Chapter 2.12
Embarked Aviation Policy
|
Table of contents Paragraph |
|
1.2 Associated instructions/publications
2 Policy for embarked aviation
4 BR 766 - Embarked Aviation Operating Handbook
4.1 CVS (Invincible class carriers)
4.3 4Authority level K relationships3
5.1 Health and safety responsibilities
5.2 Flight safety responsibilities
6 Engineering facilities and support
7 Training and other additional requirements for those embarking on RN/RFA ships
7.2 Explosives Specialist User Officer training
9 Embarked maintenance procedures
9.1 Pre-embarkation maintenance
9.3 Post embarkation maintenance
10 Logistic support to embarked aviation
This chapter deals with the special requirements, training, techniques and regulations regarding air engineering at sea.
1.2 Associated instructions/publications
This chapter is associated with the following instructions/publications:
1 Joint Force Harrier AESOs Book 2 Part 1 Chap 3 – Embarked Operations Order Book.
2 Embarked Aviation Operations by Non-RN Helicopters – JHC only.
This chapter is applicable to all Sqns/Units operating aircraft within the MAE embarked on RN, RFA or foreign naval ships for which operating clearance has been received by the FLC.
2 Policy for embarked aviation
Aircraft operations in the maritime environment carry additional risks and are to be carried out using the additional guidance and regulation in this chapter. Where necessary, risk assessments should be completed to suit the environmental conditions. Specific engineering orders for individual aircraft types are to be contained within the aircraft’s Topic 2(N/A/R)1.
The Ship’s Commanding Officer is responsible for the safety and conduct of all operations involving the ship. The Commanding Officer has authority over all embarked personnel. The structure of Aviation Departments in specific ships will be found in individual Ship’s Standing Orders (SSOs). Larger ships break down into the Air Department, which is responsible for aviation operations, and the Air Engineering Department (AED), which is responsible for 4embarked standards and practices, engineering support,3 survival equipment maintenance and aviation weapons.
4 BR 766 - Embarked Aviation Operating Handbook
BR 766 contains information relating to aviation administration and organization by ship’s Sqns/Units and Flights in RN and RFA ships. It also contains operating procedures and limitations relating to air operations from specific classes of ships of the RN, the RFA and foreign Navies, in particular the ship/helicopter operating limitations applicable to those ships. 43
4.1 CVS (Invincible class carriers)
The authority level J of any embarked Sqn/Unit is functionally accountable to the authority level K (Senior Air Engineer Officer), also known as Commander (Cdr) AE for 4all embarked aviation engineering issues,particularly with respect to environmental considerations3. Cdr AE is ultimately responsible to the Commanding Officer of the ship for ensuring that any maintenance work or modification activities on military aircraft and Unmanned Air Vehicles, including their equipments, parts and associated weapon systems, carried out by embarked engineering personnel is in accordance with authorized policies and procedures. He is also responsible for ensuring that correct professional standards and practices are employed. 4In addition, as the Explosive Responsible Officer, he is accountable to the Commanding Officer for the safe storage, handling and loading of all Ordnance, Munitions and Explosives.3
4The authority level J of any embarked Sqn/Unit is functionally accountable to the Ship’s Air Engineer Officer for all embarked aviation engineering issues, particularly with respect to environmental considerations. When a Tailored Air Group (TAG) comprises more than one squadron, a TAG AEO is to be nominated. This will normally be the most senior (and suitably experienced) Air Engineer. The TAG AEO is responsible to the Ship’s AEO for the TAG embarked standards and practices.3
4.3 4Authority level K relationships3
4The relationship between the embarked and parent unit level K holders is to reflect the respective embarked and aircraft platform responsibilities, plus relevant aircraft/type authorizations and experience. Details of the generic relationship and responsibilities of other key personnel may be found in BR 766 Part 01 Sect 01 Chap 02. This information should be used as the basis for any embarkation and/or relevant Operation Order(s) as required in Chapter 1.1. This does not preclude the Ship AEO acting exceptionally in the event of operational need, but only where it is not possible to involve the parent unit Level K holder.3
5.1 Health and safety responsibilities
The Ship’s Commanding Officer is responsible for ensuring that Health and Safety policy is promulgated for the ship. Details of the ship’s organization for Health and Safety will be found in SSOs.
The maritime environment can be particularly harsh. Pitching decks with limited space and in extremes of temperature and/or cold, wet conditions reduce the ability of personnel to complete tasks in the same time as would be expected on dry land during temperate conditions. It is incumbent on all employers (supervisors and managers) to ensure that the environment is taken into consideration when planning tasks.
5.2 Flight safety responsibilities
Embarked Sqn/Unit Flight Safety Officers should make themselves conversant with the ship’s Flight Safety organization and should integrate into the ship’s organization at the earliest opportunity. Further details pertinent to flight safety may be found in BR 766 4Part 01 Sect 06 Chap 133.
6 Engineering facilities and support
The basic aviation facilities in ships are detailed in BR 766, with more detailed information being contained in the individual ship’s Aviation Facility Log (AFL) held by the appropriate engineering department within the ship. The AFL is held by the AED for those ships with an AED (RN and RFA). For smaller ships, it is held by the Weapon Engineering department. For RFAs without an AED, it is held by the Chief Officer (XO). Queries about AFLs may also be directed to Aviation Facilities within Fleet ACOS (CSAV) who effectively owns them and can offer advice. Since refit times and schedules for updating and modifying ships vary, the workshop facilities provided are unlikely to be the same, even in ships of the same class. For this reason, liaison with the ship is recommended prior to embarkation. In particular, it is essential to obtain an accurate list of Ground Support Equipment held on board to prevent duplication and reduce the embarked logistics footprint.
7 Training and other additional requirements for those embarking on RN/RFA ships
Personnel are to be medically fit to embark in accordance with current RN requirements. In addition, there is a requirement for all MOD personnel embarking for periods in excess of seven days to have attended the One-Day Sea Survival course. It is the responsibility of the embarking Sqn/Unit to organize this training and the qualification remains valid for a period of four years. Further information is available in DIN 2008DIN07-034 or by contacting FLEET-CAP SC E DCFF SO3.
7.2 Explosives Specialist User Officer training
All personnel nominated for explosives duties as a Specialist User Officer (SUO) or Competent Person, as defined in BR 862, and all engineering personnel with authority level J or authority level H explosives responsibility, are required to attend the half-day SUO and Competent Persons Explosives Course at HMS Collingwood.
7.3.1 RN Flight Safety Course (Air 304)
It is highly desirable that Sqn/Unit personnel with authority level J or H should attend the RN Flight Safety Course (Air 304) to expose them to specific embarked flight safety issues. This course is conducted by the Royal Navy Flight Safety and Accident Investigation Centre.
7.3.2 Pre-embarkation flight deck safety and awareness training (RAF/ARMY-Fixed wing and Rotary Wing (Air 226))
It is desirable that all personnel who have never embarked on an RN/RFA ship attend the two-day pre-embarkation flight deck safety and awareness training course at RNAS Culdrose. Rotary wing units attending are required to provide their own type aircraft for the course duration. This comprehensive course gives a good grounding for embarkation in a maritime environment, including briefings on specific ship’s Health and Safety issues. It concentrates on practical aspects of Flight Deck operations using a replica of a CVS deck; utilizing operational and ground instructional aircraft to practice routine procedures and aircraft crash rescue scenarios.
Clothing for aircraft maintenance on board is to meet the health and safety criteria laid down for working on board and should include flame-retardant outer clothing and non-slip, electrically conductive safety footwear. Some additional clothing for personnel operating in hazardous areas will also be required, particularly the flight deck. Some RN ships have a limited supply of suitable equipment, such as foul weather jackets, protective headgear, goggles, anti-flash clothing, etc, that can be loaned. Guidance should be sought from FLEET – CAP AV AHF WO.
9 Embarked maintenance procedures
The nature of certain materials used in aircraft construction is such that they are prone to corrosion and it is therefore necessary to introduce additional measures to aid in the corrosion protection of the airframe whilst embarked: these measures may incur an increased maintenance penalty for embarked operations which will vary depending upon aircraft type.
9.1 Pre-embarkation maintenance
The preparation and anti-corrosion treatment of aircraft should be considered early in the embarkation planning process. Thorough preparation of aircraft before embarkation is the key to successfully combating corrosion in arduous conditions.
Pre-embarkation maintenance is to be carried out prior to embarkation as detailed in the Topic 5A1 or Topic 2(N/A/R)1.
9.2.1 Jacking of aircraft
Jacking of aircraft is particularly dangerous at sea; due consideration must be given to the operational requirement and the prevailing weather conditions. In large ships the Hangar Control Officer/Aircraft Control Room Officer is to allocate an area for a jacking procedure to be undertaken, (information on jacking on smaller ships/RFAs should be obtained from the respective SSOs). Permission to carry out a jacking procedure is to be positively obtained from the Officer of the Watch immediately prior to and on completion of the jacking procedure. It is essential that the ship’s motion be reduced to a minimum during the jacking procedure and that the Ship’s Command is fully briefed on the duration and progress of the jacking procedure.
Sufficient aircraft lashings are to be fitted and adjusted as necessary during the whole of the jacking procedure. Great care must be taken to ensure lashings are not overstressed but able to restrain the aircraft in an emergency. Individual jacks are to be securely lashed to the deck throughout the procedure. The jacking supervisor is to ensure that only sufficient personnel necessary to undertake the jacking procedure remain in the immediate vicinity; however, it should be noted that the number of persons required could be considerably more than required to carry out a similar procedure ashore.
9.2.2 RADHAZ and COMSEC
Transmissions from radio and radar equipment from aircraft in the ship’s hangar are not permitted. On the flight deck, permission to carry out ground test transmissions is to be sought from Ship’s Command to prevent inadvertent contravention of COMSEC regimes and RADHAZ dangers to the rest of the ship’s company 4(may also be referred to as SHIPHAZ)3. General RADHAZ information, regulations and procedures are given in BR 2924. Additional information and other associated safety procedures may be found in BR 766 4Part 01 Sect 06 Chap 133.
9.2.3 Gyros and compass systems
It is impossible to accurately set up compass systems and gyros whilst embarked. Where maintenance procedures require checks of compass and gyro accuracy, it is normal to request concessions from appropriately authorized engineering staff. For further information, see Chapter 12.9.
9.2.4 Aircraft movements
Aircraft are not to be moved without the permission of Ship’s Command. Aircraft movements in ships are to be supervised by qualified personnel of the RN Aircraft Handler branch. In ships where there are no RN Aircraft Handler branch personnel, suitably qualified and authorized aircraft engineering branch personnel may move aircraft once permission from Ship’s Command has been obtained. Further details pertinent to Deck Handling may be found in BR 766 4Part 02 Sect 04 Chap 253.
9.2.5 Aircraft washing
Due to the heavily salt-laden maritime environment, aircraft washing is usually carried out at a higher frequency than when ashore, even during non-flying periods. Appropriate washing routines are to be detailed in the Topic 2(N/A/R).
9.3 Post embarkation maintenance
Disembarkation maintenance should be carried out in accordance with the aircraft Topic 5A1 or Topic 2(N/A/R)1.
10 Logistic support to embarked aviation
Demands for high-priority items are to be placed directly with the appropriate Typed Air Station or Main Operating Base43 using the MATDEM procedure. Demands for aviation stores that are non-aircraft-specific are to be submitted to NAS Yeovilton EmbAv Section.
All Fleet units operating aircraft are to place all low priority demands through NAS Yeovilton, EmbAv Section43. Further details of Naval Air Stores policy and embarked stores support is provided in JSP 886.
This chapter refers to the following publications:
1 BR 766 – 4Embarked Aviation Operating Handbook.3 (UK Restricted)
2 4JSP 862: Parts 1 and 2: MOD Maritime Explosives Regulations - Surface Ships & Submarines3
3 BR 2924 – Handbook of Radio Hazards in the Naval Service. (No electronic version)
4 Aircraft type-specific Topic 2(N/A/R)1 – General Orders and Special Instructions.
5 Aircraft type-specific Topic 5A1 – Master Maintenance Schedule.
6 JSP 886 – The Defence Logistics Support Chain Manual
7 43
8 43
9 DIN 2008DIN07-034: Sea Safety Training for Short Term Embarkation in HM ships