‘Y ~~ Lio. une v2 13. ie GENERAL: With the advent of flight deck equipped Navall Ships, to include LST"s, the ship / helicopter team became a viable tool in expanding the role of Philippine Navy. Helicopter operations from flight decks require a high degree of safety. skill, training coordination, plus a mutual understanding if missions are to be accomplished and inishaps avoided. PURPOSE: ‘this manual is prescribed to establish a standing operating procedures for helicopter shipboard operations used on professional knowledge/ experience and to provide the basis for development of sound and efficient ship aircraft operations. MANUAL CONCEPT. This manual provides a single source of direction and guidance in the utilization of the ship/helicopter team; assembling in one manual information not previously published and information from various sources, both directive and informative. APPLICATION: This manual applies to all PN vessels with helicopter landing Capabilities. 1 also serves to guide all other AFP helicopter pilots and crew for shipboard operations AMENDMENTS: Changes in this manual will be made by consecutively numbered amendments, which will include reprinted page when necessary ‘Comments and recorhmendations on this manual may be sent in writing to: Commander, Naval Air Group, NBC, Sangley Point, Cavite City. DEFINITIONS: ‘To establish and/ or record standard terminology, the following, definitions apply to terms used in this manual. 1. AIR MARSHAL: See LSE APPROACH: The maneuver(s) performed and flight path followed to fly the helicopter from some point in the air to position over the deck where a landing can be accomplished. ‘ 3. BASE LEG: The maneuver performed and flight path followed by the helicopter in the landing pattern thereby the helicopter is perpendicular to the final (approach) leg 4. CHOCK MEN: Also known as the TIE DOWN CREW. Responsible for installing’removing of securing devices.aed CLEAR DECK: The condition that exists when the flight deck is free of obstacles und a helicopter landing is possible. This condition does not reflect the readiness of the vessel for helicopter operations, however, the ‘Commanding Officer may elect to authorize an emergency landing on a clear deck even when flight deck crew is not positioned. CREW CHIEF: An aircraft mechanic (AD) in charge of a particular aircraft DEPLOYMENT: The placement of a helicopter detachment on board a vessel when duration for helicopter operation is expected to be over one (1) week ‘The deployed detachment should be capable of limited maintenance DOWNWIND LEG: That portion of the flight path to be followed by a helicopter in the traffic pattern, which is peralle! to the final leg. EMBARKATION: The placement of a helicopter detachment on board a vessel ‘or a specitic mission, when the on board time will include at least one (1) night, but is not expected to exceed one (1) week, ENGINE NO. ONE (1): In a twin-engine helicopter, it refers to the port engine in the relation to the pilot's position in the aircraft. ENGINE NO. TWO (2): Same as above, only it refers to the standard engine, FINAL LEG: The portion of flight path to be followed by a helicopter in the traffic pattern where in it is either 45 degrees to the longitudinal axis of the ship or directly aligned to the line-up markings of the helideck FIREGUARD: A member of the deck crew equipped with fire extinguishers, whose main responsibility is:to gftard egainst aircraft fire. FOUL DECK: The condition that exists when a landing cannot be made due to ‘obstacles or restrictions on the flight deck. FLAME OUT: Turbine engine quit. FLIGHT DECK OFFICER (FDO): Supervises operation on flight deck during helicopter operations to include launching, recovery, clearing of flight deck and training of deck crew. Also acts as safety officer during helicopter operation FLIGHT QUARTERS: A state of readiness by the vessels for helicopter operations20 2 27, 28, GREEN DECA: The condition that exists when the ship is on recovery course, deck motion is within acceptable limits, all required station are manned and the vessel 1s i fact ready for helicopter operations. HELOPS: Shout for helicopter shipboard operations, INSTRUMENT FLIGHT RULE (1FR): Flight done solely in reference to instruments alone. LANDING SIGNAL, ENLISTED (LSE): Signalman who guides the helicopter during recovery’ launching by means of hand signals LAUNCH: The complete sequence of events starting when flight quarters is set and ending when helicopter is airborne and clear of the vessel. MISSED APPROACH: A maneuver whereby the helicopter discontinues its approach usually due to hazards to aircraft or the vessel. PRIMARY TIE DOWNS: The nylon strap device equipped with quick release fitting used for initial and/ or temporary securing of helicopter on deck RECOVERY: ‘The complete sequence of events starting when the helicopter has landed on deck and secured. TOUCH AND GO: A \anding followed by take-off, executed as a continuing series of maneuvers. The aircraft could remain briefly on deck then take-off and repeats the’ procedure mainly for training purposes. WAVE OFF: Vhe flight maneuver executed during landing or approach phase to terminate or interrupt the approach or landing. A wave off would normally be executed when continuing the approach would endanger the aircraft or vessel or when the approach cannot terminate in a landing. VERTICAL REPLENISHMENT (VERTREP): The transfer of personnel or cargo between a vessel and a helicopter by methods other than landing on deck Such methods will include external cargo sling and hoist. VISUAL FLIGHT RULES (VER): Flight conditions when ceiling and visibility minimum must be at least 1000 ft and three (3) miles respectively Flight is conducted with pilot's visual reference to the ground.200. GENERAL: The BO10SC is a twin engine multipurpose helicopter, using a hingeless 4-blade main rotor and a two (2) bladed tail rotor. The landing gear is of the skid type with plastically deformable cross tubes. The fuselage is of semimonoque construction with a conical tapering tail boom with horizontal and vertical stabilizers(s e Figure 1) +201. PERFORMANCE DATA: The performance data quoted :below is based on a gross weight of 2,300 kg(5070 Ibs) 1. Nev ced Speed: 2. Cruising Speed- 3. Max. Rate of Descent(autorotation)----—--—-—------—-—--- | 000 fUmin. 4. Vertical Rate of Climb/Descent{Normal)p---—————-——-5 00 fUmin 5S. Hovering ceiling, 6. Max Operation Altitude ——--——-—— 17,000 ft 7. Range with Max Playload & Standard Fuel cap, None Reserve 310 NM Max Endurance with Max Playload & Standard Fuel Cap, no Reserve --e--------——————-2..55 His 9, Max Endurance with two(2) Long Range . Tanks of 200 Ltrs each(no reserve) ~r-e---———-———5 56 NM 10. Max Endurance with (wo(2) Long Range Tanks of 200 Lirs each at 5,000 ft, no reserve —---—--626 NM 202. GENERAL DIMENSIONS: Fus Length (tail rotor vertical) —28 ft 1 inch Width ~ ———5 ft2.2 inches Height (inc! Landing gear) ————--—=9 ft 10 inches Ground Clearance, Fusslage —-—--——=1_ £16 inches Ground Clearance, Tail Boom aencnennemn fi $.2 inches Landing Track (unl aded) -. Track (loaded), Length of Skid ————-—-8 ft.2.4 inches , 8 ft 4.4 inches 8 ft 10.3 inches 203. OVEI ALL DIMENSIONS. Length, tai rotor horizontal Width, Tail rotor diameter ~ Height, tat! rotor vertical en 3 8 ft 10.9 inches 32 ft 3.4 inches mone O £13 inchesA Height, tail rotor horizontal Tail rotor ground clearance -—~ Rotor Dimension -- sence 9 F110 inches aeeennnnnn— 8 ft 0.8 inches. 6 ft 2.8 inches PTER 3- THE HELI )PTER LAND) 300. GENERAL: Certain standards must be established to provide a helicopter with adequate area in which to operate over the deck, The standards set forth in this section are minimum which must be adhered to when planning new construction or ‘modification to existing flight decks. Modifications to presently certified vessels are not required to comply with these minimums but it must be recognized that SAFETY IS ENHANCED anytime additional clearance can be provided. It is intended that the ship's Commanding Officer will be able to determine the feasibility of operations with other types of helicopters in the future. 301 MINIMUM HELIDECK AREA: \n determining the minimum helideck area, certain criteria should be considered, namely the following: ‘A. PROXIMITY TO OBSTACLES: Obstacles such as superstructures, smoke stacks, deckhouses. bulkheads, gunmounts, etc., shall have at least sixteen (16) feet clearance to the ROTATING TIPS OF THE ROTOR BLADES those found 45 degrees on either side from the center of the helicopter when landing on the deck (See figure 2) Definitely no obstacles other than the lifelines are to be found in the remaining sides of the helideck. B_ MANEUVERING AND LANDING ZONE: A maneuvering/landing zone is established to provide an area in which the helicopter may be free to move without endangering the aircraft when aligning the landing helicopter over the deck. This space should be able 19 accommodate the overall length of the helicopter (38 fi), if A possible. However, due to space limitations found aboard PN vessels, this length could be reduced to minimum 32 fl. Center width of the helipad shall be not less than 29 feet. As previously mentioned, additional space will definitely enhance salty and may accommodate bigger types of helicopter in the future. Itis therefore recommended that the ship’s Commanding Officer will not timit the size of helidecks io the minimum requirement but rather, to the fulles, capability of his ship, C HELIDECK STRENGTH: The capability of PN vessels from the standard point of strength and stability of helideck are as varied as the types and the classes of the ships in the PN inventory. Guiding factor for helicopter strength is based primarily on the gross weight of the BO-105 helicopter (x3). However, if weight and balance of the ship permits this should be increased to three (3) times the gross weight of . the heaviest type of helicopter that can land on the helideck, space limitations considered, (See para 311).302 B. HELIDECK SAFETY PROVISION: Safety provisions are required at helideck for safe operations of helicopters. These provision are to be met at all times and are considered “NO GO” items during HELOPS. TIE-DOWN RINGS: Tie-down ring is needed in order to lash the helicopter on board immediately upon landing. This ring shall be recessed (flushed) on deck at three (3) yards apart and each must be strong enough to support the weight of the helicopter. Aboard LST’s, these rings are necessary due to the presence of cloverleaf tic- downs. However. all cloverleaf tie-down within the general touchdown area shall be painted red for easy identifications, HELIDECK NETTING: Helideck netting is required on deck in order to prevent helicopter skids to slide off the deck during HELOPS specially when operating during rough seas. This netting shall be made of one (1) inch Manila rope and shall ‘measurel0 x 10) feet. Each square shall measure one (1) foot square. (See figure 3), HELIDECK PERIMETER NETTING: A helideck perimeter netting shall be constructed around the helideck. The primary purpose of this net is to catch any member of the flight deck crew who might slide off the deck during HELOPS. Stanchions measuring, 14 feet and tilted at 20 degree from the horizontal shall support the Manila rope netting, For LST’s, however, this netting is not required, HELIDECK ILLUMINATION: The operation of the helicopters from a rolling and pitching vessel at night can be the most demanding operation imposed by the helicopter pilot. Compromising, in any manner, the prescribed flight deck lighting system cannot be accepted. This system is designed to: (1) Provide sufficient red lighting over the landing area to allow the pilot to land or take-off visually; (2) To provide reflected white lighting off the superstructures forward of the landing area to allow for maximum depth perception and (3) Provide other lights as required to aid pilot in ship’s location and orientation. (See figure 4-5), RED AREA FLOODLIGHTS: Red floodSlights must be provided forward and above the flight deck area to provide sufficient light for visual hovering over the flight deck. These floodlights must be covered with red filtering materialé For LST's, at least three (3) of these red floodlights shall be mounted behind the forward gun mount and aimed at the touchdown line for maximum lighting and minimum glare to the pilots. Aboard vessels with aft helidecks, three (3) of these lights must be mounted on the superstructure forward of the helideck and aimed along the touchdown line. WHITE LIGHTIN The reflected white lighting is provided by use of two (2) utihty Nloodhyhts, one mounted at each aft flight deck and corner.a te ‘ ELE HELIDECK NETTING FIG3RED LIGHTS oT a And SSE \ [2 va us. oN \ ‘ h / \ / / \ / / 7 / \ \ q / \ . ~ / 7 = Oxo et o---- op ties -- MAINDECK, ‘ —— LIGHTING SYSTEM FOR AIRCRAFT HELIDECKS FIG4al d— — — FLOOD, LIGHT — — HELIDECK LIGHTING SYSTEM FOR L&T FiG5™ 18 wer SAFETY 41 = SAFETY NEP FIG6 <——t. Perepheval Line rN \ | ba. Line op tine (Reflectorizea Yellow) foels. 49? Degree. Line | GReftectorized Witte) | J, Touchdown Line | (Reflectorized Yellow) 45- Safety Lire (Red) 6. Line up Extension T (Reflectorized Yeiiow)FIG7 4, UNE UP UNE. 2. 45° DEGREE CINE. 11” (Refiectorize White) Ls. youcHDOWN LINE (Reflectorizet Yellow) ~ 4, DEREPHERAL LINE, +] (Reflectorized white) 5. UME UP EXTENSION (Reftectortzed Yellow) LST FLIGHT DECK MARKINGSThese lights are 300 watt, white, 96 FSN 6230-889-1559 or equivalent. Aboard LST’s, these must be mounted on the boat deck (01) and aimed just a litle forward of the center of the helipad, Aboard vessels with aft hefidecks, two (2) shall be mounted each at the comers of the flight deck and aimed towards the center of the touchdown line in such a way that the lights are reflected off the deck on the forward structure. Light fixtures shall not be more than 18 inches from the deck STERN LIGHT: For ships with aft helidecks, a 10-watt incandescent bulb is fixed in position at the stern of the ship to provide a reference fr the pilot during heading orientation and line-up to the helideck. This light requires a shield in order to contain its illumination to seven (7) degrees from the horizontal F. HOMING BEACON: The homing beacon is a flashing white light located as high up on the mast as feasible and positioned so it may be readily seen at all angles of the azimuth. ‘The beacon should provide a minimum effective intensity of 1,150 - candle power over a span of seven (7) degrees in elevation and should produce approximately 90 white flashes per minutes. This beacon is used to provide a visual guide for homing during marginal weather and night operations. Once the helicopter has joined the pattern for his approach, the beacon should be secured, as it may be vertigo inducing 303. HELIDECK MARKI! II helideck shall have a uniform marking system that will serve to guide the pilots during shipboard operations. However, NAG shall determine actual positioning of helideck marking. These helideck markings are measured and intended for use of BO-105C type helicopter. The basic color of the deck shall be haze gray and all lines shall be 12 inches wide. A. PERIPHERAL LINES: The peripheral lines outline the general landing area These lines are painted reflectorized white. (See figure 7 for LST’s ) 1} LINE-UP LINES: A reflectorized 14 feet yellow lines positioned along the longitudinal axis of the ship and perpendicular to the touchdown line in order 10 guide the pilot during landing, © LINE-UP EXTENSION LINES: Reflectorized broken lines aligned with the line- up line laid from the nearest obstacle to the safety line. Db. TOUCHDOWN LINE: \6 feet of reflectorized yellow that is positioned * perpendicular to the line-up line, When pilot is “sitting” over this line and is, aligned longitudinally, pilot lowers collective and subsequently lands. For aft helidecks, this line is exactly 27.Sfeet from the nearest obstacle that is 16 feet. For atetual layout aboard LS flight deck. (Seefigure 7). V SAFETY LINE: A red safety line is positioned exactly 9 feet reckoned from the forward of the touchdown line. This line delineates the forward most of the nose of the BO-10SC helicopter when maneuvering for a landing. The distance clearance306, from the forward obstacle to the rotating tips of the rotor blades when helicopter nose is over, this is reduced to only 10 feet. Aboard LST’s, this line may be adjusted due to spacious flight deck area, (See figure 7). 45 DEGREE REFERENCE LINES: Two (2) 45 degree’tines are laid exactly 45 degrees from the angle formed by the intersection of the line-up and touchdown lines. These lines will serve to guide the pilots when approaching 45 degrees to the helideck. ‘The 45-degrec lines are measured outwards from the center of the touchdown and are aligned with the ties of the touchdown lines. HELICOPTER DECK MARKING LAYOUT: The above mentioned marking will bbe laid 01 . on the flight deck in accordance with the figures 6 and 7. OPERATIONS WITH OTHER TYPES OF HELICOPTERS: Operations with other than the BU-10SC helicopter shall be attempted only under most favorable conditions, essentially no roll conditions, and consideration must be given to vessel deck strength, total aircraft weight, wheel/skid placements and clearance criteria herein. If possible, the pilot should be consulted. It is also important that the vessel's Commanding Officer realize the variance in critical dimensions among helicopters. Also to be considered is the presence of tie down rings found on the other types of helicopters, FEASIBILITY CHECKS: If operations are being considered with other types of helicopters, a simple check can be made to determine the feasibility of the operation, The items below must first be checked to insure it is within the strength capability of the helideck: a, Weight: “Ihe operating weight of the aircraft must first be checked to insure it is within the strength capability of the flight deck. ‘The required helicopter landing area must first be computed if it is equal cor less than the landing area available. ¢. Securing: \t must assumed, without specific information from the operators, that types other than the BO-10SC will not have a high tie-down points for snitial securing. ‘The Commanding Officer must anticipate the flight déck ‘motion based on his experience, the weather condition and the forecast weather to determine if conditions will probably be suitable for the operation. Flight deck conditions must be nearly ideal to permit operations without the use of quick securing primary tie-downs. The helicopter specifications as listed in figure 8 provide a ready source of information on the most common helicopters in the Philippines.i BELL JET Lo _ 206 ! Main Rotor | | Diameter 3x3" 23s LGRND clearance 117.5" 10°4” Tail Rotor i . ! Diameter s we [st | GRND Clearance sn ler | | | SkidiWheels 902" |e96" | 63.5" 3 jae | ipist BET FWD | SKID ENGTH |SKID | LENGTH | | And AFT Wheel | 8° jars" 33" 33" a | 24°10" | [Gross Weight(I bs) | $,070 9,500 | 2,550 13,000 | 40.750 | 21,400 | 307, HELIDECK CERTIFICATION: All flight deck equipped vessels of the Philippine Navy required certification from the Commander Naval Air Group The vessel will retain this certification indefinitely, unless major structural or material changes are made which adversely affect its ability to operate with a helicopter 308 SHIP QUALIFICATION: Initial training of the ship personnel for HELOPS will be undenaken by the Naval Air Group Mobile Training Team. An actual helicopter landing aboard the vessel will follow this. Any vessel previously certified will be considered qualified for HELOPS provided it meets the minimum material and manning/training requirements. Commanding officers shall ensure that their personnel are properly trained and proficient in helicopter operations 309. TRAINING VISIT: The Naval Air Group shall make at least two (2) trainin. visits a year aboard all PN vessels with helicopter landing capability in order to keep ship personnel current on helicopter shipboard operations CHAPTER 4: EQUIPMENT AND MATERIAL ‘ 400. GENERAL: It is especially important for a pilot of an enroute helicopter that upon arrival, the vessels will be of standard design and properly equipped to safely take the helicopter on board. The minimum equipment listed herein is considered as absolute necessary to conduct helicopter operations safely. 401, MINIMUM MATERIAL REQUIREMENTS: For daytime operations, vessel will have in hand in operable conditions, the following minimum equipment:1. READY TO START ENGINE PILOT/CO-PILOT to LSE The pilot or co-pilot raises arm with Either one (1) or two (2) fingers extended to signify readiness to start either engine no. 1 or engine no. 2. Co- pilot signals for engine no, 1 and Pilot signals for engine no. 2 LSE TO PILOT/CO-PILOT LSE repeats signal given by Pilot And Co-pilot to signify message understood, “Ready to start engine”. LSE makes sure that fireguard proceeds to vicinity of appropriate engine. ‘CONNECT/DI: INNECT EPU * 4) PILOT/CO-PILOT to LSE CONNECT: Extended index finger Of right hand is held against flat palm of vertical left hand. DISCONNECT: Pulls extended index finger of right hand from palm of left hand, This signal initiated by pilotico-pilot, repeated by LSE and executed by deck crew (chock men). Nn A PILOT/CO-PILOT LSE describes a large figure eight (8) with one 1) hand and points to the fire area With the other.PNOT/CO-PILOT 10 LSE a“1HUMBS UP” signal LSE TO FLIGHT DECK OFFICER (FDO) After receiving ready for take-off signal from Pilot, LSE faces FDO and signals “THUMBS UP” with right hand at eye level Left fist is held for the Pilot to see meaning “HOLD FOR TAKE-OFF”. After FDO gives thumbs up to LSE, LSE faces pilots and gives th. appropriate “THUMBS UP” signal6. REMOVE CH \WNS- PILOT/CO-PILOT to LSE Pilot swings arms apart extending thumbs outward. LSE TO PILOT/CO-PILOT LSE holds fists apart at hip level with ‘thumbs up, extended and pointed outward. Deck crew (chock men) at this point remove chocks\tie-downs.6. REMOVE CHOCKS/TIE-DOWNS PILOT/CO-PILOT to LSE Pilot swings arms apart extending thumbs outward. LSE TO PILOT/CO-PILOT LSE holds fists apart at hip level with thumbs up, extended and pointed outward, Deck crew (chock men) at this point remove chocks/tie-downs.LE holds fist with left hand and ves “THUMBS UP” signal with right hund extended to the right side 10 signify that chocks‘tie-downs have been removed. By LD POSITION OR STOP, LSE TO PILOT/CO-PILOT LSE makes clenched fists at eye level. Ss11. LANDING DIRECTIONS LSE to PILOTS LSE faces direction from where approach is to be made, LSE moves both hands to horizontal position to indicate that pilots shall take orders from him. When LSE is sure that the pilots see him, he raises his right hand wit palm facing outward then points to the landing spot with his left hand. 12, END OF LANDING DIRECTIONS LSE TO PILOT/CO-PILOT This signal is a continuation of the procecding signal. LSE faises right hand and peints to landing spot.I 13. LAND -LSE to PILOTS ‘Amms crossed and extended downwards in front of the body. f LSE 10 PILOT/CO-PILOT Ww LSE crosses and uncrosses arms overhead in repeating motfbns. } Pilot simultaneously takes off. a15. MOVE DOWNWARDS LSE to PILOTS ‘Arms extended horizontally to the sides, beckoning downwards with palms turned down. Speed of movement indicates rate of descent. 1 i r . \ 16, MOVE UPWARDS oat LSE T0 PILOi/CO-PILOT / \ « Arms extended horizontally to the fp sides, beckoning upwards with / / \ palms turned up. Speed of ‘ \ movement indicates rate of ascent.[f\ 17. SWING TAIL (LEFT OR RIGHT) Pp LSE to PILOTS } LSE points to appropriate skid (meaning for that skid to pivot) and ( gives “COME ON” signal to the direction of the tail swing. Z 18. MOVE BACKWARDS LSE TO PILOT/CO-PILOT LSE makes fore and aft sweeping motion with arms extended downwards, palm aft5) MOVE FORWARD "LSE to PILOTS LSE extends both arms forward then makes a “COME ON” signal by moving both arms toward the face. 20. ATTACH CHOCKS/TIE-DOWNS PILOT/CO-PILOT to LSE ‘Swing arms together with thumbs extended inwards.1. INSERT CHOCKS/TIE-DOWNS, LSE to PILOTS LSE sweeps fists together at hip level with thumbs extended and pointing inward. As soon as the first chockitie-down is inserted, LSE | clenches fists on appropriate arm. J ‘ y \ 21. CUTENGINES | LSE to PILOTS LSE makes “CUT THROAT” . ‘movement to signify cut enginesLSE to PILOTS LSE EXTENDS ARMS HORIZONTALLY SIDEWAYS. This signal, when given after take- off, is made during calm sea operations only. During moderate or heavy swells, this signal is omitted and immediate take-off signal is instead given. 24, TAKE-OFF ’ LSE to PLOTS With right hand, make circular motions overhead ending in a throwing motion towards the * direction of the take-off.25. MOVE HORI: "ALLY. LSE to PILOTS The appropriate arm is extended horizontally sideways in directions of movement and the other arm is swung in front of the body in a Tepeating movement.1. One boat and associated lowering equipment. Cras.. hit, consisting of: axe, fire saw, metal cutting cutter cable . sea dye marker lite fines hood, fireman buoy marker fire fighting equipment 3. Tie down, primary(4 each) 4, Tie downs, secondary(4 pes, 1 inch diameter Manila rope, 5 yds) 6. aoee re re 5. Protective helmets with visors, Preserver, life(tie-down crew) 7. Jerseys, identification(flight deck crew) 8, Flight deck netting ©. Portable fuel pump with filter. 402. MINIMUM MATERIAL, NIGHT OPERATIONS: For night operations, vessels must have on hand all items listed in part 401 and addition the following: a, gloves, international orange, reflectorized (4.LSE) b. ivlash light ¢. Approved deck lighting system 403. MINIMUM MATERIAL, EMBARKATION: For operations requiring an aircraft embarked, the requirements on part 401 and 402 must be on hand and in addition, the following: Jet Al fuel, free of contaminants and water suitable for aircraft use. Portable fuel pump with filter Chamois skin. External power unit (EPU), with cable and operating condition, Maintenance Ladder ai least 10 ft high . serge 404. MINIMUM MATERIAL, AIRCRAFT DEPLOYED: For operations with a deployed helicopter, the requirements of part 401, 402, and 403 must be on hand and any other items required by the mission and period of employment. Pre-deploymenty conference between vessel personnel and Naval Air Group should establish this requirement, 40S. FLIGHT DECK CLOTHING: Proper outfitting of all personnel on the fight deck is important for many reasons. Of primary importance is the protection afforded by proper equipment from injury as a result of engine noise, rotor down wesit; or falling objects. FDO and pilots accorsing to their functions. (See Figure 9)TATION *¢ LPU Type(Life Preserver, underarm) CHAPTER 5: ORGANIZ 500. 301 'No other type permitted due to the following reasons; a. LPU type is compact and lightweight and does not restrict movements of wearer in any manner. bb. Colors and other life vest might confuse pilot, especially if life preserver is colored orange. TION: DUT AND RESPONSIBILITIES GENERAL: All PN vessels with certified helideck (including LST’s) shall organize and maintain their organic flight deck crew in order to be ready and. capable to receive helicopter on board the vessel at any time. The Naval Air Group shall provide training requirements. (See paragraph 315). THE SHIP’s COMMANDING OFFICER: The primary concem of every ship's commanding Officer during helicopter shipboard operation is the safety of his ship and that of his men. Under no circumstances skall the ship’s Commanding Officer sacrifice the safety of his ship and men during HELOPS unless absolutely necessary. The Commanding Officer shall refuse helicopter landing/launching under the following circumstances: a, Presence of cargo and other heavy objects on or near the vicinity of the helipad. b. Presence of ammunitions and other explosives on or near the vicinity of the helipad ‘ © Heavy rolling and pitching of tine ship which exceeds the operational capabilities of the particular type of helicopter. ¢. When the ship is towing vessel or being towed herself. ¢ When ship is engaged in NGFS operations and the helicopter will pose to be a hindrance to the operations.502 503. When another helicopter is already on board the ship and cannot accommodate the landing helicopter due to the space limitations. & When ship is under fire from enemy or shore guns h. When ship is refueling. THE SENIOR AVIATION DEPLOYED/EMBARKED: The seniot aviator holding a rating in the type aircraft being flown, or other officers designated by the Naval Air Group, shall be the Detachment Senior Aviator. The senior aviator will assign additional duties to other members of the detachment as required to accomplish a mission DUTIES AND RESPONSIBILITIES: 1. Act as technical adviser to Commanding Officer of the vessel on all matters concerning aviation and flight safety. 2. Provide flight within the ability and limits of available resources in support of the mission of the vessel. Provide flight as practicable to maintain the profictency of pilots, aircrews and flight deck personnel 4, Conduct drills, lectures and training as practicable for vessel personnel in all phases of shipihelicopter operations. 5. Provide for required maintenance within the limitations of available sources. 6. Provide for security of aircraft 7. Provide for corrosion control within the limitations of available resources. 8 Compile statistical data for records and reports. HELICOPTER CONTROL OFFICER (HCO): The HCO should be one of the more experienced oftjcers aboard. His function is to provide liaison between the bridge. flight deck ang the helicopter. He must keep the OOD informed of the requirement of the flight operation in order that the vessel may be maneuvered as, requited to meet the needs of the helicopter as well as safe navigation, He must maintain radio communication with the helicopter, if possible and sound powered phone communication with the flight deck talker. . o€DU 5 6 UES AND RE! NSI HCO shall take station in the bridge. HCO shall maintain communication with the helicopter and sound powered communication with the flight deck talker. HCO shall act as the forwards air controller and shall give instructions to the helicopter during recovery and launching, All recovery instructions to the helicopter shall be relayed immediately to the FDO via sound power Provide the OOD with a recommended course and speed for HELOPS. Instruct duty QM on flag hoist operation during HELOPS, 304. FLIGHT DECK OFFICER (FDO): Duties and responsibilities ° The FIDO is designated by the ship Commanding Officer The primary duty,of the FDO is to supervise the safe landing/launching of all ancratt operating aboard ship. The FDO ensures that the flight deck crew is ready ai all time during HELOPS. Its the FDO's duty to keep the deck crew current on air ‘marshalling signals and procedures. the FDO must know and understand the air marshalling signals, the HELOPS flaghoist signals and the helicopter-to-ship light signals. During HELOPS, the FDO acts as a safety officer on the flight deck and he shall be constantly on the alert for hazard to safety. The EDO shall ensure that the helipad and its vicinity is clear of all obstructions, loose objects and other hazards to safety. Vhe FDO shall position himself behind and some distance away from the LSE. The F'1D0 shall be equipped with a police whistle in order to call the attention of the LSE when the need arises. {he DO shall ensure that the aircraff is properly secure¢ upon landing and that no unauthorized personnel will board the aircraft.10. The FDO shall inform ship Commanding Officer when aircraft is properly secured. 11, Under no citcumstances shall a helicopter take-off from deck unless the LSE receives signal to do so from the FDO. ~ 12. During heavy weather, FDO ensures that helicopter is properly lashed on deck. Ropes should secure main rotor and tail rotor blades with canvass boots attacned to its end. All exhaust ports shall likewise be covered. 3. DO shall see to it that the crash crew and small boat rescue teams are ready and on station during HELOPS, 505, THE LANDING SIGNAL- ENLISTED MAN (LSE): Duties and Responsibilities. |The | SE shall bear in mind that the helicopter pilot will depend on his signals when operating aboardship. Hesitation and indecision on giving the wrong signal may cause mishaps that may lead to loss of life and property. land signals must be executed distinctly and smartly. 2 The LSE shall position himself some distance away in front of the helipad markings and in full view of the landing aircraft 3 the LSE always have his back into the wind during the initial landing signal phase (See Air Marshalling Signal), when ship is dead-in-water, beached, moored or anchored. 4 During keavy pitching or rolling of the ship, pilot will greatly rely on LSE scaman’s eyes. Pitching should be timed and landing signal given just when downward pitch begins. hall not hesitate to give WAVE OFF signal on instances wherein the helicopter is in dangerous situation, or the safety of the helicopter or deck crew is threatened. ©. Under no circumstances shall the chock men approach the helicopter unless the pilot signals the LSE who is tum signal chock men to do so. All persons approaching the belicopter should do so in front and within the normal area of vision of pilot. 7. When loading, all baggage/cargoes will be placed where the pilot directs and rust be properly secured, 8 During launching, LSE shall make ste that chock men have removed and stowed properly all tie-down and other securing devices.Sue TE TH-DOWN CREW (CLK MEN): D and Responsibilities: |. During HELOPS. chock men (4) shall take station near vicinity of FDO (back of ESE 1 or any place designated by flight deck officer. 2. Chock men shall take orders only from LSE by hand signal 3. Uipon receiving signal from LSE to install/remove chocks and other securing cvises, chock men will approach helicopter in a crouching positioned directly in front of the helicopter, there upon two (2) proceeds to the port skid and the other two (2) 0 the starboard skid, Upon securing aircraft, all chock men shall immediately return to their original position in the same manner, During launching, any portable securing devise removed shall be carried back by the chock men for the pilot to see and confirm removal of the same to lift-off. $07. FLIGHT DECK TALKER: The flight deck talker shall man a sound powered phone in the immediate vicinity of the helipad. He shall the vital link between the FDO and the bridge and shall not only have all the qualities normally required of a talker but must also be thoroughly familiar with the procedures for HELOPS. The noise level on the flight deck usually includes normal conversation and the talker must recognize activities in progress and be aware of words and phrases to rapidly pass accurate information. He remains calm and is able to function effectively under pressure S08 THE FIREGUARD: \Juties and Responsibilities: 1. During HEL OPS-at least one (1) fireguard equipped with a portable fire extinguisher is required on the flight deck in case of helicopter engine fire. 2. During launching, the fireguard shall be stationed in the immediate vicinity of the engine to be started, (See pilot erew signals). After completion of engine start, fireguard shall immediately transfer to the vicinity of the other engine via the front of the helicopter. 3. Immediately atier chock men have secured aircraft during recovery, fireguard shall take station within the pilot's normal area of vision for quick response if needed He shall take special vigilance for any trace of smoke and fire in the general area of the engiie compartments and shall secure from station when rotors have stopped turffing, S08 CRASH CREW TEAM: During HELOPS, crash crew team composed of damage control personnel shall be stationed in appropriate area where thy can render immediate assistance when needed, shall be equipped with items found on paragraph 401, The crash crew team shall not interfere with normal helicopter openitions in any way, but shall remain in ‘their designated stationed as directed by the FIDO. The crash crew team shall be instructed in the following:Fmergency helicopters access doors. Location of fuel shut-off valves 3. Location of battery and disconnecting cable. 4, Removal of occupants from the aircraft 5. Location of master switch. © Must participate in fire/crash drills. 509, SMALL BOAT RESCUE TEAM: A small boat rescue team shall be stationed in the vicinity of the boat for immediate lowering in case of helicopter crash into the sea, When steaining, the rescue team shall board during HELOPS. CHAPTER 6; OPERATIONAL PROCEDURES 600, GENERAL: Rules and regulations cannot cover every contingency that may arise in helicopter shipboard operations. All helicopter pilots and ship personne! are assumed to be indoctrinated in their respective duties and responsibilities and to be capable of exercising prudent judgement in their respective field. During HELOPS, Safety is paramount in all aspects. 601. LIMITATION AND OPERATIONAL CONSIDERATIONS: Existing and forecast ‘weather tay both limit factor for HELOPS. Wind direction, height coverage of clouds, visibility, barometric pressure, sea condition and distances to a suitable landing, site must be considered, a ROLL: Plyht deck roll during landing can produce excessive lateral forces on the helicopter landing skid structure and may load structural failure, Excessive roll may esse the landing helicopter to skid on the deck upon touchdown. To provide on acceptable margin of safety, the maximum permissible roll of the vessel during take-off and landing is six (6) degrees from the vertical. b. PITCH: ‘The maximum pitch angle have not yet been established for thg BO- 1OSC type helicopter, but experience has shown that pitch angles in excess of seven (7) degrees will affect the control of the helicopter on take-off and landing. The pilot must evaluate overall deck motion before attempting a take- off or landing, ¢. WIND: The wind condition plays a major role in HELOPS. Wind direction and Yeloctty must be taken inio consideration both by vessel and the helicopter. The following shall be guideline for wind requirements.y DOWN WIND LEG HELICOPTER TRAFi!C PATTERNS FOR LSTS & AFT DECK VESSELS FIG 10602 03 604. d When Steaming. When steaming, the vessel shall turn into wind at all time during launching/ recovery of helicopters when wind velocity exceeds five(5) Knots, With velocity under five (5) knots, vessel may not turn into the wind for launching/recovery purposes, however, wind quadrant shall be limited only to forty five (45) degrees from either side of the bow. Under no circumstances shall the ship conduct HELGPS when wind direction is from the aster. e Others: When afi-deck ship is either moored, anchored or dead ~in-water, the wind direction quadrant shall from the bow to the beam and velocity shall not exceed five (5) knots, Helicopter approach area must be carefully checked for obstructions. especially when other ships are in the vicinity, For 1.ST’s that are either berth, moored, anchored, or dead-in- ater HIT OPS may be conducted regardless of wind direction up io 5-8 knots, { WEATHER: Existing and forecast weather may be a limiting factor for HELOPS. When a rendezvous with a helicopter is planned, the vessel should provide the following on-scene information to the aircraft controlling activity or to headquarters, Naval Air Group if operating within Manila base. 1 Height of iowest clouds base layer and percentage of sky coverage. 2 Morizomal visibility. 3. Wind direction and velocity, 4, fo-ometer pressure 5. Maximum roll and pitch on selected recovery heading, 6 Status of homing beacon 7 Standby frequeney of VHF/UHF set (2). HELICOPTER TRAFFIC PATTERN: A\\ helicopters intending to land aboard ship shatl latlow the preseribed traffic pattern as illustration in the figure no, 10. RADIO PROCEDURES: Radio phraseology to be used shall conform to the Intemational Phonetic Alphabet System. The HCU must be knowledgeable on pilot terminology and must speak clearly, Slowly and distinctly in order to be umerstood and to Jeave on room for errors during all phrases of HELOPS. REPORTING POINT: All helicopters intended to land aboardship shall report to the ship concerned at approximately five (5) to ten(10) miles out in order to give lead time for preparation of flight deck. Injtial report shall include the following a. Helicopter wemitication,FLAG HOTEL FLAG SEVEN FIG i608 606, 607, b. Approximate position in relation to the ship. Altitude. U__ VIP passenger on board. Intentions & Others Upon receipt of the helicopter’s initial call, the HCU shall relay the following information to the helicopter pilot: |. Present speed/heading, if the ship is steaming. 2. Barometric pressure (inches mercury). 3. Further instructiow/information. 4. Standby for recovery instruction 1 the ship is steaming, it may experiment with different speed/heading combinations in order to attain the ideal wind over the deck requirements Recovery heading, speeds, rolls and pitch rates, wind direction and velocity are immediately relayed to the helicopter. The helicopter pilot shall report his position from time to time especially when entering the traffic pattern. LANDING CLEARANCE: The HCU shall not give clearance to land unless th ship is on GREEN DECK STATUS, pilot shall not attempt to land unless cleared by HICU, Normally, landing clearance is given when the helicopter is in traffic pattern and is visible to the HCU. Radio communication usually LSE shall take- over landing instructions by hand signals. NO RADIO PROCEDURES: Helicopter to land aboardship shall make several low passes over the ship with an approximate light signals. (See paragraph 608) Helicopter shall continue circling until appropriate flag hoist signal is received. (See paragraph 607) + FLAG HOIST SYSTEM OF HELOPS: \n no radio situation between the ship and the helicopter, the following flag hoist signals are to be followed:(this system used only for AFP purposes, Consult ATP if dealing with foreign aircraft) A. This single flag HOTEL is used to cqnvey the following messages ut *: Continue circling, ship being prepared for reeovery.CLOSE UP: Ready for recovery, (or launching, as the case may be) cleared to tand/launch, HAULED DOWN: HELOPS completed. B. ‘This numeral Flag seven{7) is issued to convey the following messages ALDI | and at pilot's discretion. Do not land, proceed to alternate field. NOTE: ‘These signals shall be used independently one at a time. Under no circumstances as shall both flags be hoisted during HELOPS to avoid confusion in the part of the pilot. 008. HELICOPTER-10 SHIP-LIGHT SIGNALS: The following helicopters-to ship- signals shall be observed at all times in the absence of radio contact or communication lost between helicopter and ship: NULADY LIGtLL: Will land aboard your ship. WB SMONE ET ASHING Emergency, require immediate landing JLT; MEDEVAC. NOE, Ithas been observed during trials that af times, sunlight’s refection against the helicopter plastic bubble produces glare that may be mistaken for light signals 609. RECOVER V/LAUNCH SPEED: If ship's speed is over ten (10) knots, reduce to ten (10) knots. However, if ship speed is below ten (10) knots, maintain speed, 610. HELICOP1:R SHIPBOARD OPERATIONS EVOLUTION: A. KL:COMRY: Upon receipt of indications that helicopter will land aboardship. the following sequence 1s followed: . 1. Flight quarters is sounded and the following is announced over the vessel’s PA system:” Flight Quarters, flight quarters, flight deck crew, man your flight stations” Post signal man and hoist HOTEL flag to the dip.3 Recovery course and speed is determined and maintained through out the recovery phase, 4. FDO reports to HCO via sound power phone when all stations are manned 5. When a green deck is attained, HOTEL flag is hoisted up ( Simultaneously, cleared to land is given via radio). 6 Once the helicopter is on deck, Pilot or Co-Pilot signals “chock in” to LS 7 1 SF signals the chock men to the down the aircraft 8 Afier securing the aircraft, the two (2) chock men securing the front the down rings shall open the front doors of helicopter in order to receive the instructions from pilot, The other two chock men will standby to assist 9 Hag is hauled donyn Secure fiom Might Quarters, B LAUNCHING: During launching of helicopter, the following sequence is totlowed. 6 1 steam x. course and speed is determined and maintained, hight Quarters 1s sounded. FDO reports to HCO when all stations are manned and ready. HCO orders HOTEL flag hoisted at closed up position. This is a vital indication to all concerned that helicopter may start engine. LSE shall not allow pilot to start engine without flag. at this position When Pilot iznals LSE “ready to start engine”, LSE shall signal readiness to the pilot, Following engine start, adequate time is needed for warm up of engines and other components When LSE receives the “ready for take off” signal from pilot, LSE signals HOLD" to pilot with one hand and signals the flight deck talker with the other hand. Tatker shall inform HCO that helicopter is in fact ready for take off. When release clearance is given, HCO shall immediately inform the FDO. After EDO makes a careful check on degk situation, specially for safety hazards, same will signal LSE for take-off.