Military reference books and manuals (2009-2023, Volume 2)

NAVAIR 00-80T-104

CHAPTER 5

Shore-Based Procedures

5.1

BRIEFING AND DEBRIEFING

5.1.1 Precarrier Briefing

The LSO shall ascertain that pilots/NFOs are thoroughly prepared in all respects for carrier landing operations.

The following subjects shall be covered by the LSO in briefings for pilots/NFOs prior to and, as deemed necessary,

during carrier landing operations:

Carrier configurations

a. Recovery systems

(1) Fresnel lens, MOVLAS, LSO talkdown approaches, and ACLS procedures (if applicable)

(a) Systems design

(b) Capabilities

(d) Special procedures.

(2) Arresting gear and barricade

(a) Design

(b) Capabilities

b. Deck configuration

c. PLAT/ILARTS

d. Deck, hull, and mast lighting system and control.

Communications and communications discipline

a. Channelization

b. Voice reports.

Carrier operating procedures

a. Launch and departure procedures

(1) Deck procedures: Taxi/power considerations

(2) Catapult procedures

5-1

ORIGINAL

NAVAIR 00-80T-104

(g) Ditching

(h) Fire

(i) Loss of canopy

(j) Flight control malfunctions

(k) Other emergencies from Part V of aircraft NATOPS flight manual.

(4) Ejection.

Operations and air department briefings. The following areas should be briefed by cognizant operations and

air department personnel prior to CV operations. Student naval aviators shall be briefed by the parent squadron

LSO.

a. Deck handling procedures

b. Air operations procedures

c. Communications

d. Catapult launch procedures

e. CATCC procedures

f. SAR procedures.

5.1.2

Simulator Procedures Briefing

The LSO shall conduct a formal briefing with all pilots prior to simulator syllabus flights covering the procedures

and training objectives to be accomplished.

5.1.3 Conduct of Field Carrier Landing Practice Briefings

The following subjects shall be covered by the LSO in lectures prior to and, as necessary, during FCLP training:

1. Fresnel lens, MOVLAS, LSO talkdown approaches, and ACLS procedures (if applicable)

a. Systems design, capabilities, and limitations

b. Special procedures.

2. Communications and communications discipline

3. General FCLP procedures

a. Course rules

b. Pattern, turns, and dimensions

c. Altitude control

d. Speed control and angle of attack

ORIGINAL

5-4

NAVAIR 00-80T-104

e. Attitude control

f. Lineup

g. Landing

h. Night procedures

i. APC control (if applicable)

j. Emergency procedures

k. LSO calls (standard phraseology and responses).

Specific FCLP procedures

a. Takeoff/entry

b. Climbout

c. Break (interval)

d. Upwind turn

e. Downwind leg

f. Landing checklist

g. Abeam position: “(Modex), abeam, gear, (fuel state), (pilot’s name)”

Note

If unable to call “Abeam, gear” (e.g., gear in transition or aircraft on the

ball), make the gear call prior to the ball call on the first pass.

h. Approach turn

i. Voice report (at normal meatball acquisition position)

(1) Modex number

(2) Type aircraft

(3) Ball or Clara

(4) Fuel state (nearest 100 pounds)

(5) Auto (if applicable).

j. Glideslope and entry

k. Glideslope technique

l. Landing

5-5

ORIGINAL

NAVAIR 00-80T-104

m. Waveoff

(1) Mandatory (including test/close-in waveoff)

(2) Own waveoff

(3) Techniques involved.

n. Aircraft lighting (determined by local conditions)

o. Charlie procedures

p. Bingo procedures

q. Loss of LSO radio or two-way communications

r. NORDO aircraft procedures.

5.1.4 Postsimulator/Postflight Debriefing

The LSO shall debrief each pilot as soon as practicable following each simulator or FCLP flight regarding procedures

and landing performance during the period. The LSO should use this debriefing to discuss any significant trends in

landing performance and recommended corrective action.

5.2

SIMULATOR TRAINING

Carrier landing simulators shall be used to the maximum extent practicable in preparation for shipboard operations.

The LSO shall develop a simulator syllabus to supplement FCLP training and reinforce precarrier briefing material.

Each pilot should complete the simulator syllabus prior to carrier operations.

5.2.1 CV Approach/Departure Procedures

The simulator training syllabus should include, at a minimum, one complete case III departure, marshal, ACLS

approach, and recovery. Loss of radio procedures should be reviewed and executed. Environmental conditions should

be varied and the pilot should be required to execute both precision and nonprecision approaches to minimums.

5.2.2 Emergency Procedures

The carrier landing simulator syllabus should include emergency procedures training in the following areas:

1. NORDO (in all phases of flight)

2. Loss of navigation aids

3. Common aircraft emergencies (peculiar to aircraft type)

4. Aircraft emergencies/abnormal configurations affecting landing performance

5. Shipboard casualties (i.e., failure of navigation aids, drop lights, lens, etc.)

6. Pitching deck recovery

7. Computation of Bingo fuel requirements and execution of Bingo profile.

ORIGINAL

5-6

NAVAIR 00-80T-104

5.3

FCLP

Field carrier landing practice is defined as that phase of required flight training that precedes carrier landing

operations. It should simulate, as nearly as practicable, the conditions encountered during carrier landing operations.

5.3.1 Personnel Requirements

A qualified LSO shall be on station for all day FCLP operations. For night operations, the qualified LSO shall have

an assistant (not necessarily an LSO or pilot) present whenever more than two aircraft are in the FCLP pattern.

5.3.2 Traffic Pattern Control Responsibilities

Although tower personnel may be responsible for control of aircraft entering and departing the FCLP pattern and

non-FCLP aircraft during concurrent operations, the LSO shall monitor all aircraft in the pattern to ensure proper

interval and adherence to briefed FCLP pattern procedures.

5.3.2.1 Traffic Pattern Control Responsibilty at Non-tower Controlled Airfields

At non-tower controlled airfields the LSO, in addition to the primary responsibility of aircraft control from the 180

degree position to touchdown, must be able to safely sequence aircraft into the pattern and maintain situational

awareness of pattern traffic as much as operationally feasible. At a minimum, the LSO will transmit “You are number

X for the break, number Y in the pattern, and your interval is Z.”

5.3.3 Preflight Briefing

Pilots shall be briefed prior to each FCLP period in accordance with the NATOPS flight manual. The following items

are to be included:

1. Takeoff and recovery time

2. Weather briefing

3. Alternate Bingo field

4. Formation procedures

5. Traffic rules and terrain of bounce field

6. Pattern

7. Gross weight limitations

8. Radio discipline

9. Lost communication procedures

10. Field lighting

11. Alternate approach procedures

12. Emergencies

13. Type of field arresting gear and location

5-7

ORIGINAL

NAVAIR 00-80T-104

14. Waveoff/lineup response

15. No acknowledgment of “ball” call

16. Final recovery instructions

17. Debrief arrangements.

5.3.4 Conduct of FCLP

The following equipment checks shall be made by LSOs prior to FCLP operations:

1. Functional check of visual landing aids (cut and waveoff lights, pole check, intensity, etc.)

2. All lighting facilities for proper operations

3. Radios

4. Aldis lamp or spotlight (night only).

Each pilot shall have demonstrated proficiency in the following:

1. Waveoff — at least one waveoff (technique or test) per FCLP period.

2. Lineup response — at least one test of lineup response per FCLP period.

3. Simulated shipboard radar controlled approaches should be practiced during at least one night FCLP period.

Where applicable, FCLP in conjunction with shore-based SPN-42 is highly desirable to familiarize pilots with

procedures from an ACLS to visual approach.

4. NORDO approaches — including proper response to cut lights and waveoff lights.

5. MOVLAS approaches.

6. Aircraft simulated emergency approaches.

7. Pilot response to no verbal or visual acknowledgment of the ball call should be frequently tested during FCLP.

Note

During deployed operations, FCLP may be conducted with less than the

minimum required equipment at the discretion of the senior cognizant LSO.

5.4

PILOT PERFORMANCE EVALUATION

5.4.1 Minimum Number of FCLP Periods

Chapter 6 establishes the requirement for FCLP refresher prior to carrier operations when a pilot has not made a CV

landing in over 30 days. The number of FCLP periods (and total number of FCLP landings) required to prepare a pilot

for CV landings will vary with individual pilot skills, experience, and currency in aircraft type. The senior command

LSO should submit to the commanding officer, via the operations officer, a list of anticipated FCLP requirements for

each pilot prior to commencing precarrier deployment training. This list should also include simulator requirements.

These requirements should be adjusted as necessary according to individual performance. The senior command LSO

is ultimately responsible for certifying to the commanding officer that an individual is prepared for CV flight

operations.

ORIGINAL

5-8

NAVAIR 00-80T-104

5.4.2 FCLP Performance Records

Fleet squadrons shall maintain records of all squadron pilot FCLP landings from the beginning of shore-based operations

until the end of the next extended deployment.

5.4.3 LSO Certification of Pilot Performance

FCLP training shall be completed to the satisfaction of the senior air wing LSO (senior command LSO, if not assigned

to an air wing) prior to carrier qualification. During this training period, the pilot should demonstrate his ability to

operate with appropriate configurations and simulated emergency conditions. When this has been completed, a

written recommendation shall be submitted by the senior LSO to the pilot’s commanding officer certifying pilot

day/night FCLP qualification. In the case when FCLP refresher is required (per Figure 6-1), the squadron commander

shall submit a memorandum to the appropriate air wing commander (for fleet squadrons) or type commander (for

TRACOM/FRS squadrons) via the appropriate staff/type LSO prior to the start of CQ operations. Reciprocal

acceptance between commands of FCLP qualification and LSO certification is authorized. The senior LSO shall

recommend revocation of a certification at any time a pilot’s standard of performance is less than satisfactory.

5-9/(5-10 blank)

ORIGINAL

NAVAIR 00-80T-104

CHAPTER 6

Shipboard Procedures

6.1

BRIEFING AND DEBRIEFING

6.1.1 Carrier Qualification/Currency Landing Procedures Briefing

The carrier configurations, communications and communications discipline, and carrier operating procedures

outlined in the precarrier briefing discussed in Chapter 5 shall be completed within 10 days of carrier qualification/

currency carrier landings.

6.1.2 Postflight Debriefing

The controlling LSO shall debrief pilots as soon as practicable after all carrier landings. During carrier qualification

and currency carrier landing evolutions, the LSO should debrief each pilot, if practicable, concerning his day landing

performance prior to night carrier landings.

6.1.3 Pilot Landing Trend Debriefs

The LSO shall periodically debrief each pilot concerning his carrier landing trends. Debriefs should be annotated on

the pilot’s Carrier Landing Trend Analysis sheet (OPNAV Form 3760/7 1) or APARTS-generated trend analysis

forms. For squadrons or detachments cross-decking, the departing air wing staff LSO shall ensure the relieving air

wing staff LSO receives trend analyses and written debriefs on all pilots in that squadron or detachment.

6.1.4 Recurrent CV Procedures Training

The LSO should conduct CV procedure training periodically during extended carrier deployments. The training

should include, at a minimum, the following portions of the precarrier briefing discussed in Chapter 5.

1. Carrier configurations

2. Communications and communications discipline

3. Carrier operating procedures.

6.1.5 Special Operations Procedures Briefing

The LSO is responsible for briefing procedures pertinent to special carrier recovery operations (day/night EMCON,

E-2 controlled approach, etc.).

6.2

DEFINITIONS

1. Undergraduate carrier qualifications — Pilot’s first day carrier qualifications prior to designation as a Naval

Aviator.

2. Initial carrier qualifications — Pilot’s first day or day/night carrier qualification as a designated Naval Aviator.

3. Transition qualification — A previously carrier qualified Naval Aviator who has not been current in model for

more than four years or is attempting first qualification in model.

4. Requalification — Pilot’s day/night currency in type and model exceeds 365 days but less than four years or

pilot is attempting qualification in a new aircraft series of the same model.

6-1

ORIGINAL

NAVAIR 00-80T-104

6.3

CARRIER QUALIFICATIONS

6.3.1 Purpose

The purpose of carrier qualifications is to give pilots a dedicated opportunity to develop fundamental skills associated

with operating fixed wing, carrier based aircraft and demonstrate acceptable levels of proficiency required for

qualification.

6.3.2 Requirements

6.3.2.1 Undergraduate Carrier Qualification

14 day landings, 10 of which shall be arrested.

CAUTION

To reduce the risk of inflight engagement or hook slap, pilots undergoing

undergraduate carrier qualification shall execute a minimum of one touch

and go landing prior to attempting an arrested landing.

6.3.2.2 Initial Carrier Qualification

12 day landings, 10 of which shall be arrested.

CAUTION

To eliminate the risk of inflight engagement or hook slap, pilots attempting

initial carrier qualification should execute a minimum of one touch and go

landing prior to making a day arrested landing.

8 night landings, 6 of which shall be arrested.

CAUTION

To eliminate the risk of inflight engagement or hook slap, pilots attempting

initial carrier qualification should execute a minimum of one touch and go

landing prior to making a night arrested landing.

6.3.2.3 Transition Qualification

12 day landings, 10 of which shall be arrested.

CAUTION

To eliminate the risk of inflight engagement or hook slap, pilots attempting

transition carrier qualification should execute a minimum of one touch and

go landing prior to making a day arrested landing.

6 night arrested landings.

ORIGINAL

6-2

NAVAIR 00-80T-104

6.3.2.4 Requalification

6 day arrested landings.

4 night arrested landings.

6.3.3

Limitations for Carrier Qualifications

A qualifying pilot shall not exceed in any period of continuous flight duty (crew day), as defined by

OPNAVINST 3710.7 series:

a. Six and one-half hours in the cockpit

Note

For E-2 and C-2 aircraft, the 6.5-hour rule shall apply to left-seat time (pilot

at the controls) only.

b. Three flights.

Note

A flight begins with the first field takeoff or carrier catapult launch and ends

when (1) the pilot makes his last arrested landing on the carrier in that

aircraft, or (2) makes a full stop landing at a field facility. A CQ period that

ends with a divert or bingo shall be counted as one flight.

c. Pilots attempting initial or transition carrier qualifications shall not exceed:

(1) Ten arrested landings.

(2) Four night arrested landings.

Pilots attempting initial or transition carrier qualification shall complete a minimum of eight day landings, six

of which shall be arrested, prior to participating in night carrier qualification. Pilots attempting requalification

shall complete a minimum of six day arrested landings prior to participating in night carrier qualification.

Following completion of the required minimum day landings, the LSO may recommend to the carrier

commanding officer that the pilot participate in night qualification landings. Participation in night qualification

landings in no way represents pilot day qualification. If the controlling LSO considers that a pilot’s

performance warrants additional landings, such recommendation shall be made to the carrier commanding

officer.

Pilots attempting initial carrier qualification shall complete a minimum of two successful carrier landings (no

bolters), at least one of which shall be arrested, and one catapult launch during the daylight hours preceding

night qualification landings. Pilots attempting transition qualification or requalification will be considered to

have satisfied this requirement for a period not to exceed 36 hours after the first night qualification landing.

Carrier qualifications should commence within 5 days of FCLP and no longer than 10 days shall elapse between

the last FCLP period and the first carrier landing. All FCLP periods shall be conducted on a Mk. 14 IFLOLS

equipped runway.

Carrier qualification shall be completed within a 30-day period.

During the first night of initial or transition night qualification, qualifying pilots shall have a minimum of 20

minutes of flight time prior to their first night landing of that night. This requirement is optional on subsequent

nights.

6-3

ORIGINAL

NAVAIR 00-80T-104

Carrier qualification for fixed-wing aircraft shall be conducted within divert range of a suitable shore facility

airfield with not less than circling minimums. If any part of the descent is IFR, sufficient fuel must be included

for a standard instrument penetration and approach. It is the responsibility of each participating unit to

guarantee that valid Bingo information for their particular aircraft is available and in use aboard the carrier.

All case III operations shall be CATCC controlled.

Multiplace carrier aircraft shall carry only a minimum flightcrew aboard during carrier qualification landings.

Qualification landings shall not be conducted with qualifying pilots aboard other than the pilot and/or copilot,

except for necessary transportation to/from the ship.

10.

For qualification purposes, a landing within one-half hour of sunrise or sunset shall not be counted as a night

carrier landing unless it is quite dark (e.g., because of cloud coverage). The senior cognizant LSO shall make

this determination.

11.

Carrier qualifications shall normally be conducted with a minimum ceiling of 1,000 feet and 3 statute miles

visibility. When authorized by the OTC, carrier qualification landings may be conducted with a ceiling of not

less than 700 feet and not less than 3 statute miles visibility.

12.

Carrier qualification should not be conducted with recovery headwinds less than 20 knots or greater than 40

knots.

13.

Deck movement should not exceed ±3 feet of ramp motion. The decision to continue qualification landings

when deck motion exceeds ±3 feet rests with the carrier commanding officer. The senior LSO shall observe

the frequency and magnitude of the deck movements and advise the carrier commanding officer on any

degredation to training or increased safety risk. Deck motion shall not exceed ±6 feet of ramp motion.

14.

The number of airborne aircraft in the case I or II pattern should be limited to four and shall not exceed six.

15.

During case III operations, CCA shall utilize a single frequency to control all aircraft in the case III pattern.

16.

The LSO shall make timely divert recommendations to the air officer based on unsatisfactory pilot

performance or unsatisfactory training conditions around the ship.

17.

Aircraft or equipment parked forward of the LSO platform shall not obstruct the LSO’s ability to observe any

part of the landing area.

6.4

CURRENCY

6.4.1

Purpose

The purpose of currency landings is to give pilots a dedicated opportunity to refresh skills in the fundamental phases

of carrier aviation prior to multi-mission tasking. Currency landings should provide an opportunity for each pilot to

exercise carrier launch, recovery, and flight deck procedures in preparation for tactical operations from the aircraft

carrier. There is no performance requirement associated with currency landings, and accomplishment of minimum

currency requirements established by Figure 6-1 does not imply adequate pilot proficiency.

6.4.2 Requirements For Currency Landings

1. Operating criteria for currency landings are contained in Figure 6-1.

ORIGINAL

6-4

NAVAIR 00-80T-104

DAY

DAYS SINCE

LAST DAY or NIGHT

REQUIREMENTS PRIOR TO A DAY

DIVERT

CURRENCY

CURRENT

LANDING

WEATHER

DECK

FIELD

REQUIREMENT

1-14 days

FCLP not required

Ships mins

ALL conditions

N/R

1 arrested landing

15-29 days

FCLP refresher at the discretion of the

TACAN mins

Relatively

Divert avail-

1 arrested landing

squadron commanding officer.

steady⁽¹⁾, or

able

30-59 days

FCLP refresher

TACAN mins

Relatively

Divert avail-

1 arrested landing

steady⁽¹⁾, or

able

60 to 179 days

FCLP refresher

TACAN mins

Relatively

Divert avail-

2 arrested landings (2)

steady⁽¹⁾, and

able

180-365 days

FCLP refresher

700/3

Relatively

Divert avail-

4 landings

steady⁽¹⁾, and

able

2 shall be arrested⁽²⁾

Greater than 365 days

Refer to Requalification

NIGHT (3)

REQUIREMENTS

DAYS SINCE LAST

PRIOR TO A NIGHT LANDING OR

DIVERT

CURRENCY

NIGHT CURRENT

NIGHT CAT SHOT(5, 6)

WEATHER

DECK

FIELD

REQUIREMENT(4)

1-7 days

None

Ships mins

ALL conditions

N/R

1 arrested landing

8-14 days

1. One arrested landing, one day cat shot

TACAN mins

ALL conditions

N/R

1 arrested landing

and not less than one hour of flight time

within a 48 hour period prior to the night

landing

15-29 days

1. Two day landings, one of which shall be

TACAN mins

Relatively

Divert avail-

1 arrested landing

arrested, within a 48 hour period prior to

steady⁽¹⁾, or

able

the night landing.

2. After 48 hours, one cat shot(4) in the day

light hours preceding the night landing,

and not less than 1 hour of flight time (day

or night).

30-59 days

1. Four day landings, two of which shall be

700/3

Relatively

Divert avail-

1 arrested landing

arrested, within a 48 hour period prior to

steady⁽¹⁾, and

able

the first night arrested landing.

2. After 48 hours, one cat shot(4) and ar-

rested landing during the daylight hours

immediately preceding the night landing,

and not less than 1 hour of flight time (20

minutes of which should be at night).

60 to 179 days

1. Four day landings, two of which shall be

700 /3

Relatively

Divert avail-

2 arrested landings

arrested, within a 48 hour period prior to

steady⁽¹⁾, and

able

the first night arrested landing.

2. After 48 hours, one cat shot(4) and ar-

rested landing during the daylight hours

immediately preceding the night landing,

and not less than 1 hour of flight time (20

minutes of which should be at night).

180 to 365 days

1. Four day landings, two of which shall be

700 /3

Relatively

Divert avail-

2 arrested landings⁽⁷⁾

arrested, within a 48 hour period prior to

steady⁽¹⁾, and

able

the first night arrested landing.

2. After 48 hours, one cat shot(4) and ar-

rested landing during the daylight hours

immediately preceding the night landing,

and not less than 1 hour of flight time (20

minutes of which should be at night).

Greater than 365 days

Refer to Requalification

Note 1 — less than ±6 feet of ramp movement at the centerline.

Note 2 — Currency requirements must be completed prior to any landings with passengers.

Note 3 — A landing within ½ hour of sunset shall not be counted as a night carrier landing unless it is quite dark due to cloud coverage.

Note 4 — For multi-piloted aircraft with two aviators qualified in model at the controls, catapult launches may be counted by both pilots for refresher

catapult shot criteria.

Note 5 — A carrier qualified aviator whose intention is to depart the carrier may take a night catapult shot if he has completed one day landing and

one cat shot during the 48 hours preceeding the night cat shot, or 4 day landings within 72 hours.

Note 6 — The requirement for 1 hour of flight time does not apply to the night catapult shot.

Note 7 — Pilots who have logged fewer than 50 night arrested landings in model require 4 arrested landings for night currency.

Figure 6-1. Operating Criteria for Qualified Pilots

6-5

ORIGINAL

NAVAIR 00-80T-104

6.4.3 Limitations For Currency Landings

In addition to the criteria established in Figure 6-1, the following is applicable:

1. Operating criteria of Figure 6-1 for multipiloted aircraft shall apply to the pilot at the controls. However, a

divert field is not required if the qualifying pilot has been night current within 59 days, both pilots are NATOPS

qualified in model, and one pilot is night current.

2. When FCLP refresher is required, no longer than 10 days shall elapse between the last FCLP period and the

first carrier landing. All FCLP periods shall be conducted on a Mk. 14 IFLOLS equipped runway.

3. In maintaining night currency, Mode I approaches shall be closely monitored to ensure that consecutive Mode

I approaches do not adversely affect pilot proficiency. Mode I approaches shall not be used to regain night

currency once such currency has lapsed.

4. Flightcrew composition for any currency landing shall be at the discretion of the squadron commanding officer.

However, qualification landings shall not be conducted with qualifying pilots aboard other than the pilot(s) at

the controls, except for necessary transportation to/from the ship.

5. For currency purposes, a landing within one-half hour of sunrise or sunset shall not be counted as a night carrier

landing unless it is quite dark (e.g., because of cloud coverage). The senior cognizant LSO shall make this

determination.

6. For day or night currency landings, MOVLAS may be utilized to recover aircraft if deck movement or

stabilization limits preclude normal use of the IFLOLS within the limits of Figure 6-1. Use of the MOVLAS

in such circumstances shall be predicated on LSO currency/proficiency in MOVLAS control, as determined

by the senior cognizant LSO.

6.4.4 Limitations For Dual Currency

For currency in more than one aircraft, the following definitions and limitations apply:

A pilot who has a minimum of 750 hours and 150 arrested landings at the controls in model shall consider that

aircraft a “primary” aircraft.

A pilot with fewer than 750 hours or 150 arrested landings at the controls in model shall consider that aircraft

a “secondary” aircraft.

For purposes of regaining currency in any aircraft, all day requirements prior to night landings shall be flown

in that model and series.

6.4.5

Currency and Qualification Requirements

Aircraft series — for the purposes of determining currency, the following groups of aircraft shall be considered

one series:

a. T-45A and T-45C

b. F/A-18A thru D

c. F/A-18E, F/A-18F, and EA-18G

Aircraft series — for the purposes of determining qualification requirements, the following groups of aircraft

shall be considered one series:

a. T-45A

b. T-45C

c. F/A-18A thru D

d. F/A-18E, F/A-18F, and EA-18G

ORIGINAL

6-6

NAVAIR 00-80T-104

Pilots who maintain currency in more than one model aircraft shall remain current in their secondary aircraft

according to the requirements of Figure 6-1.

a. Day currency: Once day current in the secondary aircraft, the following requirements apply to the primary

aircraft:

(1)

1—14 days: 1 arrested landing in primary or secondary aircraft.

(2)

15—59 days: 1 arrested landing.

(3)

60—365 days: FCLP refresher and 1 arrested landing.

b. Night currency: Once night current in the secondary aircraft, the following requirements apply to the

primary aircraft:

(1)

1—7 days: 1 arrested landing in primary or secondary aircraft.

(2)

8—14 days: 1 arrested landing.

(3)

15—59 days: refer to 15—29 days requirements of Figure 6-1.

(4)

60—365 days: refer to 30—59 days requirements of Figure 6-1.

Pilots who maintain currency in more than one series of the same model aircraft shall regain currency in one

series, according to the requirements of Figure 6-1:

a. Day currency: Once day current in one series, the following requirements apply to the other series:

(1)

1—14 days: 1 arrested landing in either series.

(2)

15—59 days: 1 arrested landing.

(3)

60—365 days: FCLP refresher and 1 arrested landing.

b. Night currency: Once night current in one series, the following requirements apply to the other series:

(1)

1—7 days: 1 arrested landing in either series.

(2)

8—14 days: 1 arrested landing.

(3)

15—59 days: refer to 8—14 days requirements of Figure 6-1.

(4)

60—365 days: refer to 30—59 days requirements of Figure 6-1.

For dual currency situations not covered by this section, assume Figure 6-1 currency requirements for both

aircraft. For questions on this section refer to the LSO NATOPS Model Manager at the LSO School.

6.5

LSO CERTIFICATION OF PILOT PERFORMANCE

The senior LSO shall report orally and in writing when individual pilots have completed day/night carrier

qualification. The originals of such reports shall be delivered to the appropriate squadron commanding officer or wing

commander who will certify the pilot as day/night carrier qualified. Copies shall be provided for pilot training jackets

and LSO files. Reciprocal acceptance between commands of carrier qualification and LSO certification is authorized.

The senior LSO may recommend revocation of a qualification anytime a pilot’s standard of performance is less than

satisfactory.

6-7

ORIGINAL

NAVAIR 00-80T-104

6.6

NORMAL RECOVERY OPERATIONS

The primary responsibility for determining acceptable pilot performance during the final approach to the carrier rests

with the LSO.

6.6.1 Personnel Requirements

The following personnel are required on the LSO platform for day Case I/II operations:

1. A Wing qualified LSO.

2. A qualified enlisted phone talker.

3. A qualified enlisted hook spotter.

The following personnel are required for night/CaseIII recovery operations:

1. A Wing qualified LSO.

2. An assistant LSO.

3. A qualified enlisted phone talker.

4. A qualified enlisted hook spotter.

The following personnel are recommended for all recovery operations:

1. A bookwriter

2. The deck caller

Note

The presence or absence of the deck caller is not an indication of clear/foul

deck.

When the CV/N CO, CAG and CAG LSO desire to use the deck caller position, it is to be manned by a qualified LSO

team member that has undergone proper training by the air wing staff LSO. Specific responsibilities of the deck caller

are:

a. Stand in a position visually in front of the controlling LSOs with an unobstructed view of the angle deck

and signal if men or equipment are in the landing area.

b. Signal an obstruction in the landing area (LA) by raising his hand over his head

c. When all obstructions are clear of the LA, he lowers his hand and moves behind the controlling and backup

LSOs, where he continues to monitor deck status for the remainder of the pass.

Used in this way, it is a direct indication to the controlling and backup LSOs that the waveoff window is either one

hundred feet (obstructions in the LA) or ten feet (no obstructions in the LA). If the landing area is obstructed in any

manner at the 100-foot waveoff point, the controlling or backup LSO shall wave the aircraft off. The deck caller shall

not be used as an indicator of clear or foul deck. The arresting gear officer is the sole person designated to indicate

clear/foul deck status (LA clear, arresting gear in battery and set for the correct aircraft) and signals this to all parties

via the deck status lights. When the deck is foul due to obstructions in the landing area, or the IFLOLS is not

ORIGINAL

6-8

NAVAIR 00-80T-104

configured correctly for the approaching aircraft, the deck caller is only indicating that the 100-foot clearance waveoff

window shall be used. With no deck obstruction, waveoffs are predicated on the conditional factors of the approaching

aircraft, but in no case will the clearance be less than 10 feet if the deck is foul.

If the IFLOLS roll angle is not set correctly for the type aircraft approaching

the ship, unsafe glideslope deviations may result.

If a deck caller is not available, a 100-foot clearance waveoff window shall be used.

6.6.2 LSO Responsibilities

These responsibilities include:

1. While embarked aboard the carrier, duty LSOs shall keep the air officer informed of their whereabouts during

flight quarters.

2. Upon reporting aboard a carrier for carrier operations, the LSO should meet with the air officer and CATCC

officer to discuss the conduct of air operations in the LSO’s area of responsibility.

3. The senior embarked LSO is responsible for the proper indoctrination and training of the LSO phone talkers

and hook spotters. Specific job responsibilities for phone talkers and hook spotters shall be defined by the

senior LSO.

Additionally, the senior LSO on the platform shall ensure the proper training and procedures of the required enlisted

watchstanders.

a. Enlisted PHONE TALKER — Has the primary responsibility for informing LSOs of the status of the

arresting gear, weight setting, wire run-out, and wire number and shall be tied into the arresting gear sound

powered (6JG) phone circuit. It is their responsibility to call “foul deck” when gear is not in battery and any

aircraft is in the groove. The tone and volume of these calls shall increase as the aircraft nears the waveoff

window. These calls shall only cease when the deck becomes clear or the aircraft is waved off.

b. Enlisted HOOK SPOTTER — Responsible to check aircraft at the 180 (Case I/II) or prior to 1 nm (Case

III) position for proper configuration and call: “aircraft type, gear configuration” and call: “aircraft type,

gear down, hook up/down, and good/flashing approach light”. They shall be tied to PriFly, CCA, IFLOLS,

and ILARTS control rooms via sound powered (11JG) phone circuit. The Hook Spotter shall call “Lens set,

aircraft type” for each approach. They shall also notify the LSOs of any IFLOLS or ILARTS degrade or

failure.

The senior LSO on the platform is responsible for the conduct of all platform operations and ensuring all team

members are thoroughly briefed regarding platform procedures.

The senior cognizant LSO on the platform shall at all times ensure that the assigned controlling and backup

LSOs are of sufficient experience and qualification level given the present operational situation. Factors that

should be considered in determining controlling and backup LSO assignments include, but are not limited to,

the following:

a. Day/night recovery operations.

b. Weather and environmental conditions (ceiling, visibility, winds).

c. Deck motion.

6-9

ORIGINAL

NAVAIR 00-80T-104

d. MOVLAS proficiency (if MOVLAS in use).

e. LSO platform equipment malfunctions (e.g., PLAT, HUD, radio).

f. Pilot proficiency/currency.

g. Aircraft fuel state, aircraft with multiple approaches.

h. Aircraft malfunctions.

i. LSO currency in controlling type aircraft recovering.

j. Shipboard equipment malfunction (e.g., missing CDP).

k. Deck conditions (e.g., obscured lineup reference, static mistrim).

l. Type of recovery operations (e.g., CARQUAL, CARQUAL refresher, normal embarked operations,

EMCON operations).

The senior cognizant LSO on the platform is ultimately responsible for balancing the need to conduct LSO training

with the operational realities of the current situation. When conducting LSO training, close supervision by a

wing- or staff-qualified LSO is required. The supervising LSO, if not specifically functioning as the controlling or

backup LSO, may consider utilizing a third UHF handset and/or pickle while conducting training of junior LSOs.

The LSO shall make the following equipment checks prior to recovery operations:

a. Functional check of visual landing aids.

b. All lighting facilities for proper operation (centerline, landing area lights, and deck status lights).

c. Radio check prior to each recovery (EMCON permitting).

d. Relative wind indicator.

e. Sound-powered phones.

f. Windscreen operation.

g. Escape net condition and evacuation route.

h. Platform safety equipment.

i. Aldis lamp or spotlight (night only).

j. LSO HUD.

k. PLAT/ILARTS on and adjusted. Verify camera alignment with centerline and check for reverse image

display.

The air officer/LSO shall keep each other informed concerning conditions that affect the recovery of aircraft,

including malfunctioning or inoperative equipment, aircraft emergencies, wind and weather conditions, and

ship’s trim and list.

During recovery operations, LSO responsibilities include the following:

a. Controlling all fixed-wing aircraft approaches after the 180° position.

b. Ensuring that approaching aircraft are properly configured.

c. Monitoring the operation of the IFLOLS and crosschecking the approach radar/ILS glidepath angle setting.

ORIGINAL

6-10

NAVAIR 00-80T-104

d. Assisting in controlling aircraft that have radio failure by flashing the cut or waveoff lights in accordance

with standard NATOPS visual signals.

e. Whenever possible, maintaining visual contact with all aircraft in the Case I/II/III pattern.

f. Monitoring wind-over-deck and deck motion.

g. Assisting pilots through informative, advisory, and imperative communications to maintain approach

parameters within acceptable limits.

h. Monitoring arresting gear settings, lens settings, and deck status.

i. Evaluating aircraft approach performance and recording deviations for postflight pilot debriefs.

j. Determining acceptable aircraft performance during the final approach, and waving off aircraft that exceed

or will exceed acceptable approach parameter limits.

The LSO should be familiar with the landing characteristics of each aircraft under his control as described in

the individual aircraft’s NATOPS flight manual. Additionally, he should have a working knowledge of the

effects of aircraft malfunctions upon approach configuration and speed, pilot workload, and flight

characteristics.

10.

It is the LSO’s responsibility to wave off aircraft in sufficient time for the pilot to effect a safe maneuver

utilizing standard procedures. Waveoffs necessitated by poor pilot technique that could result in an in-flight

engagement shall only be initiated by the LSO.

6.6.3

Recovery Procedures for Final Approach

The pilot shall be familiar with procedures pertaining to the carrier landing pattern and approaches delineated in

Chapter 5 of the CV NATOPS Manual.

6.6.3.1 Specific LSO and Pilot Recovery Procedures

1. Transition to LSO control occurs at the 180° position in the Case I/II pattern, at 3/4 nm for a Case III precision

approach (1-1/4 nm for a jet/1 nm for a turboprop nonprecision approach), or upon transmission of “Paddles

contact”.

2. The LSO radio transmission “Paddles contact” may occur any time during an approach when the LSO visually

determines that an aircraft requires additional control to arrive within acceptable start parameters. Once

“Paddles contact” has been transmitted, the LSO assumes control and CATCC should refrain from further

transmissions until the completion of the approach, or at such time the LSO elects to return the aircraft to

CATCC control.

3. In the Case I/II pattern, the LSO shall monitor each aircraft’s approach turn from the 180° position. He shall

immediately wave off any aircraft that will fly too short a groove length. For Case III approaches, the LSO

should monitor each aircraft’s CCA and be prepared to initiate “Paddles contact” control.

4. At the normal “Ball” call position (i.e., rolling wings level in the groove for Case I/II, or at approach minimums

for Case III), when the pilot has usable IFLOLS or MOVLAS, lineup, and angle of attack reference, the

following shall be transmitted (if not EMCON or ZIP LIP): Modex number, type aircraft, “Ball”, fuel state to

the nearest hundreds pounds, “Auto”/”Coupled” (if applicable). If the pilot does not have glideslope reference

(e.g., no ball, sun glare, or poor visibility), then the call “Clara” shall replace the ball call. If the pilot does not

have usable lineup information (e.g., wet landing area, sun glare, or poor visibility), then the call “Clara lineup”

shall be transmitted.

6-11

ORIGINAL

NAVAIR 00-80T-104

If the IFLOLS roll angle is not set correctly for the type aircraft approaching

the ship, unsafe glideslope deviations may result.

5. If the pilot is experiencing any aircraft difficulty that may significantly affect his ability to fly a safe approach

and landing, he shall make every effort to notify the ship (through CATCC, Marshal, Tower, etc.) prior to final

approach. In any case, he shall inform the LSO of the difficulty at the “Ball” call. Such difficulties are not

limited to aircraft configuration problems alone; loss of primary attitude reference, angle of attack malfunction,

controllability problems, pilot vertigo, or other difficulties that may necessitate additional LSO assistance

should be conveyed.

6. The pilot shall report loss of meatball (i.e., “Clara”); if no timely amplifying verbal information is received

from the LSO, he shall initiate his own waveoff.

7. If APC is disengaged or a Mode I approach is downgraded, “Manual” or “Downgrading” should be reported.

8. During ZIP LIP or EMCON conditions, or for a NORDO aircraft, the LSO shall acknowledge control of the

aircraft on final approach with a steady (3-second) flash of the cut lights. In doing so, the LSO is also

acknowledging that the pilot has meatball acquisition, lineup reference, and angle of attack. Subsequent flashes

of the cut lights by the LSO command a pilot response of adding power, the degree of which is indicated by

the duration of the cut light signal.

6.6.4 Foul Deck Waveoff

The waveoff point is defined as a moving window through which the aircraft passes and is the latest point where

normal pilot technique will result in a safe waveoff. Many factors must be considered in determining this point,

including aircraft/engine performance, approach dynamics, and environmental conditions (i.e., sink rate, angle of

bank, deck movement, visibility).

Foul deck waveoff responsibility rests equally with the controlling and backup LSOs. Additionally, when in the

opinion of the air officer, the deck will remain foul throughout an aircraft’s approach (i.e., arresting gear malfunctions,

personnel or equipment in the landing area, etc.), he should advise the LSO via the 5MC, “No chance” The LSO shall

initiate the waveoff immediately following the “Ball” call using the IFLOLS/MOVLAS waveoff lights and a UHF

radio transmission (EMCON permitting).

With an aircraft crossing the ship’s wake during Case I/II operations, or with an aircraft approaching 3/4 nm during

Case III operations, the controlling and backup LSOs shall each raise their pickle switch arm above their heads as

a visual signal to request a clear deck signal from the Arresting Gear Officer (AGO) (except for MOVLAS, when

the backup LSO is the only LSO to raise his arm). The LSOs shall lower their arms only upon receipt of a clear deck

signal, or upon waving off the approaching aircraft for a foul deck.

During normal recovery operations, the LSO shall initiate a foul deck waveoff such that normal waveoff response

will allow the aircraft to pass no closer than 10 feet to the landing area. If aircraft, personnel, or equipment are in the

landing area, or if the IFLOLS lens setting is not set for the aircraft attempting the arrested landing, the waveoff shall

prevent the aircraft from passing within 100 feet of the highest obstacle in the landing area.

If at any time doubt exists as to the condition causing a Foul Deck, in the

interest of safety, 100 feet window SHALL be the default.

ORIGINAL

6-12

NAVAIR 00-80T-104

6.6.5 Optical Landing System Limits

The LSO must be cognizant of the stabilization limitations of the IFLOLS. Stabilization limits vary with individual

IFLOLS, pitch severity, pitch rate, and associated roll and heave. The LSO shall consider utilizing MOVLAS when

IFLOLS stabilization has, in the LSO’s estimation, been exceeded. The recommendation to utilize MOVLAS must

take into account air wing MOVLAS currency and response, LSO MOVLAS proficiency, and all environmental

conditions.

6.6.6 Wind Over Deck (WOD) Requirements

Optimum and minimum RHW information is contained in Aircraft Recovery Bulletin Nos. 10-10-, 26-, and 29-series.

RHW should be maintained as close as possible to the optimum velocity and the centerline of the landing area.

CAUTION

The LSO shall immediately inform the air officer of any adverse wind

conditions unsafe to aircraft recovery, and the air officer shall inform the

LSO of downwind recovery situations. EMCON conditions permitting,

pilots shall be advised of adverse wind conditions or downwind recoveries.

6.6.7 Safety Precautions

The LSO platform shall be manned when directed by the air officer, and at all times when he broadcasts, “Man all

recovery stations”. If access to the LSO platform is obstructed (e.g., by turning aircraft spotted for launch), the LSO

team shall be readily available to man their recovery station as soon as the area becomes clear. Once the LSO platform

is manned with the required personnel of paragraph 6.4.1, the LSO shall report “manned and ready” to the air officer.

The LSO platform shall be manned and ready prior to activation of the OLS for fixed-wing recoveries. Operation of

the OLS for use as a reference for V/STOL aircraft will not normally require the presence of a fixed-wing LSO.

If, during launch or recovery operations, any part of the aircraft strikes the ramp, aircraft, or equipment on deck or

ship’s structure other than normal flight deck protrusions (crossdeck pendants, flight deck light covers, ILARTS

centerline cameras, PLAT heads, or waist catapult ramp), no further effort shall be made to effect a normal carrier

arrestment. A divert or barricade is required in this case.

6.6.8 MOVLAS Training

LSOs shall acquaint themselves and receive adequate training with the MOVLAS ashore prior to using it aboard ship.

To maintain proficiency with the MOVLAS, air wing staff LSOs should conduct at least one day and one night

MOVLAS period per day during normal cyclic operations.

6.6.9 MOVLAS Operating Procedures

Positioning the MOVLAS ball to indicate proper glidepath tasks the LSO’s ability to monitor all required safety

parameters concurrently (i.e., landing area, deck status light, wind, aircraft glideslope, lineup, airspeed, PLAT,

MOVLAS repeater, pitching deck, etc.). LSO scan breakdown can occur even under ideal conditions. Added

difficulty occurs when attempting to lead pilot-induced excessive sink rates or when accentuating ball movement.

To optimize the safe recovery of aircraft utilizing the MOVLAS the following procedures shall be used:

1. EMCON conditions permitting, pilots shall be advised when unplanned MOVLAS recoveries, whether

practice or actual, are in progress and station location of the MOVLAS.

6-13

ORIGINAL

NAVAIR 00-80T-104

D During night/Case III recovery operations, failure to notify pilots of

MOVLAS recovery may result in dangerous situations if pilots respond to

glideslope indications intended for other aircraft.

D The range/rate of MOVLAS MK1 Mod2 indications does not accurately

represent that of the IFLOLS and may affect the pilot’s perception of

glideslope.

Note

MOVLAS recoveries under EMCON conditions may result in mandatory

LSO radio transmissions because of safety-of-flight considerations.

2. When the MOVLAS is installed at station 1, turn off the IFLOLS source light to preclude double images.

Although IFLOLS Source and Low Cell lights will be extinguished, the hook-to-ramp and hook-touchdown

dynamic needles are still active on the IFLOLS Lens and Pri-Fly MAIN screen displays as well as the LSODS

IFLOLS MAIN screen display during MOVLAS MODE.

3. Monitor subsequent aircraft on final (especially during Case III operations) to preclude multiple aircraft from

flying the same ball.

4. After aircraft touchdown or when not under positive control, the control handle should be lowered to the

full-down position, displaying a low red ball, until the next aircraft is under LSO control.

The upper and lower MOVLAS power lamp on/off switches enable/disable power to the upper and lower three

MOVLAS lamps, respectively. Placement of the MOVLAS control handle to the full-up or full-down position will

display an amber ball or red ball, respectively, if that power lamp switch is in the ENABLED ON position. Conversely,

placement of the MOVLAS control handle to the full-up or full-down position will not display a ball if that respective

power lamp switch is in the OFF position.

The lack of visual glideslope information for aircraft not under positive

LSO control (as with the MOVLAS controller handle in the full-up or

full-down position and the respective lamp switch disabled) may result in

an unsafe deviation below glidepath if the pilot attempts to correct for a

perceived “Clara” high condition.

5. Upon initiating a technique waveoff with the pickle switch, the LSO shall immediately transmit a “waveoff”

over UHF and lower the MOVLAS control handle to the full-down position.

6. Caution shall be exercised when using station 3 (starboard side) because of scan breakdown (especially with

left-seat-piloted aircraft).

7. During night/no-horizon pitching deck operations, the only source of information concerning deck movement

or ship’s trim is the HUD ramp motion indicator. The LSO’s ability to accurately determine and present

glideslope information via MOVLAS is significantly reduced. Under this circumstance, timely placement of

plane guard ship/helicopter or flares/light sonobuoys to give an artificial horizon reference for the LSO is

recommended

ORIGINAL

6-14

NAVAIR 00-80T-104

CHAPTER 7

Emergency Procedures

7.1

INTRODUCTION

This chapter outlines the procedures to be followed in the event of an emergency situation or an equipment

malfunction during FCLP or carrier landing operations. It supplements the doctrine set forth in other NATOPS

manuals. Aboard ship, the LSO shall immediately advise the air officer whenever a malfunction is suspected or known

so that corrective action can be initiated. Shore-based equipment malfunctions shall be reported to the commander

fleet air detachment or station operations officer, as appropriate.

The LSO (field) and air officer (at sea) should delta aircraft in the landing pattern when an emergency aircraft is within

3 miles of landing so that the emergency aircraft has a clear landing area.

Note

Procedures described herein are intended for use to safely recover aircraft

already airborne. Every effort should be made to correct existing

malfunctions. Continued operations under such conditions or with

malfunctioning equipment is not recommended.

7.2

SHORE-BASED EMERGENCIES

7.2.1

FCLP Pattern Emergencies

Loss of LSO radio

a. If FCLP aircraft can continue in the landing pattern under tower control, FCLP landings may continue at

the discretion of the controlling LSO.

b. The bingo signal, when necessary, shall be given by alternating waveoff and cut lights.

Loss of aircraft radio

a. Aircraft experiencing loss of radio in the FCLP pattern shall discontinue FCLP and land. The LSO shall

signal clearance to land with cut lights.

b. For outlying field operations, bingo signal shall be given if the controlling LSO wishes the NORDO aircraft

to proceed to the primary field as briefed.

c. LSOs shall notify tower of the NORDO aircraft.

No approach lights — Aircraft without approach lights shall be waved off, visually checked for proper landing

configuration, and directed to make a full stop landing at night.

Aircraft at night with loss of exterior lights — Aircraft without exterior lights shall be directed to make a full

stop landing. Other pattern aircraft shall be advised of the position of the darkened aircraft.

7.3

SHIPBOARD EMERGENCIES

Whenever normal operating procedures are modified because of emergencies or malfunctions such as those discussed

in the following paragraphs, the pilot shall be informed of existing circumstances and procedures being employed.

7-1

ORIGINAL

NAVAIR 00-80T-104

7.3.1 Aircraft Emergencies

1. No approach lights — During night operations, aircraft without approach lights shall be waved off for a visual

check of landing gear, launch bar/tow link (if applicable), and hook status. The following exceptions apply:

a. For all multicrew aircraft, except the EA-6B aircraft, where cockpit configuration permits at least two

aircrewmembers to visually confirm landing gear indications, verbal confirmation of “gear down and

locked” may be substituted for an approach light.

b. Verbal confirmation of “gear down and locked” may be substituted for an approach light for aircraft in

extremis. Prior liaison with the ship’s commanding officer shall be accomplished to identify what

constitutes an extremis situation.

2. Abnormal aircraft configurations — The LSO shall verify with the pilot the exact configuration, gross weight,

and final approach speed of any aircraft approaching in an abnormal configuration. He shall verify the lens

setting and the wind-over-deck requirement for the aircraft configuration/approach speed combination. He

should also rebrief the pilot concerning any procedures peculiar to the aircraft in its abnormal configuration

(i.e., afterburner on touchdown, use of DLC, etc.).

When consulting the ARBs to determine the required head wind, the LSO and Air Officer should not as a general rule

add 6 knots as recommended as a note in the beginning of each ARB without considering adverse effects of higher

wind conditions. Some aircraft in certain abnormal landing configurations have better flight characteristics under

lower wind conditions. Higher WOD could be detrimental.

3. Aircraft lighting malfunctions (night) — At night, abnormal aircraft lighting configurations because of lighting

or other aircraft malfunctions pose many potential problems for the LSO. These problems may include the

following: misidentification or late identification of aircraft type; misidentification of a navigation or other

aircraft light as an approach light; inability to confirm aircraft configuration; degradation of depth or range

perception, associated with loss of normal visual cues; and effects of autokinesis from a singular aircraft light

source. The LSO should be aware of these potential problems and how they may complicate his ability to

provide proper control of aircraft. The LSO shall positively confirm aircraft type and configuration if any doubt

exists.

For aircraft without any external lights at night, the LSO’s ability to provide timely control is severely limited. The

decision to recover an aircraft under these circumstances rests solely with the commanding officer.

7.3.2 Landing Aid Malfunctions

The range/rate of MOVLAS MK1 Mod2 indications does not accurately

represent that of the IFLOLS and may affect the pilot’s perception of

glideslope.

4. Complete landing aids failure/damage

a. CARQUALs — Discontinue landings.

b. Deployed/refresher — The use of a divert field, if available, should be considered. If none are available and

aircraft fuel state does not permit delay:

(1) Establish positive radio contact with each aircraft that is commencing approach

(2) Primary control is by radio talkdown (PRC-90 if necessary)

(3) Radio transmission shall be the primary means of waveoff

ORIGINAL

7-2

NAVAIR 00-80T-104

Partial OLS failure/damage

a. CARQUALs — Discontinue landings.

b. Deployed/refresher — Rig MOVLAS and continue recovery, with radio as backup.

When consecutive aircraft approaches result in above or below glidepath conditions:

a. CARQUALs — Discontinue landing until a thorough check of OLS settings and monitoring equipment is

made.

b. Deployed/refresher — Rig MOVLAS and continue recovery, with radio as backup. A complete check of

the OLS settings and monitoring equipment shall be made immediately upon completion of the recovery.

Malfunctioning landing aid stabilization under steady deck conditions

a. CARQUALs — Discontinue landings.

b. Deployed/refresher — Rig MOVLAS and continue recovery, with radio as backup.

Waveoff lights inoperative

a. CARQUALs — Discontinue landings.

b. Deployed/refresher — Continue landings with radio transmission as primary means of waveoff.

7.3.3

Communication Emergencies (General)

Visual communications to be used in the event of radio failure or during EMCON shall be in accordance with the

CV NATOPS Manual.

Note

The LSO shall acknowledge control of the approaching aircraft by

illuminating the cut lights for 3 seconds at the normal meatball acquisition

point. Subsequent illumination of the cut lights indicates to jet/turboprop

aircraft that a power addition is required. Immediate power response is

mandatory.

7.3.4 Communication Emergencies (Day)

1. Loss of LSO radios

a. CARQUALs — Discontinue landings. Advise air officer to initiate delta or bingo instructions, as

appropriate.

b. Deployed/refresher — PriFly shall notify aircraft in pattern that LSO radio is out and transmit “Waveoff”

if LSO uses waveoff lights.

2. Loss of all ship’s radios

a. CARQUALs — Discontinue landings. Use visual signals with OLS or from LSO platform to delta or bingo,

as appropriate.

b. Deployed/refresher — Continue landings at the discretion of the OTC.

7-3

ORIGINAL

NAVAIR 00-80T-104

Loss of aircraft radios

a. CARQUALs with receiver

(1) Pilot shall be given landing instructions and aircraft shall remain aboard when arrested.

(2) PriFly shall transmit bingo fuel states each time the aircraft approaches abeam. The pilot shall

acknowledge with a wingrock.

(3) If unable to get aboard, pilot shall initiate own bingo when fuel state dictates. Another aircraft should

be designated as an escort.

b. CARQUALs with no receiver — Aircraft should be diverted.

c. Deployed/refresher — With or without receiver, make normal approach and landing.

7.3.5

Communication Emergencies (Night)

Loss of LSO radios

a. CARQUALs — Discontinue landings. Give delta or bingo instructions, as appropriate.

b. Deployed/refresher — The LSO shall inform CCA via sound-powered phone of the radio failure. The LSO

shall accept control of each aircraft from CCA via sound-powered phone as the aircraft reaches approximate

meatball acquisition position. At this time, CCA shall transmit to the pilot of each aircraft that the LSO has

assumed control of the approach and the LSO shall use standard visual signals as necessary.

Loss of all ship’s radios

a. CARQUALs — Discontinue landings. The senior officer of each unit airborne should organize a flight of

his unit members and proceed to divert field.

b. Deployed/refresher — Continue landings or bingo at the discretion of the OTC. Use standard visual signals on

the OLS, or from the LSO platform, or from PriFly, as appropriate.

Loss of aircraft radios

a. CARQUALs

(1) Without receiver, pilot should be diverted.

(2) With receiver, pilot shall be given landing instructions and aircraft shall remain aboard when arrested.

CATCC shall transmit bingo fuel state each time the aircraft commences approach. If unable to get

aboard, pilot shall bingo when fuel state dictates. Another aircraft should be designated as an escort.

b. Deployed/refresher — NORDO aircraft with flight leader

(1) The lead pilot calls “Ball” and receives normal reply from the LSO.

(2) After receiving acknowledgment, the lead pilot makes the appropriate light signal, breaks off to the left,

then parallels final bearing, allowing the NORDO aircraft to continue the approach visually. The

NORDO aircraft shall receive cut lights from the LSO following breakaway.

(3) The lead pilot shall position his aircraft to be rejoined by the NORDO aircraft in the event of a bolter

or waveoff.

ORIGINAL

7-4

NAVAIR 00-80T-104

c. Deployed/refresher — NORDO aircraft without a flight leader

(1) The pilot makes the approach with lights as indicated in the CV NATOPS Manual.

(2) The pilot squawks the appropriate code on IFF.

(3) The LSO shall acknowledge positive control of the NORDO aircraft by the cut light signal. An aircraft

with transmitter only receives the same acknowledgment as the NORDO aircraft. Without

acknowledgment, the pilot shall execute his own waveoff.

d. Deployed/refresher — NORDO aircraft without external lights and without a flight leader

(1) The pilot shall squawk the appropriate code in IFF and commence a normal approach, but shall not land

without visual acknowledgment by the LSO.

(2) If visual acknowledgment is not received, the pilot shall execute a normal waveoff into the bolter pattern

and expect pattern priority and acknowledgment on the next approach.

(3) After determining the aircraft will not have any external lights, the senior LSO shall recommend

recovery/divert to the air officer.

Under these conditions, the LSO’s ability to determine aircraft configura-

tion and provide assistance to the approaching aircraft is severely limited.

The decision to recover aircraft under these circumstances rests solely with

the commanding officer.

(4) The cut lights, when used as an acknowledgment signal, shall be given as near the normal meatball

reporting position as possible.

7.3.6 Miscellaneous LSO Equipment Malfunction

The LSO shall notify the air officer of the malfunction or loss of any required equipment listed in Part II, Chapter 4.

The decision to continue recovery operations with any required LSO equipment inoperative shall rest with the

commanding officer.

7.3.7 Excessive Deck Motion

The decision to continue flight operations during periods of excessive deck motion must be made after considering

many factors. These factors include but are not limited to the following: amount and rate of pitch, associated heave

and roll, day or night, visibility and horizon, air wing and LSO proficiency, tanker and divert availability. Although

there are no hard and fast numbers to define excessive motion, as a general rule, deck motion in excess of 20 feet of

pitch in anything less than 5 seconds of periodicity should be viewed as an emergency situation. MOVLAS is the

primary method of recovering aircraft during excessive deck motion, depending on other factors previously

mentioned. LSO workload will be very high in these conditions. The LSO will most likely be required to make nearly

continuous voice transmissions during pitching deck operations regardless of whether MOVLAS or IFLOLS is

utilized. The LSO will most likely be required to utilize a steeper than normal glideslope as well as to ensure adequate

hook-to-ramp clearance during extreme pitch cycles.

7-5

ORIGINAL

NAVAIR 00-80T-104

D Recovery of fixed-wing aircraft during pitching deck operations has a

higher risk of hard landings, ramp strikes, off-center engagements, and

in-extremis low fuel states airborne because of inability to get aboard and

lower overall boarding rate.

D The range/rate of MOVLAS MK1 Mod2 indications does not accurately

represent that of the IFLOLS and may affect the pilot’s perception of

glideslope

7.3.8 Ship Static Mistrim

Recovery operations shall not be conducted under static mistrim conditions which would result in hook-to-ramp

clearances of less than 10 feet for a normal pendant recovery or 8 feet for a barricade recovery. For a pendant recovery,

a change in commanded hook touchdown point or, wind permitting, a higher IFLOLS basic angle setting should be

considered to correct the low hook to ramp. MOVLAS may also be utilized.

Under conditions of significant static roll mistrim, without a defined

horizon (night or Case III), pilots may be prone to level their wings with the

listing deck and establish an insidious lineup drift during the latter stages

of an approach. A lineup drift upon rollout may also be aggravated.

Note

A barricade recovery using IFLOLS glide-slope information under mistrim

conditions which preclude targeting of the optimum hook touchdown point

reduces the probability of successful engagement. Under these conditions,

MOVLAS should be used.

7.3.9 Barricade Engagements

The LSO shall verify with the pilot the exact configuration, gross weight, and final approach speed of the aircraft to

engage the barricade. Based upon environmental conditions, he shall recommend to the air officer whether the

IFLOLS or MOVLAS should be used for the approach. If the IFLOLS is to be utilized, the LSO shall verify setting

of a 4_ basic angle, the proper hook touchdown point, and ensure hook-to-ramp clearance is at or above the minimum

of 8 feet. Additionally, he shall verify wind-over-deck requirements for the planned gross weight/approach speed

combination.

The controlling LSO should brief the pilot concerning the following procedures:

1. Deck motion

2. Wind over deck

3. Importance of lineup/drift control

ORIGINAL

7-6

NAVAIR 00-80T-104

4. Importance of airspeed control/maximum engaging speed

5. Importance of glideslope control to touchdown

6. Loss of OLS in close (because of barricade stanchions)

7. LSO voice calls

8. Cut

9. Inability to execute late waveoff

10. Four-degree glideslope or MOVLAS (as appropriate).

7.3.10 Pendant Recovery of Aircraft with Loss or Possible Loss of Directional Control

If an aircraft with an emergency that could cause loss of directional control on a bolter (such as unsafe gear or a blown

tire) cannot be diverted, and a barricade recovery is not attempted, the following procedures should be executed:

1. Unless ARB or aircraft NATOPS manual directs cross-deck pendant configuration, rig all available cross-deck

pendants.

2. If time permits, move all parked aircraft as far from foul lines as practical.

3. Direct all unnecessary personnel to leave the flight deck.

4. Command HTDP to 10 feet prior to the first wire.

5. Select LINE mode for lens stabilization.

6. Recovery Headwind — 30-35 knots.

If ARB data indicates actual recovery headwind allows:

7. Basic Angle — 4_.

Changing the commanded HTDP could result in unsafe hook-to-ramp

clearance.

7-7/(7-8 blank)

ORIGINAL

NAVAIR 00-80T-104

CHAPTER 8

Extreme Weather Condition Operations

8.1

DECK MOTION

The decision to conduct flight operations during periods of excessive deck motion must be made after considering

many factors. These factors include, but are not limited to the following:

1. Operational necessity

2. Day or night

3. VMC or IMC

4. Amount and rate of pitch, roll, and/or heave

5. Visibility and horizon

6. Air Wing pilot and Staff LSO proficiency

7. Tanker and divert availability

Any number of these factors can combine to create a wide spectrum of operational risk. Measuring operational risk

can be difficult, and there are no hard and fast numbers that define “excessive deck motion.”

D The staff LSO, in conjunction with the Air Officer, shall inform the CV/N

Commanding Officer when pitching deck limits are exceeded. The

decision to continue flight operations will lie at the discretion of the

Commanding Officer.

D Flight operations with ramp movement exceeding 20 feet total is extremely

hazardous. Flight operations in these conditions should be avoided.

D Flight operations should not be conducted with deck movement in excess

of 35 feet total due to zero hook to ramp clearance with the 4.0 degree glide

slope.

D Recovery of fixed wing aircraft with a pitching deck significantly increases

the risk of hard landings, ramp strikes, off-center engagements and

in-extremis low fuel states airborne due to the inherent decrease in overall

boarding rate.

CAUTION

The presence of dutch roll increases the risk associated with the recovery

of fixed wing aircraft when compared to pure pitch, and should be taken into

careful consideration prior to conducting flight operations.

8-1

ORIGINAL

NAVAIR 00-80T-104

8.1.1 Flight Operations in Pitching Deck

When deck motion exceeds the stabilization capabilities of the IFLOLS as determined by the Staff LSO

(approximately 8 feet of total deck movement in less that 4 seconds), utilization of MOVLAS should be considered

for fixed wing aircraft recovery. If the deck is steady for extended periods between deck swings consideration should

be given to leaving the IFLOLS rigged and utilize LSO talk-downs during deck swings. This will maximize boarding

rates.

Note

IFLOLS Stabilization capabilities are approximate and may vary depend-

ing on CV/N.

8.2

ABSENCE OF HORIZON REFERENCE

When environmental conditions at night are such that no visible horizon exists, consideration should be given to

utilizing a plane guard destroyer or helicopter aft of the ship to provide a reference point for the LSO. A series of Mk

58 marine markers placed astern of the ship can also provide a useful reference.

Note

Reflection of light from low ceilings may induce pilot vertigo because of

the perception of constantly changing horizons.

8.3

RESTRICTED VISIBILITY/CEILING OPERATIONS

Recovery operations with ceilings as low as 200 feet and visibility as low as one-half mile severely limit the time

available for the LSO to acquire the approaching aircraft, evaluate aircraft type and configuration, and provide

assistance to the pilot. Under extreme low ceiling/visibility conditions, the LSO should use all available means to

track and determine aircraft position to facilitate LSO visual acquisition at greater ranges. This may include use of

LSO HUD SPN-42/46 information, close attention to CATCC CCA calls for approaching aircraft, and aircraft

illumination of landing/taxi lights. The LSO will frequently visually acquire the approaching aircraft prior to the pilot

having positive reference to the landing environment (meatball and lineup). Late acquisition of aircraft necessitates

that the LSO be prepared to provide immediate, concise, meaningful voice calls to assist the pilot in getting to

stabilized approach parameters for recovery.

8.4

EXCESSIVE DECK MOTION

Recovery operations under conditions of excessive deck motion are discussed in Chapter 7 of this manual.

8.5

EXCESSIVE WIND-OVER-DECK OPERATIONS

Turbulence and ramp burble increase significantly with RHW values in excess of optimum, resulting in an increased

frequency of high landing gear loading.

Excessive crosswinds adversely affect recovery operations. If the recovery

crosswinds exceed 7 knots, rates of descent 3 to 6 feet per second in excess

of those experienced during normal operations can be expected, even with

corrective pilot technique.

Shipboard aircraft recovery operations with recovery crosswinds in excess of 7 knots shall be approved by the ship’s

commanding officer.

ORIGINAL

8-2

NAVAIR 00-80T-104

CHAPTER 9

Communications

9.1

GENERAL

The LSO shall possess a thorough knowledge of visual and radio communication procedures as well as complete

familiarity with the operation of all available communication equipment, including ACLS data link if applicable. In

addition, he should ensure that all pilots under his cognizance are periodically examined on their knowledge of visual

communication procedures.

9.2

RADIO COMMUNICATIONS

Under normal recovery conditions, the LSO should restrict his radio transmissions to the minimum necessary to

provide positive corrective signals to the pilot during the actual approach. It must be realized, however, that at some

times (i.e., initial stages of FCLP, excessive deck motion, restricted ceiling/visibility, etc.) the number of LSO radio

transmissions will be greater than normal. Radio communications may be used for airborne brief/debrief at the

discretion of the controlling LSO whenever the situation requires it. This includes the pattern and final approach.

The LSO should not permit perceived pressure to maintain total radio silence during EMCON training or ZIP LIP

conditions to override his absolute responsibility for the safe recovery of aircraft.

9.3

STANDARD LSO PHRASEOLOGY

The LSO must on occasion use radio transmissions to effect safe aircraft recovery. Calls that are too frequent or

verbose actually degrade pilot training and performance. Safety of flight requires that pilots receive short meaningful

transmissions that can be instantly understood. Figure 9-1 contains a listing of standard LSO informative, advisory,

and imperative phrases.

LSOs shall train pilots on these standard LSO voice calls, their meanings, and the correct response to them. LSOs

shall adopt a voice call strategy that is primarily limited, under normal conditions, to the calls listed herein. Such a

strategy will reduce pilot confusion or misinterpretation of any nonstandard calls.

9.4

RADIO COMMUNICATIONS DURING EMERGENCY SITUATIONS

During emergency situations such as loss of visual landing aids, reduced cockpit visibility, excessive deck motion,

etc., the LSO will often be required to give pilots a complete radio talkdown, providing lineup, glideslope, and

corrective information. The LSO should brief the pilots as time permits on format for the talkdown as well as expected

pilot responses to calls.

9-1

ORIGINAL

NAVAIR 00-80T-104

INFORMATIVE CALLS

Used to inform pilots of existing situations.

RESPONSE (Aircraft in

TRANSMISSION

MEANING

Manual Mode)

APC Mode)

“You’re (a little) high.”

Aircraft is (slightly) above

Adjust sink rate with

Adjust sink rate with nose

optimum glide-slope.

power/nose attitude to

attitude to establish center

establish center ball.

ball. (Avoid using in close.)

You’re (a little) low.”

Aircraft is (slightly) below

Adjust glide slope

optimum glide-slope.

immediately.

“You’re going high

Unless corrected, aircraft

Adjust sink rate with

Adjust sink rate with nose

(low).”

will go above (below)

power/nose attitude to

attitude to maintain center

optimum glide-slope.

maintain center ball.

ball.

“You’re on centerline.”

Self-explanatory.

N/A

“You’re on

Self-explanatory.

N/A

glideslope/glidepath.”

“You’re on speed.”

Self-explanatory.

N/A

“You’re lined up

Aircraft has

Reestablish centered

left/right.”

undershot/overshot

lineup.

centerline.

“You’re drifting

Aircraft is drifting left/right of

Correct lineup to centerline.

left/right.”

center-line.

“You’re (a little

Self-explanatory.

Adjust nose attitude/power

APC is not maintaining

fast/slow).” (To be

to establish optimum AOA.

aircraft at optimum AOA.

followed by “Go

Disengage APC and adjust

manual” if auto.)

power/attitude to maintain

optimum AOA.

“Roger Ball”

LSO acknowledges pilot

N/A

(“Auto”/“Coupled” as

has meatball acquisition,

appropriate).

lineup reference, and angle

of attack.

“Paddles contact.”

LSO assuming control from

N/A

CCA.

“Continue.”

LSO acknowledges CLARA

Continue approach to

call but is not able to

minimums

assume control from CCA

“The deck is moving

OLS information may be

Adjust power and attitude

Adjust attitude under LSO

down/up (a little).”

invalid (to be followed by

under LSO guidance.

guidance.

advisory/imperative calls).

“The deck is steady.”

OLS information is valid

Fly normal approach.

“Winds are (slightly)

Self-explanatory.

Monitor lineup to maintain

starboard/port/axial.”

centerline.

“You’re underpowered/

Self-explanatory.

Adjust attitude and power

Not used.

overpowered.”

as required.

“Ship’s in a

Self-explanatory.

Adjust lineup as necessary.

starboard/port turn.”

“MOVLAS

MOVLAS is in use.

Fly published pattern

recovery.”

altitude until “Roger ball”

received.

Figure 9-1. Standard Radio Phraseology (Sheet 1 of 4)

ORIGINAL

9-2

NAVAIR 00-80T-104

ADVISORY CALLS

Used to direct pilot’s attention to potential difficulties and prevent possible control errors.

RESPONSE (Aircraft in

TRANSMISSION

MEANING

Manual Mode)

APC Mode)

“Keep your turn in.”

If angle of bank is not

Adjust angle of bank.

adjusted, the aircraft will

overshoot the centerline.

“Check your lineup.”

Aircraft lineup is not

Correct lineup drift or

(Start only.)

optimum.

position to maintain aircraft

on centerline.

“Back to the right/left.”

Aircraft is drifting such that

Correct lineup drift to

if drift is not corrected, it will

remain on centerline.

overshoot the centerline.

“Don’t settle.”

Aircraft will settle below

Check sink rate and

“Don’t go low.”

optimum glideslope if not

meatball to avoid settling

corrected.

below glideslope.

“Don’t climb.”

Aircraft is on or above

Adjust power/attitude to

“Don’t go high.”

optimum glideslope with

stop the ball from rising.

insufficient rate of descent

to maintain constant

glideslope.

“Don’t go any lower

Aircraft is maintaining

Adjust power/attitude to

Adjust attitude to make

(higher).”

position well below (above)

make positive correction

positive correction toward

optimum glideslope with

toward optimum glideslope.

optimum glideslope.

insufficient or no correction.

“Don’t chase it”

Advises pilot the deck is

Disregard deck motion and

moving up/down and may

adjust power/attitude to

present an illusion of a

maintain rate-of-descent

climb or descent

and optimum airspeed.

“Hold what you’ve

OLS information is invalid.

Adjust power/attitude. Hold

Adjust attitude. Hold

got.”

Present rate-of-descent is

present rate-of-descent and

present (optimum)

correct to maintain proper

optimum airspeed.

rate-of-descent.

glideslope.

“Fly the ball.”

OLS information is valid.

Scan the lens and adjust

power/attitude to maintain

attitude to maintain

optimum glideslope.

“Easy with it.”

Magnitude of power

Reduce magnitude of

Reduce magnitude of nose

correction immediately

power correction to

attitude correction to

preceding this transmission

intercept and reestablish

is excessive.

optimum glideslope and

airspeed.

“Easy with your nose.”

Magnitude of nose attitude

Reduce magnitude of nose

Not used.

correction immediately

attitude correction to

preceding this transmission

establish optimum aircraft

is excessive.

attitude.

“Easy with your

Magnitude of lineup

Reduce magnitude of

wings.”

correction immediately

lineup correction to

preceding this transmission

intercept and reestablish

is excessive.

centerline.

Figure 9-1. Standard Radio Phraseology (Sheet 2)

9-3

ORIGINAL

NAVAIR 00-80T-104

IMPERATIVE CALLS

Used to direct the pilot to execute a specific control action. MANDATORY IMMEDIATE RESPONSE

RESPONSE (Aircraft in

TRANSMISSION

MEANING

Manual Mode)

APC Mode)

“A little power.”

Aircraft is decelerating or

Correct with power.

Not used.

settling.

“Power back on.”

Pilot has made an exces-

Add power to maintain opti-

Disengage APC. Add pow-

sive power reduction.

mum glideslope/AOA.

er to maintain optimum gli-

deslope/AOA.

“Power.”

Aircraft is low/slow.

Add power.

Disengage APC. Refer to

Note.

“Burner.”

Aircraft is extremely under-

Select afterburner power.

powered or in extremis.

“Go manual.”

Disengage APC.

Not used.

Disengage APC. Refer to

Note.

“Attitude.” (“A little atti-

Manual: Aircraft nose is

Increase nose attitude

tude.”)

low.

(slightly) to establish land-

(slightly) to reduce sink rate

ing attitude.

or to establish landing atti-

Auto: Aircraft is low/setting

tude.

or nose is low.

“(A little) right/left rud-

Aircraft does not have

Adjust rudder to return air-

Not applicable.

der.”

enough right or left rudder

craft to balanced flight.

and will land yawed right or

left if not corrected.

“(A little) Right for

Aircraft will land left/right if

Correct lineup to centerline,

lineup.” “(A little)

not corrected.

then level wings.

Come left.”

“Bolter.”

Self-explanatory.

Execute bolter in accor-

dance with model NATOPS

manual.

“Waveoff” or “Waveoff,

Self-explanatory.

Execute waveoff in accor-

foul deck.”

dance with model NATOPS

manual.

“Waveoff up the star-

Discontinue turning attempt

Execute waveoff in accor-

board side.”

to overfly the landing area.

dance with model NATOPS

manual starboard of the

landing area (island).

“Cut.”

Aircraft is in a position to

For barricade recovery, re-

land.

tard throttle(s) to idle and

secure engine(s) once

safely on deck.

“Speedbrakes.”

Speedbrakes are extended.

Retract speedbrakes.

“Extend speed-

Self-explanatory.

Comply.

brakes.”

Figure 9-1. Standard Radio Phraseology (Sheet 3)

ORIGINAL

9-4

NAVAIR 00-80T-104

IMPERATIVE CALLS (Cont.)

RESPONSE (Aircraft in

TRANSMISSION

MEANING

Manual Mode)

APC Mode)

“Drop your hook.”

Self-explanatory.

Comply.

“Drop your gear.”

Self-explanatory.

Comply.

“Drop your flaps.”

Self-explanatory.

Comply.

“Level your wings.”

Aircraft is in angle of bank.

Comply.

“Downgrade.”*

Disengage ACLS.

“Climb.”

Aircraft has boltered/waved

Adjust nose attitude to optimum, level wings, and maintain

off but has not established

MRT (afterburner if required) to establish positive rate of

proper attitude/power for

climb.

positive rate of climb.

Note

Aircraft is considered to be in manual

mode immediately after the “Downgrade”

call. Manual calls/responses are subse-

quently applicable.

Figure 9-1. Standard Radio Phraseology (Sheet 4)

9-5/(9-6 blank)

ORIGINAL

NAVAIR 00-80T-104

CHAPTER 10

NATOPS Evaluation

10.1

INTRODUCTION

10.1.1 Concepts

The standard operating procedures prescribed in this manual optimize the safety and efficiency of LSO operations.

The NATOPS evaluation is intended to evaluate compliance with NATOPS procedures by observing and grading

individuals and units. This evaluation is tailored for compatibility with various operational commitments and

missions of both Navy and Marine Corps units. The primary objective of the NATOPS evaluation program is to assist

the type commander LSO in improving LSO readiness and safety through constructive comment. Maximum benefit

from the NATOPS evaluation program will only be achieved through the active, vigorous support of all LSOs.

10.1.2 Implementation

The type commander LSO shall supervise the implementation of the NATOPS qualification and evaluation program.

Individual evaluations are a prerequisite to certification for each level of LSO qualification. Unit evaluations shall

be conducted by the type commander LSO during the normal carrier workup cycle prior to extended deployment.

Instruction in, and adherence to, NATOPS procedures is the responsibility of the senior cognizant LSO, and should

be on a routine basis within each unit to obtain maximum benefits from the program.

10.2

FIELD LSO QUALIFICATION

10.2.1 Formal Ground Training

Prior to certification for field qualification, the LSO trainee should complete initial formal ground training at the U.S.

Navy LSO School. The trainee shall receive instruction in the following subject areas from a designated LSO:

1. Operation of the Mk 8 Mod 1 Fresnel lens

2. Operation of Mk 8 Mod 0 Fresnel lens or Mk 9/10 mirror systems (if installed at the command’s primary FCLP

facilities)

3. Operation of MOVLAS and MOVLAS technique (if installed at the command’s primary FCLP facilities)

4. Glideslope geometry/hook touchdown point calculations for field equipment, and FLOLS pole check

procedures.

5. Operation of UHF communications equipment at command’s primary FCLP facilities

6. Shore-based arresting gear

7. Aircraft shore-based emergency landing characteristics/procedures (for each type/model aircraft operated by

command)

8. Course rules/FCLP procedures for command’s primary FCLP facilities.

10.2.2 Field Experience

The LSO under training shall receive sufficient field training under the supervision of a designated LSO to ensure

the LSO under training can safely control day/night FCLP operations. He should also receive training in control of

aircraft using MOVLAS (if available).

10-1

ORIGINAL

NAVAIR 00-80T-104

10.2.3 Field Evaluation

A designated LSO shall evaluate the LSO under training’s ability to safely control day/night FCLP operations (using

both the normal lens/mirror, LSO talkdowns, and MOVLAS if available) prior to certification.

10.2.4 Certification

Based upon a favorable evaluation from the senior squadron LSO and concurrence from the air wing LSO/Marine

air wing LSO, the air wing commander/Marine air wing commander may grant field LSO qualifications. A copy of

the approval letter shall be forwarded to the type commander. The letter shall include a statement that the LSO has

completed initial formal ground training or has received instruction in the required subject areas specified in

paragraph 10.2.1.

10.3

SQUADRON LSO QUALIFICATION

10.3.1 Formal Ground Training

The LSO should complete initial formal ground training at the U.S. Navy LSO School prior to qualification as a

squadron LSO. The LSO shall receive instruction in the following subject areas from a designated LSO prior to

certification as a squadron LSO:

1. Required formal ground training for field qualification

2. CV and LSO NATOPS Manuals

3. Aircraft launch procedures and recovery bulletins

4. LSO shipboard workstation and equipment

5. AN/SPN-41 and AN/SPN-42/46

6. PLAT/ILARTS

7. Catapults and arresting gear

8. Barricade

9. MOVLAS technique

10. Glideslope geometry/hook touchdown point calculations

11. Received training in LSO trainer (device 2H111) (as available)

12. Pilot debriefing techniques

13. APARTS computer program

14. LSO recordkeeping and trend analysis.

10.3.2 Shipboard Experience

The LSO under training shall receive sufficient training under the supervision of a wing-designated LSO to ensure

the LSO under training can safely control shipboard recovery of one or more type aircraft under the following

conditions:

1. Day and night operations

2. Relatively steady deck

3. Fresnel lens and MOVLAS (daylight operations).

ORIGINAL

10-2

NAVAIR 00-80T-104

10.3.3 Written and Practical Evaluation

The LSO shall complete a written evaluation covering all areas of formal ground training listed in this chapter and

administered by the senior air wing staff LSO prior to certification. Additionally, the senior staff LSO shall evaluate

the LSO’s ability to safely control day/night FCLP and day/night shipboard recovery of aircraft using both the Fresnel

lens and MOVLAS (daylight). Night shipboard recovery operations are not required for squadron qualification in C-2

type aircraft.

10.3.4 Certification

Once the above training requirements have been successfully completed, and based upon a favorable evaluation from

the senior staff LSO, the air wing commander shall submit a letter recommending squadron qualification to the type

commander. The letter shall include a statement indicating that the LSO has completed initial formal ground training

or has received instruction in the required subject areas specified in paragraph 10.3.1. The type commander shall

forward a copy of the approval letter to the Bureau of Naval Personnel (PERS 433) or Commandant of the Marine

Corps (Code MMOA2) for entry into the individual’s permanent record.

10.4

WING LSO QUALIFICATION

10.4.1 Formal Ground Training

The LSO shall complete the initial formal ground training syllabus of the U.S. Navy LSO School prior to wing LSO

qualification.

10.4.2 Shipboard LSO Experience

The LSO under training shall receive sufficient training under the supervision of the senior air wing staff LSO to

ensure that individual’s ability to control a majority of the air wing aircraft aboard ship in day/night and all weather

and deck conditions, without assistance, using the Fresnel lens, MOVLAS, and LSO talkdowns.

10.4.3 Written and Practical Evaluation

The LSO shall complete a written evaluation covering the subject areas discussed in the initial formal ground training

syllabus and administered by the senior air wing staff LSO prior to certification. The senior staff LSO shall evaluate

the LSO’s ability to safely control FCLP and shipboard recovery of air wing aircraft and function as a watch team

leader instructing proper control techniques and platform strategy.

10.4.4 Certification

Once the above training requirements have been successfully completed, and based upon a favorable evaluation from

the senior staff LSO, the air wing commander shall submit a letter recommending wing qualification to the type

commander. The letter shall include a statement indicating that the LSO has completed initial formal ground training.

The type commander shall forward a copy of the approval letter to the Bureau of Naval Personnel (PERS 433) or

Commandant of the Marine Corps (Code MMOA2) for entry into the individual’s permanent record.

10.5

TRAINING LSO QUALIFICATION

10.5.1 Prerequisites

The LSO shall have, as a minimum, a Wing LSO Designation prior to commencing training for a FRS or CNATRA

training LSO qualification.

Note

A Squadron LSO designation will suffice for commencing training for a

CNATRA Training LSO qualification.

10-3

ORIGINAL

NAVAIR 00-80T-104

10.5.2 Formal Ground Training

The LSO shall complete the initial formal ground training and FRS/TRACOM formal ground training courses of the

U.S. Navy LSO School prior to training LSO qualification.

10.5.3 Classroom Training Experience

Prior to certification of training LSO qualification, the LSO shall demonstrate the ability to present the precarrier

briefing syllabus to pilots undergoing initial in-type carrier qualification.

10.5.4 Field Experience

Prior to certification of training LSO qualification, the LSO shall demonstrate the ability to safely control day/night

FCLP operations and conduct effective postflight debriefs with pilots preparing for initial in-type carrier

qualification.

10.5.5 Shipboard Experience

Prior to certification of training LSO qualification, the LSO shall demonstrate, under the supervision of a training

LSO, the ability to safely control day/night initial in-type carrier qualification landings and conduct effective

postflight debriefs.

Note

Control of night carrier landings is not required for training LSO

qualification for aircraft types whose mission does not require night carrier

operations.

10.5.6 Certification

Upon satisfactory evaluation and recommendation by the senior training LSO, the squadron commanding officer

shall recommend training qualification via letter to the type commander (training command squadron commanding

officers shall forward letters to the type commander, via the training wing commander). The type commander shall

forward a copy of the approval letter to the Bureau of Naval Personnel (PERS 433) or Commandant of the Marine

Corps (Code MMOA2) for entry into the individual’s permanent record.

10.6

STAFF LSO QUALIFICATION

10.6.1 Formal Ground Training

The LSO shall complete the advanced formal ground training syllabus of the U.S. Navy LSO School prior to staff

LSO qualification.

10.6.2 Shipboard Currency

Prior to certification of staff LSO qualification, the LSO shall demonstrate, under the supervision of a staff LSO,

proficiency in safely controlling all air wing aircraft aboard ship in day/night and all weather and deck conditions,

without assistance, using the Fresnel lens, MOVLAS, and LSO talkdowns.

10.6.3 Certification

Upon satisfactory evaluation and recommendation by the senior staff LSO, the air wing commander shall recommend

staff qualification via letter to the type commander. The type commander shall forward a copy of the approval letter

to the Bureau of Naval Personnel (PERS 433) for entry to the individual’s permanent record.

ORIGINAL

10-4

NAVAIR 00-80T-104

10.7

CARRIER AIR WING PREDEPLOYMENT LSO EVALUATION

10.7.1 General

In supervising the implementation of the NATOPS qualification and evaluation program, the cognizant type

commander LSO shall evaluate the LSO training program and team performance of each carrier air wing prior to

extended deployment. Training air wings, reserve air wings, and fleet readiness squadrons shall be evaluated at least

every 18 months.

10.7.2 Formal Ground Training Program Evaluation

The type commander LSO shall administer a written examination to all trainee, squadron, wing, training, and staff

LSOs covering appropriate material from the initial and advanced formal ground training syllabi and aircraft recovery

bulletins appropriate to the specific ship and aircraft of the embarked air wing. Designated LSOs shall demonstrate

a working knowledge of the examination material commensurate with their level of designation. Failure to do so may

result in revocation of LSO designation at the discretion of the type commander LSO.

10.7.3 Shipboard LSO Team Performance Evaluation

The type commander LSO shall evaluate the ability of the air wing’s LSOs to safely and expeditiously control

shipboard recovery of aircraft in day/night and all weather and deck conditions using the Fresnel lens, MOVLAS,

and LSO talkdowns.

10.8

LSO TRAINING STATUS MATRIX

The LSO training status matrix (see Figures 10-1 and 10-2) shall be completed by the senior air wing LSO,

TRAWING LSO, FRS LSO, or Marine air wing LSO on a quarterly basis. The matrix is due to the type commander

LSO with a copy to Bureau of Naval Personnel (PERS 433) (or Marine liaison officer, U.S. Navy LSO School for

Marine LSOs); CNATRA (Code N333); and OIC, LSO School, on the 15th of January, April, July, and October. The

remarks/recommendations column is used to identify LSOs that are particularly qualified to advance in the LSO

pipeline. Comments should include estimation of further qualification, identification of problem areas, and

recommendation for future assignment. The senior LSO should debrief individual LSOs on their progress toward

further qualification at least on a quarterly basis.

10.9

REMOVAL OF LSO DESIGNATION

When it is necessary to remove an LSO’s designation, the senior cognizant LSO shall make a recommendation to the

LSO’s commanding officer. If the LSO’s commanding officer concurs in the recommendation, a letter shall be

forwarded via the chain of command to the Bureau of Naval Personnel (PERS 1651) or Commandant Marine Corps

(Code MMOA2) requesting such action. Commanding officers shall cite the reasons for removing the LSO’s

designation.

10-5

ORIGINAL

NAVAIR 00-80T-104

CHAPTER 11

Pilot Performance Records

11.1

INTRODUCTION

The effectiveness and combat readiness of the aircraft carrier depends on the overall efficiency of carrier landing

operations. To effectively carry out assigned missions, each aviator must be able to perform a carrier approach and

landing within the standards set for this evolution. The cognizant commanding officer and air wing commander shall

be immediately informed about those pilots who display unsafe practices or unsatisfactory progress. The LSO shall

recommend to the commanding officer or air wing commander either additional field/carrier work or immediate

grounding and evaluation of those individual pilots concerned.

11.2

LOG BOOKS

The controlling LSO shall maintain a field and carrier logbook. Comments should be sufficiently detailed to enable

the LSO to give a comprehensive debrief to the pilots concerned. The Landing Signal Officer’s Log, OPNAV 3760/76

(5-87) (S/N 0107-LF-037-6390), may be used for documentation.

The Senior Air Wing Staff LSO shall ensure that all COD shipboard approaches are logged in a separate COD log

maintained in the Air Operations office on board the ship.

11.3

PILOT PERFORMANCE RECORDS

The LSO shall keep a smooth carrier landing trend analysis for all pilots making carrier landings in aircraft for which

his command is reporting custodian, using OPNAV Form 3760/71 (Figure 11-1) or by using the APARTS (Figure

11-2). The pilot performance record should be updated daily, reviewed and debriefed routinely, and the pilot and his

commanding officer notified of any unsatisfactory trends. LSO logbooks and pilot performance records are privileged

and personal documents. Extracts from them are authorized for official use provided they are interpreted and

compiled by the LSO concerned.

11.3.1 Automated Performance Assessment and Readiness Training System (APARTS)

APARTS is a computer software program designed to assist the LSO in recording and analyzing pilot and LSO carrier

landing performance information. The system provides various summaries for individual pilots, squadrons, or an

entire air wing. The results may be displayed on the computer screen or printed out for a hard copy record

(Figure 11-2). Copies of fleet and FRS APARTS programs, including operating manuals, may be obtained from the

U.S. Navy LSO School.

11.4

STANDARD LOG SYMBOLS

The following symbols are in common use for recording comments concerning approaches/landings during FCLP

and carrier operations. The symbols used in APARTS are also listed. If there is no corresponding APARTS symbol,

the space is left blank.

11-1

ORIGINAL

NAVAIR 00-80T-104

SQUADRON: ALL

TREND ANALYSIS

AIRCRAFT: ALL

RECOVERY PERIOD: 9006021200 - 9006201200

DAY/NITE/ALL: ALL

PILOTS SELECTED: BALL, ROGER

MOVLAS: ALL RECOVERIES

CONTROL

GLIDE SLOPE AND SPEED ERRORS

ERRORS

LINEUP

WIRE

DATE

GRADE

POWER

ATT

& WING

OTHER

06/02D

(OK)

(H)

(NDTL)

06/02N

DEC

NEPIC

06/02N

(OK)

SRD

DNTL

06/04D

(DLIC)

06/06D

(OK)

RUFWIC

06/07D

(B)

06/07D

(OK)

(SLO)

(/)

OCCOIC

06/08D

OC(H)

_EGIC_

EGAR

06/08N

(LO)

(B)

06/09D

—

LULX

LULIM

06/15D

LIG

06/15D

(S)

(OSX)

06/16D

(OK)

NEPAW

06/16N

OCS

^AR

06/16N

—

SRD

NDIC

06/18D

(OK)

OCSLO

06/18N

—

TMPIC

DRWAR

LRWDIW

06/20D

(OK)

ACC

TOTAL # OF APPROACHES - 18

Figure 11-2. APARTS Trend Analysis

11-3

ORIGINAL

NAVAIR 00-80T-104

APC/Auto downgraded to

manual

Mode I ACLS (record in

grade column)

Mode I ACLS, uncoupled

after the ball call

•

A dot between two

symbols indicates

“on”

(e.g., S• LUIC)

—

A dash between two

symbols indicates

“to”

(e.g., HIM-IC)

SQUARE

Comment [ ]

A square around any

symbol indicates that a sig-

nal was not answered

CIRCLE

Comment ( )

A circle around any

symbol indicates that a sig-

nal was answered too slow-

When used as a prefix to

any symbol, “ “ indicates

“over controlled”

11.4.2 Descriptive Symbols

APARTS

SYMBOL SYMBOL

MEANING

Angling approach

ACC

ACC Accelerate

AFU

AFU All “fouled” up

Flat glideslope

Climbing

Coming back to lineup

Coming down

11-5

ORIGINAL

NAVAIR 00-80T-104

CHAPTER 12

Aircraft Mishap Statements

12.1

GENERAL

It is incumbent upon the LSO to prepare detailed and complete statements regarding aircraft mishaps. It is recognized

that the LSO is usually in the best position to evaluate incidents culminating in carrier landing mishaps. The following

is an outline of items that are pertinent to most CV landing mishaps. These items should be used, when applicable,

in the preparation of LSO statements to aircraft mishap investigation boards. Controlling LSOs shall be afforded

access to the PLAT/ILARTS tape (with sound) prior to preparing their statements.

12.1.1 LSO Mishap Statement

Narrative

a. State, as you saw them, the events as they occurred.

b. Include an explanation of your actions.

Environmental Factors

a. Weather — Include both observed and LSO-called.

b. Deck conditions — Include list, dutch roll, deck movement in feet, periodicity, and heave.

c. Wind — Both direction and velocity, gusts, wind shifts, shears, sink holes, turbulence in the groove, and

crosswind component.

d. LSO equipment — State what was working or inoperative, and if all problems were passed to the air officer.

State if any of the inoperative gear could have had an effect on the recovery.

e. LSO horizon — State what was being used as a horizon reference (destroyer position, flares, helo, nothing,

etc.).

f. OLS — Intensity setting, lens settings, and status of deck and drop lights.

Air Operations

a. Had the LSO advised to cancel flight operations prior to the mishap?

b. Were air operations canceled after the mishap?

LSO Data

a. Type qualification, date received, aircraft qualified to wave at the field or ship, and day, night, and

MOVLAS experience.

b. Date of last formal training.

12-1

ORIGINAL

NAVAIR 00-80T-104

INDEX

Page

No.

Carrier qualification/currency landing

procedures briefing

6-1

Absence of horizon reference

8-2

Carrier qualifications

6-2

Air officer

1-4

Limitations for carrier qualifications

6-3

Air wing commander

1-4

Purpose

6-2

Aircraft:

Requirements

6-2

Crosstype training

2-2

Certification

10-2, 10-3, 10-4

Emergencies

7-2

LSO certification of pilot performance . .

5-9, 6-7

Pendant recovery of aircraft with

Characteristics:

loss or possible loss of directional control . .

7-7

MK 8 optical

3-2

Optical

4-2

Approach, recovery procedures for final

6-11

Circuitry

3-4

Assembly, IFOLS panel

4-14

Classroom training experience

10-4

Assignment

1-6

Command, NATOPS cognizant command

1-2

Automated performance assessment

Command relationships and responsibilities

and readiness training system (APARTS)

11-1

of the landing signal officer

1-3

Air wing commander

1-4

LSO training model manager

1-3

Ship/air wing commanding officer

1-3

Barricade engagements

7-6

Squadron commanding officer

1-4

Briefing and debriefing

5-1, 6-1

Type commander

1-3

Carrier qualification/currency landing

Communication emergencies :

procedures briefing

6-1

Day

7-3

Conduct of field carrier landing

General

7-3

practice briefings

5-4

Night

7-4

Pilot landing trend debriefs

6-1

Communications, radio

9-1

Postflight debriefing

6-1

Complementary publications

1-2

Postsimulator/postflight debriefing

5-6

Concepts

10-1

Precarrier briefing

5-1

Conduct of FCLP

5-8

Preflight briefing

5-7

Briefings

5-4

Recurrent CV procedures training

6-1

Control:

Simulator procedures briefing

5-4

Pendant recovery of aircraft with loss

Special operations procedures briefing

6-1

or possible loss of directional

7-7

Traffic pattern control responsibilities

5-7

Traffic pattern control responsibilty

at non-tower controlled airfields

5-7

Carrier air wing predeployment LSO

Currency

6-4

evaluation

10-5

Currency and qualification requirements

6-6

Formal ground training program

Limitations for currency landings

6-6

evaluation

10-5

Limitations for dual currency

6-6

General

10-5

Purpose

6-4

Shipboard LSO team performance

Requirements for currency landings

6-4

evaluation

10-5

CV approach/departure procedures

5-6

Index-1

ORIGINAL

NAVAIR 00-80T-104

Page

No.

Shipboard emergencies

7-1

Shore-based emergencies

7-1

Datum, waveoff, and cut lights

4-5

Equipment:

Day:

Minimum equipment for field carrier

Carrier

4-1

landing practice (FCLP) operations

3-1

FCLP

3-1

Minimum equipment list for shipboard

Debriefing:

operations

4-1

Briefing and

5-1, 6-1

Miscellaneous LSO equipment

Postflight

6-1

malfunction

4-2, 7-5

Postsimulator/postflight

5-6

Evaluation:

Deck:

Carrier air wing predeployment LSO

10-5

Effective glideslope due to wind and

Field

10-2

deck motion

4-7

Formal ground training program

10-5

Effects of deck motion

4-7

Pilot performance

5-8

Excessive deck motion

7-5, 8-2

Shipboard LSO team performance

10-5

Flight deck hazardous duty

Written and practical

10-3

incentive pay (FDHDIP)

1-6

Excessive deck motion

7-5, 8-2

Flight operations in pitching deck

8-2

Excessive wind-over-deck operations

8-2

Foul deck waveoff

6-12

Wind over deck (WOD) requirements

6-13

Deck motion

8-1

Flight operations in pitching deck

8-2

Factors affecting LSO readiness

2-2

Definitions

6-1

FCLP

5-7

Descriptive symbols

11-5

Conduct of

5-8

Display, LSO heads-up

4-14

Pattern emergencies

7-1

Duty, Flight deck hazardous duty

Performance records

5-9

incentive pay (FDHDIP)

1-6

Personnel requirements

5-7

Preflight briefing

5-7

Traffic pattern control responsibilities

5-7

Field:

Effective glideslope due to wind and

deck motion

4-7

Evaluation

10-2

Effects of:

Experience

10-1, 10-4

Deck motion

4-7

Training

2-1

Temperature

3-2

Field LSO qualification

10-1

Emergency(ies):

Certification

10-2

Aircraft emergencies

7-2

Field evaluation

10-2

Communication emergencies (day)

7-3

Field experience

10-1

Communication emergencies (general)

7-3

Formal ground training

10-1

Communication emergencies (night)

7-4

Flight:

FCLP pattern emergencies

7-1

Deck hazardous duty incentive

pay (FDHDIP)

1-6

Procedures

5-6

Radio communications during

Operations in pitching deck

8-2

emergency situations

9-1

Focal point and field of view

3-2, 4-2

Index-2

ORIGINAL

NAVAIR 00-80T-104

Page

No.

Formal ground

Improved fresnel lens optical landing

training

2-1, 10-1, 10-2, 10-3, 10-4

system (IFLOLS)

4-2

Program evaluation

10-5

Landing aid malfunctions

7-2

Foul deck waveoff

6-12

Limitations for currency landings

6-6

Manually operated visual landing aid

system (MOVLAS)

4-12

Minimum equipment for field carrier

Ground:

landing practice (FCLP) operations

3-1

Formal ground

MK 8 fresnel lens optical landing

training

2-1, 10-1, 10-2, 10-3, 10-4

system (FLOLS)

3-2

Formal ground training

MK 14 improved fresnel lens optical landing

program evaluation

10-5

system (IFLOLS)

3-4

Operation and checks of shore-based

visual landing aids

3-5

Optical landing system limits

6-13

IFOLS:

Pilot landing trend debriefs

6-1

LSO lighting screen

4-15

Requirements for currency landings

6-4

LSO main screen

4-14

Role of landing signal officer

1-3

Panel assembly

4-14

Visual landing aids

3-1

Stablization inputs

4-12

Lighting, IFOLS LSO lighting screen

4-15

Implementation

10-1

Lights, Datum, waveoff, and cut lights

4-5

Improved fresnel lens optical

Limitations:

landing system (IFLOLS)

4-2

For carrier qualifications

6-3

Datum, waveoff, and cut lights

4-5

For currency landings

6-6

Effective glideslope due to wind

For dual currency

6-6

and deck motion

4-7

Limits:

Effects of deck motion

4-7

Optical landing system

6-13

General operating intensities

4-4

Stabilization

4-7

Optical characteristics

4-2

Line stabilization

4-7

Roll angle and hook-to-eye

4-9

Log books

11-1

Stabilization modes

4-5

LSO:

System condition indicators

4-4

Base console

4-14

Indicators, system condition

4-4

Certification of pilot performance

5-9, 6-7

Inertial mode of stabilization

4-5

Currency requirements

2-2

Initial carrier qualification

6-2

Designation category

1-5

Intensities

3-5

Greenhouse and radios

3-7

Heads-up display

4-14

Mishap statement

12-1

Responsibilities

6-9

Landing(s):

Seniority

1-6

Carrier qualification/currency-landing

procedures briefing

6-1

Trainee nomination procedures

1-5

Command relationships and responsibilities

Trainer (device 2H111)

2-3

of the landing signal officer

1-3

Training model manager

1-3

Conduct of field carrier landing

Training status matrix

10-5

practice briefings

5-4

Vehicle

3-7

Index-3

ORIGINAL

NAVAIR 00-80T-104

Page

No.

LSO designations

1-5

LSO designation category

1-5

NATOPS:

LSO trainee nomination procedures

1-5

Advisory group

1-1

Upgrading procedures

1-5

Cognizant command

1-2

LSO training program

2-1

Model manager

1-2

Aircraft crosstype training

2-2

Night:

Field training

2-1

Carrier

4-2

Formal ground training

2-1

FCLP

3-1

Shipboard training

2-2

Normal recovery operations

6-8

Foul deck waveoff

6-12

LSO responsibilities

6-9

MOVLAS operating procedures

6-13

Manually operated visual landing aid system

MOVLAS training

6-13

(MOVLAS)

4-12

Optical landing system limits

6-13

MOVLAS construction

4-12

Personnel requirements

6-8

Minimum equipment for field carrier landing

Recovery procedures for final approach

6-11

practice (FCLP) operations

3-1

Safety precautions

6-13

Day FCLP

3-1

Wind over deck (WOD) requirements

6-13

Night FCLP

3-1

Minimum equipment list for

shipboard operations

4-1

Day carrier

4-1

Officer:

Night carrier

4-2

Air

1-4

Minimum number of FCLP periods

5-8

Command relationships and responsibilities

Miscellaneous LSO equipment

of the landing signal

1-3

malfunction

4-2, 7-5

Role of landing signal

1-3

Mishap, LSO mishap statement

12-1

Ship/air wing commanding

1-3

MK 8 fresnel lens optical landing

Squadron commanding

1-4

system (FLOLS)

3-2

Operation and checks of shore-based

Circuitry

3-4

visual landing aids

3-5

General operating intensities

3-4

Intensities

3-5

MK 8 optical characteristics

3-2

Pole check

3-5

MK 14 improved fresnel lens optical

Touchdown points

3-7

landing system (IFLOLS)

3-4

Operations:

MK 8/MK 14 differences

3-4

Excessive wind-over-deck

8-2

MK 14 system set-up

3-5

Flight operations in pitching deck

8-2

Moving the MK 14

3-4

Minimum equipment for field carrier

Modes, Stabilization

4-5

landing practice (FCLP)

3-1

Moving the MK 14

3-4

Minimum equipment list for

MOVLAS

3-5

shipboard

4-1

Construction

4-12

Normal recovery

6-8

Operating procedures

6-13

Restricted visibility/ceiling

8-2

Training

6-13

Special operations procedures briefing

6-1

Index-4

ORIGINAL

NAVAIR 00-80T-104

Page

No.

Optical characteristics

4-2

Program:

Focal point and field of view

4-2

Formal ground training

Stabilized optic table

4-4

program evaluation

10-5

LSO training program

2-1

Optical landing system limits

6-13

Other relevant publications for LSOS

1-3

Qualification:

Currency and qualification requirements

6-6

Pendant recovery of aircraft with loss or

Field LSO

10-1

possible loss of directional control

7-7

Initial carrier

6-2

Personnel requirements

5-7, 6-8

Squadron LSO

10-2

Pilot:

Staff LSO

10-4

Landing trend debriefs

6-1

Training LSO

10-3

LSO certification of pilot performance . .

5-9, 6-7

Training LSO carrier qualification (CQ)

Performance evaluation

5-8

requirements

2-3

Transition

6-2

Performance records

11-1

Undergraduate carrier

6-2

Specific LSO and pilot

recovery procedures

6-11

Wing LSO

10-3

Pilot performance evaluation

5-8

FCLP performance records

5-9

LSO certification of pilot performance

5-9

Radio:

Minimum number of FCLP periods

5-8

Communications

9-1

Pilot performance records

11-1

Communications during

emergency situations

9-1

Automated performance assessment and

readiness training system (APARTS)

11-1

Radios, LSO greenhouse and

3-7

Pole check

3-5

Records:

FCLP performance

5-9

Postflight debriefing

6-1

Pilot performance

11-1

Postsimulator/postflight debriefing

5-6

Recovery:

Precarrier briefing

5-1

Normal recovery operations

6-8

Preflight briefing

5-7

Pendant recovery of aircraft with loss

Prerequisites

10-3

or possible loss of directional control

7-7

Procedures:

Recovery procedures for final approach

6-11

Carrier qualification/currency landing

Specific LSO and pilot

procedures briefing

6-1

recovery procedures

6-11

CV approach/departure

5-6

Recurrent CV procedures training

6-1

Emergency

5-6

Related publications

1-2

LSO trainee nomination

1-5

Complementary publications

1-2

MOVLAS operating

6-13

Other relevant publications for LSOS

1-3

Recovery procedures for final approach

6-11

Respective type commander instructions:

1-2

Recurrent CV procedures training

6-1

Removal of LSO designation

10-5

Simulator procedures briefing

5-4

Requalification

6-3

Special operations procedures briefing

6-1

Requirements

6-2

Specific LSO and pilot recovery

6-11

Currency and qualification

6-6

Upgrading

1-5

Initial carrier qualification

6-2

Index-5

ORIGINAL

NAVAIR 00-80T-104

Page

No.

LSO currency

2-2

Excessive deck motion

7-5

Personnel

5-7, 6-8

Landing aid malfunctions

7-2

Requalification

6-3

Miscellaneous LSO equipment malfunction . .

7-5

Requirements for currency landings

6-4

Pendant recovery of aircraft with loss

or possible loss of directional control

7-7

Requirements for LSO designation

2-2

Ship static mistrim

7-6

Training

1-6

Shore-based emergencies

7-1

Training LSO carrier qualification (CQ)

2-3

FCLP pattern emergencies

7-1

Transition qualification

6-2

Simulator procedures briefing

5-4

Undergraduate carrier qualification

6-2

Simulator training

5-6

Wind over deck (WOD)

6-13

CV approach/departure procedures

5-6

Respective type commander instructions

1-2

Emergency procedures

5-6

Responsibilities:

Special operations procedures briefing

6-1

Command relationships and responsibilities

Specific LSO and pilot recovery procedures . . .

6-11

of the landing signal officer

1-3

Squadron commanding officer

1-4

LSO responsibilities

6-9

Squadron LSO qualification

10-2

Traffic pattern control

5-7

Certification

10-3

Responsibilities for this manual

1-1

Formal ground training

10-2

NATOPS advisory group

1-1

Shipboard experience

10-2

NATOPS cognizant command

1-2

Written and practical evaluation

10-3

NATOPS model manager

1-2

Stabilization modes

4-5

Restricted visibility/ceiling operations

8-2

Inertial mode of stabilization

4-5

Role of landing signal officer

1-3

Line stabilization

4-7

Roll angle and hook-to-eye

4-9

Stabilization limits

4-7

Stabilized optic table

4-4

Staff LSO qualification

10-4

Certification

10-4

Safety precautions

6-13

Formal ground training

10-4

Scope

1-1

Shipboard currency

10-4

Selection of LSO trainees

2-1

Standard log symbols

11-1

Ship static mistrim

7-6

Descriptive symbols

11-5

Ship/air wing commanding officer

1-3

General symbols

11-4

Air officer

1-4

Symbol suffixes

11-9

Shipboard:

Standard LSO phraseology

9-1

Currency

10-4

Symbol suffixes

11-9

System:

Experience

10-2, 10-4

Automated performance assessment and

LSO experience

10-3

readiness training system (APARTS)

11-1

LSO team performance evaluation

10-5

Improved fresnel lens optical landing system

Training

2-2

(IFLOLS)

4-2

Shipboard emergencies

7-1

Manually operated visual landing aid system

Aircraft emergencies

7-2

(MOVLAS)

4-12

Barricade engagements

7-6

MK 8 fresnel lens optical landing

Communication emergencies (day)

7-3

system (FLOLS)

3-2

Communication emergencies (general)

7-3

MK 14 improved fresnel lens optical landing

Communication emergencies (night)

7-4

system (IFLOLS)

3-4

Index-6

ORIGINAL

Military reference books and manuals (2009-2023, Volume 2) - page 7