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Military reference books and manuals (2009-2023, Volume 2) - page 52

NAVAIR 00-80T-105

TYPE OF FAILURE

FLIGHT CONDITIONS

Transmitter failure with or with-

VMC

*IMC

out receiver failure (navigation

1.

Join up if possible.

1.

Transition to VMC if possible and

aids serviceable).

continue VMC.

2.

Maintain VMC.

2.

Proceed to emergency marshal.

a. Enter VMC landing

3.

Squawk Mode III 7600, “IDENT,”

pattern.

and Mode 1 in accordance with

Figure 4-2.

b. Use standard visual

4.

Watch for joinup.

signals when in range of

ship.

c. Watch for light signals

5.

Hold at emergency marshal until

from ship.

EEAT.

3.

Squawk Mode III 7600,

6.

Commence approach at EEAT.

“IDENT,” and Mode I in

Squawk in accordance with

accordance with Figure 4-2.

Figure 4-2.

4.

In receiving, follow

7.

If receiving, follow instructions.

instructions.

5.

Broadcast intentions period-

8.

Broadcast intentions periodically

ically, whether or not trans-

whether or not transmitter is known

mitter is known to be

to be serviceable.

serviceable.

6.

Tune in parent CV data-link

9.

Tune in parent CV data-link

frequency.

frequency.

Navigation aids and transmitter

1.

Perform same procedures

1.

Transition to VMC if possible and

failures, with or without receiver

as for communications fail-

maintain VMC.

failure.

ure, or

2.

When position is unknown:

2.

Navigate by DR to best position.

a. Navigate by DR to best

3.

Squawk in accordance with Figure

position.

4-2 or EMERGENCY as required.

b. Squawk in accordance

4.

Fly appropriate triangles.

with Figure 4-2 or

EMERGENCY as

required.

c. Fly appropriate

5.

Watch for joinup.

triangles.

d. Watch for join up.

6.

If receiving, follow instructions.

3.

Tune in parent CV data link

7.

Broadcast intentions periodically

frequency.

whether or not transmitter is known

to be serviceable.

4.

If all above fails, bingo to

8.

Tune in parent CV data-link

nearest suitable field at

frequency.

appropriate fuel state.

*

All procedures are for single aircraft. When in company, VMC or IMC, remain in company and use hand

signals between aircraft.

Figure 4-1. Basic Emergency Procedures for Communication/Navigational Equipment Failure

ORIGINAL

4-8

NAVAIR 00-80T-105

Figure 4-3. Helicopter Restrictions During Fixed-Wing Launch/Recovery

ORIGINAL

4-10

NAVAIR 00-80T-105

OUTSIDE RANGE OF A

WITHIN RANGE OF SAFE LANDING FIELD

SAFE LANDING FIELD

NIGHT OR LOW

DAY

VISIBILITY

DAY & NIGHT

CARRIER

A or B

A, C or D

(1)

QUALIFICATIONS

FIXED WING

A or B

A, C or D

(1)

CURRENCY

CYCLIC OPERATIONS

A or B

A, C or D

(1)

HELO/OPS SHIP

E

E

E

ANCHORED/BETWEEN

FLIGHT OPS

A. One plane guard helicopter airborne and one helicopter in Condition III (See Note 2).

B. One surface combatant in lifeguard station and one helicopter in Condition III (See Note 2).

C. One plane guard helicopter airborne and one surface combatant in lifeguard station.

D. One helicopter in Condition III (See Note 2) and two surface combatants, one in lifeguard station and

one within UHF radio range.

E. One helicopter in Condition III (See Note 2) and one helicopter in Condition IV.

NOTE

(1) When outside range of a safe landing field, the same rescue unit criteria apply for day and night

except that at least one surface combatant shall normally operate within UHF radio range of each

aircraft carrier under both day and night conditions.

(2) The Rigid Hull Inflatable Boat (RHIB) and crew may be used in place of a helicopter in Condition

III at CV/N CO’s discretion. When so used, the RHIB shall be ready, and the crew assigned and

available.

Figure 4-4. Minimum SAR Requirements

4-11/(4-12 blank)

ORIGINAL

NAVAIR 00-80T-105

aware of proper positioning criteria. The responsibility for safe starting of all aircraft rests with the air officer. All

personnel shall follow the prescribed procedures when operating aircraft and aircraft starting units. All unsafe starting

conditions shall immediately be called to the attention of cognizant personnel.

Hot exhaust from aircraft and aircraft starting units is a serious hazard when

operating in close proximity to aircraft, aircraft components, fuel,

weapons, equipment, external store CADs, and personnel.

Engines shall be started only on signal and under the positive control of PriFly. During the starting evolution, the

aircraft handling crew shall remove the towbar if necessary for accomplishment of preflight checks and the plane

captain shall assist the pilot as necessary with preflight checks. Towbars shall remain on or in the immediate vicinity

of aircraft parked in the landing area or in a position that fouls the deck until that aircraft is ready for taxi.

Prior to start, ensure nosewheels are not cocked. Cocked nosewheel may

pose a threat to flight deck personnel.

The plane directors shall monitor the aircraft throughout the warmup and checkout period. Control is assumed by

the plane captain for preflight checks only.

Turboprop aircraft shall not be turned up above 1,500 shaft horsepower (SHP) without specific clearance from a flight

deck director. The pilot shall request clearance to turn up by giving his director the one finger turnup signal. The

director, after checking chocks and tiedowns and ensure the area behind the aircraft is clear, shall return the signal,

thereby clearing the pilot for turnup.

Note

Clearance for turnup shall not be given by anyone other than a flight deck

director.

While an engine is turning up at high power, the director shall continuously check the area behind the aircraft. The

pilot shall frequently look at the director to ensure the “all clear” signal is still being given. After completing all

poststart checks, the pilot shall signal the director, indicating the status of the aircraft. The director will relay the signal

to the officer or petty officer in charge of that area of the flight deck.

5.2.2 Final Preparations for Launch

Approximately 15 minutes before launch, the air officer will initiate the following prelaunch checklist:

1. Wind — Verify the estimated wind available for launch and notify bridge of maximum/minimum wind

requirements.

2. List — Check ship’s list to ensure a level deck.

3. Jet blast deflector cooling — Ensure saltwater cooling is functioning on all active JBDs.

5-3

ORIGINAL

NAVAIR 00-80T-105

If aircraft are to be deck launched, the launching officer shall compute the required deck run and confirm it with the

air officer. The catapult launching officer shall inspect the catapult track(s) and adjacent flight deck area to ensure

they are clear of chocks, towbars, or other equipment. By this time, the following personnel should have manned their

launch stations:

1. LSO

2. Arresting gear personnel

3. ILARTS operator

4. Lens operator

5. PALS radar operator

6. Mobile firefighting equipment operators.

5.2.3 Taxiing

Before ordering removal of chocks, directors shall signal for the pilot to hold brakes. It is imperative that the pilot

acknowledge this signal by affirmative nod of the head in the daytime and by a flashlight at night. The flight deck

officer will control the rate at which aircraft are moved toward the catapult(s) or deck launch spot, ensuring a constant

steady flow of traffic while avoiding unnecessary crowding. All taxi signals shall be answered promptly and

accurately unless the pilot considers there is a dangerous situation existing or developing, in which case he shall stop.

D A director shall not leave an aircraft unattended after chocks and tiedowns

have been removed.

D Aircraft shall not be taxied until pretaxi checks and required procedures

prescribed in the appropriate NAVAIR weapon/store loading checklists/

store reliability cards have been completed.

D COD aircraft shall not be unchained until all passengers and aircrew are

strapped into their seats and the aircraft commander has passed the up and

ready signal.

Note

All movement of aircraft shall be under the control of a plane director.

Safety personnel shall be posted as required to assist the director.

If a pilot loses sight of his director, he shall stop immediately. The director shall stay in view of the pilot at all times

and remain stationary while controlling aircraft. If it is necessary to change his position while controlling an aircraft

at night, the director shall signal the pilot to hold brakes. He will continue giving the hold brake signal while moving

expeditiously to the new position, then resume movement of the aircraft.

Control of a taxiing aircraft shall not be passed from one director to another until the receiving director signals by

extending one arm vertically that he is ready to accept control. A director shall not give signals to a pilot who is already

under the control of another director except in an attempt to avert an accident.

ORIGINAL

5-4

NAVAIR 00-80T-105

When a nosewheel tiller/towbar is to be used in taxiing an aircraft, the director shall signal the pilot that a tiller/towbar

is being attached and shall discontinue giving him directional signals. The pilot must then be careful to avoid

differential braking and/or nosewheel steering and use the brakes only for slowing or stopping the aircraft. Nosewheel

steering shall not be engaged with tiller/towbar attached.

CAUTION

Launching fixed wing aircraft while other aircraft are taxied, spotted, or

towed close behind a JBD may cause damage to those aircraft.

Additionally, launching fixed wing aircraft from catapult

#1 with a

helicopter spotted in the vicinity of elevator #1 exposes the helicopter to a

high level of turbulence which may cause significant damage to the

helicopter.

5.2.4 Catapult Launching

Prior to the launch, the launching officer shall relay the minimum and maximum WOD requirements for the

forthcoming launch to the air officer who shall, in turn, advise the bridge.

During CARQUAL operations, the pilot shall transmit aircraft side number, fuel weight, and gross weight during

a two-way radio check. This report is required prior to initial launch, after hot refueling or when pilot switch occurs.

The air officer shall ensure aircraft side number and gross weight is passed to and confirmed by the launching officer.

D During CARQUAL operations, close monitoring of aircraft gross weights

by the air officer, launching officer, pilots, and squadron representatives is

mandatory to ensure operational safety.

D Turboprop aircraft shall not be launched from waist catapults when

jet/turboprop aircraft with engines operating on No.

2 catapult or a

possibility exists that hot exhaust gases from aircraft spotted anywhere on

the flight deck may be ingested into the turboprop engine during launch.

D Squadron aircraft inspectors shall not perform inspections while an aircraft

is taxiing. It is mandatory to remain well clear of rolling tires at all times

to prevent injury.

CAUTION

Aircraft with wing-or pylon-mounted engines shall not be launched from

catapults having only a single panel JBD if aircraft within 200 feet aft of

the JBD are not properly tied down.

In positioning an aircraft on the catapult, the director must be acutely aware of the activities of the catapult crewmen

and control the aircraft’s speed and movement in such a way that personnel safety will not be jeopardized. Pilots must

guard against the tendency to use excessive power that invariably results in roughness and poor control and

jeopardizes launching accessories.

As the aircraft approaches the catapult, the director shall ensure the aircraft is in the takeoff configuration. JBDs shall

be raised as appropriate.

5-5

ORIGINAL

NAVAIR 00-80T-105

CAUTION

All JBD operators/safety observers shall ensure aircraft clearance is

sufficient prior to raising or lowering JBD. Catapult three requires a JBD

safety observer at all times. Bow catapults utilizing JBD deckedge control

boxes require one JBD safety observer per catapult. JBD safety observers

shall be positioned on the furthest side of the JBD away from the operator.

The safety observer will signal the JBD operator with hand/wands when the

aircraft is clear and the JBD can be raised.

For aircraft using the nosegear launch system, the director shall stop the aircraft at the entry wye area of the guide

track. The holdback man shall attach the holdback bar. The director shall signal the pilot and the hookup petty officer

to lower the launch bar.

CAUTION

Aircraft launch bar should not be lowered outside of the entry wye.

Excessive wear, burring, and hangup may occur if the bar passes over the

deck cleat link track onto the entry wye.

Before taxiing past the shuttle, the pilot shall verify the aircraft gross weight by giving a “thumbs up” signal during

the day or a circular motion with a flashlight at night. A “thumbs down” or negative signal will not be used to indicate

disagreement with the gross weight board. If the pilot does not agree with the gross weight, he will request adjustment

as follows.

1. During the day:

a. To raise the gross weight, hold hand flat with palm up and move in a vertical direction, emphasizing the

upward motion.

b. To lower the gross weight, hold hand with palm down and move in a horizontal direction.

2. At night:

a. To raise the gross weight, move flashlight in a vertical direction, emphasizing the upward motion.

b. To lower the gross weight, move flashlight in a horizontal direction.

Note

Weight board will be changed in 500-or 1,000-pound increments in

accordance with applicable aircraft launch bulletins.

When more than two correction steps are required on the weight board or any difficulty is experienced in confirming

the gross weight, the aircraft shall not be launched until positive determination can be made by the air officer and

confirmed by the pilot and launching officer.

ORIGINAL

5-6

NAVAIR 00-80T-105

When an aircraft carrying ordnance requires arming, the aircraft will be taxied into the arming area. Nose-tow aircraft

shall be stopped after the appropriate JBD has been raised and prior to positioning nose-tow launch bar over shuttle

spreader. Prior to arming, aircraft shall be properly configured for flight. The director shall ensure all personnel are

clear and then direct the aircrew’s attention to the ordnance arming supervisor for arming. When the arming has been

completed and the arming crew is clear, the ordnance arming supervisor will signal the pilot with a “thumbs up” signal

(day) or display a vertical sweep with a red, banded wand (night) and then direct the pilot’s attention back to the

director.

As the aircraft is positioned on the catapult, the squadrons’ aircraft inspector shall inspect the aircraft to ensure it is

properly configured and ready for flight. He shall give a “thumbs up” signal (day) or display a blue wand held

vertically (night) to indicate that he considers the aircraft ready for launch. He shall continuously display this signal

at a position from which he is clearly visible to the launching officer. Should the aircraft inspector desire to prevent

the aircraft from being launched, he shall immediately give a “suspend” signal (day) or display a blue wand moved

horizontally (night) to the director or launching officer who has control of the aircraft at the time the discrepancy is

discovered.

Aircraft shall not have nose-tow launch bar over shuttle spreader until the

aircraft is armed and properly configured for flight.

As the ship approaches the launching parameters, the air officer shall monitor the wind repeater and keep the

launching officer(s) advised of the relative wind velocity. Upon receiving permission from the bridge to launch

aircraft, he shall make a final check to ensure relative wind is within the envelope prescribed in the applicable aircraft

launching bulletin. This shall be accomplished before changing the rotating beacon(s) from red to green (this lights

the PriFly “go” light on the catapult officer ICCS console when in use), thereby clearing the launching officer(s) to

begin launching.

5.3

ICCS CATAPULT LAUNCH PROCEDURES

When the launching officer observes the aircraft type, aircraft weight, and side number, he shall set the CSV command

dials on the COC to the setting prescribed in the applicable aircraft launching bulletin. He then relays this information

to the CCP operator, including the appropriate wind value. After the CCP operator verifies the CSV setting is correct,

utilizing the proper aircraft launching bulletin, depress the CSV setting pushbutton on the CCP. The CCP operator

shall verify the position of the CSV by comparing the digital readout on the CCP with the mechanical counter on

the CSV. If a mismatch occurs with the command setting and any remote readout, the launching officer shall suspend

the catapult and place it in a “down” status until the malfunction has been corrected.

If ICCS catapult launch verification procedures are not strictly followed,

the chances of launching an aircraft at an improper CSV setting are greatly

increased, which can result in loss of the aircraft and/or the crew.

5-7

ORIGINAL

NAVAIR 00-80T-105

Note

An independent verification of the CSV selector by the launching officer

shall be made by the CCP (Central charging panel operator). The vital

nature of this requirement necessitates extensive training of the CCP

operator in computation methods and proper use of aircraft launching

bulletins.

If at any time it is necessary to change the CSV setting after the launch bar is in the shuttle, the catapult shall be

suspended and suspend procedures shall be carried out to completion.

If the CSV is inoperative in the automatic mode, the launching officer may select the jog or handwheel position on

the CSV mode selector switch and continue operations.

Operation of the catapult in the defeat interlock mode shall only be

accomplished with permission of the commanding officer.

Note

Instructions delineated in the Catapult NAVAIR 51-15 series Operational

Organizational/Intermediate Maintenance Manual for the mode used shall

be adhered to.

If the MCC operator observes a red malfunction light, a red status light, or the catapult area fouled, he shall press

the suspend pushbutton and notify the launching officer.

The CCP operator shall continually check his panels and ensure all lights and readouts indicate a “go” condition. If

a “no-go” condition exists, he shall press the catapult suspend pushbutton and notify the MCC operator.

When all conditions are satisfactory for launch, the green catapult ready light at the COC and the white lights at the

CCP and MCC will be on. If the catapult ready lights are not on, the cause must be investigated and corrected.

If the catapult ready condition is lost even momentarily, the launching

officer, the MCC operator, or the CCP operator shall suspend the catapult

and determine the cause. When the malfunction or other condition causing

the loss of catapult ready has been corrected, the operator of the suspending

station shall remove the suspend by pressing the suspend pushbutton. At

no time shall the launching officer place the catapult in tension without first

ensuring a catapult ready condition exists.

ORIGINAL

5-8

NAVAIR 00-80T-105

The topside safety petty officer shall then give the aircraft “tension signal” to the aircraft director.

After receiving the “tension aircraft” signal from the topside safety petty officer, the aircraft director shall perform

the following:

1. Make a final check forward to ensure all personnel and aircraft are clear of the catapult safe shot line.

2. Ensures appropriate JBD’s are raised, that personnel are properly positioned, and aircraft directly behind the

JBD are positioned and properly configured for military-rated power of the launching aircraft.

3. Signal the pilot to release the brakes and signal the launching officer in the ICCS to take tension. After the

aircraft is tensioned, signal the pilot, if applicable, to raise the launch bar.

4. Turn the aircraft over to the ICCS catapult safety observer.

After receiving the “tension aircraft” signal from the aircraft director, the launching officer shall depress the tension

pushbutton on the COC (paying particular attention to proper engagement of the shuttle and launch bar or the shuttle

and bridle as the catapult shuttle strokes forward). After tension is taken, the topside safety petty officer will perform

the following:

D It shall be positively determined that the aircraft launch bar is properly

seated in the NGL shuttle spreader after tension is taken. Mispositioning

of the aircraft launch bar can result in the launch bar separating from the

shuttle spreader during the launch.

D F-18 aircraft shall not be launched with improper or missing launch bar

paint schemes.

1. Inspect for proper hookup and alignment.

2. Inspect the launch bar to ensure proper engagement with the catapult shuttle.

3. When all conditions are satisfactory, signal “thumbs up” with a hand or wand signal to the catapult safety

observer while exiting from under the aircraft.

Catapult sound-powered phone circuits shall be restricted to essential only

communications after the aircraft has been placed in tension.

Upon observing the topside safety petty officer exiting from underneath the aircraft giving a “thumbs up” signal

(day)/white wand signal (night), the following actions shall be taken:

1. The launching officer shall depress the military power pushbutton and (if applicable) combat power

pushbutton (green for military, amber for combat power).

2. The catapult safety observer shall signal the pilot to apply full military power and afterburner (if applicable)

when the respective deck signal lights are illuminated.

ORIGINAL

5-10

NAVAIR 00-80T-105

Upon completing his final inspection of the aircraft, the squadron aircraft checker shall signal a “thumbs up”

(day)/wand up (night) to the catapult safety observer and hold the signal until the aircraft is launched.

When the pilot is ready to launch, he shall so signify by saluting the catapult safety observer or at night turning the

navigation lights on steady. The pilot shall ensure no exterior lights are on before the military power/combat power

lights are illuminated.

Once the aircraft is tensioned on the catapult and turned up to takeoff power,

the pilot shall not adjust his visor or make any other movement that might

be mistaken for a salute.

If for any reason the pilot wishes to abort the launch, he shall so indicate by transmitting “suspend-suspend catapult

no.____” and by shaking his head negatively. The catapult safety observer shall then initiate the suspend procedure.

At night the pilot shall transmit “suspend-suspend catapult no._____” and shall not turn on external/navigation lights.

External/navigation lights shall be turned off if already on.

D High power maintenance turns shall not be conducted on the catapult.

Longer than normal military power turns on the catapult may be conducted

for functional check flights. At no time during such evolutions shall the

pilot reduce power without direction to do so by the catapult officer.

D If there is any doubt in the mind of the topside safety petty officer, director,

squadron aircraft checker, or any other individual on the flight deck as to

satisfactory hookup, aircraft configuration, or proper catapult condition,

they shall so indicate to the catapult safety observer by initiating a crossed

arm “suspend” signal (day) or horizontal wand movement (night). Below

decks personnel shall depress the suspend pushbutton and/or state

“suspend” over the sound-powered phone circuit.

The catapult safety observer after observing the pilot’s ready to launch signal returns the pilot’s salute and shall

perform the following:

1. Immediately assume a crouched position.

2. Ensure the aircraft is properly configured for flight, paying particular attention to flap/slat setting, open panels,

safety pins, wing locks, and stabilator position.

3. Check for a “thumbs up” signal from the catapult safety petty officer and the squadron aircraft checker.

4. Check for a clear deck forward.

5. Ensure the catapult deck edge suspend light is not flashing.

6. Ensure all personnel in the immediate area of the catapult are in a crouched position.

5-11

ORIGINAL

NAVAIR 00-80T-105

7. Ensure the catapult bow safety man is giving a “thumbs up” or green status light.

8. Ensure the aircraft being launched does not conflict with aircraft being launched from other catapults or

possible bolters.

The catapult safety observer shall then give a “thumbs up” signal (day) or a vertical green wand (night) to the

launching officer.

Upon observing the pilot’s salute/aircraft lights illumination and the catapult safety observer in a crouched position,

the launching officer shall depress the final ready pushbutton and begin his final scan.

After observing the catapult final ready light illuminate, the CCP operator will conduct a final scan of the central

charging panel (paying particular attention to ensure the launch valve clock timers have reset to zero). If there is an

indication of any malfunction, he shall immediately suspend the catapult.

After observing the catapult final ready light illuminate, the MCC operator shall conduct a final scan of the monitor

control console (checking for any malfunction lights or red status lights) and shall announce to the launching officer

the steam pressure and “clear forward.” If there is any indication of a malfunction, he shall immediately suspend the

catapult.

If all conditions are “go,” the launching officer will complete his final scan which shall include the following:

1. Clear area forward of the catapult and observe the bow/waist safety man giving a “thumbs up” or a green light.

2. Monitor console indications for errors.

3. Observe a green PriFly go light on the catapult officer’s console.

4. Observe a green steam pressure “go” light on the COC.

5. Observe wind conditions within parameters.

6. Observe matching CSV command readouts and position readouts.

7. Observe catapult safety observer, topside safety petty officer, and squadron checker giving a “thumbs up”

signal.

8. Observe aircraft properly configured for flight.

9. Observe pilot in proper position for catapult launch.

10. Check deck pitch.

After ensuring all conditions are satisfactorily met, the launching officer shall depress the fire pushbutton.

5.3.1 ICCS Emergency Procedures

5.3.1.1

Catapult Suspend

Any time prior to the fire pushbutton being depressed, the catapult launch may be stopped and the launch aborted

by initiating a catapult suspend. Any flight deck crewman who detects any cause for aborting the launch may suspend

the catapult launch by immediately giving the suspend signal. Upon observing a suspend condition or being notified

of a catapult suspend situation, the catapult officer shall initiate the suspend procedure by immediately depressing

the catapult suspend pushbutton on the COC.

ORIGINAL

5-12

NAVAIR 00-80T-105

Anytime a suspend is initiated, it must be carried out to completion. This includes untensioning of aircraft, reduction

of aircraft power to idle, and moving the shuttle forward of the launch bar for all aircraft.

Upon observing the catapult suspend signal or the flashing red deck edge suspend light, the catapult safety observer

shall immediately give the suspend signal followed by the untension aircraft signal.

Upon observing the untension aircraft signal, the catapult officer shall depress the maneuver aft pushbutton on the

COC.

The pilot shall keep the aircraft at full power until specifically directed to

throttle back by the catapult safety observer.

If the catapult water brake operator initiated the suspend, the catapult officer shall direct the water brake operator to

remove his suspend prior to depressing the maneuver aft pushbutton. In case of electrical failure, the catapult officer

shall direct the central charging panel operator to depress the manual override on the maneuvering valve.

The catapult safety observer shall upon observing the shuttle move aft give the raise launch bar signal to all aircraft

capable of raising launch bars. When the aircraft launch bar is clear of the catapult shuttle, the catapult safety observer

shall give the “shuttle forward” signal to the catapult officer.

Upon observing the shuttle forward signal, the catapult officer shall depress the bridle tension pushbutton on the

COC. After the catapult shuttle has moved to a position in front of the aircraft launch bar, the topside safety observer

shall after standing in front of the wing and in plain view of the pilot give the “throttle back” signal to the pilot.

For those aircraft not capable of raising launch bars, the catapult safety observer shall give the “throttle back” signal

to the pilot after observing the shuttle move aft. After the aircraft is throttled back, the catapult safety observer shall

direct the hookup petty officer to manually raise the launch bar prior to giving the “shuttle forward” signal to the

catapult officer.

Following catapult secure, the cause of the suspension must be determined and corrected before placing the catapult

back in operation.

5.3.1.2

Catapult Hangfire

If the catapult does not fire within 10 seconds after the pushbutton has been depressed, a hangfire condition exists.

After 10 seconds, the catapult officer shall press the catapult suspend pushbutton and then call, “Rotate the emergency

cutout valve,” to the control charging panel operator via the sound powered phone circuit. The catapult officer will

then communicate the hangfire condition to the catapult safety observer via voice communication system and give

the hangfire signal. The catapult safety observer, upon receiving word from the catapult officer that a hangfire exists,

shall give the hangfire signal until the catapult is declared safe. When the catapult is safe, normal suspend procedures

are followed for the type of aircraft involved.

The central charging panel operator shall then remove the cotter pin, unscrew the stop screw, and rotate the emergency

cutout valve to the emergency position. He shall then press the maneuver aft pushbutton on the CCP and hold it for

15 seconds to release tension. If the hangfire was caused by an electrical failure, the CCP operator shall press the

manual override pushbutton on the maneuvering valve of the retraction engine for 15 seconds. When this is

completed, he shall notify the catapult officer.

Upon observing the catapult deck suspend light flashing and catapult shuttle movement aft, the catapult safety

observer shall then follow normal suspend procedures for the particular type of aircraft.

5-13

ORIGINAL

NAVAIR 00-80T-105

The catapult officer shall set in the CSV no-load setting once the shuttle has been maneuvered ahead of the aircraft

launch bar. This is to minimize damage should the hangfire result in an inadvertent firing of the catapult.

The central charging panel operator shall not rotate the emergency cutout

valve from the emergency position until specifically directed to do so by

the catapult maintenance officer.

After the hangfire, the catapult will be placed in a “down” status until the specific cause of the hangfire has been

identified and corrective action taken.

After any hangfire and when the causing discrepancy has been discovered and corrected, two successful no loads shall

be fired before the catapult can again be considered operational.

5.3.2

ICCS Catapult Safety Precautions

1.

During catapult operations,no personnel other than those assigned specific duties involving the launching of

aircraft shall be permitted in the catapult area or in the catapult machinery spaces.

2.

The catapult shall only be fired by/or on signal from the launching officer.

3.

The commanding officer shall make the decision to launch aircraft whenever any of the following situations

exists:

a. When aircraft will be launched with excess end speed less than 10 knots, the pilot shall also be notified of

the intended excess.

b. When the JBD cannot be raised.

c. When the catapult CSV is operating in the defeat interlock mode.

d. When the catapult will be fired from below decks emergency panel.

e. When catapult stations are manned by personnel not PQS qualified on those stations.

4.

Any person who sees a situation that warrants a suspend shall immediately signal “suspend” to the launching

officer/catapult safety observer. Any person who observes a “suspend” signal shall immediately repeat the

signal.

5.

Any person who observes any unusual condition during the launch, such as objects falling from or striking

the aircraft, shall immediately inform the catapult officer.

6.

The air officer shall inform the aircrew and air operations of any unusual incidents (blown tire, aircraft damage,

etc.) that could influence future decisions made by the aircrew of the aircraft involved.

Personnel shall not work or transit immediately behind JBDs with aircraft

at launch power on that catapult.

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NAVAIR 00-80T-105

7. If the launch is suspended after forward firing weapons have been armed, ensure those weapons are dearmed

when a pushback of the aircraft is required or when the area ahead of the aircraft cannot remain clear until the

launch.

8. A clearing turn is executed to create upwind separation between departing aircraft and aircraft remaining in

the landing pattern. It also serves as a visual signal of the aircraft’s intent to depart the carrier. A clearing turn

shall be executed during all case I and II launches when the aircraft is departing the carrier. Clearing turns shall

be made to the right off the bow and to the left off the waist catapults for twenty degrees of heading change

followed by a reversal of turn to parallel the BRC. Clearing turns shall not be executed by aircraft during case

III launches or when the aircraft intends to remain in the landing pattern.

Performing a clearing turn using excessive roll rates and/or angles of bank

prior to ensuring that the aircraft has achieved safe flying speed and

establishing a positive rate of climb may result in loss of directional control

or departure from controlled flight.

9. If during launch operations, the aircraft tailhook strikes the catapult or other equipment on the deck or ship’s

structure, the aircraft shall not be recovered by normal carrier arrestment.

5.4

MODE I LAUNCHING PROCEDURES

Refer to non-ICCS catapult launching procedures.

5.5

NON-ICCS CATAPULT LAUNCH PROCEDURES

Before the tension signal is given, the topside safety petty officer shall:

1. Ensure appropriate JBDs are raised, that personnel are properly positioned, and aircraft directly behind the JBD

area are positioned and properly configured for military-rated power of the launching aircraft.

2. Supervise the attachment of the holdback to aircraft.

3. Ensure all unnecessary personnel are clear of the aircraft.

4. Check the catapult area forward.

5. Give the tension signal to the director.

The aircraft director shall:

1. Check the catapult area forward and aft.

2. Ensure appropriate JBDs are raised, that personnel are properly positioned, and aircraft directly behind the JBD

are positioned and properly configured for military-rated power of the launching aircraft.

3. Signal the pilot to release brakes and signal the deck-edge operator to take tension.

4. After the aircraft is tensioned on the catapult, signal the pilot, if applicable, to raise the aircraft launch bar.

5. Turn the aircraft over to the launching officer.

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NAVAIR 00-80T-105

After tension is taken, the topside safety petty officer shall perform the following:

1. Inspect for proper hookup and alignment.

2. Ensure all personnel are clear of the aircraft on the catapult.

3. Inspect the launch bar to ensure proper engagement with the catapult shuttle after catapult tensioning is

completed.

4. When all conditions are satisfactory, signal “thumbs up” with a hand or wand signal to launching officer while

exiting from under the aircraft.

Upon completion of his final inspection of the aircraft, the squadron aircraft checker shall signal “thumbs up” with

a hand or wand to the launching officer. The signal must be held until the aircraft is launched.

If there is any doubt in the mind of the topside safety petty officer, director,

or squadron aircraft checker as to satisfactory hookup or aircraft

configuration, they shall so indicate to the launching officer by initiating

a crossed arm “suspend” signal (day) or a horizontal wand movement

(night).

Prior to giving the pilot the signal for final turnup, the launching officer shall:

1. Visually check for proper aircraft hookup and alignment.

2. Ensure the appropriate JBDs are raised and that all personnel are clear of the aircraft, jet exhaust, or propeller

wash.

Note

If the JBDs cannot be raised, permission shall be obtained from the

commanding officer via the air officer before the final turnup signal may

be given.

3. Scan the aircraft for proper configuration, stabilator positioning, trim settings, flaps, leaks, and loose panels,

doors, or hatches and listen to verify that the aircraft sounds normal at military power.

4. Check for a “thumbs up” signal from the topside safety petty officer and the squadron’s aircraft checker.

When all conditions are satisfactory for launch, the launching officer shall signal the pilot to add full military power

and afterburner (if applicable). Upon observing this signal, the deck edge operator shall depress the military power

pushbutton.

The pilot shall apply full takeoff power and afterburner (if applicable) when signaled by the launching officer. When

the pilot is ready to launch, he shall so signify by saluting the launching officer or at night turning the navigation lights

on steady. The pilot shall ensure no exterior lights are on before military power/combat power (afterburner launch)

is selected.

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NAVAIR 00-80T-105

Once the aircraft is tensioned on the catapult and turned up to takeoff power,

the pilot shall not adjust his visor nor make any other movement that might

be mistaken for a salute.

Upon observing the launching officer acknowledge the pilot’s salute or the navigation lights on steady, the deck edge

operator shall depress the final ready pushbutton (if equipped).

After observing the pilot’s ready to launch signal and before signaling the deck edge operator to fire the catapult, the

launching officer shall perform the following:

1. Check steam pressure/CSV setting and wind.

2. Check for a green rotating beacon.

3. Make a final scan of the aircraft, aircraft hookup, and squadron aircraft checker for a “ready” signal.

4. Estimate the traffic position of the impending launch and adjust launch signal to prevent unnecessary

formation flights.

5. Check aircraft in the groove for position so that if a bolter occurs it will not be in close proximity to the

launching aircraft.

6. Check for a clear deck and traffic forward and aft.

7. Check deck pitch.

After ensuring all conditions are satisfactory, the launching officer shall give the signal to launch. Prior to depressing

the fire button, the deck-edge operator will make a final look forward and aft to ensure the catapult is clear.

If after coming to full power on the catapult, the pilot desires to stop the launch, he shall do so by shaking his head

negatively rather than by giving the “thumbs down” signal. At the same time, he shall transmit, “Suspend, suspend

catapult no.___ .” At night, the visual signal also consists of not turning on the navigation lights.

If for any reason a launch is suspended, the launching officer shall give the “suspend” signal.

After an aircraft has been turned up for launching, the signal to throttle back

will be given to the pilot by the launching officer. This signal shall not be

given until it has been positively determined the launch bar is clear of the

catapult shuttle except in an emergency condition. An emergency condition

exists if the launch bar cannot be raised without sending personnel under

the turned up aircraft. When this occurs, the launching officer shall

positively determine that the catapult is in a safe condition before giving

the “throttle back” signal. In all cases, the pilot shall not throttle back until

the launching officer steps in front of the aircraft and initiates the “throttle

back” signal.

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NAVAIR 00-80T-105

then give the deck launching officer the “clear deck” signal. The air officer shall announce over the 5 MC “stand clear

of the angle/bow while deck launching aircraft.” The air officer shall not turn the rotating beacon from red to green

until this warning is given. When a deck launch is not preceded by a catapult launch, it is the responsibility of the

deck launching officer to ensure all the aforementioned is accomplished prior to launch. Arresting gear engines

should be set to proper weight setting with retractable sheaves up.

Before clearing the launching officer to commence launching aircraft, the air officer shall verify the previously

determined deck run required. The director, in positioning the aircraft for launch, shall ensure its nosewheel is aligned,

wings are spread and locked, and flaps are set as required before passing control to the launching officer. The aircraft

shall be aligned as accurately as possible with the launch lineup line (landing area centerline when launching down

the angle deck). The director will then taxi the aircraft into position, and the squadron’s aircraft inspector shall check

the aircraft for loose or missing panels or doors, leaks, or other visible discrepancies. If he is satisfied the aircraft is

ready for launch, he shall so signify by giving the launching officer the “thumbs up” signal.

The launching officer shall ensure the area behind the aircraft is clear of personnel, equipment, and loose gear. He

shall check for a green rotating beacon and a clear deck forward before signaling for the pilot to add power for takeoff.

When signaled to do so, the pilot shall smoothly but expeditiously add power and complete final cockpit checks. In

dual-piloted turboprop aircraft, readiness to launch will be signaled by a salute from the pilot, relayed by the copilot

if the launching officer is on the starboard side of the aircraft. As power is being applied for launch, the launching

officer will check aircraft configuration and inspect it for leaks or other visible discrepancies. After receiving a

“thumbs up” from the aircraft inspector and a nod from the pilot, the launching officer will again check for a clear

deck forward. He shall ensure the deck and catwalks are clear of personnel before giving the pilot the signal to launch.

After receiving the launch signal, the pilot will release his brakes and execute a takeoff in accordance with the

applicable aircraft NATOPS flight manual.

5.7

LAUNCHING HELICOPTERS

Helicopter Launch/Recovery Deck Spots on CV/CVN class ships are specified in Appendix B. Helicopter

launching/recovery wind envelopes for the various deck spots are contained in Appendix C.

5.7.1 Helicopter Launch Procedures

Helicopter start and spread sequence, rotor engagement and launch shall be in accordance with appropriate aircraft

NATOPS procedures and shall only occur after the proper signal from a qualified LSE and under positive control of

PriFly.

Because of the rotor wash and wing-tip vortices produced by CH-53E,

MH-53E and V-22 helicopters, land/launch operations should not be

conducted upwind of other aircraft or any unsecured area. Because of this

severe hazard, consideration should be given to conducting CH-53E,

MH-53E and V-22 operations from afterdeck spots only.

Note

D During EMCON, concurrent operations may lead to misinterpretation of

the rotating beacon signals.

D To reduce UHF transmissions during EMCON, rotary beacon signals for

helicopter operations are found in Figure 3-1 of the Aircraft Signals

NATOPS Manual (NAVAIR 00-80T-113).

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NAVAIR 00-80T-105

For all launches, the air officer shall ensure the relative wind is within the envelope prescribed in the applicable

NATOPS flight manual. For night and IMC launches, the nose of the helicopter shall be oriented to the center-line

of the angle or axial deck and within the visual parameters established in the respective aircraft NATOPS flight

manual. Before launch, with the ship steady on launch course, PriFly will order tiedowns removed. The LSE shall

then signal for removal of the tiedowns, ensuring the pilot sees the signal.

Tiedowns shall not be removed from a helicopter until the pilot has

signified he is ready to launch and the LSE has received permission from

PriFly.

Note

Minimum wind over deck requirements change with outside air tempera-

ture. Check applicable NATOPS flight manual.

The plane captains or plane handlers after removing tiedowns and chocks shall hold the tiedowns up for the pilot and

LSE to see and then clear the area. As tiedowns are being removed, PriFly shall broadcast the relative wind direction

and velocity and then activate the appropriate signals (see Figure 3-1 of Aircraft Signals NATOPS Manual (NAVAIR

00-80T-113)). Before launching a helicopter, the LSE shall ensure the following:

1. All tiedowns have been removed.

2. The area affected by the helicopter downwash is clear of unnecessary personnel and the area over which the

helicopter will pass is clear.

3. Airborne aircraft are well clear. The pilot will not commence takeoff until he has received the launch signal

from the LSE and has turned on anticollision light(s).

4. Confirm launching signal/approval from PriFly.

5. Required hover tests following maintenance may require extra clearance area for maneuvering.

The departing helicopter, if SAR capable, shall report red light to the controlling agency (i.e., tower, departure,

ASTAC) upon launch (EMCON permitting). When there is a significant change in the red light or red light is reached,

a radio call to the controlling agency should be made.

Unless otherwise directed, helicopters shall take departure to port and shall not cross the bow within 5 miles or the

stern within 3 miles (see Figure 4-3) without specific clearance from the tower.

5.7.2 Helicopter Safety Precautions

The following safety precautions applicable to helicopter operations shall be observed.

1. Personnel shall not be permitted to approach or depart a helicopter while its rotors are being engaged or

disengaged.

2. Personnel required to be in the area of helicopters engaging or disengaging rotors shall either stand next to the

fuselage or well outside the rotor area.

3. Helicopters should not be taxied on the flight deck.

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NAVAIR 00-80T-105

4.

Helicopters shall not be towed or pushed with rotors engaged.

Note

Helicopter rotor engagement/disengagement and helicopter launch/

recovery while a ship is in a turn should only be attempted when the ship

has reached a steady state turn and is within published wind envelopes.

5.

With ship roll (heel) greater than 4 degrees, launch/recovery of helicopters while the ship is in a turn should

be attempted only when authorized by the carrier commanding officer or his designated representative.

Anticipated wind parameters and ship’s heel must be communicated to the helicopter aircraft commander prior

to execution.

6.

A helicopter shall never be flown over another aircraft on launch.

7.

Only spots that afford visual reference to the deck shall be used for night helicopter launches.

8.

With ship roll (heel) greater than 4 degrees, helicopter rotors should not be engaged/disengaged while the ship

is in a turn. Engagement/disengagement attempts while in a turn with ship roll (heel) greater than 4 degrees

must be approved by the carrier commanding officer or his designated representative. Anticipated wind

parameters and ship’s heel must be communicated to the helicopter aircraft commander prior to execution.

9.

Helicopter shall not be landed or launched where their engine performances or stability could be affected by

turning jet engines.

D In crosswind conditions relative to the axial deck, the indicated winds often

vary from those winds actually experienced at flight deck level. Jet

exhaust/prop turbulence can adversely affect flight deck level winds. These

variables can affect velocity, turbulence, and direction of actual winds that

are critical to safe launch of aircraft and shall be considered prior to granting

takeoff clearances.

D Jet exhaust shall not be directed into the path of the aircraft being launched.

10.

The area in front of helicopters with forward firing ordnance shall be clear of personnel and equipment.

Helicopters with hung/misfired ordnance shall not launch/recover on Spot 7.

11.

Personnel shall not be permitted to enter rotor arc area of an engaged helicopter on Spot 7 when fixed wing

aircraft are in tension on Catapults 3 or 4.

12.

Helicopter operations on Spot 8 shall not be conducted when fixed wing aircraft are in tension on Catapults

3 or 4.

13.

Spot 2 starboard approaches and departures are prohibited.

14.

Hot refueling operations shall not be conducted on Spot 8.

15.

Helicopter operations shall not be conducted on Spot 8 when fixed wing aircraft recoveries are taking place.

16.

The LSO platform shall be lowered and clear of personnel for helo takeoffs and landings on Spot 8.

17.

Safety boundaries around Spots 7 and 8 shall be clear of unnecessary personnel and equipment when helicopter

operations are being conducted.

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NAVAIR 00-80T-105

18. For all helicopter operations on Spots 7 and 8, the Aircraft Handling Officer or his representative shall ensure

that the aircraft elevator has been secured IAW EOSS short term secure procedures, stanchions lowered and

locks properly engaged.

19. Left seat slide−in visual recoveries to Spot 3 are prohibited.

20. Left seat slide−in visual recoveries to Spots 2 are not recommended.

21. Cross cockpit recoveries forward of an occupied spot are not recommended.

Failing to properly secure the elevator can result in the elevator dropping

or settling to below the level of the flight deck.

5.7.3 Recommended Deck Lighting Configuration for Helicopter NVD Aided Takeoff and Landing

Blue Deck Lights

ON

Overhead Sodium Oxide (SOX) Light

ON

Beacon Lights

ON

PLAT IR Flood

OFF

Red Deck Status Lights

OFF

Centerline Lights

OFF

Landing Area Lights

OFF

Drop Lights

OFF

IFLOLS/MOVLAS

OFF

Note

SOX lights cause minimal NVD blooming and negate the need for a

qualified NVD-LSE while providing ample lighting for flight deck crews.

5.8

RESCUE HELICOPTER OPERATIONS

5.8.1 Rescue Helicopter Launching Criteria

It is impossible to set specific criteria for launching helicopters under all emergency rescue conditions. Each situation

is different, and all factors must be considered to determine if the risk involved is warranted at the time. To provide

guidelines, the following list of factors should be considered.

1. Present weather — Temperature, wind, sea state, etc.

2. Urgency of emergency — Definite, suspected, live, dead, etc.

3. Other rescue vehicles in area — Helicopters, ships, etc.

4. Maneuvers of carrier — Turning, pitching, downwind, etc.

5. Location of helicopter — Bow, stern, elevator, etc.

6. Location of victim(s) in relation to ship.

7. Status of flight deck — Launching, recovering, standby, etc.

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NAVAIR 00-80T-105

8. On night launch, the pilot needs a visual reference and the relative wind on the nose of aircraft.

9. Night adaptation of pilot and crew, if applicable.

10. Warmup of electronic gear.

11. Capabilities of individual pilot.

This list is not to be considered all-inclusive nor preclude the possibility of other variable factors present that may

affect the advisability of launching under adverse conditions.

5.8.2 Rescue Helicopter Mission Information

The following information should be passed to rescue helicopters by PriFly or other controlling agency as soon as

available:

1. Type of mishap (i.e., man overboard, ejection, etc.).

2. Magnetic bearing and distance to emergency area.

3. Surface wind direction and velocity.

4. Ejection altitude if applicable.

5. Number of persons requiring rescue and condition, if known; readback is required.

6. Radio frequency for radar vectors if required; radio frequency and call sign of pathfinder aircraft if utilized;

and radio frequency and call sign of the SAR on-scene commander, if applicable.

7. Additional information as necessary. (Use of the SAR frequency should be limited exclusively to passing

information necessary to the rescue helicopter pilot.)

Rescue swimmers shall not enter the water during night/IMC simulated

rescue operations in an open ocean environment.

5.9

DOWNED AND STANDBY AIRCRAFT

5.9.1 Downed Aircraft

Downed aircraft (duds) shall be disposed of in accordance with the prelaunch briefing. Except in case of emergency,

they shall be shut down only on signal from a director. Pilots shall remain in duds until the plane captain is on hand

and ready to man the cockpit.

5.9.2 Standby Aircraft

All standby aircraft (spares) shall be manned by a full flightcrew unless specific provision to the contrary is included

in the air plan. Spares, if not launched, will normally be kept turning up until it becomes apparent that they are no

longer needed or until other operational considerations require that they be shut down. In any event, pilots shall not

secure engines until directed to do so. When a spare is launched to replace a downed aircraft, PriFly will relay to the

pilot the side number of the aircraft he is replacing. Standby helicopters will often be launched to clear the deck for

fixed-wing operations. When this occurs, the pilot will proceed directly to the Delta pattern and await landing

instructions unless directed otherwise.

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NAVAIR 00-80T-105

5.10

RESPOT FORWARD

The pace of the respot forward depends upon how soon the ensuing recovery is expected to begin. If there is no

recovery scheduled to follow the launch, it may not be necessary to move the aircraft at all; however, all preparations

must be made for an immediate respot forward in case of emergency. The aircraft handling officer is responsible for

requesting taxi pilots as required. Prelaunch briefing should cover the respot forward in detail so that it can be

performed expeditiously, safely, and with a minimum of confusion in the event of an emergency.

5.11

EMERGENCY AFTER LAUNCH

5.11.1 Visual Meteorological Conditions

If an emergency requires an immediate landing, the pilot shall prepare to jettison external stores and dump fuel as

necessary to lower the aircraft gross weight below the maximum allowable landing weight. He shall advise the tower

of the nature of the emergency and his desires. The air officer will inform the bridge of the situation, direct the

preparation of the deck, and give the pilot an expected BRC and an estimated Charlie time. The expected Charlie time

will be based on the time required to clear the deck and get an acceptable WOD for the recovery. The pilot must

observe the progress of the turn into the wind and the preparation of the deck. He must attempt to time his approach

to avoid arriving at the ramp too early.

5.11.2 Night/Instrument Meteorological Conditions

Should an aircraft have an emergency during departure and require an immediate landing, the departure controller

will provide vectors until the aircraft is picked up by an approach or a final controller. Every effort shall be made to

retain the aircraft on the departure frequency until safely aboard. PriFly and the LSO must be advised immediately

of the emergency and the control frequency.

Aircraft with emergencies which do not require immediate recovery will continue normal departure procedures while

the departure controller expeditiously acquires positive control. Once acquired, positive control shall be employed

until the emergency aircraft has been recovered or diverted.

5.12

ALERT AIRCRAFT REQUIREMENTS

Alert aircraft are designated by the maximum allowed response time in minutes from when the decision to launch is made

until the aircraft is airborne. Four standard aircraft alert designations are used (i.e., Alert 7, Alert 15, Alert 30 and Alert

60). An Alert 15 requirement means that the Alert 15 aircraft must be started and launched within 15 minutes of a decision

to launch it. Each alert category requires that a designated aircraft, aircrew, launch support personnel, and launch

equipment and accessories be established and maintained in a corresponding readiness condition for the duration of the

alert. Readiness conditions for alert aircraft are listed in Figure 5-1.

Alert Response Requirement

Readiness Condition Required

Alert 7

Condition I

Alert 15

Condition II (See Note)

Alert 30

Condition III

Alert 60

Condition IV

Note

Alert SAR helicopter in Condition II may be folded provided the primary SAR helicopter is airborne. See

paragraph 5.12.1.1.2

Figure 5-1. Alert Aircraft Readiness Conditions

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NAVAIR 00-80T-105

Note

Carrier-based aircraft shall fly MSL altitudes below 18,000 feet MSL and

flight levels at and above 18,000 feet MSL unless regional supplementary

procedures, as published in the FLIP Planning document, dictate

otherwise.

5.13.4 Helicopter Departure

5.13.4.1

Case I and Case II

Helicopters shall clear the control zone as directed by the tower. When departing for operations within the control

zone (for example, SAR), they shall remain under control of the tower or other designated controlling agency.

5.13.4.2

Case III

Whenever possible, helicopters shall be maintained as a flight beneath the clouds. If unable to remain beneath the

clouds, they shall proceed individually to prebriefed departure fixes. After takeoff, they shall climb straight ahead

to between 200-300 feet (unaided), 150-300 feet (NVD aided), or as assigned by CATCC, and arc within 3 miles to

intercept the assigned departure radial. Helicopters being launched from the angled deck will not cross the bow when

fixed-wing aircraft are being launched. SAR helicopters will arc to the SAR pattern (see paragraph 3.6) if able to

remain beneath the clouds. If the SAR helicopter is unable to remain beneath the clouds, the procedure presented

above shall be carried out under positive control of CATCC and position will be taken in helicopter marshal (see

Figure 6-5). The climb to departure altitude will be commenced on the departure radial outside 12 nm.

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NAVAIR 00-80T-105

This approach may be utilized when it can be anticipated that flights will not encounter instrument conditions at any

time during the descent, break, and final approach. A ceiling of 3,000 feet and 5 miles visibility within the carrier

control zone is required. The flight leader retains full responsibility for proper navigation and separation from other

aircraft. All returning flights will check in with marshal control when entering the carrier control area or as soon as

they are released by another controlling agency. Marshal control shall acknowledge the check-in and provide the

following information:

1. Case recovery

2. Expected BRC

3. Altimeter

4. Expected “Charlie” time (if other than briefed).

Aircraft shall normally be switched to tower control at 10 nm after reporting the ship in sight (“see you”).

6.2.1 Jet/Turboprop Aircraft Port Holding/Spin Pattern

The jet and turboprop port holding pattern is a left-hand pattern tangent to the BRC or expected BRC with the ship

in the 3-o’clock position and a maximum diameter of 5 nm. Flights shall be established at their assigned port holding

pattern altitude 10 nm prior to entering the pattern. Entry shall be tangential with wings level. Minimum altitude

assignment shall be 2,000 feet MSL. A minimum of 1,000 feet vertical separation between holding altitudes shall

be maintained. The squadron/ unit recovery order and altitude assignment shall be as promulgated by ship/air wing

doctrine. All aircraft shall maintain the prescribed separation and landing order in the port holding pattern and

throughout the descent.

Departure from the port holding pattern for break entry shall be accomplished aft of the ship’s beam. Descent to the

break from the port holding pattern is commenced by the lowest aircraft or flight in time to meet the ramp time. This

descent should be planned so as to arrive at the initial (3 miles astern, 800 feet) wings level, paralleling the BRC.

Flight leaders shall exercise caution to avoid aircraft in the tanker pattern.

The flight leader shall either execute a normal break or spin for all or a portion of his flight, depending upon the

number of aircraft in the landing pattern. A spin should normally be initiated at the bow. The spin pattern shall be

flown at 1,200 feet within 3 nm of the ship. A maximum of six aircraft shall be in the landing pattern at one time.

This number may be modified by the air officer. No aircraft shall break more than 4 miles ahead of the ship. Pilots

must exercise caution to avoid departing aircraft and aircraft in the starboard holding pattern. Should a Delta be given

after commencing descent from the port holding pattern, but prior to entering the landing pattern, aircraft shall climb

or descend as required and enter the spin pattern (1,200 feet) unless specifically directed otherwise. Aircraft in the

landing pattern shall continue to maintain proper interval, flying the landing pattern at 600 feet until otherwise

directed. Flights directed to spin or reenter the port holding pattern shall climb only on the upwind or crosswind leg

ahead of the ship’s beam. Aircraft reentering the break from the spin pattern have priority over aircraft entering from

the port holding pattern.

6.2.2 COD Aircraft Starboard Holding

The starboard holding pattern shall be a right-hand racetrack pattern between 45_ and 135_ relative to the BRC at

500 feet or at 1,000 feet if approved by the air boss, with the closest point of approach no closer than 1 nm. When

ready, the air officer will give a Charlie to aircraft in the starboard holding pattern.

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NAVAIR 00-80T-105

Figure 6-1. VFR Day Fixed Wing Carrier Landing Pattern

ORIGINAL

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NAVAIR 00-80T-105

6.2.5 Voice Reports

Flight leaders shall make the following voice reports.

POSITION

REPORT

Descending from the port holding pattern

“Commencing”

Three miles astern

“Initial”

Entering spin pattern (when applicable)

“Spinning”

Departing the landing pattern to reenter port holding.

“Departing_______nm upwind”

6.2.5.1

Low Visibility Voice Reports: Anyone Can Recommend Low Visibility Reports

The following additional calls shall be used by flight leaders upon Air Officer’s announcement of “99 low-vis-calls.”

“Commencing”

“Initial”

“Breaking at___nm”

“Departing at ___DME”

“Spin 90”

Flight leaders should amplify low-vis calls as required to add to overall situational awareness and safety of flight

(e.g. - “501, commencing from angels 4 with 2”).

6.2.6 ZIP LIP

Case I procedures shall apply, except for elimination of prescribed voice reports. The flight leader first in recovery

order shall observe the deck and plan his recovery to be at the ramp as soon as a ready deck is available. Should

unprogrammed, unbriefed, or straggler flights arrive for recovery, ZIP LIP shall be broken as required to ensure safety

of flight.

Note

ZIP LIP shall be broken anytime an apparent safety of flight situation

develops.

6.2.7 Drag

If a straight-in approach (drag) is requested, it shall be initiated at sufficient distance astern for the aircraft to be

established positively on glidepath and approach airspeed at a minimum of 1-1/2 nm for jet/turboprop aircraft.

6.3

CASE II

This approach shall be utilized when weather conditions are such that the flight may encounter instrument conditions

during the descent, but visual conditions of at least 1,000 feet ceiling and 5 miles visibility exist at the ship. Positive

control shall be utilized until the pilot is inside 10 nm and reports the ship in sight. During Case II recoveries, CATCC

shall be manned and prepared to assume control of a Case III recovery in the event weather conditions deteriorate.

The maximum number of aircraft in the landing pattern is limited to six.

Note

Case II recoveries shall not be conducted concurrently with Case III

departures. Should doubt exist regarding the ability to maintain VMC,

Case III recoveries shall be utilized.

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NAVAIR 00-80T-105

TACAN DME Fix

TACAN

TACAN)

TACAN

Figure 6-2. Legend Chart for Aircraft Carrier Instrument Approach Procedures

ORIGINAL

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NAVAIR 00-80T-105

Figure 6-3. Approach Chart CV-1 TACAN (Jet and Turboprop)

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NAVAIR 00-80T-105

Figure 6-4. Approach Chart CV-2 TACAN Overhead (Jet and Turboprop)

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NAVAIR 00-80T-105

Figure 6-5. Approach Chart CV-3 TACAN (Helicopter)

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NAVAIR 00-80T-105

AIRCRAFT

TYPE APPROACH

MINIMUMS

JET

NON-

600-1-1/4

PRECISION

ICLS

300-3/4

ICLS/ILM

200-1/2

W/SPN-42/46

MONITOR

MODE I

AS CERTIFIED

MODE IA, II, IIT, III

200-1/2

TURBOPROP

NON-

400-1

PRECISION

ICLS

300-3/4

ICLS/ILM

200-1/2

W/SPN-42/46

MONITOR

MODE II/IIT

200-1/2

III

HELICOPTER

NON-

300-3/4

PRECISION

MODE III

200-1/2

Note

• PALS Mode I qualified aircraft without an operating ILM may be certified to minimums of 200-foot ceiling

and 1/2-nm visibility.

• PALS Mode I qualified aircraft with an operating ILM display (ILM displayed on pilot’s HUD in single-

piloted aircraft or ILM displayed to pilot in command in single-piloted aircraft with side-by-side seating

occupied by pilot in command and an assisting NFO) may be certified to minimums less than 200-foot

ceiling and 1/2-nm visibility.

Figure 6-6. Approach Weather Minimums

6.4.7.4

PALS Mode I Approach (With AN/ARA-63/AN/ARN-138 Monitor)

Aircraft conducting PALS Mode I approaches with ceiling and visibility less than 200 feet and/or 1/2 mile must be

equipped with an operable independent monitor (AN/ARA-63/AN/ARN-138). For those qualified aircraft equipped

with AN/ARA-63/AN/ARN-138 ICLS flying CCA approaches to a AN/SPN-41 certified ship, the following

procedures shall be followed:

1. Jet aircraft shall pass through the 6-mile DME fix at 1,200-foot altitude, 150 KIAS, and in the landing

configuration and commence slowing to final approach speed. The pilot should engage aircraft APC and

AFCS. Normally between 4 to 8 miles, the pilot will receive via data link a landing check discrete signal to

indicate positive data-link communications between aircraft and ship.

ORIGINAL

6-14

NAVAIR 00-80T-105

2. The final controller will acquire the aircraft between 3.5 and 8 miles and the PALS ready/lock-on discrete light

will illuminate. At that time, the final controller shall report lock-on with range, verify needles, issue

instructions as necessary for the aircraft to intercept the centerline, and instruct the pilot to report “coupled.”

3. At lock-on, the pilot selects PALS display (agreement of aircraft needles and PALS display will verify PALS

is locked on correctly to the aircraft). For example: “201 lock-on, 5 miles. Say needles.” The pilot shall report

needle position. For example: “201, needles up and right.” The controller reports, “Concur report coupled.”

The controller shall not transmit commands until the pilot has reported

“coupled.”

Note

If aircraft is unable to couple or uncouples, continue approach as Mode II,

ICLS, Mode III.

4. The final controller shall report sending commands. The command control discrete light will illuminate,

indicating the PALS system is sending command signals via data link. The pilot shall acknowledge receiving

data-link commands by reporting “command control.” Thirty seconds coupled flight should be flown prior to

intercepting glidepath.

5. The final controller shall advise the pilot when “approaching tipover” (glidepath) and should issue range each

mile. At tipover, the pilot should switch to ILM, if available, to verify agreement of ILM and AN/SPN-42/46

displays. The ILM shall be used to monitor the approach to PALS Mode I minimums. ILM and AN/SPN-42/46

displays shall agree to within 2 to 3 needle widths until reaching PALS Mode I minimums.

6. The final controller shall advise the pilot at minimums unless the LSO has previously assumed responsibility.

The pilot shall respond with “ball” report and include the word “coupled.” For example: “301 Hornet ball, five

point three, coupled.” Expect ILM needle deviation errors inside one-quarter nm from touchdown. Use the

Fresnel lens as the primary monitor inside PALS Mode I minimums.

D PALS discrete lights shall be closely monitored throughout the approach

to ensure that PALS remains coupled and is working properly.

D The CCA Officer shall suspend Mode I approaches when PALS

Certification/Verification restrictions

(i.e., WOD limits, deck motion

parameters, etc.) are exceeded.

6.4.7.5

PALS Mode IA Approach (ILM Not Required)

Mode IA approaches are conducted the same as Mode I except the pilot shall uncouple at or prior to reaching approach

minimums and report “uncoupled.” If the pilot uncouples at “ball” call, he shall include the word “uncoupling” in

the ball report. For example: “201 uncoupling, hornet, ball, five point three, manual/auto.” When the pilot reports

uncoupling, the controller shall downgrade the PALS to Mode II.

6-15

ORIGINAL

NAVAIR 00-80T-105

2. Commenced aircraft — Commenced aircraft above 7,000 feet shall level off at the next lower odd altitude and

hold on the inbound bearing at a range in nm equal to holding altitude in thousands of feet plus base distance

(angels + 15). The holding pattern shall be the same as the original marshal pattern. Aircrews shall report

established in holding with new altitude and await assignment of new EAT. Aircraft at or below 7,000 feet will

continue the approach.

Note

CV-2 aircraft that have descended from assigned marshal altitude shall

return to overhead holding at the next lower odd altitude. CV-2 aircraft that

have commenced but have not vacated their last assigned marshal altitude

shall return to overhead holding at that altitude.

3. Issuance of EATs — Marshal control shall issue new EATs as soon as possible. To preclude two aircraft having

the same EAT, new EATs shall be issued from the latest to the earliest (i.e., top of the holding pattern to the

bottom). Aircrews shall acknowledge receipt of the new EAT.

4. Lost communications — Aircraft in marshal shall commence approach at the last acknowledged EAT. Aircraft

between marshal and

7,000 feet that have established Delta holding and subsequently realize lost

communications prior to acknowledging new EAT shall commence approach immediately. All lost

communication aircraft shall squawk the appropriate Mode I (HEFOE) and III codes. Pilots shall take a 30_

cut to the right to intercept a track 10_ to the right of the inbound bearing and continue inbound to the ship.

Be alert for possible aircraft in Delta holding at lower altitudes.

6.4.10 Night EMCON Recovery

6.4.10.1

All Aircraft Except Helicopters

This type of recovery shall be employed when operating under EMCON conditions and the ceiling and visibility are

at least 3,000/5. Aircraft shall return to a prebriefed holding pattern and monitor marshal frequency. All aircraft will

have lights on bright and steady with anticollision lights on. When ready to recover aircraft, the CV will turn on the

lens and deck lights, flash the green cut light, and flash a white Aldis lamp. Aircraft will descend in accordance with

air wing doctrine to not lower than 600 feet, which will be maintained until the ball is in sight. After the last jet is

aboard, the tanker will be given a Charlie by a white Aldis lamp that he will acknowledge by turning off his

anticollision light as he descends.

6.4.10.2

Helicopters

Helicopters approaching the carrier for landing shall enter starboard holding. The pattern will have to be flown

visually by making estimates on the 45_ and the 110_ relative bearings. Caution must be exercised not to drift aft

of the 110_ relative bearing. Altitude, airspeed, and spacing restrictions remain the same as night/VMC (at least

3,000/5). Upon entering the pattern, the helicopter will turn navigation lights to flashing bright. After the last

fixed-wing aircraft has turned final or when given a green light or Charlie signal (see Figure 3-2 of Aircraft Signals

NATOPS Manual (NAVAIR 00-80T-113)), the helicopter leader shall accelerate to 90 knots and at the right-hand

abeam position turn to intercept the optical glideslope at 1 mile and 400 feet. At the 45_ position, the lead helicopter

will receive a green light from the tower if cleared for the approach. When cleared, he will then turn his navigation

lights to steady dim, leaving his tail position light on bright. If there is more than one helicopter airborne, they will

ORIGINAL

6-18

NAVAIR 00-80T-105

6.4.11.2 Aircraft in Company

An aircraft with navigation and/or communication equipment inoperative in the company of an escort aircraft with

navigation and communication equipment in working order will be handled as a single aircraft in the recovery

procedure. The escort aircraft becomes the flight leader and will visually communicate with the distressed aircraft

in accordance with standard aircraft NATOPS procedures. The distressed aircraft will assume a position on the

starboard wing of the lead aircraft. Transition to landing configuration should be made clear of clouds either above

or below the overcast as desired. The controller shall be advised when this transition does/will occur, when the lead

aircraft has the OLS in sight, he will visually communicate a lead change and break off to the left. The distressed

aircraft will continue a visual approach to landing. The escort aircraft will parallel the final bearing course and

maintain a position so as to be easily acquired and be rejoined by the distressed aircraft in the event of a bolter or

waveoff. Unless otherwise directed, the escort aircraft will repeat the above procedures until the distressed aircraft

is recovered and then continue normal procedures for his own recovery. The SPN-42/46 radar should be locked onto

the lead aircraft. The PALS final controller should instruct lead aircraft “beacon on,” wingman “beacon off,” and then

select “beacon lock only” on the SPN-42/SPN-46 console.

If the address of the escorted aircraft is inserted in the PALS, the escorted

aircraft will receive needle information. When the lead aircraft breaks away

on OLS acquisition, this may give the escorted aircraft an erroneous “fly

down, fly right” presentation on the needles. The displayed error may

become progressively larger as both aircraft close on the ship regardless of

the approach actually being flown by the escorted aircraft.

6.4.11.3 Failure of Carrier Navigation Aids/CATCC Radars Prior to Approach

Individual ships should develop special procedures to recover airborne aircraft in the event of a casualty to shipboard

air traffic control equipment. Selection of special/alternate approach procedures will be dictated by the availability

of suitable navigational equipment aboard escort ships and/or embarked aircraft. Should the use of assist ship

navigation equipment or utilization of airborne radar and control become necessary, approach minimums, separation

between aircraft, and size of the recovery will be adjusted so as to ensure safety of recovery operations.

6.4.12 Radar Handoff Procedures

Positive radar identification shall be accomplished by the receiving agency prior to transfer of control. Control will

be transferred only after the receiving agency has notified the transferring agency that positive radar contact has been

established.

6.4.13 Voice Communication Procedures

6.4.13.1

Compulsory Arrival, Marshal, and Approach Voice Reports

1. Entrance into carrier control area — Information required from flight leader (see paragraph 6.1)

2. Receipt of:

a. Marshal instructions

b. Type recovery

ORIGINAL

6-20

NAVAIR 00-80T-105

Note

D Rotating beacon light signals for helicopter operations are contained in the

Aircraft Signals NATOPS Manual (NAVAIR 00-80T-113).

D Army helicopters are not equipped with an automatic blade fold/spread

system. Time for manually folding and spreading main rotor blades should

be taken into account for tactical planning during shipboard operations.

D Certain Army and Air Force helicopters are not equipped with a rotor brake.

Extended rotor coast down times can be expected. These times can vary

with relative wind speed and direction, and can exceed 8 minutes in winds

as light as 20 knots. The ship shall be ready to provide optimum winds for

the windmilling stop of the rotor system.

During Case III recoveries, the approach shall be flown as directed by CATCC until the pilot acquires visual contact

with the optical landing aids, at which time the pilot shall “call the ball.” Control will then be assumed by the air

officer, who shall issue final landing clearance. In the event of a waveoff, the pilot shall parallel the final bearing

course and report to CATCC for control. At night, navigation lights shall be steady bright and anticollision lights on

until established on the final bearing, at which time the position lights shall be placed on dim and steady.

The forward anticollision light shall be turned off when the meatball is in sight.

When the word is passed to stand by to land helicopters, the LSE shall take a position clearly visible to the pilot. The

tower will obtain a “gear down” report from the pilot before issuing final landing clearance. As the helicopter

approaches, the LSE shall ensure the landing gear is down, the rotating beacon that controls his area of the flight deck

is green or amber, as appropriate, and that the landing area is clear of personnel, equipment, and loose gear.

Except in unusual circumstances, helicopters shall be landed only on marked spots visible to the pilot during the final

approach.

Except for the “waveoff” and “hold” signals, the LSE signals will be accepted as advisory and the pilot has full

responsibility for the proper and safe operation of the aircraft. At night when two or more helicopters are landing,

the navigation light shall remain STEADY/DIM and the tail anticollision light shall remain ON until touchdown.

After landing and before disengagement, chocks will be placed on the main wheels and the initial aircraft tiedowns

will be attached by the deck crew. A hold signal will be given by the LSE while tiedowns are being attached to indicate

that an unsafe takeoff condition exists. Navigation lights shall be switched to FLASHING DIM (day: FLASHING

BRIGHT) until the rotors have been disengaged and are fully stopped. The LSE will then signal for the aircraft lights

to be turned OFF. When helicopters are recovered immediately ahead of fixed-wing aircraft, pilots shall shut down

and disengage as expeditiously as feasible. They shall remain in their aircraft until towed clear of the fixed-wing

landing area. An amber or red light will be ON whenever rotors are engaged on deck.

6.6.2 NVD Equipment Aided Approaches

Crews aided with NVD may make a visual approach to a spot rather than a Carrier Controlled Approach (CCA)

provided such an approach is coordinated with Air Officer/PriFly, are not IMC, and have sufficient illumination/

visibility.

Night Vision Device (NVD) Centerline Visual Approach. During VMC and using NVDs, the HAC may accept a

visual approach to the fantail and proceed along the centerline for landing on the designated spot. After the last fixed

wing aircraft on final is identified by the Air Boss/CATCC, the helicopter will take interval and land visually.

Night Vision Device (NVD) Slide-in Visual Approach. At the HAC’s discretion, the helicopter may slide in to a

landing on the designated spot. Visual contact with the ship and NVD usage is required.

6-27

ORIGINAL

NAVAIR 00-80T-105

6.6.3 Recommended Deck Lighting Configuration for Helicopter NVD Aided Takeoff and Landing

See paragraph 5.7.3 for the recommended deck lighting configuration.

6.6.4 Special Safety Precautions

The following precautions shall be observed when recovering helicopters.

Inverted “T” helicopter and tiltrotor aircraft spots 2 through 6 do not

provide adequate clearance for all combinations of helicopters. If any spot

1 through 6 is occupied by an H−46, H−47, H−53, or V-22, the spots

immediately forward and aft shall remain vacant.

1. Except in case of emergency, pilots shall not stop engines or fold rotor blades without proper clearance from

the LSE.

2. If ship roll (heel) is greater than 4°, helicopters should not be recovered while the ship is in a turn.

3. Personnel required to be in the area of helicopters disengaging rotors shall stand next to the fuselage or well

outside the rotor arc.

4. A helicopter shall not be flown over another aircraft when landing.

CAUTION

The combination of relative winds and rotor downwash when launching or

landing a helicopter immediately adjacent to a spot occupied by a

helicopter engaging/disengaging rotors, or occupied by a shutdown

helicopter not folded or secured by rotor blade tiedowns, may cause rotor

system damage to the engaging/disengaging or shutdown helicopter.

5.

Helicopters shall never be towed or pushed while rotors are engaged.

6.

The waveoff and hold signals are mandatory and shall be executed immediately.

7.

Case III unaided helicopter recoveries shall be conducted to the angled deck, from astern, utilizing the OLS,

with the wind oriented to the centerline of the angle deck, and within the parameters set forth in the respective

aircraft NATOPS flight manual. During night VMC recoveries on CVs equipped with operating white

floodlights and when the after portion of the flight deck is not clear, helicopters may make an approach utilizing

the OLS and centerline of the angle deck. Upon approaching the fantail and when the deck and LSE have been

visually acquired, the helicopter shall then slide over, fly up the port side to the landing spot, and slide into

a landing.

8.

Helicopters shall not cross within 5 miles of a ship’s bow and within 3 miles of a ship’s stern without specific

approval of the air officer. A vertical replenishment helicopter may request and be granted continuous use of

an established flightpath.

ORIGINAL

6-28

NAVAIR 00-80T-105

9. The air officer or his representative shall pass over the 5 MC, “Stand well clear of helo number — while

engaging/disengaging rotors.”

Inboard mounted external fuel tanks or stores on Army UH-60 Aircraft

significantly impede access to the main wheels, exposing flight deck

personnel to risk of injury in the event of inadvertent jettison or aircraft

movement while chocking. Consideration should be given to safing the

external stores jettison circuit prior to chocking, balanced with the need to

expeditiously chock and chain the aircraft to prevent aircraft movement

under severe deck motion conditions.

10. Spot 2 starboard approaches and departures are prohibited.

11. Left seat slide-in visual approach to spot 2 is not recommended.

12. Left seat slide-in visual approach to spot 3 is prohibited.

Left seat helicopter recoveries to spots 4, 5, and 6 while there is a turning

helicopter on next forward spot represents an increased risk to the LSE. The

LSE should be positioned inboard of the catapult four safe parking line in

the same general location as right seat recoveries.

13. Cross cockpit recoveries forward of an occupied spot are not recommended.

6.7

SPECIAL PROCEDURES FOR CARRIER QUALIFICATION LANDING

6.7.1 Fixed-Wing Aircraft

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

Maintaining a proper and uniform interval is very important in the CARQUAL pattern. The air operations officer

and the air officer shall make appropriate recommendations. Jet/turboprop aircraft night CARQUALs shall be under

CCA control. Advisory control may be specified by the ship’s commanding officer when weather permits.

The air officer must be acutely aware of the responsibility to ensure the

initial separation between bolter/waveoff and departing aircraft during

CARQUAL and cat-trap-cat evolutions.

6-29

ORIGINAL

NAVAIR 00-80T-105

CATCC’s restricted radar coverage (blindspot) ahead of the ship requires

aircrew to exercise good lookout doctrine and radio discipline upon

departure.

During night CARQUALs, CCA shall utilize a single frequency to control all aircraft in the CARQUAL pattern.

Anytime CARQUAL or refresher landings are being conducted, a senior representative of each squadron involved

should be present in the tower. During IMC and night operations, his station will be in air operations. He must be

well qualified in the aircraft and prepared to advise the air officer in the event of an emergency.

It is the responsibility of the air operations officer to keep the air officer accurately apprised of the number of landings

required for each aircraft. Air operations/ CATCC will maintain a status board that will show landings required,

landings completed, and location of each aircraft (in Delta, in the Charlie pattern, or on the deck).

The air operations officer is responsible for providing the air officer with accurate bingo/divert data. Before

commencing and/or during CARQUALs, he shall compute the distance and bearing to the bingo/divert field and the

fuel required for the model aircraft involved. Bingo/divert data will be broadcast on the recovery frequency by PriFly

or CCA as appropriate.

The decision to divert aircraft will be made by the commanding officer or his designated representative. The air

operations officer and the air officer shall make appropriate recommendations during IMC/night and VMC

operations, respectively. In addition, the LSO will make timely divert recommendations to the air officer based on

unsatisfactory pilot performance or unsatisfactory CARQUAL conditions around the ship. It is the pilot’s

responsibility to inform the tower if he reaches bingo fuel state and has not been ordered to divert.

Changing pilots when an aircraft is on the flight deck with engine(s) running is an inherently dangerous practice

requiring extreme care. When a change is made, the aircraft shall be chocked and have at least the initial tiedowns

attached. Pilots shall not leave/switch their seats until given the “tiedowns in place” signal by the aircraft director.

Note

It is the pilot’s responsibility to inform the tower when reaching holddown

fuel state after trapping and the aircraft has not been taxied to a refueling

spot.

6.7.2 Helicopters

When feasible, two landing spots will be utilized for CARQUAL landings. The pattern shall be a left-hand racetrack

on the port side of the ship. Pattern spacing shall be adjusted to permit one aircraft to be launched prior to another

being landed. When the pilot acquires the meatball, he shall report his side number, “ball,” and “gear down.”

Night CARQUALs shall be under CCA control. Advisory control may be specified by the ship’s commanding officer

when weather permits.

The pilot in the right seat shall be in control of the aircraft unless the tower is informed to the contrary. When changing

pilots, the aircraft will be chocked and have initial tiedowns attached.

ORIGINAL

6-30

NAVAIR 00-80T-105

SIGNAL

COMMAND/ADVISORY

OLS

** ALDIS LAMP

FLASHING LIGHT

1. *BINGO—Proceed to alternate

Flashing cut and

Flashing red light.

M, M

landing field.

waveoff lights.

——,——

2. Add power—(Jets and turbo

Flash, cut lights.

N/A

N/A

props only).

3. CHARLIE—Cleared to land

N/A

Steady green light.***

C

aboard.

—D—D

4. DELTA—Delay in landing.

Flashing landing area

Steady red light.

D

Enter DELTA pattern and

lights.

—DD

maintain visual contact with

the ship.

5. Closed deck. Do not land.

Landing area lights off

N/A

N/A

(night only).

6. Do not land. Ditch or bail

N/A

Z

Z

out/eject in the vicinity of the

——DD

——DD

ship.

7. LSO has control of the aircraft

Steady (3 sec), cut

N/A

N/A

on final approach at approxi-

lights.

mately 1-1/2 miles.

8. Lower hook.

N/A

H

H

DDDD

DDDD

9. Lower wheels.

N/A

W

W

D——

D——

10. Lower flaps.

N/A

F

F

DD—D

DD—D

11. Jettison disposable fuel tank.

N/A

G

G

——D

——D

12. Jettison ordnance.

N/A

Q

Q

——D—

——D—

* Signal is given only when ordered by the Air Officer.

** Aldis lamps may be located in the tower, or on the signal bridge.

*** Helicopters will normally receive this signal from the rotating beacon or Aldis lamp on the starboard side

of the island.

Extra care must be exercised in identifying the correct light and

location of signal. Misinterpretation of the lighting signals from

other sources can occur. Such sources are rotating beacons (aft,

port, forward sides of island), or deck status lights (located at

LSO platform and near portside midships catwalk).

Figure 6-9. Visual Signals to Aircraft From Ship Under EMCON or Lost Communications

ORIGINAL

6-34

NAVAIR 00-80T-105

EMERGENCY

CARQUALS

DEPLOYED/REFRESHER

1.

Landing aids malfunc-

Discontinue landings.

Rig MOVLAS and continue recovery with radio

tion, under steady deck

as backup.

conditions, due to

improper stabilization.

2.

Complete landing aids

Discontinue landings.

If available, consider the use of an emergency

failure/damage.

field. If none is available and aircraft fuel state

does not permit delay:

1.

Establish positive radio contact with each

aircraft when commencing approach.

2.

Use radio talk-down as primary control.

3.

Have flare gun ready for instantaneous

use.

3.

Partial failure or damage

Discontinue landings.

Rig MOVLAS and continue recovery, with

of OLS, datum lights

radio as backup.

operative.

4.

Waveoff lights

Discontinue landings.

Continue landings with radio as primary means

inoperative.

of waveoff. Have flare gun ready for instanta-

neous use as a backup.

5.

Suspected malfunction,

Discontinue landings until a

Rig MOVLAS and continue recovery with radio

when consecutive

thorough check of OLS set-

as backup. A complete check of the OLS set-

approaches result in

tings and monitoring equip-

tings and monitoring equipment will be made

below glidepath

ment is accomplished.

upon completion of recovery.

conditions.

6.

Aircraft at night, no

Aircraft without an approach

Same as for CARQUALs.

approach light.

light shall be waved off for

visual check of the landing

gear and hook.*

7.

Any part of the aircraft

Do not attempt normal

Same as for CARQUALs.

striking the ramp or

arrestment.

ship’s structure other

than the normal flight

deck protrusions (cross-

deck pendant, flight

deck light covers,

ILARTS head, waist cat-

apult ramp).

8.

Tanker drogue extended

Divert if suitable field available. If situation pre-

(guillotine inoperative).

vents divert, jettison external store. If divert not

feasible or jettison unsuccessful, utilize normal

arrest landing procedures.

*

For all multiposition aircraft (except EA-6 aircraft) where cockpit configuration permits at least two crew-

members to visually confirm landing gear indications, verbal confirmation of “gear down and locked” may

be substituted for an approach light.

Figure 6-10. Carrier Pattern Emergencies

6-35

ORIGINAL

NAVAIR 00-80T-105

EMERGENCY

CARQUALS

DEPLOYED/REFRESHER

1.

Loss of LSO radios.

Discontinue landings. Advise

Pri-Fly notify aircraft in pattern that LSO radio

air officer to initiate DELTA or

is out, and transmit “Waveoff” if LSO uses

bingo instructions, as

waveoff lights.

appropriate.

2.

Loss of all ship’s radios.

Discontinue landings. Use

Continue landings at discretion of the OTC.

visual signals on OLS or from

the LSO platform to DELTA or

bingo, as appropriate.

3.

Loss of aircraft radios.

With receivers:

With or without receiver, make normal

approach and landing.

1.

Pilots shall be given

landing instructions and

aircraft shall remain

aboard when arrested.

2.

Pri-Fly shall transmit

bingo fuel states each

time the aircraft

approaches abeam.

Pilot shall acknowledge

by rocking wings.

3.

If unable to get aboard,

pilot shall bingo when

fuel state dictates.

Another aircraft should

be designated as an

escort.

With no receiver, aircraft

should not be diverted.

Note

Information and instructions should be transmitted to no-radio (NORDO)aircraft on control frequencies and

guard.

Figure 6-11. Day Communication Emergencies

ORIGINAL

6-36

NAVAIR 00-80T-105

EMERGENCY

CARQUALS

DEPLOYED/REFRESHER

1.

Loss of LSO radios.

Discontinue landings. Give

The LSO shall inform CCA, via sound-powered

DELTA or bingo instructions, as

phone, of the radio failure. The LSO shall accept

appropriate.

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.

2.

Loss of all ship’s radios.

Discontinue landings. The flight

Continue final landings or bingo at the discretion

leader of each unit airborne

of the OTC. Use standard visual signals on the

should organize a flight of his unit

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

members and proceed to divert

appropriate.

field.

3.

Loss of aircraft radios.

With receivers:

With escort:

1.

Pilot shall be given landing

1.

Lead pilot calls “Ball” and receives normal

instructions and aircraft

reply from the LSO.

shall remain aboard when

2.

After receiving acknowledgment, lead pilot

arrested.

makes the appropriate light signal, breaks off

2.

CATCC shall transmit bingo

to the left, then parallels the final bearing,

fuel state each time the air-

allowing the no-radio aircraft to continue

craft commences

approach visually. The no-radio aircraft shall

approach.

receive cut lights from the LSO following

breakaway.

3.

If unable to get aboard,

pilot shall bingo when fuel

3.

Lead pilot shall be in a position to be rejoined

state dictates. Another air-

by the no-radio aircraft in the event of a bolter

craft should be designated

or waveoff.

as an escort.

With no escort:

With no receiver, aircraft should

1.

Pilot makes the approach with lights as indi-

be diverted.

cated in Figures 6-9 and 6-10.

2.

Pilot squawks the appropriate code on IFF/

SIF.

3.

LSO shall acknowledge positive control of the

no-radio aircraft by the cut light signal. An air-

craft with transmitter only receives the same

acknowledgment as the no-radio aircraft.

4.

Pilot shall execute his own waveoff without

acknowledgment.

Without escort and external lights:

1.

Pilot shall squawk the appropriate mode IFF/

SIF and commence a normal approach, but

shall not land without visual acknowledgment

by the LSO.

2.

If visual acknowledgment is not received, pilot

shall execute a normal waveoff into the bolter

pattern, except priority in the pattern and

visual acknowledgment on the next approach.

3.

Cut lights when used as an acknowledgment

signal shall be given as near the normal meat-

ball reporting position as possible.

Figure 6-12. Night Communication Emergencies (Sheet 1 of 2)

6-37

ORIGINAL

NAVAIR 00-80T-105

EMERGENCY

CARQUALS

DEPLOYED/REFRESHER

4.

Complete electrical failure.

1.

If the carrier can be sighted and a safe

descent and landing approach made, fuel

permitting, orbit keeping the carrier in sight and

descend so as to be at the ship during the

scheduled recovery and/or descend and fly by

ship giving appropriate emergency signal

(Figures 6-9 to 6-11).

2.

If the carrier cannot be located, the pilot should

DR navigate to the prebriefed “emergency

sector/radial” and hold. If not joined by or

unable to join on any escort aircraft, upon

reaching bingo fuel, divert to bingo field if

available.

3.

If no bingo field is available, commence DR

descent/penetration to ship at approximate

approach time, weather and common sense

permitting. If after descent ship is not sighted,

commence square search if practical.

4.

If the carrier or potential rescue ship is not

sighted or if the aircraft/weather combination

precludes a descent, take DR heading to

nearest land. If land is reached, hold at

recommended ejection/bailout altitude and

continue watching for escort; when fuel nears

exhaustion, make controlled ejection/bailout.

Note

Information and instructions should be transmitted to no-radio (NORDO) aircraft on control frequencies and guard.

Figure 6-12. Night Communication Emergencies (Sheet 2)

Figure 6-13. Tanker Rendezvous Pattern

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NAVAIR 00-80T-105

6.10.1.2

Case III

The recovery tanker pattern shall be assigned by departure control. It shall be at least 1,000 feet above the overcast

or VMC between layers, but not less than 2,500 feet MSL. The tanker pilot shall advise departure control of the best

altitude and position to conduct emergency tanking. Positive control shall be provided for tanker overcast

penetrations. Departure control shall assist in positioning the tanker near a potential receiver and shall keep the tanker

informed of the potential receiver’s position.

Note

Tanking shall not be attempted below 1,500 feet during Case I/II and 2,500

feet during Case III.

6.10.2 Rendezvous Procedures

6.10.2.1

Rendezvous Low (Day and Night)

When directed to “hawk” (closely monitor) a particular aircraft that is a potential receiver, the tanker pilot shall

position the tanker to be at the 2-o’clock position of the low-state aircraft as it bolters or waves off. The minimum

altitude for rendezvous shall be 1,500 feet day, 2,500 feet night, ensuring a minimum of 500 feet vertical separation

between receiver and tanker aircraft until visual separation can be maintained. When directed, the tanker shall switch

to the potential receiver aircraft’s frequency. If visual contact is not acquired, the controlling agency shall provide

assistance until visual contact is established. The receiver should generally make the final rendezvous on the tanker.

Positive radio communications must be established if the tanker will be rendezvousing on the receiver at night. The

tanker should stream the drogue as the receiver joins, thus expediting plug-in. The tanker pilot shall report to tanker

control the following:

1. When the receiver is taking on fuel

2. When refueling has been completed, the amount of fuel transferred, and update give-away.

6.10.2.2

Rendezvous High/On Top (Day and Night)

Departure control shall provide positive control until visual contact is established. The receiver shall make the final

rendezvous on the tanker and report as previously described.

6.10.3 Recovery Tanking Pattern

After the receiver is engaged, the tanker aircraft shall establish a racetrack pattern in the vicinity of the ship. Unless special

circumstances exist, the tanker should not proceed more than 10 miles ahead of the ship. The downwind leg should be

3 to 5 miles abeam and tanking should be completed prior to reaching a point 6 miles astern to allow for proper pattern

entry. If tanking is done above an overcast, departure control may direct adjustment of the pattern so as to allow for normal

descent and CCA pickup.

6.10.4 Recovery (Case III)

The desire to expedite tanker recovery must not jeopardize flight safety. The recovery tanker shall be given positive

control unless executing an instrument approach procedure published in this section or operating under night

EMCON conditions. The aircraft shall be level during the turn to final bearing and given sufficient clearance to pass

through 6 miles at 1,200 feet.

Note

If recovery tanker is established 1,200 feet abeam, the six mile gate is not

required.

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NAVAIR 00-80T-105

6.10.5 Fuel Transfer and Dump Control

Each ship/air wing shall promulgate supplementary instructions that shall include the following instructions.

1. Bingo data for all embarked aircraft.

2. Low state figures (i.e., state at which aircraft will normally be ordered to tank) and amount of fuel to be

transferred to each type aircraft when no divert field is available.

3. Procedures for control of tanker fuel by CATCC.

4. Minimum fuel for barricade engagement.

Except in an emergency, tankers shall obtain clearance from departure control before transferring or dumping fuel.

Departure control shall be advised of any changes of tanker fuel state and give-away as appropriate.

D Shipboard recovery of a tanker aircraft with an extended hose presents a

missile hazard that may be caused by shattering of the drogue/basket as it

strikes the ramp area. Prior to recovery, the flight deck should be cleared

of all but required recovery personnel. Only the controlling LSO should

remain on the platform, and he should utilize the safety net as the aircraft

crosses the ramp. If possible, aircraft adjacent to the landing area should be

respotted forward or struck below to the hangar deck.

D Even though the probability of damage to the aircraft by drogue/basket slap

during a bolter is slight, the pilot should be aware of this possibility.

6.11

DIVERSION OF AIRCRAFT

The air operations officer or the air officer shall normally be responsible for making the recommendation to the

commanding officer as to which aircraft should be diverted in the interest of flight safety. The air operations officer

shall, if practicable, determine the condition of the navigation, communication, and lighting facilities of divert field

prior to the first Case III recovery. The following factors shall be considered when anticipating a divert:

1. Aircraft fuel state

2. Bearing and distance of field

3. Weather at divert field, current and forecast

4. En route upper level winds

5. Suitability of field for type of aircraft

6. Navigational assistance available

7. Aircraft mechanical condition

8. Ordnance restrictions

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NAVAIR 00-80T-105

Towing of turboprop aircraft with an engine running is prohibited. Towing

other type aircraft with engines running is hazardous and should be avoided

whenever possible.

3. All chocks, tiedowns, power cables, and other servicing/securing devices are removed prior to moving the

aircraft.

CAUTION

Tiedowns and chocks shall not be removed prior to attachment of the

towbar to the tractor.

4. If weapon loading/downloading is in progress, assurance is received from the ordnance crew leader that the

aircraft is safe to move insofar as weapons are concerned.

5. Adequate clearance exists to permit safe movement.

6. Safety men are posted as required to ensure clearance if in close proximity to other aircraft, bulkheads, or

obstructions.

7. The qualified brake rider signifies he has checked the aircraft brakes, that adequate braking pressure is

available, and they appear to be in proper working order.

8. All personnel except those necessary for the move are well clear of the aircraft.

Working or passing beneath a moving aircraft is extremely hazardous. This

practice is prohibited except for catapult hookup, recovery operations,

chock walking, and emergencies.

In manning the cockpit of an aircraft to be moved, the qualified brake rider shall perform the following:

1. Ensure ejection seat safety pins are installed and safety pins are in place in the landing gear/auxiliary tanks

as appropriate.

2. Adjust the seat and rudder pedals as required to ensure the ability to fully apply the brakes and see the director

at the same time.

3. Ensure the windshield and side panels are clear of grease, cleaning compound, or any other film which might

limit visibility.

4. Conditions permitting, open cockpit canopy, windows, or overhead hatches.

5. Ensure adequate braking pressure is available and that the brakes appear to be in proper working order.

7-3

ORIGINAL

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