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Appendix I

Shipboard Operations

I–1. GENERAL

a.

In nearly every major conflict and operation since World War II, Army aviation has been assigned missions in the maritime environment. In these missions, aviation forces either were based off naval vessels for land attack or they operated from ships for sustained overwater missions. In recent years, the nature and complexity of those missions have changed dramatically. They now dictate that aviation units complete specialized preparatory and sustainment training. Recent worldwide deployments have shown that Army aviation has a versatile combination of equipment sophistication, deployability, and personnel. With these assets, aviation forces accomplish specific strategic missions that require operations in the maritime environment.

b.

Army aviation units presently are taking part in many joint operations that require proficiency in shipboard operations to accomplish these and other missions:

(1)

Casualty evacuation (CASEVAC) from shore to ship.

(2)

Logistics transfer and resupply.

(3)

Reconnaissance and sea lane surveillance.

(4)

Maritime security operations, small boat interdiction, ship takedown, and area denial.

c.

FM 1–111 supports planners to prepare for air–sea missions. Specifically, it supports those missions that require landing on, and operating from, US Navy (USN) and Coast Guard air–capable ships. FM 100–5 stresses the need for training and preparing for shipboard operations. Chapter 4, Joint Operations, states, "A force projection army requires extraordinary flexibility in thinking about operations because of the variety of combinations of joint forces available and the range of possible circumstances for their employment. Army doctrine stresses unified air, land, sea, and special operations—all supported by space operations—throughout the theater of war."

d.

The current document governing Army shipboard operations is the "Army/Air Force Deck Landing Operations Memorandum of Understanding" (MOU). The Army (USA), Air Force (USAF), and USN signed the manual in July 1988. Information from this MOU is supplemented, as necessary, to provide more comprehensive guidance in planning and conducting Army aviation shipboard flight operations.

e.

FM 1–564 provides shipboard operations tactics, techniques, and procedures (TTPs) for Army aviation units. Published by the US Army Aviation Center, Fort Rucker, AL, it is available through the publication system of the US Army Publishing Agency (USAPA), ALEX VA. The manual contains more detailed information for staff and aircrew planning and training. The following paragraphs summarize planning considerations for shipboard operations.

I–2. SHIPBOARD TRAINING

a.

Nearly all regional contingency plans, joint task force (JTF) plans, and counternarcotics operations contain shipboard or overwater specified tasks. Therefore, units must precisely define their missions. Shipboard missions require deck landings and support while operating from a ship. Overwater missions include operations over open water, but originate/end at a land base.

b.

Scarce resources dictate that shipboard operations be a priority mission essential task for a unit to conduct this training. A higher command or the emergent nature of the training requirement designate the priority.

c.

The Joint Force MOU identifies service responsibilities in support of shipboard operations.

(1) Navy.

The Fleet Commander's staff schedules Army requests for deck landing qualification (DLQ) services on ships trained, staffed, and certified to conduct shipboard training and/or overwater gunnery. The Navy can make specific personnel available for ground school or flight operations training. The Army is responsible for helicopter operating costs, as well as temporary duty (TDY) expenses.

(2) Army aviation.

Commanders of units scheduled to conduct DLQ training ensure that training and logistics prerequisites for shipboard helicopter operations are satisfied.

(3) Overwater gunnery training.

Army aviation units wanting to conduct overwater gunnery while basing from a ship must identify all ordnance intended for stowage onboard during the presail conference. All ordnance must be certified shipboard safe according to NAVSEA OP–4 before onload.

(4) Night vision devices training

. The Chief of Naval Operations, Code N889, authorizes shipboard night vision devices (NVD) operations. Units must request authority to train with NVD through their chain of command to the Headquarters, Department of the Army, Office of the Deputy Chief of Staff for Operations and Plans (ODCSOPS) (DAMO–TRO), WASH DC, on an annual basis.

(5) Nonstandard aviation maneuver training.

Any request to conduct nonstandard aviation maneuvers in the shipboard environment must be briefed thoroughly at the presail conference. This should enable the ship commander to obtain the necessary guidance and regulatory information to approve or modify training plans.

I–3. PRESAIL CONFERENCE

a.

The presail conference is the coordination meeting between the host ship and the operations unit for safety and operational planning. It takes place onboard the host ship.

b.

Once a ship has been assigned to fill a specific Army request, the Navy approves direct coordination so the aviation unit can coordinate with the ship for an acceptable presail conference date. The Army Force Representative also can help in setting a date for the conference, which generally occurs as close as possible to the actual service date.

c.

Every deployed amphibious group has an Army officer assigned as a liaison officer (LO). This officer normally is an Aviation Branch Major. The LO may be helpful in coordinating logistical and training requirements with the Navy.

I–4. LOGISTICS

a.

Logistics Requirements. The logistics requirements to support a shipboard training service depend on the duration of the service and whether the unit embarks or maintains a shore base.

b. Publications.

Army units can use the USAPA publications system to order joint publications. For information on Navy publications, use the following phone numbers to contact the Navy Publications Customer Service Center, Philadelphia, PA: DSN: 442–2997/2626/0160/2267.

c.

Funding. The ship conducts deck services together with a normal training schedule; therefore, the Army does not incur use or fuel charges.

d.

Fuel. Naval aircraft use JP–5 fuel only; therefore, Army units must ensure that they use JP–5 before embarkation so the fuel system does not contain residual JP–4. Units possessing unique refuel devices—such as Wiggins nozzles—must bring them onboard during their deck service period to ensure proper refueling procedures.

e. Embarked Unit Assignments.

When an Army unit embarks on the Navy ship, it can expect to be assigned duties on the ship to augment the ship's company. These assignments may include security watch, cleaning details, fire watch, and mess support. Assignments will be made through the Army chain of command on the ship.

f. Aircraft Maintenance.

(1) Support facilities vary from ship to ship. Consult the Aviation Facilities Resume for specific ship capabilities. Units must plan to support their unique aircraft maintenance requirements by preparing logistics replacement units and packup kits for deployment to the shore base or the ship.

(2)

Army aircraft are not manufactured to the anticorrosion standards of Navy aircraft; therefore, they are prone to corrosion. Units should plan to purchase an anticorrosion compound for their aircraft before embarkation.

(3)

The ability to conduct fresh water washes onboard does exist; however, large numbers of aircraft on the deck, as well as ground support equipment (GSE), may prevent washes from being feasible.

g. Ground Support Equipment (GSE).

Embarking units must identify all equipment being brought onboard for safety and compatibility checks. This equipment includes ground handling wheels, tow bars, and blade folding kits.

h. Aviation Life Support Equipment.

(1)

Additional aviation life support equipment (ALSE) that is needed before embarkation includes helicopter emergency egress device system (HEEDS) bottles for all aircrew members.

(2)

Aircrew members must have a life preserver unit (LPU) for overwater operations.

(3)

Aviation units will coordinate with the Navy to secure all required ALSE before embarkation.

I–5. WITH HOW MANY AIRCRAFT CAN THE UNIT DEPLOY?

a.

During the presail conference, the number of Army aircraft that are physically able to be brought onboard the ship will be decided. It is implied that, when an Army unit is given the mission to embark on a Navy ship, the assigned ship will be able to carry the unit's aircraft or the number required by the directive.

b.

The Navy ultimately will dictate the number of aircraft that can be deployed on the assigned ship. Considerations for this decision can include the following—

(1)

A large aircraft carrier like the USS Eisenhower (CVN 69) conceivably could carry hundreds of Army helicopters; however, the ship's units have to continue to operate, including vertical replenishment (VERTREP). This requirement precludes stacking helicopters on every inch of the flight deck. This lack of space becomes more important on smaller, single– or dual–spot ships. The Navy considers its own missions, as well as flight deck mobility and fire fighting/rescue capabilities, when planning for Army aircraft. NOTE: A flight deck overcrowded with Army helicopters may slow or prevent a timely rescue if there is an emergency on the ship during flight operations.

(2)

During a deployment, it is not uncommon for the Navy to park aircraft with their tailbooms positioned off of the flight deck, hanging over the water. Because AH–64 Apache aircraft are "tail draggers," meaning that they have landing gear installed on their tails, these aircraft cannot be parked this way. A unit equipped with AH–64 aircraft may not be able to carry as many aircraft onboard a ship as a OH–58D(I) Kiowa Warrior or AH–1 Cobra unit because of parking space.

c.

The ship for the mission is identified. Then the number of Army aircraft to be deployed is decided. Army planners may gain specific information on the ship from the Navy manual NAEC–ENG–7576. This manual contains diagrams of all Navy ships and their landing facilities. If there are additional questions, units may contact the Shipboard Aviation Facility Hot Line. This facility can confirm—

(1)

Criteria or standards specified in air capable ship aviation facilities bulletins.

(2)

Criteria or standards specified in amphibious assault ship aviation facilities bulletins.

(3)

Criteria or standards specified in visual landing aids general service bulletins.

(4)

Ship certification status.

(5)

Shipboard equipment, configuration, and deficiencies.

(6)

Any other matter relative to aviation facilities aboard air capable and amphibious aviation ships.

The Hot Line phone number is DSN: 624–2592; Commercial (908) 323–2592.

I–6. AIRCREW REQUIREMENTS FOR TRAINING

a.

Army Aviators. Army aviators must be qualified and current according to AR 95–1.

b.

Pilot in Command. The pilot in command (PC) will be DLQ and current.

c.

Pilot Performing Deck Landing. The pilot performing the deck landing will be DLQ and current unless undergoing training.

d. Initial Qualification.

Flight training must be conducted by an Army instructor pilot (IP) or unit trainer (UT) who is deck landing current in the aircraft and in the flight mode, or an approved Navy helicopter aircraft commander (HAC). Units just starting their DLQ program require a current IP from another unit to qualify the new IPs for the new unit to begin training.

(1) Ground school training.

The ground school course will include but not be limited to—

(a)

Aircraft landing and handling signals.

(b)

Deck markings and lighting orientation.

(c)

Emergency procedures.

(d)

Communications, navigation aids (NAVAIDs), and emission control (EMCON).

(e)

Fuel/Maintenance support and procedures.

(f)

Landing patterns/Approaches and ship control zones.

(g)

Vertical replenishment (VERTREP) procedures (if applicable).

(h)

Presail conference procedures.

(2) Initial qualification and currency

. Single/dual (herein after called single) spot ship initial day qualification consists of—

(a)

Flight training conducted by either a USA/USAF DLQ standardization instructor pilot (SP) or a USN HAC who is current on single–spot decks.

(b)

Six field deck landings before six single–spot shipboard landings, all within a 10–consecutive–day period.

(c)

As far as currency requirements, four single–spot shipboard landings within 90 days. Pilots whose currency has lapsed and have not made four single–spot landings within the last 181 days must undergo initial qualification training.

(d)

Night single–spot helicopter operations require significantly more training and specialized equipment than day operations and may not be conducted except for life–threatening emergencies or operational necessity. Requests for this type of training will not normally be approved. Exceptions will be handled on a case–by–case basis by the USN (OP–593) and the USA (DAMO–TRS).

(3) Multispot ships inital day qualification.

(a)

Multispot ships include—

- Landing platform helicopter (LPH) [amphibious assault ship].
- Landing helicopter assault (LHA) [amphibious assault ship, general purpose].
- Cruise vehicle (CV) [attack aircraft carrier].

(b) Multispot ships initial day qualification consists of—

- Flight training conducted by a USA/USAF IP or UT who is day current.
- Five day field deck landings before 5 day shipboard landings, all within a 10–consecutive–day period.
- Day currency requirements, four shipboard landings within the preceding 9 months. (Pilots whose day currency has lapsed will undergo initial day qualification; requalification will be conducted by an Army IP, UT, or PC.).
- Initial night qualification include six night field deck landings before six night shipboard landings, all within a 10–consecutive–day period. (Pilots also must comply with the 72–hour requirement in (4) below.)

(4)

Night currency requirements: Six night shipboard landings within the preceding 90 days are required to maintain currency. If more than 72 hours have elapsed since the last night shipboard landing, one day shipboard landing will be performed within 24 hours before the next night shipboard landing.

e. Single–Spot Deck Landing Qualification Training.

This training is the most demanding because of the size of the deck space and the size of the ship. Pilots qualified on single–spot ships are qualified on multispot ships, but the reverse is not true.

f. Aircraft Carriers.

Routine DLQ training and operations normally will not be conducted on CV class ships. Operations on CV class ships will be on a case–by–case basis ; they require a special ground brief by Navy personnel, or Army/Air Force personnel designated by the Navy to give the briefing. Pilots qualified and current on single and multispot ships are considered qualified and current on CV class ships.

g. Techniques for Aircrew Currency.

Once a unit is identified as requiring continual shipboard currency for its aircrews, the command should consider the following:

(1)

Identify unit IPs and UTs that must stay current in shipboard operations. Units will make currency a priority mission for these officers.

(2)

Units must continually assess the longevity of these shipboard operations trainers, and identify officers with enough time on station to adequately take over the responsibility when required.

(3)

Establish a liaison with a Navy, Coast Guard, or Marine unit that can help keep the unit shipboard operations trainers current. For example, a Marine aviation squadron may be able to include an Army aircraft and crew during their shipboard currency training.

h. Other Training Requirements

. While sometimes waivered by the Fleet Commander, the following are requirements by Navy regulations:

(1) Firefighting school.

If the Army unit is embarked as part of the ship's company, all soldiers must attend the Navy firefighting school. Requirements differ based on the length of the cruise and the command relationship. Ensure that this requirement is confirmed or denied before embarkation.

(2) Class II swimming school.

All personnel must meet the Navy's class II swimming requirements. Certification is a one–time requirement. As with the firefighting school, confirm or deny this requirement before embarkation.