S3002

T3102 From navygouge

You will need the ship approach plates (from book issue/map room in squadron) for this hop. This can be another pretty chill hop, or it can be annoying, depending on if your instructor decides to be a dick about it or not. You'll shoot three approaches; the TACAN to the LH-4, the TACAN to an air-capable ship, and the ELVA. If your instructor isn't a dick, feel free to use the RNAV function in your TACAN for once in your life. If he is a dick, you'll be doing a few extended point-to-points to get back to the ship(s).

Other notes:
 * You still need to do the whole WRNTB bit from RIs for each approach.
 * When you land on a ship, do not go to flight idle.
 * Set your RADALT to something useful, like 25' for the landing.
 * The Air Boss assumes you are lying about your fuel state at all times. Calculate your fuel remaining to 15 gal, rather than 10 gal, so that your lie will match up with what the Air Boss expects your lie to be and he ends up with a correct fuel picture.  (no, seriously)
 * For the TACAN to the LH-4, you want to intercept the radial far before the arc, and when arcing you're always going to need to be turning to the inside more than usual, since the center-point of your "arc" is a boat moving away from you. Just watch your DME.
 * For the TACAN to the air-capable-ship, fly direct to the ship and intercept the arc wherever that happens to put you, then arc to the correct IAF, again keeping a constant cut to the inside to compensate for the ship's movement.
 * They want you to report leaving the FAF, even though you're in a radar environment in some cases.
 * When they ask to confirm landing checks complete, they'll also say "state side landing." For us, the right side (pilot) is landing.

=Ship NAVAIDS=

To enable all weather ops, air-capable ships are normally equipped with TACAN, NDB, and or ASR to facility instrument approved IFR approaches. An air capable ship has a control zone with a radius extending 5nm and 2500MSL. To ensure smooth transition, some ships are equipped with a Stabilized Glideslope Indicator (SGSI) giving pilot constant glideslope info on final.


 * 1. Pilot shall provide following information.
 * a. I.D. and type helicopter
 * b. Position
 * c. Altitude
 * d. Fuel state (in time to “splash,” NATOPS mins)
 * e. Souls on board
 * 2. The controller shall provide
 * a. Type of approach anticipated (VFR or IFR)
 * b. Estimated recovery time
 * c. Altimeter setting, wind, and weather
 * d. Base recovery course
 * e. Marshal instructions if required.
 * f. Steering as required
 * g. Estimated recovery time.

The check-in call sounds something like this: "Proud Eagle Control, Lucky 006, TH-57C, 10NM North East, Angels 1, 1+00, 4 souls." See the note above about fuel state.

=Shipboard Aviation Facilities Resume=


 * This document describes and depicts aircraft landing, VERTREP/hover, and helicopter in-flight refueling (HIFR) facilities aboard air capable and amphibious aviation ships and lighting arrangements aboard aviation ships. The information is intended for use by surface and air type commanders, ships with aircraft capabilities, and aviation groups.

=Base Recovery Course (BRC)/Wind direction and Speed=


 * Foxtrot CORPEN is the true course of the ship… sort of. It’s more like this: The ship is at point A, in two hours, it plans on being at point B which is some lat and long. On it’s way from point A to point B, it makes many turns and corrections for whatever reason. The heading during those turns and corrections, is actually the BRC or what the ship is heading at that time. The straight line heading from point A to point B is called the Foxtrot CORPEN (think of it as your average course just like in INAV problems from point A to point B).

=Radio Discipline= Same as anywhere else. Keep calls short and accurate. Look over all the nonsensical abbreviations and terminology from S3001 again.
 * BRC is the magnetic course of the ship at that time as it snakes it’s way from A to B.