building an effective ship-helo team

Building an Effective Ship-Helo TeamShip-Helo Branch ~ ATC Mobile

P-CO/P-XO course 2005

Our Instructors:

Have 147 years service, 52 years of sea time

Are LCDR helo pilots, CWO4 (Bosn), CWO2 (Eng)

Have been Cutter CO’s, XO’s, HCOs, LSOs, EOWs

Have sailed “The 7 Seas” & to all 7 Continents

Have deployed on ALPAT, JIATF east & west, OOH, Polar north & south, U.S. Navy operations.

Have visited all 43 flight deck-equipped cutters within the last two years.

Ship-Helo Presentation: Outline

Review Procedures

Provide Tools

Standardization Visit & Training

New Info

Discuss Mishaps

Answer Questions

References: COMDTINST 3710.2D, Aviation Facilities Bulletin 1J

CO’s Authority

Cutter CO has the same authority given an Air Station CO to initiate flights (1.B.2) and authorize passengers (per 3710.1E)

Cutter CO does not authority to waive maintenance discrepancies, crew rest limits, etc. Contact the parent Air Station in these cases.

General ProceduresMission Planning

Flight Brief

Flight Quarters

Takeoff

Mission

Landing

Shutdown

Mission PlanningYour Operations Officer and Senior Aviator should conduct a mission planning sessionprior to the preflight briefDevelop a plan that supports the cutter mission and one that the helo is capable of performingAll CG missions warrant quality effort – all missions do not warrant the same level of riskCover TOI’s, report format, airspace, other units in area, etc.

For a complete list of mission planning items see SHOPS 5.A.2

Mission PlanningIf you walk into a pre-flight brief and a mission planning session breaks out something is wrong.

Will you approve the plan at the briefing or want to see it before the pre-flight brief?

Training at end of flight?

Pre-Flight BriefWho can cancel a flight? (1.B.3.b)

CO

Senior Aviator

Use pre-flight briefing sheet (SHOPs 6.A.7 Fig 6-2)

Risk assessment – remember the effect of combining limits

Risk input should come from all participants, including pilots and junior enlisted

Flight QuartersCO must approve setting of flight quarters and commencing of flight ops (SHOPS 6.B.2)

CO is not required to approve each evolution – That’s the HCO’s Job (SHOPS 6.C.5)

CO monitors “big picture” and can always negate a clearance

Flight QuartersSHOPs changes to FLICON 1:

LSO Phone talker: gone

Boat crew: gone (2.B.4.g)

Fire guard on start up: gone

Fire party inside ship (6.B.2.g)

Tiedown on side of hangar or superstructure if used (6.B.2.f note)

Flight Quarters - CommsVHF-FM radios are standard for DOD and CG ship operations

LSO must be on bridge/helo channel so they can respond immediately to problems

Radios increase situational awareness and safety

Flight Quarters – Helo Start

Complete cutter readiness is not required for start & engage:

Flight deck must be manned & ready, steady course during “amber deck”.

HH-65 will normally be staged with TALON engaged, no tiedowns used

TakeoffDeck status is an indication of clearance for the evolution, not whether the deck is foul.No TALON signals used for takeoff – pilot’s responsibilityPilot requests takeoff, LSO gives signal, pilot releases TALON, then takes off.HCO should actively track helo with CCTV (HIFR, VERTREP), (2.C.5)Expect a landback at any time

Mission

After helo departs on patrol, set FLICON 2 (gear left on station)

“It’s 11 o'clock, do you know where your helo is?”

Are you ready when the helo returns?

Helo must land with at least 20 minutes of fuel remaining

Mission CommunicationsHelo reports position every 15 minutesBrief lost comms with a new AVDETHelo may get better comms by:HF: fly lower for ground

wave, higher freqs during day, lower at night

VHF: fly between 500’ & 1000’ for ducting

UHF: climb to get line of sight

LandingTALON: primary means to secure H65Missed-grid procedures must be pre-briefed. Best practice is to repositionTALON touch and go’s authorized – helps pilots practice hitting the gridPrimary tiedowns and TALON may be used together for trainingTiedown training at 100% rotor RPM

Helo remains on deckTALON engagedNormal tiedown signals & procedures

ShutdownTALON signal used after final landing

Amber deck during shutdownCourse changes prohibited

No one moves under rotor system!!

HH-65A/B Capabilities

USCG’s Short Range Recovery (SRR) Helicopter Normal Crew of three (Pilot, Copilot, FM) Range ~ Approx 300 nautical miles (180 for ship ops) Cruising speed = 120 knots Endurance = 2.5hrs (1.5hrs for Ship Ops) Rescue Hoist Capacity up to 600lbs VERTREP up to 2000lbs

HH-60J Capabilities

USCG’s Medium Range Recovery (MRR) Helicopter

Normal Crew of four (Pilot, Copilot, FM, RS)

Range ~ Approx 700 nautical miles

Cruising Speed = 140 knots

Endurance = 7 hrs

Rescue Hoist Capacity up to 600lbs

VERTREP up to 6,000lbs

MH-68 Capabilities

USCG’s Aviation Use of Force (AUF) Helicopter Normal Crew of three (Pilot, Copilot, Gunner) Range ~ Approx 200 nautical miles (150 for ship ops) Cruising speed = 120 knots Endurance = 2 hrs (1.5hrs for Ship Ops) No Rescue Hoist (no HIFR or SAR) No VERTREP Not night qualified, NVG only

CapabilitiesInterservice Ops

Your helo can land on Navy ships and some foreign ships

Information for U. S. Navy in Resume (handout)

Foreign informationHOSTAC

Capabilities - HIFRHelicopter In-flight RefuelingExtends helo rangeHelps in emergency (fixed landing gear)If you can’t land the helo, you can HIFR it - Use the checklist in Chapter 9Procedures:Set FLICON IVNo pitch & roll or wind limitsHelo hoists rig, hooks upShip starts & stops pump when helo signalsDrop off rig – DONE!

Capabilities - Vertrep

Vertical ReplenishmentExternal loads (groceries, big parts) - Use the checklist in Chapter 10Procedures:Set FLICON IIIWind 270-330Helo approaches aft of “Tee Line”Deck crew hooks up or helo releases loadDone!

Operations - LightsOverhead floodlights often adjusted too high

All lights must be on for night unaided flight ops

Specific provision for “mission urgency”: Ref SHOPs 4.C.9

Not all lights are on for NVG ops

Operations: NVG

Goggles need light to work

Not for stealth! NVGs increase safety

Procedures are pretty simple:

Darken ship, turn off non-compatible lighting (no deck status/waveoff/running lights)

Turn up compatible lighting, don goggles & chem lights

Use term “NVG” in all radio calls

Maintain light discipline (pipe every 30 minutes)

STAN: CertificationCutter must be certified for flight opsCutter certification (equipment) and cutter qualification (personnel) are not the same: Cutter may be certified to conduct flight operations, but may not have a qualified crewNavy certifies most CG cutters with a single visitMany times cutters do not “pass” inspection due to class wide discrepancies such as the fuel dam or missing 400hz system. CG normally waives the “requirement”

STAN: CertificationLEVEL certification only describes the ability of your equipment to support operations:Day or Night, and Instrument Meteorological Conditions (IMC) or Visual Meteorological Conditions (VMC)Level One

Day/Night IMC(200 & ½ mile minimum)

Level TwoDay/Night VMC(300 & 1 mile min for CG, 500 & 1 mile for other helos)

Level ThreeDay VMC

Ref: SHOPs Chap 3.A

STAN: Certification

CLASS certification deals with the services your equipment can provide

Class 1 to 3You can land a helicopter

Class 4 and 5You can VERTREP a helicopter

Class 6 and 6RYou can HIFR a helicopter

Ref: SHOPs Chap 3.A

STAN: Certification

Now you're certified to conduct flight ops, meaning your equipment is available and in working order.

What happens if something breaks?

Bulletin 1J outlines what equipment is required to conduct flight operations

STAN: QualificationCutter personnel qualification issues:LSO’s, you need one that is current: conducted ops last semi-annual period (Ref SHOPs 3.C.2 & tables)Four tiedowns: conducted ops last semi-annual periodADC: 10 hours of positive control last semi-annual period, otherwise they’re just a flight followerHCO, flight follower, fuel king, fire party?

No semi-annual training requirement

Stan VisitShip-Helo Stan visit every 24 months3 day visitDay One – equipment check and stan testDay Two – static drills with helo shut down on deck (H65 will do all ops on Day 3) & trainingDay Three – underway day, night (NVG), HIFR, VERTREP, hot refuel, crash on deck drill, ELVA

Stan VisitStan visit will ensure crew is using latest proceduresAll equipment required for flight ops will be inspectedAlso testing how well your crew can schedule & coordinate helo ops

Pre-Deployment: Contact with AirSta

Cutter and AirSta should be talking early and often

Has Senior Aviator worked in op area recently? Use their knowledge of airspace, procedures, etc.

Is the cutter NVG capable?

Can the AirSta provide an NVG capable crew? How many hours will the cutter anticipate flying? This number affects pre-deployment maintenance.

Pre-Deployment: Contact with AirSta

Unusual port calls or vaccinations?Hangaring & washing?Reverse cycle ops?Maintenance issues?Uniform issues?Daily routine?Berthing issues?

Officers commensurate with rankand togetherChiefs with ChiefsEnlisted crew together for crew rest

Initial In-Brief

Sample on Ship-Helo web site (handout)

Are “the players” there?

Admin issues

Helo operationsPre-flight routine (roll out helo, brief, launch?)

Helo maintenance When do you want to know?

Training evolutionsHIFR (wet)

VERTREP

Crash on deck drill

Cutter Readiness: Fuel Tests

Fuel issuesAre required tests being conducted?Fuel test logDaily and weekly fuel testsAll fuel tests are required weekly when no helo is on boardLab results?

Red cans?Quarterly to labs – list in Navy fuel pubs and on web site

Near-term developmentsNew PQS at HQChange 2 to SHOPs at HQDeadline: all vests to autoinflate by Sep ’06STAN CD – updated & mailed twice each yearShip-helo newsletter – cutting edge procedures, sources of supply, techniques, news, etc.

HH65 statusHH65 flight restrictions messageSlated for new engines this year (2005)In the meantime, pilot in command (PIC) is required to adhere to performance as dictated by aircraft manual.Decision aid to assistWind has biggest effect on performanceIf you speed up to get more wind, you might be closer to the pitch/roll limits.

BIG PICTURE items

“Your Cutter is an Airport”: is it ready?- Is your airport equipment in good shape?- Can your people run the airport?- Aviation Fuel is life – can you prove it’s good?

TALON is there for safety – use it.

NVGs are not for stealth, they’re for safety.

The less people on the flight deck, the better.

A tired crew will make mistakes – Ship AND Aircrew

Relief BriefingIf you want to determine the status of your cutter’s “airport”, review the following:

Last Stan visit report (handout)

Last AVCERT report

Last post deployment message when a helo was embarked

Fuel equipment, tests, pubs & logs

LPU30 lifevest condition & logs

Other CASREP’ed Equipment

Helo operations bill

LSO, ADC & Tiedown training log

Wrap UpAt the end of the day the helo:

Extends your sensor and visual capabilities

Helps get busts

Deters terrorists

Increases your SAR capabilities

Provide logistical support

Looks good on the back of a cutter

Wrap Up

Questions?

The Ship-Helo Branch thanks you!

PLAD: COGARD ATC MOBILE AL//SHIP-HELO//Ship-Helo Global Office Phone Number: 251-441-6949Email & newsletter articles: atcshiphelo@esunola.uscg.milWeb Site: http://www.uscg.mil/hq/atcmobil/shiphelo/