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

NAVAIR 00-80T-120

5. If the Water Brake Operator initiated the SUSPEND, the Catapult Officer shall actuate his suspend switch and

then direct the Water Brake Operator to remove his SUSPEND prior to depressing the MANEUVER AFT

pushbutton.

a. In case of electrical failure, the Catapult Officer shall direct the CCP/Retraction Engine Operator to depress

the manual override on the maneuvering valve.

6. For nose tow aircraft, the Catapult Safety Observer, after observing the shuttle move aft, shall give the RAISE

LAUNCH BAR signal to the pilots of all aircraft capable of raising launch bars.

7. When the aircraft launch bar is clear of the shuttle, the Catapult Safety Observer shall give the SHUTTLE

FORWARD signal to the Catapult Officer.

D Under normal conditions, the catapult crew shall not approach the aircraft

until the launch bar is free and the pilot has returned to idle power.

D If the launch bar fails to disengage from the shuttle, the Catapult Safety

Observer shall positively determine that the catapult is in a safe condition

before giving the THROTTLE BACK signal.

8. Once the shuttle is forward of the launch bar the Catapult Safety Observer shall give the THROTTLE BACK

signal to the pilot.

In the event of a SUSPEND, the Catapult Safety Observer shall not signal

the pilot to THROTTLE BACK until he has positively determined that the

catapult is suspended and the shuttle is forward of the launch bar. If the

launch bar cannot be raised without sending personnel under the aircraft,

the Catapult Safety Observer shall ensure the catapult is suspended, then

give the THROTTLE BACK signal. With direct control of the aircraft, the

Catapult Safety Observer shall then send the TSPO to lift the launch bar and

signal SHUTTLE FORWARD with caution.

Note

If failure of the bridle tensioner prevents normal movement of the shuttle

past the raised launch bar, the Catapult Officer shall direct the Catapult

Safety Observer to THROTTLE BACK the aircraft, and instruct applicable

watch stations to position their SUSPEND switches off, and press

MANEUVER FORWARD. After the shuttle is maneuvered forward, the

SUSPEND switches shall be reactivated.

9. When the catapult is safe, the cause of the SUSPEND shall be determined prior to resuming catapult operation.

10. With the aircraft at idle power, control shall be passed to the Director to either resume the launch, or to remove

the aircraft from the catapult.

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NAVAIR 00-80T-120

4.11.3.2 Procedures Under Emergency Conditions

Note

Emergency conditions are construed to apply to aircraft that do not have the

capability to, or are unable to, raise the launch bar automatically.

1. If the shuttle is moved aft and the launch bar does not automatically raise, the Catapult Safety Observer, after

ensuring the catapult is properly suspended, shall signal the pilot to THROTTLE BACK. When the aircraft

is at idle power, the launch bar shall be raised manually by the TSPO and held until the shuttle is moved forward

of the launch bar.

The TSPO, holding the launch bar in the raised position, shall keep hands

clear of the shuttle as it is maneuvered forward. In the event the launch bar

begins to slip, any attempt by the TSPO to recover the launch bar may result

in serious injury. Ensure both hands are clear of the shuttle and visible to

the Catapult Officer or Catapult Safety Observer and Deck Edge Operator

prior to reattempting to raise the launch bar.

2. For nose tow aircraft, if the grab latch fails or any malfunction prevents the shuttle from MANEUVERING

AFT, the Catapult Officer and Catapult Safety Observer, after ensuring the catapult is safe/suspended, may:

a. Throttle back the aircraft.

b. OFF brakes.

c. Buffer aft for 4 to 10 inches.

d. Taxi aircraft forward.

e. Raise launch bar.

f. Shuttle forward.

CAUTION

Do not allow the NGL unit to buffer too far aft causing buffer hook

retraction with the holdback bar still attached.

4.11.3.3 Removing Aircraft from Catapults

CAUTION

D Prior to buffering aft, ensure the aircraft is de-armed and the JBD

is lowered.

D Pilots of E-2/C-2 aircraft shall be briefed not to attempt to move aft by

reversing engine thrust, as damage to the holdback bar or aircraft may

result. Backing is permitted by reversing engine thrust only after removal

of the trail bar. If BUFFER AFT is inoperative, using extreme caution, the

aircraft may be taxied in reverse only as far as required to relieve tension

on holdback bar.

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NAVAIR 00-80T-120

1. Once the shuttle is forward, the control is passed to the Director.

2. In order to remove the aircraft from the buffer unit when buffering aft, the Director, upon signal from the

Catapult Safety Observer, shall signal OFF BRAKES.

a. The Catapult Safety Observer shall then signal the Monitor to BUFFER AFT by holding both arms at waist

level and pointing forefingers (day), wands (night), in the aft direction.

3. After the aircraft moves approximately 4 to 10 inches, the Catapult Safety Observer signals the pilot via the

Director to HOLD BRAKES.

4. The Catapult Safety Observer shall then give the BUFFER FWD signal by holding both arms at waist level

and pointing forefingers (day), wands (night), in the forward direction to the Monitor who presses the BUFFER

FWD pushbutton to allow slack in the holdback bar/release element. The catapult crew may then disconnect

the holdback bar. After the holdback bar is removed, the Catapult Safety Observer signals the Monitor to

BUFFER AFT to lower the buffer hooks. When the catapult crew is clear, the aircraft may then be taxied

forward and clear of the catapult.

5. The sequence required to remove an aircraft is as presented in Figure 4-3.

4.11.4 Hangfire (Conventional/Deckedge Mode)

In the event that the catapult does not fire within 10 seconds after the FIRE pushbutton is pressed, a hangfire exists.

1. The Catapult Officer shall signal SUSPEND followed by HANGFIRE to the Deckedge Operator.

2. The Deckedge Operator, upon observing these signals, shall immediately:

a. SUSPEND the catapult.

b. Inform the Console/CCP Operator that a hangfire exists by saying over the voice communication system

only, “ROTATE THE EMERGENCY CUTOUT VALVE, ROTATE THE EMERGENCY CUTOUT

VALVE.”

3. The Console/CCP Operator shall perform the following:

The Console/CCP Operator shall activate his SUSPEND switch at the

control console to ensure the catapult has been suspended prior to initiating

the following procedure.

a. Remove the cotter pin, unscrew the stop screw, and rotate the handle of the launching valve cutout valve

to the EMERGENCY position.

b. Untension the aircraft using the following procedures:

(1) If electrical power is ON, depress the MANEUVER AFT pushbutton on the control console for 15 seconds.

(2) If electrical power is OFF, inform the Retraction Engine Operator of the power failure. The Retraction

Engine Operator shall depress the MANUAL OVERRIDE pushbutton for 15 seconds on the maneuver

aft valve to maneuver the shuttle aft.

4. Once the Console/CCP Operator has reported procedures complete and the catapult is safe, the Deckedge

Operator shall return the HANGFIRE signal to the Catapult Officer.

5. Once the Deckedge Operator returns the HANGFIRE signal, the Catapult Officer shall proceed with normal

SUSPEND procedures.

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NAVAIR 00-80T-120

6. Once the shuttle is forward of the aircraft launch bar, the Catapult Officer shall set in the CSV setting 020 to

prevent catapult damage should inadvertent firing occur.

Note

After above conditions are met the Catapult officer shall instruct applicable

watch stations to position their suspend switches OFF and instruct deck

edge operator to advance shuttle to full forward position prior to any trouble

shooting/corrective actions are taken.

7. The Console/CCP Operator shall not rotate the emergency cutout valve from the EMERGENCY position until

specifically directed to do so by the ALRE Maintenance Officer.

8. After any hangfire, the catapult shall be placed in a down status until the specific cause of the hangfire is

identified and corrective action is taken.

9. After the discrepancy causing the hangfire is discovered and corrected, two no-loads shall be fired before the

catapult resumes operations.

4.11.5 Hangfire (ICCS)

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

1. The Catapult Officer shall:

a. Press the SUSPEND pushbutton.

b. Communicate the hangfire condition to the Catapult Safety Observer via the voice communication system

and giving the HANGFIRE signal. The Catapult Safety Observer shall give the HANGFIRE signal in

crouched position until the catapult is declared safe.

c. Pass to the CCP Operator or via ICCS Monitor, over voice communication system,

“ROTATE

EMERGENCY CUTOUT VALVE, ROTATE EMERGENCY CUTOUT VALVE.”

The CCP Operator shall depress his SUSPEND pushbutton at the charging

panel to ensure the catapult is suspended.

2. The CCP Operator shall:

a. Remove the cotter pin, unscrew the stop screw, and rotate the handle of the launching valve cutout valve

to the EMERGENCY position.

b. Depress the MANEUVER AFT pushbutton for 15 seconds.

c. If there is an electrical failure, the CCP Operator shall direct the Retraction Engine Operator to depress the

MANUAL OVERRIDE pushbutton on the maneuvering valve at the retraction engine for 15 seconds.

d. Report procedures complete and the catapult is safe to the Catapult Officer via the Monitor over voice

communication system.

3. Once the catapult is safe, the Catapult Officer shall transmit over the voice communication system to the

Catapult Safety Observer “CATAPULT NO. ____ SAFE” and shall give a thumbs-up signal (day) and red

wand held vertically (night), giving permission to continue with normal SUSPEND procedures.

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NAVAIR 00-80T-120

The Catapult Safety Observer shall, prior to giving the THROTTLE BACK

signal and continuing normal SUSPEND procedures, positively ensure he

receives the proper signals and/or communications that the catapult is safe.

4. Once the shuttle is forward of the aircraft launch bar, the Catapult Officer shall set in the CSV setting 020 to

prevent catapult damage should inadvertent firing occur.

Note

After above conditions are met the Catapult officer shall instruct applicable

watch stations to position their suspend switches OFF and instruct ICCS

operator to advance shuttle to full forward position prior to any trouble

shooting/corrective actions are taken.

5. The CCP Operator shall not rotate the emergency cutout valve from the EMERGENCY position until

specifically directed to do so by the ALRE Maintenance Officer.

6. After any hangfire, the catapult shall be placed in a down status until the specific cause of the hangfire is

identified and corrective action taken.

7. After the discrepancy causing the hangfire is discovered and corrected, two no-loads shall be fired before the

catapult resumes operations.

4.11.5.1 MOB-S-4-CV Hangfire on Catapult Drill

Purpose. To train and evaluate personnel in the proper procedures to be used when the catapult does not fire

within 10 seconds of initiating this action.

Requirement. This exercise shall not be conducted using aircraft, and is to be accomplished during no-load

firing only.

Procedures.

a. OCE (Officer Conducting the Exercise).

(1) With permission and assistance of the ALRE Maintenance Officer, initiate a hangfire situation by

creating an acceptable mechanical, electrical, or hydraulic malfunction that will prevent the catapult

from firing.

(2) A less realistic, but acceptable method is to notify the Catapult Officer that a hangfire exists prior to

reaching the firing sequence during daily no-loads.

b. Catapult Officer. Upon notification from the OCE, or failure of the catapult to fire 10 seconds after the order

has been given, initiate authorized hangfire procedures.

c. Catapult Crew. Once the Catapult Officer has initiated the hangfire exercise, the crew shall place the catapult

in a safe condition following proper hangfire procedures.

Note

Simulated drills, in some situations, do not fully examine the operator’s

knowledge and ability to execute proper emergency procedures.

Therefore, each operator should be questioned on all aspects of his

functions in this particular emergency.

Evaluation. Refer to COMNAVAIRFOR INSTRUCTION 3500.20 for evaluation sheet.

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NAVAIR 00-80T-120

4.11.6 Emergency Lowering Jet Blast Deflector (JBD)

1. In the event aircraft are airborne and a JBD is fouling the landing area, emergency lowering procedures shall

be carried out expeditiously. Material shall be available at all times; personnel shall be thoroughly trained to

recognize the type of failure and be able to take corrective action.

2. Emergency lowering of a JBD will require a minimum of eight crewmen as follows:

a. TSPO (overall in charge).

b. Topside JBD Phone Talker.

c. Below Decks Phone Talker/Valve Operator (depending on location, this may require an additional

crewman).

d. Two crewmen to install emergency lower push bar.

e. Two safety observers (station at the port and starboard sides of the JBD panels).

f. Tractor driver.

CAUTION

Ensure voice communication is established between the Topside Phone

Talker and the Below Decks Phone Talker/Valve Operator prior to the

emergency lowering of the JBD.

3. Procedures for ELECTRICAL FAILURE are:

a. Turn electrical power switch OFF.

b. Attempt manual operation of the solenoid operated pilot valve (SOPV) by inserting a 3/16-in diameter rod

into the hole of solenoid “B” or by depressing the pushbutton on the solenoid until the panel is completely

lowered.

c. In the event electrical failure procedures do not lower the panel, follow procedures outlined for a complete

hydraulic failure.

4. Procedures for a complete HYDRAULIC FAILURE are:

a. Position personnel at required stations.

b. Secure hydraulic pressure.

c. Open bypass valve.

d. Commence pushing struts over-center.

D Once the emergency lower push bar is installed, all hands shall stand back

at a safe distance from JBD and around tractor. As JBD begins to lower, the

emergency lower push bar shall be dragged out of JBD pit by tractor

utilizing reverse gear.

D The TSPO shall brief the Tractor Driver on all commands and signals prior

to commencing the emergency procedure. The Tractor Driver shall not

anticipate commands from the TSPO (e.g., applying force, braking, or

backing out).

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NAVAIR 00-80T-120

e. Once the strut is over-center, the JBD panel will fall under its own weight until it is flush with the deck.

The Topside Phone Talker shall stay alert at all times in case of an unsafe

condition for suspending, at which time he shall direct the Below Decks

Phone Talker/Valve Operator to secure the bypass valve.

4.11.6.1 MOB-S-03-CV Jet Blast Deflector Emergency Drill

1. Purpose. To train and evaluate catapult personnel in the emergency lowering of the jet blast deflectors.

2. Requirements.

a. Raise all jet blast deflector panels on a catapult that will affect the landing area.

b. Simulate complete hydraulic and/or electrical failure of raised panels.

3. Procedures.

a. OCE (Officer Conducing the Exercise). Inform the Air Officer that the jet blast deflector panels have

suffered a hydraulic/electrical failure and that landings are expected momentarily.

b. Catapult Crew. Line up hydraulic system for manual operation and manually lower the jet blast deflector

panels.

4. Evaluation. Refer to COMNAVAIRFORINST 3500.20 series for evaluation sheet.

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NAVAIR 00-80T-120

CHAPTER 5

Recovery Procedures

5.1

OPERATIONAL SAFETY PRECAUTIONS

5.1.1 General

The recovery of today’s modern aircraft, with their high gross weights and airspeeds, is a complex and demanding

operation involving various inherent dangers. Personnel engaged in the operation of the recovery equipment shall

be thoroughly trained and initiated in the recovery process. The procedures and safety precautions contained in this

manual shall be complied with. Disregard for these procedures and the fundamentals of caution and safety will create

hazards far in excess of the previously mentioned inherent dangers.

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

safety precautions. Further, all hands shall also insist on strict adherence to established safety practices by personnel

not having access to this manual.

Any arresting gear personnel having reason to suspect the readiness or

sound operating condition of any arresting gear engine, deck pendant,

purchase cable, or associated equipment shall immediately cause the deck

to be fouled by informing the arresting gear officer or the recovery

equipment controller in PriFly.

5.1.2 Topside

The most important step in reducing flight deck injuries is the elimination of unnecessary personnel from the flight

deck during recovery operations. This is difficult to accomplish because there are many well-motivated but

non-essential personnel who sincerely believe their presence is justified on the flight deck. The first step in any injury

prevention program must be the elimination of those non-essential personnel and unauthorized personnel from the

recovery area. Therefore, while aircraft are being recovered, no personnel, other than those required by this manual,

shall be on the flight deck, or in catwalks or sponsons along the landing area without the expressed permission of

the Air Officer. The landing area is defined as that portion of the ship, from the fantail to the forward end of the angled

deck. This area includes the safe parking area near the island. It shall be the responsibility of the Arresting Gear Officer

and the Flight Deck Officer to ensure safety compliance within the Fly 3 and Fly 2 areas, respectively.

In addition to the basic safety precautions used during operational procedures, the following special safety

precautions shall be observed:

1. All topside personnel shall be in the proper flight deck uniform.

2. Personnel shall not stand in or otherwise block entrances to the island structure, or exits leading from the

catwalks.

3. Avoid crowding of personnel or material in the catwalk areas near the deck edge control station.

4. During recovery operations, with the exception of the LSO and his assistants, no personnel shall be permitted

in the port catwalk without authorization from the Air Officer.

5. Personnel shall not turn their backs on aircraft landing or taxiing out of gear; they shall stay alert and in a

position that allows quick and agile movement.

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NAVAIR 00-80T-120

6. Personnel required to be in the catwalks shall duck below the flight deck or behind cable shields during the

aircraft’s touch down and rollout.

7. Hook Runners, Gear Puller, and other personnel in the rollout area shall not enter the landing area until the

aircraft has completely stopped.

8. No one shall enter the landing area to effect equipment repairs, or for any other reason, until the deck is “fouled”

and until positive clearance has been obtained from the Arresting Gear Officer. If crossing the landing area is

absolutely necessary during flight operations, the following procedures shall be followed:

a. Personnel shall stay clear of the foul line; and shall check the aircraft in the pattern.

b. If the pattern is clear, the individual shall get the Arresting Gear Officer’s attention and indicate desire to

cross by pointing across the deck.

c. The Arresting Gear Officer shall check the pattern. If the pattern is not clear, no response will be seen from

him. The Arresting Gear Officer is busy and will continue with his duties.

d. If pattern is clear, the arresting gear officer will point at the individual and then swing arm in a horizontal

motion to point to the other side of the landing area. A red wand will be used to point with at night.

e. After receiving clearance, the individual shall run straight across the deck, staying at least 10 feet aft of the

No. 1 wire. This will prevent tripping over the wire supports or being struck by the No. 1 wire during the

wire retraction.

If the arresting gear crew is required to enter the landing area during aircraft

recovery, a safety man shall be stationed forward of the crew, facing aft with

arms crossed over head; at night the safety man shall have a red wand held

vertical, to ensure crew safety and observe approaching aircraft.

9. The Deckedge Operator shall stand well clear of the retract lever while personnel are on deck and all purchase

cables are not fully retracted.

10. Purchase cables shall never be fed back through the flight deck sheave by hand. The arresting engine shall

retract purchase cables.

To minimize the possibility of an aircraft landing on a fouled deck, the following procedures are mandatory:

1. The lens, and at night the landing area lights, shall never be turned on without the expressed permission of the

Air Officer.

2. Except for the purpose of conducting tests, neither the lens nor the landing area lights will be turned on until

the LSO has manned the platform.

3. The wave-off lights shall be continuously activated any time the lens or landing area lights is turned on and

the LSO is not on the platform.

4. Practice CCA approaches, using visual landing aids, shall be permitted only when the LSO is on the platform.

He shall wave off each aircraft at 1/2 mile or greater.

5. To avoid unnecessary delay in recovering the first aircraft, the lens and/or landing area lights may be turned

on a short time before the ship is completely ready to commence recoveries, but wave-off lights shall be

continuously activated until an LSO is on station. The LSO shall wave off approaching aircraft at a distance

of 1/2 mile or greater if he has not received the “clear deck” signal.

6. During instrument recoveries, PriFly will keep CATCC advised as to the status of the deck and provide the

estimated time the deck will be clear. CATCC will keep PriFly advised as to the position of the nearest aircraft.

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NAVAIR 00-80T-120

7. Combat and CATCC shall keep PriFly informed of any aircraft known or suspected to have radio failure.

8. PriFly will notify the Arresting Gear Officer and Flight Deck Officer of any aircraft with problems that will

affect recovery (lights, electrical problems, fuel, hydraulic, control, flaps, etc.).

5.1.3 Below Decks

The primary safety factor in the operations of the arresting gear engine is constant attention to inspection and

operation. Engine operators shall stay constantly alert during recovery operations.

In addition to the inherent safety precautions used during operational procedures, the following special safety

precautions shall be observed:

1. All below deck personnel should be in complete uniform, including long-sleeve shirt.

2. All unauthorized personnel shall remain clear of all arresting gear engine rooms. Engine rooms shall NOT be

used as passageways by any personnel during recovery operations.

3. All personnel shall keep hands and bodies clear of the engine when operating or when engagement is imminent.

Safety guards, shields, cages, etc., shall be in place.

4. Engine and sheave damper operators shall make “GROOVE” and “RAMP” calls loud and clear at all times.

5. In the event all equipment is not ready to land aircraft when “GROOVE” is passed over voice communication

system, respond with “FOUL DECK, FOUL DECK.”

6. All doors to engine rooms shall remain open during recovery operations to facilitate emergency egress if

required.

5.2

NORMAL OPERATIONS

5.2.1 Preparations for Recovery

The Arresting Gear Officer shall be on deck for all recoveries. On deck is construed to mean a position in the starboard

catwalk or on the flight deck, from which the entire landing area may be viewed. The Arresting Gear Officer shall:

1. Inspect the landing area for loose gear.

2. Ensure that all after deckedge antennas are positioned as required.

3. Check the condition of crossdeck pendants, barrel fittings, and wire supports; and ensure retractable sheaves

are in the raised position.

4. Ensure that all aircraft and mobile equipment parked on the flight deck are inside the safe-parking line.

5. Ensure that hook runners and the deckedge operator are on station.

6. Ensure that the ready barricade, including deck ramps, is in a ready status (ready jet barricade lanyards attached

to barricade hatch hooks) with a clear route to the area and that a tractor with driver is standing by.

7. Ensure that waist catapult slot buttons are installed in accordance with current bulletins.

8. Notify PriFly when the deck is ready.

9. Ensure that the Arresting Gear Officer’s deck status light “pickle” switch is connected and functioning.

Thirty minutes prior to each scheduled recovery, or immediately upon the word being passed to prepare to recover

aircraft, all stations shall be manned expeditiously, and the following preparatory actions taken.

1. The Primary Flight Arresting Gear Controller in PriFly shall:

a. Ensure that all Arresting Gear Engine, Sheave Damper Operators, Deckedge Operator, LSO Spotter/Talker,

ILARTS and Lens Operator have manned their stations and are monitoring the appropriate voice

communication systems.

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NAVAIR 00-80T-120

b. Report to the Air Officer the existing arresting gear engine and lens settings.

c. (For ships with arresting gear service change 440 installed) Perform pre-operational system checks in

accordance with current maintenance requirement cards. Verify which Arresting Gear Engine Operator has

been designated as the alternate master if operations cannot continue in the primary mode. Once verified,

he shall inform the Air Officer and the Arresting Gear Officer, via the Arresting Gear Deckedge Operator.

2. The Lens, ILARTS, and SPN-44 Operators shall ensure that their respective equipment is turned on and

operating. The lens operator shall turn on the lens ONLY when directed by the Air Officer.

Except for the purpose of conducting tests, the lens shall not be turned on

until the LSO has manned the platform. The wave-off lights shall be

continuously activated any time the lens is turned on and the LSO platform

is not manned and ready.

3. The Waist Catapult Officer/Catapult Safety Observer shall ensure:

a. Launching accessories are clear of the landing area.

b. Catapult No. 3 and No. 4 shuttle(s) are aft with Catapult No. 3 grab latch disengaged, and the appropriate

shuttle spreader cover installed.

c. The centerdeck console hatch (and any other hatches in the waist catapult area) are closed and dogged.

d. Jet blast deflectors are lowered completely and hydraulics secured.

e. Catapult track slot seals are removed and catapult slot buttons installed. A minimum of 12 buttons is

required on all ships.

Ensure catapult shuttle is retracted prior to installing track slot buttons.

f. Waist catapult safety light turned off.

g. For ships so equipped, Deckedge ICCS is fully lowered and reports “WAIST BUBBLE DOWN AND

LOCKED” to AGO via voice communication.

h. In the event the recovery immediately follows a launch, the Waist Catapult Officer or Catapult Safety

Observer shall signal the Arresting Gear Officer with a raised arm extended overhead (day) or with a green

wand (night) signifying the above actions have been completed.

i. If the recovery is not preceded by a launch, the Arresting Gear Officer shall ensure that the above actions

have been completed.

4. The LSO Spotter/Talker.

a. Prepare the platform for the recovery as previously directed by the senior wing LSO.

b. Establish voice communications with all recovery stations or CATCC as determined by LSO.

c. Turn on deck status lights, and check both primary and secondary light operation.

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NAVAIR 00-80T-120

d. Ensure that the following distress equipment is available:

(1) Battery-powered floating marker (one).

(2) Life preserver ring (one).

(3) Very pistol with adequate supply of shells.

(4) Search and rescue sonobuoy.

The LSO Heads-Up Display Platform Operator shall:

a. Prepare the platform for recovery.

b. Establish voice communications with all recovery stations.

c. Ensure deck status lights are on.

d. Ensure that emergency deck status signal devices are on hand (red and green paddles for day, red and green

wands for night operations).

The Arresting Gear Deckedge Operator shall:

a. Establish voice communications with all recovery stations.

b. Energize the sheave damper indicator lights, and ensure that all battery position lights operate and indicate

battery.

c. Raise retractable sheaves, ensuring that indicator lights function properly and that all sheaves indicate up.

d. Ensure that a set of red and green flags or paddles (day)/wands (night) are on hand for use by the Arresting

Gear Officer.

e. Report to the Arresting Gear Officer when all stations are manned and ready.

f. Ensure required recovery bulletins are available for emergency use.

g. (For ships with arresting gear service change 440 installed) Ensure that the AGO Deck Edge display is

powered on and functioning.

Note

In the event of deck launches, the Deckedge Operator shall be on station and

retractable sheaves shall be up.

The Arresting Gear Topside Petty Officer shall assist the Arresting Gear Officer with his pre-recovery

inspections as directed. Prior to each recovery cycle he shall:

a. Ensure that all topside personnel are on station with their necessary tools and equipment and reports directly

to the Arresting Gear Deckedge Operator.

b. Ensure that all necessary tools are available. These should include, but are not limited to:

(1) Tools necessary to remove/replace deck pendants.

(2) Tools necessary to remove/install wire supports.

(3) Tractor hook (for pulling out purchase cable).

(4) Barricade air guns and associated parts/tools (spare hoses, fittings, etc.).

(5) Manual tool for barricade winches.

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NAVAIR 00-80T-120

c. Ensure that adequate spare equipment is on deck including:

(1) Four cross-deck pendants with ends cleaned for CVN-65 through CVN-75, and three cross-deck

pendants for CVN-76 and above with ends cleaned. Two of which shall remain uncrated, on deck and

ready for immediate installation.

(2) Wire support parts.

(3) Clevis pins and nuts.

(4) Pickle Switch (AGO deck status lights).

d. Ensure that the Arresting Gear Officer’s deck status light “pickle” switch is connected and functioning.

e. Ensure the barricade hatch is open, and a tractor is in position to pull out the barricade.

f. Ensure retractable deck sheaves are raised to required height.

The Sheave Damper Operator shall:

a. Inspect all sheave damper installations per current maintenance requirement cards.

b. Ensure all cages are in place and properly secured.

c. Report to the Arresting Gear Talker via voice communication system when all sheave dampers have been

inspected and equipment is ready to recover aircraft.

The Arresting Gear Engine Operators shall:

a. Establish voice communications with all recovery stations.

b. Ensure all unauthorized personnel are clear of engine spaces.

c. Inspect engine in accordance with current maintenance requirement cards.

d. Report to the Deckedge Operator when above checks have been completed and their engines are ready to

recover aircraft.

e. (For ships with arresting gear service change 440 installed) Ensure that the CROV Motor Drive switch is

in the AUTOMATIC position and the Engine Online/Offline switch is in the ONLINE position for all online

arresting gear engines when operating in primary mode.

10.

The LSO shall:

a. Prepare for recovery in accordance with LSO NATOPS Manual.

b. Report to the Air Officer when “MANNED AND READY.”

11.

The Air Officer shall complete the Recovery Checklist, which includes the following:

a. Determine Case recovery and time (confirm first ramp time with CATTC and bridge).

b. Obtain expected Base Recovery Course (BRC), altimeter setting, and weather.

c. Conduct Radio Check: Recovery Channels, frequencies, and tactical calls.

d. Announce 15-minute notice (5MC) “MAN ALL RECOVERY STATIONS.”

e. Ensure red rotating beacon “on” aft.

f. Determine aircraft recovery status:

(1) Numbers.

(2) Type.

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NAVAIR 00-80T-120

(3) Fuel.

(4) Unexpended ordnance.

(5) Other pertinent information and record on status board for accuracy.

g. PriFly Arresting Gear controller reports all recovery stations manned:

(1) Arresting Gear.

(2) ILARTS/Lens.

(3) LSO Spotter/Talker.

h. Recovery Officer (AGO) shall ensure:

(1) Recovery area is clear of personnel, loose gear, aircraft, and mobile equipment.

(2) Deck hatches, deckedge antennas, JBDs, and waist catapult ICCS lowered.

(3) Waist Catapult shuttles positioned aft, covers in place.

(4) Wire supports, retractable sheaves raised, and CDPs in battery.

(5) Barricade hatch open.

(6) Tractor positioned at the barricade hatch.

(7) Deck status light raised and operational.

(8) Ascertains all recovery stations are manned and ready via the Arresting Gear Deckedge Operator.

(9) Report directly to the Air Officer via voice communication upon satisfying all above requirements.

AGO shall report recovery stations manning status followed by the recovery equipment current

configuration. The report shall be as applicable (i.e. “GEAR MANNED AND READY... HIGH WIRE

IS___ WITH___ TRAPS... WITH TWO STBD RETRACTABLE SHEAVE IN BYPASS MODE...

AND NUMBER ONE WIRE OFFLINE...” etc.)

i. LSO reports, “MANNED AND READY.”

j. Clearance from bridge to land aircraft.

k. Lens and deck lighting “ON” for recovery (notify LSO, “PADDLES/TOWER, LENS ON, YOU HAVE

CONTROL”).

l. Check wind (Crosswind/speed).

m. Green rotating beacon “ON” aft.

n. Announce “LAND AIRCRAFT” ON 5MC.

5.2.2 Approach

Prior to the LSO receiving a “CLEAR DECK” from the Arresting Gear Officer, the following sequence of events

shall be strictly adhered to for the first and all subsequent landings:

1. The Air Officer shall determine the aircraft type to be recovered and direct the arresting gear and lens to be

set. He shall verbally acknowledge aircraft weight and lens setting calls as reported to him (e.g., “ROGER,

GEAR...LENS SET...THREE SIX ZERO HORNET”). He shall verify the setting by observing the Air Officer

display.

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NAVAIR 00-80T-120

With the Crosscheck System in Primary Mode operation, the Primary Flight Arresting Gear Controller, upon

ascertaining the type of aircraft to be recovered, shall perform the following:

a. Enter the aircraft type into the Arresting Gear PriFly Operator flat panel. Inform the Arresting Gear Engine

Operator to verify the setting required for the next aircraft using only the first three digits and aircraft type

(e.g., “VERIFY SETTING THREE SIX ZERO, HORNET”). Monitor the Arresting Gear PriFly Operator

flat panel to ensure all online engines indicate the correct weight setting (within ±200 pounds) and indicate

a battery condition.

b. He shall monitor the arresting gear voice communications system for any reports from the Engine Operator

or Sheave Damper Operators of any improper settings or irregular conditions.

c. When the Arresting Gear PriFly Operator flat panel indicates that all online engines are properly set and

in battery, and IFLOLS is properly set, the Primary Flight Arresting Gear Controller shall report verbally

to the Air Officer the number of engines set, settings, lens status, and aircraft type. (e.g., “ALL FOUR

GEAR...LENS...SET THREE SIX ZERO, HORNET”).

The Arresting Gear Engine Operators shall report settings in sequence, engine numbers one through four

(followed by barricade if applicable). If an engine is out of service, the report for that engine shall be omitted

in the reporting sequence. The report shall be “ENGINE ONE SET THREE SIX ZERO, HORNET ... ENGINE

TWO SET THREE SIX ZERO, HORNET,” etc.

a. Engine Operators shall repeat calls (“GROOVE, RAMP”) from the Deckedge Operator to alert personnel

in their spaces of an impending arrestment.

With the Crosscheck System in Primary Mode operation, Arresting Gear Engine Operators will sequentially

report their engine is set. (e.g., “ONE SET THREE SIX ZERO, TWO SET THREE SIX ZERO, THREE SET

THREE SIX ZERO, FOUR SET THREE SIX ZERO, HORNET”). If an engine is out of service, the report

for that engine shall be omitted in the reporting sequence.

a. They shall verify that the CROV linear scale indicates the correct weight setting prior to reporting,

“ENGINE SET.” Should the linear scale disagree with the LED weight setting digital readout by more than

500 pounds, a foul deck condition exists and the Engine Operator shall declare, “FOUL DECK! FOUL

DECK!”

b. Engine Operators shall repeat calls (“GROOVE, RAMP”) from the Deckedge Operator to alert personnel

in their spaces of an impending arrestment.

The Deckedge Operator shall:

a. Monitor the sheave damper indicator lights.

b. Monitor the retractable sheave indicator lights.

c. Ensure the landing area is clear (within his field of view).

d. Ensure all deck pendants are fully retracted and taut.

e. Ensure all engines are in battery (received over voice communication system from engine operators).

f. Monitor engine weight settings. It is imperative that the Arresting Gear Officer know the exact weight

setting of the arresting gear engines so he can ensure the engines are set for the type aircraft to land.

g. Keep the engine operators informed on the status of the recovery by reporting the following aircraft

positions: GROOVE/RAMP. He shall call “GROOVE” on the voice communication system as the aircraft

approaches short final, and call “RAMP” as it reaches the fantail.

h. He shall monitor the AGO Deckedge display for correct weight settings and engine battery status. He shall

monitor the arresting gear voice communications system. When the Primary Flight Arresting Gear

Controller reports that all online engines are properly set and in battery, he shall provide verbal confirmation

to the Arresting Gear Officer. (e.g., “ALL ENGINES SET THREE SIX ZERO, HORNET”).

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NAVAIR 00-80T-120

6. The Sheave Damper Operators shall repeat calls (“GROOVE, RAMP”) from the Deckedge Operator to alert

personnel in their spaces of an impending arrestment.

CAUTION

When the word “GROOVE” is passed over the voice communication

system, all non-essential communications shall cease until after the aircraft

touches down. Anyone not ready to land aircraft at that time shall

immediately respond with “FOUL DECK, FOUL DECK.”

The Improved Fresnel Lens Primary Flight Lens Console Operator shall make the appropriate lens setting and

continuously monitor the lens system during recoveries and shall report any malfunction immediately to the

Air Officer.

Note

The PriFly Controller shall energize the appropriate aircraft indicator

button when the lens and arresting gear are set properly, thus lighting the

Air Officer’s indicator light. The light shall be turned OFF following each

arrested landing, bolter, touch and go, or wave-off.

The Arresting Gear Officer, upon receiving clearance to “LAND AIRCRAFT” from the Air Officer, and upon

observing the aft GREEN rotating beacon, shall ensure the following conditions exist prior to providing a

“clear deck” signal to the LSO:

a. A “CLEAR DECK FORWARD” signal has been received from the Gear Puller. The signal is given by

sweeping one arm from vertically overhead to the horizontal position and returning overhead (day), or by

using the same signal with an AMBER wand (night).

(1) This signal shall be acknowledged from the Recovery Officer by repeating the signal using his arm (day)

and RED wand (night).

Note

The “foul deck” signal from the Gear Puller to the Arresting Gear Officer

is indicated by arms crossed overhead with fists clenched (day), or crossed

AMBER wands held overhead (night).

b. All deck pendants appear fully retracted and taut.

c. Observe the Deckedge Operator’s signal, indicating that all conditions for recovery have been completed.

d. Ensure the Deckedge Operator indicates engines are set.

e. All retractable sheaves are raised and wire supports are in place.

During simultaneous recovery and catapult No. 2 operations, deckedge

mode, the cat 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.

f. The catwalks, flight deck, and other hazardous areas are clear of unauthorized personnel.

g. Visually and positively identify aircraft to be recovered.

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NAVAIR 00-80T-120

D The utmost attention to every detail is required during night or reduced

visibility flight operations. Presently, certain aircraft have similar features

that hinder the rapid, positive identification of approaching aircraft.

Consequently, the entire recovery team shall be alert to preclude a

mismatch between landing aircraft and the arresting gear settings. The final

assurance to prevent this mismatch shall rest with the Arresting Gear

Officer.

D The Arresting Gear Officer shall NOT, under any circumstances, provide

a “CLEAR DECK” until the aircraft has been positively identified visually

or via the Air Officer.

h. When satisfied that all the above requirements have been met, the Arresting Gear Officer shall change the

deck status light from RED to GREEN, remaining alert for any malfunctions of the equipment or violations

of the safe parking line. The deck will be declared “FOUL” by switching the deck status light to RED after

each arrested landing, bolter, touch and go, or wave-off, and it will remain so until completion of the above

procedures.

Note

While the final check for compatibility of the landing aircraft and the

arresting engine settings are made by the Arresting Gear Officer,

cross-checks by other personnel are critical. The A/G PriFly Controller,

Lens Console Operator, LSO Spotter/Talker, Deckedge Operator, and

Topside Petty Officer should also be trained in aircraft recognition under

all conditions. This becomes even more imperative during night or reduced

visibility operations and when EMCON conditions are in effect. All visual

and aural characteristics (aircraft lighting, flight characteristics, engine

sounds, etc.) shall be used in making the final determination. If a positive

determination cannot be made, a low pass by the ship shall be requested to

positively identify the aircraft.

The LSO Spotter/Talker.

a. When visual confirmation of aircraft type and configuration (gear, flaps, and hook down) has been made,

he shall notify the LSO (e.g., “HORNET, ALL DOWN”).

b. He shall also notify the LSO of type aircraft, arresting engines set, weight setting, and clear or foul deck,

whichever is appropriate, depending on the light indication in the deck status light box. (e.g., “GEAR SET,

THREE SIX ZERO, HORNET, CLEAR DECK”).

c. If the red light is on, the “FOUL DECK, FOUL DECK” call is repeated continuously until the green light

comes on. One “CLEAR DECK” call is then made, and the spotter/talker shall monitor the light status until

the aircraft has passed the ramp for any change in deck status.

10.

The Integrated Launch and Recovery Television System Operator shall ensure coverage of each aircraft

approach and arrestment. Additionally, any abnormal situation (crash, fire, aircraft in catwalk, etc.) shall be

duly recorded. To attain coverage for detailed tape analysis, the following camera sequence shall be utilized:

a. Island camera for initial approach.

b. Centerline camera for final approach, touchdown, and until nose wheel blocks the view or reaches the

centerline camera in use.

c. Island camera for roll out, ensuring that aircraft side number and the pendant engaged is shown.

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NAVAIR 00-80T-120

11. If arresting gear service change 440 is installed, the Air Officer shall determine the aircraft type to be recovered

and direct the arresting gear and lens to be set. He shall verbally acknowledge aircraft weight and lens setting

calls as reported to him (e.g., “ROGER, GEAR...LENS SET…THREE SIX ZERO HORNET”). He shall

verify the setting by observing the Air Officer’s cross check display screen.

12. In the primary mode of operations, the Primary Flight Arresting Gear Controller, upon ascertaining the type

of aircraft to be recovered, shall perform the following:

Enter the aircraft type into the Primary Flight Arresting Gear Controller flat panel touch screen display. Inform

the engine operator to verify the setting required for the next aircraft using only the first three digits and aircraft

type (e.g., “VERIFY SETTING THREE SIX ZERO, HORNET”) monitor the Primary Flight Arresting Gear

Controller flat panel touch screen display to ensure all engines, that are on line, indicate the correct weight setting

(within ±200 pounds) and indicate a battery condition. He shall monitor the arresting gear voice communications

system for any reports from the engine room or sheave damper operators of any improper settings or irregular

conditions. When the Primary Arresting Gear Controller flat panel touch screen display indicates that all on line

engines are properly set, and in battery, and IFLOLs is properly set, the Primary Arresting Gear Controller shall report

verbally to the air officer the number of engines set, settings, lens status, and aircraft type (e.g., “ALL FOUR

GEAR…LENS…SET THREE SIX ZERO, HORNET”).

When an engine is being put on-line, all required maintenance procedures

shall be satisfactorily completed and documented. Sound powered phone

communication shall be established with the engine room operator and

sheave damper operator, and all retractable sheaves shall be visually

inspected to ensure they are at the proper height.

Note

In all three modes of operation, primary mode, alternate master mode, and

fully manual mode, engine operators will sequentially report their engine is

set (e.g., “ONE SET THREE SIX ZERO, TWO SET THREE SIX ZERO,

THREE SET THREE SIX ZERO, FOUR SET THREE SIX ZERO,

HORNET”). They shall verify CROV mechanical pointers/liner scale for

correct weight settings prior to reporting “ENGINE SET.” Should mechanical

pointers/liner scales disagree with electrical/electronic devices, a foul deck

condition exists and the engine operator shall declare, “FOUL DECK!”

When an engine is taken off-line (CDP removed), the Air Officer and

Primary Flight Arresting Gear Controller shall visually verify that the CDP

is removed and then shall enter this on his primary Arresting Gear

Controller flat panel touch screen by touching the “ENABLE” pushbutton

on the main screen and then touching the appropriate P1, P2, P3 or P4 (P1,

P2, P3 and P3A for ships configured with three wires.) Pushbuttons at the

left side of the screen. He shall then verbally confirm that the engine room

operator has set the engine on-line/off-line switch on the cross check engine

room electronics enclosure to the off-line position. When an engine is being

brought back on-line (CDP re-installed and engine fully operational), the

Primary Flight Arresting Gear Controller shall verify with the Air Officer

that the engine is being brought back on-line. He shall verbally confirm that

the engine room electronics enclosure switch has been turned to the on-line

position by the engine room operator for the affected engine. The Primary

Flight Arresting Gear Controller shall enter this on his Primary Flight

Arresting Gear Controller flat plat touch screen by touching the

“ENABLE” pushbutton and then touching the appropriate P1, P2, P3 or P4

(P1, P2, P3 and P3A for ships configured with three wires) pushbutton.

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NAVAIR 00-80T-120

13. If a failure occurs that precludes setting engine CROVs in the primary mode of operation, the Primary Flight

Arresting Gear Controller (upon obtaining permission from Air Officer) shall notify the designated alternate

master engine operator to position the CROV motor drive switch on the engine electronic enclosure to the

manual position. All other engines will leave their respective switches in the automatic position. The Primary

Flight Arresting Gear Controller, upon ascertaining the type of aircraft to be recovered shall inform the

alternate master engine operator of the setting required for the next aircraft using only the first three digits and

the aircraft type (e.g., “SET ALL ENGINES THREE SIX ZERO, HORNET”). The alternate master engine

operator shall set the weight setting for his engine to the proper weight. All other on-line engines will

automatically be set to the same engine weight setting (±200 pounds). If the weight setting is to remain the

same for the next aircraft, the phraseology shall be, “CHECK SETTING THREE SIX ZERO, HORNET.”

Primary Flight Arresting Gear Controller shall monitor the arresting gear voice communications system for

any reports from the engine room or sheave damper operators of any improper settings or irregular conditions.

When all engine operators have reported the correct weight setting, and the correct lens angle has been set, the

Primary Flight Arresting Gear Controller shall report verbally to the Air Officer the number of engines set,

lens status, and aircraft type (e.g., “ALL FOUR GEAR…LENS…SET THREE SIX ZERO, HORNET”).

D If the Primary Flight Arresting Gear Controller depresses “ENABLE” and

then depresses “BATTERY” for a given engine, a “FORCED BATTERY”

condition exists within the cross check system. Should this condition be

employed, safety features of the re-designed arresting gear cross check

system are now defeated, therefore, use of “FORCED BATTERY” may

only be used with the permission of the Air Officer.

D In Alternate Master Mode, the primary flight arresting gear controller

panel is de-energized, consequently, the forced battery capability is lost.

In this operating mode, an error message can be by-passed by actuating

the A/G SHV UP test by-pass switch in the Landing Area Status and

Signal System by-pass panel. If operations necessitate operating in this

condition, ALRE Maintenance Officer concurrence is required.

Actuating the AGO pickle switch will then light the green lights for a

clear deck check indication.

D In extreme circumstances, the arresting gear can be operated in the

DEGRADED FULLY MANUAL MODE. To accomplish this, all

crosscheck power must be de-energized. In this mode of operation, all

engine settings must be two-person verified. No remote monitoring of

weight settings can be accomplished. DEGRADED FULLY MANUAL

MODE may only be used with the permission of the Commanding

Officer.

14.

To operate in DEGRADED FULLY MANUAL MODE, the Primary Flight Arresting Gear Controller will

direct each engine operator to switch the CROV motor drive switch on each engine’s electronic enclosure

to the manual position. He will, upon ascertaining the type of aircraft to be recovered, inform the engine

operators of the setting required for the next aircraft using only the first three digits and the aircraft type

(e.g., “SET ALL ENGINES THREE SIX ZERO, HORNET”). Each engine operator shall set the weight

setting for their engine to the proper weight (±500 pounds). If the weight setting is to remain the same for

the next aircraft, the phraseology shall be, “CHECK SETTING THREE SIX ZERO, HORNET.” He shall

monitor the arresting gear voice communications system for any reports from the engine room or sheave

damper operators of any improper settings or irregular conditions. When all engine operators have had an

additional qualified engine operator verify the proper weight setting and have reported the correct weight

setting as verified, and the correct lens angle has been set, the Primary Flight Arresting Gear Controller

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NAVAIR 00-80T-120

shall report verbally to the Air Officer the number of engines set, settings, lens status, and aircraft type

(e.g., “ALL FOUR GEAR VERIFIED…LENS…SET THREE SIX ZERO, HORNET”).

Note

ILARTS tapes shall normally be retained at least 48 hours before

erasing/over-recording. In the event there is any deviation from a normal

arrested landing, ILARTS tapes shall be retained in accordance with the

Report of Deviation from Normal Arrested Landing found in

COMNAVAIRFORINST 13800 Series. In the event of an aircraft

mishap of sufficient severity as defined in OPNAVINST 3750.6, the

ILARTS tape shall immediately be made available to the senior member

of the Aircraft Mishap Board for the duration of the investigation.

During recording of mishaps and aircraft emergencies, camera signals

to the ship’s entertainment system shall be secured. This will prevent

unauthorized copying of the TV signal, but still allows ILARTS

monitors to be available during the mishap.

5.2.3 Landing

During night recovery operations, only those signal wands prescribed below shall be used by recovery personnel:

Arresting Gear Officer

1 RED and 1 GREEN standard

Arresting Gear Deckedge

1 GREEN stubby and 1 RED standard

Arresting Gear Hook Runner

1 RED standard wand

Arresting Gear TSPO

1 RED and 1 GREEN standard

A/G Deck checker

1 WHITE stubby

Gear Puller

2 AMBER standard

LSO Talker

1 RED and 1 GREEN standard

A/G safety

1 RED standard

VLA safety

1 RED standard

During the landing, roll-out, and clearing of the arresting gear the following sequence of events shall take place:

1. The Arresting Gear Officer shall change the deck status light from GREEN to RED as the aircraft touches

down.

All personnel shall seek as much protection possible as the aircraft

approaches and lands. Personnel in the catwalks and at the deckedge

control station shall duck behind cable shields or below flight deck level.

Note

After the aircraft completes its arrestment and roll-out, it shall be permitted

to roll back a few feet to permit the pendant to fall free of the hook.

2. The Hook Runner shall enter the landing area, as necessary, to ensure that the hook and aircraft are clear of

the pendant prior to the aircraft being taxied forward and/or the pendant being retracted.

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NAVAIR 00-80T-120

3. The Gear Puller (Director) shall position himself so as to be clearly visible to the pilot.

The Hook Runner and Gear Puller shall not enter the landing area until the

aircraft has come to a complete stop.

4. The Hook Runner shall give the “WIRE CLEAR” signal to the Gear Puller by making a vertical motion with

his arm (day) or RED standard wand pointed at the Gear Puller (night) when the aircraft and/or hook is clear

of the pendant.

CAUTION

Signaling the pilot to raise the tailhook while the arresting wire is still

engaged may result in damage to EA−6B tailhook system components per

corresponding platform NATOPS caution.

5. The Gear Puller will then give the pilot the signal to raise the hook, followed by the signal to hold brakes. After

the aircraft has stopped and is clear of the cable, the Gear Puller will give the pilot the “off brakes” signal, and

taxi the aircraft clear of the landing area.

6. In the event the pendant does not disengage from the hook, the following actions shall be taken:

a. The Hook Runner shall give the “HOOK DOWN” signal to the Gear Puller, which the Gear Puller shall

relay to the pilot. “Release brakes” signal to the pilot shall then follow.

b. As soon as the hook is observed down, the Hook Runner shall give the “PULL BACK” signal to the Gear

Puller and Deckedge Operator. The Gear Puller shall relay this signal to the pilot.

CAUTION

Retraction during the tailhook “up” cycle may cause extensive damage to

the aircraft tailhook mechanism. Ensure tailhooks are in the full-down

position.

c. The Deckedge Operator shall carefully retract the gear momentarily, causing the aircraft to slowly roll back,

creating the necessary slack for hook disengagement.

d. The Hook Runner will signal “HOOK-UP” to the Gear Puller who will relay the signal to the pilot followed

by the signal to “HOLD BRAKES.”

e. After the aircraft has stopped its rollback, the Gear Puller will signal “OFF BRAKES,” and then taxi aircraft

clear of the landing area.

CAUTION

Attempting to use the arresting engine wire retract cycle to tow a recovered

aircraft aft can cause cable slack or ram slap resulting in damage to arresting

gear components. Additionally, the tail hook mechanism can be damaged

if it is towed underneath any crossdeck pendant.

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NAVAIR 00-80T-120

7. The Hook Runner shall signal the Deckedge Operator to “RETRACT” only when the following have been

completed:

a. Hook raised.

b. Sufficient clearance exists between the hook point and CDP such that an inadvertently lowered hook will

not engage the CDP.

Note

The Hook Runner shall ensure his signal to retract has been received by the

Deckedge Operator prior to leaving the landing area.

8. The Deckedge Operator, upon receiving the “RETRACT” signal and ensuring there are no obstructions in the

cable bite, shall retract the cable.

The Deckedge Operator shall NOT retract until he has received a positive

signal to do so. He shall also be alert to immediately stop cable retraction

if someone comes into the bite of the cable or the cable falls into the catapult

track slots.

CAUTION

The speed of retraction is governed by the distance the retract control lever

is pulled away from the deckedge bulkhead. Always start retraction slowly

increase speed, then ease lever toward bulkhead to slow retraction near the

end of the cycle. If retraction is stopped at any time before completion,

slack may build up in the system. Therefore, resume retraction very slowly

to rid cable system of all slack. When slack is eliminated and cable system

is tensioned, resume normal retraction.

The Arresting Gear Officer, Topside Petty Officer, and Deckedge Operator shall observe the deck for FOD and

broken wire supports during retraction.

10.

The Arresting Gear Engine Operator of the engine having engagement shall:

a. Relay to PriFly, the information necessary for completing the recovery log.

b. Report “BATTERY” when the engine is fully retracted and anchor dampers are extended.

c. Ensure temperature, pressure, fluid level, and engine battery positions are within normal operating limits.

d. (For ships with arresting gear service change 440 installed) Upon completion of engine retraction, ensure

that no errors are displayed on the Crosscheck Engine Electronics Enclosure.

11.

The Sheave Damper Operators shall inspect the sheave dampers having engagement in accordance with

pre-recovery procedures.

12.

The Primary Flight Arresting Gear Controller shall watch the aircraft touchdown point and assist in reporting

off-center hits and engaging speeds to the Arresting Gear Officer via voice communication system when an

engagement exceeds the limits listed in current recovery directives.

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NAVAIR 00-80T-120

5.2.4 Post Recovery

It is extremely important to maintain a flow of information among the pilots and the Arresting Gear Officers. When

pilots make procedural errors, they should be made aware of their errors, so a complete understanding of flight deck

procedures is maintained. Arresting Gear Officers shall keep in mind that each pilot is an individual, and each has

his own level of proficiency. At times the Arresting Gear Officer shall become an instructor on flight deck procedures.

Everyone connected with the recovery should know what everyone else is doing, and the reason why. Periodic

debriefs are necessary to ensure pilots know what is going on around them, and to resolve any misunderstanding they

might have about procedures and functions of flight deck personnel.

Some of the common errors that should be covered in debriefs are:

1. Not recognizing night signals.

2. Not taxiing clear of the landing area in a safe but timely manner.

3. Not understanding procedures when a CDP is hung-up in the aircraft hook/landing gear.

4. Not remaining at full power until the aircraft comes to a full stop.

5.2.4.1

Arresting Gear Crew Debrief

While not always necessary or required after every recovery, post-recovery debriefs by the Arresting Gear Officer

shall be held with the Arresting Gear Crew whenever a situation cycle that needs clarification occurs during a

recovery. These debriefs may pertain to the topside crew, the below-deck crew, or the entire arresting gear crew.

The best possible results may be realized when there is a continuous flow of information and ideas among the

Arresting Gear Officer, supervisory personnel, and the Arresting Gear crew. Debriefs reviewing potential errors or

compliments on the crew’s outstanding performance can do wonders for crew morale and enhance the smoothness

and efficiency of the next event.

5.3

EMERGENCY ACTIONS, PROCEDURES, AND ASSOCIATED DRILLS

5.3.1 General

Due to the necessarily rapid tempo of recovery operations, all hands shall be ready to react immediately to any

emergency situation in order to minimize foul deck time. Adequately trained personnel shall be readily available to

assist the arresting gear topside crew in any emergency action.

To ensure proficiency and equipment readiness, drills shall be held as often as possible. At the very least, prior to

getting underway, weekly at sea, or as operations dictates. All drills shall be initiated by the Air Officer who shall

take into consideration the Aircraft Handling Officer’s, Catapult and Arresting Gear Officer’s, and LSO’s

recommendations and drill compatibility with ongoing air operations (e.g., deck pendant change drill at end of a

recovery when pendant needs to be changed due to maximum engagements; MOVLAS drill to conform with LSO’s

requirement for MOVLAS recoveries).

Drill grades are outlined in FXP-4 publications.

5.3.2 Removal of Engine from Service During Recovery Operations

Taking an engine “off the line” (removing deck pendant), or taking the time necessary to correct a malfunction, is

ultimately the Air Officer’s decision. However, the Arresting Gear Officer shall be prepared to provide rapid and

knowledgeable decisions and make recommendations as to the course of action to be taken. The Arresting Gear

Officer shall exercise judgment in recommending removal of arresting engines from service and the changing of

crossdeck pendants. All arresting gear personnel shall immediately report any malfunction or condition requiring the

“downing” of equipment to the Arresting Gear Officer, who shall advise the Air Officer of the required action.

Due to the remote location of the Arresting Gear Officer, it is imperative that engine room personnel and Sheave

Damper operators provide immediate and accurate information concerning below deck emergencies to the AGO via

the Deckedge Operator.

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NAVAIR 00-80T-120

In the event of an emergency, all unaffected stations shall maintain voice

communication system silence.

The following conditions and malfunctions will necessitate the removal of an engine from operation if timely

corrections or explanations cannot be made:

If any doubt exists as to the readiness of the arresting gear engine or

associated equipment, the engine shall remain “off the line” until careful

and unhurried analysis and corrective action are made without sacrificing

any margin of safety.

Engine.

a. Pressures, temperature, or fluid level not within operating limits.

b. Unexplained smoking of sheave assemblies.

c. Crosshead to crosshead stop clearance less than 1 inch.

d. Crosshead to crosshead stop clearance changes more than 1/2-inch from post-op to pre-op.

e. Fluid indicator not indicating battery.

f. Excessive and/or unexplained ram overtravel. The following are factors that might contribute to ram

overtravel and should be closely monitored:

Note

Refer to applicable NAVAIR manuals for further amplification.

(1) Excessive aircraft gross weight.

(2) Excessive aircraft engaging speed.

(3) Large increase of aircraft thrust applied just prior to and/or during the arrested run-out.

(4) Improper torque of CRO valve.

(5) Improper CRO valve setting.

CAUTION

Careful monitoring of (1) and (2) above, with attention to accuracy of speed

indicator readiness and actual aircraft weights, is imperative. Errors in

these areas can be significant factors in arresting gear over-travel. Also,

engagement with afterburners operating will almost always produce ram

over-travel. As an additional precaution, control valve cam torque should

be kept as close as possible to the maximum limit.

g. Unpredicted, extremely short run-out.

h. Anchor damper not in battery.

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ORIGINAL

NAVAIR 00-80T-120

i. Constant run-out valve weight setting malfunction.

(For ships with arresting gear service change 440 installed) The Crosscheck Engine Electronics Enclosure

indicates “RETRACTING” after the Deckedge Operator releases the retract lever.

Sheave Dampers.

a. Pressures and fluid levels not within operating limits.

b. Fluid leaks in damper cylinder, accumulator, or associated piping.

c. Purchase cable not routed correctly.

d. Crosshead not in battery.

e. Excessive and/or unexplained smoking of crosshead or fairlead sheaves.

Topside.

a. Deck pendant or purchase cable does not meet specifications as outlined in applicable NAVAIR manuals

or PMS cards.

Note

The Topside Petty Officer shall make inspections as necessary in

accordance with applicable NAVAIR manuals or PMS cards.

b. Excessive or unexplained smoking of sheaves.

c. Inability to raise retractable deck sheave to full-up position.

Even though complete failure of the purchase cable may be prevented as

a result of the modification of pan and flight deck cutout, any arrestment

completed with the retractable sheave DOWN will damage the purchase

cable enough to require cable replacement. It is imperative that no

arrestment ever be made with the retractable sheave in the DOWN position.

d. Purchase cable deck pendant inspection or replacement criteria. Proper preplanning should eliminate this

requirement during recovery operations.

e. Inability to retract. In the case of a broken retract cable, retraction can be effected from the retract valve in

the engine room.

5.3.2.1

Sequence of Events for Removal of an Engine from Service During Operations

For any condition or malfunction requiring the removal of an arresting gear engine from service, the following

procedures shall be used:

1. The Arresting Gear Officer shall be notified immediately by voice communication system and/or hand signal,

e.g., “FOUL DECK, FOUL DECK, NUMBER (ENGINE NUMBER) IS DOWN.” All stations except the

sending stations shall remain silent. The hand signal for a foul deck shall be arms crossed overhead with fists

clenched.

2. Upon receiving a “FOUL DECK, FOUL DECK” the Arresting Gear Officer shall:

a. Notify the LSO via the deck status light that the deck is fouled.

b. Evaluate the existing conditions and notify the Air Officer of the appropriate action and estimated time of

repair.

ORIGINAL

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NAVAIR 00-80T-120

Note

The Primary Flight Arresting Gear Controller shall relay to the Air Officer

the initial report and/or any amplifying information as it is passed to the

Arresting Gear Officer over the voice communication system.

3. The Air Officer shall “close” the deck for recovery until the malfunction has been corrected or the engine has

been removed from service, and the normal operations reestablished.

4. Air officer shall announce via 5MC, “FOUL DECK, FOUL DECK, STRIP THE NUMBER ___ WIRE.”

CAUTION

If possible, increase illumination of the landing area when altering recovery

configuration.

5. The Arresting Gear Officer, if necessary, shall direct that:

a. The deck pendant be removed.

b. When an engine is taken offline (CDP removed), the Air Officer and Primary Flight Arresting Gear

Controller shall visually verify that the CDP is removed. The Primary Flight Arresting Gear Controller shall

place the downed engine “OFFLINE” at the Crosscheck Arresting Gear Pri-fly Operator flat panel. This

is accomplished by touching the “ENABLE” button on the main screen and then touching the appropriate

P1, P2, P3 or P4 (P1, P2, P3 and P3A for ships configured with three wires) button at the top, left side of

the screen. The Primary Flight Arresting Gear Controller shall verbally direct the Arresting Gear Engine

Operator to set the Engine Online/Offline switch to the “OFFLINE” position and the CROV Motor Drive

switch to the “MANUAL” position on the Crosscheck Engine Electronics Enclosure.

No one shall enter the landing area until positive clearance has been

obtained from the Arresting Gear Officer.

Note

For those ships with Arresting Gear Service Change 417A installed, the

absence of an engine setting on the AWIS panel for any engine provides

confirmation that an engine’s breaker is OFF and that the AWIS has been

bypassed.

6. During the removal of a deck pendant or when a situation that requires personnel in the landing area exists,

all personnel should work facing aft and be continually alert and ready to clear the landing area.

a. The Topside Petty Officer or other cognizant person shall stand forward of personnel in the landing area,

facing aft, giving the proper foul deck signal and observing aircraft in the pattern.

(1) Should an aircraft approach and fail to wave off, it shall be his responsibility to notify those personnel

in time to clear the deck.

(2) All personnel shall be aware of the shortest route away from the landing area for that situation.

b. Deckedge Operator shall stand well clear of the retract lever while personnel are removing the deck pendant.

c. The retract cable shall be disconnected at the retract valve if the deck pendant is to be removed for a

prolonged period.

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ORIGINAL

NAVAIR 00-80T-120

7. AGO shall notify air officer “Arresting gear manned and ready with ____ wires installed and/or removed,”

after confirming the same.

8. Prior to commencing recovery operations, the air officer shall announce over the 5MC the status of the

arresting gear equipment. (“The ___ wire is stripped. Wires ___,___, and ___ are online.”)

Failure to ensure all recovery personnel are aware of the arresting gear

configuration change can result in engagement of an improperly configured

arresting gear engine.

Note

In cases requiring a “functional test,” the engine will not be returned to

service during recovery operations unless a complete pre-operational

inspection has been completed.

5.3.3 Returning of Engine to Service During Recovery Operations

To return an engine to service, the following procedures shall be used:

1. The ALRE Maintenance Officer shall determine that the condition or malfunction causing removal of the

engine from service has been corrected.

2. The ALRE Maintenance Officer shall advise the Air Officer that the engine is ready to be returned to service.

3. If the deck is open, the Air Officer shall close the deck for recovery.

Prior to returning an engine to service, all required maintenance procedures

should be satisfactorily completed and documented. Sound powered phone

communication shall be established with the Arresting Gear Engine

Operator and Sheave Damper Operator, and retractable sheaves will be

visually inspected to ensure they are at the proper height.

4. Air Officer shall announce via 5MC, “Foul Deck, Foul Deck, Reinstall the number ___ wire.”

CAUTION

If possible, increase illumination of the landing area when altering recovery

configuration.

5. When an engine is brought back online (CDP re-installed and engine fully operational), the Primary Flight

Arresting Gear Controller shall verify with the Air Officer that the downed engine is to be returned to service.

He shall verbally direct the Arresting Gear Engine Operator to set the Engine Online/Offline switch to the

“ONLINE” position and the CROV Motor Drive switch to the “AUTOMATIC” position on the Crosscheck

Engine Electronics Enclosure. The Primary Flight Arresting Gear Controller shall place the engine “ONLINE”

at the Arresting Gear Pri-fly Operator flat panel. This is accomplished by touching the “ENABLE” button on

the main screen and then touching the appropriate P1, P2, P3 or P4 (P1, P2, P3 and P3A for ships configured

ORIGINAL

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NAVAIR 00-80T-120

with three wires.) button at the top, left side of the screen. The Primary Flight Arresting Gear Controller shall

notify all arresting gear operating stations that the engine has been returned to service via the arresting gear

voice communications system.

6. The Arresting Gear Deckedge Operator shall monitor the arresting gear voice communications system. When

notified by the Primary Flight Arresting Gear Controller that the engine has been returned to service, he shall

inform the Arresting Gear Officer.

7. The Arresting Gear Officer shall monitor the AGO Deckedge display to verify that the engine has been returned

to service. After ensuring that all conditions are met for a normal recovery, the Arresting Gear Officer shall:

a. Notify the Air Officer.

b. Institute the normal operations sequence.

c. Notify the LSO by changing the deck status light to GREEN after the Air Officer opens the deck and the

arresting gear engines are ready for recovery.

After the decision has been made to put an engine back in service and before

a clear deck signal is initiated, the Arresting Gear Officer will ensure that

the weight setting for that engine is correct for the approaching aircraft.

5.3.4 Changing Cross-Deck Pendant (CDP)

Refer to applicable NAVAIR manuals.

5.3.4.1

Emergency Procedures

There are some situations that may require changing the CDP during recovery. The procedures are as follows:

1. Air Officer shall announce via 5MC, “FOUL DECK, FOUL DECK, CHANGE NUMBER ____ WIRE.”

2. AGO shall notify LSO that the deck is fouled via a red deck status light.

3. Once the CDP has sufficient slack, the topside crew shall change the CDP.

D The Topside Petty Officer or other cognizant personnel shall stand forward

of the topside crew, facing aft and giving the FOUL DECK signal while

observing aircraft in the pattern. Should an aircraft approach and fail to

wave off, it shall be his responsibility to notify the topside crew in time to

clear the deck.

D The Deckedge Operator shall stand well clear of the retract lever while

topside crew is changing the deck pendant.

4. After the CDP has been changed, the Deckedge Operator shall retract the wire only upon the Topside Petty

Officer’s signal.

5. The topside crew shall check for FOD prior to resuming recovery operations.

5.3.4.2

MOB-S-01-CV Cross-Deck Pendant Change Exercise

Note

It is recommended that completely changing the CDP be practiced as

opposed to swapping ends.

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ORIGINAL

NAVAIR 00-80T-120

5.3.4.2.1

Purpose

To train arresting gear personnel to re-rig cross-deck pendants.

5.3.4.2.2

Requirement

Half of these exercises shall be conducted during darkness.

5.3.4.2.3

Procedures

a. When directed, re-rig cross-deck pendant.

b. One-minute standby will be given prior to commencing re-rigging of the cross-deck pendant.

c. Timing stops when the pendant is ready in all respects for aircraft engagement.

5.3.4.2.4

Evaluation

Refer to COMNAVAIRFORINST 3500.20 Series for evaluation sheet.

5.3.5

Deck Status Light Failure

In the event of a failure of the deck status light system, the Recovery Team shall immediately shift to the

emergency back-up system. The LSO HUD Platform Operator shall break out emergency deck status signal

devices. These shall consist of RED and GREEN paddles or flags for day and a set of RED and GREEN wands

at night.

Note

Signaling devices shall be of sufficient size or intensity and be so displayed

so as to be clearly visible to the Arresting Gear Officer, LSO, and PriFly.

The Recovery Officer shall signal “CLEAR DECK” by raising a GREEN flag vertically overhead during the

day or at night holding a GREEN wand overhead. LSO HUD Platform Operator shall display the same signal

until the Arresting Gear Officer changes the signal.

The “FOUL DECK” signal shall be given by raising a RED flag vertically overhead during the day or a RED

wand held overhead at night. The LSO HUD Platform Operator shall display the same signal until the Arresting

Gear Officer changes the signal.

The LSO HUD Platform Operator shall continually be alert for changes of the Arresting Gear Officer’s signals

and shall NOT display a “CLEAR DECK” until he has received a positive “CLEAR DECK” signal from the

Arresting Gear Officer.

The LSO HUD Platform Operator shall continuously display the “CLEAR DECK” signal as displayed by the

Arresting Gear Officer.

In the absence of any signal from the Arresting Gear Officer, the LSO HUD Platform Operator shall

immediately foul the deck.

5.3.5.1

MOB-S-02-CV Deck Status Light Failure Exercise

5.3.5.1.1

Purpose

To train and evaluate Air Department personnel in flight operations with a deck status light failure.

5.3.5.1.2

Requirement

Half of these exercises are to be conducted during darkness.

ORIGINAL

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NAVAIR 00-80T-120

5.3.5.1.3

Procedures

1. OCE (Officer Conducting Exercise). With the Air Officer’s concurrence, the OCE shall initiate this exercise

by securing the flight deck status light power switch at the LSO platform just prior to or during a recovery.

2. Arresting Gear Officer. Upon loss of the deck status light, immediately shift to emergency signal devices.

3. LSO HUD Platform Operator. LSO HUD Platform Operator immediately shifts to emergency signal devices

and repeats all signals from the Arresting Gear Officer until power is restored.

5.3.5.1.4

Evaluation

Refer to COMNAVAIRFORINST 3500.20 Series for evaluation sheet.

5.3.6 Voice Communication System Failure

1. Provisions shall be made to ensure the continuation of necessary communications in the event of a voice

communication system failure. Individual carriers shall devise their own system and procedures compatible

with their installations.

2. Any emergency procedure will necessarily cause significant delays in meeting all requirements for a clear

deck. To preclude or minimize foul deck waveoffs, the Air Officer shall cause the landing interval to be

extended accordingly and shall make every effort to recover aircraft by type, in sequence.

5.3.7 Constant Run-Out Control Valve Weight Setting Malfunctions

In the event of any malfunction of the constant run-out control valve weight setting unit, the engine shall normally

be taken out of service. If, in the opinion of the Air Officer, removal of the engine from service is not feasible, weight

settings shall be made manually. If settings must be made manually, the Air Officer shall make every effort to recover

aircraft by type, in sequence, to minimize weight-setting delays.

Note

(For ships without arresting gear service change 440) If deckedge Dixson

meters are out of limits, an additional qualified Engine Operator shall also

verify proper weight setting at engine.

5.3.8 Rigging the Barricade

5.3.8.1

General Rigging

General rigging of the barricade is an all hands evolution under supervision of the Arresting Gear Officer. Experienced

arresting gear personnel shall be assigned specific key duties. Other topside personnel, such as catapult, flight deck,

and squadron personnel, shall be trained to assist as necessary. These personnel should be assigned specific duties,

e.g., “blue shirts” break out and rig deck ramps, “yellow shirts” supervise installation and ensure security of deck

ramps, etc.

Since barricade arrestments are emergency situations, barricade-rigging operations shall be correct, efficient, and

timely.

Note

The barricade shall be rigged in accordance with detailed instructions

outlined in current NAVAIR operations/maintenance/overhaul manual.

5.3.8.2

Procedures

In the event the decision is made to rig the barricade, the following procedures shall take place:

1. The Air Officer shall announce on the 5MC, “STAND BY TO RIG THE BARRICADE,” and provide as much

information as available to the AGO over the flight deck communications system or other voice

communication system. Any safety information (e.g., one aircraft to go, remain clear of the foul line) shall be

passed at this time.

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ORIGINAL

NAVAIR 00-80T-120

2. Crash and Salvage shall position mobile crash equipment forward and Bow Catapults shall raise JBDs as

applicable.

To keep personnel clear of the landing area and minimize the possibility of

injuries, the Air Officer shall normally pass the above word after the last

normal recovery aircraft has landed. If this is not feasible, he shall pass the

word as late in the recovery as possible, and inform personnel to proceed

with caution.

3. All available personnel shall assemble at assigned pre-rig stations, breaking out the barricade, deck ramps, air

guns, and other necessary tools and equipment. Care shall be taken not to foul the deck during this period.

4. The Air Officer will announce the type aircraft, the weight, and its landing configuration.

5. The Arresting Gear Officer, with the use of the appropriate Bulletins, shall report to the Air Officer with

information concerning the removal of deck pendants, barricade and engine settings, required wind over deck,

recommended approach speed, lens setting, and configuration. Requirements shall be cross-checked and

verified by the Air Officer before the deck is open.

6. When the last normal recovery has been completed and the engaged pendant retracted, the Air Officer shall

pass the word to remove cross-deck pendants as necessary. After cross-deck pendants are clear the word will

be passed, “RIG THE BARRICADE.”

CAUTION

C-2/E-2 double barricade webbing shall be marked for easy identification

and shall be used for C-2/E-2 aircraft only.

Disengage both barricade stanchion latches.

Install and lock deck ramps in proper position. Deck ramps shall be numbered in sequence corresponding to

positions on the flight deck, numbering from port to starboard.

As soon as the webbing is spread and the upper tensioning pendants are connected, tension will be taken by

the use of the barricade air guns. Barricade stanchions shall be raised approximately 6 inches prior to taking

tension with the air guns. If air pressure is lost, tension may be taken by hand with a ratchet wrench or a special

NAWC tool.

Note

To aid in obtaining the proper height of the barricade, a mark should be

made on the upper load strap tensioning pendants, which, when lined up

with the sheave on the stanchion, indicates a proper tension for proper

height.

10.

After proper tensioning is assured on both load straps, the lower load straps shall be tucked under the deck

ramps.

11.

When personnel are clear of both the stanchions and from within the webbing assembly, the Officer or Petty

Officer in Charge of the barricade rig shall signal for the stanchions to be raised.

ORIGINAL

5-24

NAVAIR 00-80T-120

Note

Failure to install ramps may permit the wind over the deck to raise the lower

load straps off the deck and interfere with proper engagement. Also, lack

of ramps may result in damage to the lower load straps if the engaging

aircraft has damaged landing gear.

12. When U-shackle and links have been connected to the clevis end socket assemblies of the purchase cable, the

Officer or Petty Officer in Charge of the barricade rig shall signal retract after ensuring:

a. Parallel pendant is clear of load straps and aft of deck ramps.

b. Extension loops, ring type couplings, and U-shackle and link are positioned on proper side of webbing.

c. All personnel are clear.

Note

The Deckedge Operator shall retract slowly to prevent the parallel pendant

from fouling on deck ramps.

5.3.8.3

Post-Rig Inspection

The Arresting Gear Officer shall inspect the barricade rig for the following:

1. Check hookup of all four tension pendant release assemblies to ensure proper seating of hooks.

2. Ensure deck winches are properly locked to deck (if applicable).

3. Check purchase cables and parallels pendant for alignment to sheave throat. Ensure clevis pin installation,

anchor nuts tight, and setscrew for proper installation and security.

4. Ensure deck ramps are secure and locked, and lower load strap is forward of and tucked under the ramp.

5. Ensure barricade is raised to a sufficient height. The minimum height shall be 20 feet at mid-span for jet

barricade and 21 feet mid-span for E-2/C-2 barricade.

5.3.8.4

Post-Rig Procedures

The Arresting Gear Officer shall inform the Air Officer that the rig is ready and present a GREEN status light when:

1. The barricade is properly rigged.

2. Deck pendants are removed as required for aircraft type and configuration.

3. Ensure the proper weight setting is made on the barricade engine. Weight settings shall be made in accordance

with applicable recovery bulletins.

4. Ensure proper weight setting is made on all pendant engines, as time may prohibit removal of pendants as

planned.

5. Retractable sheaves of all engines in service are raised.

6. Ensure all loose tools, personnel, and any detached deck pendants are clear of the landing area.

5.3.8.5

Post-Engagement Procedures

1. To prepare the deck for further recoveries after a barricade engagement, the purchase cable shall be

disconnected from the barricade and retracted. If necessary, the webbing shall be cut away from the aircraft

and the deck inspected thoroughly for FOD.

2. After engagement by an aircraft, used webbing, pendants, and associated hardware installed between purchase

cable terminals shall be discarded.

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ORIGINAL

NAVAIR 00-80T-120

5.3.8.6

MOB-D-19-CV Rigging Barricade (CVN) Drill

Note

Time is important; however, emphasis shall be placed on the proper rigging

of the barricade to ensure that all component parts are ready for the

engagement.

5.3.8.6.1

Purpose

Train flight deck personnel in rigging barricades.

5.3.8.6.2

Requirements

One half of these exercises shall be conducted during night periods.

5.3.8.6.3

Procedures

Five minute “STANDBY” will be given prior to commencing the rigging of the barricade. Timing starts when the

signal is given to “RIG THE BARRICADE.” Timing stops when barricade is ready in all respects for an aircraft

engagement and deck status light is in the green.

5.3.8.6.4

Evaluation

Refer to COMNAVAIRFORINST 3500.20 Series for evaluation sheets.

5.3.9 Rigging the MOVLAS

5.3.9.1

General

The rigging of the MOVLAS shall be performed by qualified VLA personnel and assisted, as necessary, by the V-2

personnel under the supervision of a qualified Arresting Gear Officer.

5.3.9.2

Procedures

1. When the decision is made to rig the MOVLAS, the Air Officer shall pass the word over the 5MC, “RIG THE

MOVLAS, STATION ___.”

Note

D MOVLAS stations shall be designated as follows:

— Station 1 — source light box only on lens platform.

— Station 2 — portable frame port side.

— Station 3 — portable frame starboard side.

The necessary components shall be broken out and rigged per ship’s installation.

D MOVLAS Station 3 portable components shall be stored within the ship’s

structure on the starboard side to preclude damage in the event of aircraft

crash or fire on the flight deck landing area or in the catwalks.

2. The perforated covers in the center panel shall be locked open for day, and closed for night operations.

3. When the MOVLAS is installed and the cannon plugs are connected to the appropriate power source, the LSO

shall check for proper operation.

4. When the LSO is satisfied with the operation, he shall so indicate to the Arresting Gear Officer by giving a

“thumbs up,” and the Arresting Gear Officer shall initiate normal recovery procedures.

5.3.9.3

MOB-S-23-CV — Manually Operated Visual Landing Aids System (MOVLAS) Drill

Note

Time is important; however, emphasis shall be placed on personnel safety

and proper installation of the system.

ORIGINAL

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NAVAIR 00-80T-120

5.3.9.3.1

Purpose

Train Air Department personnel in rigging the MOVLAS.

5.3.9.3.2

Requirements

One exercise shall be conducted at each MOVLAS location.

5.3.9.3.3

Procedures

One-minute standby shall be given prior to commencing the rigging of the MOVLAS. Timing stops when the

MOVLAS is ready in all respects.

5.3.9.3.4

Evaluation

Refer to COMNAVAIRFORINST 3500.20 Series for evaluation sheet.

5.3.10 Crosscheck System Sensor Malfunctions (For Ships with Arresting Gear Service Change

440 Installed)

5.3.10.1

Primary Mode Operation

After the Primary Flight Arresting Gear Controller has initiated an aircraft weight setting and an engine continues

to indicate NOT READY on the Arresting Gear Pri-fly Operator flat panel, an error condition in the Crosscheck

system is present. When operating in Primary Mode the Crosscheck System is equipped with a Forced Battery

function to override a faulty system error. The following procedure shall be used to implement a Forced Battery

condition:

CAUTION

The Arresting Gear Engine Operator should always exercise safety first. If

any doubt exists concerning the safe operation of the arresting gear, the

Engine Operator shall call “FOUL DECK”. The engine shall be removed

from service. The ALRE Maintenance Officer shall then determine engine

status for return to service.

Note

The Forced Battery function may only be used with the permission of the

Air Officer.

The qualified operators noted below can visually confirm the battery status

of the arresting gear systems indicated:

Arresting Gear Engine Operator.

— Arresting Gear Engine Accumulator Fluid Level.

— CROV Aircraft Weight Setting.

— CROV Cam Battery Index.

— Anchor Dampers.

Sheave Damper Operator.

— Sheave Dampers.

Arresting Gear Topside Petty Officer.

— Retractable Sheaves.

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ORIGINAL

NAVAIR 00-80T-120

The Primary Flight Arresting Gear Controller shall establish voice communication with the Arresting Gear

Engine Operator of the malfunctioning engine to ascertain the problem.

The Arresting Gear Engine Operator shall check the Crosscheck Engine Electronics Enclosure to determine

the system malfunction.

The Engine Operator shall:

a. Determine if all errors indicated on the Engine Electronics Enclosure are the result of faulty sensors.

b. Determine if the arresting gear can be operated safely through direct visual confirmation of battery

conditions.

If any doubt exists concerning the safe operation of the arresting gear, the Arresting Gear Engine Operator shall

call “FOUL DECK”. The engine shall be removed from service.

If it can be determined that the arresting gear engine is safe for recovery, the Arresting Gear Engine Operator

shall verbally relay error status displayed on the Engine Electronics Enclosure to the Primary Flight Arresting

Gear Controller and the Arresting Gear Officer via the Deckedge Operator. The Arresting Gear Engine

Operator shall provide a recommendation to initiate Forced Battery.

The Primary Flight Arresting Gear Controller shall inform the Air Boss of the situation. He shall state the

displayed engine error status and whether the arresting gear engine is safe for recovery.

If the engine is safe for recovery, the Primary Flight Arresting Gear Controller shall request permission from

the Air Boss to initiate Forced Battery.

Upon receipt of permission from the Air Boss, the Primary Flight Arresting Gear Controller shall depress the

ENABLE button, then the BATTERY button, then the ENGINE STATUS button of the engine in question.

A Forced Battery condition will now exist for that engine. This will show as an AMBER indication for that

engine on the Arresting Gear Pri-fly Operator flat panel, the Air Boss display and the AGO Deckedge display.

Note

When the Crosscheck System is reset for the next aircraft recovery, the

Forced Battery condition will be cleared. If an error is still present for a

given engine, the Forced Battery initiation procedure must be repeated.

5.3.10.2

Alternate Master Mode Operation

Note

The Alternate Master Mode of operation should only be used as a result of

an Arresting Gear Pri-fly Operator flat panel failure or a total loss of serial

communication to the flat panel.

During operation in the Alternate Master Mode, if a BATTERY condition cannot be obtained for a particular engine,

a FOUL deck condition will exist in the Crosscheck System and red FOUL deck lights will be displayed on the

Landing Area Status and Signal (LASS) System. A green CLEAR deck condition can be obtained on the Landing

Area Status and Signal (LASS) System by holding the A/G SHV UP test by-pass switch in the By-pass panel in the

ON position and then actuating the AGO pickle switch.

In this operating mode, use of the bypass feature will not produce a CLEAR

deck condition in the Crosscheck System. The Air Boss display and the

AGO Deckedge display will still indicate a FOUL deck condition and the

engine in question will indicate NOT READY. Therefore, permission from

the Air Boss, as well as ALRE Maintenance Officer concurrence, is

required if operations are necessitated in this condition.

ORIGINAL

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NAVAIR 00-80T-120

Note

The qualified operators noted below can visually confirm the battery status

of the arresting gear systems indicated:

Arresting Gear Engine Operator.

— Arresting Gear Engine Accumulator Fluid Level.

— CROV Aircraft Weight Setting.

— CROV Cam Battery Index.

— Anchor Dampers.

Sheave Damper Operator.

— Sheave Dampers.

Arresting Gear Topside Petty Officer.

— Retractable Sheaves.

The following procedure can be implemented to obtain a green CLEAR deck indication on Landing Area Status and

Signal (LASS) System:

CAUTION

The Arresting Gear Engine Operator should always exercise safety first. If

any doubt exists concerning the safe operation of the arresting gear, the

Arresting Gear Engine Operator shall call “FOUL DECK”. The engine

shall be removed from service. The ALRE Maintenance Officer shall then

determine engine status for return to service.

The Arresting Gear Engine Operator for the engine in question shall check the Crosscheck Engine Electronics

Enclosure to determine the system malfunction.

The Arresting Gear Engine Operator shall:

a. Determine if all errors indicated on the Engine Electronics Enclosure are the result of faulty sensors.

b. Determine if the arresting gear can be operated safely through direct visual confirmation of battery

conditions.

If any doubt exists concerning the safe operation of the arresting gear, the Arresting Gear Engine Operator shall

call “FOUL DECK”. The engine shall be removed from service.

If it can be determined that the arresting gear engine is safe for recovery, the Arresting Gear Engine Operator

shall verbally relay error status displayed on the Engine Electronics Enclosure to the Primary Flight Arresting

Gear Controller and the Arresting Gear Officer via the Deckedge Operator. The Arresting Gear Engine

Operator shall provide a recommendation to initiate the bypass feature.

The Primary Flight Arresting Gear Controller shall inform the Air Boss of the situation. He shall state the

displayed engine error status and whether the arresting gear engine is safe for recovery.

If the engine is safe for recovery, the Primary Flight Arresting Gear Controller shall request permission from

the Air Boss in concert with the ALRE Maintenance Officer to initiate bypass.

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ORIGINAL

NAVAIR 00-80T-120

7. Upon receipt of concurrence from the ALRE Maintenance Officer to proceed, the Arresting Gear Deckedge

Operator as directed by the Arresting Gear Officer shall hold the A/G SHV UP test by-pass switch in the

By-pass panel in the ON position.

8. The Arresting Gear Officer can then initiate a green CLEAR deck indication on the LASS system by actuating

the AGO pickle switch.

Note

Release of either the A/G SHV UP test by-pass switch or the AGO pickle

switch at any time during aircraft approach will produce a red FOUL deck

indication on the LASS system.

5.3.11 Crosscheck System Degraded Modes of Operation (For Ships with Arresting Gear Service

Change 440 Installed)

5.3.11.1 Alternate Master Mode Operation

CAUTION

The Alternate Master Mode of operation should only be used as a result of

an Arresting Gear PriFly Operator flat panel failure or a total loss of serial

communication to the flat panel. To operate in this mode of operation, the

Arresting Gear PriFly Operator flat panel must be de-energized.

Consequently, the following features of the Crosscheck System are lost:

Forced Battery function, automated recovery log data generation, aircraft

type indication to the Air Boss, Arresting Gear Officer and LSO, wind

system interface, and the crosscheck of the IFLOLS and Arresting Gear

settings.

If a failure occurs that precludes setting arresting gear engine CRO valves in the Primary Mode of operation,

the Primary Flight Arresting Gear Controller shall obtain permission from Air Officer to operate in Alternate

Master Mode. He shall verbally direct the designated Master Arresting Gear Engine Operator to place the

CROV Motor Drive switch on the Engine Electronics Enclosure in the “MANUAL” position. All other online

engines will leave their CROV Motor Drive switches in the “AUTOMATIC” position.

The Primary Flight Arresting Gear Controller, upon ascertaining the type of aircraft to be recovered, shall

inform the Master Arresting Gear Engine Operator of the setting required for the next aircraft using only the

first three digits and the aircraft type (e.g., “SET ALL ENGINES THREE SIX ZERO, HORNET”).

The Master Arresting Gear Engine Operator shall set the aircraft weight for his engine to the commanded

weight. All other online engines will automatically set to the same engine weight setting (±200 pounds).

Arresting Gear Engine Operators will sequentially report their engine is set. (e.g., “ONE SET, THREE SIX

ZERO, HORNET; TWO SET, THREE SIX ZERO, HORNET; THREE SET, THREE SIX ZERO, HORNET;

FOUR SET, THREE SIX ZERO, HORNET”). If an engine is out of service, the report for that engine shall

be omitted in the reporting sequence.

He shall monitor the arresting gear voice communications system for any reports from the Arresting Gear

Engine Operators, Sheave Damper Operators or Deckedge Operator of any improper settings or irregular

conditions.

When all Arresting Gear Engine Operators have reported the correct weight setting, and the correct lens angle

has been set, the Primary Flight Arresting Gear Controller shall report verbally to the Air Officer the number

of engines set, lens status, and aircraft type (e.g., “ALL FOUR GEAR...LENS...SET THREE SIX ZERO,

HORNET”).

If the weight setting is to remain the same for the next aircraft, the Primary Flight Arresting Gear Controller

shall use the phraseology, “CHECK SETTING THREE SIX ZERO, HORNET”.

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5.3.11.2 Degraded Fully Manual Mode Operation

In extreme circumstances, the arresting gear can be operated in the

Degraded Fully Manual Mode. To accomplish this, all Crosscheck System

power sources must be de-energized. In this mode of operation, all engine

settings must be two-person verified by qualified engine operators. No

remote monitoring of weight settings can be accomplished. Degraded Fully

Manual Mode may only be used with the permission of the Commanding

Officer.

Note

D If weight settings must be made manually using the CROV motor unit

handwheel, the Air Officer shall make every effort to recover aircraft by

type, in sequence, to minimize weight setting delays.

D In this mode of operation, an additional qualified Arresting Gear Engine

Operator must be stationed at each online arresting gear engine. He shall

verify the proper weight setting. He shall report the weight setting as

verified to the Primary Flight Arresting Gear Controller.

The Primary Flight Arresting Gear Controller shall, upon ascertaining the type of aircraft to be recovered,

inform the Arresting Gear Engine Operators of the setting required for the next aircraft using only the first three

digits and the aircraft type (e.g., “SET ALL ENGINES THREE SIX ZERO, HORNET”).

Each Arresting Gear Engine Operator shall set the weight setting for their engine to the proper weight

(±500 pounds) using the CROV motor unit weight selector switch or the manual CROV motor unit handwheel.

The Primary Flight Arresting Gear Controller shall monitor the arresting gear voice communications system

for any reports from the Arresting Gear Engine Operators, Sheave Damper Operators or Deckedge Operator

of any improper settings or irregular conditions.

When an additional qualified Arresting Gear Engine Operator has verified the proper weight setting, all

Arresting Gear Engine Operators will sequentially report their engine is set. (e.g., “ONE SET, THREE SIX

ZERO, HORNET; TWO SET, THREE SIX ZERO, HORNET; THREE SET, THREE SIX ZERO, HORNET;

FOUR SET, THREE SIX ZERO, HORNET”). The additional qualified Arresting Gear Engine Operator shall

verbally repeat the weight setting over the arresting gear voice communication system. If an engine is out of

service, the report for that engine shall be omitted in the reporting sequence.

When all Arresting Gear Engine Operators have reported the correct weight setting and an additional qualified

Arresting Gear Engine Operator has verified the proper weight setting, and the correct lens angle has been set,

the Primary Flight Arresting Gear Controller shall report verbally to the Air Officer the number of engines set,

settings, lens status, and aircraft type. (e.g., “ALL FOUR GEAR VERIFIED...LENS...SET THREE SIX

ZERO, HORNET”).

If the weight setting is to remain the same for the next aircraft, the Primary Flight Arresting Gear Controller

shall use the phraseology, “CHECK SETTING THREE SIX ZERO, HORNET”.

5.4

NORMAL OPERATIONS WITH THE ADVANCED RECOVERY CONTROL (ARC) SYSTEM

INSTALLED

5.4.1

Preparations for Recovery with the Advanced Recovery Control (ARC) System Installed

The Arresting Gear Officer shall be on deck for all recoveries. On deck is construed to mean a position in the starboard

catwalk or on the flight deck, from which the entire landing area may be viewed. The Arresting Gear Officer shall:

1. Inspect the landing area for loose gear.

2. Ensure that all after deckedge antennas are positioned as required.

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3. Check the condition of crossdeck pendants, barrel fittings, and wire supports; and ensure retractable sheaves

are in the raised and proper height position.

4. Ensure that all aircraft and mobile equipment parked on the flight deck are inside the safe-parking line.

5. Ensure that hook runners and the deckedge operator are on station.

6. Ensure that the ready barricade, including deck ramps, is in a ready status (ready jet barricade lanyards attached

to barricade hatch hooks) with a clear route to the area and that a tractor turned on and driver is standing by.

7. Ensure that waist catapult slot buttons are installed in accordance with current bulletins.

8. Notify PriFly when the deck is ready.

9. Ensure that the Arresting Gear Officer’s deck status light “pickle” switch is connected and functioning.

Thirty minutes prior to each scheduled recovery, or immediately upon the word being passed to prepare to recover

aircraft, all stations shall be manned expeditiously, and the following preparatory actions taken.

1. The Primary Flight Arresting Gear Controller in PriFly shall:

a. Ensure that all Arresting Gear Engine Operators, Sheave Damper Operators, Deckedge Operator, LSO

Spotter/Talker, ILARTS and Lens Operator have manned their stations and are monitoring the appropriate

voice communication systems.

b. After all engine operators and ARC Display control have given-up arrestment control, set engines for the

first expected aircraft.

c. Verify which Arresting Gear Engine Operator has been designated as the alternate master for arrestment

control if operations cannot continue in the primary mode and Arrestment Degraded Mode 1 is chosen.

Once verified, shall inform the Air Officer and the Arresting Gear Officer, via the Arresting Gear Deckedge

Operator.

d. Report to the Air Officer the existing arresting gear engine and lens settings.

2. The Lens, ILARTS, and SPN-41/46 Operators shall ensure that their respective equipment is turned on and

operating. The lens operator shall turn on the lens ONLY when directed by the Air Officer.

Except for the purpose of conducting tests, the lens shall not be turned on

until the LSO has manned the platform. The wave-off lights shall be

continuously activated any time the lens is turned on and the LSO platform

is not manned and ready.

3. The Waist Catapult Officer/Catapult Safety Observer shall ensure:

a. Launching accessories are clear of the landing area.

b. Catapult No. 3 and No. 4 shuttle(s) are aft with Catapult No. 3 grab latch disengaged, and the appropriate

shuttle spreader cover installed.

c. The centerdeck console hatch (and any other hatches in the waist catapult area) are closed and dogged.

d. Jet blast deflectors are lowered completely and hydraulics secured.

e. Catapult track slot seals are removed and catapult slot buttons installed. A minimum of 12 buttons is

required on all ships.

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Ensure catapult shuttle is retracted prior to installing track slot buttons.

f. Waist catapult hook-up and suspend lights turned off.

g. For ships so equipped, Deckedge ICCS is fully lowered and reports “WAIST BUBBLE DOWN AND

LOCKED” to AGO via voice communication.

h. In the event the recovery immediately follows a launch, the Waist Catapult Officer or Catapult Safety

Observer shall signal the Arresting Gear Officer with a raised arm extended overhead (day) or with a green

wand (night) signifying the above actions have been completed.

i. If the recovery is not preceded by a launch, the Arresting Gear Officer shall ensure that the above actions

have been completed.

The LSO Spotter/Talker.

a. Prepare the platform for the recovery as previously directed by the senior wing LSO.

b. Establish voice communications with all recovery stations or CATCC as determined by LSO.

c. Turn on deck status lights, and check both primary and secondary light operation.

d. Ensure that the following distress equipment is available:

(1) Battery-powered floating marker (one).

(2) Life preserver ring (one).

(3) Very pistol with adequate supply of shells.

(4) Search and rescue sonobuoy.

The LSO Heads-Up Display Platform Operator shall:

a. Prepare the platform for recovery.

b. Establish voice communications with all recovery stations.

c. Ensure deck status lights are on.

d. Ensure that emergency deck status signal devices are on hand (red and green paddles for day, red and green

wands for night operations).

The Arresting Gear Deckedge Operator shall:

a. Establish voice communications with all recovery stations.

b. Energize the sheave damper indicator lights, and ensure that all battery position lights operate and indicate

battery.

c. Raise retractable sheaves, ensuring that indicator lights function properly and that all sheaves indicate up.

d. Ensure that a set of red and green flags or paddles (day)/wands (night) are on hand for use by the Arresting

Gear Officer.

e. Report to the Arresting Gear Officer when all stations are manned and ready.

f. Ensure required recovery bulletins are available for emergency use.

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NAVAIR 00-80T-120

g. Ensure that the AGO Deck Edge display is powered on and functioning.

h. Ensure Retract Control Indicator (RCI) is powered and functioning.

Note

In the event of deck launches, the Deckedge Operator shall be on station and

retractable sheaves shall be up.

The Arresting Gear Topside Petty Officer shall assist the Arresting Gear Officer with his pre-recovery

inspections as directed. Prior to each recovery cycle he shall:

a. Ensure that all topside personnel are on station with their necessary tools and equipment and reports directly

to the Arresting Gear Deckedge Operator.

b. Ensure that all necessary tools are available. These should include, but are not limited to:

(1) Tools necessary to remove/replace deck pendants.

(2) Tools necessary to remove/install wire supports.

(3) Tractor hook (for pulling out purchase cable).

(4) Barricade air guns and associated parts/tools (spare hoses, fittings, etc.).

(5) Manual tool for barricade winches.

c. Ensure that adequate spare equipment is on deck including:

(1) As a minimum, four cross-deck pendants with ends cleaned for CVN-65 through CVN-75, and three

cross-deck pendants for CVN-76 and above with ends cleaned. Two CDPs shall remain uncrated, on

deck and ready for immediate installation.

(2) Wire support parts.

(3) Clevis pins and nuts.

(4) Pickle Switch (AGO deck status lights).

d. Ensure that the Arresting Gear Officer’s deck status light “pickle” switch is connected and functioning.

e. Ensure the barricade hatch is open, and a tractor is in position to pull out the barricade.

f. Ensure retractable deck sheaves are raised to required height.

The Sheave Damper Operator shall:

a. Inspect all sheave damper installations per current maintenance requirement cards.

b. Ensure all cages are in place and properly secured.

c. Report to the Arresting Gear Deckedge Operator via voice communication system when all sheave dampers

have been inspected and equipment is ready to recover aircraft.

Each Arresting Gear Engine Operator shall:

a. Establish voice communications with all recovery stations.

b. Ensure all unauthorized personnel are clear of engine spaces.

c. Inspect engine in accordance with current maintenance requirement cards.

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NAVAIR 00-80T-120

d. Ensure that the Engine Display indicates:

(1) CDP Status is “ON LINE”.

(2) Engine configuration is “PENDANT”.

(3) Engine mode is “OPERATIONAL”.

(4)

“SHIP POWER” is available (indicator is green).

(5) Arrestment location is “SYSTEM”.

(6) Retract location is “REMOTE”.

(7) Retract status is “RETRACTED”.

e. Report to the Deckedge Operator when above checks have been completed and engine are ready for recovery

operations.

CAUTION

Upon recovery of final aircraft and periods of idle stand down (e.g. between

recovery events) secure HPU (FSIB circuit breaker #3) and lock AGDC

Panel.

10.

The LSO shall:

a. Prepare for recovery in accordance with CV NATOPS Manual.

b. Report to the Air Officer when “MANNED AND READY.”

11.

The Air Officer shall complete the Recovery Checklist, which includes the following:

a. Determine Case recovery and time (confirm first ramp time with CATTC and bridge).

b. Obtain expected Base Recovery Course (BRC), altimeter setting, and weather.

c. Conduct Radio Check: Recovery Channels, frequencies, and tactical calls.

d. Announce 15-minute notice (5MC) “MAN ALL RECOVERY STATIONS.”

e. Ensure red rotating beacon “on” aft.

f. Determine aircraft recovery status:

(1) Numbers.

(2) Type.

(3) Fuel.

(4) Unexpended ordnance.

(5) Other pertinent information and record on status board for accuracy.

g. PriFly Arresting Gear controller reports all recovery stations manned:

(1) Arresting Gear.

(2) ILARTS/Lens.

(3) LSO Spotter/Talker.

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h. Arresting Gear Officer (AGO) shall ensure:

(1) Recovery area is clear of personnel, loose gear, aircraft, and mobile equipment.

(2) Deck hatches, deckedge antennas, JBDs, and waist catapult ICCS lowered.

(3) Waist Catapult shuttles positioned aft, covers in place.

(4) Wire supports, retractable sheaves raised to proper height, and CDPs in battery.

(5) Barricade hatch open.

(6) Tractor positioned at the barricade hatch.

(7) Deck status light raised and operational.

(8) Ascertains all recovery stations are manned and ready via the Arresting Gear Deckedge Operator.

(9) Report directly to the Air Officer via voice communication upon satisfying all above requirements.

AGO shall report recovery stations manning status followed by the recovery equipment current config-

uration. The report shall be as applicable (i.e., “GEAR MANNED AND READY... HIGH WIRE IS___

WITH___ TRAPS... WITH TWO STBD RETRACTABLE SHEAVE IN BYPASS MODE... AND

NUMBER ONE WIRE OFFLINE...” etc.)

LSO reports, “MANNED AND READY.”

Clearance from bridge to land aircraft.

k. Lens and deck lighting “ON” for recovery (notify LSO, “PADDLES/TOWER, LENS ON, YOU HAVE

CONTROL”).

Check wind (Crosswind/speed).

m. Green rotating beacon “ON” aft.

n. Announce “LAND AIRCRAFT” ON 5MC.

5.4.2 Approach with the Advanced Recovery Control (ARC) System Installed

Prior to the LSO receiving a “CLEAR DECK” from the Arresting Gear Officer, the following sequence of events

shall be strictly adhered to for the first and all subsequent landings:

1. The Air Officer shall determine the aircraft type to be recovered and direct the arresting gear and lens to be

set. He shall verbally acknowledge aircraft weight and lens setting calls as reported to him (e.g., “ROGER,

GEAR...LENS SET...THREE SIX ZERO HORNET”). He shall verify the setting by observing the Air Officer

display.

The ARC system is constantly monitoring various parameters. Any ARC

fault will prevent the arming of an engine and subsequently attaining a

“CLEAR DECK”. If a fault occurs, resolution time could be short or

lengthy depending on the troubleshooting and corrective action required.

As soon as a fault occurs, any approaching aircraft shall be waved-off. The

Air Officer may then decide whether to take the affected engine off-line

prior to troubleshooting the fault. ARC System is equipped with a Forced

Ready/Battery function to override non-critical system faults. Forced

Ready conditions shall only be authorized by the Air Officer and with

ALRE M.O. concurrence. Procedures for Force Ready and Force Battery

are outlined in paragraph 5.6.3.9.

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Note

Lens settings are not repeated/reported during MOVLAS operations.

The Primary Flight Arresting Gear Controller, upon ascertaining the type of aircraft to be recovered, shall

perform the following:

a. Enter the aircraft type into the Arresting Gear PriFly Operator flat panel. Inform the Arresting Gear Engine

Operator engines are being set for the next aircraft using only the first three digits and aircraft type (e.g.,

“SETTING THREE SIX ZERO, HORNET”). Monitor the Arresting Gear PriFly Operator flat panel to

ensure all online engines indicate the correct weight setting and indicate a battery condition.

b. He shall monitor the arresting gear voice communications system for any reports from the Engine Operator

or Sheave Damper Operators of any improper settings or irregular conditions.

c. When the Arresting Gear PriFly Operator flat panel indicates that all online engines are properly set and

in battery, and IFLOLS is properly set, the Primary Flight Arresting Gear Controller shall report verbally

to the Air Officer the number of engines set, settings, lens status, and aircraft type. (e.g., “ALL FOUR

GEAR...LENS...SET THREE SIX ZERO, HORNET”).

d. If any fault occurs, as indicated on the Primary Arresting Gear Panel, he shall immediately notify the Air

Officer.

Arresting Gear Engine Operators shall:

a. Monitor the Engine Display indicates the correct aircraft type and weight setting, and indicates no faults.

If a foul deck condition exists, the Engine Operator shall declare, “FOUL DECK! FOUL DECK!”.

b. If a fault occurs after engine is set, they shall immediately notify the Primary Flight Arresting Gear

Controller.

c. Engine Operators shall repeat calls (“GROOVE, RAMP”) from the Deckedge Operator to alert personnel

in their spaces of an impending arrestment.

The Deckedge Operator shall:

a. Monitor the sheave damper indicator lights.

b. Monitor the retractable sheave indicator lights.

c. Ensure the landing area is clear (within his field of view).

d. Ensure all deck pendants are fully retracted and taut.

CAUTION

If the retract valve is opened (e.g., to vent engines or tighten CDP’s) when

a “CLEAR” deck exists, the deck status indicators will change to “FOUL”

until the retract valve is closed. Every attempt should be made to vent

engine or tighten the CDP’s prior to attaining a clear-deck status.

e. Ensure all engines are retracted and no faults exist indicated on the RCI (or received over voice

communication system from engine operators).

f. If a fault occurs after engine is set, he shall immediately notify the Primary Flight Arresting Gear Controller.

g. Monitor the AGO Deckedge display for correct weight settings and engine status.

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It is imperative that the Arresting Gear Officer know the exact weight

setting of the arresting gear engines so he can ensure the engines are set for

the type aircraft to land.

h. Keep the engine operators informed on the status of the recovery by reporting the following aircraft

positions: GROOVE/RAMP. He shall call “GROOVE” on the voice communication system as the aircraft

approaches short final, and call “RAMP” as it reaches the fantail.

i. Monitor the arresting gear voice communications system.

5. The Sheave Damper Operators shall repeat calls (“GROOVE, RAMP”) from the Deckedge Operator to alert

personnel in their spaces of an impending arrestment.

CAUTION

When the word “GROOVE” is passed over the voice communication

system, all non-essential communications shall cease until after the aircraft

touches down. Anyone not ready to land aircraft at that time shall

immediately respond with “FOUL DECK, FOUL DECK.”

The Fresnel Lens Primary Flight Lens Console Operator shall make the appropriate lens setting and

continuously monitor the lens system during recoveries and shall report any malfunction immediately to the

Air Officer.

The Arresting Gear Officer, upon receiving clearance to “LAND AIRCRAFT” from the Air Officer, and upon

observing the aft GREEN rotating beacon, shall ensure the following conditions exist prior to providing a

“CLEAR DECK” signal to the LSO:

a. A “CLEAR DECK FORWARD” signal has been received from the Gear Puller. The signal is given by

sweeping one arm from vertically overhead to the horizontal position and returning overhead (day), or by

using the same signal with an AMBER wand (night).

(1) This signal shall be acknowledged from the AGO by repeating the signal using his arm (day) and RED

wand (night).

Note

The “FOUL DECK” signal from the Gear Puller to the Arresting Gear

Officer is indicated by arms crossed overhead with fists clenched (day), or

crossed AMBER wands held overhead (night).

b. All deck pendants appear fully retracted and taut.

c. Observe the Deckedge Operator’s signal, indicating that all conditions for recovery have been completed.

d. Ensure the AGO Deckedge Display indicates engines are set.

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e. All retractable sheaves are raised and wire supports are in place.

During simultaneous recovery and catapult No. 2 operations, deckedge

mode, the catapult No. 2 Deckedge Operator (if applicable) are authorized

to man the deckedge station for operations and shall not be considered

fouling the landing area. The Deckedge Operator shall be aware and alert

during recovery operations.