Presentation on theme: "Building an Effective Ship-Helo Team Ship-Helo Branch ~ ATC Mobile P-CO/P-XO course 2005."— Presentation transcript:
Building an Effective Ship-Helo Team Ship-Helo Branch ~ ATC Mobile P-CO/P-XO course 2005
Our Instructors: Have 147 years service, 52 years of sea time Are LCDR helo pilots, CWO4 (Bosn), CWO2 (Eng) Have been Cutter CO’s, XO’s, HCOs, LSOs, EOWs Have sailed “The 7 Seas” & to all 7 Continents Have deployed on ALPAT, JIATF east & west, OOH, Polar north & south, U.S. Navy operations. Have visited all 43 flight deck-equipped cutters within the last two years.
Ship-Helo Presentation: Outline Review Procedures Provide Tools Standardization Visit & Training New Info Discuss Mishaps Answer Questions References: COMDTINST 3710.2D, Aviation Facilities Bulletin 1J
CO’s Authority Cutter CO has the same authority given an Air Station CO to initiate flights (1.B.2) and authorize passengers (per 3710.1E) Cutter CO does not authority to waive maintenance discrepancies, crew rest limits, etc. Contact the parent Air Station in these cases.
Mission Planning Your Operations Officer and Senior Aviator should conduct a mission planning session prior to the preflight brief Develop a plan that supports the cutter mission and one that the helo is capable of performing All CG missions warrant quality effort – all missions do not warrant the same level of risk Cover TOI’s, report format, airspace, other units in area, etc. For a complete list of mission planning items see SHOPS 5.A.2
Mission Planning If you walk into a pre- flight brief and a mission planning session breaks out something is wrong. Will you approve the plan at the briefing or want to see it before the pre-flight brief? Training at end of flight?
Pre-Flight Brief Who can cancel a flight? (1.B.3.b) CO Senior Aviator Use pre-flight briefing sheet (SHOPs 6.A.7 Fig 6-2) Risk assessment – remember the effect of combining limits Risk input should come from all participants, including pilots and junior enlisted
Flight Quarters CO must approve setting of flight quarters and commencing of flight ops (SHOPS 6.B.2) CO is not required to approve each evolution – That’s the HCO’s Job (SHOPS 6.C.5) CO monitors “big picture” and can always negate a clearance
Flight Quarters SHOPs changes to FLICON 1: LSO Phone talker: gone Boat crew: gone (2.B.4.g) Fire guard on start up: gone Fire party inside ship (6.B.2.g) Tiedown on side of hangar or superstructure if used (6.B.2.f note)
Flight Quarters - Comms VHF-FM radios are standard for DOD and CG ship operations LSO must be on bridge/helo channel so they can respond immediately to problems Radios increase situational awareness and safety
Flight Quarters – Helo Start Complete cutter readiness is not required for start & engage: Flight deck must be manned & ready, steady course during “amber deck”. HH-65 will normally be staged with TALON engaged, no tiedowns used
Takeoff Deck status is an indication of clearance for the evolution, not whether the deck is foul. No TALON signals used for takeoff – pilot’s responsibility Pilot requests takeoff, LSO gives signal, pilot releases TALON, then takes off. HCO should actively track helo with CCTV (HIFR, VERTREP), (2.C.5) Expect a landback at any time
Mission After helo departs on patrol, set FLICON 2 (gear left on station) “It’s 11 o'clock, do you know where your helo is?” Are you ready when the helo returns? Helo must land with at least 20 minutes of fuel remaining
Mission Communications Helo reports position every 15 minutes Brief lost comms with a new AVDET Helo may get better comms by: HF: fly lower for ground wave, higher freqs during day, lower at night VHF: fly between 500’ & 1000’ for ducting UHF: climb to get line of sight
Landing TALON: primary means to secure H65 Missed-grid procedures must be pre-briefed. Best practice is to reposition TALON touch and go’s authorized – helps pilots practice hitting the grid Primary tiedowns and TALON may be used together for training Tiedown training at 100% rotor RPM Helo remains on deck TALON engaged Normal tiedown signals & procedures
Shutdown TALON signal used after final landing Amber deck during shutdown Course changes prohibited No one moves under rotor system!!
HH-65A/B Capabilities USCG’s Short Range Recovery (SRR) Helicopter Normal Crew of three (Pilot, Copilot, FM) Range ~ Approx 300 nautical miles (180 for ship ops) Cruising speed = 120 knots Endurance = 2.5hrs (1.5hrs for Ship Ops) Rescue Hoist Capacity up to 600lbs VERTREP up to 2000lbs
HH-60J Capabilities USCG’s Medium Range Recovery (MRR) Helicopter Normal Crew of four (Pilot, Copilot, FM, RS) Range ~ Approx 700 nautical miles Cruising Speed = 140 knots Endurance = 7 hrs Rescue Hoist Capacity up to 600lbs VERTREP up to 6,000lbs
MH-68 Capabilities USCG’s Aviation Use of Force (AUF) Helicopter Normal Crew of three (Pilot, Copilot, Gunner) Range ~ Approx 200 nautical miles (150 for ship ops) Cruising speed = 120 knots Endurance = 2 hrs (1.5hrs for Ship Ops) No Rescue Hoist (no HIFR or SAR) No VERTREP Not night qualified, NVG only
Capabilities Interservice Ops Your helo can land on Navy ships and some foreign ships Information for U. S. Navy in Resume (handout) Foreign information HOSTAC
Capabilities - HIFR Helicopter In-flight Refueling Extends helo range Helps in emergency (fixed landing gear) If you can’t land the helo, you can HIFR it - Use the checklist in Chapter 9 Procedures: Set FLICON IV No pitch & roll or wind limits Helo hoists rig, hooks up Ship starts & stops pump when helo signals Drop off rig – DONE!
Capabilities - Vertrep Vertical Replenishment External loads (groceries, big parts) - Use the checklist in Chapter 10 Procedures: Set FLICON III Wind 270-330 Helo approaches aft of “Tee Line” Deck crew hooks up or helo releases load Done!
Operations - Lights Overhead floodlights often adjusted too high All lights must be on for night unaided flight ops Specific provision for “mission urgency”: Ref SHOPs 4.C.9 Not all lights are on for NVG ops
Operations: NVG Goggles need light to work Not for stealth! NVGs increase safety Procedures are pretty simple: Darken ship, turn off non-compatible lighting (no deck status/waveoff/running lights) Turn up compatible lighting, don goggles & chem lights Use term “NVG” in all radio calls Maintain light discipline (pipe every 30 minutes)
STAN: Certification Cutter must be certified for flight ops Cutter certification (equipment) and cutter qualification (personnel) are not the same: Cutter may be certified to conduct flight operations, but may not have a qualified crew Navy certifies most CG cutters with a single visit Many times cutters do not “pass” inspection due to class wide discrepancies such as the fuel dam or missing 400hz system. CG normally waives the “requirement”
STAN: Certification LEVEL certification only describes the ability of your equipment to support operations: Day or Night, and Instrument Meteorological Conditions (IMC) or Visual Meteorological Conditions (VMC) Level One Day/Night IMC (200 & ½ mile minimum) Level Two Day/Night VMC (300 & 1 mile min for CG, 500 & 1 mile for other helos) Level Three Day VMC Ref: SHOPs Chap 3.A
STAN: Certification CLASS certification deals with the services your equipment can provide Class 1 to 3 You can land a helicopter Class 4 and 5 You can VERTREP a helicopter Class 6 and 6R You can HIFR a helicopter Ref: SHOPs Chap 3.A
STAN: Certification Now you're certified to conduct flight ops, meaning your equipment is available and in working order. What happens if something breaks? Bulletin 1J outlines what equipment is required to conduct flight operations
STAN: Qualification Cutter personnel qualification issues: LSO’s, you need one that is current: conducted ops last semi-annual period (Ref SHOPs 3.C.2 & tables) Four tiedowns: conducted ops last semi-annual period ADC: 10 hours of positive control last semi-annual period, otherwise they’re just a flight follower HCO, flight follower, fuel king, fire party? No semi-annual training requirement
Stan Visit Ship-Helo Stan visit every 24 months 3 day visit Day One – equipment check and stan test Day Two – static drills with helo shut down on deck (H65 will do all ops on Day 3) & training Day Three – underway day, night (NVG), HIFR, VERTREP, hot refuel, crash on deck drill, ELVA
Stan Visit Stan visit will ensure crew is using latest procedures All equipment required for flight ops will be inspected Also testing how well your crew can schedule & coordinate helo ops
Pre-Deployment: Contact with AirSta Cutter and AirSta should be talking early and often Has Senior Aviator worked in op area recently? Use their knowledge of airspace, procedures, etc. Is the cutter NVG capable? u Can the AirSta provide an NVG capable crew? u How many hours will the cutter anticipate flying? This number affects pre- deployment maintenance.
Pre-Deployment: Contact with AirSta Unusual port calls or vaccinations? Hangaring & washing? Reverse cycle ops? Maintenance issues? Uniform issues? Daily routine? Berthing issues? Officers commensurate with rank and together Chiefs with Chiefs Enlisted crew together for crew rest
Initial In-Brief Sample on Ship-Helo web site (handout) Are “the players” there? Admin issues Helo operations Pre-flight routine (roll out helo, brief, launch?) Helo maintenance When do you want to know? Training evolutions HIFR (wet) VERTREP Crash on deck drill
Cutter Readiness: Fuel Tests Fuel issues Are required tests being conducted? Fuel test log Daily and weekly fuel tests All fuel tests are required weekly when no helo is on board Lab results? Red cans? Quarterly to labs – list in Navy fuel pubs and on web site
Near-term developments New PQS at HQ Change 2 to SHOPs at HQ Deadline: all vests to autoinflate by Sep ’06 STAN CD – updated & mailed twice each year Ship-helo newsletter – cutting edge procedures, sources of supply, techniques, news, etc.
HH65 status HH65 flight restrictions message Slated for new engines this year (2005) In the meantime, pilot in command (PIC) is required to adhere to performance as dictated by aircraft manual. Decision aid to assist Wind has biggest effect on performance If you speed up to get more wind, you might be closer to the pitch/roll limits.
BIG PICTURE items “Your Cutter is an Airport”: is it ready? - Is your airport equipment in good shape? - Can your people run the airport? - Aviation Fuel is life – can you prove it’s good? TALON is there for safety – use it. NVGs are not for stealth, they’re for safety. The less people on the flight deck, the better. A tired crew will make mistakes – Ship AND Aircrew
Relief Briefing If you want to determine the status of your cutter’s “airport”, review the following: Last Stan visit report (handout) Last AVCERT report Last post deployment message when a helo was embarked Fuel equipment, tests, pubs & logs LPU30 lifevest condition & logs Other CASREP’ed Equipment Helo operations bill LSO, ADC & Tiedown training log
Wrap Up At the end of the day the helo: Extends your sensor and visual capabilities Helps get busts Deters terrorists Increases your SAR capabilities Provide logistical support Looks good on the back of a cutter
Wrap Up Questions? The Ship-Helo Branch thanks you! PLAD: COGARD ATC MOBILE AL//SHIP-HELO// Ship-Helo Global Office Phone Number: 251-441-6949 Email & newsletter articles: firstname.lastname@example.org Web Site: http://www.uscg.mil/hq/atcmobil/shiphelo/
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