)

M-71 ORIGINAL
NAVAIR 00-80T-122

H60-TAFS8-01B

NOTE
MAXIMUM GROSS WEIG

PORT
T-AFS 8 APPROACH PITgH~~OLL 2I4
H-60AIB/F/G/H/J/K/L/Q/R/5
LAUNCH AND RECOVERY ENVELOPES
Figure M-34. H-60 Launch and Recovery Envelopes for T-AFS 8 Class Ships: H-60A/B/F/G/H/J/K/L/Q/
R/S, Port Approach Envelope (Sheet 1 of 2)

ORIGINAL M-72
 NAVAIR 00-80T-122

H60-TAFS8-02B

NOTE
MAXIMUM GROSS WEIG

055

T-AFS 8
STARBOARD
APPROACH ...._
DAY
PITCH/ROLL _____
2I4 _.

H-60A/B/F/G/H/J/KIL/Q/RIS
LAUNCH AND RECOVERY ENVELOPES
Figure M-34. H-60 Launch and Recovery Envelopes for T-AFS 8 Class Ships: H-60A/B/F/G/H/J/K/L/Q/
R/S, Starboard Approach Envelope (Sheet 2)

M-73 ORIGINAL
NAVAIR 00-80T-122

H60-TAKE1-01C
NOTE
MAXIMUM GROSS WEIGHT22 ,500 LB

D
~:~~~

080

PORT
T-AKE 1 APPROACH PIT<?H~~OLL 2I4
H -60A/B/F/G/H/J/K/L/Q/R/5
LAUNCH AND RECOVERY ENVELOPES
Figure M-35. H-60 Launch and Recovery Envelopes for T-AKE 1 Class Ships: H-60A/B/F/G/H/J/K/L/Q/
R/S, Port Approach Envelope (Sheet 1 of 2)

ORIGINAL M-74
 NAVAIR 00-80T-122

H60-TAKE1-02C
NOTE
MAXIMUM GROSS WEIGHT22 ,500 LB

STARBOARD
T-AKE 1 APPROACH PITgH~~OLL 2I4
H -60A/B/F/G/H/J/KIL/Q/RIS
LAUNCH AND RECOVERY ENVELOPES
Figure M-35. H-60 Launch and Recovery Envelopes for T-AKE 1 Class Ships: H-60A/B/F/G/H/J/K/L/Q/
R/S, Starboard Approach Envelope (Sheet 2)

M-75 ORIGINAL
NAVAIR 00-80T-122

H60-TA0187-01D

NOTES

• ENTIRE ENVELOPE DAY AND NIGHT

f7A WINDS FROM AZIMUTH 315 TO 345 AND
IZd GREATER THAN 15 KNOTS (HATCHED AREA)
MAY REQUIRE UP TO 10% MORE POWER THAN
THAT REQUIRED TO HOVER OGE
I \

• MAXIMUM GROSS WEIGHT 22,500 LB

34 5 I 35 KTS \ 015

30

045

PORT
T-AO 187 APPROACH ~~Jct~~g~~ 2 I4
H-SOA/8/F/G/H/J/K/UQ/R/S
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F096

Figure M-36. H-60 Launch and Recovery Envelopes for T-AO 187 Class Ships: H-60A/B/F/G/H/J/K/L/Q/
R/S, Port Approach Envelope (Sheet 1 of 2)

ORIGINAL M-76
 NAVAIR 00-80T-122

H60-TA0187-02D

NOTES
r7/l WINDS FROM AZIMUTH 015 TO 045 AND
IZd GREATER THAN 25 KTS (HATCHED AREA) MAY
REQUIRE UP TO 10% MORE POWER THAN THAT
REQUIRED TO HOVER OGE
I \

• MAXIMUM GROSS WEIGHT22,500 LB

345/ 35 KTS \015

30

045

NIGHT
PITCH/ROLL
2/4
STARBOARD
T-AO 187 APPROACH
H-60A/B/F/G/H/J/KIUQ/RIS
LAUNCH AND RECOVERY ENVELOPES
HOPACS-F097

Figure M-36 H-60 Launch and Recovery Envelopes for T-AO 187 Class Ships: H-60A/B/F/G/H/J/K/L/Q/
R/S, Starboard Approach Envelope (Sheet 2)

M-77 ORIGINAL
NAVAIR 00-80T-122

H60.T AOEG-01 B

NOTE
MAXIMUM GROSS WEIG

PORT
T-AOE 6 APPROACH PIT<?H~~OLL 2I4
H-60AIB/F/G/H/J/KIUQ/RIS
LAUNCH AND RECOVERY ENVELOPES
Figure M-37. H-60 Launch and Recovery Envelopes for T-AOE 6 Class Ships: H-60A/B/F/G/H/J/K/L/Q/
R/S, Port Approach Envelope (Sheet 1 of 2)

ORIGINAL M-78
 NAVAIR 00-80T-122

H60-TAOE6-02C

NOTE
MAXIMUM GROSS WEIG

080

T-AOE 6
STARBOARD
APPROACH ...._
DAY
PITCH/ROLL ____
2I4 ___.

H-60A/B/F/G/H/J/KIL/Q/RIS
LAUNCH AND RECOVERY ENVELOPES
Figure M-37. H-60 Launch and Recovery Envelopes for T-AOE 6 Class Ships: H-60A/B/F/G/H/J/K/L/Q/
R/S, Starboard Approach Envelope (Sheet 2)

M-79 ORIGINAL
NAVAIR 00-80T-122

H60-WMSL750-01A

NOTE
MAXIMUM GROSSWEIGHT22,500 LB

35

30
~
25

055

285

NIGHT
PITCH/ROLL:
4/6
WMSL 750 AP~~E~:CH -P-ITC-~A_,~o-L-L:4_/_8___.
H-60AIB/F /G/H/J/K/UQ/R/5
LAUNCH AND RECOVERY ENVELOPES

Figure M-38. H-60 Launch and Recovery Envelopes for WMSL 750 Class Ships: H-60A/B/F/G/H/J/K/L/
Q/R/S, Stern Approach

ORIGINAL M-80
 NAVAIR 00-80T-122

APPENDIX N

H-64 Specifications/Egress/
Wind Limitations
N.1 SPECIFICATIONS

Refer to Figures N-1 through N-3.

N.2 EGRESS

N.3 LAUNCH AND RECOVERY WIND LIMITATIONS

The safe launch/recovery and engage/disengage wind limitations aboard specific ships are shown in Figure N-4.
Unless otherwise specified, the envelopes:

1. Are based on steady state winds measured by windward mast-mounted anemometer. Limiting velocities
indicated on wind charts represent maximums for steady state, nonturbulent winds. During gusty wind
conditions and/or pitching decks, if the gust spread is 10 knots or more, reduce the maximum winds allowed
for rotor engagement and disengagement by 10 knots in all quadrants.

2. Are defined relative to the ship’s centerline.

3. Are valid for a normal approach to the stop, with the helicopter aligned with the ship’s lineup line at touchdown.

4. Are valid for all certified lighting configurations.

5. Will be shaded to distinguish day limits from night limits.

6. Will be surrounded with a striped border when applicable to emergency conditions resulting in any single
failure of the helicopter (ASE, hydraulic boost, or engine).

7. Are valid for PAC in either seat.

8. Are valid for all approved aircraft loading configurations and gw and cg conditions, provided power available
exceeds power required to hover out of ground effect.

The safe launch and recovery wind limitations for all helicopters aboard air-capable ships are presented in this
appendix. The limits present the maximum safe wind over the deck relative to the ship. When the limits for a particular
combination of helicopter and ship are not shown, the envelope in Figure N-4 is mandatory (with the exception of
the V-22). Operations should not be conducted on air-capable ships not certified or waivered. The limits are
categorized for day, night, and ship motion.

Wind limits presented in this appendix are based on currently available flight test data. Comments/questions about
the wind envelopes should be addressed to:

Commander
Naval Air Systems Command (AIR-4.0P)
22244 Cedar Point Road, Building 460
Patuxent River, MD 20670-1163

N-1 ORIGINAL
NAVAIR 00-80T-122

Note
 Considerable difference may exist between the flight deck winds and those
measured by mast-mounted anemometers. For most ships, aircraft zero
wind hover torque is often the best approximation to shipboard hover
torque requirements for all wind conditions; however, additional power
margin (5 to 10 percent torque) may be required to approach, overcome
turbulence, decelerate, or depart the flight deck vicinity. Shipboard power
available is based upon the contingency power rating. Envelope regions
exhibiting hover torque requirements in excess of flight manual zero wind
hover torque are designated by an appropriate note.

 Operations shall be adjusted to minimize excessive ship motion. Launch

and recovery should be timed to coincide with periods of minimum ship
motion.

 Localized turbulence may make flight operations hazardous. Common

sources of such turbulence are: (1) ship stack gases/wash, (2) ship
superstructures, (3) deck protrusions, (4) rotorwash or jet blast.

 For LPD 17 class ships, anemometer location results in neither port nor
starboard anemometer indicating windward winds when the wind is within
$10 degrees of the bow. Use of either port or starboard anemometer is
acceptable for winds $10 degrees of the bow, except where otherwise
noted on the specific envelope.

N.4 INTEROPERABILITY MATRICES

Matrices in APP 2/MPP 2 Volume II tabulate feasible ship/helicopter combinations and the capability for landing,
VERTREP, and HIFR operations for cross operation between fleet helicopters and ships for NATO, Partnership for
Peace, Inter-American Navies, Middle East and Pacific Rim nations. Refer to these publications for guidance on the
use of the matrices.

ORIGINAL N-2
 NAVAIR 00-80T-122

I 48.00 FT DIA

I \
I \
1

\ I
\ I
I

15FT
SIN. 12FT 11FT 10 IN.
liN.

FM- AM ANTENNA
(SOME HEUCOPTERSt

MOI-005

Figure N-1. AH-64A Dimensions

N-3 ORIGINAL
NAVAIR 00-80T-122

I /

/
I
I

\
I ~\

it \
16FT 10 IN

I f
\ I
\
'\
\
/
~--- 16FT4 1N - - - - 1

~-- 15 FT 6 IN - - - 1

16FT 11N
13FT 4 1N
1!1

f - - - - - - - - - - - - - - 43 FT11 1N

17 FT 61N
14 FT 11N

9 FT 21N

1 - - - - - - - - - - - - - - - - - 57 FT81N - - - - - - - - - - - - - - - - 1
LBA- 0006

Figure N-2. AH-64D Dimensions

ORIGINAL N-4
 NAVAIR 00-80T-122

TIEDOWN FITTINGS ARE LOCATED ON THE TOP OF THE MAIN

LANDING GEAR STRUTS AND BOTTOM OF THE TAIL FUSELAGE.
FOR SHIPBOARD OPERATIONS THE FORWARD FUSELAGE
TIEDOWN FITTINGS SHALL BE INSTALLED ON THE AH-64A AND
THE FORWARD FUSELAGE TIEDOWN EXTENSION D-RING ON THE
AH-64D.
INITIAL TIEDOWN CHAINS ARE ATTACHED TO THE FORWARD
FUSELAGE TIEDOWN FITTINGS (AH-64A) OR THE MAIN LANDING
GEAR EXTENSION (AH-64D) FOR INITIAL TIEDOWN.

WARNING

DUE TO THE CLOSE PROXIMITY OF THE TAIL ROTOR DO

NOT USE THE AH-64 TAIL TIEDOWN FITTING FOR INITIAL
TIEDOWN.

THESE RECOMMENDED CONFIGURATIONS ARE BASED ON JSHIP

ANALYSIS. THEY ARE NOT DIRECTIVE IN NATURE.

Figure N-3. AH-64A/D Initial Tiedown Configuration (Recommended)

N-5 ORIGINAL
NAVAIR 00-80T-122

ALL-ACS-01 C

NOTES
• HELICOPTER ALIGNED WITH SHIPS LINEUP LINE
AND WIND SHOWN RELATIVE TO AIRCRAFT'S
NOSE. IF THE SHIP'S LINEUP LINE IS NOT
FORE/AFT, THEN THIS ENVELOPE WILL BE
ROTATED TO THE ANGLE OF THE LINEUP LINE.

• THIS WIND ENVELOPE IS MANDATORY FOR ALL

U.S. HELICOPTER AND U.S. SHIP COMBINATIONS
NOT LISTED ELSEWHERE IN THIS APPENDIX.

Jl
350 25 KTS 010

315 045

NIGHT
PITCH/ROLL
2/4

LAUNCH AND RECOVERY ENVELOPES

WITH NO OTHER ENVELOPE IDENTIFIED
HOPACS-F020

Figure N-4. General Launch and Recovery Envelope

ORIGINAL N-6
 NAVAIR 00-80T-122

APPENDIX O

H-65 Specifications/Egress/
Wind Limitations
O.1 SPECIFICATIONS

Refer to Figure O-1.

O.2 EGRESS

Refer to Figure O-2.

O.3 LAUNCH AND RECOVERY WIND LIMITATIONS

The safe launch/recovery and engage/disengage wind limitations aboard specific ships are shown in Figure O-3.
Unless otherwise specified, the envelopes:

1. Are based on steady state winds measured by windward mast-mounted anemometer. Limiting velocities
indicated on wind charts represent maximums for steady state, nonturbulent winds. During gusty wind
conditions and/or pitching decks, if the gust spread is 10 knots or more, reduce the maximum winds allowed
for rotor engagement and disengagement by 10 knots in all quadrants.

2. Are defined relative to the ship’s centerline.

3. Are valid for a normal approach to the stop, with the helicopter aligned with the ship’s lineup line at touchdown.

4. Are valid for all certified lighting configurations.

5. Will be shaded to distinguish day limits from night limits.

6. Will be surrounded with a striped border when applicable to emergency conditions resulting in any single
failure of the helicopter (ASE, hydraulic boost, or engine).

7. Are valid for PAC in either seat.

8. Are valid for all approved aircraft loading configurations and gw and cg conditions, provided power available
exceeds power required to hover out of ground effect.

The safe launch and recovery wind limitations for all helicopters aboard air-capable ships are presented in this
appendix. The limits present the maximum safe wind over the deck relative to the ship. When the limits for a particular
combination of helicopter and ship are not shown, the envelope in Figure O-3 is mandatory (with the exception of
the V-22). Operations should not be conducted on air-capable ships not certified or waivered. The limits are
categorized for day, night, and ship motion.

Wind limits presented in this appendix are based on currently available flight test data. Comments/questions about
the wind envelopes should be addressed to:

Commander
Naval Air Systems Command (AIR-4.0P)
22244 Cedar Point Road, Building 460
Patuxent River, MD 20670-1163

O-1 ORIGINAL
NAVAIR 00-80T-122

Note
 Considerable difference may exist between the flight deck winds and those
measured by mast-mounted anemometers. For most ships, aircraft zero
wind hover torque is often the best approximation to shipboard hover
torque requirements for all wind conditions; however, additional power
margin (5 to 10 percent torque) may be required to approach, overcome
turbulence, decelerate, or depart the flight deck vicinity. Shipboard power
available is based upon the contingency power rating. Envelope regions
exhibiting hover torque requirements in excess of flight manual zero wind
hover torque are designated by an appropriate note.

 Operations shall be adjusted to minimize excessive ship motion. Launch

and recovery should be timed to coincide with periods of minimum ship
motion.

 Localized turbulence may make flight operations hazardous. Common

sources of such turbulence are: (1) ship stack gases/wash, (2) ship
superstructures, (3) deck protrusions, (4) rotorwash or jet blast.

 For LPD 17 class ships, anemometer location results in neither port nor
starboard anemometer indicating windward winds when the wind is within
$10 degrees of the bow. Use of either port or starboard anemometer is
acceptable for winds $10 degrees of the bow, except where otherwise
noted on the specific envelope.

O.4 INTEROPERABILITY MATRICES

Matrices in APP 2/MPP 2 Volume II tabulate feasible ship/helicopter combinations and the capability for landing,
VERTREP, and HIFR operations for cross operation between fleet helicopters and ships for NATO, Partnership for
Peace, Inter-American Navies, Middle East and Pacific Rim nations. Refer to these publications for guidance on the
use of the matrices.

ORIGINAL O-2
 NAVAIR 00-80T-122

NOTE
----Chains

_ _ _ _ Tail tiedowns (Cargo straps or

Post landing tiedowns consist
7/16 inch manila line)
of chocks and chains to main

landing gear only.

CAUTION

Do not tension tail tiedowns.

Damage to airframe might

result.

LONG TERM HEAVY WEATHER NWP023<

Figure O-1. HH-65A Secondary and Heavy Weather Tiedowns (USCG) (Sheet 1 of 2)

O-3 ORIGINAL
NAVAIR 00-80T-122

MODEL HH-65A(U.S. Coast Guard)

POWER Two LTS-1 01-750B-2 engines
CREW 1 or 2 pilots, 1 crewmember
MAXIMUM RANGE 450 nm (no reserve)
MAXIMUM SPEED 150 kts
ENDURANCE 4.0 hrs @ 70 kts
WEIGHT: BASIC 6,000 lb
MAXIMUM 8,900 lb
FUEL: TYPE JP-5/JP-4
CAPACITY 291 gal.

CARGO/PASSENGER CAPABILITY: External hook, 600 lb personnel holst,

seats for 7 passengers; 1 rescue basket; 1 litter.

4.SO

STATIC GROUND LINE

1' 3.5" STATIC GROUND

CLEARANCE
k----10'6"
MAXIMUM 44' 10" TURNING

WIDTH NWP0233
44' 5" STATIC

Figure O-1. HH-65A Dolphin (USCG) (Sheet 2)

ORIGINAL O-4
 NAVAIR 00-80T-122

SLIDING
DOOR PILOT'S
DOOR

\~)\
TO JETTIS HANDLE [\ _
ONDOOR LJ

NWP0284

Figure O-2. HH-65A (USCG) Emergency Entrances and Exits

O-5 ORIGINAL
NAVAIR 00-80T-122

ALL-ACS-01 C

NOTES
• HELICOPTER ALIGNED WITH SHIPS LINEUP LINE
AND WIND SHOWN RELATIVE TO AIRCRAFT'S
NOSE. IF THE SHIP'S LINEUP LINE IS NOT
FORE/AFT, THEN THIS ENVELOPE WILL BE
ROTATED TO THE ANGLE OF THE LINEUP LINE.

• THIS WIND ENVELOPE IS MANDATORY FOR ALL

U.S. HELICOPTER AND U.S. SHIP COMBINATIONS
NOT LISTED ELSEWHERE IN THIS APPENDIX.

ll
350 25 KTS 010

315 045

NIGHT
PITCH/ROLL
2/4

LAUNCH AND RECOVERY ENVELOPES

WITH NO OTHER ENVELOPE IDENTIFIED
HOPACS-F020

Figure O-3. General Launch and Recovery Envelope

ORIGINAL O-6
 NAVAIR 00-80T-122

APPENDIX P

MQ--8B Specifications/Wind Limitations

P.1 SPECIFICATIONS

Refer to Figure P-1.

P.2 LAUNCH AND RECOVERY WIND LIMITATIONS

The safe launch and recovery wind limitations aboard specific ships are shown in Figures P-2 and P-3. Unless
otherwise specified, the envelopes:

1. Are based on steady state winds measured by windward mast-mounted anemometer. Limiting velocities
indicated on wind charts represent maximums for steady state, nonturbulent winds. During gusty wind
conditions and/or pitching decks, if the gust spread is 10 knots or more, reduce the maximum winds allowed
for start/shutdown by 10 knots in all quadrants.

2. Are defined relative to the ship’s centerline.

3. Are valid for a normal approach to the stop, with the helicopter aligned with the ship’s lineup line at touchdown.

4. Are valid for all certified lighting configurations.

5. Will be shaded to distinguish day limits from night limits.

6. Will be surrounded with a striped border when applicable to emergency conditions resulting in any single
failure of the helicopter (hydraulic boost, or engine).

7. Are valid for all noted aircraft loading configurations and gross weight (gw) and center of gravity (cg)
conditions, provided power available exceeds power required to hover out of ground effect. The limits present
the maximum safe wind over the deck relative to the ship. Operations should only be conducted on air-capable
ships that are certified or waivered. The limits are categorized for day, night, and ship motion.

Wind limits presented in this appendix are based on currently available flight test data. Comments/questions about
the wind envelopes should be addressed to:

Commander
Naval Air Systems Command (AIR-4.0P)
22244 Cedar Point Road, Building 460
Patuxent River, MD 20670-1163

Note
Considerable difference may exist between the flight deck winds and those
measured by mast-mounted anemometers. For most ships, aircraft zero
wind hover torque is often the best approximation to shipboard hover
torque requirements for all wind conditions; however, additional power
margin (5 to 10 percent torque) may be required to approach, overcome
turbulence, decelerate, or depart the flight deck vicinity. Envelope regions
exhibiting hover torque requirements in excess of flight manual zero wind
hover torque are designated by an appropriate note.

P-1 ORIGINAL
NAVAIR 00-80T-122

Note
D Operations shall be adjusted to minimize excessive ship motion. Launch
and recovery should be timed to coincide with periods of minimum ship
motion.

D Localized turbulence may make flight operations hazardous. Common

sources of such turbulence are: (1) ship stack gases/wash, (2) ship
superstructures, (3) deck protrusions, (4) rotorwash or jet blast.

D For LPD 17 class ships, anemometer location results in neither port nor
starboard anemometer indicating windward winds when the wind is within
±10_ of the bow. Use of either port or starboard anemometer is acceptable
for winds 10_ of the bow, except where otherwise noted on the specific
envelope.

P.3 AV TIEDOWN AND SECURING

When the AV is not in use, it shall be secured in accordance with Figures P-4 and P-5. The main rotor blades may
be folded and secured in the fore and aft blade-fold cradles (Figure P-6) or spread and secured with four main rotor
blade tiedown straps (Figure P-7).

When the engine is operating, the AV shall be secured in accordance with Figure P-8. The aft starboard tiedown shall
not be used. In order to prevent fore, aft, and lateral movement of the AV, two chains shall be applied to the forward
starboard tie down point. Chains shall be slack while the rotor is turning to prevent damage due to ground resonance.

D The starboard aft tiedown point shall not be used while the engine is
operating otherwise injury or death and/or damage of equipment may
result.

D Engagement of the rotor while the helicopter is tied down tightly may result
in ground resonance, causing damage to equipment and injury to personnel.
If ground resonance occurs, initiate emergency shutdown procedures.

CAUTION

D Main rotor blades should be secured whenever the AV is in a

non-operational status. Failure to do so may result in damage to equipment
due to blade flap.

D When securing rotor blades using tiedowns, avoid applying pressure or

bending the rotor blades as this may result in damage to equipment.

P.4 SHIPBOARD RELATIVE WIND ENVELOPE

Shipboard relative wind envelope for FFG 7 class ships (Figures P-2 and P-3) for stern approaches, and departures
of 70_ to starboard and 75_ to port only.

ORIGINAL P-2
 NAVAIR 00-80T-122

I..~--~
31
FT B IN
23 FT 3 1N

9 FT 9 IN

8 FT 11 IN

0 FT 11 1N

2 FT 3 1N

Figure P-1. MQ−8B Dimensions

P-3 ORIGINAL
NAVAIR 00-80T-122

MQ88-FFG7-{)1A

CD
NOTES
• STANDARD DAY MAXIMUM GROSS WEIGHT 2 ,800 LBS
/
• AVO ENSURE STARBOARD DEPARTURE I WAVEOFF WITH
WINDS 35 0-090, STARBOARD SIDE OF DOTTED LINE
I \

• AVO ENSURE PORT DEPARTURE I WAVEOFF WITH WINDS

270-350 , PORT SIDE OF DOTTED LINE
I \
• USE OF LAUNCH I RECOVERY PLATFORM (LRP) PROHIBITED

FFG 7
STERN IO.W&NIGHT
APPROACH .__PJ
_ TCHIROLL
_ _ _ _ _......._
2I5 I
MQ-88 LAUNCH AND RECOVERY ENVELOPES
PAGE 1 OF 2

Figure P-2. FFG 7 Class, Shipboard Wind Envelope for Standard Day Max Gross Weight of 2,800 lb
(Sheet 1 of 2)

ORIGINAL P-4
 NAVAIR 00-80T-122

MQ88-FFG7-01A

40

35

30

25

20

15 -
p
10
!;i:
0
5

-5

-1 0

- 15

-2 0 ,...., ,...., ,...., ,...., ,...., ,....,

~ c.n = __, =
<..> <..> <..>

8 8 8 8 8 8 8 8 "'
8
Maximum Shipboard GW ( lb)

Example:
1 _ Enter left side of chart a t 15 deg C OAT
2 _ Move right to PA of Sea L evel
3 _ Move down to read 2 ,800 lbs

MQ- 88 LAUNCH AND RECOVERY ENVELOPES

PAGE 2 OF 2

Figure P-2. Gross Weight Conversion for 2,800 lb for FFG 7 Class Shipboard Wind Envelope (Sheet 2)

P-5 ORIGINAL
NAVAIR 00-80T-122

MQ8B-F FG7.<J2A

CD
NOTES
• STANDARD DAY MAX IMUM GROSSWEIGHT 3, 000 LBS

•
'
AVO ENSURE STARBOARD DEPARTURE / WAVEOFF
I \
• USE OF LAUNCH I RECOVERY PLATFORM (LRP ) PROHIBITED

STERN
APPROACH
DAY&NIGHT 2I 5
FFG 7 PITCH/ROLL
~------------~
MQ-88 LAUNCH AND RECOVERY ENVELOPES
PAGE 1 OF 2

Figure P-3. FFG 7 Class, Shipboard Wind Envelope for Standard Day Max Gross Weight of 3,000 lb
(Sheet 1 of 2)

ORIGINAL P-6
 NAVAIR 00-80T-122

MQ8B-FFG7 -{)2A

40

35
.....
.. , ..
" ~
iX
It""
-...:
30
I'
25 ....
r '
20

u
15 . -""- ,- ..""'
~
'r-r'
I•
""""' ""' ""'I•
-""' . ""' ....
1'\
1'\
1'\
'
~
.....
<(
10
0
5
'

....
-5

-10 (i

-15
r•
-20
!'.:> N N N c...> c...>
_.. c...>
(J'l 0'> co <0 0 N
0 0 0 0 0 0 0
0 0 0 0 0 0 0

Max i m um Shi p b o a r d GW (lb)

Example:
1. Enter left side of chart at 15 deg C OAT
2. Move right to PA of Sea Level
3. Move down to read 3 ,000 lb

MQ-88 LAUNCH AND RECOVERY ENVELOPES

PAGE 2 OF 2

Figure P-3. Gross Weight Conversion for 3,000 lbs FFG 7 Class Shipboard Wind Envelope (Sheet 2)

P-7 ORIGINAL
NAVAIR 00-80T-122

Note
SHIPBOARD TIEDOWNS AT ALL FOUR FITTINGS APPLY TO
ALL WEATHER CONDITIONS, ON DECK, OR HANGARED:
1. +/- 30 DEGREES OF 0 AND/OR 90 DEGREES OF
AV CENTERLINE.
TYPICAL 2. AV TO DECK ANGLE SHALL BE BETWEEN 10 AND 30 DEGREES.

Figure P-4. AV All Weather Tiedown and Securing

ORIGINAL P-8
 NAVAIR 00-80T-122

NOTE
Chain placement is = 30° from center

Figure P-5. AV All−Weather Flight and Hangar Deck Shipboard Tiedown

P-9 ORIGINAL
NAVAIR 00-80T-122

Figure P-6. Rotor Blades Folded and Secured in Forward and Aft Blade−Fold Cradles

ORIGINAL P-10
 NAVAIR 00-80T-122

.. ~

Figure P-7. AV Main Rotor Blades Secured With Straps

P-11 ORIGINAL
NAVAIR 00-80T-122

Figure P-8. Engine Operation Shipboard Tiedown

ORIGINAL P-12
 NAVAIR 00-80T-122

APPENDIX Q

SA-330 Specifications/Egress/
Wind Limitations
Q.1 SPECIFICATIONS

Refer to Figure Q-1.

Q.2 EGRESS

Q.3 LAUNCH AND RECOVERY WIND LIMITATIONS

The safe launch/recovery and engage/disengage wind limitations aboard specific ships are shown in Figures Q-2
through Q-4. Unless otherwise specified, the envelopes:

1. Are based on steady state winds measured by windward mast-mounted anemometer. Limiting velocities
indicated on wind charts represent maximums for steady state, nonturbulent winds. During gusty wind
conditions and/or pitching decks, if the gust spread is 10 knots or more, reduce the maximum winds allowed
for rotor engagement and disengagement by 10 knots in all quadrants.

2. Are defined relative to the ship’s centerline.

3. Are valid for a normal approach to the stop, with the helicopter aligned with the ship’s lineup line at touchdown.

4. Are valid for all certified lighting configurations.

5. Will be shaded to distinguish day limits from night limits.

6. Will be surrounded with a striped border when applicable to emergency conditions resulting in any single
failure of the helicopter (ASE, hydraulic boost, or engine).

7. Are valid for PAC in either seat.

8. Are valid for all approved aircraft loading configurations and gw and cg conditions, provided power available
exceeds power required to hover out of ground effect.

The safe launch and recovery wind limitations for all helicopters aboard air-capable ships are presented in this
appendix. The limits present the maximum safe wind over the deck relative to the ship. When the limits for a particular
combination of helicopter and ship are not shown, the envelope in Figure Q-2 is mandatory (with the exception of
the V-22). Operations should not be conducted on air-capable ships not certified or waivered. The limits are
categorized for day, night, and ship motion.

Wind limits presented in this appendix are based on currently available flight test data. Comments/questions about
the wind envelopes should be addressed to:

Commander
Naval Air Systems Command (AIR-4.0P)
22244 Cedar Point Road, Building 460
Patuxent River, MD 20670-1163

Q-1 ORIGINAL
NAVAIR 00-80T-122

Note
 Considerable difference may exist between the flight deck winds and those
measured by mast-mounted anemometers. For most ships, aircraft zero
wind hover torque is often the best approximation to shipboard hover
torque requirements for all wind conditions; however, additional power
margin (5 to 10 percent torque) may be required to approach, overcome
turbulence, decelerate, or depart the flight deck vicinity. Shipboard power
available is based upon the contingency power rating. Envelope regions
exhibiting hover torque requirements in excess of flight manual zero wind
hover torque are designated by an appropriate note.

 Operations shall be adjusted to minimize excessive ship motion. Launch

and recovery should be timed to coincide with periods of minimum ship
motion.

 Localized turbulence may make flight operations hazardous. Common

sources of such turbulence are: (1) ship stack gases/wash, (2) ship
superstructures, (3) deck protrusions, (4) rotorwash or jet blast.

 For LPD 17 class ships, anemometer location results in neither port nor
starboard anemometer indicating windward winds when the wind is within
$10 degrees of the bow. Use of either port or starboard anemometer is
acceptable for winds $10 degrees of the bow, except where otherwise
noted on the specific envelope.

Q.4 INTEROPERABILITY MATRICES

Matrices in APP 2/MPP 2 Volume II tabulate feasible ship/helicopter combinations and the capability for landing,
VERTREP, and HIFR operations for cross operation between fleet helicopters and ships for NATO, Partnership for
Peace, Inter-American Navies, Middle East and Pacific Rim nations. Refer to these publications for guidance on the
use of the matrices.

ORIGINAL Q-2
 NAVAIR 00-80T-122

---

Figure Q-1. SA-330J

Q-3 ORIGINAL
NAVAIR 00-80T-122

ALL-ACS-01C

NOTES
• HELICOPTER ALIGNED WITH SHIPS LINEUP LINE
AND WIND SHOWN RELATIVE TO AIRCRAFT'S
NOSE. IF THE SHIP'S LINEUP LINE IS NOT
FORE/AFT, THEN THIS ENVELOPE WILL BE
ROTATED TO THE ANGLE OF THE LINEUP LINE.

• THIS WIND ENVELOPE IS MANDATORY FOR ALL

U.S. HELICOPTER AND U.S. SHIP COMBINATIONS
NOT LISTED ELSEWHERE IN THIS APPENDIX.

Jl
350 25 KTS 010

315 045

NIGHT
PITCH/ROLL
2/4

LAUNCH AND RECOVERY ENVELOPES

WITH NO OTHER ENVELOPE IDENTIFIED
HOPACS-F020

Figure Q-2. General Launch and Recovery Envelope

ORIGINAL Q-4
 NAVAIR 00-80T-122

SA330~TA FS1 ~0 1 A

34_s__.6-.4..,.o.,..K...,T.-.s-............._

PORT
APPROACH
NIGHT 3I6
1-P-IT-CH-/R-OL-L- - - - - 1

T-AFS 1

SA-330J LAUNCH AND RECOVERY ENVELOPES

Figure Q-3. SA-330J Launch and Recovery Envelopes for T-AFS 1 Class Ships Port Approach
(Sheet 1 of 2)

Q-5 ORIGINAL
NAVAIR 00-80T-122

SA330~TA FS 1~02A

STARBOARD PITCH/ROLL
NIGHT 3 /6
APPROACH ....,_-------1
T-AFS 1 PITC H~~OLL
0
3I6
SA-330J LAUNCH AND RECOVERY ENVELOPES

Figure Q-3. SA-330J Launch and Recovery Envelopes for T-AFS 1 Class Ships Starboard Approach
(Sheet 2)

ORIGINAL Q-6
 NAVAIR 00-80T-122

SA330 ~TA FS8~0 1 A

305

060

PORT AND
NIGHT
PITCH/ROLL
2/4
STARBOARD
T-AFS 8 APPROACHES

SA-330J LAUNCH AND RECOVERY ENVELOPES

Figure Q-4. SA-330J Launch and Recovery Envelopes for T-AFS 8 Class Ships

Q-7 ORIGINAL
NAVAIR 00-80T-122

SA330-TAKE 1-01 B

045

NIGHT
PITCH/ ROLL
2/4
PORT
T-AKE 1 APPROACH PITC~~~OLL 2I4
SA-330J LAUNCH AND RECOVERY ENVELOPES
HOPACS-F100

Figure Q-5. SA-330J Launch and Recovery Envelopes for T-AKE 1 Class Ships Port Approach
(Sheet 1 of 2)

ORIGINAL Q-8
 NAVAIR 00-80T-122

SA330-TAKE 1-028

295

NIGHT
PITCH/ROLL
2/4
T-AKE 1 STARBOARD
APPROACH
DAY
PITCH/ROLL
2I 4
SA-330J LAUNCH AND RECOVERY ENVELOPES
HOPACS-F101

Figure Q-5. SA-330J Launch and Recovery Envelopes for T-AKE 1 Class Ships Starboard Approach
(Sheet 2)

Q-9 ORIGINAL
 SEE IC # 10
NAVAIR 00-80T-122

NIGHT2 /4
PITCHfROLL

PORT DAY 4/ 6
APPROACH ....P_,r _cH_fR_o L_L _ ____.
T-AOE 6

SA-330J LAUNCH A IN D RECOVERY ENVELOPES

I Figure Q- T- AOE 6 Class Envelopes for a Port Approach (Sheet 1 of 2)

ORIGINAL W/IC 10 Q-10

 SEE IC # 10
NAVAIR 00-80T-122

SA:!JO.TAOE~TA

/\.
360
345 45 KTS

300

NIGHT
PITCH/ROLL
2 /4
STARBOARD
T-AOE 6 APPRO.A CH
OI\Y
PITCH/ROLL 4I6
.

SA-330J LAU NCH AND RECOVERY ENVELOPES

Figure Q- 6 T- AOE 6 Class Envelopes for a Starboard Approach (Sheet 2)
I
Q-11/(Q-12 blank) ORIGINAL W/IC 10
ORIGINAL
 NAVAIR 00-80T-122

APPENDIX R

V-22 Specifications/Egress/Wind
Limitations

R.1 SPECIFICATIONS

Tiedown and principal dimensions/ground clearance are found in Figures R-1 and R-2 respectively. Turning radii are
described in Figure R-3. Emergency Entrances/Exits are described in Figure R-4.

Note
D Flight Ready Position is wing spread and locked, nacelles at 90_
(vertical), blades fully spread. Varying dimensions for overall width in the
Maintenance Position (79.6 ft) to the Flight Ready Position (84.6 ft) is due
to engine nacelles canted 2_30 ft in the Flight Ready position.

D Aircraft Retractable Refueling Probe (ARRP) effectivity is A/C 70 and

subsequent. ARRP is 6 inches from the nose of the aircraft in the retracted
position and 9.2 feet in the fully extended position from the nose of the
aircraft.

D Increased lateral workload can be expected below 15 feet over the deck.

D On ships with expanded spot markings, launch/recovery shall be conducted

from/to H-53 main mount wheel boxes.

D Maximum wind for rotor engagement/disengagement is 45 knots in any

quadrant.

R.2 EGRESS

The V-22 normally carries a pilot, copilot, and crew chief and up to 24 troops. The cabin area can accommodate the
installation of litters for carrying disabled personnel. Installation of the litters may obstruct some emergency escape
windows. The cabin area may also be used to carry cargo or a combination of cargo and troops.

Emergency exit or entry can be made through two cockpit jettisonable windows, four jettisonable cabin escape
hatches, and the cabin crew door (Figure R-4). The two cockpit side windows and four cabin escape hatches are
jettisoned by the use of a detonation cord system designed to cut the windows/hatches from the aircraft. The locations
of all external rescue points are marked by RESCUE placards.

R-1 ORIGINAL
NAVAIR 00-80T-122

 Personnel positioned within 50 feet of window/hatch during jettison could

be injured by flying debris. When jettisoning a window/hatch from outside
of the aircraft, fully extend (approximately 10 feet) and pull the lanyard at
a 45 angle from the window/hatch, facing away from the aircraft. When
jettisoning a window/hatch from inside the aircraft, face away from the
window/hatch with visor down.

 Activation of the jettison system when combustible fuel and/or vapors are
present may result in a fire.

Emergency egress from left and right pilot seats is provided by jettisonable cockpit side windows. The windows are
separated by a linear explosive charge around the periphery of the window. Separation is initiated by arm and fire
mechanisms located on the forward side of each window. The external initiator is activated by pressing in cover and
pulling 10-foot lanyard at a 45 angle.

The two−piece cabin door is located at the forward end of the cabin on the right side. The lower half of the door hinges
downward to provide an entry stair. The upper half of the door opens upward in roller tracks and stows against the
cabin ceiling. Normal door latch operation is by internal latch handles on both doors. Rotating the latch handles 90
clockwise releases the lock pins and allows the doors to be opened. Internal and external emergency release levers
are installed in the upper door. Pulling either lever disengages the aft rollers from their tracks, the door lock pin (if
engaged), and the door latch pins. The upper door can then be withdrawn into the cabin.

Four escape hatches are provided for cabin occupants: two on the left side, one on the right side, and one in the aft
cabin ceiling. The external initiator is activated by pressing in the cover and pulling the 10-foot lanyard at a 45 angle.
When a cabin escape hatch is jettisoned, the troop seats in front of the jettisoned hatch are automatically released to
provide unrestricted access to the escape hatch opening.

R.3 LAUNCH AND RECOVERY WIND LIMITATIONS

The safe launch/recovery and engage/disengage wind limitations aboard specific ships are shown in Figures R-6
through R-9. Unless otherwise specified, the envelopes:

1. Are based on steady state winds measured by windward mast-mounted anemometer. Limiting velocities
indicated on wind charts represent maximums for steady state, nonturbulent winds. During gusty wind
conditions and/or pitching decks, if the gust spread is 10 knots or more, reduce the maximum winds allowed
for rotor engagement and disengagement by 10 knots in all quadrants.

2. Are defined relative to the ship’s centerline.

3. Are valid for a normal approach to the stop, with the helicopter aligned with the ship’s lineup line at touchdown.

4. Are valid for all certified lighting configurations.

5. Will be shaded to distinguish day limits from night limits.

6. Will be surrounded with a striped border when applicable to emergency conditions resulting in any single
failure of the helicopter (ASE, hydraulic boost, or engine).

7. Are valid for PAC in either seat.

ORIGINAL R-2
 NAVAIR 00-80T-122

8. Are valid for all approved aircraft loading configurations and gw and cg conditions, provided power available
exceeds power required to hover out of ground effect.

The safe launch and recovery wind limitations for all helicopters aboard air-capable ships are presented in this
appendix. The limits present the maximum safe wind over the deck relative to the ship. Operations should not be
conducted on air-capable ships not certified or waivered. The limits are categorized for day, night, and ship motion.

Wind limits presented in this appendix are based on currently available flight test data. Comments/questions about
the wind envelopes should be addressed to:

Commander
Naval Air Systems Command (AIR-4.0P)
22244 Cedar Point Road, Building 460
Patuxent River, MD 20670-1163

Note
 Considerable difference may exist between the flight deck winds and those
measured by mast-mounted anemometers. For most ships, aircraft zero
wind hover torque is often the best approximation to shipboard hover
torque requirements for all wind conditions; however, additional power
margin (5 to 10 percent torque) may be required to approach, overcome
turbulence, decelerate, or depart the flight deck vicinity. Shipboard power
available is based upon the contingency power rating. Envelope regions
exhibiting hover torque requirements in excess of flight manual zero wind
hover torque are designated by an appropriate note.

 Operations shall be adjusted to minimize excessive ship motion. Launch

and recovery should be timed to coincide with periods of minimum ship
motion.

 Localized turbulence may make flight operations hazardous. Common

sources of such turbulence are: (1) ship stack gases/wash, (2) ship
superstructures, (3) deck protrusions, (4) rotorwash or jet blast.

 For LPD 17 class ships, anemometer locations result in a large disparity

between port and starboard anemometer readings. Therefore, LPD 17
launch and recovery envelopes were developed to account for this disparity.
Use of either port or starboard anemometer is acceptable for winds
$10 degrees off the bow, except when otherwise noted on the specific
envelope.

R.4 INTEROPERABILITY MATRICES

Matrices in APP 2/MPP 2 Volume II tabulate feasible ship/helicopter combinations and the capability for landing,
VERTREP, and HIFR operations for cross operation between fleet helicopters and ships for NATO, Partnership for
Peace, Inter-American Navies, Middle East and Pacific Rim nations. Refer to these publications for guidance on the
use of the matrices.

R-3 ORIGINAL
NAVAIR 00-80T-122

Tie Down Requirements

AJRCRAn PRIMARY AJRCRAFf PRIMAilY

Tl!DOWN LOCATION TlfDOWN LOCAT10N
(Cf><RRI (An)

WEATHE R
BASIKG FS 240 F S 423 FS 559 MLG T O T AL
STATE
ASHORE 1 L, 1 R 0 1 L.1 R 0 4
:"OR~1AL AFLOAT 2 L, 2 R 2 L, 2 R 2 L, 2 R 0 12
AFLOAT (ALT) 3 L, 3 R 3 L, 3 R 0 0 12
ASHORE 2 L, 2 R 0 3 L, 3 R 0 10
l\'IODE RATE
AFLOAT 3 L, 3 R 3 L, 3 R 3 L, 3 R 0 18
H EAVY AFLOAT 3L.3 R 3 L, 3 R 3 L. 3 R 2 L. 2 R 22
(1) Nonnal weath er is wind velocity from 0 to 45 kts, d eck motion less than 6 o ro1U2 o pikh.
(2) Moderate weather is wind velocity from 45 to 60 kts, deck roll 6 to 12 °, deck pitch 2 to 4 °.
(3) Heavy weather is w ind velocity g reater than 60 kts~ deck ro ll greater tl1an 12 °, deck pirc h greater than 4 o

Caution
• To prevent damage to the proprotor system, the aircraft shall be in the blade fold wing stow
configuration with winds in excess of 60 kts_
Tiedowns shall run from a designated tiedown fitting on the aircraft to a pad eye on the deck
without interference against struts, hydraulic lines, tires, or any other portion of the aircraft
(sponson).

Note
Initial operating tie down configuration is accomplished with 4 tiedown chains. The
chains shall be placed on both the left and right sides of the forward and aft tiedown
locations.
• When possible, chains should be placed at a minimum 45° angle to the aircraft centerline
and to the deck. The exact angle depends on deck tie-down locations and the aircraft
orientation to these points. Layouts assume no interference of the chains with the aircraft

Figure R-1. V-22 Tiedown

ORIGINAL R-4
 NAVAIR 00-80T-122

---------------------------------------- ~FT71N.------------------------------~~

r:
(·• ~~00
FT-----+1•1
19
BLADE AT MAXIMUM PITCHING

0~3_0_')----r/ rt~-----===-- o==:

AND FLA':-""P==P:::IN::::G::::(:::1
0

0
• i
CONVERSION AXIS

f - - - - - - - - - 50 FT 11 IN. -------------------------------1

VIEW LOOKING AFT

BLADE AT MAXIMUM
PITCHING AND FLAPPING

7° 30' AFT TILT

20FT 10 IN. 17FT

11 IN.

22FT 1 IN.

12FT 41N. 9FT

BIN.

9 FT 1 0 IN. --+>---1
1BIN.
3 FT 5 IN. --+--+--------- 25 FT-------------1
57FT41N. --------------------------------~

Figure R-2. V-22 Principal Dimensions/Ground Clearance (Sheet 1 of 4)

R-5 ORIGINAL
NAVAIR 00-80T-122

16 FT71N.

1 FT TRUE CLEARANCE PROPROTOR ROTATION

83FT101N. --------------------------------------------------~

Figure R-2. V-22 Principal Dimensions/Ground Clearance (Sheet 2)

ORIGINAL R-6
 NAVAIR 00-80T-122

1 - - - 17 FT 9 IN. -----1

BLADE AT MAXIMUM
PITCHING AND FLAPPING

7FT 91N.
1-------------- 45 FT 10 IN. ------1

Figure R-2. V-22 Principal Dimensions/Ground Clearance (Sheet 3)

R-7 ORIGINAL
NAVAIR 00-80T-122

t4--- 18FTSIN.-~

VIEW LOOKING AFT

!4-- - - - - - - - - - - 63FT - - - - - - - - - - - ----..!

18 FT 3 1N.

VIEW LOOKING INBOARD LEFT SIDE

MODEL MV-228
POWER 2-AE1107C (ROLLS ROYCE)
MAXIMUM RANGE 1293 NM
MAXIMUM SPEED 280 KCAS
ENDURANCE 7.0 HOURS
WEIGHT
BASIC 34,000 LBS (APPROX)
MAXIMUM HOVER 52,600 LBS
FUEL TYPE JP-4, JP-5 & JP-8
CAPACITY 11,700 LBS/1610 GALS
(THIS CAPACITY W/0 INTERNAL
MATT TANKS)

Figure R-2. V-22 Principal Dimensions/Ground Clearance (Sheet 4)

ORIGINAL R-8
 NAVAIR 00-80T-122

NOSE WHEEL AT
FULL POWER STEERING
DEFLECTION (70•)

Figure R-3. V-22 Turning Radii

R-9 ORIGINAL
NAVAIR 00-80T-122

( f~ '1
ll PUSH BUTION )

~p
HANDLE POPS OUT I
\ TU RN HANDLE /
""- _QU~
PU LL DOOR

B
c

VIEW LOOKIN G DOWN

B 901020-6·1
c c J23Ql?

Figure R-4. V-22 Emergency Entrances/Exits (Sheet 1 of 2)

ORIGINAL R-10
 NAVAIR 00-80T-122

...,..---- SAFETY PIN

PUSH BOTION
ARMING BUTION PULL HANDLE
OUT 10 FT
WINDOW CUTS
OUT

DETAIL 8
EXTERNAL INITIATOR
(TYPICAL)

DETAIL A D D D D

INTERNAL INITIATOR
(TYPICAL)
D

D D

D D

~
-ERGENC'{
D IT D
-- -- LL HANDLE
~------
NRANDCE ~P
SH DOOR UP
LL PANEL IN
------

l
SAFETY
r~
1:

PIN D D

' EMER HATCH RELEASE \

PUSH BUTION TO ARM 0 10 \
(
PULL HANDLE TO ACTIVATE
PUSH PANEL OUT \ I , D D CJ D

-~--\ IEMER ,----------------

~- ( l' - ~ EXIT
I

'~----- --------- I

DETAIL C I

-----Lill-~-----------
CABIN EMERGENCY ESCAPE HATCH
INTERNAL INITIATOR (TYPICAL)

MAIN CABIN DOOR

VIEW LOOKING OUTBOARD

90102 0 -6-2
J2645

Figure R-4. V-22 Emergency Entrances/Exits (Sheet 2)

R-11 ORIGINAL
NAVAIR 00-80T-122

V22B-ACS-OOOA

NOTES

• ENVELOPE IS ALIGNED RELATIVE TO THE

AIRCRAFT ON-DECK LANDING ORIENTATION . IF
THIS ORIENTATION IS NOT ALONG THE SHIP
FORE-AFT LINE, THE ENVELOPE SHALL BE
ROTATED ACCORDINGLY.

• CONSIDERATION SHOULD BE GIVEN TO THE

VISUAL CUEING ENVIRONMENT DURING
CROSS-COCKPIT AND NIGHT UNAIDED
OPERATIONS.

• THIS ENVELOPE IS MANDATORY FOR ALL

V-22B AND AIR-CAPABLE SHIP COMBINATIONS
NOT LISTED ELSEWHERE.

DAY &NIGHT
PITCH/ROLL
2I4

V-22B GENERAL LAUNCH AND RECOVERY

ENVELOPE ABOARD AIR-CAPABLE SHIPS

Figure R-5. V-22B General Launch and Recovery Envelope Aboard Air-Capable Ships

ORIGINAL R-12
 SEE IC # 12
NAVAIR 00-80T-122

V228-LPDHl1C

SPOT 1
NOTiES
A

• HOVER TORQUE REQUIRED IS BEST

I
APPROXIMATED USING NATOPS ZERO WIND
HOGECHARTS \
• WINDS LESS THAN 10 KTS MAY RESULT IN
TORQ UE TRANSIENTS UP TO 15% BEYON D THE
NATOPS HOGE ZE RO WIND PRE DICTION

2/4NIGHT
PITCH/ROLL

LPD4 PORT
APPROACH~P-
'T-
cH_
m_oL_
2/4DAY
L _.____~

V-228 LAUNCH AND RECOVERY !ENVELOPES

Figure R-6. V-22B Launch and Recovery Envelope for LPD 4 Class Ships, Spot 1 Port Approach
(Sheet 1 of 4)

R-13 ORIGINAL IC 12
 SEE IC # 12
NAVAIR 00-80T-122

V22B·LPDHl2C

SPOT1
NOTES
• HOVER TORQUE REQUIRED IS BEST

I \
APPROXIMATED USING NATOPS ZERO WIND
HOGECHARTS

• WINDS WITHIN THE ENVELOPE MAY RESULT IN

TORQUE TRANSIENTS UP TO 15% BEYOND THE
NATOPS HOGE ZERO WIND PREDICTION

325 I
360

.295

NIGHT
PITCH/ROLL 2/4
LPD4 STARBOARD
APPROACH

V-22B LAUNCH AND RECOVERY ENVELOPES

Figure R-6. V-22B Launch and Recovery Envelope for LPD 4 Class Ships, Spot 1 Starboard Approach
(Sheet 2)

ORIGINAL IC 12 R-14
 SEE IC # 12 NAVAIR 00-80T-122

V228 ·LPD4-<l3C

SPOT2
NOTE
A
HOVER TORQUE R E QU I R E D I S BE ST
.APPROXIMATED USING NATOPS ZERO WIND HOGE
CHARTS

NIGHT
PITCHJROLL 2/4
LPD4 PORT
APPROACH ...._ _______.
V-,2 28 LAUNCH AND RECOVERY ENVELOPES

Figure R-6. V-22B Launch and Recovery Envelope for LPD 4 Class Ships, Spot 2 Port Approach
(Sheet 3)

R-15 ORIGINAL IC 12
 SEE IC # 12
NAVAIR 00-80T-122

V22B-LPD4<HC

SPOT2
NOTES
"'
• HOVER TORQUE REQUIRED IS BEST
APPROXIMATED USING NATOPS ZERO WIND
HOGECHARTS I \
• WINDS WITHIN THE ENVELOPE MAY RESULT IN
TORQUE TRANSIENTS UP TO 15% BEYOND THE
NATOPS HOGEZEROWIND PREDICTION

X 2
NIGHT
PITCHJROLL 2/4
LPD4 STARBOARD
APPROACH

V-,2 28 LAUNCH AND RECOVERY ENVELOPES

Figure R-6. V-22B Launch and Recovery Envelope for LPD 4 Class Ships, Spot 2 Starboard Approach
(Sheet 4)

ORIGINAL IC 12 R-16
 SEE IC # 12 NAVAIR 00-80T-122

SPOT 1
NOTES
• HOVER TORQUE REQUIRED IS BEST

I
APPROXIMATED USIING NATOPS ZERO WIND
HOGECHARTS \
• WI1NDS AT 20 KTS MAY RESULT IN TORQUE
TRANSIENTS UP TO 20% BEYOND THE NATOPS
HOGE ZERO WIND PREDICTION

010 \
~0
355 ' 025 ·~~&' 045
- '.s

2/4
NIGHT
PITCH/ROLL

PORT
APPROACH] ...P-IT-
I
~-~~-O-LL_2_·. 4___.
LPD 17 __

V-228 LA.UNCH AIND RECOVERY ENVELOPES

Figure R-7. V-22B Launch and Recovery Envelope for LPD 17 Class Ships, Spot 1 Port Approach
(Sheet 1 of 8)

R-17 ORIGINAL IC 12
 SEE IC # 12
NAVAIR 00-80T-122

\1228-LPD' 7-02C

SPOT1
NOTES
• HOVER TORQUE REQ UIRED IS BES T
APPIROXIMATED USING NATOIPS ZERO WIND
HOGE CHARTS I \
• WIND AZIMUTHS FROM 315 TO 320 DEGA80V~ 20
KTS MAY RESULT IN TORQUE TRANSIENTS UPTO
15% BEYOND THE NATOPS HOGE ZERO W IND
PREDICTION

010

NIGHT
PITCH/ROLL 2/4
STARBOARD
LPD 17 APPROACH

V-228 LAUNCH AND RECOVERY ENVELOPES

Figure R-7. V-22B Launch and Recovery Envelope for LPD 17 Class Ships, Spot 1 Starboard Approach
(Sheet 2)

ORIGINAL IC 12 R-18
 SEE IC # 12 NAVAIR 00-80T-122

VZ28 ·LPD17·03C

SPOT2
NOTES
• HOVER TORQUE REQUIRED IS BEST
APPROXIMATED USING NATOPS ZERO WIND
HOGE CHARTS I \
• WINDS l ESS THAN 5 KTS AND W IND AZIMUTHS
FROM 345 TO 020 DEGABOVE 15 KTS MAY RESULT
IN TORQUE TRANSIENTS UP TO 15% BEYOND THE
NATOPS HOGEZEROWIND PREDICTION

Ls I

NIGHT
PITCHIROLL
2 /4
LPD 17 AP;~~!cH ._P_'r-~H/I;_;~_ou_L_2_/_4_.
V-228 LAUNCH AND RECOVERY ENVELOPES

Figure R-7. V-22B Launch and Recovery Envelope for LPD 17 Class Ships, Spot 2 Port Approach
(Sheet 3)

R-19 ORIGINAL IC 12
 SEE IC # 12
NAVAIR 00-80T-122

SPOT2
NOTE

HOVER TORQUE REQU I RED li S BES T

APPROXIMATED USING NATOPS HOGE CHARTS
WITH ZERO W IND, EXCEPT FOR WIND AZIMUTHS
BETWEEN 325 TO 350 DEG ABOVE 15 IKTS WHERE
HOV E R T ORQUE REQU I RED I S BEST
APPROXIMATED USING NATOPS HOGE CHARTS
WITH ZERO WIND PLUS 10o/o TORQUE.

r oJ

2/4
-2 NIGHT
PITCH/ROLL

LPD 17
STARBOARD
APPROAC:H
IDAY
PITCH/ROLL 2 /4
·.

V-228 LAUNCH AND RECOVERY ENVELOPES

Figure R-7. V-22B Launch and Recovery Envelope for LPD 17 Class Ships, Spot 2 Starboard Approach
(Sheet 4)

ORIGINAL IC 12 R-20
 SEE IC # 12 NAVAIR 00-80T-122

V22B·LPDH-05C

SPOT3
NOTES
A
• HOVER TORQUE IS BlEST APPROXIMATED USING
NATOPS ZERO WIND HOGE CHARTS
I \
• RIGHT SEAT CROSS-COCKP IT OPERATIO NS
PRO HIBITED DUE TO POOR FIIELD OFVIEW
I \
• NIGHT UINAIDED OPERATIONS PROH IBITED DUE
TO POOR VISUAL CUES
I
345 2S KTS 015
340 I I

20

NVGONLY
PITCH/ROLL
2/4
STARBOARD
LPD 17 APPROAC!H

V-228 LAUNCH AND RECOVERY IENVE L~OPES

Figure R-7. V-22B Launch and Recovery Envelope for LPD 17 Class Ships, Spot 3 Starboard Approach
(Sheet 5)

R-21 ORIGINAL IC 12
 SEE IC # 12
NAVAIR 00-80T-122

V22B·LP0 l 7-06C

NOTIES SPOT4
o USE ONLY STARBOARD ANEMOMETER FOR WINDS
GREATER THAN 20 IKTS 1\
o L~ F T SEAT CROSS - COCKP :I T OPERATIONS
PROHIBITED DUE TO POOR FIELD OF VIEW
I \
• NIGHT UNAIDED OPERATIONS PROHIBITED DUE TO
POOR VISUAL CUE7 \

• HOVER TORQUE REQUIRED IS BEST APPROXIMATED

USING NATOPS ZERO WIND HOGE CHARTS
I I
o WINDS LESS THAN 5 KTS MAY RESULT IN TORQUE
TRANSIIENTS UP TO 15% BEYOND THE NATOPS HOGE
ZERO WIND PREDICTION I

I3t0
360
25 KTs 010

20 1
340 020

315 I .

NVGONLY
PITCH/ROLL
2/4
PORT
LPD 17 APPROACH p,fT~~OLL 2 I 4

V-228 LAUNCH AND !RECOVERY ENVELOPES

Figure R-7. V-22B Launch and Recovery Envelope for LPD 17 Class Ships, Spot 4 Port Approach
(Sheet 6)

ORIGINAL IC 12 R-22
 SEE IC # 12 NAVAIR 00-80T-122

V128 ·LPD' 7·070

NOTES
SPOT 5
• USE ONLY PORT ANEMOMETER FOR WINDS
GREATER THAN 20 KTSAT NIGHT
I \
• HOVER TORQ UE REQUIRED IS BEST
APPROXIMATED USING NATOPS ZERO WIND
HOGECHARTS I \
• WINDS LESS THAN 5 KTS MAY RESULT IN TORQUE
TRANSIENTS UP TO 15% BEYOND THE NATOPS
HOGE ZERO WIND PREDICTION

l 360 I
ro2:2~s or
340 020

315 I I 045

IA I
270 I 09.0 _ _ _ _ _ _ _

UNAIDED
PITCHJROLL
2/4
PITC~LL 2/4
STARBOARD,
LPD 17 APPROACH PIT~~~OLL 2 I 4

V-228 LAUNCH AND RECOVERY ENVELOPES

Figure R-7. V-22B Launch and Recovery Envelope for LPD 17 Class Ships, Spot 5 Starboard Approach
(Sheet 7)

R-23 ORIGINAL IC 12
 SEE IC # 12
NAVAIR 00-80T-122

V72B-LPD l 7-06C

NOTES
SPOT6
• HIOVIER TORQUE REQUIRED
IS !BEST

I \
APPROXIMATED USIING NATOPS ZERO WIND
HIOGE CHARTS
• WINDS LESS THAN 10 KTS MAY RESULT IN
TORQUE TRANSIENTS UP TO 15% BEYOND THE
NATOPS IHOGE ZE RO WIND PRE DICTION

I \
rO25 :TS01~
2
340 020

315 \ /045

2 I4
PIT~~~LL
LPD 17 AP~~~CH PIT~~~OLL 2 I 4
V-228 LAUNCH AND !RECOVERY ENVELOPES

Figure R-7. V-22B Launch and Recovery Envelope for LPD 17 Class Ships, Spot 6 Port Approach
(Sheet 8)

ORIGINAL IC 12 R-24
 SEE IC # 12 NAVAIR 00-80T-122

V?2B·LSO-I' .010

SPOT 1

ON SHORT FINAL JUST PRIOR TO CROSSING THE DECK, ROTOR

DOWNWASH MAY CAUSE FLIGHTDECK SAFETY NETS TO
BOUNCE UPRIGHT MOMENTARILY, REDUCING MAINMOUNT
CLEARANCE, AND POSSIBLY CAUSING DAMAGE TO AIRCRAFT
OR NETS
I NOTES
• HOVER TORQUE REQUIRED IS BEST APPROXIMATED USING
NATOPS ZERO WIND HOGE CHARTS

• WINDS LESS THAN 10 KTS MAY RESULT IN TORQUE

TRANSIENTS UP TO 15% BEYOND THE NATOPS HOGE ZERO
WIND PREDICTION

NIGHT
PITCH/ROLL
2/4
LSD 41/49 AP~~~CH ...P-IT-~-~~-O-LL_2_. _,_4_ . .....

V-228 LAUNCH AND RECOVERY ENVELOPES

Figure R-8. V-22B Launch and Recovery Envelope for LSD 41/49 Class Ships, Spot 1 Port Approach
(Sheet 1 of 4)

R-25 ORIGINAL IC 12
 SEE IC # 12
NAVAIR 00-80T-122

V22B· LSI)II1-o2D

SPOT 1

ON SHORT FINAL JUST PRIOR TO CROSSING THE DECK, ROTOR

DOWNWASH MAY CAUSE FUGHTDECK SAFETY NETS TO
BOUNCE UPRIGHT MOMENTARILY, REDUCING MAINMOUNT
CLEARANCE, AND POSSIBLY CAUSING DAMAGE TO AIRCRAFT
OR NETS
NOTES
• HOVER TORQUE REQUIRED IS BEST APPROXIMATED USING
NA1iOPS ZERO WI ND HOGE CHARTS
I
I
• WI NDS WITHIN THE ENVELOPE MAY RESULT IN TORQUE
TRANSIENTS UP TO 15% BEYOND THE NATOPS HOGE ZERO
WI ND PREDICTION I
325
~~
~~
305"' ~"

NIGHT
PtTCHIROLL
2/4
STARBOARD
LSD 41/49 APPROACH PIT~~~OLL 2 I 4

V-228 LAUNCH AND RECOVERY ENVELOPES

Figure R-8. V-22B Launch and Recovery Envelope for LSD 41/49 Class Ships, Spot 1 Starboard
Approach (Sheet 2)

ORIGINAL IC 12 R-26
 SEE IC # 12
NAVAIR 00-80T-122

V22B-LSI)JI' .000

SPOT 2

ON SHORTFINALJUSTPRIORTOCROSSING THE DECK1 ROTOR

DOWNWASH MAY CAUSE FLIGHTDECK SAFETY NETS TO
BOUNCE UPRIGHT MOMENTARILY, REDUCING MAINMOUNT
CLEARANCE, AND POSSIBLY CAUSING DAMAGE TO AIRCRAFT
OR NETS
I NOTE \
HOVER TORQUE REQUIRED IS BEST APPROXIMATED USING
NATOPS ZERO WIND HOGE CHARTS

NIGHT
PITCH/ROLL
2/4
PORT DAY 2/4
LSD 41/49 APPROACH ...P-IT-CH-'R-0-LL_ . -· _ ......

V-228 LAUNCH AND RECOVERY ENVE,LOPES

Figure R-8. V-22B Launch and Recovery Envelope for LSD 41/49 Class Ships, Spot 2 Port Approach
(Sheet 3)

R-27 ORIGINAL IC 12
 SEE IC # 12
NAVAIR 00-80T-122

V22B·LS()t' .CI D

SPOT2

ON SHORT FINAL JUST PRIOR TO CROSSING THE DECK, ROTOR

DOWNWASH MAY CAUSE FLIGHTDECK SAFETY NETS TO
BOUNCE UPRIGHT MOMENTARILY, REDUCING MAINMOUNT
CLEARANCE, AND POSSIBLY CAUSING DAMAGE TO AIRCRAFT
OR NETS NOTES

• HOVER TORQUE REQUIRiED IS BEST APPROXIMATED USING

NATOPS ZERO WIND HOGE CHARTS
I
I
• WINDS WIITHIN THE ENVELOPE MAY RESULT IN TORQUE
TRANSIENTS LJJP TO 1So/o BEYOND THE NATOPS HOGE ZERO
WIND PREDICTION

NIGHT
PITCH/ROLL
2/4
STARB~OARD
LSD 41/49 APPROACH Prrci'~oLL 2 J4
V-228 LAUNCH AND RECOVE,RY ENVEL0 PES 1

Figure R-8. V-22B Launch and Recovery Envelope for LSD 41/49 Class Ships, Spot 2 Starboard
Approach (Sheet 4)

ORIGINAL IC 12 R-28
 SEE IC # 12
NAVAIR 00-80T-122

NOTE
HOVER TORQUE REQUIRED IS BEST APPROXIMATIED USING
NATOPS HOGE CHARTS WITH ZERO WIND PLUS 5% TORQUE.

r---------.
I P~=~ 2/41
PIT~Oll 2/4
PORT
APPROACH
DAY 2 /4
T-AKE 1 ...._
Pir_c _HIR_o_LL _ _ _·...

V-,228 LAUNCH AND RECOVERY ENVEL 0 PES 1

Figure R-9. V-22 Launch and Recovery Envelopes for T-AKE 1 Class Ships, Port Approach (Sheet 1 of 2)

R-29 ORIGINAL IC 12
 SEE IC # 12
NAVAIR 00-80T-122

NOTE
HOVER TORQUE REQUIRED IS BEST APPROXIMATED USING
NATOPS HOGE CHARTS WITH ZERO WIND PLUS 5% TORQUE.

310

r~,;;~~-2--/-4i
I PITCH/ROlL

PIT~Oll 2/4
STARBOARD
APPROACH
OAY 2- I 4
T-AKE 1 PITCH.IROU •

V-·2 28 LAUNCH AND RECOVERY ENVELOPES

Figure R-9. V-22 Launch and Recovery Envelopes for T-AKE 1 Class Ships, Starboard Approach
(Sheet 2)

ORIGINAL IC 12 R-30
 NAVAIR 00-80T-122

APPENDIX S

Flight Deck Clothing

PERSONNEL HELMET* JERSEY SYMBOLS
Aircraft Handling Crew and Blue Blue Crew Number
Chockmen
Aircraft Handling Officers, CPO, Yellow Yellow Billet Title
LPO
Elevator Operators White Blue E
HCL/(FDO)/LSO White White Billet Title
LSE (Crew Directors) Yellow Yellow Crew Number
LSE (CV) Red Green H
Maintenance Crews Green Green Black Stripe and Squadron Designator
Medical White White Red Cross
Messengers and Telephone White Blue T
Talkers
Ordnance Red Red Black Stripe and Squadron Designator
Ordnance Officer White Red Black Stripe/Safety
Photographers Green Green P
Plane Captains Brown Brown Squadron Designator
Crash and Salvage Crews Red Red Crash/Salvage
Tractor Driver Blue Blue Tractor
Troubleshooters Green Green Black Stripe broken by abbreviation of specialty
(i.e., P/P [Power Plants])
Aviation Fuel Crew Purple Purple F
Aviation Fuel Officer Purple Purple Fuel Officer
Combat Cargo White White Combat Car
Notes:
1. The life preserver, vest type, U.S. Navy, Mk 1, is designed for prolonged wear while engaged in flight deck activity
and is available in colors identical to those listed above.
2. Combination cranial helmets for the following personnel shall be marked with three reflective international orange
stripes, 1 inch wide, evenly spaced, running fore and aft placed on top of white reflective tape.
a. All officers.
b. Flight and hangar deck chief petty officer and leading petty officer.
c. Crash and salvage chief petty officer and leading petty officer.
d. EOD team members.
e. Squadron gunner.
f. Ship’s air gunner.
3. Helmets for all flight deck personnel shall be marked with a 6-inch square (or equivalent) of white reflective tape on
the back shell and a 3-inch by 6-inch piece (or equivalent) on the front shell.
4. Cranial helmets shall have a 2-inch by 2-inch square of Velcro pile tape on the left front impact shell assembly for
attaching the SDU-5/E distress marker light (strobe light). Hook Velcro tape will be attached to the strobe light.
See NSTM CH-77 for installation procedures.
* Combination Cranial.

S-1/(S-2 blank) ORIGINAL

 NAVAIR 00-80T-122

APPENDIX T

Weapons Loading/Strikedown/
Downloading and Recovery Guide

HANGAR DECK RECOVERY (3)

STRIKEDOWN/
WEAPON LOAD DOWNLOAD UNEXPENDED HUNG
General Purpose Bomb/LGB YES (1) (5) YES (6) YES (2) YES (2)
DST Mk 36/Mk 40 YES (5) YES (6) YES (2) YES (2)
Mk 77 Firebomb NO NO NO NO
2.75/5.0 Rocket Launcher NO NO YES YES
Aircraft Parachute Flare NO NO NO NO
Tube-Loaded Flare Dispenser NO NO YES YES
7.62 mm Gun YES YES YES YES
.50 cal. Gun YES YES YES YES
20 mm Gun/Mk 4 Gun Pod (7) YES YES (7) YES YES
Mk 20 Rockeye II/APAM YES (5) YES (6) YES YES
AIM-9 Sidewinder (all) NO (4) YES YES YES
A/A Stinger NO (4) YES YES YES
Walleye YES (5) YES (6) YES YES
AGM-65 Maverick NO (4) YES YES YES
AGM-114B/K Hellfire NO (4) NO (6) YES YES
AGM-122 Sidearm NO (4) YES YES YES
Decoy Flare NO NO YES YES
Mine (all) YES (5) YES (6) YES YES
Torpedo (all) YES YES (6) YES YES
Signal Underwater Sound YES YES YES YES
Charge
Marine Locator Marker YES YES YES YES
Practice Bomb YES (5) YES (6) YES YES
JAU-22B Cartridge YES YES YES YES
TOW NO YES YES (8) YES (9)
AN/ALE-XX Chaff Dispenser YES YES YES YES
Air Chaff Cartridge NO (10) NO (10) YES YES
Gen-Ex Transponder YES YES YES YES
See page T-2 for notes to this table.

T-1 ORIGINAL
NAVAIR 00-80T-122

NOTES:
1. No mechanical nose fuzes will be installed on the hangar deck.
2. Arming wires intact.
3. Guidance provided is subject to limitations in tactical manuals for specific aircraft.
4. Air-launched missiles shall not normally be loaded on the hangar deck except when operational
commitments so dictate. Commanding officers may authorize loading of missiles on the hangar deck only
up to the point of mechanical attachment of the weapon to the launcher/rack in accordance with the
procedures prescribed in the appropriate NAVAIR weapons/stores loading checklists/SRCs.
5. Ejector cartridges shall not be installed on the hangar deck. Installation of ejector/jettison cartridges in the
BRU-9/10/11 ejector bomb rack is authorized, provided the rack is electrically disconnected and either the
mechanical safety pin is installed or the In-Flight Operable Bomb Rack Lock (IFOBRL ) mechanism is locked.
6. In the event of strikedown of a loaded aircraft to the hangar deck, the nose fuzes (as applicable) and
ejector/jettison cartridges shall be removed immediately after the aircraft is in spot and tied down.
Ejector/jettison cartridges may remain in the BRU-9/10/11 ejector bomb rack provided the rack is electrically
disconnected, and either the mechanical safety pin is installed or the IFOBRL mechanism is locked.
7. The M61A1 gun ammunition is exempt from downloading requirements for up aircraft temporarily spotted
in the hangar decks and aircraft undergoing limited maintenance; that is, turn-around maintenance, providing
compliance with all gun dearm procedures of the airborne weapons/stores loading manual, associated
checklists, and stores reliability card have been accomplished.
8. Helicopters with unexpended or hung TOW ordnance should fly shipboard recovery patterns with weapons
pointed away from the ship to the maximum extent practicable. Aircraft should be downloaded in HERO-safe
conditions with weapons pointed away from the ship. After downloading, the missile launch container
front-end membrane should be examined. If the launch container front-end membrane seal is broken, EOD
personnel should be notified for missile disposal. If the membrane is not broken, the missile should be
returned to an ammunition point for inspection.
9. An activated missile battery is completely dead in 30 minutes. If a TOW missile with AWC-238 incorporated
does not launch because of no fire voltage or fire voltage but no motor ignition, the missile is still in HERO-safe
condition and the aircraft can return to ship after 30 minutes.
10. Chaff modules must be loaded/downloaded in a HERO/RADHAZ safe environment and inserted in a chaff
dispenser when fully loaded.

ORIGINAL T-2
 NAVAIR 00-80T-122

APPENDIX U

Shipboard Safety/Site Suitability Checklist

ACTION OFFICER _______________________________

DATE _______________________________

SHIPS NAME/COMPANY __________________________________________

LOCATION _____________________________________________________
(NAME, LAT/LONG, GRID, ETC.)

POINTS OF CONTACT

OWNING COMPANY/OPERATOR ______________________________

#______________

SHIPS MASTER ______________________________

#______________

LOG ______________________________
#______________

LAW ENFORCEMENT ______________________________

#______________

OTHER ______________________________
#______________

MAIL ADDRESS ______________________________

#______________

MESSAGE ADDRESS ______________________________

#______________

FAX NUMBER ______________________________

#______________

WEATHER (SEASONAL AT OPERATIONS LOCATION)

PREDOMINANT ______________________________

VISIBILITY ______________________________

PREVAILING WINDS ______________________________

ROUTE WX FROM BASE ______________________________

WATER TEMP ______________________________

U-1 ORIGINAL
NAVAIR 00-80T-122

SEA STATE ______________________________

OTHER ______________________________

TIME ZONE ______________________________

OBTAIN LOCAL METRO PACKAGE FOR AREA FOR DATES OF OPERATION

LIAISON

CONDUCT DETAILED SCENARIO BRIEF WITH OWNER/OPERATOR/MASTER

CONDUCT SITE WALKTHROUGH WITH POINT-OF-CONTACT (POC)

*DETERMINE CHANGES TO CONFIGURATION PRIOR TO EVENT

*CONSOLIDATE SAFETY/OPS RESTRICTIONS

*DETERMINE PROHIBITED AREAS/SPACES

OBTAIN SKETCHES, BLUEPRINTS, ENGINEERING DIAGRAMS, MODELS (AS AVAILABLE)

DETERMINE SHIPBOARD FIREFIGHTING CAPABILITIES

*WHAT TYPE

*WHERE FIREFIGHTING GEAR IS LOCATED

*ESTABLISHED PROCEDURES

*SHIPS CREW RESPONSIBILITIES

OPERATIONS

AIR OPERATIONS PROCEDURES AT SITE

*FAA HQ/LOCAL FAA

*FREQUENCIES

*MANDATORY RADIO CALLS

*ENTRY/EXIT POINTS

*TRAFFIC PATTERN

*HOLDING POINTS

*LOCATION FOR SPECIAL OPERATIONS TRAINING GROUP (SOTG) AIR CONTROLLER

*NOISE ABATEMENT REQUIREMENTS

*LOCAL CONCENTRATIONS OF CIVILIAN

*BIRD SANCTUARIES

ORIGINAL U-2
 NAVAIR 00-80T-122

*ITG CONSIDERATIONS (PREFERABLE REQUIRED)

*AREA FOR VIPS/OBSERVERS

*SAR ASSETS/SAR POSTURE

LANDING FACILITIES AVAILABLE (EMERGENCY ONLY)

*DIMENSIONS ____________________________

*WEIGHT LIMITATIONS ____________________________

*PROHIBITED FOR (TYPE/S OF A/C) ____________________________

DESIGNATE

*INSERT POINTS

*DETERMINE HORIZONTAL, VERTICAL, AND SLANT CLEARANCES FOR

ROTORS AT DESIGNATED INSERT POINTS

ESTABLISH WAVEOFF DIRECTION PROCEDURES FOR EACH INSERT POINT

DETERMINE EXISTING HAZARDS TO TROOPS IN INSERT POINTS

*GEAR ADRIFT — DISPOSAL/TIE DOWN, IF UNABLE DETERMINE

RESTRICTIONS

NVD OPS RESTRICTIONS

*LIGHTS − SECURE IF ABLE

*OBSTACLES TO NVD EQUIPPED AIRCREWS — WIRES, POSTS, ANTENNAS,

VEHICULAR TRAFFIC

MEDICAL

SHIPS MEDICAL CAPABILITIES

ESTABLISH CORPSMAN STATIONS

DETERMINE NEAREST MEDICAL FACILITY/LEVEL OF MEDICAL CARE (TRAUMA; BURN) *POC/#

*LOCATION

*FREQUENCIES

*PROCEDURES

*LZ/HELIPAD CAPABILITIES

DETERMINE AIR ROUTE TO SUITABLE FACILITIES

DETERMINE SURFACE ROUTE TO FACILITIES (PIER SIDE OPERATIONS)

U-3/(U-4 blank) ORIGINAL

 NAVAIR 00-80T-122

INDEX
Page Page
No. No.

A Air plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13

Air plan contents . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Accessory visual aids . . . . . . . . . . . . . . . . . . . . . 2-31 Air surveillance radar or self-controlled radar
Additional preparations for night approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-38 Air tactical controllers/CIC personnel . . . . . . . . . 5-3
Additional procedures/conditions for HIFR Air traffic control doctrine (air-capable
at night . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17 ships) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
Advisory control . . . . . . . . . . . . . . . . . . . . . . . . 10-4 Air-capable ship certification . . . . . . . . . . . . . . . . 2-1
AH-64 operational considerations . . . . . . . . . . . B-29 Certification waivers . . . . . . . . . . . . . . . . . . . . 2-1
AH-64A/D series helicopters . . . . . . . . . . . . . . . B-27 Airborne MCM command relationships . . . . . . . 6-1
Basic capabilities and characteristics . . . . . . . B-27 Airborne mine countermeasures equipment . . . . 4-2
AH-64 operational considerations . . . . . . . B-29 Airborne mine countermeasures squadron
Comm/Nav equipment . . . . . . . . . . . . . . . B-29 commanding officer . . . . . . . . . . . . . . . . . . . . . 6-14
Dimensions . . . . . . . . . . . . . . . . . . . . . . . . B-28 Aircraft:
External lift capability . . . . . . . . . . . . . . . . B-29 Aircraft maintenance and servicing of
Fuel/quantity . . . . . . . . . . . . . . . . . . . . . . . B-28 loaded aircraft . . . . . . . . . . . . . . . . . . . . . . . 9-36
Internal lift capability . . . . . . . . . . . . . . . . B-29 Control of departing aircraft . . . . . . . . . . . . . 10-6
Mission . . . . . . . . . . . . . . . . . . . . . . . . . . . B-27 Departing aircraft . . . . . . . . . . . . . . . . . . . . . . 10-6
Mission equipment . . . . . . . . . . . . . . . . . . B-27 Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . 11-50
Ordnance . . . . . . . . . . . . . . . . . . . . . . . . . . B-28 Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
SAR capability . . . . . . . . . . . . . . . . . . . . . B-27 Hangaring aircraft with ordnance . . . . . . . . . 9-37
Shipboard operations capability . . . . . . . . B-27 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-28 Movement of aircraft . . . . . . . . . . . . . . . . . . . 9-11
AH/MH-6J operational considerations . . . . . . . B-40 Multiple aircraft operations from a
single--spot ship . . . . . . . . . . . . . . . . . . . . . . . 8-8
AH/MH-6J series helicopters . . . . . . . . . . . . . . . B-38
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-45
Basic capabilities and characteristics . . . . . . . B-38
Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-43
AH/MH-6J operational
considerations . . . . . . . . . . . . . . . . . . . . . B-40 Recovery kit; 15,000 pound . . . . . . . . . . . . 11-43
Comm/Nav equipment . . . . . . . . . . . . . . . B-40 Recovery kit; 40,000 pound . . . . . . . . . . . . 11-43
Recovery of aircraft with damaged or
Dimensions . . . . . . . . . . . . . . . . . . . . . . . . B-39
malfunctioning landing gear . . . . . . . . . . . . 12-5
External lift capability . . . . . . . . . . . . . . . . B-39
Recovery of aircraft with hung mad bird/
Fuel/quantity . . . . . . . . . . . . . . . . . . . . . . . B-39 dome/towed device . . . . . . . . . . . . . . . . . . . 12-4
Internal lift capability . . . . . . . . . . . . . . . . B-39 Report of damage to an aircraft . . . . . . . . . . . 9-14
Mission . . . . . . . . . . . . . . . . . . . . . . . . . . . B-38 Stowage of aircraft and equipment . . . . . . . . . 9-6
Mission equipment . . . . . . . . . . . . . . . . . . B-38 Types of aircraft on--deck emergencies . . . . 12-18
Ordnance (AH only) . . . . . . . . . . . . . . . . . B-39 Aircraft emergencies . . . . . . . . . . . . . . . . . . . . 11-50
SAR capability . . . . . . . . . . . . . . . . . . . . . B-38 Aircraft handling . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Shipboard operations capability . . . . . . . . B-38 Aircraft maintenance . . . . . . . . . . . . . . . . . . . . . . 3-1
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-39 Aircraft maintenance and servicing of
Air control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2 loaded aircraft . . . . . . . . . . . . . . . . . . . . . . . . . 9-36
Air officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7 Aircraft procedures . . . . . . . . . . . . . . . . . . . . . . . 9-45
Air officer/helicopter control officer . . . . . . . . . . 5-1 Aircraft recovery . . . . . . . . . . . . . . . . . . . . . . . 11-43

Index-1
1 ORIGINAL
NAVAIR 00-80T-122

Page Page
No. No.

Aircraft recovery kit; 15,000 pound . . . . . . . . . 11-43 Helicopter approach minimums . . . . . . . . . . 10-11
Aircraft recovery kit; 40,000 pound . . . . . . . . . 11-43 Marshal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
Aircraft/crew alert conditions . . . . . . . . . . . . . . . 8-5 Nondirectional beacon approach . . . . . . . . 10-8
Alert conditions . . . . . . . . . . . . . . . . . . . . . 8-5, 14-4 Primary marshal approach (tacan-
AMCM limitations and constraints . . . . . . . . . . . 4-2 equipped ships) . . . . . . . . . . . . . . . . . . . . 10-8
Amphibious ship air operations Missed approach and waveoff (air-capable
(where differing) . . . . . . . . . . . . . . . . . . . . . . . 10-11 ships) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
DELTA Patterns . . . . . . . . . . . . . . . . . . . . . . 10-11 Assembly and disassembly . . . . . . . . . . . . . . . . 9-33
Overhead DELTA . . . . . . . . . . . . . . . . . . 10-11 Assistants to the air officer . . . . . . . . . . . . . . . . . 6-8
Port/Starboard DELTA . . . . . . . . . . . . . . 10-12 Assistants to the aviation officer . . . . . . . . . . . . . 6-9
VFR departure . . . . . . . . . . . . . . . . . . . . . . . 10-11 Attack submarines . . . . . . . . . . . . . . . . . . . . . . 11-36
VFR descent and Approach . . . . . . . . . . . . . 10-11 Authority for night vision device
Approach criteria (air-capable ships) . . . . . . . . . 10-8 operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-40
Approach(es): AV tiedown and securing . . . . . . . . . . . . . . . . . . . P-2
Air surveillance radar or self-controlled Aviation coordinator . . . . . . . . . . . . . . . . . . . . . . 6-9
radar approach . . . . . . . . . . . . . . . . . . . . . . 10-11 Aviation department . . . . . . . . . . . . . . . . . . . . . . 6-14
Criteria (air-capable ships) . . . . . . . . . . . . . . . 10-8 Aviation detachment personnel assigned to
Emergency low--visibility approach air-capable ships . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
procedures . . . . . . . . . . . . . . . . . . . . . . . . . 12-12 Aviation fuel handling . . . . . . . . . . . . . . . . . . . . . 7-6
Final approach courses . . . . . . . . . . . . . . . . . 10-8 Aviation fueling . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
Helicopter air-capable ship approach Fueling on deck . . . . . . . . . . . . . . . . . . . . . . . 9-16
procedures . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
Helicopter approach minimums . . . . . . . . . . 10-11 Helicopter in-flight refueling (HIFR) . . . . . . 9-16
IFR approach procedure . . . . . . . . . . . . . . . . 10-8 Additional procedures/conditions for HIFR at
Landing approach lineup lights night . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
(unidirectional) . . . . . . . . . . . . . . . . . . . . . . 2-26 Crew personnel duties . . . . . . . . . . . . . . . . 9-16
Missed approach and waveoff (air-capable Equipment . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
ships) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11 Procedures . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
Nondirectional beacon approach . . . . . . . . . . 10-8 JP-5 fuel quality . . . . . . . . . . . . . . . . . . . . 9-18
Primary marshal approach (TACAN-equipped Aviation fuels officer . . . . . . . . . . . . . . . . . . . . . . 5-2
ships) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8 Aviation officer . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Smokelight approach . . . . . . . . . . . . . . . . . . 12-17 Aviation operations on ready reserve force
VERTREP approach lineup lights commercial vessels, and non-air-capable
(bidirectional) . . . . . . . . . . . . . . . . . . . . . . . 2-14 ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
VFR descent and approach . . . . . . . . . 10-8, 10-11 Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Arming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-35 Training evolutions . . . . . . . . . . . . . . . . . . . . . 8-1
Arrival procedures . . . . . . . . . . . . . . . . . . . . . . . 10-7 Aviation ordnance . . . . . . . . . . . . . . . . . . . . . . . 9-31
Air surveillance radar or self-controlled Aircraft maintenance and servicing of
radar approach . . . . . . . . . . . . . . . . . . . . . . 10-11 loaded aircraft . . . . . . . . . . . . . . . . . . . . . . . 9-36
Approach criteria (air-capable ships) . . . . . . . 10-8 Maintenance . . . . . . . . . . . . . . . . . . . . . . . 9-36
Final approach courses . . . . . . . . . . . . . . . 10-8 Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . 9-36
Helicopter air-capable ship approach Arming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-35
procedures . . . . . . . . . . . . . . . . . . . . . . . . 10-8 Assembly and disassembly . . . . . . . . . . . . . . 9-33
IFR approach procedure . . . . . . . . . . . . . . 10-8 Downloading and dearming . . . . . . . . . . . . . . 9-35
VFR descent and approach . . . . . . . . . . . . 10-8 Hangaring aircraft with ordnance . . . . . . . . . 9-37

Index-2
ORIGINAL 2
 NAVAIR 00-80T-122

Page Page
No. No.

Hazards of electromagnetic radiation to Checklist(s):

ordnance/radiation hazards safety Combat information center air operations
precautions . . . . . . . . . . . . . . . . . . . . . . . . . . 9-32 checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-2
Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-34 Flight deck helicopter movement
Munitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-37 checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-48
Personnel certification . . . . . . . . . . . . . . . . . . 9-32 Helicopter control/flight deck officer
Staging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-33 checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-4
Undersea warfare ordnance . . . . . . . . . . . . . . 9-36 Officer of the deck air operations
checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1
Weapons handling and movement . . . . . . . . . 9-32
Officer of the deck helicopter movement
Aviation personnel brief . . . . . . . . . . . . . . . . . . . . 5-5
checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-47
Aviation safety officer . . . . . . . . . . . . . . . . . . . . 6-12 Recovery checklist . . . . . . . . . . . . . . . . . . . . . . A-7
Aviation safety officer (ASO) . . . . . . . . . . . . . . . 7-1 Chief engineer . . . . . . . . . . . . . . . . . . . . . . . 5-2, 6-7
Aviation unit workup . . . . . . . . . . . . . . . . . . . . . 9-43 Classes of facilities . . . . . . . . . . . . . . . . . . . . . . . 2-2
Clear/foul indicating systems . . . . . . . . . . . . . . . 2-18
B Clearing the drop zone . . . . . . . . . . . . . . . . . . . 11-30
Close proximity operations . . . . . . . . . . . . . . . . 10-2
Basic capabilities and
Cold-water estimated survival time . . . . . . . . . 11-55
characteristics . . . . . . . . . . . . . . . . B-27, B-33, B-38
Cold-weather operations . . . . . . . . . . . . . . . . . 11-54
Bingo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12
Environmental considerations . . . . . . . . . . . 11-54
Blade folding/spreading . . . . . . . . . . . . . . . . . . . 14-3 Flight operations . . . . . . . . . . . . . . . . . . . . . 11-55
Brakerider . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12 Cold-water estimated survival time . . . . 11-55
Brief(s): Maintenance and servicing . . . . . . . . . . . . . 11-54
Aviation personnel brief . . . . . . . . . . . . . . . . . 5-5 Combat information center air operations
Passenger brief — procedures in case of a checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-2
crash or ditching . . . . . . . . . . . . . . . . . . . . . 11-3 Combat information center officer . . . . . . . . . . . . 6-7
Passenger brief — standard transfer Combat information center or air operations
procedures . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2 control center/helicopter direction
Ship’s company brief . . . . . . . . . . . . . . . . . . . . 5-4 center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
Briefing: Combat information center watch officer . . . . . 10-1
Briefing of handling crew . . . . . . . . . . . . . . . 11-5 Comm/Nav Equipment . . . . . . B-4, B-6, B-9, B-11,
Sample flight briefing sheet . . . . . . . . . . . . . . . A-7 B-18, B-20, B-23, B-29,
Scheduling and briefing . . . . . . . . . . . . . . . . . . 8-5 B-34, B-40, B-44
Briefing of handling crew . . . . . . . . . . . . . . . . . 11-5 Command Relationship With Marine
Squadron/Detachment . . . . . . . . . . . . . . . . . . . . 6-2
Command Relationship With Navy
C Squadron/Detachment . . . . . . . . . . . . . . . . . . . . 6-1
Cargo staging . . . . . . . . . . . . . . . . . . . . . . . . . . 11-26 Command Responsibilities on
Air-Capable Ships . . . . . . . . . . . . . . . . . . . . . . . 6-4
Cargo to be transferred . . . . . . . . . . . . . . . . . . . . 11-5
Commanding Officers of Ships With an Embarked
Categories of VLA lighting equipment . . . . . . . 2-11 Aviation Detachment . . . . . . . . . . . . . . . . . . . . . 6-3
Category I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-17 Commanding Officers/Executive Officers . . . . . . 5-1
Category II . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-17 Communications . . . . . . . . . . . . . . . . . 9-28c, 11-10,
Category III . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18 11-28, 14-4
Certification waivers . . . . . . . . . . . . . . . . . . . . . . 2-1 Communications control . . . . . . . . . . . . . . . . . 10-14
CH-47D chinook helicopter . . . . . . . . . . . . . . . . B-16 Voice communications procedures . . . . . . . 10-14
CH-53 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-1 Complete engine failure . . . . . . . . . . . . . . . . . . . 12-3

Index-3
3 ORIGINAL
NAVAIR 00-80T-122

Page Page
No. No.

Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1 Day visual meteorological conditions . . . . . . 10-6

Advisory control . . . . . . . . . . . . . . . . . . . . . . 10-4 Departure communications procedures . . . . . 10-7
Control criteria . . . . . . . . . . . . . . . . . . . . . . . . 10-2 Instrument meteorological conditions or
Control of departing aircraft . . . . . . . . . . . . . 10-6 night operations . . . . . . . . . . . . . . . . . . . . . . 10-7
Control of radio circuits . . . . . . . . . . . . . . . . . 10-5 Detachment cross-deck evolutions . . . . . . . . . . . . 8-2
combat information center or air Maintenance and training . . . . . . . . . . . . . . . . 8-4
operations control center/helicopter One-plane to one-plane cross-deck
direction center . . . . . . . . . . . . . . . . . . . . 10-5 transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Ships with prifly control . . . . . . . . . . . . . . 10-5 One-plane to two-plane cross-deck
Controlled airspace . . . . . . . . . . . . . . . . . . . . 10-1 transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Close proximity operations . . . . . . . . . . . . 10-2 Downloading and dearming . . . . . . . . . . . . . . . . 9-35
Control zones . . . . . . . . . . . . . . . . . . . . . . 10-2 Drones and torpedoes . . . . . . . . . . . . . . . . . . . . 11-17
Departing aircraft . . . . . . . . . . . . . . . . . . . . . . 10-6 Dual--AV operations . . . . . . . . . . . . . . . . . . . . . . 14-2
Electronic control . . . . . . . . . . . . . . . . . . . . . 10-4
Electronic emission control . . . . . . . . . . . . . . 10-5 E
Flight clearance requirements . . . . . . . . . . . . 10-5
Egress . . . . . . . . . . . . . . . . . . . . . C-1, E-1, G-1, H-1,
Positive control . . . . . . . . . . . . . . . . . . . . . . . 10-5
I-1, J-1, K-1, L-1,
Separation criteria . . . . . . . . . . . . . . . . . . . . . 10-4 M-1, N-1, O-1, Q-1, R-1
Lateral separation . . . . . . . . . . . . . . . . . . . 10-4 CH-53 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-1
Vertical separation . . . . . . . . . . . . . . . . . . . 10-4 Helicopter cabin setup . . . . . . . . . . . . . . . . . . M-2
Tactical direction . . . . . . . . . . . . . . . . . . . . . . 10-4 MH-60R . . . . . . . . . . . . . . . . . . . . . . . . . . M-3
Visual meteorological conditions MH-60S/HH--60H . . . . . . . . . . . . . . . . . . . M-3
minimums . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
SH--60B/F . . . . . . . . . . . . . . . . . . . . . . . . . M-2
Voice procedures . . . . . . . . . . . . . . . . . . . . . . 10-5
MH-53 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-1
Control criteria . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
MH-60R/SH-60B helicopter . . . . . . . . . . . . . M-1
Control of departing aircraft . . . . . . . . . . . . . . . 10-6
Operational constraints . . . . . . . . . . . . . . . . . . J-1
Control of radio circuits . . . . . . . . . . . . . . . . . . . 10-5
SH-60F/HH-60H/MH--60S helicopter . . . . . . M-2
Control zones . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Electrical malfunctions . . . . . . . . . . . . . . . . . . . 12-4
Controlled airspace . . . . . . . . . . . . . . . . . . . . . . 10-1
Electronic control . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Corrosion control . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Electronic emission control . . . . . . . . . . . . . . . . 10-5
Crash and salvage crew/crash and rescue party
Electronic(s)
and scene leader . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Emission control . . . . . . . . . . . . . . . . . . . . . . 10-5
D Emergency:
Damage control assistant . . . . . . . . . . . . . . . 5-3, 6-7 Low--visibility approach
procedures . . . . . . . . . . . . . . . . . . . . . . . . . 12-12
Day visual meteorological conditions . . . . . . . . 10-6
Manual deck handling for
Deck edge lights . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
SH--60, HH--60, MH--60R . . . . . . . . . . . . . 12-19
Deck status light system . . . . . . . . . . . . . . . . . . 2-20
SH--60, HH--60, MH--60R handling
Deck surface floodlights . . . . . . . . . . . . . . . . . . 2-25 procedures with degraded recovery assist,
DELTA patterns . . . . . . . . . . . . . . . . . . . . . . . . 10-11 securing, and traversing system . . . . . . . . . 12-23
Departing aircraft . . . . . . . . . . . . . . . . . . . . . . . . 10-6 SH--60, HH--60, MH--60R handling
Departure communications procedures . . . . . . . 10-7 procedures with inoperative tail
Departure procedures (air-capable ships) . . . . . . 10-6 guide system . . . . . . . . . . . . . . . . . . . . . . . 12-25

Index-4
ORIGINAL 4
 NAVAIR 00-80T-122

Page Page
No. No.

SH--60, HH--60, MH--60R handling External cargo transport . . . . . . . . . . . . . . . . . . 11-42

procedures procedures with manually External lift capability . . . . . . . . . . . . . B-4, B-6, B-8,
operated rapid securing device . . . . . . . . . 12-24 B-10, B-18, B-20,
SH--60, HH--60, MH--60R handling B-23, B-29, B-34,
procedures with operable recovery assist, B-39, B-44
securing and traversing system . . . . . . . . . 12-22
SH--60, HH--60, MH--60R handling procedures F
without recovery, assist, securing and traversing Factors affecting vertical replenishment . . . . . 11-19
system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-26 Fuel loading . . . . . . . . . . . . . . . . . . . . . . . . . 11-25
In--flight emergency procedure . . . . . . . . . . . 12-1 Number of helicopters used . . . . . . . . . . . . . 11-19
On--deck emergency procedure . . . . . . . . . . 12-17 Pilot fatigue . . . . . . . . . . . . . . . . . . . . . . . . . 11-25
Emergency low--visibility approach Ship stationing . . . . . . . . . . . . . . . . . . . . . . . 11-20
procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-12 Ship-produced interference . . . . . . . . . . . . . 11-24
Emergency manual deck handling for SH--60, Temperature and atmospheric pressure . . . . 11-24
HH--60, MH--60R . . . . . . . . . . . . . . . . . . . . . 12-19 Wind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
Emergency SH--60, HH--60, MH--60R handling V-22 wind limitations . . . . . . . . . . . . . . . 11-20
procedures with degraded recovery assist, Failure(s):
securing, and transversing system . . . . . . . . . 12-23 Complete engine failure . . . . . . . . . . . . . . . . . 12-3
Emergency SH--60, HH--60, MH--60R handling Final approach courses . . . . . . . . . . . . . . . . . . . . 10-8
procedures with inoperative tail guide Fire:
system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-25
Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
Emergency SH--60, HH--60, MH--60R handling
Fire party . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
procedures with manually operated rapid
Flight deck fire party . . . . . . . . . . . . . . . . . . . . 7-6
securing device . . . . . . . . . . . . . . . . . . . . . . . 12-24
Fire party . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
Emergency SH--60, HH--60, MH--60R handling
Procedures With Operable Recovery Assist, Fires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-19
securing, and traversing system . . . . . . . . . . . 12-22 Flag and hand signals . . . . . . . . . . . . . . . . . . . . 11-28
Emergency SH--60, HH--60, MH--60R handling Flash sequencer . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
procedures without recovery, assist, securing Flight clearance . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
and traversing system . . . . . . . . . . . . . . . . . . 12-26 Flight clearance requirements . . . . . . . . . . . . . . 10-5
Emission control . . . . . . . . . . . . . . . . . . 9-30, 10-14 Flight Control/Hydraulic Malfunctions . . . . . . . 12-4
Engine fires on deck . . . . . . . . . . . . . . . . . . . . . 12-18 Flight Deck Crews and Hookup Men . . . . . . . . . 5-4
Engine malfunctions . . . . . . . . . . . . . . . . . . . . . 12-3 Flight deck fire party . . . . . . . . . . . . . . . . . . . . . . 7-6
Engine start requirements to prelaunch . . . . . . . 14-3 Flight deck helicopter movement
checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-48
Engine turnups . . . . . . . . . . . . . . . . . . . . . . . . . . 9-37
Flight deck landing/parking
Engine(s):
restrictions . . . . . . . . . . . . . . . . . . . . . . 11-45, 11-50
Complete engine failure . . . . . . . . . . . . . . . . . 12-3 Flight deck lighting . . . . . . . . . . . . . . . . . . . . . . 9-44
Engine fires on deck . . . . . . . . . . . . . . . . . . 12-18 Flight deck markings:
Engine malfunctions . . . . . . . . . . . . . . . . . . . 12-3 Helicopter in-flight refueling marking . . . . . . 2-3
Engine start requirements to prelaunch . . . . . 14-3 Landing lineup line and circle . . . . . . . . . . . . . 2-3
Engine turnups . . . . . . . . . . . . . . . . . . . . . . . . 9-37 Vertical replenishment “T” line . . . . . . . . . . . . 2-3
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2 Vertical replenishment ball and “T” line . . . . . 2-3
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2 Vertical replenishment dash line . . . . . . . . . . . 2-3
Environmental considerations . . . . . . . . . . . . . 11-54 Flight deck officer . . . . . . . . . . . . . . . . . . . . . . . 6-10
Extended lineup lights . . . . . . . . . . . . . . . . . . . . 2-26 Flight deck officer and VERTREP cargo
External cargo handling procedures . . . . . . . . . 11-42 supervisor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2

Index-5
5 ORIGINAL
NAVAIR 00-80T-122

Page Page
No. No.

Flight deck status and signaling system . . . . . . 2-29 Dimensions . . . . . . . . . . . . . . . . . . . . . . . . B-19

Flight operations . . . . . . . . . . . . 11-49, 11-54, 11-55 External lift capability . . . . . . . . . . . . . . . . B-20
Flight quarters . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10 Fuel/quantity . . . . . . . . . . . . . . . . . . . . . . . B-19
Flight quarters clothing . . . . . . . . . . . . . . . . . . . 9-27 Internal lift capability . . . . . . . . . . . . . . . . B-20
Flight/hangar deck procedures . . . . . . . . . 14-3, B-45 Mission . . . . . . . . . . . . . . . . . . . . . . . . . . . B-19
Fuel: Mission equipment . . . . . . . . . . . . . . . . . . B-19
Aviation fuel handling . . . . . . . . . . . . . . . . . . . 7-6 Ordnance . . . . . . . . . . . . . . . . . . . . . . . . . . B-20
Fuel loading . . . . . . . . . . . . . . . . . . . . . . . . . 11-25 SAR capability . . . . . . . . . . . . . . . . . . . . . B-19
JP-5 fuel quality . . . . . . . . . . . . . . . . . . . . . . . 9-18 Shipboard operations capability . . . . . . . . B-18
Stowage of auxiliary (aux) fuel tank . . . . . . . . 9-8 Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-19
Fuel loading . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-25 MH-47E assault helicopter . . . . . . . . . . . . . . B-21
Fuel/quantity . . . . . . . . . . . . . . B-4, B-6, B-8, B-10, Comm/nav equipment . . . . . . . . . . . . . . . . B-23
B-17, B-19, B-22, B-28, Dimensions . . . . . . . . . . . . . . . . . . . . . . . . B-22
B-34, B-39, B-43 External lift capability . . . . . . . . . . . . . . . . B-23
Fueling: Fuel/quantity . . . . . . . . . . . . . . . . . . . . . . . B-22
Aviation fueling . . . . . . . . . . . . . . . . . . . . . . . 9-16 H-47 operational considerations . . . . . . . . B-24
Fueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-33 Internal lift capability . . . . . . . . . . . . . . . . B-23
Fueling on deck . . . . . . . . . . . . . . . . . . . . . . . 9-16 Mission . . . . . . . . . . . . . . . . . . . . . . . . . . . B-21
Fueling on deck . . . . . . . . . . . . . . . . . . . . . . . . . 9-16 Mission equipment . . . . . . . . . . . . . . . . . . B-21
Ordnance . . . . . . . . . . . . . . . . . . . . . . . . . . B-22
G SAR capability . . . . . . . . . . . . . . . . . . . . . B-22
Shipboard operations capability . . . . . . . . B-21
General requirements . . . . . . . . . . . . . . . . . . . . . . 2-1 Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-22
General safety measures . . . . . . . . . . . . . . . . . . . . 7-1 H-47 operational considerations . . . . . . . . . . . . B-24
Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1 H-60 model helicopters . . . . . . . . . . . . . . . . . . . . B-2
Gunfire spotting . . . . . . . . . . . . . . . . . . . . . . . . 11-16 HH-60G assault helicopter . . . . . . . . . . . . . . . B-9
Gunnery target sleeves . . . . . . . . . . . . . . . . . . . 11-17 Comm/nav equipment . . . . . . . . . . . . . . . . B-11
Dimensions . . . . . . . . . . . . . . . . . . . . . . . . B-10
H External lift capability . . . . . . . . . . . . . . . . B-10
Fuel/quantity . . . . . . . . . . . . . . . . . . . . . . . B-10
H-47 model helicopters . . . . . . . . . . . . . . . . . . . B-16 H-60 operational considerations . . . . . . . . B-11
CH-47D chinook helicopter . . . . . . . . . . . . . . B-16 Internal lift capability . . . . . . . . . . . . . . . . B-10
Comm/nav equipment . . . . . . . . . . . . . . . . B-18 Mission . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-9
Dimensions . . . . . . . . . . . . . . . . . . . . . . . . B-17 Mission equipment . . . . . . . . . . . . . . . . . . . B-9
External lift capability . . . . . . . . . . . . . . . . B-18 Ordnance . . . . . . . . . . . . . . . . . . . . . . . . . . B-10
Fuel/quantity . . . . . . . . . . . . . . . . . . . . . . . B-17 SAR capability . . . . . . . . . . . . . . . . . . . . . B-10
Internal lift capability . . . . . . . . . . . . . . . . B-17 Shipboard operations capability . . . . . . . . . B-9
Mission . . . . . . . . . . . . . . . . . . . . . . . . . . . B-16 Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-10
Mission equipment . . . . . . . . . . . . . . . . . . B-16 MH-60K assault helicopter . . . . . . . . . . . . . . . B-5
Ordnance . . . . . . . . . . . . . . . . . . . . . . . . . . B-17 Comm/nav equipment . . . . . . . . . . . . . . . . . B-6
SAR capability . . . . . . . . . . . . . . . . . . . . . B-17 Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . B-5
Shipboard operations capability . . . . . . . . B-16 External lift capability . . . . . . . . . . . . . . . . . B-6
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-17 Fuel/quantity . . . . . . . . . . . . . . . . . . . . . . . . B-6
MH-47D assault helicopter . . . . . . . . . . . . . . B-18 Internal lift capability . . . . . . . . . . . . . . . . . B-6
Comm/nav equipment . . . . . . . . . . . . . . . . B-20 Mission . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-5

Index-6
ORIGINAL 6
 NAVAIR 00-80T-122

Page Page
No. No.

Mission equipment . . . . . . . . . . . . . . . . . . . B-5 Hazards of electromagnetic radiation to

Ordnance . . . . . . . . . . . . . . . . . . . . . . . . . . . B-6 ordnance/radiation hazards safety
SAR capability . . . . . . . . . . . . . . . . . . . . . . B-5 precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-32
Shipboard operations capability . . . . . . . . . B-5 Hazards of electromagnetic radiation to
personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-6
Hazards of foreign object damage . . . . . . . . . . . . 7-2
MH-60L/MH-60L IDAP assault
helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-7 Heat Shield Procedures . . . . . . . . . . . . . . . . . . 9-28b
Comm/nav equipment . . . . . . . . . . . . . . . . . B-9 Heavy weather tiedown . . . . . . . . . . . . . . . . . . . . 9-7
Helicopter air-capable ship approach
Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . B-7
procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
External lift capability . . . . . . . . . . . . . . . . . B-8
Helicopter approach minimums . . . . . . . . . . . . 10-11
Fuel/quantity . . . . . . . . . . . . . . . . . . . . . . . . B-8
Helicopter cabin setup . . . . . . . . . . . . . . . . . . . . M-2
Internal lift capability . . . . . . . . . . . . . . . . . B-8
Helicopter control officer . . . . . . . . . . . . . . . . . . . 6-9
Mission . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-7
Helicopter control station lighting . . . . . . . . . . . 9-45
Mission equipment . . . . . . . . . . . . . . . . . . . B-7 Helicopter control/flight deck officer
Ordnance . . . . . . . . . . . . . . . . . . . . . . . . . . . B-8 checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-4
SAR capability . . . . . . . . . . . . . . . . . . . . . . B-7 Helicopter in-flight refueling (HIFR) . . . . . . . . 9-16
Shipboard operations capability . . . . . . . . . B-7 Helicopter in-flight refueling heading
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-8 lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
UH-60A/L utility helicopter/UH-60Q/HH-60L Helicopter in-flight refueling marking . . . . . . . . . 2-3
MEDEVAC helicopter shipboard Helicopter personnel transfer and utility
operations capability . . . . . . . . . . . . . . . . . . . B-2 operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Comm/nav equipment . . . . . . . . . . . . . . . . . B-4 Helicopter rope suspension training . . . . . . . . . 11-17
Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . B-3 HH-60G assault helicopter . . . . . . . . . . . . . . . . . . B-9
External lift capability . . . . . . . . . . . . . . . . . B-4 HIFR crew personnel duties . . . . . . . . . . . . . . . . 9-16
Fuel/quantity . . . . . . . . . . . . . . . . . . . . . . . . B-4 HIFR equipment . . . . . . . . . . . . . . . . . . . . . . . . 9-16
Internal lift capability . . . . . . . . . . . . . . . . . B-4 HIFR procedures . . . . . . . . . . . . . . . . . . . . . . . . 9-17
Mission . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-2 Hoisting from helicopter to ship . . . . . . . . . . . . 11-8
Mission equipment . . . . . . . . . . . . . . . . . . . B-3 Hoisting from ship to helicopter . . . . . . . . . . . . 11-9
Ordnance . . . . . . . . . . . . . . . . . . . . . . . . . . . B-4 Hoisting of injured or sick personnel . . . . . . . . . 11-9
SAR capability . . . . . . . . . . . . . . . . . . . . . . B-3 Homing beacon light . . . . . . . . . . . . . . . . . . . . . 2-14
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-3 Horizon reference system . . . . . . . . . . . . . . . . . . 2-29
H-60 operational considerations . . . . . . . . . . . . B-11 Hotline action desk . . . . . . . . . . . . . . . . . . . . . . . 2-2
Hangar operations . . . . . . . . . . . . . . . . . . . . . . . . 9-8 Hovering rotorcraft . . . . . . . . . . . . . . . . . . . . . . . 7-4
Hangar/structure wash floodlights . . . . . . . . . . . 2-26 HSC/HS air control . . . . . . . . . . . . . . . . . . . . . 10-12
Hangaring aircraft with ordnance . . . . . . . . . . . . 9-37 HSM/HSL air control . . . . . . . . . . . . . . . . . . . . 10-12
Hazardous cargo . . . . . . . . . . . . . . . . . . . . . . . . 11-42 Hung droop stops . . . . . . . . . . . . . . . . . . . . . . . 12-18
Hazardous operations . . . . . . . . . . . . . . . . . . . . . . 7-7 Hung/misfired ordnance . . . . . . . . . . . . . . . . . . . 12-5
Hazards:
Hazardous operations . . . . . . . . . . . . . . . . . . . . 7-7
I
Hazards of electromagnetic radiation to IFR approach procedure . . . . . . . . . . . . . . . . . . . 10-8
personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7 IMC operations . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Sonic boom concussion . . . . . . . . . . . . . . . . . . 7-7 In--flight:
Static discharge hazard . . . . . . . . . . . . . . . . . . 7-7 Emergency procedure . . . . . . . . . . . . . . . . . . 12-1
Weapons/chaff hazards . . . . . . . . . . . . . . . . . . 7-6 Types of in--flight emergencies . . . . . . . . . . . 12-3

Index-7
7 ORIGINAL
NAVAIR 00-80T-122

Page Page
No. No.

In−flight emergency procedure(s): Interoperability matrices . . . . . . . . . . C-2, E-2, G-2,

Emergency low−visibility approach H-2, I-2, J-2,
procedures . . . . . . . . . . . . . . . . . . . . . . . . . . 12-12 K-2, L-2, M-4,
N-2, O-2, Q-2, R-3
Hung/Misfired Ordnance . . . . . . . . . . . . . . . . 12-5
In-flight procedures . . . . . . . . . . . . . . . . . . 12-5
J
Ship’s air officer/helicopter control
officer . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8 JP-5 fuel quality . . . . . . . . . . . . . . . . . . . . . . . . . 9-18
Shipboard procedures . . . . . . . . . . . . . . . . 12-8
Lost aircraft/lost communications . . . . . . . . . 12-9
L
Smokelight approach . . . . . . . . . . . . . . . . . . 12-17
Types of in−flight emergencies . . . . . . . . . . . 12-3 Landing approach lineup lights
Complete engine failure . . . . . . . . . . . . . . 12-3 (unidirectional) . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
Electrical malfunctions . . . . . . . . . . . . . . . 12-4 Landing gear recovery of aircraft with
damaged or malfunctioning landing gear . . . . 12-5
Engine malfunctions . . . . . . . . . . . . . . . . . 12-3
Landing lineup line and circle . . . . . . . . . . . . . . . 2-3
Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
Landing safety officer . . . . . . . . . . . . . . . . . . . . 6-10
Flight control/hydraulic Landing signalman enlisted . . . . . . . . . . . . . 5-3, 6-11
malfunctions . . . . . . . . . . . . . . . . . . . . . . 12-4
Landing system additional lighting
Loss of tail rotor control . . . . . . . . . . . . . . 12-4 equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Loss of tail rotor drive . . . . . . . . . . . . . . . . 12-4 Landing-configured lighting equipment . . . . . . 2-20
Recovery of aircraft with damaged or Landing(s):
malfunctioning landing gear . . . . . . . . . . 12-5 Approach lineup lights (unidirectional) . . . . . 2-26
Recovery of aircraft with hung mad Lineup line and circle . . . . . . . . . . . . . . . . . . . 2-3
bird/dome/towed device . . . . . . . . . . . . . 12-4 Safety officer . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Transmission malfunctions . . . . . . . . . . . . 12-4 Landing signalman enlisted . . . . . . . . . . . 5-3, 6-11
In-flight procedures . . . . . . . . . . . . . . . . . . . . . . 12-5 Landing system additional lighting
Inherent limitations . . . . . . . . . . . . . . . . . . . . . . . 4-1 equipment . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Initial ship aviation team training . . . . . . . . . . . . 5-1 MQ-8B vertical take off and landing
Initial tiedown . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7 tactical unmanned air vehicle . . . . . . . . . . . 14-1
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1 Recovery of aircraft with damaged or
malfunctioning landing gear . . . . . . . . . . . . 12-5
Instrument flight rule procedures . . . . . . . . . . . 10-12
Visual landing aids . . . . . . . . . . . . . . . . . . . . . 2-3
Instrument meteorological conditions or night
Lateral separation . . . . . . . . . . . . . . . . . . . . . . . . 10-4
operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7
Launch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
Instrument(s):
Launch and recovery procedures . . . . . . . . . . . . 14-3
Flight rule procedures . . . . . . . . . . . . . . . . . 10-12
Launch and recovery wind
Meteorological conditions or limitations . . . . . . . . . . . . . . . . C-1, D-1, E-1, F-1,
night operations . . . . . . . . . . . . . . . . . . . . . . 10-7 G-1, H-1, I-1, J-1,
Integrity watch . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6 K-1, L-1, M-3, N-1,
Internal cargo transport . . . . . . . . . . . . . . . . . . 11-41 O-1, P-1, Q-1, R-2
Internal lift capability . . . . . . . . . . . . . B-4, B-6, B-8, Launch procedures . . . . . . . . . . . . . . . . . . . . . . . 9-22
B-10, B-17, B-20, Launch(es):
B-23, B-29, B-34, Launch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
B-39, B-44 Launch and recovery procedures . . . . . . . . . . 14-3

Index-8
ORIGINAL 8
 NAVAIR 00-80T-122

Page Page
No. No.

Launch and recovery wind Ship lighting . . . . . . . . . . . . . . . . . . . . . . . . 11-34

limitations . . . . . . . . . . . . . . C-1, D-1, E-1, F-1, Ship navigation and structure lighting . . . . . . 9-44
G-1, H-1, I-1, J-1, Shipboard lighting requirements . . . . . . . . . . 9-44
K-1, L-1, M-3, N-1, Vertical replenishment lighting equipment . . 2-13
O-1, P-1, Q-1, R-2
Lighting control panels . . . . . . . . . . . . . . 2-13, 2-29
Launch procedures . . . . . . . . . . . . . . . . . . . . . 9-22
Limitation(s):
Launch/recovery procedures . . . . . . . . . . . . . . . 9-22
AMCM limitations and constraints . . . . . . . . . 4-2
Flight quarters clothing . . . . . . . . . . . . . . . . . 9-27
Inherent limitations . . . . . . . . . . . . . . . . . . . . . 4-1
Launch procedures . . . . . . . . . . . . . . . . . . . . . 9-22
Launch and recovery wind
Recovery procedures . . . . . . . . . . . . . . . . . . . 9-26 limitations . . . . . . . . . . . . . . C-1, D-1, E-1, F-1,
Troubleshooter signals . . . . . . . . . . . . . . . . . . 9-25 G-1, H-1, I-1, J-1,
Wind and deck limitations . . . . . . . . . . . . . . . 9-27 K-1, L-1, M-3, N-1,
Levels and classes . . . . . . . . . . . . . . . . . . . . . . . . 2-1 O-1, P-1, Q-1, R-2
Classes of facilities . . . . . . . . . . . . . . . . . . . . . 2-2 Operational limitations . . . . . . . . . . . . . . . . . . 4-2
Levels of operation . . . . . . . . . . . . . . . . . . . . . 2-2 Requirements and limitations of night vision
Maintaining certification . . . . . . . . . . . . . . . . . 2-2 devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-40
Levels of operation . . . . . . . . . . . . . . . . . . . . . . . 2-2 Rotorcraft limitations . . . . . . . . . . . . . . . . . . . . 4-1
Light(s): V-22 wind limitations . . . . . . . . . . . . . . . . . 11-20
Deck edge lights . . . . . . . . . . . . . . . . . . . . . . 2-14 Wind and deck limitations . . . . . . . . . . . . . . . 9-27
Deck status light system . . . . . . . . . . . . . . . . 2-20 Liquid oxygen carts . . . . . . . . . . . . . . . . . . . . . 11-42
Extended lineup lights . . . . . . . . . . . . . . . . . . 2-26 Load delivery . . . . . . . . . . . . . . . . . . . . . . . . . . 11-30
Load pickup . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-28
Helicopter in-flight refueling heading
lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14 Load transfer procedures . . . . . . . . . . . . . . . . . 11-28
Homing beacon light . . . . . . . . . . . . . . . . . . . 2-14 Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-34
Landing approach lineup Location and marking of mines and
lights (unidirectional) . . . . . . . . . . . . . . . . . 2-26 minefields . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-16
Obstruction lights . . . . . . . . . . . . . . . . . . . . . 2-29 Logistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
VERTREP approach lineup lights Loss of tail rotor control . . . . . . . . . . . . . . . . . . 12-4
(bidirectional) . . . . . . . . . . . . . . . . . . . . . . . 2-14 Loss of tail rotor drive . . . . . . . . . . . . . . . . . . . . 12-4
Waveoff light system . . . . . . . . . . . . . . . . . . . 2-20 Lost l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
Lighting: LPD 17 expanded flight deck operations . . . . . 11-50
Categories of VLA lighting equipment . . . . . 2-11 Flight deck landing/parking restrictions . . . 11-50
Flight deck lighting . . . . . . . . . . . . . . . . . . . . 9-44 Flight operations . . . . . . . . . . . . . . . . . . . . . 11-54
Helicopter control station lighting . . . . . . . . . 9-45 Operating matrix . . . . . . . . . . . . . . . . . . . . . 11-50
Landing system additional lighting Planning requirements . . . . . . . . . . . . . . . . . 11-50
equipment . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29 LPD 4 expanded flight deck operations . . . . . . 11-44
Landing-configured lighting equipment . . . . 2-20 Aircraft emergencies . . . . . . . . . . . . . . . . . . 11-50
Lighting control panels . . . . . . . . . . . . 2-13, 2-29 Flight deck landing/parking restrictions . . . 11-45
Night lighting . . . . . . . . . . . . . . . . . . . . . . . . 9-37 Flight operations . . . . . . . . . . . . . . . . . . . . . 11-49
Permissible lighting equipment degradations — Night operations . . . . . . . . . . . . . . . . . . . . . 11-49
aided (NVD) operations . . . . . . . . . . . . . . . 2-11 Operating matrix . . . . . . . . . . . . . . . . . . . . . 11-44
Permissible lighting equipment degradations — Ordnance operations . . . . . . . . . . . . . . . . . . 11-50
unaided operations . . . . . . . . . . . . . . . . . . . . 2-11 Planning requirements . . . . . . . . . . . . . . . . . 11-44
Required lighting equipment . . . . . . . . . . . . . . 2-3 LSE Signaling devices . . . . . . . . . . . . . . . . . . . . 9-44

Index-9
9 ORIGINAL
NAVAIR 00-80T-122

Page Page
No. No.

M Military air distress frequency . . . . . . . . . . . . . . 9-31

Mine countermeasure commander . . . . . . . . . . . 6-13
Main rotor blade downwash . . . . . . . . . . . . . . . . . 7-3
Mine reconnaissance . . . . . . . . . . . . . . . . . . . . 11-15
Main rotor blades . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Miscellaneous evolutions . . . . . . . . . . . . . . . . . 11-15
Maintaining certification . . . . . . . . . . . . . . . . . . . 2-2
Gunfire spotting . . . . . . . . . . . . . . . . . . . . . . 11-16
Maintaining contact . . . . . . . . . . . . . . . . . . . . . 11-29
Helicopter rope suspension training . . . . . . 11-17
Maintaining NVD LSE qualifications . . . . . . . . 9-43
Category I . . . . . . . . . . . . . . . . . . . . . . . . 11-17
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-36
Maintenance and servicing . . . . . . . . . . . . . . . . 11-54 Category II . . . . . . . . . . . . . . . . . . . . . . . . 11-17
Maintenance and training . . . . . . . . . . . . . . . . . . . 8-4 Category III . . . . . . . . . . . . . . . . . . . . . . . 11-18
Manual (hand) movement of helicopters . . . . . . B-45 Mine reconnaissance . . . . . . . . . . . . . . . . . . 11-15
Flight deck helicopter movement Location and marking of mines and
checklist . . . . . . . . . . . . . . . . . . . . . . . . . B-48 minefields . . . . . . . . . . . . . . . . . . . . . . . 11-16
Flight/hangar deck procedures . . . . . . . . . B-45 Reporting procedures . . . . . . . . . . . . . . . 11-15
General . . . . . . . . . . . . . . . . . . . . . . . . . . . B-45 Verification of sonar contacts . . . . . . . . . 11-16
Officer of the deck helicopter movement Photography . . . . . . . . . . . . . . . . . . . . . . . . . 11-16
checklist . . . . . . . . . . . . . . . . . . . . . . . . . B-47 Radar calibration . . . . . . . . . . . . . . . . . . . . . 11-16
Manual deck handling prechecks . . . . . . . . . . . 12-20 Radiological reconnaissance operations . . . 11-15
Marshal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8 Special external load operations . . . . . . . . . 11-16
Medical casualty handling on the flight Special recovery operations . . . . . . . . . . . . . 11-17
deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18 Drones and torpedoes . . . . . . . . . . . . . . . 11-17
MH-47D assault helicopter . . . . . . . . . . . . . . . . B-18 Gunnery target sleeves . . . . . . . . . . . . . . 11-17
MH-47E assault helicopter . . . . . . . . . . . . . . . . B-21 Mishap investigation . . . . . . . . . . . . . . . . . . . . . . 7-6
MH-53 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J-1 Missed approach and waveoff (air-capable
MH-53E helicopter . . . . . . . . . . . . . . . . . . . . . 11-40 ships) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
MH-53J/M operational considerations . . . . . . . B-45 Mission . . . . . . . . . . . . . . . . . . . . B-2, B-5, B-7, B-9,
MH-53J/M series helicopters . . . . . . . . . . . . . . . B-42 B-16, B-19, B-21, B-27,
Basic capabilities and characteristics: B-33, B-38, B-42
Comm/nav equipment . . . . . . . . . . . . . . . . B-44 Mission egress . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
Dimensions . . . . . . . . . . . . . . . . . . . . . . . . B-43 Mission equipment . . . . . . . . . . . B-3, B-5, B-7, B-9,
External lift capability . . . . . . . . . . . . . . . . B-44 B-16, B-19, B-21, B-27,
Fuel/quantity . . . . . . . . . . . . . . . . . . . . . . . B-43 B-33, B-38, B-42
Internal lift capability . . . . . . . . . . . . . . . . B-44 Mission ingress . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
MH-53J/M operational considerations . . . B-45 Movement of aircraft . . . . . . . . . . . . . . . . . . . . . 9-11
Mission . . . . . . . . . . . . . . . . . . . . . . . . . . . B-42 Brakerider . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
Mission equipment . . . . . . . . . . . . . . . . . . B-42 Movement safety rules . . . . . . . . . . . . . . . . . . 9-12
Ordnance . . . . . . . . . . . . . . . . . . . . . . . . . . B-43 Report of damage to an aircraft . . . . . . . . . 9-14
SAR capability . . . . . . . . . . . . . . . . . . . . . B-43 MQ−8B handling . . . . . . . . . . . . . . . . . . . . . . 9-14
Shipboard operations capability . . . . . . . . B-42 Movement safety rules . . . . . . . . . . . . . . . . . . . . 9-12
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-43 MQ-8B vertical take off and landing tactical
MH-60K assault helicopter . . . . . . . . . . . . . . . . . B-5 unmanned air vehicle . . . . . . . . . . . . . . . . . . . . 14-1
MH-60L/MH-60L IDAP assault helicopter . . . . . B-7 Dual−AV operations . . . . . . . . . . . . . . . . . . . . 14-2
MH-60R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-3 Launch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
MH-60R/SH-60B helicopter . . . . . . . . . . . . . . . M-1 Mission egress . . . . . . . . . . . . . . . . . . . . . . . . 14-2
MH-60S/HH−60H . . . . . . . . . . . . . . . . . . . . . . . M-3 Mission ingress . . . . . . . . . . . . . . . . . . . . . . . 14-2

Index-10
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On station . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2 Ordnance . . . . . . . . . . . . . . . . . . . . . . . . . . B-34

recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2 SAR capability . . . . . . . . . . . . . . . . . . . . . B-34
VTUAV initial ship aviation team Shipboard operations capability . . . . . . . . B-33
training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2 Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-34
MQ--8B handling . . . . . . . . . . . . . . . . . . . . . . . . 9-14 On station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
Multiple aircraft operations from a single-- On--deck emergency procedure . . . . . . . . . . . . 12-17
spot ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8 Types of aircraft on--deck emergencies . . . . 12-18
Munitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-37 emergency manual deck handling for
SH--60 HH--60, MH--60R . . . . . . . . . . . 12-19
N Emergency SH--60 HH--60, MH--60R
handling procedures with degraded
Nacelle Modulation Procedures . . . . . . . . . . . . 9-28a recovery assist, securing, and traversing
NATOPS advisory group . . . . . . . . . . . . . . . . . . . 1-2 system . . . . . . . . . . . . . . . . . . . . . . . . . . 12-23
Navigation: Emergency SH--60 HH--60, MH--60R
Ship navigation and structure lighting, . . . . . 9-44 handling procedures with inoperative tail
Night emission control recovery guide system . . . . . . . . . . . . . . . . . . . . . 12-25
procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-38 Emergency SH--60 HH--60, MH--60R
Night lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-37 handling procedures with manually
Night operations . . . . . . . . . . . . . . . . . . . . . . . . 11-49 operated rapid securing device . . . . . . . 12-24
Night submarine transfers . . . . . . . . . . . . . . . . 11-14 Emergency SH--60 HH--60, MH--60R
Night vertical replenishment . . . . . . . . . . . . . . 11-33 handling procedures with operable
Night VERTREP procedures . . . . . . . . . . . . . . 11-34 recovery assist, securing, and traversing
Night vision device equipment . . . . . . . . . . . . . 9-43 system . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Nondirectional beacon approach . . . . . . . . . . . . 10-8 Emergency SH--60 HH--60, MH--60R
Number of helicopters used . . . . . . . . . . . . . . . 11-19 handling procedures without recovery
NVD familiarization . . . . . . . . . . . . . . . . . . . . . 9-41 assist, securing, and traversing
NVD LSE initial qualifications . . . . . . . . . . . . . 9-41 system . . . . . . . . . . . . . . . . . . . . . . . . . . 12-26
Engine fires on deck . . . . . . . . . . . . . . . . 12-18
Fires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-19
O
Hung droop stops . . . . . . . . . . . . . . . . . . 12-18
Obstruction lights . . . . . . . . . . . . . . . . . . . . . . . . 2-29 Manual deck handling prechecks . . . . . . 12-20
Officer of the deck . . . . . . . . . . . . . . . . . . . . 5-2, 6-4 One-plane to one-plane cross-deck transfer . . . . . 8-3
Officer of the deck air operations checklist . . . . . A-1 One-plane to two-plane cross-deck transfer . . . . . 8-4
Officer of the deck helicopter movement Operating Matrix . . . . . . . . . . . . . . . . . . 11-44, 11-50
checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-47 Operation(s):
OH-58D operational considerations . . . . . . . . . . B-35 Additional preparations for night
OH-58D series helicopters . . . . . . . . . . . . . . . . . B-33 operations . . . . . . . . . . . . . . . . . . . . . . . . . . 9-38
Basic capabilities and characteristics . . . . . . . B-33 Amphibious ship air operations
Comm/nav equipment . . . . . . . . . . . . . . . . B-34 (where differing) . . . . . . . . . . . . . . . . . . . . 10-11
Dimensions . . . . . . . . . . . . . . . . . . . . . . . . B-34 Authority for night vision device
External lift capability . . . . . . . . . . . . . . . . B-34 operations . . . . . . . . . . . . . . . . . . . . . . . . . . 9-40
Fuel/quantity . . . . . . . . . . . . . . . . . . . . . . . B-34 Aviation operations on ready reserve force
Internal lift capability . . . . . . . . . . . . . . . . B-34 commercial vessels, and non-air-capable
Mission . . . . . . . . . . . . . . . . . . . . . . . . . . . B-33 ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Mission equipment . . . . . . . . . . . . . . . . . . B-33 Close proximity operations . . . . . . . . . . . . . . 10-2
OH-58D operational considerations . . . . . B-35 Cold-weather operations . . . . . . . . . . . . . . . 11-54

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Combat information center air operations Special external load operations . . . . . . . . . 11-16
checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-2 Special recovery operations . . . . . . . . . . . . . 11-17
Combat information center or air operations U.S. Navy interservice and international
control center/helicopter direction helicopter operations . . . . . . . . . . . . . . . . . . . 8-2
center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5 UH-60A/L utility helicopter/UH-60Q/HH-60L
Dual−AV operations . . . . . . . . . . . . . . . . . . . . 14-2 MEDEVAC helicopter shipboard operations
Flight operations . . . . . . . . . . 11-49, 11-54, 11-55 capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-2
Hangar operations . . . . . . . . . . . . . . . . . . . . . . 9-8 Vertical on-board delivery operations . . . . . 11-41
Hazardous operations . . . . . . . . . . . . . . . . . . . . 7-7 Vertical replenishment operations . . . . . . . . 11-25
Helicopter personnel transfer and utility Operational constraints . . . . . . . . . . . . . . . . . . . . J-1
operations . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1 Operational limitations . . . . . . . . . . . . . . . . . . . . 4-2
IMC operations . . . . . . . . . . . . . . . . . . . . . . . . 2-2 Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
Instrument . . . . . . . meteorological conditions or Fire party . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
night operations . . . . . . . . . . . . . . . . . . . . . . 10-7 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
Levels of operation . . . . . . . . . . . . . . . . . . . . . 2-2 Training and workup . . . . . . . . . . . . . . . . . . . 14-1
LPD 17 expanded flight deck Operations officer . . . . . . . . . . . . . . . . . . . . . . . . 10-1
operations . . . . . . . . . . . . . . . . . . . . . . . . . 11-50 Operations with coast guard cutters . . . . . . . . . . 13-1
LPD 4 expanded flight deck Operations with coast guard helicopters . . . . . . 13-1
operations . . . . . . . . . . . . . . . . . . . . . . . . . 11-44 Ordnance . . . . . . . . . . . . . . . . . B-4, B-6, B-8, B-10,
Multiple aircraft operations from a single− B-17, B-20, B-22, B-28,
spot ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8 B-34, B-43
Night operations . . . . . . . . . . . . . . . . . . . . . 11-49 Ordnance (AH only) . . . . . . . . . . . . . . . . . . . . . . B-39
Officer of the deck air operations Ordnance operations . . . . . . . . . . . . . . . . . . . . 11-50
checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1 Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-25
Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1 Organizational relationships . . . . . . . . 6-8, 6-9, 6-10
Operations officer . . . . . . . . . . . . . . . . . . . . . 10-1 Other applications . . . . . . . . . . . . . . . . . . . . . . 11-34
Operations with coast guard cutters . . . . . . . . 13-1 Other relevant publications . . . . . . . . . . . . . . . . . 1-1
Operations with coast guard helicopters . . . . 13-1 Other than home-field shore−based
detachments . . . . . . . . . . . . . . . . . . . . . . . . . . 11-41
Ordnance operations . . . . . . . . . . . . . . . . . . 11-50
Overhead DELTA . . . . . . . . . . . . . . . . . . . . . . . 10-11
Permissible lighting equipment degradations —
Overhead/forward structure floodlights . . . . . . . 2-14
aided (NVD) operations . . . . . . . . . . . . . . . 2-11
Oxygen, liquid oxygen carts . . . . . . . . . . . . . . 11-42
Permissible lighting equipment degradations —
unaided operations . . . . . . . . . . . . . . . . . . . . 2-11
P
Preparing for transfer operations . . . . . . . . . . 11-1
Radiological reconnaissance Passenger brief — procedures in case of a
operations . . . . . . . . . . . . . . . . . . . . . . . . . 11-15 crash or ditching . . . . . . . . . . . . . . . . . . . . . . . 11-3
Ship’s Operations officer/combat systems Passenger brief — standard transfer
officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6 procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Shipboard night vision device Passenger manifesting . . . . . . . . . . . . . . . . . . . . 11-2
operations . . . . . . . . . . . . . . . . . . . . . . . . . . 9-39 Payloads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Shipboard operations Permanent tiedown . . . . . . . . . . . . . . . . . . . . . . . . 9-7
capability . . . . . . . . . . . . . . B-5, B-7, B-9, B-16, Permissible lighting equipment degradations —
B-18, B-21, B-27, B-33, aided (NVD) operations . . . . . . . . . . . . . . . . . . 2-11
B-38, B-42 Permissible lighting equipment degradations —
Shipboard unaided night operations . . . . . . . 9-37 unaided operations . . . . . . . . . . . . . . . . . . . . . . 2-11

Index-12
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Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2 R
Personnel certification . . . . . . . . . . . . . . . . . . . . 9-32
Radar calibration . . . . . . . . . . . . . . . . . . . . . . . 11-16
Personnel responsibilities (CCO/ATO) . . . . . . . 6-12
Radio, Control of Radio Circuits . . . . . . . . . . . . 10-5
Air plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13 Radiological reconnaissance operations . . . . . 11-15
Personnel to be transferred . . . . . . . . . . . . . . . . . 11-1 Radius of action . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Personnel transfer procedures . . . . . . . . . . . . . 11-14 RAST main probe chock removal/installation
Photography . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-16 procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Pilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1 RAST--equipped air--capable ships . . . . . . . . . . . 9-1
Pilot fatigue . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-25 RAST main probe chock removal/
Plane guard ship . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8 installation procedures . . . . . . . . . . . . . . . . . . 9-1
Planning factors . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Air plan contents . . . . . . . . . . . . . . . . . . . . . . . 8-6 Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Recommended procedures and equipment to
Flight clearance . . . . . . . . . . . . . . . . . . . . . . . . 8-7
discharge static electricity . . . . . . . . . . . . . . . . 11-6
Multiple aircraft operations from a single-- Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
spot ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Recovery checklist . . . . . . . . . . . . . . . . . . . . . . . . A-7
Post-deployment “fly-off” policy . . . . . . . . . . 8-8
Recovery of aircraft with damaged or
Responsibility for the air plan . . . . . . . . . . . . . 8-6 malfunctioning landing gear . . . . . . . . . . . . . . 12-5
Planning requirements . . . . . . . . . . . . . . 11-44, 11-50 Recovery of aircraft with hung MAD
Port/starboard DELTA . . . . . . . . . . . . . . . . . . . 10-12 bird/dome/towed device . . . . . . . . . . . . . . . . . . 12-4
Positive control . . . . . . . . . . . . . . . . . . . . . . . . . 10-5 Recovery procedures . . . . . . . . . . . . . . . . . . . . . 9-26
Post-deployment “fly-off” policy . . . . . . . . . . . . . 8-8 Refueling:
Preoperational procedures . . . . . . . . . . . . . . . . . . 8-8 Helicopter in-flight refueling (HIFR) . . . . . . 9-16
Flight quarters . . . . . . . . . . . . . . . . . . . . . . . . 8-10 Helicopter in-flight refueling heading
lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Time schedule . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Helicopter in-flight refueling marking . . . . . . 2-3
Preparations for vertical on-board delivery
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-40
Report of damage to an aircraft . . . . . . . . . . . . . 9-14
Preparing for transfer operations . . . . . . . . . . . . 11-1
Reporting procedures . . . . . . . . . . . . . . . . . . . . 11-15
Briefing of handling crew . . . . . . . . . . . . . . . 11-5
Required lighting equipment . . . . . . . . . . . . . . . . 2-3
Cargo to be transferred . . . . . . . . . . . . . . . . . 11-5 Requirements and limitations of night vision
Personnel to be transferred . . . . . . . . . . . . . . 11-1 devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-40
Passenger brief — procedures in case of a Responsibilities . . . . . . . . . . . . . . . . . . . . . 6-1, 10-1
crash or ditching . . . . . . . . . . . . . . . . . . . 11-3 Air officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Passenger brief — standard transfer Assistants to the air officer . . . . . . . . . . . . . 6-8
procedures . . . . . . . . . . . . . . . . . . . . . . . . 11-2 Organizational relationships . . . . . . . . . . . . 6-8
Passenger Manifesting . . . . . . . . . . . . . . . . 11-2 Safety precautions . . . . . . . . . . . . . . . . . . . . 6-8
Recommended procedures and equipment to Specific duties . . . . . . . . . . . . . . . . . . . . . . . 6-7
discharge static electricity . . . . . . . . . . . . . . 11-6 Airborne MCM command relationships . . . . . 6-1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . 11-6 Aviation coordinator . . . . . . . . . . . . . . . . . . . . 6-9
Primary marshal approach (TACAN-equipped Aviation officer . . . . . . . . . . . . . . . . . . . . . . . . 6-8
ships) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8 Assistants to the aviation officer . . . . . . . . . 6-9
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6 Organizational relationships . . . . . . . . . . . . 6-9
Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 Specific duties . . . . . . . . . . . . . . . . . . . . . . . 6-8

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Page Page
No. No.

Aviation safety officer . . . . . . . . . . . . . . . . . . 6-12 Main rotor blade downwash . . . . . . . . . . . . 7-3

Chief engineer . . . . . . . . . . . . . . . . . . . . . . . . . 6-7 Main rotor blades . . . . . . . . . . . . . . . . . . . . 7-2
Combat information center officer . . . . . . . . . 6-7 Tail rotor blades . . . . . . . . . . . . . . . . . . . . . . 7-3
Combat information center watch officer . . . 10-1 Responsibility for the air plan . . . . . . . . . . . . . . . 8-6
Command relationship with marine squadron/ Returning VERTREP equipment and
detachment . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2 retrograde . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-31
Command relationship with navy squadron/ Rotary beacon signal system . . . . . . . . . . . . . . . 2-20
detachment . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 Rotor blade dangers . . . . . . . . . . . . . . . . . . . . . . . 7-2
Damage control assistant . . . . . . . . . . . . . . . . . 6-7 Rotor blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Flight deck officer . . . . . . . . . . . . . . . . . . . . . 6-10 Rotor(s):
Helicopter control officer . . . . . . . . . . . . . . . . . 6-9 Loss of tail rotor control . . . . . . . . . . . . . . . . 12-4
Organizational relationships . . . . . . . . . . . 6-10 Loss of tail rotor drive . . . . . . . . . . . . . . . . . . 12-4
Specific duties . . . . . . . . . . . . . . . . . . . . . . . 6-9 Main rotor blade downwash . . . . . . . . . . . . . . 7-3
Landing safety officer . . . . . . . . . . . . . . . . . . 6-10 Main rotor blades . . . . . . . . . . . . . . . . . . . . . . . 7-2
Landing signalman enlisted . . . . . . . . . . . . . . 6-11 Rotor blade dangers . . . . . . . . . . . . . . . . . . . . . 7-2
Officer of the deck . . . . . . . . . . . . . . . . . . . . . . 6-4 Rotor blades . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Operations officer . . . . . . . . . . . . . . . . . . . . . 10-1 Tail rotor blades . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Pilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1 Rotorcraft limitations . . . . . . . . . . . . . . . . . . . . . . 4-1
Ship’s commanding officer . . . . . . . . . . . . . . . 6-2 Inherent limitations . . . . . . . . . . . . . . . . . . . . . 4-1
Aviation detachment personnel assigned to Operational limitations . . . . . . . . . . . . . . . . . . 4-2
air-capable ships . . . . . . . . . . . . . . . . . . . . 6-4 Payloads . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Command responsibilities on air- Radius of action . . . . . . . . . . . . . . . . . . . . . . 4-2
capable ships . . . . . . . . . . . . . . . . . . . . . . . 6-4
Commanding officers of ships with an S
embarked aviation detachment . . . . . . . . . 6-3
Safety . . . . . . . . . . . . . . . . . . . . . . 9-10, 11-37, 11-43
Ship’s medical officer/independent duty
Safety precautions . . . . . . . . . . . . . . . . . . . . 6-8, 7-5
corpsman . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Sample flight briefing sheet . . . . . . . . . . . . . . . . . A-7
Ship’s operations officer/combat systems
SAR capability . . . . . . . . . . . . . B-3, B-5, B-7, B-10,
officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
B-17, B-19, B-22, B-27,
Ship’s supply officer . . . . . . . . . . . . . . . . . . . 6-12 B-34, B-38, B-43
Vertical replenishment organizational Scheduling and briefing . . . . . . . . . . . . . . . . . . . . 8-5
responsibilities . . . . . . . . . . . . . . . . . . . . . . . 6-11
Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Static discharge grounding man . . . . . . . . 6-12
Search and rescue helicopter equipment . . . . . . . 8-8
Vertical replenishment cargo supervisor . . 6-11
Search and rescue requirements . . . . . . . . . . . . . . 8-8
Vertical replenishment control officer . . . . 6-11
Multiple aircraft operations from a single−spot
Vertical replenishment hookup man . . . . . 6-11 ship:
Vertical replenishment load spotter . . . . . . 6-12 Plane guard ship . . . . . . . . . . . . . . . . . . . . . 8-8
Responsibility for safety . . . . . . . . . . . . . . . . . . . 7-1 Search and rescue helicopter
General safety measures . . . . . . . . . . . . . . . . . 7-1 equipment . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Aviation safety officer (ASO) . . . . . . . . . . . 7-1 Separation criteria . . . . . . . . . . . . . . . . . . . . . . . 10-4
Hazards of foreign object damage . . . . . . . . . . 7-2 Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-36
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2 Aircraft maintenance and servicing of
Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2 loaded aircraft . . . . . . . . . . . . . . . . . . . . . . . 9-36
Rotor blades . . . . . . . . . . . . . . . . . . . . . . . . 7-2 Maintenance and servicing . . . . . . . . . . . . . 11-54
Rotor blade dangers . . . . . . . . . . . . . . . . . . . . . 7-2 Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-36

Index-14
ORIGINAL 14
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Page Page
No. No.

SH--60B/F . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M-2 Flight/hangar deck procedures . . . . . . . . . . . . 14-3

SH-60F/HH-60H/MH--60S helicopter . . . . . . . . M-2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-3
Ship lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-34 Launch and recovery procedures . . . . . . . . . . 14-3
Ship maneuvering . . . . . . . . . . . . . . . . . . . . . . . . 7-4 Engine start requirements to prelaunch . . . 14-3
Hovering rotorcraft . . . . . . . . . . . . . . . . . . . . . 7-4 Shipboard Operations
Ship navigation and structure lighting . . . . . . . . 9-44 Capability . . . . . . . . . . . . . . . . B-5, B-7, B-9, B-16,
Ship search and rescue organization . . . . . . . . . . 5-4 B-18, B-21, B-27, B-33,
B-38, B-42
Ship stationing . . . . . . . . . . . . . . . . . . . . . . . . . 11-20
Shipboard procedures . . . . . . . . . . . . . . . . . . . . . 12-8
Ship-based detachments . . . . . . . . . . . . . . . . . . 11-41
Shipboard relative wind envelope . . . . . . . . . . . . P-2
Ship-produced interference . . . . . . . . . . . . . . . 11-24
Shipboard unaided night operations . . . . . . . . . 9-37
Ship’s air officer/helicopter control officer . . . . 12-8
Additional preparations for night
Ship’s commanding officer . . . . . . . . . . . . . . . . . 6-2 operations . . . . . . . . . . . . . . . . . . . . . . . . . . 9-38
Ship’s company brief . . . . . . . . . . . . . . . . . . . . . . 5-4 Night emission control recovery
Ship’s medical officer/independent duty procedures . . . . . . . . . . . . . . . . . . . . . . . . . . 9-38
corpsman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12 Night lighting . . . . . . . . . . . . . . . . . . . . . . . . 9-37
Ship’s operations officer/combat systems Ships with prifly control . . . . . . . . . . . . . . . . . . 10-5
officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6 Shore-based missions . . . . . . . . . . . . . . . . . . . . 11-40
Ship’s supply officer . . . . . . . . . . . . . . . . . . . . . 6-12 Shortened Nacelle Modulation Procedures . . . 9-28b
Shipboard control stations . . . . . . . . . . . . . . . . 9-28b Signal wands . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Communications . . . . . . . . . . . . . . . . . . . . . 9-28c Signaling and communications . . . . . . . . . . . . 11-34
Emission control . . . . . . . . . . . . . . . . . . . . . . 9-30 Smokelight approach . . . . . . . . . . . . . . . . . . . . 12-17
Military air distress frequency . . . . . . . . . . . . 9-31 Sonic boom concussion . . . . . . . . . . . . . . . . . . . . 7-7
Shipboard lighting requirements . . . . . . . . . . . . 9-44 Special external load operations . . . . . . . . . . . 11-16
Shipboard night vision device operations . . . . . 9-39 Special handling equipment . . . . . . . . . . . . . . . 11-42
Aircraft procedures . . . . . . . . . . . . . . . . . . . . 9-45 Special recovery operations . . . . . . . . . . . . . . . 11-17
Authority for night vision device Specific duties . . . . . . . . . . . . . . . . . . . . 6-7, 6-8, 6-9
operations . . . . . . . . . . . . . . . . . . . . . . . . . . 9-40 SSBN/SSGN submarines . . . . . . . . . . . . . . . . . 11-36
Night vision device equipment . . . . . . . . . . . 9-43 Stabilized glide slope indicator . . . . . . . . . . . . . 2-20
Requirements and limitations of night Staging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-33
vision devices . . . . . . . . . . . . . . . . . . . . . . . 9-40 Staging and pickup of loads for return . . . . . . . 11-31
Shipboard lighting requirements . . . . . . . . . . 9-44 Static discharge grounding man . . . . . . . . . . . . . 6-12
Flight deck lighting . . . . . . . . . . . . . . . . . . 9-44 Static discharge hazard . . . . . . . . . . . . . . . . . . . . . 7-7
Helicopter control station lighting . . . . . . 9-45 Stowage of aircraft and equipment . . . . . . . . . . . 9-6
LSE signaling devices . . . . . . . . . . . . . . . . 9-44 Hangar operations . . . . . . . . . . . . . . . . . . . . . . 9-8
Ship navigation and structure Stowage of auxiliary (aux) fuel tank . . . . . . . . 9-8
lighting . . . . . . . . . . . . . . . . . . . . . . . . . . 9-44 Tiedown requirements . . . . . . . . . . . . . . . . . . . 9-7
Training and qualification for night vision Heavy weather tiedown . . . . . . . . . . . . . . . . 9-7
devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-41 Initial tiedown . . . . . . . . . . . . . . . . . . . . . . . 9-7
Aviation unit workup . . . . . . . . . . . . . . . . . 9-43 Permanent tiedown . . . . . . . . . . . . . . . . . . . 9-7
Maintaining NVD LSE qualifications . . . . 9-43 Stowage of auxiliary (aux) fuel tank . . . . . . . . . . 9-8
NVD familiarization . . . . . . . . . . . . . . . . . 9-41 Submarine vertical replenishment . . . . . . . . . . 11-36
NVD LSE initial qualifications . . . . . . . . . 9-41 Attack submarines . . . . . . . . . . . . . . . . . . . . 11-36
Shipboard operating procedures . . . . . . . . . . . . . 14-3 SSBN/SSGN submarines . . . . . . . . . . . . . . 11-36
Blade folding/spreading . . . . . . . . . . . . . . . . . 14-3 Support requirements . . . . . . . . . . . . . . . . . 3-1, 11-40

Index-15
15 ORIGINAL
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Page Page
No. No.

Corrosion control . . . . . . . . . . . . . . . . . . . . . . . 3-1 Training evolutions . . . . . . . . . . . . . . . . . . . . . 8-1

Logistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 Training ship’s personnel . . . . . . . . . . . . . . . . . 5-1
Other than home-field, shore--based VTUAV initial ship aviation team
detachments . . . . . . . . . . . . . . . . . . . . . . . . 11-41 training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
Ship-based detachments . . . . . . . . . . . . . . . 11-41 Training and qualification for night vision
Shore-based missions . . . . . . . . . . . . . . . . . 11-40 devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-41
System(s): Training and workup . . . . . . . . . . . . . . . . . . . . . 14-1
Clear/foul indicating systems . . . . . . . . . . . . 2-18 Training evolutions . . . . . . . . . . . . . . . . . . . . . . . 8-1
Deck status light system . . . . . . . . . . . . . . . . 2-20 Training ship’s personnel . . . . . . . . . . . . . . . . . . . 5-1
Emergency SH--60, HH--60, MH--60R handling Air officer/helicopter control officer . . . . . . . . 5-1
procedures with degraded recovery assist, secur- Air tactical controllers/CIC personnel . . . . . . . 5-3
ing and traversing system . . . . . . . . . . . . . 12-23 Aviation fuels officer . . . . . . . . . . . . . . . . . . . . 5-2
Emergency SH--60, HH--60, MH--60R Aviation personnel brief . . . . . . . . . . . . . . . . . 5-5
handling procedures with inoperative tail Chief engineer . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
guide system . . . . . . . . . . . . . . . . . . . . . . . 12-25 Commanding officers/executive officers . . . . . 5-1
Emergency SH--60, HH--60, MH--60R Crash and salvage crew/crash and rescue party
handling procedures with operable recovery and scene leader . . . . . . . . . . . . . . . . . . . . . . . 5-3
assist, securing, and traversing system . . . 12-22 Damage control assistant . . . . . . . . . . . . . . . . . 5-3
Emergency SH--60, HH--60, MH--60R Flight deck crews and hookup men . . . . . . . . . 5-4
handling procedures without recovery assist, Flight deck officer and VERTREP cargo
securing, and traversing system . . . . . . . . . 12-26 supervisor . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Flight deck status and signaling system . . . . 2-29 Landing signalman enlisted . . . . . . . . . . . . . . . 5-3
Horizon reference system . . . . . . . . . . . . . . . 2-29 Officer of the deck . . . . . . . . . . . . . . . . . . . . . . 5-2
Landing system additional lighting Ship search and rescue organization . . . . . . . . 5-4
equipment . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29 Ship’s company brief . . . . . . . . . . . . . . . . . . . . 5-4
Rotary beacon signal system . . . . . . . . . . . . . 2-20 Tactical air controller . . . . . . . . . . . . . . . . . . . . 5-2
Ship’s operations officer/combat systems VERTREP cargo handling crew . . . . . . . . . . . 5-4
officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6 Transfer locations . . . . . . . . . . . . . . . . . . . . . . . 11-10
Waveoff light system . . . . . . . . . . . . . . . . . . . 2-20 Transfer of material by hoist . . . . . . . . . . . . . . . 11-9
Transfer of personnel by hoist . . . . . . . . . . . . . . 11-8
T Transfer procedures . . . . . . . . . . . . . . . . . . . . . . 11-6
Transfer of material by hoist . . . . . . . . . . . . . 11-9
Tactical air controller . . . . . . . . . . . . . . . . . . . . . . 5-2 Transfer of personnel by hoist . . . . . . . . . . . . 11-8
Tactical direction . . . . . . . . . . . . . . . . . . . . . . . . 10-4 Hoisting from helicopter to ship . . . . . . . . 11-8
Tail rotor blades . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3 Hoisting from ship to helicopter . . . . . . . . 11-9
Temperature and atmospheric pressure . . . . . . 11-24 Hoisting of injured or sick personnel . . . . 11-9
Tiedown requirements . . . . . . . . . . . . . . . . . . . . . 9-7 Transfers involving submarines . . . . . . . . . . . 11-9
Time schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8 Communications . . . . . . . . . . . . . . . . . . . 11-10
Training: General . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
Helicopter rope suspension training . . . . . . 11-17 Night submarine transfers . . . . . . . . . . . . 11-14
Initial ship aviation team training . . . . . . . . . . 5-1 Personnel transfer procedures . . . . . . . . . 11-14
Maintenance and training . . . . . . . . . . . . . . . . 8-4 Transfer locations . . . . . . . . . . . . . . . . . . 11-10
Training and qualification for night vision Transfer signals . . . . . . . . . . . . . . . . . . . . 11-14
devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-41 Transfer signals . . . . . . . . . . . . . . . . . . . . . . . . 11-14
Training and workup . . . . . . . . . . . . . . . . . . . 14-1 Transfers involving submarines . . . . . . . . . . . . . 11-9

Index-16
ORIGINAL 16
 NAVAIR 00-80T-122

Page Page
No. No.

Transfers involving submarines . . . . . . . . . . . . . 11-9 Vertical replenishment dash line . . . . . . . . . . . . 2-3

Transmission malfunctions . . . . . . . . . . . . . . . . 12-4 Vertical replenishment deck markings . . . . . . . 11-19
Troubleshooter signals . . . . . . . . . . . . . . . . . . . . 9-25 Vertical replenishment hookup man . . . . . . . . . . 6-11
Types of aircraft on--deck emergencies . . . . . . 12-18 Vertical replenishment lighting equipment . . . . 2-13
Types of in--flight emergencies . . . . . . . . . . . . . 12-3 Vertical replenishment load spotter . . . . . . . . . . 6-12
Vertical replenishment operations . . . . . . . . . . 11-25
U Cargo staging . . . . . . . . . . . . . . . . . . . . . . . . 11-26
Communications . . . . . . . . . . . . . . . . . . . . . 11-28
U.S. Navy interservice and international Flag and hand signals . . . . . . . . . . . . . . . 11-28
helicopter operations . . . . . . . . . . . . . . . . . . . . . 8-2 Fueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-33
UH-60A/L utility helicopter/UH-60Q/HH-60L Load transfer procedures . . . . . . . . . . . . . . . 11-28
MEDEVAC helicopter shipboard operations Clearing the drop zone . . . . . . . . . . . . . . 11-30
capability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-2
Load delivery . . . . . . . . . . . . . . . . . . . . . . 11-30
Undersea warfare ordnance . . . . . . . . . . . . . . . . 9-36
Load pickup . . . . . . . . . . . . . . . . . . . . . . . 11-28
Maintaining contact . . . . . . . . . . . . . . . . . 11-29
V Returning VERTREP equipment and
V-22 wind limitations . . . . . . . . . . . . . . . . . . . 11-20 retrograde . . . . . . . . . . . . . . . . . . . . . . . 11-31
Staging and pickup of loads for
V-22 Deck Heating Mitigation Procedures . . . . 9-28
return . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-31
Heat Shield Procedures . . . . . . . . . . . . . . . . 9-28b
Night vertical replenishment . . . . . . . . . . . . 11-33
Nacelle Modulation Procedures . . . . . . . . . . 9-28a
Night VERTREP procedures . . . . . . . . . . 11-34
Shortened Nacelle Modulation
Ship lighting . . . . . . . . . . . . . . . . . . . . . . 11-34
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . 9-28b
Signaling and communications . . . . . . . . 11-34
V-22 Deck Heating Mitigation Procedures by
Ship Class . . . . . . . . . . . . . . . . . . . . . . . . . 9-28a Weather/sea state . . . . . . . . . . . . . . . . . . . 11-33
V-22 Deck Heating Mitigation Procedures by Other applications . . . . . . . . . . . . . . . . . . . . 11-34
Ship Class . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-28a Vertical replenishment organizational
responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Verification of sonar contacts . . . . . . . . . . . . . . 11-16
Vertical separation . . . . . . . . . . . . . . . . . . . . . . . 10-4
Vertical on-board delivery operations . . . . . . . 11-41
VERTREP approach lineup lights
Aircraft recovery . . . . . . . . . . . . . . . . . . . . . 11-43
(bidirectional) . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Aircraft recovery kit; 15,000 pound . . . . 11-43
VERTREP cargo handling crew . . . . . . . . . . . . . 5-4
Aircraft recovery kit; 40,000 pound . . . . 11-43
VFR departure . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
External cargo transport . . . . . . . . . . . . . . . . 11-42
VFR descent and approach . . . . . . . . . . . 10-8, 10-11
External cargo handling procedures . . . . 11-42
Visual landing aids . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Special handling equipment . . . . . . . . . . 11-42 Accessory visual aids . . . . . . . . . . . . . . . . . . . 2-31
Internal cargo transport . . . . . . . . . . . . . . . . 11-41 Signal wands . . . . . . . . . . . . . . . . . . . . . . . 2-31
Hazardous cargo . . . . . . . . . . . . . . . . . . . 11-42 Windsock . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Liquid oxygen carts . . . . . . . . . . . . . . . . . 11-42 Categories of VLA lighting equipment . . . . . 2-11
Vertical on-board delivery procedures . . . . . . . 11-40 Landing system additional lighting
Vertical replenishment . . . . . . . . . . . . . . . . . . . 11-18 equipment . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Vertical replenishment deck markings . . . . . 11-19 Flight deck status and signaling
Vertical replenishment “T” line . . . . . . . . . . . . . . 2-3 system . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Vertical replenishment ball and “T” line . . . . . . . 2-3 Horizon reference system . . . . . . . . . . . . . 2-29
Vertical replenishment cargo supervisor . . . . . . 6-11 Landing-configured lighting equipment . . . . 2-20
Vertical replenishment control officer . . . . . . . . 6-11 Deck surface floodlights . . . . . . . . . . . . . . 2-25

Index-17
17 ORIGINAL
NAVAIR 00-80T-122

Page Page
No. No.

Extended lineup lights . . . . . . . . . . . . . . . . 2-26 Visual meteorological conditions

Flash sequencer . . . . . . . . . . . . . . . . . . . . . 2-29 minimums . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Hangar/structure wash floodlights . . . . . . 2-26 Voice communications procedures . . . . . . . . . . 10-14
Landing approach lineup lights Voice procedures . . . . . . . . . . . . . . . . . . . . . . . . 10-5
(unidirectional) . . . . . . . . . . . . . . . . . . . . 2-26 VTUAV initial ship aviation team
Lighting control panels . . . . . . . . . . . . . . . 2-29 training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
Obstruction lights . . . . . . . . . . . . . . . . . . . 2-29
Stabilized glide slope indicator . . . . . . . . . 2-20 W
Waveoff light system . . . . . . . . . . . . . . . . . 2-20
Required lighting equipment . . . . . . . . . . . . . . 2-3 Waveoff light system . . . . . . . . . . . . . . . . . . . . . 2-20
Permissible lighting equipment Weapons handling and movement . . . . . . . . . . . 9-32
degradations — aided (NVD) Weapons/chaff hazards . . . . . . . . . . . . . . . . . . . . . 7-6
operations . . . . . . . . . . . . . . . . . . . . . . . . 2-11 Weather support . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Permissible lighting equipment Weather/sea state . . . . . . . . . . . . . . . . . . . . . . . 11-33
degradations — unaided Weight . . . . . . . . . . . . . . . . . . . B-3, B-6, B-8, B-10,
operations . . . . . . . . . . . . . . . . . . . . . . . . 2-11 B-17, B-19, B-22, B-28,
Vertical replenishment lighting equipment . . 2-13 B-34, B-39, B-43
Clear/foul indicating systems . . . . . . . . . . 2-18 Wind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
Deck edge lights . . . . . . . . . . . . . . . . . . . . 2-14 Launch and recovery wind
Deck status light system . . . . . . . . . . . . . . 2-20 limitations . . . . . . . . . . . . . . C-1, D-1, E-1, F-1,
Helicopter in-flight refueling heading G-1, H-1, I-1, J-1,
lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14 K-1, L-1, M-3, N-1,
Homing beacon light . . . . . . . . . . . . . . . . . 2-14 O-1, P-1, Q-1, R-2
Lighting control panels . . . . . . . . . . . . . . . 2-13 Shipboard relative wind envelope . . . . . . . . . . P-2
Overhead/forward structure V-22 wind limitations . . . . . . . . . . . . . . . . . 11-20
floodlights . . . . . . . . . . . . . . . . . . . . . . . . 2-14 Wind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
Rotary beacon signal system . . . . . . . . . . . 2-20 Wind and deck limitations . . . . . . . . . . . . . . . 9-27
VERTREP approach lineup lights Wind and deck limitations . . . . . . . . . . . . . . . . . 9-27
(bidirectional) . . . . . . . . . . . . . . . . . . . . . 2-14 Windsock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31

Index-18
ORIGINAL 18