SOP

MAINTENANCE TURNS

Aircraft are considered to be in an FCF status until QA signs the FCF complete. An FCP shall be utilized for all ground operations (excluding the engine water wash). For maintenance driven, non-FCF aircraft ground operations, an FCP shall be consulted to determine the crew composition of the ground turn personnel required.

AIR TAXI.

Aircraft shall ground taxi vice air taxi to the greatest extent possible whenever the possibility of damage from rotor wash exists.

IMDS/MAINTENANCE CARDS.

All aircrews shall take one maintenance card and a minimum of one IMDS card for each flight.

MAINTENANCE QUALIFICATIONS

COs are authorized to accept maintenance qualifications from other commands per reference (k) as long as the technician is current and fully-qualified for the respective tasks by their current command. This gives COs latitude for joint evolutions conducted between multiple commands. Members must be loaded into the hosting squadron's NALCOMIS/OOMA system to perform maintenance tasks and/or sign off discrepancies.

CONFINED AREA LANDING/LANDING ZONE (CAL/LZ)

Confined Area Landing (CAL) training shall be conducted on approved ranges or airfields IAW their governing directives. Pre-mission planning shall be conducted to calculate power available and power required given expected conditions at the CAL site. A "power available" check shall be conducted at the planned landing altitude before commencing the approach. The intermediate power available margin shall be 10 percent or greater to proceed with the approach. Operational CAL flights other than those of operational necessity shall also adhere to this power margin. Reference (v) governs operations at the Otay Mountain LZs. The SO window may be removed on deck (on the flight line or in the LZ) at the aircrew's discretion to aid the aircrewmen in clearing the aircraft of obstacles for landing.

USE OF CONTINGENCY POWER

Contingency Power shall be selected ON for all shipboard takeoffs and landings, and due consideration shall be given to its selection prior to any flight regime or maneuver where maximum power may be required.

DVR USAGE

DVRs shall be installed on flights except FCF to improve aircrew proficiency with the system and allow for recording of any notable event that occurs in flight.

SEARCHLIGHT USE

During daylight hours, the forward hover light should be used to satisfy the "landing/taxi" light requirement per reference (s) to prevent excessive IR searchlight bulb replacement.

UNAUTHORIZED TARGETING AND ENGAGEMENT.

During training flights, targeting and engaging anything other than an authorized training target for the respective weapon shall be "knock-it-off" criteria. Ordnance release or lasing in violation of range rules for the respective weapon (e.g. firing on a red range) shall also be "knock-it-off" criteria. The incident shall be thoroughly debriefed on deck, and the Commanding Officer, at a minimum, shall be notified. "Knock-it-off" criteria associated with unauthorized targeting and engagement shall be briefed prior to all training flights involving ordnance release or lasing.

FPM SCRATCHPAD USAGE

FPM scratchpad usage is not a substitute for proper preflight planning. However, pilots should utilize the FPM scratchpad to the max extent possible on all flights in order to enhance situation awareness regarding power margins.

INTER-SQUADRON OPERATIONS

Flights such as DLQs, detachment fly-offs, and section/formation operations, where multiple squadrons may participate, require a joint brief between PICs. This brief may be face-to-face, phone conference, message, email or per SOPs as applicable.

PASSENGERS/ORIENTATION AND INDOCTRINATION FLIGHTS.

References (a) through (d) provide guidance on the embarkation of passengers and minimum crew requirements. Simulated emergencies, practice autorotations, intentional aircraft degradations and ordnance release shall not be performed with passengers embarked or during orientation and indoctrination flights (to include midshipman familiarization flights). Per reference (a), squadron COs may waive Naval Aviation Survival Training Team requirements for orientees on day overwater flights. This authority extends to flights with mission specialists (e.g. photographers for official tasking, spotters for Naval Surface Fire Support (NSFS) missions, etc.) as well as a judicious use of flights for airborne reenlistments and orientation flights for ship or detachment members when appropriate. In these cases: a. The OIC shall generate a plan to minimize the risks (taking into consideration weather, sea state, water temperature, duration of flight, Go/No-Go criteria, etc.). b. Approval from the squadron CO shall be obtained in advance and documented using enclosure (4) which shall be signed in advance by the orientee acknowledging the risks. c. Aircraft Commanders shall refer to and comply with reference (q).

USE OF SEAT BELTS

Seat and gunner's belts shall be utilized per reference (a) to the maximum extent possible. All occupants of the aircraft should be in crash worthy seats with seat and shoulder harness secured during take-off and landing.

H2P/H2P FLIGHTS

Simulated emergencies, movement of PCLs from the FLY position (other than in an actual emergency), night Coupled approaches and 180-degree practice autorotations are prohibited on H2P/H2P flights. Shipboard H2P/H2P flights may be scheduled by OICs with the permission of squadron and ship COs and shall be conducted as day, VMC, non-tactical training flights only.

EYE SAFE LASER RANGE FINDER (ELRF) TRAINING GUIDANCE

The ELRF may be used for mission training purposes outside of an approved laser range, but shall not be used on personnel or wildlife. Crew acknowledgement is required when selecting ELRF from the FLIR menu. The ELRF shall not be fired unless crew concurrence has been received following the "ARM ELRF" prompt. This concurrence shall acknowledge "ELRF" is indicated on the lower left portion of the FLIR Attack Page.

FCF FUEL DUMPING PROCEDURES

The airborne post-phase FCF fuel dump check may not be applicable due to the more in-depth fuel dump check completed during the phase inspection work package. 30-day no fly or aircraft acceptance FCF fuel dump check should be conducted in-flight. Per reference (c), FCPs shall maintain the ability to divert to a suitable landing site when dumping fuel. FCPs shall comply with Federal Aviation Regulations for fuel dumping overland and shall consider the location of maritime traffic and potentially negative public perception when dumping fuel overwater.

NVD NITE LAB PERIODICITY.

The currency for NVD NITE Lab training for pilots and aircrewmen shall be 24 months from the last day of the month in which the training is received. NVD NITE Lab training may be accomplished within 60 days preceding expiration of the current training and is valid for 24 months from the last day of the month in which the current evaluation expires. Pilots and aircrewmen shall not fly NVD-aided events unless they are NVD NITE Lab training current.

FLIGHT DEMONSTRATION GUIDELINES

The following guidance is provided for all flight demonstrations and flyovers: a. Per reference (i), all flyovers should be: (1) Non-maneuvering, generally wings-level passes of one to two aircraft (waiverable to four). (2) Restricted to a single pass over a fixed point at a specified time. (3) Conducted no lower than 500' AGL, with consideration given to the height of obstacles in the vicinity of the flyover location. (4) Conducted no slower than 60 KIAS. b. Any deviations to the above requirements, such as lower altitudes, obstacle clearance, airspeeds, multiple passes or other maneuvers must be specifically requested through Type Wing for Type Command approval and will be considered on a case-by-case basis. c. Flight demonstrations involving other than flyover profiles (Family Day/Tiger Cruise/Air Show/SAR Demonstration) are considered Aerial Demonstrations and requests must be submitted per reference (i).

RADIUS OF ACTION

The following radius of action ranges are maximum ranges. PICs shall give due consideration to paragraph 4.1.2.1 of reference (d) prior to embarking on a mission. Particular attention must be paid during peacetime operations to environmental conditions (water temperature, sea state, winds, etc.) and availability of assets to conduct a SAR in a timely manner. a. Shipboard radius of action is 150 Nautical Miles (NM) or maximum reliable navigation/communication range, whichever is less. b. One-way flights shall be limited to 150NM ship-to-ship and shore-to-ship and 200NM ship-to-shore. c. Detachment OICs shall refer to section 8.2.1.1 paragraph 12 of reference (a) to determine radius of action when anti-exposure suits and aramid undergarments are utilized.

PANEL/COVER/COWLING FASTENERS.

The maximum numbers of unfastened, broken or missing fasteners is as follows: COVER MAXIMUM IN A ROW (MAX TOTAL) Tail Gearbox Cowling 2 (3) Intermediate Gearbox Cowling 2 (3) Vertical Tail Driveshaft Cover 2 (2) Other Tail Driveshaft Covers 1 (1) g. Flight with unfastened, broken, or missing corner fasteners is not recommended. Corner fasteners should be fixed as soon as practicable by qualified maintenance personnel. Tail Gearbox Cowling corner fasteners and required sonobuoy launcher cover fasteners are identified in enclosure (2).

RAFT BAGS CONTENTS

The standard loadout for an aircraft raft bag at HSM-49 includes the following: a. 5 one-person rafts b. 3 gunner's belts c. 1 set of gloves d. 1 rescue strop e. 2 tiedown straps

VERTREP POWER MARGIN.

When conducting vertical replenishment training, a 10 percent power margin shall exist between Intermediate Rated Power (IRP) and maximum power required when a load is lifted from the deck.

APU OPERATIONS.

When the APU is required in-flight to support essential operations, per reference (c), it should be started on deck to the maximum extent possible.

ORDNANCE CARRIAGE

With the exception of sonobuoys and smoke markers, carrying live ordnance over populated areas shall be avoided. If a mission requires flight to a facility near a populated area the most direct route that will minimize civilian exposure shall be used.

POST FLIGHT MAINTENANCE PROCEDURES

a. Aircraft shall be taxied through the wash rack following the aircraft's final event of each day, and after all flights which subject the aircraft to significant amounts of saltwater spray (i.e., Coupler approaches, Deck Landing Qualifications, SAR jumps, etc.). b. Aircraft shall not be taxied through the wash rack with sonobuoy cover, cargo hook door, or transmission drip pan removed. Aircraft loaded with external ordnance or ALE-47 pods without covers shall not be taxied through the wash rack. Aircraft with ALQ-144s shall secure the ALQ-144s and observe a 15 minute cool-down time prior to taxing through the wash rack. Aircraft Commanders should minimize the time the MTS turrets and RADALT antennas are directly exposed to the water stream.

REPLENISHMENT AT SEA (RAS) AND SHIP WEAPONS FIRING EVOLUTIONS

a. Aircraft should be airborne or in the hangar during all ship weapons firing evolutions. When weapons firing evolutions are anticipated, detachments shall adhere to sections 7.9.1 of reference (d), and its associated cautions. b. For RAS evolutions, consideration should be given to hangaring the aircraft, if not airborne, when shot lines are being fired from the replenishment ship in the vicinity of the flight deck.

SAR EQUIPMENT REQUIREMENTS

a. Embarked: (1) The SAR rescue equipment bag shall be carried on all flights. (2) The rescue basket should be carried on flights of non-ALFS aircraft where the carriage of the basket would not impede the successful completion of the assigned mission. (3) On flights with two designated and current rescue swimmers, one set of rescue swimmer equipment should be carried in the aircraft. b. Ashore: The SAR rescue equipment bag and one set of rescue swimmer equipment should be carried on all flights of non-ALFS aircraft with two designated and current rescue swimmers.

SMOKE MARKERS

a. Except in an emergency, smoke markers shall not be dropped closer than 10NM from the coastline or in inland waterways, unless on a designated range or dip area. b. Smoke markers that cannot be de-armed shall be jettisoned outside of 10NM from the coastline and prior to returning to homebase and/or final landing.

POWER REQUIREMENTS

a. For shipboard launch, a 10 percent torque margin shall exist between calculated power required to HOGE and calculated contingency rated power available. b. For HOGE, a 10 percent torque margin shall exist between calculated power required to HOGE and calculated intermediate rated power available.

CURRENCY REQUIREMENTS

a. In addition to minimum pilot and aircrew currency requirements outlined in references (a), (c) and (g), and local course rules requirements, any pilot who has not flown in 45 days shall fly a warm-up flight with a current HAC. Warm-up flights should include autorotations and other familiarization type maneuvers as determined by squadron COs. Warm-up flights should complete, to the max extent practicable, all maneuvers from the MOB 204 grade sheet. b. Pilots shall not fly at night as (PIC) unless they are night current. To be considered night current, a pilot shall have flown a minimum of 2.0 night hours within the preceding 45 days. Between 45 and 60 days, the squadron CO may authorize a day into night transition to regain night currency. After 60 days, currency shall be regained by flying with a night current PIC. c. All pilots/Landing Safety Officers (LSOs) shall complete LSO qualification with a current LSO per references (c) and (g). For embarked detachments, qualified LSOs shall be designated in writing by the ship's CO for deployment. When acting as LSO on a ship for a short duration evolution (e.g. Deck Landing Qualifications (DLQ), Initial Ship Aviation Team Training (ISATT)), the LSO does not need to be designated by the ship's CO, but shall brief the ship's CO or OOD prior to commencing DLQ evolutions. d. Shipboard Operations. In addition to the currency requirements in reference (c), the following standards are provided: (1) Pilots whose night DLQ currency lapses while at the parent squadron's home base shall conduct an Operational Flight Trainer (OFT) or night FDLP event within 30 days of scheduled DLQ requalification periods. During this event, pilots shall complete no fewer than three evolutions (takeoff, downwind, approach and landing), emphasizing DLQ-specific communications and Crew Resource Management (CRM). When practical, these events should be conducted with the same aircrew expected to participate in the scheduled DLQ requalification flight. If the currency of all pilots within a squadron or detachment lapses while deployed, the CO shall attempt to regain currency through use of a H-60 series current HAC from another unit. If the operational situation precludes compliance, a waiver to the unit's Major Command Immediate Superior in Command (ISIC) (Carrier Air Wing or Type Wing) shall be submitted and a deliberate, risk mitigated approach shall be employed to allow non-current HACs to regain currency. (2) If detachments experience an OIC change, ship Change of Command (Fleet-up XOs to COs are exempt), reassignment to a new ship, or more than 60 days elapse between embarked operations, the detachment shall conduct the following embarked training evolutions to reestablish readiness before resuming operations and/or continue work-up schedule. It is not required to have an ISATT observer present during this warm-up period: (a) Day and night landing re-qualifications (b) Emergency flight quarters (c) Crash on deck drill (d) Hot refueling (e) Straightening and traversing evolutions (f) Emergency Low Visibility Approach/Smoke Light Approach (g) Lost Plane Homing e. Pre-embarkation Proficiency. To the maximum extent practicable, pilots should fly a minimum of 9 hours within the 45 days preceding fly-on for an underway period. Pilots shall obtain night currency (2.0 hours within 45 days) and instrument currency (2.0 hours within 60 days) prior to the embarkation flight. During intervals of 45 days or less between embarked operations, pilots should fly a minimum of six hours and achieve night and instrument currency prior to the next embarkation. f. In accordance with reference (b), to be considered night Search and Rescue (SAR) capable, pilots shall have flown two night automatic approaches utilizing windline rescue patterns to a coupled hover in the preceding 60 days. Pilots failing to meet this requirement shall not be scheduled to fly night SAR missions (to include Plane Guard). To be considered night dip current, pilots shall have flown two Night/IMC dip-to-dip navigation patterns at night to a coupled hover in the preceding 60 days. To regain currency, pilots shall fly with a coupler current PIC in which currency has elapsed. g. Pilot Instrument Flight Currency Requirements: (1) To be considered instrument flight current, pilots shall have flown a minimum of 2.0 hours of simulated or actual instrument time within the preceding 60 days. Currency requirements may be satisfied in the aircraft or flight simulator. If currency lapses, it must be regained prior to flying any other missions in the aircraft as the PIC. h. Night Environment. Deriving illumination information for planning and briefing night operations shall be done in accordance with reference (a). SUMO, which is included in Joint Mission Planning System (JMPS), is also authorized for environmental planning. k. Aircrewmen DIPPING Currency: (1) Two dip cycles (dome wet) within 180 days (Aircraft). (2) If currency lapses, aircrewmen must satisfy the above currency requirements under the cognizance of a current aircrewman. l. Pilots shall complete a Course Rules Exam prior to flying at the squadron after check-in and after 90 days without a flight in the local area.

WEATHER CRITERIA

a. In addition to weather criteria delineated in references (a), (b) and (c) and local area course rules, the following minimums apply (ceiling/visibility): (1) Shore or Ship Operations - 500/1* (2) H2P/H2P Flights - 1000/3 NOTE: If positive radar control and a Carrier Controlled Approach or Precision Approach Radar is available for recovery, minimum launch weather mins are 200/ 1/2. b. If fog or marine layer begins to form at Naval Base Coronado or Naval Outlying Field (NOLF) Imperial Beach, the SDO shall attempt to notify all airborne aircraft of deteriorating conditions and divert options via all applicable means of communication. All airborne Scorpion aircraft shall provide PIREPS to the SDO and other airborne Scorpion helicopters on base frequency when fog or marine layer is observed in the vicinity of Naval Base Coronado and NOLF IB.

DIPPING SONAR OPERATIONS

a. NATOPS Dipping Sonar/Coupled Hover Procedures item 8 "Establish a steady coupled hover" shall be completed prior to "DOWN DOME". PNAC should adjust LONG VEL and LAT VEL potentiometers to control drift and limit groundspeed to no greater than 2 KTS (drift limits do not apply while in sonar cable angle mode). b. Cable angle hover mode shall be operable for all dipping sonar operations. c. Dipping sonar operations should not be conducted in seas with wave heights exceeding 15 FT (correlating to expected mean wave height in Beaufort wind scale 6 conditions) during unit level training or fleet level exercises (Group Sail, COMPTUEX, JTFEX, IDCERT, International Fleet Exercises, SHAREM, etc.). Pre-flight deliberate ORM and in-flight time critical ORM assessments of forecasted or observed sea state conditions shall be accomplished prior to dipping sonar operations. d. If cable angle exceeds the 4.25-degree inner ring, all crew members shall verbally acknowledge the deviation and ensure appropriate corrections are being made to center the cable. e. During dipping sonar training operations (with or without a submarine), Payed Out Cable Length (POCL) shall be no more than half the ceiling up to 1,000 FT ceiling. When ceilings are above 1,000 FT, POCL shall be no more than 500 FT below ceiling. Example: Ceiling of 800 FT, POCL shall not exceed 400 FT (330 FT depth). Ceiling of 1,200 FT, POCL shall not exceed 700 FT (630 FT depth). During operational (ASW) involving a submarine, under conditions that preclude a freestream recovery, then POCL need not be restricted. However, ORM shall be conducted to minimize the risk to the transducer assembly in the event of a malfunction. f. Dipping operations in the local area outside the W-291 Dip Areas, the Southern California ASW Range (SOAR), or Imperial Beach Dip Area Charlie are prohibited without the approval of the Commanding Officer. While embarked outside of the local area, crews shall acquire water depth and bottom topography data prior to open ocean dipping. g. Dipping Sonar depth shall not exceed 90 feet in the W-291 Dip Areas. Dipping Sonar depth shall not exceed 300 feet in the Imperial Beach "Charlie" dip area. h. In the local area, Aircraft Commanders should not ping any active sonar sensor (AQS-22 or SSQ-62) while conducting routine training events outside approved ASW training areas or exercises. For off-range ASW training flights operating with a live submarine, a 90 ft clearing ping shall be performed prior to commencing dipping operations at deeper depths. i. While flying in the local area, crews shall conduct dipping operations to the maximum extent practical when flying an aircraft with an operable Airborne Low Frequency Sonar (ALFS) installed.

DLQs WITH DEGRADED SHIPBOARD TACAN.

Night DLQ training periods may be conducted on ships without an operable TACAN provided ceiling in the vicinity is 700 feet or greater, a visible horizon is present (aided or unaided), and the aircraft has the ability to conduct Self-Contained Approaches (SCA). This is not intended to preclude launch, landing and relaunch in support of operations per references (a), (c), (d), and (r).

NVD LOW WORK TO UNLIT SITES

Night Vision Device (NVD) low work to unlit runways and helicopter landing pads is permitted provided one of the pilots is familiar with and has previously operated at that location.

CHECKLISTS.CHECKLISTS

All checklists shall be verbally completed in the CHALLENGE-REPLY-REPLY format up to rotor engagement. After rotor engagement, checklists shall be in the CHALLENGE-REPLY format. When necessary to avoid interference with other cockpit duties and when safety of flight is a consideration, checklists may be performed silently by the pilot not at the controls, except for items that require a response by another crewmember to ensure their completion. Additional requirements include: a. If the STABILATOR AUTO MODE PBS is not illuminated when AC power is applied, stabilator lockpins shall be visually checked prior to flight. b. The Rescue Hoist Operational Check should be completed on the first flight of the day to ensure SAR capability. c. Single engine airspeed and stabilator programming shall be called on the first takeoff of each flight and stabilator programming shall be called after reengaging the AUTO mode subsequent to a simulated or actual failure. d. The landing checklist shall be accomplished when transitioning from pad to runway operations or vice versa. e. In-Flight Mission Change Checklist. Aircrew shall utilize the In-Flight Mission Change Checklist found in enclosure (3) any time that the mission is altered from what was briefed. f. All pilots shall incorporate the In-Flight Mission Change Checklist on the inside cover of their PCL. g. To prevent aircrew desensitization to Warnings/Cautions/Advisories, aircrew should deconfigure or inhibit alert known uninstalled equipment within JMPS and/or the Equipment Status Table. h. The automatic approach checklist shall be completed prior to overwater hover and practice single engine failure training from a (HOGE).

STAGED/MISSION RELATED PHOTOGRAPHY

All staged and/or mission related photography (still or video) events must be approved by the CO and shall be performed by an authorized photographer. Unplanned and non-briefed photography of this nature is prohibited.

SAR IN ALFS-EQUIPPED AIRCRAFT

In ALFS-equipped aircraft, SAR missions involving hoisting shall only be attempted during actual SAR situations when no more suitable SAR asset is readily available. Plane guard should not be scheduled unless a non-ALFS aircraft is available.

EMERGENCY PROCEDURE INITIATION/PROHIBITED MANEUVERS

In addition to the prohibited maneuvers listed in paragraph 4.5.6 of reference (c), the following additional guidance is promulgated: a. Simulated emergencies, including failed SAS/AFCS, shall only be introduced in the aircraft under the cognizance of a designated HAC. b. Compound emergencies involving the degradation of two or more unrelated systems shall not be introduced, initiated or practiced. c. No circuit breakers shall be pulled to initiate a simulated emergency. COs may authorize the following exception: (1) Assistant NATOPS Instructor (ANI) aircrewmen and current qualified FRS Aircrew Instructors may pull circuit breakers necessary for simulating rescue hoist, cargo hook, RAST, Mission Power, RADAR and Acoustic malfunctions. d. Practice autorotations at night are prohibited. In addition, simulated emergencies requiring the actual degradation of aircraft systems at night are prohibited with the following exceptions: (1) Single-engine approaches and landings to a prepared surface with adequate overrun and underrun to allow for safe execution. (2) Single-engine running landings (3) Boost-off and failed SAS/AFCS (4) Simulated lost ICS (5) STAB auto mode failure e. Pilot and copilot radar altimeter indicators shall be operable for practice autorotations. f. Simulated single engine failures from a hover out of ground effect (e.g., 70 FT Coupled Hover) shall only be initiated over a surface where a run-on landing can be made. g. Dual engine malfunctions, tail rotor drive emergencies, total AC power failure, and in-flight emergency simulation that requires placement of an engine into DECU lockout shall only be accomplished in the OFT. h. SAS off and Boost off takeoffs shall not be conducted. i. Practice autorotations shall be conducted per references (c) and (t). All pilots shall familiarize themselves with autorotational aerodynamics and waveoff criteria in reference (u). Aircraft gross weight should be less than 19,500 lbs for practice autorotations. j. During practice autorotations, single engine to a spot, HOGE single engine failures, and any other crew intensive maneuvers (PIC discretion), all crew members shall be in "NORM" Intercommunication System (ICS) Mode. k. The APU shall be started (APU Gen ON) for all practice autorotations, single engine landings to a spot, and HOGE single engine failures to prevent MD/FD and EGIs securing due to main generators dropping offline as a result of low Nr on touchdown. l. During simulated single engine, PCLs shall not be retarded to less than 30 percent torque during the final approach and landing phase of the maneuver. m. All simulated emergencies using backup/emergency/manual raise modes of the ALFS shall be terminated prior to reaching dome depth of 50' per reference (c). Automatic raise procedures shall be used to bring the dome to the trail position.

HUNG DOME PROCEDURES.

In the event of a hung dome, it is assumed the crew has exhausted all means of recovering the dome and all emergency procedures have been completed per references (c) and (d). The following onsiderations/procedures apply: a. The Air Boss or Helicopter Control Officer shall ensure all personnel are clear of the landing spot with the exception of the minimum number of maintenance personnel required (approximately four). b. Consideration should be given to securing a mattress or padding to the deck either on or adjacent to the landing spot, POCL dependent, with tie down straps to provide a cushion onto which the dome could be lowered in order to minimize damage. c. The aircraft will hover at an appropriate altitude to facilitate recovery. Maximum safe altitude will depend on POCL and environmental considerations. The Landing Signalman Enlisted (LSE) should be positioned in the best location to provide signals for placing the dome on the deck. d. Conditions will dictate whether the cable will be sheared or the dome lowered to the deck. If lowered to the deck and sufficient POCL exists to allow maintenance personnel to disconnect the dome, they shall ensure the dome is grounded to prevent electrical shock and will then disconnect the dome from the cable. After the dome is detached, the aircraft will begin a descent and cable shall be walked with two-person integrity away from the landing spot. If there is insufficient POCL to allow maintainers to safely work under the aircraft, the crew may opt to lower the dome onto the padding and then slide over to land. If at any time, a stable hover cannot be maintained during or after disconnecting the dome and/or during the descent, the crew shall execute the appropriate emergency procedure to facilitate safe recovery. e. After landing and placement of chocks and chains, the cable should be placed in the aircraft cabin prior to aircraft shutdown.

DIGITAL ELECTRONIC CONTROL UNIT (DECU) LOCKOUT OPERATIONS

In-flight training operations in DECU LOCKOUT, with the exception of scheduled FCF training flights while conducting FCF checklist steps in accordance with reference (c) under the cognizance of a qualified FCP, are prohibited. The use of H2P/H2P FLIGHTS.DECU LOCKOUT as part of an in-flight engine malfunction troubleshooting procedure not specifically promulgated in the MH-60R NATOPS, FCF checklist, or approved NAVAIR maintenance troubleshooting procedure is prohibited.

CREW REQUIREMENTS

Minimum crew requirements shall be followed per references (a) and (c). The following additional guidance is provided: a. COs may elect to recognize the qualifications (Helicopter Aircraft Commander (HAC), Weapons and Tactics Instructor, Night Systems Instructor, etc.) of specific H-60 series aircraft qualified aircrew from outside their command and may also recognize the qualifications of any H-60 series aircraft qualified enlisted aircrewman. Qualification documentation shall be provided upon request. All visiting aircrew shall comply with the reporting custodian's SOP. b. Enlisted aircrew should be utilized to the maximum extent practicable on all flights and shall be scheduled for flights which anticipate operation in Instrument Meteorological Conditions (IMC). c. An aircrewman and a qualified observer should be utilized to the max extent practicable on all Night Vision Device (NVD) Tactical Formation (TACFORM) flights when multiple iterations of the "dance card" are to be performed, not to preclude deployed operational commitments. d. Functional Check Flight (FCF) checklist items shall only be conducted when the crew includes a designated FCP. COs shall designate minimum crew requirements for ground maintenance turns. TFOs shall not be carried on FCFs for the sole purpose of accumulating flight time. e. Minimum crew requirements for tactical training events unless otherwise specified are: HAC/L3, PQM, and aircrewman. f. Two aircrewmen should be scheduled for night Confined Area Landings/Landing Zone (CAL/LZ) flights. Flights with one aircrewman shall brief restrictions to adequately clearing the zone.

STATIC DISPLAY OF AIRCRAFT

Paragraph 3.5 of reference (a), governs aircraft static display. In addition, the following safety precautions shall be taken: a. Battery disconnected and appropriate circuit breakers pulled. b. Sonobuoy launcher bottle pressure vented. c. All intake plugs/covers installed. d. Rotor brake lock on. e. All doors/panels closed unless a crewmember is present. f. No visitor shall enter the helicopter or display area unescorted. Visitor access to the aircraft interior shall be controlled and supervised by a crewmember. Non-crew members shall not be permitted access to the engine/transmission deck/tail pylon. g. Following a static display, a preflight inspection is required, paying particular attention to both interior (switches, circuit breakers, etc.) and exterior areas (antennas, panels, fueling, pitot-static systems, etc.). Cockpit and cabin Foreign Object Debris (FOD) inspections will also be conducted by qualified maintenance personnel. h. COs shall promulgate procedures governing carriage of inert external stores during aircraft static displays. Live ordnance is prohibited during static displays.

ELECTRONIC KNEEBOARD USAGE

Pilots and aircrewmen are authorized to utilize electronic tablets as an Electronic Kneeboard (EKB) while airborne in accordance with reference (m). Prior to using an EKB in flight, all crewmembers shall be briefed on who is using a tablet, for what purpose, and any in-flight duties shifting to other crewmembers while the tablet user is heads-down.

HEALTH INDICATOR TEST (HIT)

Pilots should conduct HIT checks within 1,000 feet of baseline altitude. During FCF, FCPs should baseline the HIT checks at 1,000 feet MSL.

LOW LEVEL FLIGHT PROCEDURES

Unless dictated by operational requirements or as directed/required by controlling agencies, published restrictions or approved training ranges, the following minimum Above-Ground Level (AGL) flight altitudes shall be observed: a. Overland: Populated Area 1,000 FT AGL Unpopulated Area 500 FT AGL b. Overwater: Day 50 FT AGL* Unaided Night 150 FT AGL NVD 100 FT AGL NOTE: Flight operations down to 50 FT over water during day conditions is intended for operational or tactical training flights where the altitude profiles support authorized mission or training objectives. c. Coupled Hover: 70 FT AGL NOTE: Following establishment of a steady coupled hover at 70 FT, aircraft altitude should be reduced to no lower than 40 FT to conduct live hoisting operations at the PIC's discretion. d. Terrain Flight (Low Level Routes): 200 FT AGL (Only on approved low level routes and ranges). e. SACT Training: Day 100 FT AGL Night 500 FT AGL

VFR NAVIGATION LOW-LEVEL ROUTES

VFR navigation flights should use approved San Diego Named TERF routes and local points in reference (p) when applicable for the route of flight to the maximum extent practical.

FLIGHT LINE PROCEDURES

a. All personnel shall use authorized eye, hearing and head protection in hangars and on the flight line. Single hearing protection is required when within 200 FT of aircraft with rotors turning or within 50 FT of aircraft with only Auxiliary Power Unit (APU) turning. Double hearing protection is required when within 30 FT of aircraft with rotors turning or APU running for extended periods of time. Double hearing protection is not required inside the aircraft. b. Rings shall not be worn while operating or working on aircraft or moving ground support equipment. c. No one shall climb on top of aircraft unless both engines are secured. If only the APU is operating, personnel may climb on top of an aircraft only with the permission of the PIC. In this case, the PIC shall ensure that one of the aircrew visually checks the top of the aircraft for integrity and Foreign Object Damage (FOD) prior to continuing with the engine start. d. All personnel shall wear a cranial or helmet with strap fastened whenever climbing on any part of the aircraft. This requirement may be relaxed only as long as required to perform maintenance or an inspection in which headgear restricts the proper accomplishment of the task. e. All personnel shall enter and exit the rotor arc at the three and nine o'clock positions to the maximum extent possible and only by direction of a Plane Captain (PC)/LSE and only after the PC has received clearance from the PAC. In the absence of a PC, personnel entering and exiting the rotor arc shall receive clearance from the PAC. Personnel shall not enter or exit the rotor arc when pilots are either entering or exiting the cockpit with rotors engaged. In addition, personnel shall not enter or exit the rotor arc when Nr is below 100 percent or the engines are at idle against the rotor brake. f. Armor installations will be at OIC discretion for deployed personnel. The unique demands of expeditionary operations require that detachments maintain the utmost readiness and flexibility where operations and schedules routinely flex with changing theater requirements. Detachment OICs shall make this decision based on in-theater mission requirements/assignments, threat assessment and theater intelligence.

DEVIATION FROM AIRCRAFT TACTICAL PAINT SCHEME

a. Any deviation of the aircraft paint tactical paint scheme shall be approved by the Type Commander, via Type Wing, in accordance with reference (n). b. Only the sonobuoy cover shall be approved for painting with a squadron CO-approved design.

CREW REST REQUIREMENTS

a. Ashore, in addition to section 8.3 of reference (a), the following minimum crew rest policy is applicable: (1) Aircrew shall not be scheduled to brief a flight event until 10 hours after completion of post-flight duties. Aircrew shall not report earlier than 12 hours prior to the scheduled completion of all flight and post-flight duties. Aircrew should not report earlier than 10 hours prior to scheduled completion of post-flight duties. Pilots and aircrewmen shall not be scheduled for a flight on the day following an SDO or ASDO watch. b. At sea, Detachment OICs shall comply with and ensure ship COs are briefed on paragraph 8.3.2.1 and 8.3.2.2 of reference (a).

DETACHMENT CONCURRENT AIRCRAFT OPERATIONS

a. Detachments operating on single-spot ships with two manned embarked helicopters utilizing the Rapid Securing Device (RSD) shall not conduct concurrent flight operations unless an emergency landing site (shore or ship) is available within 50NM for the duration of the evolution. b. The 50NM alternate landing site requirement applies to missions where the parent ship is the intended point of landing for both aircraft, and does not apply to missions scheduled for termination at other than the parent ship. The 50NM requirement does not apply to fly-ons for scheduled embarkations. For fly-ons, thorough prior mission planning shall be conducted and no-go criteria determined which takes into consideration potential flight deck/hangar delays. c. The 50NM alternate landing site limitation does not apply for concurrent manned/unmanned flight operations.

RADALT DISCIPLINE/RADALT VARIABLE INDEX SETTINGS

a. During night overwater flight below 500 FT AGL, consideration should be given to setting the DH no lower than 10 percent less than the current altitude. For example, at 300 FT AGL, the DH would be set no lower than 270 FT. When operating in the shipboard landing pattern, each pilot's DH should be set to an altitude determined by the crew that best facilitates CRM. Each crewmember shall verbalize to the crew their DH settings and activation of warning tones. b. In addition to night/IMC descent procedures in reference (c), all crewmembers should acknowledge when an altitude warning system aural tone is activated. This is not expected when operating in a traffic pattern.

HOT REFUELING/CREW SWITCH PROCEDURES

a. Passengers shall not occupy the aircraft during hot refueling. Aircrewmen shall assist in monitoring refueling operations. During crew switches, the helicopter shall be under the control of a designated helicopter pilot and there shall be a PIC to PIC verbal turnover. The new crew shall begin with step 9 of the "Post Engagement Checks." b. Personnel shall not proceed aft of countermeasures dispensers, unless arming/de-arming the system, while rotors are turning.

ORDNANCE SAFETY PROCEDURES

a. Per NAVAIR 00-80T-103, hot refueling aircraft with live ordnance loaded is prohibited ashore. Hellfire CATM, REXTORPS, empty (DRL), sonobuoys, smokes, SUS, and door guns are authorized to be carried during hot refueling ashore. References (w) and (x) prohibit aircraft loaded with chaff or decoy flare magazines (expended or not expended) from hot refueling. Hellfire missiles are authorized to be carried during hot seats ashore provided the event is part of NAWDC or Weapons School sponsored training. Hot and cold refueling aircraft with ordnance loaded is permitted afloat, with ship's CO approval. b. Aircrews are authorized to conduct one approach and one landing with missiles and/or rockets loaded. c. Shipboard straightening, maneuvering and traversing of the aircraft while loaded with Hellfire CATMs shall be limited to traverse qualified personnel. Straightening, maneuvering and traverse training with CATMs loaded is prohibited. Downloading warshot missiles shall be conducted prior to any of the above evolutions, except in an emergency with the specific authorization of the ship's CO. d. The M-299 and APKWS/DRL release and control checks shall only be conducted with the extended pylons in the ready for flight position. e. Passengers shall not be embarked when the GAU 21 crew-served gun is installed. If a crew-served weapon is required during passenger transfer, the M240 shall be utilized. The M240 shall be kept in the stowed position when not in use, and ammo cans shall be secured to prevent missile hazards in the event of an emergency. f. Crews conducting live GUNEX events shall be responsible for own range clearance to a minimum of 5NM beyond maximum weapons employment envelopes for the GAU-21 and M240 crew served weapons.

SONOBUOY LAUNCHER REQUIREMENTS

a. Removal or replacement of the sonobuoy launcher cover should not be performed with the rotors engaged. If the cover is removed or replaced with rotors turning, two-person integrity shall be utilized. b. The sonobuoy launcher cover shall be fastened with all possible attachment bolts, but no less than 11 total. Additionally, all corner bolts are required per enclosure (2). Missing bolts shall be documented on a Maintenance Action Form (MAF).

FLIGHT SCHEDULE PROCEDURES

a. The Squadron Duty Officer (SDO) is responsible for overseeing the execution of the daily flight schedule. When changes to the flight schedule need to be made, those changes must be annotated on the master flight schedule and approved by the CO. In the absence of the CO, the Executive Officer (XO), or in the absence of the XO, the Operations Officer may approve the changes. If none of the above personnel are available, the SDO is authorized to make the required change. When a change is made, the SDO shall ensure all requirements of reference (a), paragraph 4.6.1 have been met. b. When conducting embarked detachment operations, changes to a published flight schedule shall be approved by the ship's CO and the Detachment Officer-in-Charge (OIC).WEATHER CRITERIA