SH-60B HELICOPTER. FLIGHT MANUAL (2008)

A1-H60BB-NFM-000

ACRT — Clear EQUIPMENT STATUS TABLE FAULTS/TEST (after system on for 15

seconds).

Note

D Displayed ACRT faults on the equipment status table may cause erroneous

communication between AOP and the AHS.

D Ensure VERSN 2002 is displayed in the equipment status table beside

ACRT/SDC prior to Hellfire launch operations. If VERSN 2002 is not

displayed, initiate AOP test of the ACRT/SDC.

Laser code — ENTER AND SELECT.

VCR — ON and recording.

LEP — VISORS DOWN.

ATO/SO FLIR — SELECT.

FLIR main menu select — Confirm laser code.

LASER — ENABLE.

10.

AN/ASQ-198 WEAPON SELECT switch — NOSE.

Note

Laser will arm if the weapon select switch is in any position other than OFF.

11.

MASTER ARM — ARM.

12.

AOP ARM LRD cue — SELECT YES.

Note

D Certain keyset functions can interrupt live FLIR video. If the laser operator

live FLIR video is interrupted, the laser will be disarmed. Thus, the

MASTER ARM must be cycled (i.e., to SAFE and back to ARM) and the

MPD ARM LRD cue must be selected to YES in order to rearm the laser.

D If repeat other is selected after the LRD is armed, the LRD will temporarily

disarm while the operator is not viewing live FLIR video. In this case,

returning to live FLIR video will automatically rearm the LRD.

13.

AVT — LOCK ON TARGET.

14.

Reticle — POSITION.

15.

Laser status — Ensure LASER ARMED is displayed on the MPD.

16.

Designate target laser trigger to 2nd detent — LASING DES alert is displayed on the MPD.

Ensure the LASING alert disappears when the laser trigger is released. If

the LASING alert remains displayed, refer to Uncommanded Lasing

procedure.

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Upon completion of lasing:

17. AN/ASQ-198 WEAPON SELECT switch — OFF.

18. MASTER ARM — SAFE.

19. LASER — DISABLE.

20. HELLFIRE PWR — OFF.

7.17.15 MAD Operational Checklists

7.17.15.1 MAD Deployment

CAUTION

MAD operations with FLIR pod mounted on the starboard weapons pylon

are not recommended. Turbulence due to proximity of FLIR pod may

impede safe recovery of magnetic anomaly detector.

1. MAGNETIC DETECTING SET PWR — ON.

2. MAD reeling machine POWER — ON.

3. Verify no fail lights, SYS READY light — ON.

4. Verify straight and level.

5. Verify airspeed 40 to 90 KIAS.

6. Verify altitude 200 feet AGL minimum.

7. Report — “READY TO DEPLOY MAD”.

(When directed) REEL — OUT, commence timing.

9. Observe VEHICLE TRAIL light ON and report — “MARK TIME, VEHICLE TRAIL”.

10. Verify CABLE LIMIT light — ON (within 61 seconds).

If MAD bird is lost in flight, MAD cable shall be cut immediately at the reeling

machine by activation of the EMER REL button.

CAUTION

MAD reeling machine power shall be secured after 61 seconds with no

CABLE/MAD LIMIT light.

Note

D Some pitching and longitudinal surging of the MAD towed body can be

expected within five feet of the pylon.

D If the MAD towed body stops at an intermediate position during

deployment, the CABLE LIMIT light on the MAD reeling machine control

panel and the MAD LIMIT light on the caution/advisory panel should flash

continuously.

D If reeling machine power is lost or secured with MAD towed body

deployed, MAD jettison circuits are inoperative.

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A1-H60BB-NFM-000

11. Recenter REEL switch and report — “CABLE LIMIT”.

12. Conduct MAD operations.

7.17.15.1.1 MAD Altitude Compensation Procedure

1. Pilot — Climb to minimum of 2,000 feet.

Note

Higher altitude will produce better results due to less interference from

geological sources.

2. Deploy the MAD.

3. Tune the compensator dial on the MAD amplifier for current part of the world.

4. Set the following controls to the given values:

a. γ FS — 1.

b. BANDPASS settings — .04 and .6.

c. ALT COMP switch — ON.

5. Observe the displayable noise.

6. Make small adjustments to the compensator dial to attain minimum noise.

7. Pilot — Make small altitude excursion (±100 feet) to ensure no excessive noise exists.

8. Retrieve the MAD.

7.17.15.2 MAD Retrieval

1. γ FS — TST.

2. Verify straight and level.

3. Verify airspeed 40 to 90 KIAS (50 to 55 KIAS for last 12 feet).

4. REEL — IN.

5. Verify CABLE LIMIT light — OFF and report -- “RETRIEVING, CABLE LIMIT LIGHT OFF”.

Note

D Some pitching and longitudinal surging of the MAD towed body can be

expected within five feet of the pylon.

D If the MAD towed body stops at an intermediate position during retrieval,

theCABLELIMITlightonthereelingmachinecontrolpanelandtheMAD

LIMIT light on the caution/advisory panel should flash continuously.

6. Verify VEHICLE TRAIL light — OFF.

7. MAD reeling machine POWER — OFF.

8. Report — “MAD STOWED, POWER SECURED”.

9. Secure from MAD operations.

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7.17.16 Alternate Engine Start Procedures

7.17.16.1 Crossbleed Start

D At 94 percent N_g, the aircraft will be light on it’s wheels. Be vigilant for

signs of dynamic rollover; maintain a centered cyclic and be prepared to

lower collective quickly. Sideward tip path may increase possibility of

dynamic rollover.

D The WOW switch may trigger, enabling AFCS functions associated with

flight; keep collective trim switch depressed. Fuel Dump, Rescue Hoist

shear, and Cargo Hook shear functions are enabled; keep personnel clear

of the aircraft.

D For shipboard operations, request amber deck and slacken Main Landing

Gear chains. Ensure chains do not become taut; dynamic instability may

result.

CAUTION

D When attempting engine crossbleed starts with the engine intake cowling

removed, a hot start may be experienced if the bleed air plug is not installed

in the anti--ice bleed air line.

D Donor N_g less than 94 percent may result in hot starts.

Note

A full fuel load is recommended when conducting a crossbleed start to

mitigate effects of a high power setting on deck.

Fireguard — Posted/area clear.

AIR SOURCE ECS/START switch — ENG.

ENG IGN switch — NORM.

Fuel Selectors — XFD/DIR (as required).

Collective — Increase to set minimum 94 percent N_g on operating engine.

Opposite Eng — START, normal procedures apply.

Collective — FULL DOWN.

PCL — FLY.

Fuel selectors — DIR.

10.

Back up Hyd Pump — AUTO.

11.

Check Torques matched within 5 percent.

12.

Post Engagement — CHECKLIST PERFORM.

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A1-H60BB-NFM-000

7.17.17 APU Turn--Up Checklist

1. Circuit breaker and switches — CHECKED AND OFF.

2. Rotor brake — ON.

3. BATT switch — ON.

4. Fire detector system — CHECK.

5. Fire guard posted, area clear.

6. Interior/Exterior/NVD lighting — AS REQUIRED.

7. APU — START.

a. ECS — OFF.

b. AIR SOURCE ECS/START switch — APU.

c. FUEL PUMP switch — APU BOOST.

d. APU CONTR switch — ON.

8. APU GENERATOR switch — ON.

9. Blade/pylon spread — AS REQUIRED.

CAUTION

D Should the blade fold system stall during spread, cycling the BLADE

FOLDswitchtoFOLDshouldreturntherotorbladestothefoldedposition.

D ShutdowntheAPUimmediatelyifarotorbladeremainsstalledintheAPU

exhaust.

D When the ROTOR SPREAD light is not illuminated, pressing the AFCS

CONTROL panel RDR ALT pushbutton during blade fold system

operations may cause failure of the system. Press this pushbutton only if

flashing and after the blade spread evolution has been completed.

a. Area — CLEAR (wing walkers positioned, as required).

b. CMPTR PWR/RESET pushbutton — ON.

c. BLADE FOLD MASTER switch — ON.

d. BLADE FOLD switch — SPREAD.

e. PYLON FLIGHT and ROTOR SPREAD lights — ILLUMINATED.

Illumination of the ROTOR SPREAD light may not be an accurate

indication of the blades being properly spread. Rotor engagement with

improperly spread blades may result in catastrophic rotor failure. A head

check shall be conducted any time the BLADE FOLD switch is moved from

the OFF position.

f. RDR ALT pushbutton — PRESS (if flashing).

Note

If RDR ALT pushbutton is flashing, pressing will update flight control

position to AFCS.

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g. BLADE FOLD switch — OFF.

h. BLADE FOLD MASTER switch — OFF.

i. IGB/TGB oil levels — Check, after pylon spread.

10. BACKUP HYD PMP switch — AS REQUIRED.

11. Conduct maintenance checks.

12. Blade fold — AS REQUIRED.

CAUTION

D Should the blade fold system stall during fold, cycling the BLADE FOLD

switch to SPREAD should return the rotor blades to the spread position.

D ShutdowntheAPUimmediatelyifarotorbladeremainsstalledintheAPU

exhaust.

D When the ROTOR SPREAD light is not illuminated, pressing the RDR

ALT pushbutton during blade fold system operations may cause failure of

the automatic system. Do not press this pushbutton during blade fold

operations.

D Simultaneous folding of main rotor blades and tail pylon is prohibited.

Note

Failure to suppress the DECU numerical fault codes on the PDU will

prevent the automatic blade fold from operating due to the torque signal

being relayed to the AFCS. Codes can be suppressed by pressing either

ENG OVSP TEST A or B button for the affected engine.

a. Area — CLEAR (wing walkers positioned, as required).

b. BACKUP HYD PMP switch — ON.

c. STABILATOR AUTO CONTROL pushbutton — OFF.

d. SAS 1 and SAS 2 pushbuttons OFF, TRIM pushbutton ON, AUTO PLT pushbutton OFF.

e. SERVO switch — 1ST OFF or 2ND OFF.

BLADE FOLD MASTER switch — ON.

g. BLADE FOLD switch — FOLD.

h. Rotor brake — OFF.

ROTOR INDEXED light — ILLUMINATED.

Note

Blades may be manually indexed if the main rotor indexer/gust lock fails.

Cycling the BLADE FOLD switch OFF, pulling the RTR HD INDEX

MOTOR circuit breaker (NO. 2 AC PRI, SO OVHD, ROW 3 CB 5), and

cycling the BLADE FOLD switch to FOLD may disengage the indexer.

RotatetherotorsystemuntiltheINDEXEDlightilluminates,thencontinue

with the Blade Fold Checklist.

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A1-H60BB-NFM-000

Rotor brake — APPLY.

k. BAR ALT pushbutton — FLASHING.

Collective, cyclic, and pedals — FREE TO POSITION.

Note

If computer is unable to null after 30 seconds, the AFCS DEGRADED

caution will appear. To attempt another cycle, turn BLADE FOLD switch

OFF, press any FAIL ADVISORY MODE RESET pushbutton, and repeat

blade fold sequence.

m. BAR ALT pushbutton — PRESS.

Note

The following blade status panel light sequence indicates proper operation

of the fold cycle: TRIM light flashing (blades positioned for pitch lock

insertion) and PITCH LOCKED light illuminated (last pitch lock in).

Blades will begin folding following the illumination of the PITCH

LOCKED light. Should the INDEXED light flicker or extinguish during

folding (indicating a loss of index), the blade fold sequence will stall.

Cycling the BLADE FOLD switch to SPREAD should clear the stall. When

the SPREAD light illuminates, the rotor head may be re--indexed and

another fold cycle attempted.

n. ROTOR FOLDED light — ILLUMINATED.

o. BLADE FOLD switch — OFF.

p. BLADE FOLD MASTER switch — OFF.

q. SERVO switch — CENTER.

13.

BACKUP HYD PMP switch — OFF.

14.

Lights — OFF.

15.

STABILATOR MAN SLEW switch — SLEW TO

0º (as required).

16.

APU GENERATOR switch — OFF.

17.

APU — SHUTDOWN.

a. AIR SOURCE ECS/START switch — OFF.

b. APU CONTR switch — OFF.

c. FUEL PUMP switch — OFF.

18.

BATT switch — OFF.

7.17.18 No APU Shutdown Procedures

1. TAIL WHEEL switch — LOCK.

2. Parking Brake — SET.

3. Chock(s) — IN.

4. BACKUP HYD PMP switch — ON.

5. MSN Power — OFF.

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A1-H60BB-NFM-000

If External Power is available:

6. External Power Cord — CONNECT.

7. External Power Source — VERIFY ENERGIZED.

8. External Power Switch — RESET, THEN ON.

Note

If the external power source is energized, and the EXT PWR Switch is

placed to RESET, then ON, the external power circuit will be energized, and

power to the aircraft system busses will be immediately available upon

securing the main generators. External Power will NOT supply power to

any of the aircraft system busses while any source of airframe power is

energized. The EXT PWR CONNECTED Annunciator light only verifies

that an acceptable external power source is connected to the aircraft. There

is no means of verifying the external power circuit is energized prior to

securing main generators.

9. NO. 1 and NO. 2 GENERATOR switches — OFF.

10. Proceed with step 6. of Normal Shutdown Checklist.

If External Power is not available:

11. ECS — OFF.

12. STABILATOR MAN SLEW switch — SLEW to 0 (as required).

13. APU GENERATOR switch — OFF.

14. ENGINE IGNITION switch — OFF.

15. Flight controls — POSITION (as required)

16. Lights — AS REQUIRED.

Note

At night, consideration should be given to configuring battery--powered

lighting in the cockpit before securing interior lights.

17. Area — CLEAR.

18. NO. 1 and NO. 2 GENERATOR switches — OFF.

With no AC Power, AFCS TRIM will be lost. An unguarded cyclic will

allowtherotorarctodipaslowasfourfeetabovetheground,withoutdroop

stoppounding,priortofullcontroldeflection.Thisconditionisexacerbated

at night by the loss of aircraft lighting to aid in tip path placement.

CAUTION

After shutdown of the second engine as N_r drops below approximately

92--97 percent, the main generators will drop off line and the VIDS will not

be available to monitor for Post Shutdown Engine Fire, and engine starter

will be unavailable. Personnel should be standing by with a fire

extinguisher due to this possibility.

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A1-H60BB-NFM-000

Note

Duringshutdownatnight,therotorheadlightwillnotbeavailableifbattery

charge is below 35 percent. During shutdown, loss of hydraulic pressure

will occur as N_r decreases resulting in loss of control to the rotor system.

Ensure personnel are well clear prior to commencing shutdown.

19. PCLs — IDLE.

20. NO. 2 PCL and fuel selector lever — OFF.

21. Droop stops — IN.

22. NO. 1 PCL and fuel selector lever — OFF.

23. Rotor brake — ON (between 30 percent and 50 percent N_r).

24. BATT switch — OFF.

7.18

NORMAL MANEUVERS

The AFCS of the SH--60B helicopter is designed to significantly reduce pilot workload in all regimes of flight.

Attitude, altitude, airspeed, and yaw control can be performed by the AFCS, when desired.

7.18.1 Taxi

With the tail wheel unlocked, place the cyclic forward of neutral and increase collective to start forward movement.

Minimize forward cyclic movement to prevent droop--stop pounding. Reduce collective to the minimum required to

maintain forward movement. Soft or rough terrain may require additional collective. Regulate taxi speed with

collective and control heading with pedals while checking heading indicators and turn needles. Cyclic should be

displaced in the direction of turns. Use brakes as required.

7.18.2 Takeoff

The pilot not at the controls (PNAC) shall monitor all systems (e.g., stabilator, engines, transmissions) during takeoff

to alert the pilot at the controls (PAC) of malfunctions.

7.18.2.1 Takeoff to Hover

With cyclic slightly aft of neutral, increase collective until desired hovering altitude is reached (normally a 10--foot

wheel height). Use pedals to maintain heading as collective is increased. The normal hover attitude is 4° to 5° nose

up and 2° to 3° left wing down.

Perform the following checks in a hover:

1. Flight controls — NOTE CORRECT RESPONSE.

2. System and flight instruments — CHECK.

3. Power — CHECK. The power check will determine if enough power is available for the mission. It is

accomplishedbycomparingtheindicatedtorquerequiredtohoverwiththepredictedvaluesfromperformance

charts.

7.18.2.2 Hovering Turns

Hovering turns may be accomplished in one of two ways. The conventional flight control system may be used by

applying pressure on the desired tail rotor pedal to begin the turn, using pressure and counter pressure on pedals as

necessary to hold the desired rate of turn. The pilot may also turn by depressing the HDG TRIM switch in the desired

direction and a turn will be effected at 3 degrees per second. In either case, coordinate cyclic and collective as required

to hold desired attitude and altitude.

ORIGINAL

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7.18.2.3 Sideward and Rearward Flight

From a stabilized hover, apply cyclic pressure in the desired direction of flight to begin sideward or rearward

movement. Maintain desired heading with pedals and altitude with collective. To return to a stationary hover, apply

cyclic pressure opposite to the direction of movement by coordinating collective and pedal. The RADALT hold and

heading--hold feature of the AFCS may be used to hold desired altitude and heading.

7.18.2.4 Air Taxi

From a stabilized hover, apply forward cyclic pressure to begin forward movement. Desired heading may be retained

with pedals or the HDG TRIM and altitude with collective. Changes in direction should be made primarily with pedal

control or the HDG TRIM switch, and altitude with collective. Changes in direction should be made primarily with

pedal control or the HDG TRIM switch to avoid excessive bank angles. To stop forward movement, apply aft cyclic

pressure while coordinating collective and pedals to hold desired altitude and heading.

7.18.2.5 Normal Takeoff

Align the helicopter with the desired takeoff course in a stabilized 10--foot hover or an altitude permitting safe obstacle

and terrain clearance. Smoothly apply forward cyclic pressure to begin acceleration into effective translational lift.

As the helicopter transitions from hovering to forward flight, the change in direction of the main rotor thrust vector

will result in a loss of lift, which tends to cause the helicopter to settle. As airspeed increases through translational

lift (approximately 15 knots), the power requirements to maintain level flight will decrease and more power will be

available to climb. Refer to the Height--Velocity Diagrams (Figure 4-4) for avoid areas.

7.18.2.6 Running Takeoff

Running takeoffs should be used under conditions of high--gross weight and high--density altitude where the power

available may not be sufficient to make a vertical takeoff. Contingency power should be selected. Move the cyclic

slightly forward of neutral and apply enough collective to start a forward roll while maintaining heading with pedals.

Maintain cyclic and collective settings until passing through effective translational lift. Apply enough power for the

helicopter to leave the ground. Continue to climb and accelerate, transitioning to a normal climb.

7.18.2.7 Maximum Performance Takeoffs

A takeoff that demands maximum performance from the helicopter may be necessary because of various

combinations of heavy helicopter loads, restricted performance due to high density altitudes, barriers that must be

cleared, and other terrain features. The decision to use the following takeoff techniques must be based on an

evaluation of the conditions and helicopter performance. Contingency power may be selected if required.

7.18.2.7.1 Obstacle Clearance Takeoff

From a hover, a vertical climb is initiated using coordinated cyclic, pedals, and collective up to TGT or torque limiting.

Once the desired altitude is reached, transition to forward flight/climb as desired. Maintaining clearance from

obstacles is the most important aspect of this takeoff, not rapidity. Crewmen should be positioned at the cabin doors

to ensure tail rotor clearance. Do not exceed TGT or torque limitations.

7.18.2.7.2 Maximum Gross Weight Takeoff

The decision to use the following takeoff technique shall be based on an evaluation of the conditions and helicopter

performance. Contingency power should be selected if required. Position aircraft into the wind, and apply power

smoothly by increasing collective pitch to raise the helicopter to a low hovering altitude. While slowly increasing

forward cyclic, maximum power shall be smoothly applied to continue the takeoff, gradually accelerating and

maintaining the low hover altitude. As translational lift isattained, adjust thenose to begin an accelerating climb. The

critical period is over when translational airspeed is attained; accelerated through. However, the climbout should

remain shallow until airspeed has increased to

50 knots KIAS to ensure best single--engine performance

characteristics.

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7.18.3 Climb Procedures

The procedures for establishing a climb will vary depending on when the climb was initiated (i.e., transition to

forward flight, running takeoff, obstacle clearance). Regardless of the type of climb desired, refer to the climb charts

to obtain the profile that will yield best rate--of--climb speed.

7.18.3.1 Initial Climb to Altitude

This will normally start after the helicopter has transitioned to forward flight and the desired climb speed is

approached. Adjust the collective and cyclic to obtain the airspeed that will produce the best rate of climb for the

specific gross weight, pressure altitude, and OAT conditions. Maintain directional control with the tail rotor pedals.

7.18.3.2 Maximum Performance Climb

The climb is usually made to gain altitude in the least amount of time, or when gross weight and density altitude

prohibit a normal climb with associated power. Apply maximum power while simultaneously applying cyclic to

transition to the airspeed that will produce the best rate of climb for the existing gross weight, pressure altitude, and

OAT. Directional control should be maintained on all maximum performance climbs with tail rotor pedals.

7.18.3.3 Cruise Climb

This type of climb may be varied by sacrificing rate of climb for airspeed, or airspeed for rate of climb, depending

on the time and horizontal distance desired before reaching the newly selected altitude. After determining the desired

rate of climb and associated speed, adjust the collective and cyclic to produce the results for specific gross weight,

pressure altitude, and OAT conditions.

7.18.4 Cruise

To obtain specific power settings and fuel consumption rates, refer to the cruise charts.

7.18.5 Descent

The factors governing the type of descent to be made are gross weight, pressure altitude, OAT, condition of landing

site and terrain, and the amount of time desired in which to accomplish the descent.

7.18.5.1 Cruise Descent

Descents from an established to newly selected altitude are made by lowering the collective to obtain the power

reduction that will produce the desired rate of descent.

7.18.5.2 Autorotative Descent

The autorotative descent is used whenever a rapid descent is desired. An autorotative descent is made by lowering

the collective to minimum and entering autorotation, then using collective to control N_r. 75 KIAS will produce the

minimum sink rate and 95 KIAS will produce the maximum glide distance. To recover, slowly raise the collective

at approximately 200 feet above the selected altitude to resume powered flight and slow the rate of descent, then adjust

the cyclic to resume desired cruise airspeed. The autorotative descent should not be used in Instrument Meteorological

Conditions (IMC) except in an emergency.

Note

AtransientNpriseofupto109 percentfollowing entryinto anautorotation

is possible. This is acceptable as long as it does not exceed the Np

limitations.

To obtain specific power settings and fuel consumption rates, refer to the cruise charts.

ORIGINAL

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7.18.6 Night/IMC Descent Over Water

Operational Risk Management (ORM) analysis, Controlled Flight Into Terrain (CFIT) prevention efforts, and mishap

data have identified low altitude night/IMC descents over water as a high--risk maneuver that demands undivided

aircrew attention and precise aircrew coordination. The following procedures are recommended for all night/IMC

descents over water at 1,000 ft AGL and below:

Failure to follow night/IMC descent procedures over water may lead to a

loss of situational awareness and result in water impact.

Note

D Prior to commencing night/IMC descents over water, barometric altimeters

should be synced to the radar altimeter.

D Descents should be commenced and conducted in a wings--level attitude

when circumstances allow.

D Altitude hold shall be used in level flight at 500 ft AGL and below.

D RAWS tones shall be verbally acknowledged by pilot and copilot.

Descent:

1. The PAC reports “ON INSTRUMENTS” and states the leaving altitude, intended altitude, and variable

RAWS/LAWS index position (i.e., set below the intended altitude).

2. The PNAC acknowledges descent commencement, intended altitude, and RAWS variable index position.

3. The aircrewman acknowledges the intended altitude. (During the descent, the aircrewman should monitor the

altitude via the NAV PARAMETERS table or the altitude display, to the maximum extent permitted by the

tactical situation).

Level--off:

1. As the helicopter nears the intended altitude, the PNAC reports “RAWS tones,” 200 ft and 100 ft prior.

2. When level, the PAC reports “LEVEL” and “ALTITUDE HOLD ENGAGED.”

7.18.7 Approach to Landing

An approach should be a precise maneuver. Approaches should not be made so low that the PAC loses sight of the landing

point nor so high that a very low power setting with a high rate of descent is required. Approach speed will depend on weight,

altitude, and wind conditions. Maintain translational lift as long as possible while avoiding excessive flares and abrupt, large

power inputs. The PNAC shall monitor all systems (e.g., stabilator, engines, transmission) during the approach and landing

to alert the PAC of malfunctions.

CAUTION

Nose attitudes in excess of 13° nose--up at altitudes less than or equal to 15

feet will cause the tail bumper/stabilator to impact the ground.

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7.18.7.1 Normal Approach

Before commencing a normal landing, ensure the Landing Checklist is complete. The landing is approached from an abeam

position of approximately 500 feet AGL at an airspeed of 75 to 100 KIAS, so as to arrive at the 90º position at approximately

300 feet AGL and 60 to 80 KIAS. Continue the descent to roll wings--level into the wind with approximately 1,000 feet of

straightaway at 150 to 200 feet AGL and 50 to 70 KIAS. Initiate a decelerating attitude and maintain this attitude until the

airspeed decreases to 20 KIAS and 30 feet on the radar altimeter.

At 30 feet, adjust the nose attitude (15º nose--up maximum) and increase collective to achieve a hover at approximately 10

feet. Maintain heading and attitude using the tail rotor pedals and cyclic. When transition to a hover is not possible and running

landings are not feasible, normal approach procedures may be used for a no hover landing.

7.18.7.2 Steep Approach

A normal approach is flown until reaching the final inbound course to the landing site. Level off at approximately 200 feet

AGL, transition to approximately 40 KGS, and intercept the glide slope (approximately 20 to 30º). Reduce power to begin

the descent. While descending, do not exceed 700 fpm and maintain translational lift until reaching ground effect. Should

rate of descent become excessive or the approach angle become excessively steep, execute a waveoff. The approach may

be flown to a hover or no--hover landing as desired. Refer to Chapter 11 for a detailed discussion on vortex--ring state and

Chapter 9 for a detailed discussion on mountain and rough--terrain flying.

7.18.8 Landings

Extreme aft cyclic in conjunction with low or decreasing collective settings

maycausedroopstoppounding(DSP)orcontactwiththeALQ--144A/205.

Rapid aft cyclic movement in conjunction with low collective settings may

also cause main rotor blades to strike the tail pylon, resulting in loss of tail

rotor drive.

7.18.8.1 Crosswind Landing

When a crosswind approach is necessary, it is best to bring the helicopter to a hover and perform a hovering turn into

the wind before landing. When this cannot be done, execute a flare and hover as though making a normal approach

into the wind. Arrest all drift before touching down. In strong wind, it will be necessary to hold the helicopter in a

slipusingcrosscontroltotouchdownfirstontheupwindwheelandtail wheel.After touchdown,allow thehelicopter

to settle on the other wheel.

7.18.8.2 Vertical Landing from a Hover

The most important consideration in making a vertical landing is arresting lateral drift. Commence a vertical descent.

The aircraft will touch down tail wheel first, then left main mount, and last, right main mount due to the normal nose

up, left wing down hover attitude. As the collective is lowered, the tip path will tend to move right wing down due

to control mixing.

7.18.8.3 Running Landing

Running landings are usually made from a shallow approach when the helicopter cannot hover due to insufficient

power available or loss of tail rotor control. Adjust collective as necessary to maintain the desired approach angle;

dissipate speed gradually throughout the approach so the landing can be made while maintaining translational lift.

A running landing should not be attempted on rough terrain. Establish a straight track over the ground and a shallow

approach with a slow rate of descent. Use tail rotor pedals to maintain heading in the direction of track and cyclic to

controldrift.Eliminatealllateraldriftbeforetouchdown.Asthehelicopterapproachestheground,increasecollective

slightly to reduce rate of descent and adjust airspeed to a value compatible with gross weight. Do not exceed

groundspeed limitations. As the wheels contact the ground, tail wheel first then main gear, move the cyclic to the

neutral position and slowly decrease collective to minimum. Stop the helicopter with the wheel brakes. Avoid

overbraking, especially at high gross weights.

ORIGINAL

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CAUTION

Rapid divergent tail wheel oscillations can occur at certain ground speeds

and collective combinations with a malfunctioning or unlocked tail wheel.

If a running landing is required, maintain 20 KGS or less on touchdown. If

oscillations occur, the aircraft should be brought into a hover or stopped

with minimum collective and maximum braking.

To prevent rotor head damage and to extend dynamic component life, excessive aft cyclic should be avoided after

touchdown. To avoid this during a running landing:

1. Control airspeed prior to the main wheels touching down. Avoid aerodynamic braking with cyclic.

2. Be aware of the tip path plane; excessive aft cyclic will place the tip path unusually high in the field of view.

3. Consciously reposition the cyclic forward prior to lowering collective.

7.18.8.4 No--Hover Landing

A no--hover landing is accomplished in the same manner as a normal approach to a hover. Continue descent through

the hovering altitude to touchdown on the tail wheel with little or no forward roll. Maintain the landing attitude

(approximately 5º nose--up) with collective and aft cyclic until all forward movement is stopped, then lower the main

landing gear to the ground.

7.18.8.5 Unprepared Site Landing

This maneuver may be required under many different circumstances, regardless of the mission. The first step is a

thorough study of the landing environment. Refer to Chapter 9 for a discussion of landing site evaluation.

Once it has been determined that a safe landing can be made, the PIC should decide whether or not to use a no--hover

landing. Although a no--hover landing will minimize brownout/whiteout, a hover to a landing will better afford the

crew the opportunity to clear the aircraft of all obstacles before touchdown. Both options should be considered.

CAUTION

The helicopter shall be continually cleared throughout the approach until

collective reduction after touchdown. Helicopter damage may result after

contact with foreign objects following collective reduction.

7.18.8.6 Confined Area Landing (CAL)

This maneuver is conducted to allow the helicopter to land in a Landing Zone (LZ) not accessible to a standard

tactical/no--hover landing profile due to obstructions. The CAL maneuver will afford the helicopter the safest

available route of approach for landing as well as the capability to safely takeoff and depart the LZ. The maneuver

starts by aligning the aircraft on final approach to the confined area intended for landing. Slow the aircraft to 20 KGS

orlessbythetimeitcrossesthelastobstructionontheapproachendoftheLZ.Whentheaircraftisclearedtodescend,

simultaneously use aft cyclic and decreasing collective to stop forward motion and begin the descent. Drift in both

the fore/aft and left/right directions must be controlled throughout the maneuver.

CAUTION

The helicopter shall be continually cleared throughout the approach until

collective reduction after touchdown. Helicopter damage may result after

contact with foreign objects following collective reduction.

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7.18.9 Practice Autorotative Approach

Practice autorotations with power recovery below 500 feet AGL shall be accomplished at approved landing areas or

airfields. Always plan an autorotation to an area that will permit a safe landing in the event of an actual emergency;

preferably a hard, flat, smooth surface clear of approach and takeoff obstructions. Practice autorotations should not

be attempted in conditions of high grossweight and critical CG loadings. Under conditions of high gross weight, the

flare is very critical.

Deviations from straight--in autorotations should be practiced to ensure full utilization of the helicopter capabilities

and improve pilot proficiency. These deviations include the use of 100 KIAS autorotations for maximum range and

turns to establish precision maneuvering to arrive over a predetermined spot on the ground. Practice autorotations

should begin at an altitude that will permit a power--off approach to the desired landing spot. The recommended

altitude for practice autorotations is no lower than 500 feet AGL. After the completion of the Landing Checklist and

at selected cruising speed, smoothly bottom the collective. Maintain 100 to 105 percent N_r and 80 KIAS in the descent.

Commence a flare at approximately 200 feet AGL to slow forward airspeed and stop rate of descent. The power

recovery is initiated at the end of the flare no lower than 60 feet AGL by rotating the nose forward to hover attitude

and subsequently increasing the collective to stop the rate of descent by 20 to 30 feet, with 15 to 20 KGS and zero

drift. Avoid abrupt applications of power.

Note

D During practice autorotations, the pilot not at the controls should provide

200 feet AGL altitude calls. Recovery or waveoff shall be initiated prior to

descent below 60 ft AGL.

D AtransientNpriseofupto109percentfollowingentryintoanautorotation

is possible and acceptable as long as Np limitations are not exceeded.

Simulated emergencies over unprepared surfaces may be executed wherein an autorotative state is entered; however,

recovery shall be made at not less than 500 feet AGL and not less than 40 KIAS. These simulated emergencies are

primarily for the purpose of developing sound judgment in the selection of the best available landing site in an

emergency situation.

7.18.10 NOE Quickstop

The NOE quick stop is used to slow or stop the aircraft in the NOE flight regime. If performed properly, the quick

stop effectively slows the helicopter, while balancing the need to maintain safe tail clearance against the tactical

requirement to keep the aircraft masked. The maneuver is a level speed change with the point of rotation about the

tail rotor, not the aircraft’s aerodynamic center.

1. Maneuver description:

a. The PAC announces intention to crew by stating, “QUICK STOP.” The PAC begins the maneuver by

increasingcollectiveslightlywhilepositivelyapplyingaftcyclic.Thiswillinducetheaircraftrotationabout

the tail rotor.

b. Right gunner acknowledges with “TAIL CLEAR” as gunners scan forward and under the aircraft to aid the

PAC in clearing the tail.

c. After initial rotation, PAC reduces the collective to prevent ballooning. If power reduction is too abrupt,

this will tend to build N_r and cause the engines to uncouple. It is imperative to maintain some power on the

aircraft.Sinceuncoupledenginesrequiretimetospoolup,theundesirableresultscanbeN_r droop,degraded

aircraft control, and loss of tail rotor effectiveness while attempting to maintain HOGE. If uncoupling

occurs, lead the recovery with collective to re--couple the engines and prevent N_r droop.

d. To complete the maneuver, nose attitude and collective reduction are adjusted dependent on the rate of

deceleration desired.

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2. Common errors include:

a. An overly aggressive flare, causing ballooning.

b. Failure to lead recovery from the maneuver, causing abrupt power changes or loss of N_r.

c. Not rotating about the tail rotor, allowing the tail to come close to impacting the ground.

d. Not maintaining altitude/allowing the aircraft to settle with a nose--up attitude.

CAUTION

The PAC shall ensure that the engines remain coupled throughout the

maneuverinordertopreventexcessiverotordroopresultinginaltitudeloss

and/or loss of tail rotor effectiveness.

7.18.11 Practice Single--Engine Failure in an HOGE (Cut and Run/Cut Gun)

This maneuver shall be conducted over a prepared surface into the wind. Commence maneuver from a hover with

a minimum altitude of 70 feet AGL. The PAC and PNAC must monitor nose attitude, N_r, torque, rate of descent,

altitude, and airspeed until aircraft reaches safe conditions. If it appears the aircraft is going to make contact with the

ground, the PAC shall take action to ensure the aircraft touches down in a level attitude with no yaw or drift.

If simulating HOGE power sufficient to execute a Cut and Run, PAC should use coordinated cyclic and collective

inputs to transition to forward, descending flight while maintaining heading. The goal is to increase airspeed while

descending into ground effect in order to achieve single--engine airspeed.

If simulating HOGE power not sufficient to execute a Cut and Run (Cut Gun), PAC should arrest drift and adjust

collective as required to preserve N_r while descending into ground effect. This maneuver may be completed by

executing a max gross weight style takeoff from the HIGE.

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CHAPTER 8

Shipboard Procedures

8.1

GENERAL

This chapter highlights specific shipboard procedures and is not intended to replace procedures found within

respective CV NATOPS, LHA/LHD NATOPS, and NAVAIR 00--80T--122 (Helicopter Operating Procedures for

Air--Capable Ships) manuals. Aviation ships refer to aircraft carriers (CV/CVN) and amphibious assault ships

(LHA/LHD). All other ship classes having the ability to support helicopter operations are referred to as air--capable

ships.

8.1.1 Introduction

Shipboard procedures encompass operations involving all ships having a helicopter landing capability. Ships

utilizing helicopter services normally provide a helicopter landing area, but numerous variations exist with regard

to support facilities such as hangars, unprotected platforms, and nonstandard fuel and power facilities.

PilotsmustrefertotheCVandLHA/LHDNATOPSManualspriortooperationsinvolvingaviationships.Pilotsmust

refer to the Air--capable Ships Helicopter Facilities Resume (NAEC--ENG 7576), Helicopter Operating Procedures

for Air--Capable Ships (NA 00--80T--122), and Helicopter Operations from Ships other than Aircraft Carriers

(HOSTAC APP 2) prior to operations involving air--capable ships. Individual ship procedures are delineated in NA

00--80T--122 and Underway Replenishment (NWP 4.01.4) series.

8.1.2 Shipboard Landing Qualification/Currency

Pilot and aircrew shipboard landing initial qualification, subsequent qualification, and currency requirements are

defined in Chapter 5.

8.2

GENERAL SHIPBOARD OPERATIONS

8.2.1 Flight/Hangar Deck Procedures

8.2.1.1 Movement of Helicopter

Size, weight, and fuselagestructure do not permit safe ground handling ofthe helicopteraboard ships where theonly

available method is to move the aircraft by hand. In the case of an emergency or when the appropriate mechanized

means are not available it may be necessary to move the helicopter by hand while underway. In the event of a situation

that requires the helicopter to be moved by hand, it shall be done IAW the procedures found in this manual and all

applicable pubs

(PLANE CAPTAIN MANUAL A1--H60BB--000, A1--H60BB--GAI--010, CV NATOPS

NAVAIR--00--80T--105, LHA/LPH/LHD NATOPS NAVAIR--00--80T--106, and HELICOPTER OPERATING

PROCEDURES FOR AIR--CAPABLE SHIPS NATOPS MANUAL NAVAIR--00--80T--122).

Helicopter movement by hand, while underway, is inherently dangerous.

Sea state, winds, and unexpected flight deck motion shall all be carefully

evaluated prior to helicopter movement.

Note

If operating from a ship that does not have mechanized means available to

move the helicopter, Squadrons shall coordinate with their Type Wing to

ensure the equipment required to move the aircraft by hand is available.

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8.2.1.2 Blade/Pylon/Stabilator Folding and Spreading

The maximum safe, non--turbulent wind relative to the helicopter for rotor folding/spreading and for tail

pylon/stabilator folding/spreading is 45 knots, except in emergency situations. The safety nets shall be lowered prior

to fold/spread evolution (as required).

CAUTION

D Unless external power is applied or the BATT switch is ON prior to folding

the tail pylon, the tail rotor indexer will not engage after starting the pylon

fold sequence and uncontrolled tail rotor windmilling may result.

D When connected to host ship’s 400 Hz power only, activation of the B/U

pump may cause a surge in the ship’s power and cause the ship’s converter

box to blow its fuses and damage the helicopter’s external power system.

D At any time blades are to be spread or folded aboard ship, personnel shall

act as blade walkers while the blades are in motion to prevent excessive

blade flapping, which could result in the blade tips striking the deck.

8.2.1.3 Engine Start and Rotor Engagement

Requirements for engine start and rotor engagement consist of the following:

1. Rotor blade restraints removed.

2. Main mount tiedowns secured with 2 to 3 inches of slack and chocks in place.

3. Flight deck area clear of unnecessary personnel.

4. Tail wheel locked, parking brake set.

5. Winds less than 45 knots.

6. Ship maintains steady course throughout engagement/disengagement.

Note

The Rotor Brake Start procedure shall be used for shipboard engine starts

and rotor engagements.

8.2.1.4 General Safety Precautions

1. Secure the helicopter with two chocks and a minimum of four tiedowns. Fueling personnel shall not approach

the helicopter until it is properly chocked and chained.

2. Personnelshallentertherotorarcnearthe9and3o’clockpositionswhendirected.Movementswithin therotor

arc shall be around the nose. Under no circumstances shall personnel work in close proximity to a turning tail

rotor.

3. For air capable ships, helicopter rotors shall not be engaged/disengaged or the aircraft launched/recovered

while the ship is turning.

4. For aviation ships, helicopter rotors should not be engaged/disengaged or the aircraft launched/recovered

while the ship is turning.

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A1-H60BB-NFM-000

When the helicopter is on the flight deck with the rotors engaged, the cyclic

should be held in the neutral position. Attempting to maintain the tip--path

plane parallel to the horizon on a rolling, pitching deck can be hazardous

to flight deck personnel and may cause droop stop pounding. Personnel

shall remain outside the rotor arc during engagement/disengagement.

8.2.2 Visual Landing Aids

Signals should be in accordance with the Aviation Signals NATOPS Manual (NAVAIR 00--80T--113). Shipboard

Visual Landing Aid (VLA) lighting equipment consists of a homing beacon, deck edge lights, line--up lights,

floodlights and special lighting for air--capable ships (special--purpose floodlights, extended line--up lights, vertical

drop--line lights, wave--off lights, Horizon Reference Systems [HRS] and a Stabilized Glide Slope Indicator [SGSI]).

Whereas all VLA lighting equipment should be operative for all night operations, night operations in VMC can

continue with some degradation in lighting equipment availability.

8.3

AVIATION SHIP HELICOPTER OPERATIONS

8.3.1 Aviation Ship Launch and Recovery Procedures

1. Each helicopter shall be under the positive control of a director or signalman for all flight deck evolutions.

Standard helicopter signals shall be used and acknowledged.

In crosswind conditions, relative to the ship’s fore and aft axis, the indicated

winds often vary from those winds actually experienced at the flight deck

level. This variance will affect velocity, turbulence, and direction, all of

which are critical for safe launches and recoveries.

2. Optimum wind and deck conditions should be provided. The term takeoff is defined as the action of lifting

from the deck culminating in hovering, forward or sideward flight. The terms takeoff, liftoff, and launch are

synonymous. The term landing is the maneuverof physically positioning thehelicopter on the deck following

forward or hovering flight. The terms landing and recovery are synonymous. The helicopter shall be launched

and recovered within the relative wind limits. The upwind helicopter should be launched first.

3. On launching from a CV, the helicopter should be rolled forward slightly to make sure chocks/tiedowns are

removed. Lift into a hover about 10 feet above the deck, and transition to forward flight. Helicopters should

clear the ship expeditiously to reduce hazards to flight deck personnel.

4. Chocks and tiedowns shall not be installed upon landing without the pilot’s knowledge. Normally, this will

be done by an exchange of signals between the pilot and the LSE.

8.3.2 Shipboard Launch/Recovery Limitations

Wind limitations for launch and recovery operations are defined by ship class and are delineated in the NATOPS

Pocket Checklists. Helicopters shall be launched and recovered within the limits of the prescribed wind envelope to

preclude damage or loss.

8.3.3 Launch and Recovery Signals

Refer to the CV NATOPS, LHA/LHD/MCS NATOPS and NAVAIR 00--80T--113 AIRCRAFT HANDLING

SIGNALS MANUAL for guidance.

All signals from the LSE are advisory in nature except “WAVEOFF” and “HOLD.”

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8.3.4 Waveoff Procedures

Compliance with a waveoff signal is mandatory at all times. Pilots must use extreme caution to avoid overflying

aircraft parked or turning on deck. Reentry into the landing pattern shall be prescribed by the controlling authority.

8.3.5 Shutdown

After chocks and tiedowns have been attached, the helicopter will be shut down and folded upon signal from the LSE.

8.3.6 Night and IMC Operations

8.3.6.1 Deck Conditions

Standarddeckspotting (centerlineonly)shallbeused.Such spacingshall provideaminimumrotary wingto tailrotor

clearance of 20 feet. Deck edge and centerline lights of required spacing and brilliance are required for unaided

helicopter operations. Night and IMC operations from aviation ships shall be conducted from authorized spots. Aided

departures are permitted from authorized spots with acceptable NVD deck lighting conditions.

Note

Before applying external power or turning the battery switch on, pilots

and/or maintenance personnel shall make sure that all helicopter light

switches are OFF.

8.3.6.2 Night Launches

The radar altimeter variable index should be set 10 to 15 feet above flight deck height to warn of low altitude after

takeoff. Following the night takeoff, the pilot should hold cockpit functions to a minimum until the helicopter is

established in level cruising flight. For CV night launches, aided sidestep departures are permitted from authorized

spots with acceptable NVD deck lighting conditions. The aircraft shall slide out laterally to clear all obstacles before

climbing. Helicopters shall climb straight ahead to at least 150 feet and 60 KIAS before beginning any turn. The

PNAC shall ensure positive rates of climb. Altitude hold is required for all night overwater operations.

8.3.6.3 CV NIGHT APPROACHES

If NVDs are used during a flight, the NVD configuration for landing (goggles on/goggles off) shall be set at least

5 minutes beforecommencing theapproach. Crews aided with NVDs may makea visual approach to spot ratherthan

a Carrier Controlled Approach (CCA) provided they prebrief such an approach, are not IMC, and have sufficient

illumination/visibility.

For NVD centerline visual approaches, during VMC and using NVDs, the PIC may accept a visual approach to the

fantail and proceed along the centerline for landing on authorized spots. After the last fixed wing aircraft on final is

identified by the Air Boss/CATCC, the helicopter will take interval and land visually.

For NVD slide--in visual approaches, at the PIC’s discretion, the helicopter may slide in to a landing on authorized

spots. Visual contact with the ship and NVD usage shall be required.

For mirror/optical landing system approaches, the helicopter should enter the glide path about 2 miles astern of the

carrier, on the landing axis. At about 3/4 of a mile distance astern of the carrier, a speed transition should begin to

arrive at the ramp in a stabilized flight condition with about 10 feet altitude above the flight deck. The helicopter may

then be air--taxied to an assigned spot at a safe closure rate, with pilot reference to visual signals from LSE. Night

and IMC approaches shall be conducted as published in the CV and LHA/LHD/MCS NATOPS Manuals.

8.4

AIR--CAPABLE SHIP HELICOPTER OPERATIONS

Air--capable ships are characterized by significantly smaller flight decks than aviation ships. By the nature of their

size, air--capable ships are also more susceptible to pitch, roll, and turbulence created by wind interaction with the

ship’s superstructure. Additionally, personnel on these ships generally have less operational familiarity and receive

less training than those on aviation ships. Pilot precaution is required during flight operations with air--capable ships,

particularly during night and IMC.

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A1-H60BB-NFM-000

8.4.1 Air--Capable Ship Launch and Recovery Procedures

Single--spot shipboard launches should be executed utilizing the following launch procedure to the maximum extent

possible. Intentional deviation shall be thoroughly briefed and assessed utilizing ORM principles. Takeoffs should

normally be performed by the pilot who is nearest the ship’s superstructure, as determined by the relative winds and

the desired takeoff direction.

1. The PAC lifts the aircraft into a stable hover, approximately 10--15 feet above the deck or eye level with the

HARS bar while the PNAC crosschecks all performance instruments and reports good check of gauges.

CAUTION

D Initial hover height over the deck shall be sufficient to provide adequate tail

clearance during heavy seas and to allow sufficient clearance to slide aft.

D During operations from a Flight II DDG, hover height at less than eye level

with the HARS bar may result in a stabilator strike when sliding aft.

2. PAC maneuvers theaircraftaft asrequired toensureobstacleclearance. Helicoptermainmounts shouldremain

over the flight deck. Oncethe helicopteris in a stablehover, thePAC calls nose coming left orright and makes

a pedal turn as required to at least approximately 45 degrees off ship’s heading in direction of relative wind,

and stabilizes. With commencement of pedal turn, PNAC shifts to an instrument scan. The PAC maintains an

outside scan outside to ensure obstacle clearance. Once stabilized, PNAC crosschecks and reports good check

of gauges.

3. PAC reports pulling powerand transitions to forward flight by increasing collective. PNAC reports threerates

of climb. Once a positive rate of climb is attained, and obstruction clearance is assured, PAC transitions to

instrument scan and positions the nose 5 degrees below the horizon.

D Failure to stabilize prior to power pull may result in spatial disorientation

and CFIT.

D Transition from a visual scan to an instrument scan while in a dynamic

flight regime can result in vertigo. The transition of scan from visual to

instrument should take place after obstacle clearance is assured.

D The pilot should avoid multi--axis head movement by using peripheral

vision to ensure obstacle clearance and to reduce susceptibility to vertigo.

CAUTION

On FFG--7 class ships, thetakeoffshould beperformed in the aft part ofthe

flight deck. A pedal turn of at least 45 is required to ensure clearance from

the hangar and aft whip antennas.

4. PAC maintains departure heading until desired altitude and safe single engine airspeed is attained and

RADALT hold is engaged. The crew shall not perform non--emergency checklists or other duties until level

off altitude is reached and RADALT hold is verified to be engaged.

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5. Once a safe flight regime is established, PAC reports “OPS NORMAL.” Both PAC and PNAC shall maintain

an instrument scan until attaining pre--briefed level off altitude, at which point PAC centers the VSI and PNAC

verifies RADALT is engaged.

Following takeoff, the PAC shall establish single--engine airspeed and climb to a safe operating altitude. The PNAC

shall ensure positive rates of climb. During night VMC, the helicopter should climb to 150 feet AGL and 60 KIAS

prior to commencing a turn. Altitude hold is required for all night over water operations.

Note

Radio transmissions by both the ship and other helicopters should be kept

to a minimum when a helicopter is established in a hover over the flight

deck during launch/recovery until an “OPS NORMAL” report is given or

the helicopter is safely on deck.

8.4.2 Shipboard Launch/Recovery Limitations

Launch and recovery operations, signals, and procedures shall be in accordance with NAVAIR 00--80T--122 and NA

00--80T--117. Wind limitations for launch and recovery operations are defined by ship class and are delineated in the

NATOPS Pocket Checklists, and NAVAIR 00--80T--122. Helicopters shall be launched and recovered within the

limits of the prescribed wind envelope to preclude damage or loss.

8.4.3 Approach Procedures

There are four types of approaches for shipboard landings:

1. Visual approach.

2. Instrument approach.

3. Emergency Low Visibility Approach (ELVA)when theweather is below instrument approach minimums and

the helicopter does not have adequate fuel to bingo to a GCA/CCA--equipped airfield or aviation ship.

4. Offsetapproachorordnancelineupapproach, whenthehelicopterhas ahangfireormisfiremissileemergency.

During day VMC approaches, the PNAC shall back up the PAC in maintaining glide path/altitude control and closure

rate. Throughout all night/IMC approaches, one pilot shall be responsible for maintaining an instrument scan at all

times. Both pilots shall verbally acknowledge their scan responsibility whenever it changes.

During all approaches, the PNAC and the aircrew, as briefed, shall verbally complement the scan of the PAC by

providing altitude, range, lineup, and speed information while on approach. One pilot should maintain an instrument

scan until able to distinguish flight deck features. Closure should be controlled via reference to flight instruments

until it can be judged visually. The PAC must control closure such that when closure does become visually apparent

it is slow enough that a comfortable deceleration can be maintained to arrive in a hover over the flight deck.

D If the SGSI appears amber or green below the minimum altitude for the

corresponding range, disregard the SGSI and continue the approach using

standard altitude vs. range glide path control.

D If the red light on the HRS comes on, the HRS is unreliable or has failed.

Note

At night the searchlight or hover light is flashed on short final to signal the

HCO to set the line--up strobes steady and reduce their intensity.

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A1-H60BB-NFM-000

Bothpilotsshouldscantheradaraltimeterforprimary altitudeinformation, evenwhen usingtheSGSIorshipgunfire

control radar for glide path information. The radar altimeter should be continuously crosschecked against the

barometric altimeter. Rate of descent should not exceed 500 fpm throughout the approach. The PNAC should be

prepared to take control of the helicopter in the event that normal altitude/range/rate of descent parameters are

exceeded without sufficient response by the pilot at the controls to verbal warnings.

8.4.3.1 Visual Approach

Inbound to the ship, intercept the final approach course at approximately 200 feet and 0.5 nm to achieve 3 degree

glideslope.Maintaintheapproachcourseandglidepath(Figure8-1)usingtheline--upline.Aslowcontrolledclosure

rate is essential in order to maintain obstruction clearance. Begin a coordinated descent and deceleration maintaining

glide slope. The pattern may be adjusted during day VMC to intercept the glide path commensurate with pilot

proficiency and flight deck conditions or as the final part of an instrument approach.

During the visual approach phase, the approach line is maintained using the lineup lines on the ship deck as well as

visual cues from the ship structure and wake. At night, the approach line is maintained using the lighted lineup and

extended lineup lines, vertical dropline lights, and any other available visual cues from the ship lighting.

Note

At night, the lower anti--collision light should be secured, RAST lights on,

and position lights set to dim prior to commencing approach. On those

ships with SGSI, the glide path should be maintained by visual reference

to the tricolor beam and cross--checked with the radar altimeter to ensure

standard altitude vs. range glide path control.

8.4.3.2 Instrument Approach

An instrument approach procedure shall be utilized during IMC until sufficient visual cues are available to proceed

visually (approximately 0.5 DME). Thestandard TACANInstrument ApproachProcedureiscontained inHelicopter

Operating Procedures for Air--Capable Ships NATOPS Manual (NAVAIR 00--80T--122). The Alternate Instrument

Approach Procedure (Figure 8-1) reduces aircrew workload by eliminating the requirement to maintain a constant

rate of descent throughout the approach.

The approach is commenced from a position at least 1.5 miles astern on BRC, at no less than 200 feet AGL and

approximately 80 KIAS. When established on final approach course inbound, a descent and deceleration may be

commenced to arrive at 0.5 DME (MAP) at no less than 200 feet and approximately 50 KIAS. If visual contact is

not made by 0.5 DME, a missed approach shall be executed. If visual contact is established, the descent and

deceleration may be continued utilizing the normal approach profile to arrive approximately 15 feet above the flight

deck with a controlled rate of closure.

Figure 8-1. Visual and Instrument Approach Profile

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8.4.3.3 Self--Contained Approach Procedures

The systems of the SH--60B enable aircrews to conduct shipboard instrument approaches independent of external

aids to navigation, known as the Self--Contained Approach (SCA). The SCA is specifically for approaches to ships

at night or IMC when TACAN is not available. The SCA is conducted as follows:

Note

Operations to a ship without an operable TACAN are only permitted with

a visible natural horizon.

Establish a refined radar track on ship, ensuring ship’s reported GPS true course and speed through the water

are matched with helo generated track.

Note

Weather conditions permitting, a Mark On Top of vessel may provide the

most accurate position for ship’s track symbology.

Both pilots switch to Computer mode.

ATO establish Fly--to Point slaved to ship’s track.

Fly to arrive 2.0 NM astern the ship at 80 KIAS and 200 feet AGL on Fox Corpen. SO make final update of

radar track.

PAC follow course arrow to FTP. Use Range to FTP in place of TACAN DME to conduct approach.

SO switch MPD to Nav Parameters Table and call closure and monitor altitude for duration of approach.

Fly to arrive at 0.5 NM astern the ship at 50 knots at 200 feet AGL on Fox Corpen. (Missed Approach Point).

Begin descent and deceleration to arrive at .25NM astern the ship at 125 feet AGL on Fox Corpen with closure

rate well under control.

Continue descent and deceleration to arrive approximately 15 feet above the flight deck with a controlled rate

of closure.

D If GPS data or aircraft symbology is suspected to be unreliable,

consideration should be given to securing GPS prior to commencing

approach.

D When able, the PAC must transition to visual cues for the terminal portion

of the approach to landing. The range to FTP in computer mode any not be

as reliable as DME if the same approach were conducted in TACAN mode.

Note

While in computer mode, the course arrow will show course to Fly--to Point

in degrees true. This may differ significantly from the same approach

conducted in TACAN mode.

8.4.3.4 Landing Transition

The transition from the missed approach point (0.5 DME) to landing requires deceleration below minimum power

required airspeed. As the aircraft slows below minimum power required airspeed, more power is needed to maintain

the glide path.

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Failure to increase power appropriately during the landing transition can

result in high rates of descent at low altitude and potential water impact.

The transition from the approach phase to the landing phase begins at approximately .25 nm from the ship, with the

aircraft at approximately 125 feet and closure rate well under control. The PNAC should call altitude every 10 feet

and advise the pilot of adverse closure rate trends with FAST or SLOW calls.

If a waveoff is initiated during the landing phase, the PAC shall provide obstacle clearance. The PNAC shall resume

a full instrument scan. A waveoff may be initiated at any time prior to landing. Compliance is mandatory. The pilot

shall release the RA cable (if required) and depart the ship when “ALL CLEAR” is received.

Activation of the waveoff lights may temporarily blind both pilots and

could result in spatial disorientation and loss of helicopter. Unless there is

no other method available to communicate the waveoff command, use of

the waveoff lights is not recommended.

The PNAC, Aircrewman, or LSO can provide the PAC with positional information over the RSD (conning).

8.5

RAST EQUIPPED AIR--CAPABLE SHIPS

Flight deck operations on a RAST equipped ship differ from those on a non--RAST ship. RAST flight operations

require an LSO, a Landing Signalman Enlisted (LSE) and two hookup men. During RAST flight deck evolutions,

the LSO controls flight operations with the Helicopter Control Officer (HCO) acting as a safety observer. The LSE

and the hookup men are the only personnel required on deck during the landing sequence, and only for the short time

it takes to connect the messenger cable to the Recovery Assist (RA) cable. Once the aircraft lands and is secured in

the RSD, the LSO will direct the LSE onto the flight deck for aircraft shutdown or personnel transfer. Chocks and

chains are not required when secured in the RSD for personnel transfers, but may be considered, based upon sea state,

winds, ship maneuverings, and length of time on deck. The Flight Deck Director (FDD) will assist the LSO during

straightening and traversing into the hangar; the FDD and the LSO must work as ateam with the FDD being theeyes

on the flight deck.

CAUTION

D No maintenance shall be performed which can change the static vertical

clearance between the external aux fuel tanks and the flight deck. If such

maintenance is necessary, deck clearance shall be checked by appropriate

maintenance personnel before continued operations.

D Pilots and LSO shall exercise due caution when conducting traversing,

straightening, and launch/recovery operations with an external tank

equipped H--60 aircraft in the RSD. Avoid abrupt aircraft and RSD motions

to minimize potential tank/RSD contact.

8-9

ORIGINAL

A1-H60BB-NFM-000

8.5.1 LSO Console Preoperational Checklist

1. RSD — OFF.

2. Tail guide winch (TGW) — UNLOAD.

3. Traverse lever — TRAVERSE SELECT.

4. RA tension lever — RA SELECT.

5. Remote control (in stop position) — Obtain.

Once remote control of the RAST system has been received, the RSD

beams will respond to commands from the LSO station regardless of

START/STANDBY status. Ensure that personnel keep well clear of RSD

beams at all times.

6. LAMP TEST/RA METER TEST — Complete.

7. RAST machinery room — Clear of all personnel.

8. Proper RSD selected — PORT/STBD.

Failure to ensure the proper RSD is selected can lead to activation of the

wrong RSD, which can result in damage to a hangared aircraft or injury to

flight deck personnel.

9. START/STANDBY — As required.

CAUTION

D Pilots and LSOs shall exercise caution when conducting launch/recovery,

straightening, and traversing operations with an external auxiliary

tank--equipped aircraft in the RSD. Avoid abrupt aircraft or RSD motions

to minimize potential for tank/RSD contact.

D If aircraft gross weight exceeds weight at which last vertical clearance was

measured, another measurement must be taken to ensure adequate

tank/RSD clearance.

Note

Engagement of the START/STANDBY pushbutton is not required for

operation of the RSD beams during takeoff and free deck evolutions.

10. RSD pressure light:

a. If START/STANDBY engaged — OFF.

b. If START/STANDBY not engaged — ON.

ORIGINAL

8-10

A1-H60BB-NFM-000

8.5.2 RSD Unlatched Procedure

Toggling the RSD switch from OFF to CLOSED to OFF with the RSD

beams already in the closed position may allow the beams to become

unlatched, potentially resulting in aircraft rollover in heavy seas. If the

beams cannot be visually confirmed latched, perform RSD Unlatched

procedure and visually confirm latched condition.

1. Chocks and chains — On.

2. Beams — Open (verify by OPEN light on console).

3. RSD — CLOSED.

4. Latched condition — Visually verify beams closed conditions.

Note

Beams can be visually confirmed latched by a latched light, witnessing the

RSD flags in the up position, or noting no more than a quarter inch

separation at the ends of the RSD beams.

8.5.3 Traversing Checklist

Toggling the RSD switch from OFF to CLOSED to OFF with the RSD

beams already in the closed position may allow the beams to become

unlatched, potentially resulting in aircraft roll over in heavy seas. If the

beams cannot be visually confirmed latched, chock & chain the A/C, open

the beams fully, (verify by OPEN light on console), select RSD CLOSED

and visually verify beams to be closed with latch light.

Note

Beams can be visually confirmed latched by a latched light, witnessing the

RSD flags in the up position, or noting no more than a quarter inch

separation at the ends of the RSD beams.

1. LSO Console Preoperational Checklist — Complete.

2. FDD communication check — Complete.

3. Traverse clearance — Obtain.

Should the ship maneuver, cease all aircraft movements, call for aircraft

brakes and chains as necessary, to prevent injury to personnel and/or

helicopter damage. Contact the pilot house to resolve the situation.

8-11

ORIGINAL

A1-H60BB-NFM-000

FDD — Confirm:

a. Hangar door — Open and pinned.

b. Track slot seals — Removed.

Note

Track slot seals should be placed in

the

slot

whenever operationally

feasible.

c. Hangar door/deck bridge — Removed (CG).

d. Left--handed extended pylon — Up and pinned.

e. Hangar and flight deck gear — Stowed.

RSD safety bar — Installed.

g. RAST probe to deck clearance — Check.

h. Tail probe — In track slot.

Brakerider — In aircraft.

Tail wheel — LOCKED.

k. Blade/pylon fold restraints — In place.

All access panels/cowling/LHEP — Secure.

m. Bellmouth plug — Removed and stowed.

Control console — Check:

a. Proper RSD — PORT/STBD.

b. RSD lights — CTR, LTCH, BRKE lights on.

c. Traverse lever — TRAVERSE SELECT position.

Chocks/chains — Remove.

Traverse — Select, check TRVS light.

Personnel — Clear of aircraft.

Aircraft brakes — Off.

The FDD shall remain in sight of the LSO at all times while traversing the

aircraft.

ORIGINAL

8-12

A1-H60BB-NFM-000

CAUTION

The aircraft should be moved at slow speed when the tail wheel is within

the confines of the hangar.

Ship rolls of 16° and above will consistently generate aircraft relative roll

angles of 10° when aircraft is secured only by the RSD. The aircraft will

occasionally reach relative roll angles of 10° with as little as 10° of ship roll.

During traversing on theFFG 7 class, theserelativeroll angles of10°could

result in the forward lower tail rotor blade impacting the port door frame

of either hangar whilethe rescuehoist and outboard main rotor bladecould

impact the starboard door frame of either hangar. During traversing, wait

to obtain a relatively quiescent period (less than 8° of ship roll) or until the

ship is rolling away from the direction of possible impact before moving

the MRB, hoist, or TRB areas past the hangar door frame using fast speed

if required.

Ship motion may cause the tail probe to pop out of the RAST track. If this

happens, stop traversing and install chocks and tiedowns. Straightening--

qualified personnel should determine appropriate actions to be taken to

reseat probe in track.

During traversing on CG 47 and class ships, traverse slowly over the

elevated hangar door tracks.

If the aircraft is to be straightened/traversed with the external power cable

attached, the FDD shall assign a person to tend the power cable and keep

it clear of the aircraft path to prevent damage to the cable.

Note

Sideloads can develop while traversing the helicopter, as evidenced by a

lateral strain on the tires. This can result in the RSD jamming in the track

slot or in excessive side forces applied to the aircraft landing gear. Reverse

the direction of traversing until the sideload dissipates, then continue with

normal procedures.

10.

Traverse lever — Desired direction/speed.

11.

FDD directions — Follow.

Should communication orvisual contact with FDD belost, traversing shall

be stopped immediately.

12. Traversing — Stop.

a. SNUB button — Press, or

b. Traverse lever — TRAVERSE SELECT, or

c. START/STANDBY — Press, or

d. STOP — Press.

8-13

ORIGINAL

A1-H60BB-NFM-000

Note

Traversing may be stopped before the aircraft reaches the takeoff position

to permit tail pylon spread.

13.

Aircraft brakes — Set.

14.

Chocks/chains — As required.

15.

Notify bridge — Deselect TRVS on BIDS.

8.5.4

Prelaunch Checklist

Communication check with HCO, bridge, and CIC — Complete.

FOD walkdown — Complete.

Deck gun mounts (if applicable) — Stowed/secured.

All nets — Down.

LSO Console Preoperational Checklist — Complete.

RSD/aircraft — In takeoff position.

RSD safety bar — Remove.

RSD Chock (If applicable) — Remove.

a. Personnel — CLEAR.

b. RSD Beams — Open.

c. RSD Chock — Remove.

d. Personnel — CLEAR.

e. RSD Beams — Closed.

Tail probe — Manually retract.

10.

HRS and SGSI — As required.

11.

Night lighting — As required.

12.

UHF COMM with HCO or CIC or aircraft (EMCON permitting) — Check.

13.

HELO CRASH alarm — Permission from bridge and check as required.

14.

HCO transfers control to LSO when flight quarters set — Complete.

a. Deck status lights — Obtain from HCO and check.

b. Deck status lights — Red.

c. Helo waveoff lights — Test.

Note

During EMCON thedatalink hardwireorexternal IB may beused fordeck

maneuvers, in addition to deck status and aircraft lights. The LSO should

use wands to communicate visually as necessary.

ORIGINAL

8-14

A1-H60BB-NFM-000

8.5.5 Aircraft Startup

Aircraft Startup

Deck Status

1. Spread clearance — Obtain.

2. Relative wind — Within limits for spread.

3. Spread sequence — Clear FDD to proceed.

4. UHF COMM check with aircraft (EMCON permitting) — Complete

5. Hangar doors — Fully closed.

6. High Points and Tail Tiedowns — Verify removed with LSE.

7. ENGINE START/ENGAGE clearance — Obtain.

Red

8. Aircraft engines started — Notify bridge.

9. Flight deck — Clear except LSE, safety observer, and chock and chain personnel.

10. Relative wind — Within limits for engagement.

11. Aircraft engage (EMCON — Position lights flashing to request).

Amber

12. Engaged — Notify bridge.

Red

Lateral cyclic displacement during high sea states may endanger deck

personnel and will not maintain a level aircraft attitude.

8.5.6 Launch Procedures

Launch Procedures

Deck Status

Main probe — Check position in RSD, inform pilot.

Note

Ensure the main probe tip will clear the inside edges of the RSD and

RSD beams when the beams are opened.

Tail probe — Check up.

Pass to aircraft:

a. Altimeter.

b. True wind.

c. BRC.

d. Pitch.

e. Roll.

f. Relative winds.

Launch clearance — Obtain (EMCON — position lights steady to request).

Amber

Electrical/data link cords/tiedowns — Verify removed.

Aircraft — Signals ready to lift.

a. Pilot — (EMCON) Flash searchlight or hover lights.

Flight deck/Airspace — Clear.

8-15

ORIGINAL W/IC 68

A1-H60BB-NFM-000

Launch Procedures

Deck Status

8. Relative winds — Check within limits for launch.

9. LSO (when deck is steady) RSD beams — Open.

a. RSD red flags — Down.

b. RSD beam position light — Open.

c. RSD BRKE light — ON.

10. LSO — “BEAMS OPEN, GREEN DECK, LIFT”.

Green

11. Aircraft lifts into hover:

a. LSO — “ALL CLEAR,” or

Green

b. LSO — “AIRCRAFT FOULED.”

Amber

12. Ops normal — Received.

Red

13. Post Launch Checklist — Complete.

8.5.7

Post Launch Checklist

After first launch of the day and if immediate landing not intended:

a. Close RSD and check:

(1) OPEN and BRKE lights — Out.

(2) Beams — Close within 4 seconds.

(3) LTCH light — ON.

(4) RSD beam flags — Up.

(5) RSD — OFF; BRKE light — ON.

b. Open RSD and check:

(1) LTCH and BRKE lights — Out.

(2) Beams — Open within 4 seconds.

(3) OPEN light — ON.

(4) RSD beam flags — Down.

(5) RSD — OFF; BRKE light — ON.

c. RSD safety bar — Install if immediate landing not intended.

d. Pull 3 to 4 feet of cable out — Complete (hold RA cable switch to OUT).

(1)

2 FPS light — ON.

(2) Personnel — Clear.

e. Tension lever — RA SELECT.

f. RA SELECT — Select:

(1) STBY light — OUT.

(2) RA light — ON.

(3) Cable reels in at 2 FPS.

(4) When seated — SEAT and STBY LIGHT ON.

g. RSD safety bar — Install.

h. STOP — Press, and go to local control.

8-16

ORIGINAL W/IC 68

A1-H60BB-NFM-000

8.5.8 Recovery Checklist

Toggling the RSD switch from OFF to CLOSED to OFF with the RSD

beams already in the closed position may allow the beams to become

unlatched, potentially resulting in aircraft roll over in heavy seas. If the

beams cannot be visually confirmed latched, chock and chain the A/C, open

the beams fully, (verify by OPEN light on console), select RSD CLOSED

and visually verify beams to be closed with latch light.

Note

Beams can be visually confirmed latched by a latched light, witnessing the

RSD flags in the up position, or noting no more than a quarter inch

separation at the ends of the RSD beams.

Recovery Checklist

Deck Status

Communication check with HCO, bridge, and CIC — Complete.

FOD walkdown — Complete.

Deck gun mounts (if applicable) — Stowed/secured.

All nets — Down.

LSO Console Preoperational Checklist — Complete.

RSD — In landing position or clear of landing area.

RA cable switch — Hold in the OUT position while 20 to 30 feet of cable is faked

in a figure 8 on the inboard side of the RSD.

RSD safety bar — Remove and stow.

Red

HRS and SGSI — As required.

10. Night lighting — Permission from bridge and check as required.

11. UHF communication with HCO or CIC (EMCON permitting) — Check.

12. HELO CRASH alarm — Permission from bridge and check as required.

13. HCO transfers control to LSO when FLT QTRS set — Complete.

a. Deck status lights and BIDS — Obtain from HCO and check.

Red

14. RECOVERY clearance — Obtain.

8-17

ORIGINAL

A1-H60BB-NFM-000

8.5.9

Recovery Assist (RA) Procedures

Note

An RA landing can be made with or without the RSD in the landing

position. Landing without the RSD utilizes the same procedure as landing

with the RSD and provides increased safety over normal clear deck

landings. Use clear deck wind envelopes for limitations. The RAST control

panel MASTER switch is in the ON position and the main probe is locked

in the down position as part of the shipboard landing checklist. The pilot

should continue down the approach line and position the aircraft slightly

inboard of the RSD. The aircrewman will then lower the messenger cable.

After allowing some slack to compensate for ship/helicopter movement,

the LSO will signal the aircraft to stop lowering. The messenger cable is

grounded and attached to the RA cable. On signal from the hookup man,

the LSO shall signal the aircraft to raise the messenger. The aircrewman

then raises the messenger while the pilot flying maintains a steady hover.

When the MESSGR CABLE IN and H’DOWN CABLE LKD indications

are present on the RAST control panel, the aircrewman will inform the

pilot, who will then request hover tension. The LSO will apply hover

tension and inform the pilot. The pilot will inform the LSO when he/she

is ready to land. The LSO, aircrewman, orpilot not at thecontrols will give

the pilot the necessary corrections to position the aircraft over the RSD.

When the deck is steady and the aircraft is over the RSD, the LSO will give

the preparatory order LAND NOW, followed by the execution order

DOWN, DOWN, DOWN, while simultaneously increasing tension to

maximum. Once the aircraft is on deck and the main probe is in the RSD,

the LSO will close the RSD beams and inform the pilot TRAPPED.

Until the LSO begins conning, the non--flying pilot or the aircrewman will

provide the pilot with conning to maintain position for hookup and

establish a good position for landing.

Once the aircraft is trapped, the RA cable shall be released prior to shutdown or free deck yo--yos. The pilot will call

or signal for release and the LSO will ensure zero tension and clear the pilot to release. For EMCON this may be

arranged on the hardwire/external IC. It is acceptable to use the pickle signal by day (depress thumb on clenched fist).

If NIGHT/EMCON or LOST COMM, alternate red/amber deck status lights.

The RA cable is not designed to secure the aircraft to the flight deck. For

RAs and free deck landings, failure to secure the aircraft with the RSD may

result in the aircraft exceeding dynamic/static rollover limits during a large

ship roll and allow the main rotor blades to impact the flight deck. Both

pilot and LSO shall consider current and transient flight deck conditions

(sea state, wind, ship pitch, and roll) to determine the necessity for securing

the RSD after each recovery.

ORIGINAL

8-18

A1-H60BB-NFM-000

Recovery Assist (RA) Procedures

Deck Status

When the helicopter is using NVDs on short final, to include over the deck, the

waveoff lights shall not be used due to the effects of NVD blooming. The aircrew

will be temporarily blinded and lose sight of the ship.

1. LSO — Green deck for RA Recovery.

Green

a. PORT/STBD RSD.

b. Altimeter.

c. True wind.

d. BRC.

e. Pitch.

f. Roll.

g. Relative wind.

Note

For EMCON recoveries, this information may be passed on data link and

the recovery carried out using light signals.

2. Pilot — Landing Checklist — Complete.

A Degraded Control RA recovery is a technique that may be employed when the aircraft is

suffering from a flying quality degradation such as a main rotor damper system malfunction.

The approach and hookup are the same as for a normal RA recovery. After receiving a report

of three green, the pilot will request MINIMUM TENSION vice HOVER TENSION. The

LSO uses RA Select to place 850 lb of tension on the hauldown cable. The pilot will position

the aircraft over the RSD and will report READY TO LAND. The LSO steadily increases

tension to 4,000 lb. The pilot should refrain from fighting against the centering action of the

tensioned cable and use collective to control rate of descent. Once the aircraft is safe on deck,

proceed with appropriate emergency procedures. Any time that a Degraded Control RA

recovery is considered, the aircrew should weigh the relative merits of a standard clear--deck

or free--deck landing.

3. Pilot — On short final, flash searchlight or hover lights (night).

4. HCO — Line--up lights steady/dim (night).

5. Pilot (crossing deck edge) — LOWER THE MESSENGER.

6. Aircrewman — LOWERING.

7. LSO — STOP LOWERING.

Amber

8-19

ORIGINAL

A1-H60BB-NFM-000

Recovery Assist (RA) Procedures

Deck Status

If a STOP LOWERING command is not received from the LSO after 20

seconds, stop lowering the messenger and verify the messenger status.

8. Aircrewman — STOPPED.

9. LSO — HOOKUP MEN ON DECK.

D One of the hookup men shall maintain eye contact with the aircraft. The

othershall maintain eye contact with theLSO. If, in theiropinion, thedeck

is unsafe or they are signaled by the LSO, they shall clear the deck

immediately.

D Too much slack in the messenger cable may entangle flight deck personnel

and result in serious injury.

10. LSO — PERSONNEL CLEAR, RAISE THE MESSENGER.

Green

11. Aircrewman — RAISING.

Note

If the RA cable falls away from the messenger cable, the LSO should

alternate green/amber deck status lights and call the fall away. If a second

attempt to hook up is possible, a steady green deck status light should be

given and the procedure reverts to step 5. If the hookup is not feasible, but

a safe free deck landing can be made, a steady amber deck status light

should beshown and theprocedures should follow step 4. ofthe FreeDeck

Landing Checklist. If an unsafe deck condition exists, a red deck should be

indicated and a waveoff initiated.

12. Aircrewman — THREE GREEN.

13. Pilot — THREE GREEN, HOVER TENSION.

a. Flash searchlight or hover lights (EMCON).

14. LSO — STANDBY:

a. Check 2 FPS light ON.

b. Activate RA and ensure RA selected.

ORIGINAL

8-20

A1-H60BB-NFM-000

Recovery Assist (RA) Procedures

Deck Status

CAUTION

To prevent the slack RA cable from becoming fouled under the RSD, the

LSO should ensure the aircraft remains in a hover inboard the RSD until

the cable becomes taut. Should the cable become caught under a corner of

the RSD, the LSO shall place the system in standby, change deck status

light to red, and have the pilot release the RA cable and move aft, and have

flight deck personnel clear the cable.

Note

The use of full RA tension in a high density altitude environment may

result in transient N_r drooping and excessive rates of descent.

c. Cable reels in at 2 fps to minimum tension (850 pounds).

d. Select 2,000 pounds.

15. LSO — HOVER TENSION.

Amber

16. Pilot (positions aircraft over RSD) — READY TO LAND.

a. Flash searchlight or hover lights (EMCON).

CAUTION

D The aircraft will translate slightly forward as the nose is lowered for landing

following tail wheel contact during an RA landing. An aft cyclic input to

arrest the perceived forward movement of the aircraft will result in droop

stop pounding of the blade retention assembly and high structural loads on

the rotor head assembly.

D Aircraft rolls up to 17_, in addition to the roll of the ship, can be

experienced while in the RSD due to the RAST probe design.

17. LSO, PNAC, or Aircrewman — Conns aircraft into position.

a. LSO — Select 4,000 pounds. LAND, NOW, DOWN, DOWN, DOWN (until aircraft

Green

is on deck).

b. Verify aircraft in the trap. For mistrap, refer to Mistrap Procedures.

c. If LTCH light fails to illuminate or RSD BEAM LTCH flags do not indicate proper

latching of the RSD beams, refer to RSD Fails to Latch procedure.

d. If conducting consecutive landing practice while attached to the RA cable, refer to

Consecutive Landing Practice (RA Yo-Yos or Free Deck Bounces) procedure.

e. If intentions are to shut down or release RA cable for the purpose of continuing flight

operations:

8-21

ORIGINAL

A1-H60BB-NFM-000

Recovery Assist (RA) Procedures

Deck Status

(1) LSO — IN THE TRAP, HOOKED ON MAX TENSION.

(2) RSD beams — CLOSE.

(3) LTCH light — ON.

(4) BRKE light — ON.

(5) RSD beam flags — UP.

18. LSO — TRAPPED.

Amber

Failure to keep the Officer of the Deck (OOD) informed of the aircraft

status may result in the ship maneuvering prior to chocks and chains being

installed.EnsuretheOOD isawareofwhetherornot theaircraft isproperly

secured. Deck status lights alone do not provide this information.

19. Chocks and chains — Install as required.

Red

20. Pilot — REQUEST ZERO TENSION RELEASE.

(EMCON — Flash searchlight or hover lights).

21. LSO — PREPARE RA CABLE FOR RELEASE:

a. Minimum Tension — Select.

b. Standby — Press. ENSURE ZERO TENSION.

22. LSO — CLEARED FOR ZERO TENSION RELEASE (pickle signal).

Alternate

Red/Amber

23. Pilot — Release RA cable by depressing RAST release button on cyclic.

a. Aircrewman — Verify H’DOWN CABLE OUT light ON.

b. PILOT — SHOW GOOD RELEASE.

24. LSO — Verify cable released:

a. Check for 2 FPS status light illumination.

b. Select RA cable in.

c. Check for SEAT light — On.

CAUTION

Any time the RA cable is released with tension on the

system,

the

machinery room shall be checked for fouled cable prior to reselecting RA.

25. LSO — Inform bridge RECOVERY COMPLETE.

ORIGINAL

8-22

A1-H60BB-NFM-000

8.5.9.1 Mistrap

Mistrap

Deck Status

1. Simultaneously the LSO:

Amber

a. Calls — UP, UP, UP.

b. Minimum tension — Select.

2. Pilot can release RA cable or return to hover while still hooked on.

a. If pilot releases:

(1) LSO — ALL CLEAR.

Green

b. If pilot remains hooked on:

(1) LSO — HOOKED ON, MINIMUM TENSION.

Alternate

Amber/Green

3. LSO awaits pilot request:

a. If hooked on — For hover tension.

b. If not hooked on — Aircraft must clear deck to fake out cable or proceed with free

deck landing procedures.

8.5.9.2 RSD Fails To Latch

RSD Fails to Latch

Deck Status

1. LSO — Maintain 4,000 pounds.

Red

2. LSO — IN THE TRAP MAXIMUM TENSION.

3. RSD beams — CYCLE.

Green

4. If unlatched indication persists, or RSD beams cannot be closed, chocks and chains

shall be applied as soon as possible.

5. RSD — OFF.

8.5.9.3 Airborne Release

Airborne Release

Deck Status

1. Pilot — STANDBY RELEASE, RELEASING NOW, NOW, NOW:

a. Releases on third now.

2. LSO, prior to third now:

a. Minimum tension — Select.

b. Standby — Select.

3. LSO (aircraft clear) — ALL CLEAR.

Green

4. If release was accomplished with Tension on the cable:

a. RAST machinery room — Check prior to further use of any RAST machinery.

8-23

ORIGINAL

A1-H60BB-NFM-000

8.5.9.4 Free Deck Landing

Free Deck Landing

Deck Status

LSO — GREEN DECK FOR FREE DECK RECOVERY.

Green

a. PORT/STBD RSD.

b. Altimeter.

c. True wind.

d. BRC.

e. Pitch.

f. Roll.

g. Relative wind.

Pilot — Landing Checklist — Complete.

Note

For EMCON recoveries, this information may be passed on data link and

the recovery carried out using light signals.

Pilot — On short final flash searchlight or hover lights (night).

HCO — Lineup lights steady/dim (night).

LSO — Aircraft over deck.

Amber

Pilot (positions aircraft over RSD) — READY TO LAND:

a. Searchlight or hover lights — Flash (EMCON).

LSO, PNAC, or Aircrewman — Conns aircraft into position:

a. “LAND NOW, DOWN, DOWN, DOWN” (until aircraft on deck).

Green

LSO — IN THE TRAP.

a. RSD beams — CLOSE.

b. LTCH light — ON.

c. BRKE light — ON.

d. RSD beam flags — UP.

LSO — TRAPPED.

Amber

a. For mistrap, refer to Mistrap Procedures.

ORIGINAL

8-24

A1-H60BB-NFM-000

Free Deck Landing

Deck Status

Failure to keep the Officer of the Deck (OOD) informed of the aircraft

status may result in the ship maneuvering prior to chocks and chains being

installed.EnsuretheOOD isawareofwhetherornot theaircraft isproperly

secured. Deck status lights alone do not provide this information.

10. Once chocked and chained — Inform bridge.

Red

8.5.9.5 Consecutive Landing Practice (RA Yo--Yos or Free Deck Bounces)

Consecutive Landing Practice (RA Yo--Yos or Free Deck Bounces)

Deck Status

Note

D Clearance from the bridge to conduct yo--yos is necessary, but not for each

evolution.

D EMCON yo--yos are performed using normal EMCON procedures.

Preflight briefing or the data link, if available, should be used to coordinate

evolutions.

1. For RA, normal procedures are used except:

a. Aircraft does not need to be secured in the RSD after every landing; however, the

RSD beams should be closed if any delay is anticipated.

b. When not secured with the RSD, maximum tension is left applied and LSO (upon

Amber

landing) calls IN THE TRAP, HOOKED ON MAXIMUM TENSION.

c. Pilot calls — READY TO LIFT, LSO ensures minimum tension selected and

Green

calls — BEAMS OPEN, GREEN DECK, LIFT.

d. Upon takeoff, LSO calls ALL CLEAR. HOOKED ON, MINIMUM TENSION.

2. For free deck, normal procedures are used. The aircraft does not need to be secured in

the RSD after every landing; however, the RSD beams should be closed if any delay

is anticipated.

8.5.9.6 Post Recovery

Post Recovery

Deck Status

1. LSO — Disengagement clearance — Obtain (EMCON — Aircraft position lights

flashing).

2. LSO — Before clearing aircraft to disengage, ensure:

a. LSE — On deck.

b. Relative wind — Within limits.

Amber

3. LSO — Disengagement complete — Notify bridge.

Red

8-25

ORIGINAL

A1-H60BB-NFM-000

8.5.9.7 Straightening Checklist

CAUTION

D The aircraft shall not be straightened with the blades or pylon folded.

D Aircraft should not be refueled until straightening sequence is completed

to reduce loads on the tail landing gear.

D Strong winds and high sea states may exceed tail guide winch cable

authority.

D The aircraft is not to be straightened with the external power cable attached.

D If the aircraft is to be traversed with the external power cable attached, the

FDD shall assign a person to tend the power cable and keep it clear of the

aircraft path to prevent damage to the cable.

Note

If RAST probe slippage occurs during straightening and line--up line mark

does not line up with track slot, consideration should be given to restarting

the straightening procedures.

LSO Console Preoperational Checklist — Complete.

FDD communication check — Complete.

Safety bar (if installed) — Remove.

RSD beams — OPEN.

Main probe to deck clearance and main probe position in RSD — Check.

Note

To ensure receipt of latched light indication and proper alignment of

helicopter during straightening evolutions, main probe should be centered

(as indicated by yellow RSD line--up) in RSD.

If probe needs to be raised or centered in RSD:

a. RSD beams — OPEN

b. Main probe — RAISE, if necessary.

c. Traverse — SELECT, if necessary.

d. Traverse lever — Desired direction to center main probe in RSD, if necessary.

CAUTION

Under certain conditions, the aircraft main probe may contact the deck,

resulting in a small amount of main probe compression. The amount of

compression, if observed in the upper barrel, shall be subtracted from the

1 inch allowable on the upper barrel.

ORIGINAL

8-26

A1-H60BB-NFM-000

Note

If main probe to deck clearance is inadequate, the main probe can be beeped

up a maximum of 1 inch as measured from the bottom of the aircraft to a

point 1 inch down on the upper barrel of the main probe.

6. RSD Chock — INSTALL (if available).

7. RSD beams CLOSED — Check LTCH and BRKE lights.

a. RSD beam flags — UP.

b. LTCH light — ON.

c. BRKE light — ON.

Toggling the RSD switch from OFF to CLOSED to OFF with the RSD

beams already in the closed position may allow the beams to become

unlatched, potentially resulting in aircraft roll over in heavy seas. If the

beams cannot be visually confirmed latched, chock and chain the A/C, open

the beams fully, (verify by OPEN light on console), select RSD CLOSED

and visually verify beams to be closed with latch light.

Note

Beams can be visually confirmed latched by a latched light, witnessing the

RSD flags in the up position, or noting no more than a quarter inch

separation at the ends of the RSD beams.

8. All nets — Down.

9. Brakerider — In aircraft.

10. Flight deck — Clear.

11. Proper RSD — PORT/STBD.

12. Straighten clearance — Obtain.

Should the ship maneuver, cease all aircraft movements, call for aircraft

brakes and chains as necessary, to prevent injury to personnel and/or

helicopter damage. Contact the pilot house to resolve the situation.

13. TGW — UNLOAD.

a. TGW cables — Install.

14. Tail probe — Verify up.

15. TGW cables — Clear.

16. TGW — AUTO.

17. Center probe in RSD — As required.

8-27

ORIGINAL

A1-H60BB-NFM-000

18. Tail wheel — Manually unlock.

19. Safety bar (if installed) — Remove.

20. SEAT light — ON.

21. Chocks/chains — Remove.

22. Aircraft brakes — Off.

23. If main probe is forward of bellmouth:

a. RSD beam brakes — Release position and hold.

CAUTION

Failure to hold the RSD beam brake switch in the release position in

accordance with the Straightening Checklist will result in excessive side

loading of the aircraft.

b. Traverse main probe aft of bellmouth — Complete.

The FDD shall remain in sight of the LSO at all times when traversing the

aircraft.

24. Straightening procedures — Complete.

a. See Figure 8-2 if aircraft main landing gear is on, or starboard of, alignment line.

b. See Figure 8-3 if aircraft main landing gear is port of alignment line.

Ensure all flight deck personnel are clear of TGW cables to prevent injury,

especially in the event of cable failure.

CAUTION

Failure to ensure all slack is removed from the tail guide winch cables

prior to any twisting evolution may cause damage to the fuel dump tube.

ORIGINAL

8-28

A1-H60BB-NFM-000

RSD BRAKE

TRAVERSE

TGW

STEP

SWITCH

LEVER

HANDLE

RESULT

RELEASE position

Fwd (Note)

Twist to

Move main probe to port limit (PORT light

and hold

Port

ON).

Aft

—

Move port aircraft alignment mark over

track slot.

AUTO position and

Fwd (Note)

Twist to STBD Center RSD beams (CTR light ON).

hold

CAUTION

During step 3., failure to limit forward movement to six inches could result in tail

guide wire hooks penetrating the aircraft skin.

Fwd

—

Move tail probe over track slot.

—

Aircraft brakes — ON.

—

Install chocks/chains.

—

Lower tail probe full down.

—

Remove chocks/chains.

—

Aircraft brakes — OFF.

10.

—

Complete Post Straightening checklist.

Note

Traversing provides for tail wheel caster. Limit to six inches.

Figure 8-2. Straightening Procedures, Aircraft Main Landing Gear on Alignment Line or

Starboard of Line

8-29

ORIGINAL

A1-H60BB-NFM-000

RSD BRAKE

TRAVERSE

TGW

STEP

SWITCH

LEVER

HANDLE

RESULT

RELEASE position

Fwd (Note)

Twist to STBD Move main probe to STBD limit (STBD

and hold

light ON).

Aft

—

Move starboard aircraft alignment mark

over track slot.

AUTO position and

Fwd (Note)

Twist to

Center RSD beams (CTR light ON).

hold

PORT

CAUTION

During step 3., failure to limit forward movement to six inches could result in tail

guide wire hooks penetrating the aircraft skin.

Fwd

—

Move tail probe over track slot.

—

Aircraft brakes — ON.

—

Install chocks/chains.

—

Lower tail probe full down.

—

Remove chocks/chains.

—

Aircraft brakes — OFF.

10.

—

Complete Post Straightening checklist.

Note

Traversing provides for tail wheel caster. Limit to six inches.

Figure 8-3. Straightening Procedures, Aircraft Main Landing Gear Port of Alignment Line

8.5.9.8

Post Straightening Checklist

1. Tail wheel — LOCK.

2. START/STANDBY — STBY.

3. Aircraft brakes — ON.

4. Chocks/chains — As required.

CAUTION

Using only the main RAST probe to secure the aircraft in high sea states

may result in damage to the probe.

5. RSD safety bar — Install.

6. TGW — UNLOAD.

7. TGW cables — Remove.

8. TGW — AUTO for stow, then UNLOAD after complete.

9. STOP button — Press to obtain PRESS light.

10. Notify bridge — Straightening complete.

11. Fold blades/pylon — As required.

ORIGINAL

8-30

A1-H60BB-NFM-000

Ensure external power is applied or battery switch is on prior to folding the

tail pylon to ensure the tail index actuator engages immediately after

starting pylon fold sequence. Uncontrolled tail rotor windmilling may

result if tail index actuator is not engaged.

a. Fold clearance — Obtain.

b. Fold cycle — Complete.

CAUTION

Unsecured folded main rotor blades can flap enough in high winds or high

sea states to strike the upper UHF antenna. To prevent damage to the rotor

blades and antenna, blade crutches shall be applied when the blades are

folded and the ambient conditions are conducive to blade flapping.

12. Notify bridge — Fold complete.

8.6

EMITTER HAZARDS

An electromagnetic interference (EMI) hazard exists to all SH--60B aircraft operating in the vicinity of CG--47 or

DDG--51 class ships.

CAUTION

Due to the adverse effects of EMI on aircraft operating in the vicinity of

SPY--1 radar, SH--60B aircraft should not close within 2 nm of CG--47 or

DDG--51 class ships unless SPY--1 is operating at low power, the controller

has broken data link, and the helicopter track has been dropped. Prior to

takeoff on these class of ships, aircraft commanders should ensure that

Hawk Link is in standby (following removal of the hardwire) and not

placed to radiate until the aircraft is 2 nm clear of own ship.

Lot 1 SH--60B aircraft, BuNo 161553 to 161570, not incorporating ECP--3013R5 (AFC--24) shall not approach or

remain within the minimum standoff distances of radiating shipboard and/or shore--based emitters as shown in

Figure 8-4. Lot 1 aircraft carrying torpedoes shall remain outside the standoff distances when operating with ships,

whether emitters are radiating or not. If the aircraft is on the deck, emission restrictions apply only if maintenance

or preflight actions are being performed.

Failure to maintain standoff distances may cause degradation to flight

controls and/or inadvertent actuation of electroexplosive devices.

Note

Transponder MODE IV AUDIO/LIGHT/OUT control may induce static

feedback in ATO and pilot headsets when set to AUDIO in an EMI

environment.

8-31

ORIGINAL

A1-H60BB-NFM-000

EMITTER

STANDOFF

EMITTER

STANDOFF

EMITTER

STANDOFF

HF COMM

55 FT (100 FT FOR CV)

STIR

1500 FT

MK 29

1500 FT

MK 91

1500 FT

MK 92

1500 FT

CCA

2800 FT

EX 3 CWCS

2800 FT

FPN 63

2800 FT

MK X11

2800 FT

MD 15 CLWS

2800 FT

MK 24

2800 FT

MK 37

2800 FT

MK 38

2800 FT

MK 86

2800 FT

SPG 51

2800 FT

SPG 60

2800 FT

SLQ 32

2800 FT

SPN 35

2800 FT

SPN 41 ILS

2800 FT

SPN 41 T--4

2800 FT

SPN 42

2800 FT

SPN 43

2800 FT

SPN 44

2800 FT

SPQ 9

2800 FT

SPS 40

2800 FT

SPS 48

2800 FT

SPS 49

2800 FT

SPS 65

2800 FT

SPS 67

2800 FT

SPY 1A/B

2 NM

Figure 8-4. Emitter Standoff Distances (Lot 1 Aircraft)

8.7

HELICOPTER IN--FLIGHT REFUELING

8.7.1 General

Helicopter In--Flight Refueling (HIFR) is intended to extend the aircraft on--station time. It should be initiated with

sufficient fuel remaining to BINGO to a suitable landing site if unsuccessful. Night HIFR operations are extremely

demanding, and are only permitted for operational necessity.

CAUTION

The PIC shall ensure that the Landing Checklist is completed prior to

commencing an approach, HIFR, transfer, etc., to any aviation/air--capable

ship.

8.7.2 HIFR Systems

All HIFR--capable ships are equipped with one of two different rigs for helicopter inflight refueling.

8.7.2.1 Wiggins/North Island HIFR Rig

The Wiggins/North Island (NI) rig (Figure 8-5) is composed of a ship’s hose (>100 feet in length) and a HIFR

assembly (10--foot section of a 1.5--inch hose outfitted with a saddle for hoisting). Both ends of the HIFR assembly

are equipped with female closed--circuit refueling (CCR) fittings (also referred to as Wiggins fittings). One Wiggins

fitting is connected to the ship’s hose and the other Wiggins fitting is connected to the male Wiggins fitting in the

helicopter. A manual emergency disconnect lanyard (emergency release T--handle) is located near the Wiggins fitting,

which connects to the male Wiggins fitting in the helicopter.

8.7.2.2 NATO--Compatible High Capacity HIFR Rig

The NATO--Compatible High Capacity (NHC) rig (Figure 8-6) features a 2--inch lightweight hose, unisex couplings,

automatic emergency breakaway, and facilitates the use of either a Wiggins nozzle or a Parker nozzle for HIFR

operations. The NHC rig is composed of two major assemblies: the 100--foot HIFR hose and the 10--foot HIFR

assembly.

ORIGINAL

8-32

A1-H60BB-NFM-000

Figure 8-5. Wiggins/North Island (NI) HIFR Rig

The NHC nozzle has a built--in 45--psi pressure regulator and an on/off flow control handle. Emergency breakaway

is initiated when 450 +/--50 lbs of straight tensile pull is exerted on the automatic breakaway coupling.

When using an NHC assembly, the hose shall be secured to the deck of the

ship to ensure proper functionality of the break away system.

Note

D Emergency breakaway occurs automatically as the helicopter moves away

from the ship. No action by the aircrew is necessary.

D Most US helicopters are configured with a Wiggins--type connection for

HIFR refueling, while all other NATO countries with HIFR capability use

a Parker connection. If a US helicopter performs a HIFR with the NATO

ship, it will be given a Parker nozzle. An adapter to convert the nozzle to

a Wiggins type connection will be required.

8-33

ORIGINAL

A1-H60BB-NFM-000

Figure 8-6. NATO High Capacity (NHC) HIFR Rig

8.7.3 Normal Operations

The ship’s course and speed should be adjusted to provide relative winds from 10 to 30 knots, 300º to 360º, and

minimum pitch and roll. Higher winds may bedesired in high DA/gross weight/OAT conditions. The helicopterwill

make an approach hovering into the relative wind over the HIFR H deck marking. The fueling hose will be attached

and hoisted aboard under the direction of the helicopter crewman. When the refueling hose is hoisted, the helicopter

will then slide to port. The crewman shall attach the grounding wire to the airframe and the nozzle to the refueling

receptacle. The helicopter will then move to a slightly lower altitude and the crewman will signal to commence

pumping fuel.

CAUTION

A low hover while wind is less than 10 knots may cause excessive salt

spray, which can decrease engine performance and reduce pilot field of

view.

When refueling is complete, the crewman will signal for the pumping to stop and disconnect the hose. The helicopter

will then be repositioned over the deck and the hose will be lowered.

ORIGINAL

8-34

A1-H60BB-NFM-000

8.7.3.1 HIFR Procedure

CAUTION

D Ensure HIFR assembly is grounded to aircraft before connecting hose to

refueling fitting.

D The Wiggins/NI HIFR assembly can be installed backwards. The

aircrewman must ensure the emergency release T--handle is located near the

Wiggins fitting that attaches to the aircraft fitting. Opposite connection is

possible and will force the helicopter to shear the hoist to affect an

emergency breakaway.

1. Landing checklist — Complete.

2. Rescue Hoist Preoperational check — As required.

3. Lower the hoist and obtain fuel sample taken from nozzle of HIFR rig. Confirm fuel is acceptable.

4. Lower hoist cable for pickup of refueling rig.

D Both the NHC and NI HIFR hoses shall be hoisted to the helicopter

unpressurized, but full offuel. Airin theHIFR hosewillcreateanelectrical

charge on the helicopter internal fuel filter elements and may damage

equipment. An NHC hose not filled with fuel poses a hazard to flight deck

crew and the helicopter.

D When using an NHC assembly, the hose shall be secured to the deck of the

ship to ensure proper functionality of the break away system.

5. Raise attached refueling rig to full seated position.

D Should waveoff be required before HIFR rig is connected, the hoist cable

should be cut immediately.

D The HIFR saddle must be raised as near as possible to the hoist seat position

to permit proper and safe operation of the emergency breakaway on either

rig.

6. Check the emergency breakaway handle for correct attachment (if applicable).

7. Connect the grounding wire.

8. Connect Wiggins nozzle (NHC rig) or the Wiggins fitting (NI rig) to the receptacle in the helicopter.

9. Signal ship to start pumping.

10. Depress locking tab on the NHC rig’s SPR nozzle and slowly move the flow control handle to ON (forward)

position.

8-35

ORIGINAL

A1-H60BB-NFM-000

Note

The Wiggins fitting (nozzle) on the NI rig does not have a flow control

handle.

11. Once the hose is pressurized, direct pilot to conduct precheck.

CAUTION

D Flowoffuelwhenprecheckvalveisinprecheck positionindicates ashutoff

system malfunction. If neither precheck switch will secure the fuel flow,

fueling should be continued only if necessary. If fueling is required, pro-

ceed with caution in order to prevent rupture of the main fuel cell. One pilot

shall monitor fuel quantity on the flight or mission displays.

D During HIFR if right cell fills faster than the left cell, monitor the fuel

quantity gauges closely. If the difference in cell quantities persists, stop

refueling before the right cell is full (approximately 1,700 pounds) to

prevent rupture of the fuel cell.

Note

D Low fuel flow may be the result of low pressure from the ship’s pump,

aircraft altitude, or contamination in the HIFR filter canister.

D The crewman has the ability to stop fueling with the flow control handle

on the NHC rig. Additionally, the SPR nozzle will automatically stop flow

and the red pin behind the flow control handle will extend if pressure has

exceeded 45 psi and/or the tanks are full.

D If fuel pumping rate appears to be negligible or too slow, a decrease in

helicopter altitude will increase pumping rate.

12.

Signal ship to stop pumping.

13.

Move NHC SPR nozzle flow control handle to CLOSED (aft) position.

14.

Disconnect NHC Wiggins nozzle or NI Wiggins nozzle/fitting from aircraft fuel fitting.

15.

Remove grounding wire.

16.

Reposition helicopter over flight deck. Lower rig once over deck.

17.

Raise hoist after confirming HIFR assembly is disconnected and report, “CLEAR

FOR FORWARD

FLIGHT.”

Note

D The HIFR fuses in the go/no--go canister should be capable of handling

approximately 10,000 pounds of fuel. The actual capacity of the fuses

depends on the quality of the fuel received. If a pressure differential occurs

across the fuses, fuel will not be taken and the fuse must be replaced. The

HIFR filter should be replaced after each flight involving in--flight

refueling.

D The Go/No--Go canister is sensitive to both water and particulate

contamination.

ORIGINAL

8-36

A1-H60BB-NFM-000

8.7.4 Communications

Signals to start and stop pumping shall be exchanged between the helicopter crewman and the LSE, with the radios

as the backup means of communication. In addition to normal hover positioning reports, standard HIFR terminology

and visual signals shall be used (Figure 8-7). The visual signals will be the same at night, except a red--lens flashlight

shall be used.

FROM

WHEN

REPORT/VISUAL SIGNAL

RESPONSE

Hoist

Pilot

HOIST IS GOING DOWN

HOIST GOING DOWN

Operator

Hoist

Pilot

HOIST IS ON THE DECK

HOIST IS ON DECK

Operator

Hoist

Pilot

HOSE CONNECTED TO

HOSE COMING UP

Operator

HOIST

Hoist

Pilot

HOSE IS IN THE CABIN,

HOSE IS IN THE CABIN, CLEAR

ROGER, SLIDING

Operator

CLEAR TO SLIDE LEFT

TO SLIDE LEFT

LEFT

Hoist

Pilot

HOSE CONNECTED AND

HOSE CONNECTED

ROGER,

Operator

READY TO RECEIVE

COMMENCE

FUEL

PUMPING

Hoist

Ship

DIRECT TO COMMENCE

HOIST OPERATOR MAKES

Operator

PUMPING

CIRCULAR MOTION WITH HAND

Hoist

Pilot

HOSE IS PRESSURIZED

READY FOR PRECHECK

Operator

PAC

Hoist

DESIRED QUANTITY OF

STOP PUMPING

ROGER, STOP

Operator

FUEL HAS BEEN

PUMPING

RECEIVED

Hoist

Ship

STOP FUELING

HOIST OPERATOR MAKES

Operator

CUTTING MOTION ACROSS

THROAT

Hoist

Pilot

FUELING HAS STOPPED,

FUELING STOPPED, HOSE

ROGER, SLIDING

Operator

HOSE DISCONNECTED,

DISCONNECTED, CLEAR TO

RIGHT

CLEAR TO SLIDE RIGHT

SLIDE RIGHT

Hoist

Pilot

READY TO LOWER HOSE

HOSE GOING DOWN

Operator

Hoist

Pilot

HOSE ON DECK

HOSE IS ON THE DECK

Operator

Hoist

Pilot

HOSE DISCONNECTED

HOIST CLEAR

Operator

FROM HOIST AND HOIST

IS BEING RAISED

Hoist

Pilot

SECURED AFT

CLEARED FOR FORWARD

Operator

FLIGHT

Anyone may give the command “BREAKAWAY”. The crewman shall immediately pull the emergency

disconnect lanyard (if installed) and report “HOSE CLEAR”.

Figure 8-7. HIFR Communications

8-37

ORIGINAL

A1-H60BB-NFM-000

8.7.5 HIFR Emergency Procedures

When an emergency condition is observed or when the command BREAKAWAY is received, the following

emergency breakaway procedures should be followed (depending on the type of HIFR rig used):

Note

If emergency breakaway is necessary with either rig attached, the HIFR

assembly, which includes the saddle and 10--foot section of hose, will

remain attached to the helicopter.

1. NI HIFR rig. The crewman shall pull the emergency release T--handle. Allow the released HIFR hose to fall

back to the ship. The PAC then flies away from the ship.

2. NHC HIFR rig. This rig incorporates an automatic emergency breakaway. Crewman action is not necessary

to disconnect system. Once the NHC rig has been attached, the PAC can effect an emergency breakaway at

any time by flying away from the ship.

D All slack hose between aircraft and deck tiedown point near HIFR “H” will

be pulled taut upon flyaway. Injury may result if deck crew becomes

tangled in the HIFR hose.

D If either rig fails to disconnect when an emergency breakaway is attempted,

it will be necessary for the crewman to quickly disengage the nozzle and

grounding wire from the aircraft and cut the hoist cable.

D If the hoist cable is cut with either HIFR rig connected to the aircraft fitting,

the possibility exists that the HIFR rig or aircraft fitting could rupture,

causing pressurized fuel to leak into the cabin.

8.7.6 Night HIFR Procedures

Due to the hazards associated with night operations and the increased

potential for mishap, night HIFR operations shall not be conducted except

for reasons of operational necessity.

Night HIFR employs the same procedures as day HIFR. Use all available navigation and reference aids (TACAN,

ADF, SGSI, etc.) to execute an approach to arrive in a hover positioned into the relative wind over the HIFR H deck

marking. When stabilized in a hover, conduct normal HIFR operations.

Note

D A chemical light should be connected to the hoist during night operations

to provide visual reference to the hook position at all times.

D On final approach to the ship, the lower anticollision light and search/land-

ing lights should be OFF and the position lights set to DIM to prevent

temporarily blinding or disorienting the flight deck crew, LSE, or HCO.

Upon completion of the refueling evolution, make a turn to the left. After receiving a CLEAR FOR FORWARD

FLIGHT report from the crewman, slide clear of the ship to port. Use standard departure procedures to climb to

desired altitude.

ORIGINAL W/IC 70

8-38

A1-H60BB-NFM-000

CHAPTER 9

Special Procedures

9.1

INTRODUCTION

9.1.1 Definitions

The following definitions and general descriptions apply to Chapter 9, Special Procedures. For detailed discussion

of aircrew responsibilities, see Chapter 19, Crew Resource Management.

9.2

SEARCH AND RESCUE (SAR)

The H--60 is capable of a wide variety of Search and Rescue (SAR) missions. Since each SAR mission presents a

different set of circumstances, specific procedures cannot be given to cover all situations. The PIC must assess each

situation and evaluate parameters such as weather, turbulence, sea state, terrain, condition of the survivor, and aircraft

performance capabilities. Often there is no communication with the survivor or ground rescue party to assist in

evaluating the situation. In the face of extreme pressure to complete a difficult rescue, the PIC must exercise caution

and utilize sound judgment to avoid placing the aircraft and crew in an unnecessarily dangerous position.

Good lookout doctrine is mandatory for successful SAR operations. Because the pilots’ primary concern is flight

safety, most of the responsibility lies with the aircrewmen. The crewmen should be assigned specific lookout stations;

one at each side of the aircraft.

9.2.1 SAR Equipment

A complete SAR kit must be readily available. It should be recognized that, because of the limitations imposed by

space available and maximum gross weight, a SAR kit must be tailored to the environment in which the crew

anticipates SAR operations. Helicopters designated as primary SAR vehicles shall carry the equipment required in

NTTP 3--50.1. For specific information regarding SAR equipment refer to NTTP 3--50.1.

9.2.2 Safety Precautions

ICS directing procedures are contained in Figure 9-1. Always try to keep the cockpit informed of the pickup’s position

andanypossibledangertothehelicopter,usingstandardterminologyandanyotherwordsthatareconciseandclearly

understandable.

9.2.3 Rescue Precautions

D Helicopters create static electricity which must be discharged by grounding

the hoist on the surface prior to commencing a pickup. The surface in the

immediate vicinity of a crash site may be covered with fuel. Avoid

discharging static charge or deploying smoke markers in that zone.

D With starboard 120 gallon external fuel tank installed, hoist devices,

including rescue swimmer/survivor and MEDEVAC litter, may contact the

forward part of the fuel tank potentially causing equipment damage and

personnel injury.

D If a parachute remains in the area of the survivor, maintain a minimum of

rotor diameter separation between parachute canopy and rotor

downwash.

9-1

ORIGINAL

A1-H60BB-NFM-000

The rescue hoist cable must be kept clear of all parts of the aircraft and free

from other external obstacles when operating the hoist. Cable abrasion

during hoist operations can lead to cable failure. If cable contact or

snaggingoccurs,suspendhoistoperationsandinspectthecablefordamage

in accordance with applicable procedures.

Swimmer shall not be required to enter the water to affect the recovery of

inanimate objects.

There shall be a hoist operator in the cabin if a swimmer is deployed.

Personnel hoist shall not be attempted with a damaged hoist cable.

The hoist operator shall wear a heavy-duty glove during all rescue hoist

operations.

Any time the cabin door is open during flight, all occupants of the cabin

shall wear crewman’s safety harness or remain strapped in a seat. The

crewman’s safety harness must be thoroughly checked for secure attach-

ment to the airframe.

The Mk 25 shall not be launched while in hover because of valve plug

possibly striking aircraft or personnel.

The red phosphorus composition in the Mk 25/Mk 58 procedures smoke,

which is highly caustic to the moist tissues of the nose and throat. Do not

breathe this smoke.

Removal of the marker pull ring from the Mk 58 exposes the battery cavity.

Entrance of seawater in this cavity will immediately activate the marker.

This ring shall not be removed until launching is to be accomplished.

After the tear strip is removed from the Mk 58, use care to avoid cutting

hands on the sharp edges of the can.

AircraftshouldnotflyatlowaltitudeoveraburningMk58marker.Ignition

of the second candle can be forceful, with flame occasionally ejecting up

to 50 feet.

Note

During the pickup phase of a rescue, the PAC shall keep the survivor on the

right side of the aircraft to allow the crewman to complete the pickup.

Search and hover altitudes should be determined by existing conditions.

Recommended altitude for hovering is 70 ft. Prolonged low overwater

hover with little or no head--wind shall be avoided due to engine salt

ingestion.

If a lost ICS situation occurs during a SAR evolution, the COPILOT shall

benotified viathe cabin tunnel. Alladvisory handsignalsshallbegivenvia

tunnel to the COPILOT/LEFT Seat Pilot.

ORIGINAL

9-2

A1-H60BB-NFM-000

9.2.3.1 Swimmer Deployment and Survivor Assistance

The swimmer shall enter the water and assist the survivor on all rescues except when the PIC determines that

circumstances will unnecessarily expose the swimmer to danger. Conditions existing at the scene of the rescue (water

temperature, sea state, condition of the survivor, proximity of other units, etc.) will dictate procedures to be followed.

Note

In sea states of three or above, it is recommended that the swimmer deploy

on the hoist.

DESIRED PILOT CONTROL INPUT

OR INFORMATION TO PILOT

ICS TERMINOLOGY

LOST ICS*

Slow rate of movement precedes basic command.

EASY

NONE REQUIRED

Direction of movement ⎯ STRAIGHT AHEAD.

FORWARD

ELBOW BENT 90 DEG

FINGERS EXTENDED

POINTING UP

Direction of movement ⎯ STRAIGHT BACK.

BACK

ELBOW BENT 90 DEG

FINGERS EXTENDED

POINTING DOWN

Direction of movement ⎯ RIGHT.

RIGHT

ELBOW BENT 90 DEG,

FINGERS EXTENDED UP

AND PERFORM WAVING

MOTION

Direction of movement ⎯ LEFT.

LEFT

LEFT ARM EXTENDED,

FINGERS EXTENDED

Increase helicopter altitude.

PALM UP MOTIONING UP

Decrease helicopter altitude.

DOWN

PALM DOWN MOTIONING

DOWN

Maintain steady hover.

STEADY

CLINCHED FIST

Hoist cable direction.

HOIST COMING UP/

THUMB UP/ DOWN

DOWN

10. Lost ICS communications

NONE

POINT TO MOUTH/

(NOTIFY PILOT/COPILOT) VIA TUNNEL.

EAR THUMB DOWN

11. I desire crew hover.

REQUEST CREW

TAP HELMET, POINT AFT

HOVER

12. Secure crew hover.

S/S CLEAR OF

TAP HELMET, POINT

WATER

FORWARD

13. READY FOR FORWARD FLIGHT.

S/S ABOARD/

CIRCULAR MOTION,

SECURE

POINT FORWARD

Note

If a lost ICS situation occurs during a SAR evolution, the COPILOT shall be notified via the cabin tunnel. All

advisory hand signals shall be given via tunnel to the COPILOT/LEFT Seat Pilot.

Figure 9-1. SAR ICS Terminology

9-3

ORIGINAL

A1-H60BB-NFM-000

MANUAL APPROACH AND/OR DAY/VMC PROCEDURES

STATION

ACTION

ICS CALL

PAC

Signify intention to commence a manual approach

AUTOMATIC APPROACH

to a hover.

CHECK-LIST, CREW RIG FOR

RESCUE

HOIST

Together with swimmer, prepare for rescue.

UNSTRAPPING

OPERATOR

PNAC

Complete Automatic Approach checklist.

CHECKLIST COMPLETE

HOIST

Complete rescue station preparation, strap into

RESCUE STATION MANNED AND

OPERATOR

gunners belt, ensure swimmer is also strapped in.

READY

ANY

Locate survivor.

SURVIVOR IN SIGHT

CREWMAN

___O’CLOCK, ___YARDS

ANY

Direct PAC to survivor using SAR ICS

(FIGURE 9--1)

CREWMAN

terminology.

PAC

Commence manual approach once survivor is in

SURVIVOR IN SIGHT COM-

sight.

MENCING MANUAL APPROACH

PNAC

Report altitude and groundspeed throughout the

___FEET, ___KTS

approach.

PAC

Continue approach to survivor, wings level on

STANDBY TO DEPLOY

final. At 30 ft AGL, report:

SWIMMER

Hoist operator shall maintain grasp of swimmer’s rescue harness

with one hand and signal swimmer to remove gunners belt with

other hand.

10. HOIST

Tap swimmer once on chest.

OPERATOR

11. SWIMMER

Disconnect gunners belt.

12. HOIST

Observe swimmer is disconnected.

SWIMMER READY

OPERATOR

13. PAC

Confirm a 15--foot/0 KGS hover or 10--foot /10

JUMP, JUMP, JUMP

KGS creep. If confirmed, order swimmer

deployment.

It is extremely difficult to accurately judge height above water;

therefore, the swimmer shall not jump into the water until the PAC

positively gives the JUMP command to the hoist operator.

14. HOIST

Check area clear of debris, tap swimmer on

OPERATOR

shoulder three times, and release hold on

swimmer.

15. SWIMMER

After third tap, jump when clear.

Figure 9-2. Day/VMC SAR Procedures (Manual Approach) (Sheet 1 of 3)

ORIGINAL

9-4

A1-H60BB-NFM-000

MANUAL APPROACH AND/OR DAY/VMC PROCEDURES (cont.)

STATION

ACTION

ICS CALL

To assure safe swimmer deployment, the pilot shall remain at jump

altitude until hoist operator reports swimmer away.

16. HOIST

Observe swimmer deployment and water entry.

SWIMMER AWAY

OPERATOR

17. PAC

Fly the helicopter to the desired hoisting altitude.

ENGAGE HOVER MODE

18. PNAC

Press APPR/HVR pushbutton, observe HVR light.

ENGAGED

19. SWIMMER

Signal condition to hoist operator.

20. HOIST

Observe swimmer signal and report condition.

SWIMMER OKAY or

OPERATOR

SWIMMER IN TROUBLE

21. HOIST

Direct PAC left and aft to maintain visual contact

(FIGURE 9--1)

OPERATOR

with the survivor and swimmer using SAR ICS

terminology.

Do not lose sight of the survivor. Keep pilot informed of swimmer’s

progress, cable position, debris, etc.

22. PNAC

Conduct hover checks.

HOVER CHECKS COMPLETE

23. If crew hover is used:

a. HOIST

Direct PAC to maintain a steady hover.

STANDING BY FOR CREW

OPERATOR

HOVER

b. PAC

maintain steady hover.

ENGAGE CREW HOVER

c. PNAC

Press CREW HVR pushbutton, and observe CREW

ENGAGED

HVR light.

d. HOIST

Observe HOVER TRIM light illuminated on the

I HAVE A LIGHT

OPERATOR

HOVER TRIM CONTROL panel.

e. PAC

Monitor flight controls.

YOU HAVE CONTROL

f. HOIST

Assume control of aircraft and position helicopter

I HAVE CONTROL

OPERATOR

over swimmer/survivor.

(FIGURE 9--1)

24. If crew hover is not used:

a. PAC

Verbally pass directional control.

YOU HAVE VERBAL CONTROL

b. HOIST

Accept verbal control.

I HAVE VERBAL CONTROL

OPERATOR

c. HOIST

Verbally position helicopter over swimmer/survivor.

(FIGURE 9--1)

OPERATOR

25. HOIST

Lower and ground hoist.

HOIST GOING DOWN

OPERATOR

Figure 9-2. Day/VMC SAR Procedures (Manual Approach) (Sheet 2)

9-5

ORIGINAL

A1-H60BB-NFM-000

MANUAL APPROACH AND/OR DAY/VMC PROCEDURES (cont.)

STATION

ACTION

ICS CALL

26. SWIMMER

Signal ready for pickup.

27. HOIST

Acknowledge swimmer’s signal.

I HAVE A PICKUP SIGNAL

OPERATOR

28. If crew hover is used:

a. HOIST

Position helicopter over swimmer/survivor.

(FIGURE 9--1)

OPERATOR

29. If crew hover is not used:

a. HOIST

Verbally position helicopter over

(FIGURE 9--1)

OPERATOR

swimmer/survivor.

30. HOIST

Observe swimmer/survivor approaching hook and

SWIMMER/SURVIVOR AP-

OPERATOR

hooking up.

PROACHING RESCUE HOOK

/HOOKED UP

31. SWIMMER

Signal ready to be hoisted.

32. HOIST

Observe swimmer/survivor giving ready to be

I HAVE A HOIST SIGNAL

OPERATOR

hoisted signal.

33. HOIST

Raise the swimmer/survivor.

SWIMMER/SURVIVOR CLEAR

OPERATOR

OF WATER

34. If crew hover is used:

a. HOIST

Stabilize the aircraft and pass control to pilot.

YOU HAVE CONTROL

OPERATOR

b. PNAC

Press CREW HVR pushbutton and observe

CREW HOVER DESELECTED

CREW HVR light OUT.

c. PAC

Assume control of aircraft.

I HAVE CONTROL

35. HOIST

Continue the hoist evolution.

HALFWAY UP, AT THE CABIN

OPERATOR

DOOR, ABOARD

36. HOIST

Secure rescue station.

RESCUE STATION SECURE,

OPERATOR

CLEAR FOR FORWARD FLIGHT

37. PAC

Disengage coupled hover using DEPART

DEPARTING

pushbutton.

38. PNAC

Observe DPRT light illuminated.

DEPART LIGHT

39. HOIST

Report survivor’s injuries and treat as required.

OPERATOR

Figure 9-2. Day/VMC SAR Procedures (Manual Approach) (Sheet 3)

9.2.3.2 Night/IMC Search and Rescue Procedure

Commence search based on data concerning location, number, and condition of survivors. Wind must be considered

while performing a search, but the pattern entry angle in relation to the wind is not critical. Selection of a rescue

procedure is based on prevailing visibility, winds and sea state, crew training, aircraft systems status, and crew fatigue.

The night/IMC procedure and pattern described below permits the helicopter crew to affect a rescue in minimum time

with proper margins for flight safety. The altitudes and airspeeds shown are not mandatory and may be modified for

the existing conditions.

ORIGINAL

9-6

A1-H60BB-NFM-000

NIGHT/IMC SEARCH AND RESCUE PROCEDURE

STATION

ACTION

ICS CALL

1. PAC

Signify intention to commence an automatic

AUTOMATIC APPROACH CHECK-

approach to a hover.

LIST, CREW RIG FOR RESCUE

2. PNAC

Adjust landing light and searchlight as required.

3. HOIST

Together with swimmer, prepare for rescue.

UNSTRAPPING

OPERATOR

4. PNAC

Complete Automatic Approach checklist.

CHECKLIST COMPLETE

5. HOIST

Complete rescue station preparation (three

RESCUE STATION MANNED AND

OPERATOR

smokes or matrix lights), strap into gunners belt,

READY

ensure swimmer is also strapped in.

The rescue swimmer, rescue strop and rescue hook shall all be

illuminated by a chemical light before lowering.

ANY

Locate survivor.

SURVIVOR IN SIGHT

CREWMAN

___ O’CLOCK, ___YARDS

ANY

Direct PAC over survivor using SAR ICS

(FIGURE 9--1)

CREWMAN

terminology:

ON TOP, NOW, NOW, NOW

HOIST

Deploy the smokes or matrix lights.

SMOKES/MATRIX LIGHTS AWAY

OPERATOR

PAC

Commence wind line rescue pattern.

(FIGURE 9-4 and 9-5)

10. PNAC/HOIST

Indicate survivor/marker relationship using turn

(FIGURE 9--1)

OPERATOR

rate commands.

11. PNAC

Direct PAC as helicopter approaches windline.

STANDBY TO ROLL OUT

12. PNAC

Direct PAC to roll out when lineup is achieved into

ROLL OUT

the windline.

13. PNAC

Verify wings level and into the windline with less

STANDBY FOR AUTOMATIC

than 5° angle of bank.

APPROACH

14. PNAC

Commence automatic approach to arrive in hover

APPROACH ENGAGED

just prior to the smokes/matrix lights, press

APPR/HVR pushbutton, and observe APPR light.

Note

The distance to complete the approach will

vary depending on altitude, ground speed,

and water current

15. PNAC

After aircraft has finished the automatic approach,

HOVER MODE, CONDUCTING

verify the APPR/HVR pushbutton changes to

HOVER CHECKS

HOVER and conduct hover checks.

Figure 9-3. Night/IMC SAR Procedure (Sheet 1 of 4)

9-7

ORIGINAL

A1-H60BB-NFM-000

NIGHT/IMC SEARCH AND RESCUE PROCEDURE (cont.)

STATION

ACTION

ICS CALL

16. PAC

At approximately 50 yards downwind of survivor,

STEADY HOVER, HOVER

establish a steady hover. Verifies hover checks

CHECKS COMPLETE

are completed and aircraft is established in a

steady/stable hover.

17. HOIST

Ensure swimmer is in cabin door, with rescue har-

SURVIVOR IN SIGHT

OPERATOR

ness on and attached to rescue hook. Perform

final check of swimmer’s equipment, tap swimmer

on chest as signal to remove gunners belt:

18. If crew hover is used:

a. HOIST

Request crew hover.

STANDING BY FOR CREW

OPERATOR

HOVER

b. PAC

Order crew hover mode selection.

ENGAGE CREW HOVER

c. PNAC

Press CREW HVR pushbutton and observe

ENGAGED

CREW HVR light.

d. HOIST

Observe CREW HVR TRIM light illuminated on

I HAVE A LIGHT

OPERATOR

the HOVER TRIM CONTROL.

e. PAC

Monitor flight controls while maintaining an

YOU HAVE CONTROL

instrument scan.

f. HOIST

Assume control of aircraft and position helicopter

I HAVE CONTROL (FIGURE

9--1)

OPERATOR

over the swimmer/survivor.

19. If crew hover is not used:

a. PAC

Verbally pass directional control.

YOU HAVE VERBAL CONTROL

b. HOIST

Accept verbal control.

I HAVE VERBAL CONTROL

OPERATOR

c. HOIST

Verbally position helicopter over

(FIGURE 9--1)

OPERATOR

swimmer/survivor.

Once control is established:

20. HOIST

Standby to lower swimmer.

PERMISSION TO LOWER

OPERATOR

SWIMMER

21. PAC

Ensure safe condition.

LOWER SWIMMER

22. HOIST

Place tension on cable and lower swimmer.

LOWERING SWIMMER,

OPERATOR

SWIMMER HALFWAY DOWN,

SWIMMER IN THE WATER

23. SWIMMER

Signal condition.

24. HOIST

Observe swimmer signal and report condition.

SWIMMER OK or

OPERATOR

SWIMMER IN TROUBLE

Figure 9-3. Night/IMC SAR Procedure (Sheet 2)

ORIGINAL

9-8

A1-H60BB-NFM-000

NIGHT/IMC SEARCH AND RESCUE PROCEDURE (cont.)

STATION

ACTION

ICS CALL

25. HOIST

Verbally position helicopter so as not to interfere

(FIGURE 9--1)

OPERATOR

with swimmer while maintaining visual contact.

Keep PAC advised of swimmer’s progress, posi-

tion, etc.

During a night rescue, selection of the FWD or OFF position on

the flood/hover light will permit the hoist operator to cycle the

rescue light in case of lost visual contact with the swimmer and/or

survivor.

Note

In the event of loss of visual contact with swimmer, the hoist

operator shall cycle the rescue light. The swimmer shall illuminate

the strobe light or ignite a flare to aid in reestablishing visual

contact.

26. SWIMMER

Signal ready for pickup.

27. HOIST

Acknowledge swimmer’s signal.

I HAVE A PICKUP SIGNAL

OPERATOR

28. HOIST

Position helicopter over swimmer/survivor

(FIGURE 9--1)

OPERATOR

(verbally or via crew hover).

29. HOIST

Observe swimmer/survivor approaching hook and

SWIMMER/SURVIVOR

OPERATOR

hooking up.

APPROACHING RESCUE HOOK

/HOOKED UP

30. SWIMMER

Signal ready to be hoisted.

31. HOIST

Observe swimmer/survivor giving ready to be

I HAVE A HOIST SIGNAL

OPERATOR

hoisted signal.

32. HOIST

Raise the swimmer/survivor.

SWIMMER/SURVIVOR CLEAR OF

OPERATOR

WATER

33. If crew hover is used:

a. HOIST

Stabilize the aircraft and pass control to PAC.

YOU HAVE CONTROL

OPERATOR

b. PNAC

Press CREW HVR pushbutton and observe

CREW HOVER DESELECTED

CREW HVR light OUT.

c. PAC

Assume control of aircraft.

I HAVE CONTROL

34. HOIST

Continue the hoist evolution.

HALFWAY UP, AT THE CABIN

OPERATOR

DOOR, ABOARD

Figure 9-3. Night/IMC SAR Procedure (Sheet 3)

9-9

ORIGINAL

A1-H60BB-NFM-000

9.2.4 Overland SAR

While naval SAR--capable units have traditionally operated within the maritime environment, it is becoming

increasingly necessary for those units to also operate inland. Many of the procedures used in the maritime region also

apply when operating inland, however, aircrew must understand and be familiar with the procedures unique to the

inland environment. Prior to executing search and rescue operations in the inland environment, pilots and aircrew

shall be familiar with the appropriate sections of the following documents: SH--60B NFM, NTRP 3--22.4--SH60B,

NTTP 3--50.1, and OPNAV 3130.6 (series).

9.2.4.1 Rescue/Recovery Methods

There are five basic rescue methods that can be utilized in order of preference:

1. Landing to effect a rescue.

2. Rescue via one or two wheels.

3. Rescue via hoist.

4. Rappelling.

5. Direct Deployment.

Power requirements vary significantly based upon winds, escape route and

the size and slope of the landing zone. Power greater than HOGE may be

required to land and takeoff. Utilize appropriate preflight planning and

techniques in this chapter to ensure power margins are maintained.

CAUTION

Loss of tail rotor effectiveness is characterized by uncommanded right yaw.

It is encountered when operating at high density altitudes in high power

regimes. Arresting high rates of descent outside of translational lift and

attempting approaches out of the wind increase the likelihood of

encountering loss of tail rotor effectiveness. Immediate reduction of

collective, selection of contingency power, and transition to forward flight

or a right turn to drop off (if available) is required to restore directional

stability.

9.2.4.2 Landing to Effect a Rescue

Landing to effect a rescue is the preferred method of rescue in the overland environment as it is more expeditious,

reduces pilot/crew fatigue, and is the safest method of recovery. Prior to commencing an approach to a landing zone,

pilots shall complete a SWEEP check, set up for the appropriate approach profile and announce wave off intentions.

Utilize the procedures in Figure 9-6 for overland rescue. Refer to Chapter 11 for a detailed discussion of slope

landing/takeoffs and dynamic rollover.

Aft cyclic positions, in conjunction with low or decreasing collective pitch,

may cause rotor blades to contact the tail pylon resulting in loss of tail rotor

drive.

9-13

ORIGINAL W/IC 70

A1-H60BB-NFM-000

Note

D Whenlandingsiteisacombinationofcrossslopeandupordownslope,use

the most restrictive slope landing limit. Be prepared to execute a

combination of control inputs to maintain stability.

D Depending on slope and helicopter configuration, the tail wheel may touch

down prior to the upslope wheel.

9.2.4.3 Rescue Via One or Two Wheels

Due to the increased pilot workload associated with one or two wheel

landings and the increased potential for mishap, one or two wheel landing

operations shall not be conducted except for reasons of operational

necessity.

When the landing site is not suitable for a normal landing, consideration should be given to performing a one or two

wheel landing. Landing via one or two wheels significantly increases pilot workload and requires increased crew

coordination. Extreme caution must be used as the aircraft is in a dynamic rollover envelope anytime a wheel is in

contact with the ground. Utilize the procedures in Figure 9-6.

9.2.4.3.1 Landing Considerations for One or Two Wheel Landings

When the landing site is not suitable for a normal landing, four landing configurations may be possible. Landings

may be attempted on one main mount, both main mounts, on one main mount and tail wheel, and tail wheel only.

Consideration should be given to CAL, slope landing, and unprepared surface procedures as applicable.

Set the parking brake prior to making a shallow approach into the wind. Make a shallow approach to a hover over

the intended landing area. From a hover, descend slowly making smooth, coordinated control inputs. Aircrewmen

shall maintain sight of the landing area at all times and continuously clear and direct the helicopter for landing gear

placement. The pilot shall treat the helicopter as if it were completely airborne for the entire evolution. The controls

should be continually adjusted to maintain a stable attitude and position.

D When conducting one or two wheel landings, the helicopter can develop

unintentional roll rates. Constant attention by the crew is necessary to

prevent dynamic roll over conditions. When landing or taking off with one

or two wheels touching the ground, use smooth collective motion to

maintain low roll rates. Do not allow the helicopter to drift during ground

maneuvers. Dynamic rollover may result in loss of helicopter and crew.

D If there are no suitable visual references for the PAC, consideration should

be given to selecting an alternate landing site or hover area. This will

prevent unintentional drift into obstacles or obstructions and possible loss

of the helicopter and crew.

ORIGINAL W/IC 70

9-14

A1-H60BB-NFM-000

CAUTION

Depending on the site and the helicopter position, reduced clearances may

cause helicopter components to strike the ground/structure.

Note

If encountering a situation where only one wheel is in contact with the

ground and a rolling moment is present, smooth reduction of the collective

is the most effective corrective action the pilot can take to prevent dynamic

rollover.

The departure should be a smooth, controlled liftoff to a hover followed by the appropriate departure maneuver.

Throughout the evolution the aircrew shall continue clearing the helicopter until clear of all obstacles.

9.2.4.4 Rescue Via Hoist

If unable to land, rescue via the hoist is another option. Rescue via hoist is very similar to overwater rescue techniques.

The aircrew must be aware of hazards and power requirements (to include the weight of the people being rescued)

needed to conduct a rescue via hoisting. Prior to commencing a rescue via hoist, the HAC shall conduct a SWEEP

check and announce waveoff intentions. The aircrewman shall ensure that the aircraft remains clear of all obstacles

throughout the rescue. Utilize the procedures in Figure 9-7 for overland rescue via hoisting.

9.2.4.5 Rappelling

Due to the hazards associated with rappelling and the increased potential

for mishap, rappelling operations shall not be conducted except for reasons

of operational necessity. Rappelling shall only be conducted by a qualified

Helicopter Inland Rescue Aircrewman.

If a landing site is unavailable and the situation does not allow hoisting, consideration should be given to rappelling

the rescuer into the zone. Rappelling allows the rescuer to control his rate of descent to avoid obstacles. Rappelling

also allows the rescuer to quickly disconnect from the line should entanglement occur. Prior to rappelling, the HAC

shall conduct a power check, site evaluation, and announce wave off intentions. The aircrewman shall ensure that

the aircraft remains clear of all obstacles throughout the rescue.

Note

Rigging, ICS voice calls and terminology for Rappelling, Belay, and

Overland Direct Deployment are found in the NTTP 3-50.1. Pilots and

aircrew shall be intimately familiar with these procedures and properly

qualified per OPNAVINST 3130.6 (series) before performing these types

of rescue/recovery methods.

9.2.4.6 Direct Deployment

In certain overland situations when a landing site is unavailable, it may be advisable for the rescuer to remain

connected to the hoist line throughout the rescue. Rescue operations to steep cliffs, canyon walls, towers or balconies

are some examples. In these cases, the rescuer should use direct deployment techniques. The crew shall brief hoist

entanglement procedures thoroughly prior to attempting direct deployment overland. The crew shall set up for the

direct deployment rescue using the same procedures for rescuing via hoist.

9-15

ORIGINAL W/IC 70

SH-60B HELICOPTER. FLIGHT MANUAL (2008) - page 6