Content      ..      1       2         ..

NAVAIR 00-80T-120 CVN FLIGHT/HANGAR DECK NATOPS MANUAL (15 DECEMBER 2010) - page 1

NAVAIR 00-80T-120

CVN FLIGHT/HANGAR DECK

NATOPS MANUAL

THIS MANUAL SUPERSEDES NAVAIR 00-80T-120 DATED

1 APRIL 2008

DISTRIBUTION STATEMENT C — Distribution authorized to U.S. Government

agencies and their contractors to protect publications required for official use or for

administrative or operational purposes only, determined on 15 December 2010.

Additional copies of this document can be downloaded from the NATEC website at

https://mynatec.navair.navy.mil.

DESTRUCTION NOTICE — For unclassified, limited documents, destroy by any

method that will prevent disclosure of contents or reconstruction of the document.

ISSUED BY AUTHORITY OF THE CHIEF OF NAVAL OPERATIONS AND

UNDER THE DIRECTION OF THE COMMANDER,

NAVAL AIR SYSTEMS COMMAND.

/3

15 DECEMBER 2010

1 (Reverse Blank)

NAVAIR 00-80T-120

CVN Flight/Hangar Deck NATOPS Manual

CONTENTS

Page

No.

CHAPTER

1 — INTRODUCTION

1.1

PURPOSE

1-1

1.2

MISSION

1-1

1.3

SCOPE

1-1

1.4

ORGANIZATION OF THIS PUBLICATION

1-2

1.5

OTHER RELEVANT PUBLICATIONS

1-2

1.6

RESPONSIBILITIES FOR THIS PUBLICATION

1-2

1.6.1

NATOPS Advisory Group

1-3

1.6.2

NATOPS Cognizant Command

1-3

1.6.3

NATOPS Model Manager

1-3

1.6.4

NATOPS Program Manager

1-3

1.7

SHIP’S DUTIES AND RESPONSIBILITIES

1-3

1.7.1

Air Officer

1-3

1.7.2

Assistant Air Officer

1-3

1.7.3

Primary Flight Arresting Gear Controller

1-3

1.7.4

Improved Fresnel Lens Console Operator

1-4

1.7.5

Aircraft Handling Officer

1-4

1.7.6

Night Aircraft Handling Officer (NACHO)

1-4

1.7.7

Flight Deck Officer

1-4

1.7.8

Assistant Flight Deck Officer

1-4

1.7.9

Aircraft Crash and Salvage Officer (Air Boatswain)

1-4

1.7.10

Catapult and Arresting Gear Officer (V-2 Division Officer)

1-4

1.7.11

Assistant Catapult and Arresting Gear Officers (Branch Officer)

1-5

1.7.12

Catapult Safety Observer (ICCS)

1-5

1.7.13

Topside Safety Petty Officer (TSPO)

1-5

1.7.14

Holdback Man

1-6

1.7.15

Aircraft Launch and Recovery Equipment (ALRE) Maintenance Officer

1-6

1.7.16

Hangar Deck Officer (V-3 Division Officer)

1-6

1.7.17

Aviation Fuels Officer (V-4 Division Officer)

1-6

1.7.18

Aviation Fuels Maintenance Officer

1-6

1.7.19

Carrier Air Wing Maintenance Officer

1-6

1.7.20

Carrier Air Wing Ordnance Officer (CAG Gunner)

1-7

11

ORIGINAL

NAVAIR 00-80T-120

Figure 2-1. Tiedown Restraint (Sheet 1 of 8)

ORIGINAL

2-6

F/A-18

E/F/G

NAVAIR 00-80T-120

Figure 2-1. Tiedown Restraint (Sheet 3)

ORIGINAL

2-8

NAVAIR 00-80T-120

Figure 2-1. Tiedown Restraint (Sheet 4)

2-9

ORIGINAL

NAVAIR 00-80T-120

Figure 2-1. Tiedown Restraint (Sheet 5)

ORIGINAL

2-10

NAVAIR 00-80T-120

Figure 2-1. Tiedown Restraint (Sheet 6)

2-11

ORIGINAL

NAVAIR 00-80T-120

Figure 2-1. Tiedown Restraint (Sheet 7)

ORIGINAL

2-12

NAVAIR 00-80T-120

Figure 2-1. Tiedown Restraint (Sheet 8)

2-13

ORIGINAL

NAVAIR 00-80T-120

Five-Star Padeye

Four-Bar Padeye

Figure 2-2. Tiedown Installation

2.5

TIEDOWN REQUIREMENTS

Thefollowingtiedownconditionsareprovidedas aminimum guideforsafehandling operationsofshipboardaircraft

and may be increased as conditions necessitate.

SECURITY CONDITIONS

HEAVY

AIRCRAFT TYPE

INITIAL

INTERMEDIATE

PERMANENT

WEATHER

E-2*, C-2*, EA-6, F/A-18

6

9

12/14*

18/20*

AV-8, T-45, H-3, H-46, H-53, H-60

4

6

12

16

2.6

EQUIPMENT SECURITY

Aircraft handling/crash and salvage mobile equipment shall be parked with a minimum of two tiedowns (one

forward/one aft), rear wheel chocked, and parking brake set. Crash cranes shall be parked and secured with a

minimum of 13 tiedowns.

All rolling stock (e.g., air-conditioners, nitrogen carts, weapon carts) shall have parking brake set and a minimum

of two tiedowns tending fore/aft. When not at flight quarters, mobile equipment shall be “packed” fore-and-aft with

the vehicles at each end secured with two tiedowns. All vehicles shall have one rear wheel chocked and parking

brake set.

2.7

AIRCRAFT JACKING TIEDOWN SECURITY

The following procedures are required for shipboard aircraft jacking:

1. The ACHO or his representative shall approve jacking aircraft for maintenance.

2. Squadron personnel shall refer to the Maintenance Instruction Manual for procedures during jacking

operations.

3. When underway, the ACHO shall coordinate jacking of aircraft with the OOD.

ORIGINAL

2-14

NAVAIR 00-80T-120

2.8

HEAVY WEATHER AIRCRAFT SPOTTING

When a heavy weather spot requirement has been determined by the Commanding Officer, the ACHO shall ensure

the following:

1. A maximum number of aircraft shall be spotted on the hangar deck in such a manner to permit access to fire

stations at all times.

2. Remaining aircraft on the flight deck shall be spotted fore-and-aft as far from deck edge and the fantail as

possible and no farther forward than the bow JBDs.

3. The bow catapult JBDs shall be raised to assist in decreasing wind over deck.

4. Chocks shall be secured to wheels with 21-thread (or greater) manila line to prevent them from working free.

5. Maximum tiedowns shall be applied and parking brakes shall be set.

6. Deflating of struts and/or tires shall be accomplished as directed.

7. Fuel load adjustments shall be made as directed.

8. Aircraft integrity watches shall be doubled to function as two-man teams (buddy system).

Note

During heavy weather, aircraft integrity watches shall not venture onto

the flight deck without permission from the ACHO or his representative.

2-15/(2-16 blank)

ORIGINAL

NAVAIR 00-80T-120

CHAPTER 3

Preparations for

Flight Operations

3.1

TRAINING REQUIREMENTS

The Air Wing Commander shall coordinate all squadron predeployment training requirements with the ship.

Squadron commanders shall ensure that all personnel complete the lecture syllabus outlined below prior to initial

deployment. This applies equally to those squadrons/detachments that embark/operate for short-term workups, CQ,

transits, etc. These lectures need not be repeated before every deployment; however, squadron commanders are

responsible for providing refresher training as required for the safety of personnel and equipment. Ship’s company

personnel shall assist in this training; however, when this is not feasible, the most qualified squadron personnel shall

be utilized.

Note

The Air Wing Commander shall coordinate Civil Service and contract

personnel providing support to his Air Wing. Civil Service and contract

personnel not assigned to an Air Wing Commander shall coordinate

training with the cognizant CVN hosting department.

The Air Officer shall ensure that, in addition to the formal training required by type commanders, air department

personnel receive training as necessary to acquaint them with the peculiarities of the specific aircraft models being

deployed. Particular emphasis shall be placed on special aircraft handling requirements, flightcrew rescue

procedures, specific aircraft firefighting procedures, and aircraft salvage procedures. In addition, crash and salvage

personnel shall conduct a face-to-face briefing with squadron aircrew personnel, communicating what they expect

during an emergency egress.

Note

D All personnel, including Civil Service and contract, assigned any flight

deck duties shall first complete Flight Deck Familiarization PQS

(NAVEDTRA 43426-0 Series [Deck Familiarization PQS]). Only personnel

designated in writing by the Commanding Officer/Air Wing Commander may

be assigned to monitor and sign any PQS watch station as being completed.

This is in accordance with NAVEDTRA

43100.1 Series PQS Unit

Coordinators guide.

D All personnel shall pass the required annual flight deck physical (Civil

Service and Contract personnel shall meet the medical requirements

contained in the military annual flight deck physical). Written verification

of completed PQS (NAVEDTRA 43426−0 Series [Deck Familiarization

PQS]) training is required for all personnel via training jacket or

completion of PQS form contained in the NAVEDTRA 43426−0 Series

[Deck Familiarization PQS].

D A PQS-qualified person shall be within an “arms length” of any under

instruction (UI) personnel when accomplishing a given task.

Civil Service and contract personnel will be considered Flight Deck “current” when they have operated in a PQS

“qualified” status on a CVN Flight Deck within the previous 12 months.

3-1

ORIGINAL

NAVAIR 00-80T-120

3.2

PREDEPLOYMENT

3.2.1 General

Prior to getting underway, whether it be for an extended cruise or an operating period just off-shore, certain

preparations are required to ensure success. The following areas shall be reviewed in advance of every deployment.

3.2.1.1

Personnel Qualifications

Ensure that all personnel are properly qualified and that ongoing, comprehensive long- and short-range training

programs are provided. This program shall be planned to train and qualify current operators, and also to provide

cross-training and additional operators.

3.2.1.2

Safety Brief

Air Department Division Officers shall be responsible for ensuring that all division personnel receive thorough

flight/hangar and below-deck safety briefs prior to each deployment, and again after any 1-week-long in-port period.

3.2.1.3

Aircraft to Be Embarked

Ensure that a NATOPS Manual and Pocket Checklist for each type aircraft are available, and that pertinent portions

are reviewed by all Catapult and Arresting Gear Officers. Determine and make accommodations for any aircraft

service changes applicable to deploying aircraft that could effect launch/recovery parameters.

Squadron commanders shall submit to the ship via naval message prior to deployment a complete list of aircraft being

embarked. The naval message shall include; side numbers, PALS addresses, basic weights, certification that all

aircraft are FOD free, verification that all aircraft hoisting points/access panels are readily accessible and functional,

and any peculiarities in configuration that will affect handling, ordnance loading, or mission capability.

From each deploying squadron, obtain and review pertinent portions of squadron doctrine, SOP, air wing

TACNOTES, and air operations manual that refer to aircraft launch or recovery techniques or procedures.

3.2.1.4

Launch/Recovery Bulletins

Catapult and Arresting Officers shall review applicable bulletins quarterly and ensure updated information are

disseminated to respective operators.

3.2.1.5

Spare Parts and Accessories

The Air Officer or designated representative shall review the planned operating schedule and usage records to ensure

that adequate parts, material, equipment and accessories are onboard to support flight deck operations.

3.2.1.6

Squadron Brief

The Ship’s Operations Department is required to provide a Carrier Control Approach (CCA) brief to each deploying

unit prior to departure. It is recommended that the required Air Department brief, including launch and recovery

procedures, be given in conjunction with this brief. Appendix B is a recommended outline for a launch and recovery

brief. Details are covered elsewhere in this manual.

3.3

GENERAL REQUIREMENTS FOR FLIGHT QUARTERS

Flight Quarters entails the manning of stations required for the efficient and safe conduct of flight operations. The

ship shall be prepared to launch, recover, arm, fuel, and service aircraft, and at the same time be prepared to handle

aircraft crashes, fight aircraft or fuel fires, and render aid and assistance to injured personnel.

Flight deck personnel shall not consume intoxicating beverages within

12 hours of flight deck evolutions/operations.

ORIGINAL

3-2

NAVAIR 00-80T-120

Note

Commanders shall make available 8 hours for sleep during every 24-hour

period. Schedules will be made with due consideration for watch standing,

collateral duties, training, and off-duty activities.

Flight Quarters is a condition of readiness in which Air Department, Air Wing, Weapons Department, Operations

Department, Engineering Department, Combat Systems, and Medical Department personnel man specific equipment

and stations in support of flight operations. Flight Quarters stations for Air Department and Air Wing personnel are

the same as the General Quarters stations as prescribed in the ship’s Battle Bill, except that battle circuit phone talkers

and hangar deck and fuels repair parties shall not be fully manned during flight quarters unless specifically ordered

by the Air Officer. Flight Quarters may be treated as a separate evolution; however, when General Quarters is

sounded, all Flight Quarters stations shall be manned.

3.4

INITIATION OF FLIGHT QUARTERS

Flight Quarters stations shall be manned when directed. Flight Quarters is normally initiated over all circuits of the

1MC; an officer in the Air Department (usually the ACHO) shall request the Officer of the Deck (OOD) to sound

one of the Flight Quarters conditions. The same procedures shall be utilized to secure from flight quarters as are used

for manning.

3.4.1 Type of Flight Quarters

For efficiency of operations and to free personnel for other duties, Flight Quarters conditions may be modified.

3.4.1.1

Flight Quarters

Flight Quarters is the condition in which normal fixed wing and helicopter flight operations are conducted.

3.4.1.2

Flight Quarters for Respot

This is a condition set for the movement of aircraft about the ship.

3.4.1.3

Helicopter Flight Quarters

This is a condition set to operate helicopters.

3.4.2 Manning Flight Quarters Stations

When any form of Flight Quarters is called away, required personnel shall man their stations immediately. They shall

expeditiously perform functional tests and/or complete checkoff lists on equipment, and report via the appropriate

chain of command when the station is manned and ready, indicating the current status of existing equipment

discrepancies. All Air Department Divisions shall complete a Flight Quarters Checkoff list. A sample checkoff list

is included as Appendix C. Completed checkoff lists shall be submitted to the Air Officer via the ACHO prior to the

commencement of flight operations.

3.4.2.1

Preliminary Procedures — Air Officer

When flight quarters is sounded, the Air Officer shall ensure the following:

1. Procedures prescribed in applicable bulletins and instructions for inspection and preparation for operation of

aircraft launch and recovery equipment, aviation fuels system, aircraft elevators/doors, and crash/salvage and

firefighting equipment are meticulously followed.

3-3

ORIGINAL

NAVAIR 00-80T-120

Note

D When air department equipment becomes inoperable, the Air Officer, shall

inform the Commanding Officer and shall furnish an estimated time of

repair (ETR).

D Critical ALRE, aviation fuels systems, aircraft elevator, flight deck

lighting, crash and salvage crane/20K forklift, flight deck mobile

firefighting vehicles

(MFFV), and AFFF/saltwater CMWWD zones

adjacent to each other shall not be taken out of service without the

Commanding Officer’s permission.

D A decision to conduct flight operations when discrepancies are known to

exist in any of the above equipment shall be made only by the Commanding

Officer.

2.

A FOD walkdown shall be conducted prior to flight operations (minimum 1 day/1 night).

3.

The following flight quarters stations shall be manned and all equipment required during flight operations shall

be on-hand, inspected, and the pre-operational checklist completed. Any equipment, e.g., whip antennas,

flag/jack staffs, flight deck rails, that might interfere with flight operations, shall be stowed and secured:

a. Air Department.

(1) Primary Flight Control.

(2) Flight Deck Control and Flight Deck.

(3) Hangar Deck Control and Hangar Bays.

(4) V-2 Maintenance Office and all Aircraft Launch and Recovery Equipment.

(5) V-4 Maintenance Office and Flight/Below Deck Aviation Fuels Systems.

(6) Crash, Salvage and Rescue Equipment.

b. Other Departments. Man stations as required.

Note

The Air Boss shall ensure the following stations are properly manned during

aircraft launch, recovery, re-spot, engine turns, weapons loading, APU starts,

and refueling evolutions in accordance with NAVAIR 00-80R-14:

— MFFV(s) shall include an operator and two rescue personnel

during any of the above listed evolutions.

— During recovery, a line crew consisting of a crash and salvage

supervisor and two crewmembers shall be stationed at a

predesignated area for immediate response and to provide

equipment at the scene of a crashed or disabled aircraft.

4.

Crewmembers not assigned stations during actual launch/recovery evolutions shall be assigned responsibili-

ties to provide designated equipment in the event of an on-deck emergency.

5.

The mobile crash crane and forklift shall be started and warmed up at the commencement of each recovery

phase of flight operations and remain running throughout the recovery.

3.4.2.2

Manning and Starting Aircraft

Flight crews shall man their aircraft as directed. When ordered to man, they shall proceed to their aircraft via

designated route and conduct preflight inspections as expeditiously as safety permits.

ORIGINAL

3-4

NAVAIR 00-80T-120

In a pending emergency, the Air Officer shall notify flight and hangar deck personnel by use of the 3MC and 5MC

announcing systems and flight warning alarm. The crash alarm shall be sounded to notify flight deck personnel of

an actual on-deck aircraft mishap.

Note

The flight warning and crash alarms shall be used only for the purposes

described above.

3.5

PLANE GUARD HELICOPTER/DESTROYER

A plane guard helicopter/destroyer shall be provided per existing directives. The plane guard helicopter/destroyer

shall monitor land/launch frequency; radio contact (if Emission Control [EMCON] condition permits) shall be

established prior to launch/recovery to ensure that vital information can be passed to the helicopter/destroyer

immediately, if required.

3.6

ALERT CONDITIONS

Alert conditions shall be set as called for by the Carrier Strike Group Commander or as published in the Air Plan.

Conditions of readiness and the requirements for each condition shall be as specified in NAVAIR 00-80T-105.

3.7

HAZARDS OF ELECTROMAGNETIC RADIATION TO ORDNANCE (HERO)

Conditions shall be set as required by the flight deck ordnance crew. The Officer of the Deck (OOD) shall have the

word passed over all 1MC circuits when HERO is set or relaxed; HERO beacon shall be illuminated when applicable.

3.8

FLIGHT/HANGAR DECK LIGHTING

All installed flight deck, landing area, and runway lights shall be maintained in an operable condition and checked

for proper operation and security of deck fixtures daily at least 1 hour prior to sunset and prior to any night or IMC

recoveries. These lighting systems, including runway edge, centerline, and athwartship lights; landing area lights;

vertical bar drop lights; and sequenced flashing centerline lights shall be utilized for all night or IMC recoveries. This

requirement may be waived by the carrier Commanding Officer if operational circumstances so dictate. Visual

landing aids General Service Bulletin No. 8 (current revision) shall be consulted for specific ship lighting

configuration and orientation.

Minimum intensity floodlighting consistent with safety shall normally be used on the flight deck between sunset and

sunrise for all flight deck evolutions during flight quarters. Carriers having sodium vapor and/or flight deck

floodlighting shall, when the tactical situation permits, have the SOX or white floodlights turned on for launches,

recoveries, and re-spots. Circumstances that preclude the use of SOX or white floodlights shall be evaluated as to

necessity for lack of illumination, as reduced efficiency on the flight deck, increased crunch potential, increased

bolter/waveoff rate, and decreased recovery rate are to be expected. Safety aspects of the entire flight deck evolution

and the risk associated with non-use of SOX or white lighting shall receive due consideration in arriving at a decision

to restrict use.

White lights may be used in the hangar deck to enhance aircraft maintenance and handling efficiency and safety. When

restrictive lighting measures are in effect on the flight deck, due regard shall be taken to ensure masking of the white

hangar bay lights. These conditions include, but are not limited to, darken ship and transit of restricted or high traffic

density waters. Consideration shall be given to closing hangar bay doors if conditions so warrant. Aircraft running

lights shall remain extinguished between the hours of sunset and sunrise except as required during launch and

recovery operations.

3.9

AIR PLAN

In order for Strike Operations to prepare an air plan that is within the capabilities of the air wing and all supporting

activities, the following shall be reported on a regular basis:

1. The status of all embarked aircraft. This report shall be delivered to the Bridge, Carrier Strike Group

Commander, Flag Operations, Air Operations, and the Air Department. The report shall include expected

changes in status and test flight requirements for the following day.

2. An up-to-date ordnance load plan.

3-5

ORIGINAL

NAVAIR 00-80T-120

The air plan shall be distributed on the evening before the scheduled operations. When the air plan is delayed, the

Strike Operations Officer shall provide advance information to allow preparations for the first launch. As a minimum,

a rough air plan shall be hand-delivered to Flight Deck Control, PriFly, Air Operations, Ordnance Handling Officer

(OHO), and Air Wing Weapons Officer (CAG Gunner) and Maintenance representative.

3.10

ORDNANCE LOAD PLAN

No changes shall be made to the ordnance load plan without approval by the Strike Operations Officer. The Air Wing

Weapons Officer or his designated representative shall visually inspect each aircraft for proper ordnance load as per

the Air Plan. Discrepancies shall be brought to the attention to the Aircraft Handling Officer immediately.

3.11

FLIGHT DECK UNIFORMS

3.11.1 Wearing of Flight Deck Uniforms

Control and issue of flight deck clothing (see Appendix H, Figure H-1) shall be enforced by the Air Officer and Carrier

Air Wing Commander (CAG) for all personnel working on the flight deck.

A complete flight deck uniform shall consist of TYCOM approved flight deck trousers, flight deck jersey, flotation

device, steel-toe boots, leather gloves, helmet with goggles and jersey corresponding in color to that of their

respective detail and with their billet title on the jersey and flotation vest. Coveralls and the Navy Working Uniform

(NWU) are not authorized to be worn on the flight deck at any time while flight deck operations are being conducted.

Personnel assigned specific duties shall wear the appropriate flight deck gear per Figure H-1.

3.11.2 Special Clothing

The Supply Officer shall procure, store, and issue special clothing per current allowances and standard accounting

procedures.

Special clothing shall be drawn from the Supply Officer for the Air Department and Air Wing personnel, as prescribed

by ship’s instructions. It shall be reissued to individuals on an allowance/need basis via the Division Officer, who

accounts to the Air Officer and Carrier Air Wing Commander by means of sub-custody receipts.

Special clothing shall be worn only when prescribed by the Air Officer or CAG.

3.12

AIR-TO-SHIP COMMUNICATIONS

Minimum of two (2) Air-to-Ship Radio communication devices, one for the Air Boss and one for the Mini-Boss, with

connections for two headsets/handsets each. At a minimum, the communication devices shall provide access to

CATCC Final A and Final B UHF Radio Circuit Transceivers and two Dedicated/Backup Air-to-Ship UHF

transceivers. The Dedicated/Backup transceivers shall be capable of selecting required frequency channels from

primary flight control.

ORIGINAL

3-6

NAVAIR 00-80T-120

CHAPTER 4

Catapult Launching Procedures

4.1

GENERAL

This section is to be used in conjunction with Aircraft Launching Bulletins, NAVAIR and COMNAVAIRFOR

directives.

4.1.1 Operational Safety Warnings

4.1.1.1

General

1.

The launching of today’s high-performance aircraft is a complex and demanding operation involving various

inherent dangers. Personnel engaged in the operation of the launch equipment shall be thoroughly trained and

qualified for the launch operation. The procedures and safety precautions contained in this manual shall be

complied with. Disregard for these procedures, cautions, or safety warnings may create hazards more

dangerous than those previously mentioned.

2.

Safety is an all hands concern; as such, all hands shall be thoroughly familiar with this manual and applicable

instructions, procedures, and safety precautions. Further, all hands shall also insist on strict adherence to

established safety precautions by all others not having direct access to this manual.

3.

Personnel having reason to suspect the safe operational/material readiness condition of the launch equipment,

deck gear accessories, the aircraft, or the aircraft hook-up shall immediately cause the launch to be suspended

by either suspending the catapult themselves, or by informing the catapult officer or other personnel capable

of suspending the catapult.

4.

Prior to operational actuation of launch/recovery equipment, an inspection of equipment shall be made to

locate any possible misplaced tools, rags, machine parts, etc., that would interfere with proper functioning of

equipment.

5.

During launching operations, the voice communication system shall be used only for essential communica-

tions, to ensure that signals between operators are not misunderstood.

6.

During any type of launching, live steam escapes from the track and brake areas. As this steam can cause

scalding of exposed areas of the body, personnel in the area shall avoid contact with it. When the catapult is

in operating status, exposed metallic parts, such as track covers, launching and exhaust valves, and steam

supply piping, may be hot enough to burn exposed areas of the body on contact. Therefore, operating personnel

with duties in these areas shall be equipped with required protective clothing.

7.

Hearing protection shall be worn in all areas of high noise level.

8.

Personnel who work in areas where there is a danger of contact with “live” steam or hot metallic surfaces shall

wear appropriate protective clothing to prevent burns.

9.

All loose gear and tools shall be kept clear of all equipment.

10.

Operational/maintenance equipment pressures shall be maintained at predetermined settings.

11.

All catapult, arresting gear, and VLA spaces are RESTRICTED areas; unauthorized personnel shall not be

allowed in these spaces at any time. RESTRICTED signs shall be posted.

Note

The catapult shall not be operated when the Launching Officer and the

Monitor/Deckedge Operator are under instruction at the same time.

4-1

ORIGINAL

NAVAIR 00-80T-120

4.1.1.2

Flight Deck

The following precautions shall be observed:

1.

During launch operations, no personnel other than those required by applicable operating instructions shall

be on the flight deck, catwalks, sponsons, or in the launch area without the expressed permission of the Air

Officer. It shall be the responsibility of the Catapult Officers, Flight Deck Officer, and Flight Deck Supervisors

to ensure compliance.

2.

All personnel who are required to be on the deck in the launch area and who do not have a specifically assigned

station shall remain in a safe area.

3.

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.

4.

Personnel required to be in the catwalks shall duck below flight deck level during actual aircraft launch.

5.

No one shall enter the launch area to effect repairs, or for any other reason, until positive clearance has been

obtained from the Catapult Officer.

6.

During night operations, the pre-launch check of catapult components or aircraft launching intervals shall not

be speeded up. Sufficient time shall be taken to double-check each step to prevent possible accidents due to

faulty hook-ups, misinterpreted signals, and other causes.

7.

The shuttle or grab shall not be advanced or retracted along the track until the Catapult Officer is present at

his station, and the track slot and surrounding areas have been inspected and found to be clear.

8.

After tension is taken on an aircraft having a launch bar selector switch, the pilot shall not place the launch

bar selector switch in the OFF, ABORT, or RETRACTED position until he has advanced the aircraft’s throttles

in accordance with the specific aircraft’s NATOPS manual.

9.

When the catapult is in use, no one shall go in front of the shuttle or forward of an aircraft that is ready to be

launched. No one except authorized operating personnel shall be permitted in catwalks or on the flight deck

forward of the catapult battery position.

10.

Personnel shall not go under the aircraft until the aircraft is throttled back.

11.

During emergency situations when moving or towing the shuttle or aircraft, crewmen shall stand clear.

12.

The catapult crew shall remain clear of the aircraft during arming operations.

4.1.1.3

Fire Prevention in Catapult Spaces

High-pressure fluids, high temperatures, and close proximity to flight deck combustibles greatly increase the

possibility of fire in the steam catapult system. Combustible and flammable liquids or materials shall be kept away

from the heated catapult parts to reduce the possibility of fire and explosion. Adequate ventilation shall be provided

below deck to prevent the buildup of explosive gases. After every fire and before resumption of flight operations,

a thorough inspection of the affected portion of the catapult and associated equipment shall be made. In addition, the

entire crew shall be made aware of the hazards to safe flight operations and of other potential dangers, should there

be a recurrence of the same type of fire in the future. To minimize the causes of fire and the extent of fire damage,

particular attention shall be continually paid to the following precautions:

1. Training of all personnel in the proper firefighting procedures.

2. Procurement, proper stowage, and ready availability of effective firefighting equipment.

3. Periodic checkouts of automatic and semiautomatic steam smothering systems to ensure proper operation.

Note

At each catapult steam smothering valve location, valve enclosure boxes

shall be painted with 1-inch black and white alternating stripes. Deck and

wheel stop coaming shall be in accordance with VLA General Service

Bulletin No. 8.

4. All spaces kept in a clean condition, especially the trough. Clean up any spillage immediately.

ORIGINAL

4-2

NAVAIR 00-80T-120

5. Bow catapult slot seals shall be installed prior to any fixed wing refueling/defueling evolutions. Waist catapult

slot seals shall be installed immediately after securing from flight operations.

6. Slot seals shall be removed prior to launching or recovering a helicopter.

7. Repair of lagging breaks in excessively high temperature areas.

8. A qualified Catapult Steam Watch shall be posted during non-operating hours have been thoroughly

indoctrinated in the proper procedure for reporting and containing a fire until competent assistance arrives.

4.1.2 Aircraft Launching Bulletins

These bulletins include special instructions to the flight deck crew, the pilot and the Catapult Officer. It is imperative

that all Catapult Officers and pilots be completely familiar with all applicable bulletins. Aircraft Launching Bulletins

are issued by the Naval Air Warfare Center to provide launching data for catapult and aircraft, required aircraft

launching accessories, list of effective bulletins, etc.

Aircraft launching data are prepared to set forth uniform instructions for launching within the performance capability

of the aircraft and the catapults. The minimum take-off airspeed for launching, as listed in the Aircraft Launching

Bulletins is determined by the Aircraft Test Directorate (Carrier Suitability Branch) of the Naval Air Warfare Center,

while conducting the carrier suitability portion of the Board of Inspection and Survey (BIS) trials. This minimum

take-off airspeed may be limited by aerodynamic stall; thrust available for acceleration after launch; loss of aileron,

elevator, or rudder control; time required to rotate to a flying attitude after launch; control effectiveness and pitching

rates in an accelerated stall; overly stringent pilot techniques required; or stick forces or movement beyond limits

in event of an aircraft systems failure. These data, which establish the minimum conditions that shall exist prior to

the launch and upon which the launching bulletins are based, enable the Operational Commanders to know the

ultimate capability of the launching equipment.

Thus, a measure of the safety involved in launches made above minimum conditions can be effected. To ensure

additional safety, operations should be conducted above the minimum conditions. Ten to 15 knots in excess of

minimum take-off airspeed is optimum for bow-launched aircraft. Fifteen knots is recommended for waist aircraft.

Launch charts shall be prepared and aircraft may be launched within this range without any special clearance.

However, should operational requirements that require launching under 10 knots excess exist, the Commanding

Officer shall authorize each launch, and the pilot shall be advised of the anticipated excess.

The Aircraft Launching Bulletins contain the governing instructions for launching specified aircraft from specified

catapults. An Aircraft Launching Bulletin does not authorize aircraft launching, but delineates the conditions under

which the aircraft can be launched when authorization has been received. Authority to launch and restrictions for

launching the aircraft are contained in the applicable NATOPS Flight Manuals. Compliance with the provisions of

both the Aircraft Launching Bulletins and the NATOPS Flight Manuals is mandatory for safety of operations. An

activity shall consult both documents prior to commencing aircraft launches.

4.1.2.1

Bulletin Identification Number

Aircraft Launching Bulletins are assigned identification code numbers that indicate equipment applicability and

subject matter. The number preceding the dash indicates the catapult type or catapult type and ship if the catapult on

one ship differs in performance from a catapult of the same type on another ship. For example, the 31 Series Bulletins

pertain to the C-13-2 catapults on USS ABRAHAM LINCOLN (CVN 72). The 24 Series pertain to the C-13-1

catapults on USS DWIGHT D. EISENHOWER (CVN 69).

When the number zero precedes the dash, the bulletin is applicable to all steam catapults. The numbers following

the dash identify the subject matter as follows:

1.

0-10 Aircraft Launching Bulletin. This bulletin outlines the basic content of the various bulletins, how they

were prepared, and specific instructions in their use.

2.

0-11 Aircraft Launching Bulletin. This bulletin is issued quarterly and is a list of bulletins in effect, superseded

or canceled. Interim bulletin revisions that are promulgated by message or speedletter are also listed in this

bulletin. The 0-11 bulletin should be carefully reviewed in order to maintain a complete up-to-date file of all

applicable aircraft launching/recovery bulletins. As changes and revisions are received, applicable information

shall be promptly disseminated.

4-3

ORIGINAL

NAVAIR 00-80T-120

3.

0-12 Aircraft Launching Bulletin. This bulletin is a list of aircraft launching accessories required for all aircraft.

Information also includes National Stock Number (NSN), Part Number (P/N), usage limitations, color codes,

and the effective Catapult Deck Gear and Accessories Service Bulletin for each aircraft type. Changes that arise

prior to revision of the 0-12 Bulletin will be indicated in the 0-11 Bulletin.

4.

0-15 Aircraft Launching Bulletin. This bulletin provides crosswind limitations for both catapult and deck

launches for each aircraft. Additional crosswind information includes trim settings, excess end speed

requirements, and a discussion of off-center spotting.

5.

0-56 and Subsequent Zero Dash Aircraft Launching Bulletins. These bulletins contain special instructions for

launching specific aircraft, which include special instructions to the Launching Officer, flight deck crew and

pilot, launch precautions, corrections for minimum wind-over-the-deck, trim settings, off-center spotting

limitations, and other safety precautions. The number following the dash indicates the specific aircraft type.

For example, the 0-69 series bulletins pertain to the TA-4F/J aircraft; the 0-71 series bulletins pertain to

F/A-18 E/F aircraft, etc.

6.

9-56, 12-56, etc., and Subsequent Aircraft Launching Bulletins. These bulletins contain wind-over-the-deck

data for launching specific aircraft from specific catapults onboard specific aircraft carriers. Remember, the

number preceding the dash indicates the specific carrier(s). The number following the dash indicates the

specific aircraft type. For example, the 24-71 Bulletin applies to the F/A-18 E/F plus series aircraft launched

from the C-13-1 catapult onboard the USS DWIGHT D. EISENHOWER (CVN 69); the 32-67 Bulletin applies

to the F/A-18 aircraft launched from the C-13-2 catapults onboard the USS ABRAHAM LINCOLN. From

these examples the 71 indicates F/A-18 E/F and 67 indicated F/A-18 aircraft.

4.1.2.2

Bulletin Revision Identification

Revisions of aircraft launching bulletins are identified by a revision letter following the bulletin number and by a new

date corresponding to the date of the revision. The first revision of a bulletin is identified by the letter A; subsequent

revisions follow in alphabetical order (e.g., 24-67H of October 2004, 24-71B of 07 November 2006, etc.). The portion

of the text affected by the current revision is indicated with an asterisk. Revision identification is the same for all

bulletins except the 0-11 Bulletin. The first issue of each year is identified with the basic number 0-11-07 and each

subsequent quarterly revision has a suffix number added to the basic number (e.g., 0-11-07-1 of 01 January 2007,

0-11-07-2 of 01 March 2007, etc.).

4.1.2.3

War Emergency Bulletins

Aircraft launching bulletins that have a Q prefix in their numbers are designed as War Emergency Bulletins. Such

bulletins authorize launching aircraft at higher gross weights or capacity selector valve (CSV) settings than are

currently permitted by the NATOPS Flight Manual and by the Aircraft Launching Bulletins. Routine carrier launches,

launches under simulated war emergency conditions, and training launches shall be made under the authorization and

restrictions delineated in the NATOPS Flight Manual and by the Aircraft Launching Bulletins.

Use of War Emergency Bulletins may cause the aircraft catapulting strength

design limit to be exceeded by as much as 15 percent. An aircraft logbook

entry is required as specified in the applicable Bulletin.

ORIGINAL

4-4

NAVAIR 00-80T-120

4.1.3 Launch Bulletins

The information presented in the minimum required Wind-over-the-deck

charts in the current launch bulletins is easy to use. Aircraft launching

bulletins shall not be converted to “quickie” or “pocket” launch charts.

The following parameters shall be considered in the preparation of launch charts:

1. Wind-Over-the-Deck.

a. WOD requirements for launch and recovery are determined from Aircraft Launch and Recovery Bulletins.

The Air Officer shall advise the bridge 30 minutes prior to launch time of minimum WOD to provide

15 knots excess for the most critical aircraft.

b. Wind required for helicopter operations shall be per individual helicopter NATOPS manuals.

c. The wind-over-the-deck range should include the normal operating winds, plus low winds for those aircraft

that would conceivably be launched under these conditions.

d. Winds shall be indicated in 2-knot increments.

2. Weight Range. The weight range should cover the minimum through the maximum weights for carrier

operations including carrier qualification weights.

3. Density Altitude.

a. Obtain from meteorology the current density altitude and correction from the current 0-11 ALB.

4. Excess Endspeed.

a. Ten to 15 knots is the minimum endspeed excess range. The actual programmed excess, within this range,

shall be determined by the Commanding Officer after consideration of all factors involved (e.g., aircraft

strength, stability, pilot experience level, operating conditions, etc.).

Aircraft launchings at high excess endspeeds impose limitations as critical

as those imposed by launches made at or near minimum conditions.

b. Whenever possible, aircraft excess endspeeds shall fall within the 10- to 15-knot limitations. Excesses

within these limitations are not only considered optimum, but will provide a consistency to the Air Wing

pilots and result in improved Air Wing proficiency and safety.

4.2

AIRCRAFT LAUNCHING FAMILIARIZATION

Every Catapult Officer shall know, or have readily available, a considerable amount of information pertaining to each

type of aircraft to be launched. Much of this information is taken directly from the Aircraft Launching Bulletin Zero

Dash Series (e.g., required trim/flap settings, maximum off-center spotting distances, maximum permissible excess

airspeeds, and other special instructions). In addition, every Launching Officer shall be intimately familiar with the

peculiarities and idiosyncrasies of each aircraft type.

Either an experienced Catapult Officer/Catapult Safety Observer, or qualified squadron personnel shall give a

pre-launching familiarization inspection of each aircraft. Items to be covered should include position of wing locks,

4-5

ORIGINAL

NAVAIR 00-80T-120

flap and trim positions and indications, access doors that are most commonly used, ejection seat pins and location

of arming indicators, and other such pertinent information.

This chapter, in conjunction with the aircraft launching bulletins should give all necessary information pertaining

to the aircraft to be launched. Refer to the Aircraft Launching Bulletin No. 0-15 for crosswind limits, and use the

specific aircraft Zero Dash Bulletins for spotting limits, trim, nose wheel cock limits, and other information.

4.2.1 EA-6B

4.2.1.1

Pre-Launch

1. Nose wheel steering is limited. A tag lock disengages the steering when the nose wheel is turned past 56° from

the center position. Sharp turns shall be avoided. To prevent damage to the nose gear, the launch bar shall not

be in the locked “up” position after the trail bar is attached to the aircraft.

2. The aircraft is very difficult to push back due to the high engine RPM at idle. Care should be taken not to over

run the “Wye” area.

3. The location of the intakes in relation to the nose strut makes this aircraft one of the most dangerous in the fleet.

If it becomes necessary to take the plane off the catapult, the Launching Officer/Catapult Safety Observer shall

take positive control of the buffer aft and the pushback evolution.

4. The launch bar has a tendency to come up prior to tensioning (See E-2/C-2 pre-launch).

CAUTION

Ensure the launch bar is clear of the shuttle before allowing the buffer aft

sequence to commence. However, the launch bar shall not be locked in the

up position. Buffering with the launch bar locked may damage the nose gear

mechanism.

5. There are several model, external stores, engine, and trim combinations. Make certain the proper launch

bulletin and launch charts are used.

6. Wing flaps and slats cannot be extended unless the wings are spread. EA-6B aircraft are susceptible to wing

damage when wings are folded. When spotted aft of the JBDs with aircraft on the catapult turning up, the

EA-6B wings shall be spread.

4.2.1.2

Functional Check Flight (FCF) Engine Tests on the Catapult

Note

D Only the FCF engine checks are allowed utilizing the catapult. The FCF

engine checks should only be performed when the aircraft has “intent to

fly”. All other engine maintenance checks shall be performed in the

approved designated areas.

D Follow the normal launching and hook−up procedures and safety checks,

with the additions as outlined in steps 1. thru 10., when the FCF engine test

is to be performed.

1. Prior to the aircraft taxiing into the approach tracks, the piston assembly shall be maneuvered forward into the

water brakes. When the aircraft is ready, signal LOWER LAUNCH BAR in the wye plate area and install the

holdback bar. The appropriate holdback bar installation checks shall be followed. Taxi the aircraft through the

approach tracks until the buffer hook is fully bottomed forward. Ensure the release element in the holdback

bar is properly seated.

ORIGINAL

4-6

NAVAIR 00-80T-120

Because the aircraft’s nose gear is not anchored by the spreader, the topside

petty officer shall stand at a safe distance (clear of the catapult safe shot line)

and observe the aircraft’s wheels for sliding sideways during engine testing.

2. Signal to the aircraft to turn up engines to MRT power. Both engines shall be turned−up simultaneously to

reduce the risk of the aircraft sliding sideways. Engine turn−up shall be at a constant rate to avoid damage to

the buffer hook assembly.

3. During this time, the engines will be tested in accordance with the applicable EA−6B NATOPS.

4. At MRT power, there shall be a 90−second restriction on the duration of these checks. If checks are not

complete within the 90−second period, both engines shall be powered down to IDLE and the JBD allowed to

cool for 30−seconds. After the JBD cool−down, both engines shall be turned up simultaneously to continue

the FCF checks. This process shall be repeated until the FCF checks are completed.

5. At the completion of the checks, aircraft engines shall be powered down to IDLE, and a JBD cool−down period

for a minimum of 30 seconds shall occur prior to aircraft hookup to the spreader.

CAUTION

If it is suspected that the aircraft’s wheels slid sideways during the test, the

aircraft shall be suspended from the catapult and the holdback bar removed

from service to undergo an inspection in accordance with MIP 5871/RLA

MRC R−16 NOTE 6. The release element shall be discarded.

6. At the completion of the checks, the Topside Side Petty Officer shall MANUALLY RAISE the launch bar

before the piston assembly is maneuvered aft.

7. The holdback bar shall be inspected to verify that the release element is still properly seated.

8. Once the piston assembly has been maneuvered aft, normal hook−up procedures shall be followed.

9. The FCF check, by itself, is not to be counted against the holdback bar service life. If the aircraft is launched

following a FCF check, the holdback bar shall have one cycle counted against its service life. If the aircraft

did not launch, no cycles shall be counted on the holdback bar. If the aircraft did not launch, remove the release

element and inspect it in accordance with step 6.

10. Any successive launches shall follow the latest launching bulletin for JBD cool−down periods and restrictions.

4.2.1.3

Launch

1. The catapult grip locks the nose strut. Pilots should be briefed to ensure the use of the catapult grip for the entire

catapult stroke. Catapult grip is visible to the Launching Officer when the aircraft is on the starboard catapult.

2. The pilot is seated in the port side of the cockpit. The Launching Officer shall vary his position accordingly

to ensure all his signals may be seen by the pilot.

3. Avoid standing in a position where the wing tip passes overhead. Aircraft is equipped with wing-tip speed

brakes, which may be inadvertently actuated on stroke.

4-7

ORIGINAL

NAVAIR 00-80T-120

4.2.2 T-45

Refer to F/A-18, paragraph 4.2.4.1 for pre-launch and launch procedures.

T-45 aircraft requires a higher engine thrust to achieve a full NGL buffer

stroke. During this process, TSPO shall maintain situational awareness and

conscious effort to avoid jet intake areas. Once the RRHB engages the

buffer hooks, the TSPO and UI (if applicable) shall assume crouching

position away from the intake and remain crouched until tension is taken,

exercising extreme caution while exiting from under the aircraft.

4.2.3 E-2/C-2

4.2.3.1

Pre-Launch

1. The launch bar has a tendency to come up once the aircraft is in the holdback and prior to tension. Maintaining

slight thrust keeps tension on the system, preventing the launch bar from coming up, and the requirement for

hands or feet to be in the area during tensioning is eliminated. The launch bar shall not be in the locked-up

position after the holdback has been attached to the aircraft.

2. After the trail bar has been removed, ensure the launch bar is locked up prior to backing aircraft on the catapult.

3. On the C-2 aircraft, ensure main gear struts are extended prior to taking tension.

The pilot of C-2 aircraft shall receive the anticipated end airspeed and flap

setting from the Catapult Officer.

4. The E-2/C-2 pilot, upon receipt of the tension-up signal, shall place the power levers at FLT IDLE and apply

2,500 to 3,500 IHP. The Catapult Officer/Catapult Safety Observer then receives the aircraft from the director

and ensures that the Topside Safety Petty Officer is clear of the aircraft and has given the GO signal. The

Catapult Officer then gives the turn-up signal to the aircraft, at which time, the pilot places the power levers

at MAXIMUM POWER.

T-56 engine RPM decay or flameout can result from ingestion of turbojet

exhaust. E-2/C-2 aircraft shall not be launched from the waist catapults

when turbojet aircraft are spotted on or along the No. 2 catapult, or along

the foul deck line forward of the waist catapults with the aircraft exhaust

blowing to the port side. This includes aircraft in the de-arm area blowing

turbojet exhaust to port. These restrictions apply only to exhaust from

turbojet aircraft.

4.2.3.2

Launch

Ensure the areas around the prop arcs are clear of any objects, which may be drawn into the prop arc during engine

turn-up or during catapult stroke.

ORIGINAL

4-8

NAVAIR 00-80T-120

4.2.4 F/A-18 Series (A thru G)

4.2.4.1

Pre-Launch

1. The launch bar is controlled from the cockpit. Always have the nose wheel aligned, fore and aft with the

aircraft, before giving the launch-bar down signal. Normally a 4-second delay follows completion of control

wipeout before the pilot gives his final salute.

2. The launch bar control shall be in the up position prior to launching. There is no external indication when the

launch bar control has been selected to the up position.

All visual launch bar mispositioning procedures/cues shall still be closely

followed during each aircraft tensioning sequence for all aircraft types.

Mispositioning of the aircraft launch bar may result in the launch bar

separating from the shuttle spreader during the launch.

3. The Aircraft Director shall pass control to the Launching Officer/Catapult Safety Observer after the Topside

Petty Officer has cleared the aircraft.

4.2.4.2

Functional Check Flight (FCF) Engine Tests on the Catapult

Note

D Only the FCF engine checks are allowed utilizing the catapult. The FCF

engine checks should only be performed when the aircraft has “intent to

fly”. All other engine maintenance checks shall be performed in the

approved designated areas.

D Follow the normal launching and hook−up procedures and safety checks,

with the additions as outlined in steps 1. thru 12., when the FCF engine test

is to be performed.

1. Prior to the aircraft taxiing into the approach tracks, the piston assembly shall be maneuvered forward into the

water brakes. When the aircraft is ready, signal LOWER LAUNCH BAR in the wye plate area and install the

holdback bar. The appropriate holdback bar reset indicator checks shall be followed. Taxi the aircraft through

the approach tracks until the buffer hook is fully bottomed forward. Verify that the “candy stripe” area on the

collet head of the holdback bar is completely covered.

Because the aircraft’s nose gear is not anchored by the spreader, the Topside

Petty Officer shall stand at a safe distance (clear of the catapult safe shot

line) and observe the aircraft’s wheels for sliding sideways during engine

testing.

2. Signal to the aircraft to turn up engines to MRT power. Both engines shall be turned−up simultaneously to

reduce the risk of the aircraft sliding sideways. Engine turn−up shall be at a constant rate to avoid damage to

the buffer hook assembly.

3. During this time, the engines will be tested in accordance with the applicable F/A−18 NATOPS.

4-9

ORIGINAL

NAVAIR 00-80T-120

4. At MRT power, there shall be a 30−second restriction on the duration of these checks. If checks are not

complete within the 30−second period, both engines shall be powered down to IDLE and the JBD allowed to

cool for 30−seconds. After the JBD cool−down, both engines shall be turned−up simultaneously to continue

the FCF checks. This process shall be repeated until the FCF checks are completed.

5. At the completion of the checks, aircraft engines shall be powered down to IDLE, and a JBD cool−down period

for a minimum of 30 seconds shall occur prior to aircraft hookup to the spreader.

CAUTION

D The use of CRT power is prohibited during the FCF engine checks. The use

of CRT power could damage the JBD.

D If it is suspected any of the aircraft’s wheels slid left or right during the test,

the aircraft shall be suspended from the catapult and the holdback bar

removed from service. The holdback bar shall be sent to the AIMD for a

100−shot inspection in accordance with PMS.

6.

At the completion of the checks, the RAISE LAUNCH BAR signal shall be given. The piston assembly shall

then be maneuvered aft.

7.

Inspect the holdback bar to verify that the “candy stripe” reset indicator on the collet head is completely

covered.

8.

Once the piston assembly has been maneuvered aft, normal hook−up procedures shall be followed.

9.

The FCF check, by itself, is not to be counted against the holdback bar service life. If the aircraft is launched

following a FCF check, the holdback bar shall have one cycle counted against its service life. If the aircraft

did not launch, no cycles shall be counted on the holdback bar.

10.

Any successive launches shall follow the latest launching bulletin for JBD cool−down periods and restrictions.

4.3

PREPARATION FOR LAUNCH

4.3.1

Pre-Operational Inspection

1.

The ALREMO or his designated representative shall ensure that the catapults and associated launch equipment

pre-operational inspections and no-loads are conducted and completed in accordance with the current NAVAIR

operational manuals and PMS requirements.

2.

The Catapult and Arresting Gear Officer shall inform the Aircraft Handling Officer and the Air Officer that

subject inspections are completed in accordance with OPNAVINST 4790.15 series.

4.3.2

No-Loads

1.

No-loads shall be fired in accordance with current PMS:

a. In conjunction with preoperational inspections.

b. After repairs have been completed on the catapult control system.

c. Upon completion of repairs following a hangfire, two no-loads shall be fired.

d. As required by NAVAIR pubs following maintenance of hydraulic system and steam operated pressure

switches.

ORIGINAL

4-10

NAVAIR 00-80T-120

2. A qualified no-load launching officer shall be on deck or in the ICCS and shall be responsible for enforcing

safety precautions during no-loads firing.

As in all phases of catapult operations, the catapult shall not be fired unless

every precautionary step has been taken to ensure a maximum margin of

safety. Catapults shall not be fired between any of the landing gear of any

single aircraft, under drop tanks or ordnance. Extreme care shall be taken

if no-loads are fired in the vicinity of any aircraft (including helicopters on

the waist).

3.

If the catapult track is clear of aircraft and its entire length clearly visible, the following procedures shall apply:

a. All members of the crew not actually engaged in firing the catapult shall man a safety line running the length

of the catapult track to prevent injury to unsuspecting personnel. Catapult personnel manning shot line shall

stand a safe distance from catapult track.

Note

Catapult no-load firing may be required prior to launching an aircraft. At

the Catapult Officer’s discretion, no-loads safety line may not be required

as long as the catapult is properly manned and the deck is ready for the

pending launch.

b. The words, “STAND CLEAR OF NUMBER ___ CATAPULT ON THE BOW/WAIST WHILE FIRING

NO-LOADS” shall be passed over the 5MC prior to each shot. A no-load shall not be fired until such

warning has been given over the 5MC.

c. The individual actually giving the “fire” signals calls out, “WATCH THE TRACK” prior to each shot. This

phrase shall be repeated down the line for the complete length of the catapult with the acknowledgement

of a thumbs-up given by all personnel standing the full length of the catapult track.

The spreader shall be removed while firing no-loads in port or at anchorage.

d. No one shall be permitted to approach the catapult or step across the track while the shuttle is in “battery”

position.

e. Check for a clear deck forward.

f. All personnel not in V-2 Division shall be removed from the area of the catapult track and catwalks. Plane

captains and squadron maintenance personnel shall be cleared away from and off of aircraft spotted in the

vicinity of the catapult.

g. No aircraft shall be moved in the area of the catapult being tested.

h. Personnel shall be stationed in the catwalk, near access ladders and light lockers, to prevent unsuspecting

personnel from coming into the firing area.

i. If the flight deck noise level is such that the human voice is inadequate to maintain positive safe control,

a sound megaphone or other means of communication shall be used.

4-11

ORIGINAL

NAVAIR 00-80T-120

4.3.3 Determination of Gross Weights

It is essential that the Catapult Officer know the correct gross weight of every aircraft being launched. In order to

minimize any chance of error, the gross weight shall be computed by squadron line personnel/pilot, and shall be

checked by the Catapult Officer against information available on the status board in Flight Deck Control.

4.3.3.1

Weight Chits

1.

No later than 45 minutes prior to a launch, each squadron shall furnish the Catapult Officer with a weight chit

listing the computed weight of each aircraft scheduled.

2.

Weight chits shall be locally prepared and shall contain the following information:

a. Squadron.

b. Date.

c. Launch event number or time of scheduled launch.

d. Aircraft side number.

e. Basic weight.

f. Fuel weight.

g. Ordnance/external store weight.

h. Gross weight.

i. Signature of person filling out chit.

j. Flap setting for E-2/C-2.

k. CRT/MRT for FA/18.

l. Asymmetric loading over 950 pounds for S-3 aircraft.

m. FCF aircraft.

3.

Figure 4-1 presents an example of an acceptable weight chit.

4.3.3.2

Basic Weight

1. The basic weight shall be the weight of a mission-ready aircraft with crew minus the weight of fuel onboard

and ordnance/external stores.

2. The Air Wing Maintenance Officer shall be responsible for maintaining the basic weight of each aircraft on

a status board in Flight Deck Control. Each change to the basic weight shall be reflected on the status board

so that correct and current information is available to the Catapult Officer.

3. The Catapult Officer shall compare the basic weight on the weight chit to that on the status board. Any

difference between the two shall be resolved prior to launching the aircraft.

4.3.3.3

Fuel Weight

1. The Aviation Fuels Officer (V-4) shall maintain a current fuel status board in Flight Deck Control. The status

board shall display the side number of all aircraft onboard and the fuel status of each.

2. The Catapult Officer shall compare the fuel weight on the weight chit to that on the status board. Any difference

between the two shall be resolved prior to launching the aircraft.

ORIGINAL

4-12

NAVAIR 00-80T-120

DATE

SQUADRON

EVENT #

TIME

SIDE NO

BASIC WT

FUEL

ORD/EXT

GROSS WT

OTHER

SIGNATURE

Figure 4-1. Sample Acceptable Weight Chit

4.3.3.4

Ordnance/External Stores

1. Ordnance/external stores weight shall include all ordnance, external tanks, buddy stores, and all other items

not included in basic weight.

2. The Catapult Officer shall compare the ordnance/external stores weight on the weight chit to that on ordnance

status board maintained by the Air Wing Ordnance Officer or to ordnance chits submitted by squadron

ordnance personnel. Any differences shall be resolved prior to launching the aircraft.

4.3.4 Pre-Launch Procedures

The following procedures shall be adhered to; however, the timeframes provided are recommendations only and may

be modified to suit individual carriers and situations.

1.

Preparations for the launch should commence approximately 45 minutes prior to the scheduled launch time.

At this time, the following actions shall take place:

a. Squadron representatives shall deliver completed weight chits to Flight Deck Control.

b. Catapult Officer(s) shall report to Flight Deck Control and shall:

(1) Ascertain side numbers of all aircraft on launch.

(2) Verify the aircraft weight chits by comparing listed weights with status boards, and by checking

addition.

(3) Make a list of gross weights to be used by the Weight Board Operator.

(4) Obtain from meteorology the current density altitude.

(5) Determine the maximum and minimum wind-over-deck (WOD) requirements and crosswind limits and

inform the Air Officer of same.

(6) Attend the flight deck brief to obtain the anticipated launch sequence and any other situational

requirements.

(7) Ensure Catapult Deck Edge Operator has an unobstructed line-of-sight (forward and aft) of catapult

launching area.

2.

Thirty minutes prior to the launch, the launch crews shall man their stations, conduct a voice communication

system check, and perform any other pre-launch actions that may be required of their stations. In particular:

a. Catapult Safety Observer/Topside Safety Petty Officer shall:

(1) Ensure slot seals are removed and properly stowed.

(2) Ensure all slot buttons are removed and accounted for.

4-13

ORIGINAL

NAVAIR 00-80T-120

(3) Inspect the catapult track after all obstructions and all slot seals are removed and inspect for FOD and/or

loose gear. Completion of inspection shall be reported to the launching officer.

(4) Inspect and ensure that there is an adequate supply of deck gear and accessories.

b. Catapult Console Operator/Central Charging Panel Operator shall verify the steam plant lineup and inform

the Centerdeck Operator/ICCS Monitor for relay to the Catapult Officer.

c. Centerdeck Operator/ICCS Monitor shall ensure availability of proper launch charts and equipment

including an extra set of Catapult Officer wands at night.

3. Upon completion of the flight deck brief in Flight Deck Control, the Catapult Officer shall:

a. Inspect the catapults.

b. Give Weight Board Operator the side numbers and gross weights of all aircraft to be launched, and inform

Centerdeck Operator/ICCS Monitor as to what temperature launch charts shall be used.

c. Brief the topside crew on the anticipated number and sequence of aircraft to be launched, and on special

procedures or circumstances that are anticipated.

d. Ensure all stations are manned.

4.3.4.1

Catapult Inspections

Each Launch Officer/Catapult Safety Observer shall ensure that each of the following is performed on the catapults.

Precise sequence and method of accomplishment are left to the individual. Catapult inspections should be completed

not later than 5 minutes prior to the launch.

1. Bow Catapults.

a. Inspect jet blast deflector panels for signs of leaks and distortion.

CAUTION

D Jet blast deflectors shall be raised or lowered only after it has been

positively determined that there are no obstructions in the raising or

lowering arc of the JBD panels. If clearance cannot be positively

determined by visual inspection, take the necessary actions to have

obstruction removed prior to raising or lowering JBD panels.

D Jet engine exhausts directed at the jet blast deflectors without cooling water

running through the panels can result in thermal expansion inducing

warping and cracking that result in leaks. The cooling water should be

running through the water-cooled jet blast deflector panels prior to launch.

b. Ensure holdback units are in good condition in accordance with PMS cards, and that sufficient numbers

of accessories are present for launch requirements.

c. Inspect nose gear launch equipment for FOD, security and leaks.

d. Ensure all deck accessories are properly stowed and that a sufficient number are present for launch

requirements.

Prop tip vortices created by the E-2/C-2 and other prop aircraft can draw

objects up into the prop arc. Ensure a clear area of at least 10 feet is

maintained around prop arcs.

ORIGINAL

4-14

NAVAIR 00-80T-120

e. After receiving positive confirmation on catapult track inspection from the Catapult Safety Observer/Top-

side Petty Officer, the Launching Officer shall walk the catapult track and surrounding areas looking for

proper stowage of slot seals, FOD, and/or loose gear.

During night operations, the track shall be walked after the area is clear of

all aircraft, including helicopters and squadron personnel.

f. Ensure all whip and/or fan antennas are down and locked.

g. Check spreader pin, side plates, set screw (turtleback pin, spring, and setscrew) for security. For three-piece

shuttle spreaders, a horizontal paint marking/strip in contrasting color, approximately 2 1/4Ȃ × 1/4Ȃ in

dimension, shall be stenciled across sideplate screws to provide quick visual indication of backing-out or

loosening of screw(s).

h. Check catapult elongation (when launching/recovery operations permit).

i. Check safety nets for FOD and personnel.

j. Check centerdeck equipment and launch charts, and verify anemometer readings with Primary Flight

Control.

k. Ensure AESS hatches are closed and secured.

Under no circumstances shall the Launching Officer participate in the

removal of protective devices from the catapult track (slot seals or slot

buttons). The Launching Officer’s primary function prior to launch is as a

final inspector. Participation in the removal of such items compromises the

final inspector’s role.

l. Ensure that all catapult track slot seals have been removed and properly stowed.

m. When launching Catapult No.1 utilizing deckedge mode, ensure the high point area are clear of unnecessary

personnel and gear to allow unobstructed view between catapult shooter, deckedge operator, and associated

catapult status indicator lighting during launching evolution.

n. Completion of the proper preflight inspection shall be reported to the tower via flight deck communication

system or by phone/messenger if EMCON is in effect.

2.

Waist Catapults. The inspection procedure for the waist catapults is essentially the same as that for the bow

catapults. There are some important differences and inherent dangers that pertain to the waist catapults.

a. Walking the waist catapult tracks can become very hazardous because aircraft, abeam the island and/or on

the tracks themselves are starting, and their heat and jet blast present a potential personnel injury hazard.

b. The area around the waist catapults is more susceptible to FOD. This FOD quickly becomes a missile hazard

during the launch; therefore, it is extremely important to be continuously on the lookout for FOD or

FOD-producing situations.

c. All slot buttons shall be accounted for prior to movement of shuttle. A minimum of 12 is required on all

ships.

4-15

ORIGINAL

NAVAIR 00-80T-120

4.4

LAUNCH PROCEDURES (SEQUENCE OF EVENTS FOR NORMAL OPERATIONS)

Note

Aircraft handling signals are contained in the Aircraft Signals NATOPS

Manual, NAVAIR 00-80T-113. These signals shall be given in a positive,

clear, and precise manner.

4.4.1 Commencing Launch Cycle

1. The Air Officer shall direct the Catapult Officers, Flight Deck Officer, and other flight deck personnel to

commence preparations for the launch when aircraft starts are called away.

2. At this time, tiedown chains and chocks shall be removed, Aircraft are taxied to the catapults and shuttles

retracted upon signal from the Catapult Officer.

D Aircraft tiedown rings shall be checked to be in the proper flush/retracted

position.

D Shuttles shall not remain in battery for more than 5 minutes. Condensation

in launch cylinders may cause a slow shot. If shuttle is in battery for more

than 5 minutes, it shall be advanced and retracted again prior to launching

aircraft.

4.4.2 Confirming Aircraft Gross Weight

As each aircraft approaches the catapult, the Weight Board Operator shall show the pilot/NFO the computed gross

weight of the aircraft. The pilot/NFO shall verify and confirm the gross weight by giving a thumbs-up signal (day)

or a circular motion with a flashlight (night). A thumbs-down or negative signal shall not be used to indicate

disagreement with the weight. If the pilot/NFO does not agree with the gross weight, he shall signal as follows:

1. Day.

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

the upward motion.

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

2. Night.

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

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

Note

D The weight board shall be changed in 500- or 1,000-pound increments in

accordance with applicable launch bulletins.

D For F/A-18 E/F/G aircraft, weight requirements may need to be changed

in 100-pound increments. In order to accomplish this, pilot/NFO shall use

above procedures utilizing “rapid” movements of signals.

3. When more than two corrective 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 Catapult Officer.

ORIGINAL

4-16

NAVAIR 00-80T-120

4.

Once the weight of the aircraft is confirmed by the pilot/NFO, the Weight Board Operator shall show the weight

board to the Catapult Officer, Centerdeck Operator, and Deckedge Operator (JBD Operator for ICCS).

a. The Centerdeck Operator, Deckedge Operator, or JBD Operator shall in turn relay this weight to the Console

Operator/CCP Operator and Recorder.

b. The Console Operator/CCP Operator shall use this weight in confirming the Catapult Officer’s desired CSV

setting using applicable launch charts.

5.

The Weight Board Operator shall display the weight board to the Catapult Officer until he receives a positive

acknowledgement that the weight has been noted.

Note

D One weight board is required per catapult. Once the aircraft weight is

confirmed, the weight board operator shall not change the weight displayed

until the aircraft is off the catapult.

D When acquiring weight confirmation from the pilot, the weight board

operator should be positioned next to the aircraft director, remaining within

the pilot’s field of view.

4.4.3

Determining CSV Setting

1.

After retracting the shuttle and while the aircraft is being spotted on the catapult, the Catapult Officer shall

determine the proper CSV setting. Factors to be considered are the following:

a. Wind over the deck.

b. Proper launch chart for aircraft, configuration, and temperature.

c. Cylinder-elongation correction (per ALB).

d. Density altitude correction (per ALB).

2.

Use of preheat/trough heat is recommended to maintain proper catapult cylinder elongation in accordance with

applicable ALB. Once the CSV setting has been determined, the Catapult Officer shall ensure that the setting

is entered in the CSV command selector and that the setting matches the Console/CCP Operator’s position

readout.

(Deckedge Mode.) The Console/CCP Operator, upon receiving type

aircraft, weight, and wind over deck, shall independently verify desired

command CSV setting prior to depressing the CSV setting pushbutton.

Under no circumstance shall the position indicator match the command

readout until absolutely verified that desired command setting is correct for

type aircraft. If there is any doubt, the Console Operator shall not depress

the CSV pushbutton; instead shall SUSPEND, until resolution of the CSV

disagreement is corrected.

3. The Commanding Officer shall make the decision to launch aircraft if the following situation exists:

a. Catapult CSV operating in the defeat interlock mode.

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

c. When aircraft will be launched with less than 10 knots excess. The pilot shall also be notified of the intended

excess.

d. When Jet Blast Deflectors cannot be raised.

4-17

ORIGINAL

NAVAIR 00-80T-120

4.

(Non-ICCS) The Console Operator, using his launch charts and launch information relayed via voice

communication system, shall verify the CSV setting over the voice communication system prior to pushing

CSV setting pushbutton.

a. The Console Operator shall verify the position and mechanical CSV reading match prior to selecting First

Ready.

5.

(ICCS Deckedge Mode) The CCP Operator, using his launch charts and launch information relayed via voice

communication system, shall verify the desired CSV setting over the phones and then verify the matching of

the position and mechanical CSV readings.

Note

The Deckedge Operator shall not give the Cat Ready signal until the CSV

match is verified by the CCP Operator.

6. Once the CSV setting has been verified, the Console/CCP Operator shall ensure steam pressure is maintained

until the catapult is fired. If, for any reason, he is unable to maintain proper steam pressure prior to firing the

catapult, he shall suspend at once.

7. The Console/CCP Operator shall monitor the water level (wet receivers), hydraulic pressure, and steam

pressure. He shall suspend if they are out of operating limits.

4.4.4 Ordnance Arming

When an aircraft carrying ordnance requires arming, the aircraft shall be taxied into the arming area. Aircraft shall

be stopped prior to positioning the launch bar over the shuttle; JBD’s shall be in the raised position and aircraft

properly configured for flight. The director shall ensure that all personnel are clear and then shall direct the aircrew’s

attention to the Ordnance Safety Petty Officer for arming. Additional information is provided in Chapter 11.

D Aircraft shall not have launch bar over the shuttle until the aircraft is armed

and properly configured for flight.

D If the launch is suspended after forward firing weapons have been armed,

ensure that those weapons are de-armed prior to a pushback/breakdown of

the aircraft, or when the area in front of the aircraft cannot remain clear until

the launch.

4.4.5 Crosswind Launch

Crosswind launches shall be conducted in accordance with Aircraft Launching Bulletin No. 0-15 series.

4.4.6 Waist Catapult Launch Restrictions

1. Waist catapult launches shall be conducted in accordance with Aircraft Launching Bulletin No. 0-16 series.

a. Copies of GO/NO GO charts shall be provided at the following stations:

(1) Centerdecks.

(2) Catapult 2, 3, and 4 deckedges.

(3) Primary Flight Control.

(4) Flight Deck Control/V-1 Division.

ORIGINAL

4-18

NAVAIR 00-80T-120

(5) Bow/Angle Safety Observer.

(6) Bow/waist ICCS Launching Officers.

(7) Bow/waist ICCS Monitor.

2.

Operating Procedures.

a. It is essential that all personnel concerned have a general knowledge of these restrictions and have GO/NO GO

charts readily available for reference during launch operations.

b. Prior to each launch series, the Catapult Officer/Catapult Safety Observer shall sight down the catapult

launch/shot lines to ensure no personnel or equipment obstruct shot lines. Waist Catapult Bow/Angle Safety

shall not give thumbs-up or green light without ensuring compliance with applicable GO/NO GO charts.

c. Launch bar shall not be in throat of shuttle any time deck is fouled.

d. During night operations, the Bow Catapult Officer shall inform the Waist Catapult Officer of a foul deck

situation.

e. The Air Officer shall monitor and, if necessary, SUSPEND the applicable catapult(s) whenever a foul deck

situation arises during launch operations.

4.5

LAUNCHING AIRCRAFT (CONVENTIONAL/ICCS DECKEDGE MODE)

4.5.1

Taxiing/Spotting Aircraft on Catapults

1.

When positioning an aircraft on the catapult, the Director shall be acutely aware of the activities of the catapult

crew, and shall control the aircraft’s speed and movement in such a way that personnel safety will not be

jeopardized.

a. Pilots shall guard against the tendency to use excessive power, which invariably results in roughness and

poor control and makes accurate catapult spotting difficult.

b. As the aircraft approaches the catapult, the Director shall signal the pilot to lower flaps.

c. Jet Blast Deflectors shall be raised as appropriate when the tail of the aircraft is clear of the arc of JBDs.

D If a JBD cannot be raised, the Commanding Officer’s approval is required

for continued catapult operation.

D Personnel shall not work or transit immediately behind a JBD with aircraft

at launch power on the catapult.

D During simultaneous recovery and Catapult No. 2 operations, deck-edge

mode, the Catapult No. 2 Deckedge Operator and JBD Operator (if

applicable) are authorized to man the deckedge station for operations and

shall not be considered fouling the landing area. The Deckedge Operator

and JBD Operator shall be aware and alert during recovery operations.

4-19

ORIGINAL

NAVAIR 00-80T-120

CAUTION

Often aircraft on catapult No. 4 block the view of the No. 3 JBD Operator.

All JBD Operators/Safety Observers shall ensure aircraft clearance is

sufficient prior to raising or lowering a JBD. Catapult No. 3 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 side of the JBD farthest away from JBD Operator.

2. As the aircraft is positioned on the catapult, the squadron Plane Checkers shall inspect the aircraft to ensure

it is properly configured and ready for flight.

Aircraft shall not be taxied across the shuttle or reach a position where the

launch bar can engage the spreader until the aircraft is ready for flight in all

respects. This includes gross weight confirmed, wings spread and locked,

flaps set, ordnance armed, green beacon, CSV set, and the catapult in first

ready/cat ready.

3. The Director shall stop the aircraft at the lead-in track wye area.

a. He shall then signal the pilot to Disengage Steering by touching the end of his nose with his forefinger and

then sweeping his arm downward in the direction of intended aircraft movement.

4. The Holdback Operator shall inspect the RRHB for proper reset indications prior to installation on each

aircraft.

5. The Holdback Operator shall install the holdback bar and check the tension bar/release unit for the proper

seating position (not cocked).

An incorrectly installed holdback bar may cause premature release during

tensioning or when full thrust of the aircraft is applied.

6. The Director shall then give the Lower Launch Bar signal to the pilot upon direction of the TSPO.

Holdback bars and/or launch bars shall not be installed/lowered before the

aircraft reaches the lead-in wye area. Excessive wear or burring may occur

as the bars pass over the nonskid, or the bars may hang up in the track. If

an imbalance of the bar occurs, equipment damage or personnel injury may

result.

ORIGINAL

4-20

NAVAIR 00-80T-120

7. As the aircraft is taxied forward, the TSPO shall ensure the launch bar is properly positioned and the buffer

slider is in its full aft position.

To avoid possibility of premature tension bar failure, do not actuate

“BUFFER FWD” or “BUFFER AFT” pushbuttons during the aircraft

buffer stroke.

CAUTION

Aircraft taxi speed shall not exceed 4 mph while approaching the buffer.

8.

Prior to taxiing aircraft over the shuttle (launch bar on top of shuttle), the TSPO shall re-verify positive reset

indication of RRHB. Positive RRHB reset is only established when the following conditions exist:

a. Strain release rod groove is completely visible.

b. Spring retainer groove is partially covered by housing.

c. Painted stripe area is completely covered from view.

Note

TSPO shall indicate to Catapult Shooter/Safety Observer that the RRHB

has been inspected by providing a thumb’s up signal during the day and

vertically raised white stubby wand at night.

9.

The Director shall direct the pilot to taxi slowly over the shuttle spreader upon TSPO signal.

10.

If aircraft strut(s) must be extended, the Director shall signal the pilot to extend struts.

4.5.2

Tensioning Aircraft

1.

Two minutes prior to the launch, the Catapult Officer shall signal to the pilots, directors, and catapult crews,

“TWO MINUTES” by pointing to his wrist and extending two fingers.

a. Deckedge Operators shall pass the word to their respective crews via voice communication system.

b. From that time until the end of the launch, strict voice communication system discipline shall be

maintained.

2.

Upon receiving the 2-minute warning, the Console Operator/CCP shall check all operating indications.

a. When satisfied all conditions are normal and, if applicable, select FIRST/CAT READY.

b. Pass the word “FIRST READY/CAT READY.”

3.

The Deckedge Operator, upon observing the FIRST READY/CAT READY light and hearing the word passed,

shall give the FIRST READY/CAT READY signal, one hand raised high over head with forefinger extended,

to all topside personnel.

4.

The Catapult Officer shall signal the TSPO to tension the aircraft.

When launching from the waist catapults, the GO/NO-GO chart shall be

consulted prior to tensioning each aircraft. Catapult officers shall not

attempt to memorize criteria. Aircraft on waist catapults shall not be put in

tension as long as no-go situation exists.

4-21

ORIGINAL

NAVAIR 00-80T-120

5. Prior to taking tension, the TSPO shall ensure:

a. Aircraft is properly configured for flight.

b. Catapult is in FIRST READY/CAT READY.

c. JBDs are raised and personnel are properly positioned.

d. Only the Topside Petty Officer and UI (if applicable) are under the aircraft prior to taking tension.

e. Check for a clear deck forward.

Aircraft tiedown rings shall not be used as a handle while placing aircraft

in tension.

Note

For Case III launches, the Catapult Officer shall maintain absolute control

of the launch sequence; therefore, aircraft shall NOT be tensioned except

upon signal from the Catapult Officer.

f. Ensure bow/angle lights are green.

Note

If bow/angle lights are inoperable a visual confirmation of a clear deck is

defined as thumbs up (day) or green wand (night) by the safety operator.

6. Once all requirements are met, the TSPO shall signal to the Director to TAKE TENSION by sweeping one

arm and pointing forefinger (day), white stubby flashlight (night), in forward direction of launch and held until

tension is taken.

7. The Director, upon observing the TAKE TENSION signal from the TSPO, shall signal the pilot to HOLD

BRAKES.

8. The Director shall check forward and aft of the shot line, ensure that JBDs are raised, and all personnel (director

included) in the vicinity of the launching aircraft are laterally clear, then signal the pilot to RELEASE

BRAKES and Deckedge Operator to TAKE TENSION.

CAUTION

Aircraft directly behind the JBD shall be positioned and properly

configured for military-rated power of the launching aircraft.

a. He shall hold the tension signal until passing control to the Catapult Officer.

b. The Deckedge Operator shall depress BRIDLE TENSION on the Director’s tension signal.

9. As the Deckedge Operator presses BRIDLE TENSION, he shall verbally relay the message to the

Console/CCP Operator via the voice communication system, saying the words “TAKING TENSION”; these

shall be the last words passed until after the aircraft is launched.

10. Immediately after taking tension, the Deckedge Operator shall return the FIRST READY/CAT READY

signal.

11. After tension is taken, the TSPO shall inspect the launch bar seating in the spreader, and inspect the seating

of the tension bar/repeatable release element prior to exiting from under the aircraft, and giving the Catapult

Officer a thumbs up.

ORIGINAL

4-22

NAVAIR 00-80T-120

It is mandatory to positively determine that the aircraft launch bar is

properly seated in the nose gear launch shuttle spreader as shown after

tension is taken (see Figure 4-2). Mispositioning of the aircraft launch bar

can result in the launch bar separating from the shuttle spreader during

launch. F/A-18 aircraft shall not be launched with improper or missing

launch bar paint schemes.

12.

If all is satisfactory, the TSPO shall exit from under the aircraft, giving a thumbs-up signal (day) or holding

a steady white stubby wand (night) vertical.

a. The signal shall be held until the aircraft is launched.

b. If anything is wrong, the TSPO shall exit from under aircraft immediately and give the suspend signal.

4.5.3

Launch

1.

As the ship approaches the launch course, the Air Officer shall monitor the wind velocity.

a. Upon receiving permission from the bridge to launch aircraft, Air Officer shall make a final check to ensure

the relative wind is within the envelope prescribed in the applicable launching bulletin. This shall be

accomplished before changing the rotating beacon(s) from red/amber to green, thereby clearing the Catapult

Officer to begin launching.

2.

The Centerdeck Operator shall closely monitor the anemometer, ensuring it is within operating limits as

established by the Catapult Officer.

a. If all indications are within limits, the Centerdeck Operator shall signal by holding a thumbs up (day) or

steady white stubby wand (night) vertical.

b. If not, he shall give the suspend signal.

3.

Prior to taking control of the aircraft, the Catapult Officer shall:

a. Observe a green rotating beacon.

b. Check the wind and crosswind conditions.

c. Verify CSV setting.

d. Check off-center distance and aircraft alignment.

e. Check nose wheel cock.

f. Observe deck pitch.

g. Ensure JBDs are raised and all personnel are clear of aircraft, jet exhaust, or prop wash.

h. Check wing and tail locks.

i. Check appropriate flap, slat, and trim settings.

j. Ensure applicable canopies closed and locked.

k. Ensure landing gear, ejection seat, and ordnance safety pins are removed.

l. Ensure access panels are secured.

m. Observe thumbs up (day) or steady vertical white stubby wand (night) from TSPO.

4-23

ORIGINAL

NAVAIR 00-80T-120

Figure 4-2. Proper Positioning After Tensioning

ORIGINAL

4-24

NAVAIR 00-80T-120

4. When all these conditions have been met and the Catapult Officer considers the aircraft and catapult ready for

launch, he shall accept control of the aircraft from the Director.

The Director shall not pass control of the aircraft until all personnel are clear

of the aircraft.

5. Once the Catapult Officer has control of the aircraft, he shall give the FINAL TURNUP signal.

6. The pilot, upon seeing the FINAL TURNUP signal, shall apply full military power as prescribed in the

applicable NATOPS flight manual. Pilots shall keep their feet off the brakes.

In the event of a suspend, the Catapult Officer shall not signal the pilot to

throttle back until he has positively determined that the catapult shuttle is

forward of the launch bar. If the launch bar cannot be raised without sending

personnel under the turned-up aircraft, an emergency condition exists. The

Catapult Officer shall positively determine that the catapult is in a SAFE

condition, then give pilot the THROTTLE BACK signal to permit safe

removal of the aircraft.

7. The Deckedge Operator, upon observing the FINAL TURNUP signal, immediately presses the

STANDBY/MIL PWR pushbutton.

a. As soon as the STANDBY/MIL PWR light comes on at the deckedge control panel, he holds two fingers

overhead.

Note

When catapults are being operated as interlocked pairs, the first catapult to

reach STANDBY/MIL PWR shall be fired or suspended before the other

catapult can attain STANDBY/MIL PWR.

8. For non-ICCS ships, the Console Operator, observing the STANDBY light on, immediately checks all gauges

and lights, and shall verify the position of the CSV by comparing the position readout on the console with the

mechanical counter on the CSV. If everything is satisfactory, he places the catapult in FINAL READY.

Silence shall be maintained on voice communication system from the time

the taking tension is passed until the launch has been completed, or if a

suspend or hangfire occurs, in order that signals between stations are not

misinterpreted.

4-25

ORIGINAL

NAVAIR 00-80T-120

9. For non-ICCS ships, when the catapult is in FINAL READY and the Deckedge Operator observed the

FINAL READY (red) light, he signals the catapult is in FINAL READY by raising both arms overhead

with hands open. This action also prevents him from inadvertently depressing the FIRE pushbutton.

The Deckedge Operator shall not lower his hands for any reason other than

to depress the FIRE or SUSPEND pushbutton.

10. For non-ICCS ships, if the launch is to be made at Combat Rated Thrust (CRT), the Catapult Officer, upon

observing that the catapult is in FINAL READY, shall give the CRT/AFTERBURNER signal.

11. For ICCS ships using Deckedge Mode, when the CCP Operator observes the military power light on, he shall

check all gauges and lights.

Silence shall be maintained on the voice communication system from the

time BRIDLE TENSION pushbutton is pressed until launch is completed

or a suspend/hangfire occurs.

12. For ICCS ships using Deckedge Mode, if CRT is required, the Catapult Officer gives the CRT signal.

a. The Deckedge Operator then shall press the combat power pushbutton.

13. For ICCS ships using Deckedge Mode, after the Catapult Officer salutes the pilot, the Deckedge Operator shall

depress the FINAL READY pushbutton.

a. After observing the final ready light, the Deckedge Operator shall give the final ready signal.

The Deckedge Operator shall not lower his hands for any reason other than

to depress the FIRE or SUSPEND pushbuttons.

14. The squadron Plane Checkers shall position themselves so they may observe the lighting of the afterburners

and normal nozzle action.

a. The Plane Checkers shall withhold giving the thumbs up (day) or steady vertical blue stubby wand (night)

signal until all conditions are normal.

b. Should an afterburner fail to ignite, the Plane Checker shall give the SUSPEND signal.

ORIGINAL

4-26

NAVAIR 00-80T-120

15. With the aircraft at take-off power, the pilot shall make his final checks. If everything is satisfactory, he shall

position his head against the seat headrest and shall indicate he is ready by turning his head slightly toward

the Catapult Officer and by executing a right- or left-hand salute.

a. If, for any reason, the pilot desires to abort the launch, he shall so indicate by transmitting “SUSPEND,

SUSPEND CATAPULT NO. ____,” and by shaking his head negatively (day) and not turning on the

navigation lights (night).

b. In such cases the Catapult Officer shall SUSPEND.

D Once the aircraft is tensioned on the catapult and turned up to take-off

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

might be mistaken for a salute until he is ready to be launched.

D The Air Officer shall not rely on changing rotating beacons from GREEN

to RED to suspend the launch, but shall activate the SUSPEND pushbutton.

16.

Upon receiving the pilot’s salute (day) or navigation lights on (night), but before giving the signal to FIRE,

the Catapult Officer shall return the salute (day) or extend a green wand overhead (night) and:

a. Check for a green rotating beacon.

b. Make a final scan of the aircraft.

c. Check the position of the flight controls.

d. Ensure the aircraft sounds normal at take-off power.

e. Ensure the catapult is still in final ready.

f. Check the Centerdeck Operator for a thumbs up (day) or steady white stubby wand (night) held vertically,

indicating wind is within limits.

g. Check squadron Plane Checkers for a thumbs up (day) or steady blue stubby wand (night) held vertically.

h. Check TSPO for a thumbs up (day) or steady white stubby wand (night) held vertically.

i. If the deck is pitching, the launch shall be timed and the fire signal given so that the deck will be level,

pitching up, or at the top of the pitch cycle at the completion of the catapult power stroke.

j. Check for airborne aircraft traffic (waveoff, bolter, etc.) to preclude the possibility of collision between the

airborne and the launching aircraft.

k. Check Bow/Angle Observer for GO signal.

Timing will vary with the cycle of the deck, and type of aircraft. Deckedge

Operators and pilots shall be briefed to not change procedures in an attempt

to time the shot themselves.

4-27

ORIGINAL

NAVAIR 00-80T-120

17. When the Catapult Officer determines the catapult, aircraft, and pilot are ready in every respect, he shall

give the signal to FIRE the catapult by sweeping his raised hand down in the direction of the launch,

touching the deck, and returning his hand to the horizontal position in the direction of launch.

D The Catapult Officer and all personnel in the vicinity of the launching

aircraft shall remain clear or in the crouched position and laterally clear

until the signaled aircraft has passed their position or until the Catapult

Officer has executed a SUSPEND/HANGFIRE and the catapult is safe.

D All personnel except centerdeck operator in the vicinity of launching

aircraft shall remain in a position prohibiting the aircraft wing from passing

over them during an aircraft launch.

18. The deck edge operator, upon observing the catapult officer touch the deck and returning his hand to the

horizontal position in the direction of the launch shall check the deck, aircraft, and catwalk (forward and aft)

noting the safeties (bow/angle) signal, thumbs up (day) or green wand/light (night), then lower hand and

depress the fire push button.

The Deckedge Operator shall not anticipate the FIRE signal, as the Catapult

Officer or topside personnel may initiate a SUSPEND at any time prior to

the Deckedge Operator depressing the FIRE pushbutton.

19. If any deficiency in aircraft hook-up is noted by the Deckedge Operator or if the deck and catwalk forward areas

are not clear, he shall not FIRE but SUSPEND and notify the Catapult Officer of the deficiency.

a. Anytime the Deckedge Operator suspends, he shall signal SUSPEND by crossing arms (day) or holding

red wand vertical overhead (night), to the Catapult Officer.

D The Catapult Officer, after touching the deck, shall monitor the pilot for any

signs of a SUSPEND. At night, he shall monitor the navigation lights

ensuring they remain on.

D It is extremely important that all personnel stationed in the catwalk remain

as low as possible and attempt to hug the inboard catwalk bulkhead when

the catapult is fired. This position will offer the most protection from the

jet blast and potential objects that may fall off the aircraft.

ORIGINAL

4-28