Wing SOP

SIMULATED EPS DAY

1. Pilot and copilot radar altimeter indicators shall be operable for practice autorotations. 2. 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. 3. Dual engine malfunctions, tail rotor drive emergencies, total AC power failure, and inflight emergency simulation that requires placement of an engine into Digital Electronic Control Unit (DECU) lockout shall only be accomplished in the OFT.

AIR TAXI

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

LSO CURRENCY

All Pilots and Landing Safety Officers (LSOs) shall complete LSO qualification with a current LSO per references (c) and (f). 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 (DLQs), Integrated Ship Air Training Team (ISATT)), the LSO does not need to be designated by the ship's CO, but shall brief the ship's CO or Officer of the Deck prior to commencing DLQ evolutions.

CAL/LZ Flights

CAL/LZ training shall be conducted on approved ranges or airfields in accordance with their governing directives. Pre-mission planning shall be conducted to calculate power available and power required given expected conditions at the CAL/LZ site. A "power available" check shall be conducted at the planned landing altitude before commencing the approach. The MRP available versus maximum power required margin shall be 10 percent or greater to proceed with the approach. Operational CAL/LZ flights other than those of operational necessity shall also adhere to this power margin.

MX QUALS

COS are authorized to accept maintenance qualifications from other commands per reference (i) 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.

DIPPING SONAR OPS (CABLE ANGLE)

Cable angle hover mode shall be operable for all dipping sonar operations. Submerged Override shall not be used for routine operations. 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.

ORIENTEE REQUIREMENTS

Completion of Naval Aviation Survival Training Program (NASTP) is mandatory for all orientees unless waived in rare cases by desiglated approval authority per section 3.3 of reference (a). (1) Personnel participating in orientation flights shall receive appropriate screenings directed in section 3.3.4 of reference (a). Documentation of NASTP waivers shall be forwarded to CNAF N455 via the wing Safety Officer.

GUNNEX RANGE CLEARANCE

Crews conducting live Gunnery Exercise 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

Night environment

Deriving illumination information for planning and briefing night operations shall be done in accordance with reference (a). The SUMO tool, which is included in Joint Mission Planning Software, is also authorized for environmental planning.

DIPPING SONAR OPS (AFCS)

Dipping operations are prohibited with Automatic Flight Control System (AFCS) degradations affecting Automatic Approach, Coupled Hover, or Cable Angle hover functions. Cease dipping operations following any uncommanded pitch changes in a hover until maintenance action is performed.

DIPPING SONAR OPS (SEA STATE)

Dipping sonar operations should not be conducted in seas with wave heights exceeding 10 feet, winds exceeding 17-21 knots, or known/discovered currents greater than 4 kts during unit level training or fleet level exercises (Group sail, COMPTUEX, JTFEX, IDCERT, Submarine Commander's Course, DESIEX, International Fleet Exercises, SHAREM, etc.). Pre-flight deliberate ORM and in-flight time critical ORM assessments of forecasted or observed sea state conditions and currents shall be accomplished prior to dipping sonar operations

DIPPING SONAR OPS (POCL)

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

SMOKE MARKERS

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

FASTENERS

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).

INTER-SQUADRON OPS

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, PHONECON, message, email or per SOPs as applicable.

WARM UP FLIGHT CURRENCY

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 FAM type maneuvers as determined by squadron CO's

NIGHT DLQ CURRENCY

Pilots whose night DLQ currency lapses while at the parent squadron's home base shall conduct an Operational Flight Trainer or night Field Deck Landing Practice 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 an H-60-series current HAC from another unit. If the operational situation precludes compliance, a waiver to the unit's Major Command ISIC (CVW or Type Wing) shall be submitted and a deliberate, risk mitigated approach shall be employed to allow non-current HACs to regain currency.

POST INSTALL MX DIPS

Post-installation maintenance dips from shore shall be conducted in an area with no more than 2000 feet water depth to facilitate recovery efforts in the event of loss of transducer. For SOCAL operations, post-installation maintenance dips shall be conducted in Imperial Beach Dip Area Charlie.

SONOBOUY LAUNCHER REQUIREMENTS

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. 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 MAF.

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 CO and shall be conducted as day, Visual Meteorological Conditions, non-tactical training flights only.

SIMUATED EPS WITH PAX

Simulated emergencies, practice autorotation, intentional aircraft degradations and ordnance release shall not be performed with passengers embarked or during orientation flights (to include midshipman familiarization flights).

ELRF TRAINING

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.

M-299 RELEASE CONTROL CHECKS

The M-299 and APKWS/DRL release and control checks shall only be conducted with the extended pylons in the ready for flight position

FLIGHT SCHEDULE PROCEDURES

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 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. I have been met. 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).

NVD NITE LAB

The currency for NVD NITE Lab training for Pilots and Aircrewmen shall be 48 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 48 months from the last day of the month in which the current training expires. Pilots and Aircrewmen shall not fly NVD-aided events unless they are NVD NITE Lab training current.

STATIC DISPLAY A/C

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 ports, pitot-static systems, etc.). h. COs shall promulgate procedures governing carriage of inert external stores during aircraft static displays. Live ordnance is prohibited during static displays

APU ops

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.

DIPPING SONAR OPS (ACTC LVL 3)

While operating in a squadron's local area for unit level training, an Air Combat Training Continuum (ACTC) Level Ill Sensor Operator shall be in the helicopter on any flight in which dipping is intended. For fleet level exercises, an ACTC Level Ill Sensor Operator should be in the helicopter on any flight in which dipping is intended to the maximum extent practicable.

DIPPING SONAR OPS (1177/TOWING)

With an 1177 fault (to include on MBIT), cease dipping operations until maintenance action is performed. If transducer towing groundspeed limits are exceeded, cease dipping operations and document on a Maintenance Action Form (MAF).

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

RAS AND SHIP FIRE 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.

SHIPBOARD OPS WITH ORDNANCE

a. Aircrews are authorized to conduct multiple shipboard approaches and landing with missiles and rockets loaded with concurrence of the ship's CO. b. 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. Traversing at slow speed between the maintenance line and the flight position with warshot missiles loaded is authorized at ship's COs discretion with ISIC approval.

RADALT DISCIPLINE

a. During night overwater flight below 500 FT AGL, consideration should be given to setting the Decision Height (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. 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.

HUNG DOME

a. If embarked, 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 during the descent, the crew shall execute the appropriate emergency procedure to facilitate safe recovery. After landing and placement of chocks and chains, the cable should be placed in the aircraft cabin prior to aircraft shutdown.

CHECKLIST REQUIRMENTS

a. If the STABILATOR AUTO MODE PBS is not illuminated when AC power is applied, stabilator lock pins 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 any time that the mission is altered from what was briefed.

DIPPING SONAR OPS (GROUNDSPEED LIMIT)

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).

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 Aircrewmen. Qualification documentation shall be provided upon request. All visiting Aircrew shall comply with the reporting custodian's Standard Operating Procedures (SOP). b. Enlisted Aircrew should be utilized to the maximum extent practicable on all flights. c. Functional Check Flight (FCF) checklist items shall only be conducted when the crew includes a designated Functional Check Pilot (FCP). COs shall designate minimum crew requirements for ground maintenance turns. Temporary Flight Orders personnel shall not be carried on FCFs for the sole purpose of accumulating flight time. d. Minimum crew requirements for tactical training events unless otherwise specified are: HAC/L3, Pilot Qualified in Model, and Aircrewman.

CLIMBING ON TOP OF A/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 Debris prior to continuing with the engine start. 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.

ENTERING AND EXITING THE ARC

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 Pilot at Controls (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.

Staged Photography

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

HOT REFEULING WITH ORDNANCE

Hot refueling aircraft with live ordnance loaded is prohibited ashore. Hellfire CATM, REXTORPs, empty Digital Rocket Launcher (DRL), sonobuoys, smokes, Signal, Underwater Sound, and door guns are authorized to be carried during hot refueling ashore. 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.

DET OIC CHANGE

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 continue work-up schedule. It is not required to have an ISATT observer present during this warm-up period: (a) Day and night landing requalification (b) Emergency flight quarters (c) Crash on deck drill (d) Hot refueling (e) Straightening and traversing evolutions (f) Emergency Low Visibility Approach (ELVA)/Smoke Light Approach (g) Lost Plane Homing

WX CRITERIA

In addition to weather criteria delineated in references (a), (b) and, (c) and local area course rules, the following minimums apply (ceiling/visibility): Shore or Ship Operations - 500/1 * *NOTE 1: If positive radar control and a Carrier Controlled Approach or Precision Approach Radar is available for recovery, minimum launch weather minimums are 200/ 1/2.

DECU LOCKOUT

Inflight 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 DECU LOCKOUT as part of an inflight engine malfunction troubleshooting procedure not specifically promulgated in the MH-60R NATOPS, FCF checklist, or approved NAVAIR maintenance troubleshooting procedure is prohibited.

PAX WITH GUNS INSTALLED

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.

ELECTRONIC KNEEBOARD USAGE

Pilots and Aircrewmen are authorized to utilize electronic tablets as an Electronic Kneeboard (EKB) while airborne in accordance with reference (k). 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.

NIGHT CURRENCY

Pilots shall not fly at night as Pilot in Command (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

VERTREP POWER MARGINS

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

Instrument Currency

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.

Night Coupler currency

To be night coupler current in accordance with reference (b), Pilots shall have flown 2 windline rescue or Night/lnstrument Meteorological Conditions (IMC) dip-to-dip patterns to automatic approaches to a coupled hover at night in the preceding 60 days. Pilots failing to meet this requirement shall not be scheduled to fly night search and rescue (SAR) missions (to include Plane Guard). To regain currency, Pilots shall fly two windline rescue or Night/IMC dip-to-dip navigation patterns to a coupled hover at night with a night coupler current PIC.

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 6 hours and achieve night and instrument currency prior to the next embarkation.

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 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.

A/C 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 (l). b. Only the sonobuoy cover shall be approved for painting with a squadron CO-approved design.

CREW REST

a. Ashore, in addition to section 8.3 of reference (a), the following minimum crew rest policy applies: Aircrew shall not be scheduled to brief a flight event until 10 hours after completion of post-flight duties. 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).

DET 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/hangaring delays. The 50NM alternate landing site limitation does not apply for concurrent manned/unmanned flight operations.

ALTITUDE RESTRICTIONS

a. Overland: Populated Area 1,000 FT AGL Unpopulated Area 500 FT AGL b. Overwater: Day 50 FT AGL* Unaided Night 150 FT AGL 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 may 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

HOT REFUELING/CREW SWAP

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

SIMULATED EPS AT NIGHT

a. 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 Internal Communication System (5) STAB auto mode failure

RADIUS OF ACTION

a. Shipboard radius of action is 150 Nautical Miles (NM) or maximum reliable navigation/ communication range, whichever is less. Radius of action beyond 150NM in support of specific operational or tactical training missions may be approved by ISIC when dictated by mission planning, provided deliberate Operational Risk Management (ORM) has been conducted. Time spent beyond 150NM shall be limited to the minimum required to accomplish mission objectives. b. One-way flights shall be limited to 150NM ship-to-ship and shore-to-ship and 200NM ship-to-shore. Ship-to-shore range is to a point at which a safe landing can be made.

EP INITIATION/PROHIBITED MANEUVERS

a. Simulated emergencies 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: (l) CO's may authorize HACs to pull the Batt Bus Panel circuit breaker in order to simulate failed backup attitude indicator for training during day/VFR conditions only. (2) Assistant NATOPS Instructor 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.

FLIGHT DEMONSTRATION AND FLYOVERS

a. all flyovers should be: (l) 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 TYCOM approval and will be considered on a case-by-case basis. 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 (h)