UPDATED_Helicopter_Facilities_Requirements__REVISED_AMENDMENT_14.pdf

Helicopter Facilities Requirements

List of Tables

Table 1 – Aircraft Data

Table 2- Aircraft Servicing and Support Facilities

Table 3 – Engine and Main Rotor Blade Shipping Container Data

Table 4 – Aircraft Landing Area Approach Path Clearance Requirements

List of Figures

Figure 1 – Wind Sensor Airflow Obstruction Criteria (Side View)

Figure 2 – Wind Sensor Airflow Obstruction Criteria (Top View)

Figure 3 – Typical Air Capable Ship Fueling System

Figure 4 – Aircraft Engine Start Current Curve

Figure 5 – Envelope of Normal 400 Hz AC Voltage Transient

Figure 6 – Typical VLA Arrangement, Multiple Landing Area Ships

Figure 7 – Minimum Landing Area Size within the Peripheral Marking

Figure 8 – Obstruction Clearance Criteria for Free Deck Landing

(Superstructure Forward)

Figure 9 – Obstruction Clearance Criteria for Free Deck Landing

(Superstructure Forward and AFT)

Figure 10 – Typical VLA Arrangements,VERTREP/External Lift Areas

Independent of Landing Area

Figure 11 – Area Size and Obstruction Clearance Criteria for Tee-Ball (Special Type 2), VERTREP/External Lift Areas

Figure 12 – Overhead Floodlight Illumination Criteria

Figure 13 – V-22 VERTREP/External Lift Areas margaret.metz Typewritten Text

ATTACHMENT 4 - REVISED AMENDMENT 0014

margaret.metz Typewritten Text margaret.metz Typewritten Text margaret.metz Typewritten Text

1.0 AVIATION FACILITIES:

The Contractor shall provide helicopter facilities with the ability to simultaneously launch/recover two (2) MH-60 class or one (1) CH-53E class helicopter with clear, unobstructed vertical airspace. Helicopter facilities shall also comply with the requirements of US Coast Guard Navigation and Vessel Inspection Circular No. 9-81 for day and night landings with instrument meteorological conditions (IMC) for the following aircraft: MH60K, MH60L, MH60M, UH60L, MV/CV 22, HH60H, HH60J-T, SH60 B-F, MH60R, MH60S, and the MH53E. Aircraft characteristics are provided in Table 1.

The helicopter facilities shall be capable of being certified as defined in NAVAIR

4.8.2.5 - AIR CAPABLE SHIP AVIATION FACILITIES BULLETIN NO. 1 (latest revision) for Level I Class 2 (day and night IMC (Instrument Meteorological Conditions) landing facilities with full service but no maintenance facilities) for following aircraft: MH60K, MH60L, MH60M, UH60L, MV/CV 22, HH60H, HH60J-T, SH60 B-F, MH60R, MH60S, and the MH53E as well as the requirements of this attachment.

The flight deck shall meet NAVAIR requirements for Level I, Class 4, Special Type 2 vertical replenishment operations (VERTREP) for the H-60 class, CH-53K, H-46, CH-47, and V-22 class aircraft.

A recovery assist, securing, and traversing system (RAST) is not required.

1.1 LANDING AREA MARKING AND CLEARANCES:

Marking and clearances shall be provided for Class 2 certification. General dimensions applicable to the helicopter types are provided in Table 1. The landing area shall be marked IAW paragraph 1.1.1 and conform to the landing area size and obstruction clearance requirements of Figures 7, 8 and 9. (Superstructure Forward Obstruction Clearance?)

1.1.1 LANDING AREA MARKING: Typical markings are shown on Figures 6 and

7. Peripheral marking lines shall indicate the clear (obstruction free) deck area. The touchdown circle shall indicate the area in which the helicopter's forward wheels/skid supports must touchdown. The outside diameter of the touchdown circle shall be 24 feet (7.32 m). On multiple landing area ships, two touchdown circles shall be provided as shown on Figure 6. A solid white landing spot, 4 feet (1.22 m) in diameter, shall be located in the center of each touchdown circle, and either one or two landing lineup lines shall indicate the approach path(s) to the landing spot.

The landing lineup line(s) shall pass through the center of the touchdown circle and landing spot and shall be extended as far as feasible beyond the peripheral marking. The deck area (within the peripheral marking and all aircraft traversing, hangar, and parking areas) shall be covered with deck gray non-skid compound. All marking lines shall be white and one foot (0.30 m) wide.

1.1.2 DECK COVERING: The flight deck and hangar deck shall be covered with a grey roll-on non-skid compound and be installed in accordance with NSTM S9086-VG-STM- 010, Chapter 634. The non-skid shall extend to the flight deck coamings and containment.

Where flight deck edge coaming/containment is of sufficient width that there is the potential for personnel traffic, non-skid shall be applied to the exposed surfaces. Non-skid compound shall not be applied to aircraft securing fittings and ordnance grounds. The application of non-skid compound shall terminate at a maximum distance of 1 in (25 mm) outside the circumference of the securing fitting-to-deck weld or mating point.

1.1.3 VERTREP/EXTERNAL LIFT AREA MARKING: Marking and clearances shall be provided for Class 4 Special Type 2 VERTREP certification. Clear deck space shall be available to move supplies to and from the pickup and delivery zone. VERTREP area size and obstruction clearance criteria shall be as per Figure 11.

1.2 SPECIAL MARKING REQUIREMENTS:

1.2.1 HANGAR DOOR MARKINGS: On vertically activated hangar doors, the lower 2 feet (0.61m) of the door (exterior and interior) shall be painted with alternating yellow and red stripes (to provide a visual indication as to whether the door has been fully retracted prior to aircraft movement into and out of the hangar). The stripes shall be 4 inches (0.10 m) wide, and shall be painted at an angle of approximately 45 degrees rising from port to starboard.

A lignment stripes shall also be painted on hangar doors that, when fully retracted as designed, leave visible yellow/red stripes at the top of the doorway, yet still provide sufficient clearance for aircraft movement into/out of the hangar. With the hangar door fully retracted, the alignment stripes shall be painted in the upper corners of the doorway, on the door (exterior and interior), and on the adjacent track/bulkhead. The alignment stripes shall be readily visible from the deck, may be any color that contrasts with the color of the hangar door and doorway, and should be approximately 6 inches (0.15m) long and 2 inches (0.05m) wide.

1.2.2 SAFE PARKING LANES: Marking shall be provided on all multiple landing area ships to ensure adequate landing operating clearances for the aft area when the forward area is occupied.

1.3 LIGHTING AND VISUAL APPROACH EQUIPMENT:

Visual landing aid lighting systems shall be provided and installed in accordance with Figure 6 and NAVAIR 51-50AAA-1 and as described herein and meet the accessibility requirements of NAVAIR Technical Manual 51-50ABA-1.

1.3.1 LIGHTING CONTROL PANEL: A lighting control panel shall be provided in the HCS. The lighting control panel shall provide the Helicopter Control Officer (HCO) the ability to selectively activate or deactivate visual landing aid lights. The circuit switching arrangement shall prevent energizing the lineup lights for more than one approach direction. The lighting control panel circuit switching arrangement shall also prevent the simultaneous energizing of both landing lineup lights. The lighting control panel shall include lighting switches, dimmers, and red circuit activation indicator lamps. A single red “Power-On” indicator lamp shall be provided on the enclosure signifying power supply to the control panel circuitry.

The dimmers shall be variable autotransformers or remotely located motor driven variable autotransformers controlled by potentiometers. The intensity of lights controlled by dimmers shall increase, from blackout to full intensity, with clockwise rotation of the dimmer knobs.

Controls, indicator lamps, switches, and switch positions shall be identified by nameplates or engraving.

1.3.2 HOMING BEACON: A white homing beacon shall be provided in a high location a minimum of 6.096 m (20 ft) above the flight deck. The homing beacon shall be visible for a minimum of 330 degrees in azimuth and be oriented such that the non-visible notch faces forward. The homing beacon shall be wired through a step down transformer to a dimmer control switch located at the lighting control panel in the HCS. The rotation of the homing beacon motor shall not vary in rate as the intensity of the light is dimmed.

1.3.3 DECK EDGE LIGHTS: Red flight deck edge lights shall be provided coincident with the peripheral flight/ deck marking lines. On ships configured with oblique landing lineup line(s), these lights shall be installed coincident with the port, starboard, and aft peripheral marking lines. On ships configured with an athwart ship landing lineup line, these lights shall be installed coincident with the port and starboard peripheral marking lines. On ships configured with a fore/aft landing lineup line, these lights shall be installed coincident with the aft peripheral marking line. Deck edge lights shall be uniformly spaced with approximately 18 ft intervals between lights, but not less than four lights in each peripheral marking line. Each deck edge light shall be connected to a dedicated step-down transformer. Deck edge light transformers shall be connected in parallel to a single dimmer control at the lighting control panel located in the HCS.

1.3.4 LANDING LINEUP LIGHTS: For oblique approach landing lineup lines, white unidirectional lights shall be installed coincident with the lineup lines. Landing lineup lights shall have four to 10 lights in each landing lineup line, be spaced as uniformly as possible, and have a maximum spacing of 4.57m (15ft) between lights. A minimum distance of 1.22 m (4 ft) between deck edge coaming and the first lineup light shall be provided to ensure unobstructed visibility by the pilot during approach. Each lineup light shall be provided with a dedicated step-down transformer. Unidirectional lights shall be installed as shown on Figure 6. The four landing lineup light circuits shall be independently wired and, through a switching arrangement, connected to the same dimmer control. The circuit switching arrangement shall permit the lights to be energized on either and on both landing areas, but shall preclude energizing the lineup lights for more than one approach direction.

1.3.5 FORWARD EXTENDED LINEUP LIGHTS: For landing lineup lines less than

21.34 m (70 ft) in length, forward extended lineup lights are required. When the forward end of the lineup line intersects the deck edge (hull) of the ship, the forward extended line-up light bar assembly is required. When the forward end of the lineup line intersects superstructure, forward extended lineup lights shall be provided by installing three or more light fixtures vertically up the face of the superstructure at 1.52 m (5 ft) intervals beginning at the base of the superstructure. Each forward extended line-up light shall be provided with a dedicated step-down transformer. Transformers shall be wired in parallel and connected to the same dimmer switch as the landing lineup lights.

1.3.6 AFT EXTENDED LINEUP LIGHTS: Red extended landing lineup lights shall be provided in a portable vertical drop-line light bar assembly that extends below the flight deck level and is aligned with the flight deck lineup line. The drop-line light bar shall not inhibit other ship operations nor interfere with the safety nets when in place. The drop-line light bar shall be installed with the upper light of the assembly a maximum of 711 mm (28 in) below the flight deck level. Light bars shall be connected to a single step-down transformer. The transformer shall be connected to the same dimmer switch as the landing lineup lights. Stowage for the drop-line light bar assembly shall be provided in the visual landing aid stowage space.

1.3.7 OBSTRUCTION LIGHTS: Blue obstruction lights shall be provided at the top/outboard limits of shipboard structures and permanently fixed equipment closest to the flight deck. Obstruction lights shall be controlled by a single on/off switch at the lighting control panel located in the HCS. Access for obstruction light maintenance shall be provided.

1.3.8 OVERHEAD FLOODLIGHTS: Overhead floodlights shall be provided above the flight/VERTREP deck in accordance with Figure 6. The floodlights shall not violate aircraft operating clearance requirements. A separate step down transformer shall be installed for each light. Two redundant sets of overhead floodlights shall be connected to a single dimmer control located at the lighting control panel in the HCS. One set shall consist of amber light fixtures. The other set shall consist of NVD blue light fixtures. Overhead floodlights shall be at least 6.1 m (20

ft) above the operating area unless otherwise approved by NAVAIR. The overhead floodlights shall be aimed to keep illumination beyond the deck edge to a minimum. Floodlights shall not be blocked by piping or mounted equipment/structures. Floodlights shall be aimed to prevent shadow effects and from shining directly into the cockpit of an aircraft during aircraft operations.

Floodlights shall be capable of being secured in place after aiming. Narrow beam lamps, when required, shall be aimed to illuminate the extreme reaches of the deck area. Where it is necessary to use extension posts to mount overhead floodlights to meet the flight/VERTREP deck illumination levels defined in Figure 6, posts shall be collapsible to allow for maintenance of the floodlight. Extension posts shall not exceed the flight/VERTREP deck clearance requirements.

The following procedure shall be used for determining the type and minimum number of floodlights:

1. Calculate the surface area to be illuminated. Average width * average length = area (ft2).

2. Select a mounting location and determine distance "d" and mounting height "h" as shown in DETAIL "A.", round off distance "d" to the nearest 10 ft.

3. Refer to Figure 4 and determine the number of floodlights and type of lamps required.

Examples:

a) area: 30 x 45 = 1,350 ft2 d = 153 ft (round off to 150 ft) h = 23 ft

This mounting location falls in illumination area "b." since the calculated area is less than 3,200 ft2, two MFL and three NSP are required. At d = 150 ft, the permissible mounting heights for area "B" are 20 ft to 40 ft. If the mounting height can be raised to 40 ft or higher (up to 100 ft), only four MFL are required, since the mounting location will then fall into area "a."

b) area: 40 x 60 = 2,400 ft2 d = 116 ft (round off to 120 ft) h = any chosen height between 20 ft and 100 ft

The mounting location falls into area "a." since the calculated area is less than 3,600 ft2, four MFL are required.

c) area: 50 x 70 = 3,500 ft2 d = 252 ft (round off to 250 ft) h = any chosen height between 30 ft and 100 ft.

The line (step) on the graph at d = 250 ft excludes any mounting heights below 30 ft since the mounting position falls into area "b", and the calculated area is between 3,200 ft2 , and 5,800 ft2, three MFL and three NSP are required.

1.3.9 DECK SURFACE FLOODLIGHTS: NVD blue deck surface floodlights shall be provided along the periphery of the flight/VERTREP deck outside of the peripheral marking.

The floodlights shall be used in conjunction with the overhead floodlights to provide uniform illumination of the aircraft launch and recovery/VERTREP area. Floodlights shall not be blocked by piping or mounted equipment/structures. Floodlights shall be aimed to prevent shadow effects. Floodlights shall be aimed to prevent them from shining directly into the cockpit of an aircraft during aircraft operations. Floodlights shall be capable of being secured in place after aiming. A separate step down transformer shall be installed for each light which are to be connected in parallel to a single dimmer control located in the lighting control panel in the

HCS.

1.3.10 HANGAR/STRUCTURE WASH FLOODLIGHTS: NVD blue

hangar/structure wash deck surface floodlights and/or overhead floodlights shall be provided to illuminate the aft face of the hangar and the face of any structures and deck hardware adjacent to and facing the flight deck. The floodlights shall be wired in parallel to a dimmer control located in the lighting control panel in the HCS. Floodlights shall not be blocked by piping or mounted equipment/structures. Floodlights shall be aimed to prevent shadow effects and from shining directly into the cockpit of an aircraft during aircraft operations. Floodlights shall be capable of being secured in place after aiming.

1.3.11 ROTARY BEACON SIGNAL SYSTEM: A rotary beacon signal system shall be provided that includes three separate beacons (red, yellow, and green). Each beacon shall contain four lamps, which rotate and produce approximately 60 flashes per minute. The switching and dimming control unit shall operate each beacon and control the intensity of each beacon lamp. The circuit switching arrangement shall preclude energizing more than one beacon at a time. The speed of the beacon motor shall remain constant when the lamps are dimmed.

1.3.12 DECK STATUS LIGHT SYSTEM: A deck status light system shall be provided that includes a light fixture, three lenses (red, yellow, and green), and three lamps which produce approximately 90 flashes per minute. Controls for operating the lights and adjusting the brightness shall preclude energizing more than one lamp at a time.

1.3.13 STABILIZED GLIDE SLOPE INDICATOR (SGSI): A SGSI system shall be provided. The SGSI shall be installed ahead of the forward most landing spot, and at a height above the flight deck using the following formula:

z = -0.052*x + 9.7536

Where “z” is the SGSI elevation above the flight deck, “x” is the longitudinal distance (in meters) from the desired placement of the SGSI to the center of the landing spot.

The SGSI shall be capable of being swiveled to align parallel to all lineup lines, and shall be visible along all approach paths to the launch and recovery spots. The system shall be installed in accordance with NAVAIR 51-5B-2.1.

1.3.14 WAVE-OFF LIGHT SYSTEM: A Wave-Off Light System will be provided.

The system shall be installed in accordance with NAVAIR 51-5B-3.

1.3.15 ACCESSORY VISUAL AIDS: A wind sock (wind direction indicator) shall be provided and installed near the landing area and be clearly visible to the pilot. The wind sock shall be positioned for the full effect of the wind and shall be illuminated for night operations.

1.3.16 VLA STOWAGE SPACE: A stowage space of at least 24 cubic fet shall be provided for VLA spares.

2.0 DECK STRENGTH:

The flight deck, aircraft parking areas, and hangar shall be of sufficient size and strength to accommodate the aircraft identified in paragraph 1.0. These areas shall be free of obstacles and fairness distortions that interfere with visibility and recognition of deck marking and/or with aircraft operations. Any equipment that violates the clearance areas specified above shall be made removable or made capable of being secured below the required obstruction height limit.

The flight deck, aircraft parking areas, and hangar deck shall withstand the landing loads and parking loads associated with moderate and storm sea conditions (sea state 5) for aircraft identified in paragraph 1.0. The flight deck shall be in accordance with NAVSEA Design Data Sheet DDS 130-2 for the aircraft identified. Data for aircraft is provided in Table 1. The uniform distributed design load shall be 24 kN/m2.

Documentation of flight deck thermal analysis shall be provided for MV-22 and CV-22 aircraft prior to aviation facility certification for Class 2 operations. There shall be no evidence of obvious and permanent deformation, deterioration or corrosion, and the welding shall be smooth and even.

A raised deck edge coaming shall be provided. The coaming shall be a minimum of 152 mm (6

in) high and be capable of withstanding the force of supported aircraft rolling at a speed of 0.52 m/s (1.7 ft/s) without damage. Installation shall be such that deck drainage is not hindered. The coaming shall be placed a minimum of 1.067 m (3.5 ft) from the launch and recovery area peripheral lines so that the view of the peripheral lights is not obstructed from approaching aircraft.

3.0 AIRCRAFT SECURING AND MOORING:

Aircraft securing fittings shall be provided throughout the flight deck, traversing and parking areas, and the hangar in accordance with NAVSHIPS drawing No. 803-1916300. Fittings shall be designed, installed and tested for 14,514.96 kg (32,000 lb) vertical load. Securing fittings shall be located on alternate intersections of a 1.067 x 1.067 m (42 x 42 in) maximum grid, and shall not interfere with deck framing, reduce structural integrity, or compromise watertight integrity of decks. Any deviations to tie down arrangement shall require Government approval.

The exception of test note T-6.A.(1) (a) will not be granted. Securing fittings shall be flush with the deck. Fitting locations may be altered within a 0.15 m (6 in) radius to allow for interferences with structure. Fitting location alterations of two consecutive fittings in the grid pattern is not acceptable. Additional fittings shall be provided where hatches, structural members, or obstructions require alteration of the grid pattern by more than 0.15 m (6 in). Welds and exposed edges of deck fittings shall be ground smooth. Type II or III Aircraft securing fittings, if used, and bolted to the flight deck and shall be grounded with Type 1 bond straps in accordance with MIL-STD-1310 and MIL-DTL-24749A.

Mooring aids shall be of the following types as specified in AEL 2-830024026; Aeronautical Material, Mooring Aids, and Equipment for Helicopter Operations:

a. Tie-downs: TD-1B tie-down chains

b. Wheel Chocks: NWC-4 wheel chocks

Aircraft parking area shall provide sufficient tie downs to meet aircraft specific tie down arrangements.

4.0 HANGAR: The Contractor shall provide a hangar facility with easy access to the flight deck. The hangar shall be capable of housing two (2) MH-60 class helicopters with main rotor folded, refueling probe installed, and tail rotor unfolded in flyable condition (30'W x 75'L x 26'H), as well as 4 (15' x 5') air vehicles, yellow gear, spare parts and space to conduct routine required maintenance. The hangar shall be of sufficient size to accommodate two (2) MH-60 class helicopters. The entire traverse cycle shall be accomplished without disturbing adjacent aircraft stowed and secured in the hangar. The following minimum hangar clearances are required: 12 inches of overhead clearance at the door and 18 inches within the hangar, 24 inches of horizontal side clearance on each side of the aircraft at the door and throughout the traverse cycle, and 27 inches of horizontal clearance all around the aircraft between the deck and a height of 6 ft 8 inches (18 inches above 6 ft 8 inches). The hangar shall be provided with continuous white and NVD overhead lighting. The hangar shall have mooring points for the MH-60 class helicopters and ground handling equipment (to include tow bar).

5.0 HELICOPTER CONTROL STATION (HCS): A Helicopter Control Station (HCS) shall be provided to enable monitoring and control of aircraft operations during all preflight, launch and recovery evolutions, and during flight operations. The HCS shall be located as close to the centerline of the aircraft landing spot marking(s) as possible. The HCS shall provide for unobstructed visual observation during all launch and recovery operations; audible communications with aircrafts and flight deck personnel; and electronic monitoring of air operations in the vicinity of the vessel. HCS windows shall be comprised of shatter-proof anti-reflective glass. A Windshield Washer/Wiper/Heater System shall be installed on all HCS windows. Storage space shall be provided for a Government furnished Aldis Lamp.

5.1 FIELD OF VIEW: The Field of View (FOV) from the HCS shall be determined based on the Design Eye Point (DEP) of the Helicopter Control Officer (HCO) from both seated positions. The HCO DEP is defined as being located 1.52 m (60 in) above the HCS deck and

0.91 m (36 in) in from the HCS deck edge closest to the flight deck. The HCS windows and window mullions shall accommodate a Field of View (FOV) that meets or exceeds the following requirements:

a. The HCS shall provide a minimum upwards field of view (FOV) angle of 35°.

The FOV angle shall be sufficient to observe the aircraft during high hover, VERTREP operations, regardless of HCS vertical and lateral location relative to the flight deck.

b. The HCS shall provide a minimum downward FOV angle of 60°. The FOV angle shall be sufficient to observe the entire deck, regardless of HCS vertical and lateral location relative to the deck.

c. The HCS shall provide a minimum lateral FOV angle of +/- 75°. The FOV angle shall be sufficient to observe the aircraft during departure and in pattern and vessel's obstructions abeam HC Area.

d. The total combined effect of FOV obstruction areas such as mullions, internally and externally mounted equipment, etc, shall not be located in the line of sight from the HCO DEP and the landing spot(s).

5.2 GENERAL ARRANGEMENT, CONTROLS, LIGHTING, AND EQUIPMENT:

HCS equipment shall be located such that it does not block the HCO's FOV. All radio and communication controls, flight deck crash alarm, and AFFF controls, shall all be located within easy reach of the HCO. All controls shall be positioned in peripheral view of the HCO while looking out/down onto the flight deck. Any door-type access hatch into the HC Area shall open outward and shall not open directly onto the flight deck. The HCS shall be supplied with two HCO chairs located no more than 0.91 m (36 in) apart. The chairs shall be adjustable vertically and fore/aft. A console shall be installed between the HCO chairs on which vital equipment controls including the wave off lighting control, deck lighting controls and a flight crash alarm actuator with flip-type protective enclosure shall be mounted. All HCS interior lighting shall be NVD compatible. The HCS shall provide a Grease pencil-capable writing surface within the reach of the HCO and a first aid kit. All HCS controls shall be accessible from the seated position.

5.0 FLIGHT DECK CAMERAS: A camera system to monitor flight deck operations shall be provided. The camera shall have the following capabilities listed below:

Component Capability Lens f/1.2 Auto Iris, 10:1 zoom with motorized zoom and focus controls Field of View 43.6 deg x 33.4 deg at Wide Angle

4.6 Deg to 3.4Deg at Telephoto

Focus / Zoom Control Remote control capability from HCS Sensitivity 0.0003 Lux useable picture Resolution at wide angle 570 TVL or better Pan Range 180 Deg Tilt Range +- 70 Deg Electromagnetic Interference (EMI) MIL-STD-461E, tests applicable to surface ships Monitor Screen w/NVD filter located in HCS and

Navigation Bridge Digital Video Recorder 500 GB Storage

7.0 AVIATION RADIOS:

Two dedicated UHF radio circuits shall be provided from the Transmitter Room to the HCS.

Two headsets with transmit/receive functionality shall be provided in the HCS.

8.0 SOUND POWERED TELEPHONES:

The HCS shall be equipped with a single outlet capable of providing direct station-to-station (no intermediate parties) sound-powered telephone communications to the required locations. A selector switch may be provided only when the location of the HCS enables the operator to clearly view the aircraft operating area without moving away from the controls. Whenever it is necessary for the HCS operator (with UHF radio headset) to move from the controls, a sound-powered telephone headset with an appropriate length of cord shall be provided for the phone talker, and the single outlet at the HCS shall be capable of providing the sound-powered telephone communications without a selector switch. It is recommended that a sound-powered telephone headset be provided at all helicopter control stations. Sound-powered telephone communication is required between the HCS and the following locations:

a. Bridge.

b. Damage Control Central (DCC).

c. Aircraft Fueling Station - This station shall be on the same circuit as the JP-5 Fueling Control Station.

d. JP-5 Fueling Control Station (JP-5 Pump Room) - This station shall be on the same circuit as the Aircraft Fueling Station.

e. Flight Deck - required only when the ACS is enclosed or remotely located.

f. Hangars and aviation shelters.

g. AFFF Stations (Proportioner, proportioner control point, and hose reels)

Note: Wireless communication systems are not acceptable in lieu of electrically-powered or sound-powered telephones. IVCS (Integrated Voice Communication System) or electrically-powered telephones with battery back-up are acceptable in lieu of sound powered telephones.

9.0 SUPPLEMENTAL FACILITIES: The following shall be provided.

9.1 AVIATION ANNOUNCING SYSTEM: A Flight Deck Announcing System (5MC) shall be provided on the flight deck, in the hangar, and adjacent walkways. The announcing system shall consist of an amplifier-oscillator group with amplifier assembly (quantities as required by loudspeaker loads), a microphone control station and portable microphone located in the HCS, and superpower loudspeakers. The superpower loudspeakers shall provide complete sound coverage of the flight deck and hangar.

The following alarm signals shall be able to be transmitted over the superpower loudspeakers, and the priority of the signals are to be in the order listed:

a. Flight crash alarm

b. Flight deck warning alarm

A self-locking, manual release, lever-operated switches (locked in OFF position) shall be installed adjacent to the microphone control station in the HCS.

9.2 AVIATION FLIGHT CRASH ALARM: A flight crash alarm system that connects to the 1MC and aviation announcing system shall be provided. The system shall generate a simulated siren tone signal having its fundamental frequency swept back and forth recurrently over the range of 750 (± 20) to 1750 (± 100) Hz, at a rate of 3 seconds per sweep with continuous dispersion. Flight crash alarm system activation shall be provided in the HCS.

9.3 AVIATION FLIGHT DECK WARNING ALARM: A flight deck warning alarm system that connects to the aviation announcing systems shall be provided. The system shall generate a “jump” tone signal alternating between 600 (±10) and 1000 (±10) Hz at a rate of 1.5 times per second, with continuous dispersion. Flight deck warning alarm system activation shall be provided in the HCS.

9.4 AUDIBLE WARNING SYSTEM: An audible warning system shall be provided for any automated elevators, hatches, doors, etc. that open into the aircraft operating area.

9.5 HCS SHIP CONDITION MONITORING: An electronic visual display of the ship’s heading, pitch, and roll shall be provided in the HCS. Ships heading indicators shall provide 0 - 360 degrees direction indication with an accuracy of ± 1 degree. Ship pitch and roll indications shall be provided through Sea State 5, with an indication accuracy of ± 0.5º.

A barometer providing outside atmospheric air pressure with an accuracy of 0.254 mm-

Hg (0.01 in-Hg) shall be provided in the HCS. A thermometer providing outside air temperature shall be provided in the HCS.

A roll inclinometer and a pitch inclinometer shall be provided in the HCS. The inclinometers indications shall be provided through Sea State 5.

9.6 WIND MEASURING AND INDICATING SYSTEM: A United States Coast Guard Type Approved WMIS, that is NAVAIR-certifiable, shall be provided. WMIS shall measure wind speed in the range of 0.0-125.0 knots. WMIS accuracy shall be +/- 1.5 knots for wind speeds of 0.0-50.0 knots. WMIS shall measure wind direction in a range of 0-360 degrees with an accuracy of +/- 2.5 degrees. WMIS shall have a minimum Operational Availability (Ao) of 0.97. WMIS wiring shall be marked using the sleeving method identified in NAVAIR 01-1A- 505-1.

The placement of WMIS wind sensors shall be capable of providing combined 360 degree unobstructed flow readings. Obstructions in the vicinity of the wind sensors shall be placed so as not to violate the airflow obstruction criteria in Figures 1 and 2.

Figure 1 - Wind Sensor Airflow Obstruction Criteria (Side View)

Figure 2 - Wind Sensor Airflow Obstruction Criteria (Top View)

9.7 NAVIGATIONAL AIDS: A Tactical Air Navigation (TACAN) System (AN/URN-25 Transponder Group and OE-273A(V)/URN Antennae Group) shall be provided.

Interface Control Documentation is specified in Tables 6.2 and 6.3 of SPAWAR ATC-ULSS-

050. TACAN gyro interface is 60Hz single speed synchronization.

10.0 FIRE PROTECTION: The following fire protection measures shall be provided.

10.1 DECK DRAINAGE, CONTAINMENT, AND SEALING: Flight deck, parking area and hangar deck drainage containment and sealing, shall be provided. The means of satisfying these requirements (drains, scuppers, dams, seals, coaming, gutters, shear, and camber of the deck, etc.) shall prevent the entry of liquids into lower and adjacent compartments and shall also prevent liquids from discharging to lower and adjacent deck areas. If deck drains or scuppers are installed, they shall discharge directly overboard or into a collector manifold which in turn discharges directly overboard. On ships with negative shear, special consideration shall be given to protecting adjacent areas by providing firefighting facilities and/or a drainage system to route spilled liquids directly overboard.

10.2 AFFF PROPORTIONING SYSTEM: A low expansion aqueous film forming foam (AFFF) proportioning system shall be provided that use type 3 AFFF concentrate in accordance with MIL-F-24385. The AFFF system shall be sized to provide 10 minutes of AFFF/seawater flow at a concentration of 3.0% + 1.0 %, -0.0% to flight deck sprinkling. The AFFF stations shall be provided with access from the interior of the ship and have the following capabilities:

a. The station shall consist of ratio controllers, concentrate tanks(s), concentrate injection pump(s), and concentrate transfer pump.

b. Concentrate pumps and controls shall be provided with low voltage protection type controllers.

c. The concentrate tank shall be constructed of 90-10 copper-nickel.

d. The tank shall have a sampling connection that draws from the center of the tank.

e. Concentrate tank level indicators shall be provided and run from the bottom of the tank to the top of the tank expansion dome. The tank level indicator shall be provided with a drain valve at it lowest point. Tank level indication shall be provided locally at the tank and remotely in DCC and EOS.

f. The tank shall have an expansion dome sized in accordance with the manufacturer’s recommendations. The expansion dome shall be provided with an easily removable cover that is to be a minimum of 305 mm (12 in) in diameter.

g. The tank shall have a minimum 51 mm (2 in) drain connection located at the bottom of the tank.

h. A separate positive means shall be provided to secure foam during foam concentrate pump testing.

i. Means shall be provided to collect concentrate and premix solution samples to perform foam quality/conformance tests without discharging foam.

10.2.1 FLIGHT DECK AFFF SPRINKLING SYSTEM: A flight deck fixed foam sprinkling system shall be provided and consist of flush deck and deck edge nozzles.

System equipment height shall not exceed obstruction clearance criteria. Supply piping shall be run beneath the deck. The system shall provide complete and uniform coverage of the aviation facility and surfaces that are not separated from the landing area by coaming, berms, drains, or similar installations that would prevent the passage of fuel from the landing area.

AFFF flush-deck nozzles shall be Type SB in accordance with drawing, NAVSHIPS No.

803-1385828. Piping shall be sized and nozzles installed to provide uniform and complete coverage with a minimum pressure of 2.1 kgf/cm2 (30 lb/in2) at the most remote nozzle. The nozzles shall be located in fore and aft and athwartship rows in a triangular pattern to the extent that it is practicable. The nominal distance between the fore and aft rows shall be 6 m (20 ft) and the nominal distance between athwartships rows 7 m (23 ft).

Fittings shall be provided below each flush-deck nozzle to permit manual cleaning of both the nozzle and the adjoining supply piping. The cleanout fittings shall be in accordance with drawing, NAVSHIPS No. 803-1385828.

Deck-edge nozzles shall be 19 mm (3/4-inch) NPT 30-degree fan pattern and 80-degree cross fan pattern in accordance with drawing, NAVSHIPS No. 803-1385828. The nozzles shall be located alternately along the port and starboard deck edges to provide a nominal 3.3 L/min/m2 (0.08 gal/min/ft2) for the area 9 m (30 ft) inboard of the deck edge. Piping for deck-edge nozzles shall be sized to provide a minimum pressure of 2.8 kgf/cm2 (40 lb/in2) at the most remote nozzle. Deck-edge nozzles and associated piping exposed to possible external damage shall be protected by a guard covering the nozzle and pipe. Nozzles shall be oriented perpendicular to the deck edge and elevated ten degrees above the horizontal. Fan pattern nozzles shall be installed with the pattern parallel to the deck. Where a coaming is provided, the nozzles shall discharge through notches cut in the coaming with the nozzle front face flush with the coaming or deck -edge plus or minus 0.6 mm (0.25 inch). In areas where there is no deck-edge coaming, the nozzles shall be mounted outboard of the flight deck at a 20-degree elevation above the horizontal.

Nozzle discharge shall be prevented from entering ventilation and machinery system intakes. Remote control for the foam sprinkling system shall be provided in the HCS, inside the hangar at the aft door, at the sprinkling group control valve, and at DCC.

Upon activation of the system from any of the activation locations, agent flow from the nozzles shall begin in a maximum of 10 seconds with full flow being achieved within a maximum of 20 seconds.

10.2.2 HANGAR SPRINKLING SYSTEM: An overhead foam sprinkler system shall be provided in the hangar.

10.2.3 AFFF FLIGHT DECK HOSE REEL STATIONS: All points within the flight deck and hangar shall be reachable by a minimum of two AFFF hoses (nozzles touching) with at least 6 m (20 ft) of hose to spare. Hose stations shall consist of a hose reel with a maximum length of 45.7 m (150 ft) of 38 mm (1-1/2 inch) non-collapsible hose in accordance with Mil. Spec. MIL-H-24580, and a Mil. Spec. MIL-N-24408, Type I, 473.2 Lpm (125 gpm) vari-nozzle supplying a minimum flow of 397.5 Lpm (105 gpm). Hose stations shall be separated by a minimum of one-half the maximum width of the flight deck or 9 m (29.5 ft), whichever is the lesser value.

A pushbutton control shall be located adjacent to each hose station. Each hose reel shall be outfitted with two spanner wrenches. Hose reels shall be painted in accordance with FED- STD-595, color number 14062.

Doorways that open directly onto the flight deck through which hoses serving the flight deck are intended to be routed shall be a maximum of 4.64 m2 (50 ft2) and have a 102 mm (4 in) minimum sill. Positive mechanical means shall be provided for securing the door(s) in the open position. These doors shall be fitted with a fixed portlight in accordance with NAVSHIPS DWG No. 805-1400056.

Where hose stations are recessed into the deck, an elevated weathertight access hatch shall be provided that is a minimum of 100 mm (4 in) above the deck. The hose station(s) shall be located outside the aircraft flight deck peripheral lines and meet the applicable obstruction clearance criteria. The access hatch shall have a mechanical means to secure the cover in the open position. The station nozzle, activation switch, local control valve, and reel rewind shall be accessible by a person standing/kneeling on the deck with the recess cover in the open position.

10.2.4 FLIGHT DECK PORTABLE FIRE EXTINGUISHERS: One 6.8 kg

(15 lbs) CO2 and one 8.2 kg (18 lbs) USCG approved dry chemical extinguisher shall be provided for each flight deck AFFF hose station. The extinguishers shall be mounted within

1.83 m (6 ft) of the hose reel of the applicable AFFF hose station. Where this would require installation in a hose station recess, the extinguishers shall be accessible from a person standing/kneeling on the deck.

Two additional 6.8 kg (15 lbs) USCG approved CO2 extinguishers shall be provided and be fitted with insulated extension pipes or extension wands in accordance with the requirements of Chapters 3 and 9 of NAVAIR 00-80R-14 for aircraft identified in 3.2.044. The extinguishers shall be located such that they are visible and accessible along the normal path of travel from the Flight Deck Shelter to the landing area.

10.2.5 HANGAR PORTABLE FIRE EXTINGUISHERS: Two 6.8 kg (15

lbs) CO2 and two 8.2 kg (18 lbs) USCG approved dry chemical extinguisher shall be provided within each hangar/parking area.

10.3 AIRCRAFT OPERATIONS BILL: An aircraft operations bill, containing all procedures required to assure safety of operations, is required for certification. The aircraft bill shall also specify the levels and classes of aircraft operation for which the ship is certified along with a listing of the specific aircraft for which each level and class of certification is applicable.

The aircraft operations bill shall address shipboard smoke control resulting from flight deck fires.

The bill shall discuss ship maneuvers and identify ventilation fans (if any) which must be de-energized in event of a flight deck emergency. The aircraft bill should specify that all topside ammunition magazines and ready service lockers in the vicinity of the aircraft operating area shall be closed during helicopter operations. Aviation facility JP-5 fuel piping routed through ammunition spaces to suit unavoidable situations shall not contain any takedown joints (components that permit disassembly) and shall be located such that it will not be subject to mechanical injury.

10.4 FLAMMABLE/COMBUSTABLE MATERIALS: There shall be no flammable or combustible liquids with a flash point less than 140 degrees Fahrenheit (60 degrees Celsius) stored within 25 feet (7.62 m) of the peripheral marking. There shall be no combustible liquids with a flashpoint at or above 140 degrees Fahrenheit (60 degrees Celsius) stored within the peripheral marking containing an airframe, except as needed for immediate evolutions related to that airframe. A modular MOGAS dispensing system meeting NAVSEA fire safety requirements may be stowed and operated within 25 feet (7.62 m) of the peripheral marking with the following restrictions: stowage shall be separated from the flight deck by a minimum of one deck, the MOGAS system and it’s shipboard installation shall be approved by NAVSEA 05, MOGAS dispensing shall not be conducted concurrent with flight operations while the aircraft are on approach or on the flight deck during aircraft operation.

11.0 AVIATION FUEL SYSTEM: The vessel shall be equipped with an Aviation Fuel System to receive, store, strip, transfer, filter, and deliver aviation grade fuel to rotary wing aircraft. JP-5, per MIL-DTL-5624, shall be used. Any calculations conducted to ensure design parameters shall be based on fuel viscosity of 2.6 mm2/s and a specific gravity of 0.810. The Aviation Fuel System shall consist of fill/transfer, stripping, service and hose flushing sub-systems.

11.1 DEFUELING: The capability of defueling an aircraft at its normal landing position on the flight deck shall be provided. The JP-5 system permits the defueling an aircraft and discharges to one or a combination of the following: the ship's contaminated fuel settling tank, oily waste holding tank, and/or JP-5 storage tank. The JP-5 system should also permit the defueling pump to discharge contaminated fuel to the downstream side of the stripping pump, and shall prevent fuel (removed from an aircraft) from entering the service system without first passing through the transfer filter. Defueling capability of only 25 gallons (95 liters) per minute is acceptable. Either an installed capability or a portable unit shall be provided. Stowage of all defueling equipment should be as near as practicable to the aircraft operating area.

11.2 AVIATION FUEL SYSTEM REQUIREMENTS: An electric tank liquid level indicating system in accordance with ASTM F2044 with magnetic float (MF) sensing techniques or a sounding tube pulse radar system shall be installed in each JP-5 storage tank and JP-5 service tank. All JP-5 tanks shall have an audible and visual high level alarm set at 95% of the tank capacity. All level alarms shall be local to tank valves as well as specified shipboard operation centers, consistent with vessel network capabilities. The interior of all JP-5 storage and service tanks shall be coated in accordance with Chapter 631 of NSTM S9086-VD-STM- 010.

A common air escape header may be used for all tanks.

Provisions must be provided to manually sound all JP-5 tanks. Within the tank(s), sounding tubes must contain perforations to avoid air entrapment. Sounding tubes shall terminate at the lowest point of the tank and shall be provided with a striker plate to prevent damage below the terminus.

All JP-5 tanks shall be equipped with non-vortex bellmouth tailpipes. Tailpipes for JP-5 storage tanks for use via the JP-5 fill/transfer system shall terminate at a minimum of

0.15 – 0.31 m (6 -12 in) from the lowest point of the tank. Tailpipes for JP-5 service tanks for use via the JP-5 service system shall terminate at a minimum of 0.15 – 0.31 m (6 -12 in) from the lowest point of the tank. Tailpipes for JP-5 storage tanks for use via the JP-5 stripping system shall terminate at a minimum of 3.81 cm (1.5 in) from the lowest point of the tank. Tailpipes for JP-5 service tanks for use via the JP-5 stripping system shall terminate at a minimum of 0.02 m (0.75 in) from the lowest point of the tank.

All JP-5 pumps shall be provided with instrumentation to indicate suction vacuum and discharge pressure. All JP-5 filter separators shall be provided with instrumentation to indicate inlet, outlet and differential pressure.

Piping used in the JP-5 system shall be CRES 316L. For air escape and overflow piping, copper-nickel alloy 90/10 shall be used. The number of flanged joints in the JP-5 piping system shall be kept to a minimum. The JP-5 system is a welded system with no silver brazing permitted. Gaskets shall be Buna-N and cork per SAE-AMESC6183.

Figure 3 below provides a brief depiction of a typical JP-5 system.

Figure 3 - Typical Air Capable Ship Fueling System

11.3 AVIATION FUEL FILL/TRANSFER SYSTEM: A pressure system for filling storage tanks shall be provided. The system shall be designed such that the piping and components are sized to obtain the required receiving rates with a minimum pressure of 40 psi at the deck filling connection. The vessel shall be capable of receiving fuel at-sea or pier side.

Fueling connections for 0.10 m (4 in) and smaller fuel hose shall terminate in a valve in the vertical riser above the deck and a 90-degree elbow. The elbow shall have a male hose thread (Commercial Item Description A-A-59227 or equal), for connecting to the quick release coupling. A cap and chain shall be provided for exclusion of contaminants. The elbow shall have a ¼ in test valve and a tapped boss with a plug for attaching a pressure gage.

The fill/transfer system shall consist of a 189.27 liters/min (50 gpm) transfer pump and a 283.91 liters/min (75 gpm) filter separator, MIL-PRF-15618. The system shall be arranged to permit transfer of JP-5 between storage tanks, to deck filling connections, to the main propulsion fuel storage tanks and to JP-5 service tanks, via the transfer filter separators.

Provisions shall be provided to prevent reverse flow from the main propulsion fuel storage tanks to the JP-5 storage tank(s).

The JP-5 bulk storage capacity shall be a minimum of 150,000 gals contained within a minimum of two JP-5 storage tanks. Each storage tank shall contain an isolation valve.

Each JP-5 service tank shall have an overflow. JP-5 storage tanks overflows may be combined into a single overflow to an overflow tank or a diesel fuel storage tank provided for propulsion and ship service power with sufficient excess capacity to accommodate the overflow

11.4 AVIATION FUEL STRIPPING SYSTEM: A stripping pump shall be provided to draw suction from the JP-5 storage, service and overflow tanks and discharge to:

a. The oily waste holding tank

b. One JP-5 storage tank

c. Main propulsion fuel oil storage tank(s).

Each tank stripping connection shall be equipped with a tank stripping isolation valve. The JP-5 stripping discharge line to the JP-5 storage tank shall incorporate a normally locked closed valve.

The stripping pump discharge shall be equipped with a sight indicator and a sampling connection. Provisions shall be provided to ensure fuel from JP-5 storage tank(s) cannot be intentionally or inadvertently admitted to the JP-5 service tank(s).

11.5 AVIATION FUEL SERVICE SYSTEM: Two JP-5 service tanks for rotary wing aircraft refueling with a minimum of capacity of 2,000 gals each shall be installed. Each JP-5 service tank shall have an independent overflow to a JP-5 storage tank. The JP-5 service system shall be equipped with piping, valves, service pump and service filter separator in accordance with MIL-PRF-15618. The service tank(s) shall be isolated from the piping system via isolation valve(s). All metallic materials in the JP-5 service pump in contact with JP-5 shall be bronze or CRES. The service system shall be capable of providing 379.21 kPa (55 psi) to the inlet of the hose reel of the aircraft fueling station and a minimum on-deck refueling capability of 378.54 liters/min (100 gpm). The system shall be designed to limit the pressure at the inlet of the hose reel to 379.21 kPa (55 psi) maximum under no flow (deadhead) conditions. The JP-5 service filter shall have the capability to operate up to 1-1/2 times the rated nominal flow parameters of the JP-5 service pump.

The service system shall be provided with a recirculating line with a hydraulically operated diaphragm…