An example of a helicopter tie-down configuration
is given in figure 10-15. Always consult the applicable
MIMs "General Information and Servicing" section for
detailed securing instructions for a specific type of
helicopter.
HAND SIGNALS
Hand signals shown in figure 10-16 are used when
helicopters are directed. As you can see, they differ
greatly from fixed-wing aircraft. The director, called a
Landing Signalman Enlisted (LSE), is normally
stationed on a 45-degree bearing to the portside of the
helicopter if the pilot in control is in the left seat, and to
the starboard side if the pilot in control is in the right
seat. When you are acting as LSE, you should position
yourself upwind of the area in which the helicopter is to
be launched and in a similar position for a landing.
NOTE: Helicopter hand signals "wave-off" and
"hold" are mandatory; all others are advisory in nature
when directing aircraft.
HELICOPTER FLIGHT
OPERATIONS
Carrier flight decks and air station runways or
taxiways have marked helicopter landing areas that are
controlled by Pry-Fly (afloat) and the control tower
(ashore) for helicopter takeoff and landings. See figures
10-17 and 10-18.
The LSE, under the supervision of the air officer, is
responsible for visually signaling to the helicopter, thus
assisting the pilot in making a safe takeoff and/or
landing on the ship. He or she is responsible for
directing the pilot to the desired deck spot and for
ensuring general safety conditions of the flight deck, to
include control of the flight deck crew.
Flight deck operations with rotors engaged are
particularly hazardous to personnel. The tail rotor of
some helicopters revolves in a vertical plane fairly close
to the deck. In addition, the possibility always exists
that the main rotor blades may strike the deck during
engagement or disengagement of the rotor system due
to the wind being out of perimeters or hurling pieces of
debris. Because of this hazard, flight deck personnel
should be kept to the minimum needed for the
operation.
CAUTION
Aircraft engines, auxiliary power plant starts,
blade spread/fold, and rotor engagement must not
be accomplished in wind conditions exceeding
the individual aircraft's NATOPS limitations.
Once the proper commands (table 10-3) are given
to the flight deck officer and the flight deck lighting has
been activated from Pry-Fly (table 10-4), the LSE
supervises and is responsible for, but not limited to, the
following:
10-36
RELEASE LINE FOR
NORCO BLADE LOCK
ANf1015
MOORING LINES
(TYPICAL)
45
A
A
O
Figure 10-15.—Tie-down configuration (CH-53A/D).
