TASK 2068

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TASK 2068

         Do not move the cyclic with the pitch and roll of the ship. Do not
         allow the rotor to dip down to a low position, as it could be fatal
         to deck crews and those exiting the aircraft.

CONDITIONS: In a UH-1 helicopter.

STANDARDS: Appropriate common standards plus the following additions/modifications:
1. Rated.
 a. Comply with arrival and departure and landing signal enlisted (LSE)/controller

 b. Ensure a green deck before landing.

 c. Perform a visual meteorological conditions (VMC) approach.

 d. Perform a VMC takeoff.

2. Nonrated.
Ensure aircraft is chained or moored before exiting.

1. Crew actions.

 a. The pilot on the controls (P*) will focus primarily outside the aircraft to provide obstacle
 clearance throughout the maneuver. The P* will announce when initiating the approach and
 whether the approach will terminate to a hover or to the surface. The P* also will announce
 the intended point of landing and any deviation to the approach, including go-around. The P*
 will announce intentions to takeoff.
 b. The pilot not on the controls (P) will call out "crossing the wake" and will complete the
 before-landing check. The P will verbally relay the signalman's signals if the P* loses visual
 contact with the LSE.
 c. The P and the nonrated crewmember (NCM) will assist in clearing the aircraft and will
 provide adequate warning of obstacles, unannounced drift, and changes in altitude. They will
 announce when their attention is focused inside and again when attention is reestablished
 outside the aircraft and will acknowledge all P* directions. They will assist the P* in ensuring
 that the skids are within the landing deck circle before touchdown.

2. Procedures.

Note. The deck landing area may have a perimeter safety net, perimeter markings, and red
lights outlining the landing area. Two white lineup lines form an "X" through the landing
area. These lines contain white lights, which are only visible when the aircraft is aligned on
the approach path. Around the center of the "X" is a white circle with a centered amber light.
The landing gear will normally be in the forward portion of this circle but landing will be as
directed by the LSE/controller. Most ships have floodlights to illuminate the landing area for
unaided operations but the lights can be turned down or off for night vision goggle (NVG)

 a. Before the approach. When cleared to land, adjust airspeed as necessary, descend to 200
 feet above ground level (AGL), and enter the landing pattern. (The LSE will expect the pilot
 in the seat nearest the bow of the ship upon landing to be at the flight controls for the first
 landing.) Make a standard rate turn or less in the appropriate direction, cross perpendicular to
 the ship’s wake, and then begin the turn to final. When the ship is underway, it will be
 necessary to make lateral corrections to maintain alignment with the landing deck lineup
 lines. An alternate technique is to lead the ship by initiating the approach to a point forward
 of the flight deck.
 b. During the approach. Cross the deck edge no faster than a brisk walk at an altitude of 5 to
 10 feet above the landing surface. (Higher altitudes make it difficult to maintain good visual
 references.) Keep the LSE in sight. Stop all aircraft movement over the center of the deck and
 ensure the main landing gear is within the landing circle.

Note. The LSE will assist during the last part of the approach with hand and arm signals.

(1) Hovering. Maintain a hover until the LSE gives the signal to set the aircraft down.
Follow the LSE's signal to move left, right, aft, or forward. Control drift using the ship's
superstructure and the horizon, if visible, for attitude reference while hovering.

(2) Landing. In rough seas, attempt to land when the ship is at the apex of a pitch up.
Watch the LSE and listen to guidance from the ship's tower. Lower the collective and
perform a controlled touchdown with the skids inside the landing deck circle. When the
landing gear is on the deck, smoothly lower the collective to the full down position.
Maintain the cyclic centered and ignore aircraft motion. Wait until the aircraft is chained
or moored before exiting the aircraft.

(3) Takeoff. The P will show his hands during the day or will flash a light at night to
indicate to the LSE which aviator is at the controls. When cleared for takeoff, increase
power and smoothly ascend to a hover height of 5 feet, keeping the LSE in sight. Slide
left or right as directed to clear any obstruction and depart the ship at a 45-degree angle
from the bow. The ship can be used for an attitude reference during acceleration. During
conditions of reduced visibility, it may be necessary to transition to instruments for most
of the takeoff.

Note. Hover out of ground effect (OGE) power may be required for this task.

reduced visibility, fly instruments or cross-check the flight instruments while in the holding pattern.
The P will advise when they have the lineup line in sight. The P* will transition outside and make
flight control adjustments as necessary to lineup on final and to remain aligned with the lineup line.
The P will continue to assist by monitoring the flight instruments, calling out airspeed, and calling out
altitude as necessary.
16 May 2007 4-151
TC 1-211

OVERWATER CONSIDERATIONS: Overwater flight, at any altitude, is characterized by a lack of
visual cues and, therefore, may cause visual illusions. Be alert to any unannounced changes in the
flight profile and be prepared to take immediate corrective actions. If available, the radar altimeter
low bug should be set to assist in altitude control. Hazards to terrain flight such as harbor lights,
buoys, wires, and birds must also be considered during overwater flight.

Training and evaluation will be conducted in the aircraft.

REFERENCES: Appropriate common references plus the following:
            JP 3-04.1
            Joint Tactics, Techniques, and Procedures for Shipboard Helicopter Operations
            Shipboard Aviation Facilities Resume