107. Afloat Aviation Operations
Page 1 of 41
107. AFLOAT AVIATION OPERATIONS FUNDAMENTALS
References:
[a] Local Directives and Standard Operating Procedures
[b] NAVAIR 00-80T-106, LHA/LHD/MCS NATOPS Manual
[c] NAVAIR 00-80T-109, Aircraft Refueling NATOPS Manual
[d] OPNAVINST 5100.19D, Navy Occupational Safety and Health (NAVOSH) Program
Manual for Forces Afloat
[e] NAVAIR 00-80T-120, CV Flight/Hangar Deck NATOPS Manual
.1 Identify the embarked aircraft
handling characteristics. [ref. a]
types
and
their
special
aircraft
1. H-60 Aircraft
1. General
1. When locking/unlocking the tail wheel locking pin, the tow bar
attached shall not be moved more than 2 feet to either side of
centerline, as any more than that will snap the locking pin.
2. Care shall be exercised while handling the tail wheel and
related components. A weak design point, it is not stressed for
excessive sideward or downward pressure and cannot withstand repeated
abrupt stops/rapid starts.
3. When spotting/landing an H-60, it shall be positioned far
enough from the deckedge to allow blade-walkers to remain outboard of
the blades during the folding or spreading cycle.
4. The Auxiliary Power Unit (APU) is referred to as the No. 3
engine. The noise level is hazardous within 5 feet of the exhaust port
when the unit is operating. The APU shall be started prior to shutting
down; this enables the pilot to monitor engine instruments when the
final engine is shut down.
5. The aircraft is self-starting; however, if the APU is down,
the aircraft can be started with a “huffer.” The H-60 has a crossbleed
capability for starting the second engine.
6. Electrical/battery power shall be maintained on the H-60 when
folding the tail pylon. Failure to do so can result in uncontrolled
tail rotor wind milling.
7. An ALBAR tow bar (longer than a standard tow bar) shall be
used when towing the aircraft on the flight deck.
8. The tail wheel strut shall be extended prior to sending
aircraft to the hangar deck to allow enough clearance to attach
spotting dolly.
Note: Blade spread for all helicopters on the hangar deck shall be
performed only with a hydraulic cart/electrical power.
2. EA-6B Aircraft
1. General
1. The EA-6B aircraft has special antennas requiring additional
care in spotting. The arc of swing of the horizontal stabilizer is
deceiving and requires extremely slow left and right movements of the
nose to prevent rapid opposite movement of the tail.
2. The extendable equipment platform (“bird cage”) and boarding
ladder shall be stowed before towing due to minimum deck clearance and
possible contact with mobile handling equipment.
3. In order to accomplish electronics maintenance in the “bird
cage” area, the aircraft shall be spotted in such a manner that the
hatch will swing over the deck when opened.
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 2 of 41
4. Launch aircraft shall be spotted near a 115-volt, three-phase,
400-Hz electrical power source.
5. Crossover bleed starts require additional caution due to the
high engine rpm (75 percent) required on the running engine in order to
provide the necessary air for engine start.
6. The canopy is of the clamshell design and shall not be
operated with winds in excess of 60 knots.
7. The landing gear of an EA-6B shall not be pinned until one of
the two engines is shut down. This is due to the unique over-center
locking mechanism on the landing gear.
8. Jury struts shall be installed when the wings are full of fuel
and when the aircraft is raised or lowered on an elevator. This is to
prevent damage to the wing fold mechanism.
9. The EA-6B is equipped with nose wheel steering, but a tog lock
disengages the steering when the nose wheel is turned past 56_ from the
center position. Additional power and differential braking are required
to re-center the nose wheel and to re-engage the tog lock. When high
power settings are prohibited, a tow bar shall be attached to manually
center nose wheel.
2. Maintenance/Servicing
1. The wings shall be spread for hot refueling due to the close
proximity of wing dump lines to hot engine exhaust when wings are
folded. The only exception is during CQ evolutions. At CQ fuel weight,
if the wings are folded for hot refueling, the wing tanks shall remain
empty.
3. F-14 Aircraft
1. General
1. The F-14 horizontal tail, which, when level, is 4-1/2 feet
from the deck, has an unusually large throw. The quick movement
presents the possibility of personnel injury. In addition, when the
leading edge goes down, there is sufficient room for a man to walk
between the fuselage and inner edge of the slot and be scissored when
the tail returns to neutral. Extreme caution shall be exercised when
operating in proximity to the tail.
2. At low power, the intake suction danger reaches almost to the
nose wheel.
3. When running, the port engine scavenges a 55-gallon overflow
(vent) tank in the tail. During refueling, as each fuel tank fills,
small amounts of fuel may flow into the vent tank. In the event of
hardware failure, large quantities of fuel could drain into the vent
tank and overflow from the vent drain forward of the tail hook. If this
is observed, refueling shall cease immediately to minimize the fuel
spill.
4. A maximum power steering range of 70 degree either side of
center is available. Do not exceed 90 degree (maximum available nose
wheel swivel angle) during parking or towing, as damage to steering
damper unit will result.
5. The F-14 can be towed from either the nose wheel or aircraft
tow fittings incorporated in the lower structure of each engine nacelle
near the rear of the aircraft.
CAUTION: Extreme care shall be exercised when taxiing or towing the F14 while the ship is rolling or turning. The F-14 shall be kept fore
and aft until the ship is out of the turn.
Note: During heavy weather, it is recommended that two tractors, one in
front, one in rear, be used at the same time. If a spotting dolly is to
be used, it is recommended that the F-14 be partially de-fueled.
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 3 of 41
6. The aux brake and parking brake accumulator pressure
indicators shall be pumped into the green bands prior to breaking down
and moving an aircraft without combined hydraulic pressure. AUX brake
and park brake pressures shall be maintained in the green whenever an
aircraft is not chained down to ensure sufficient pressure exists at
all times to lock the wheels. Brake accumulators shall be fully charged
(3,000 psi) when conditions are severe (greater than a 4-degree deck
roll, wet deck, etc). Braking force is proportional to the available
pressure. Approximately 13 to 14 full dual brake applications are
available in the aux mode with a fully charged accumulator (3,000 psi),
and approximately 5 aux mode applications remain when the pressure
reaches the red band (1,900 psi).
Warning: Under normal circumstances with a level deck, 1,900 psi (in
the red band) is sufficient to hold brakes locked with the aircraft
stationary. However, rolling motions greatly increase brake pressure
requirements. Accumulator pressures of 2,100 psi may normally be
sufficient to stop a moving aircraft during a 4-degree deck roll; but,
a fully-charged (3,000 psi) accumulator may not be sufficient to stop a
moving aircraft during deck rolls of greater than 6-degrees, especially
when the deck is wet and/or other adverse conditions exist.
7. Do not use the SD-1 or SD-2 spotting dolly when the aircraft
nose landing gear strut is in the kneel position (distance between ALQ100 antenna and deck is reduced to 24 inches).
8. When aircraft is in kneel, nose wheel steering is limited left
or right 10 degree.
9. Wings will not sweep if flaps are down or any other interlock
is present. There is a slight delay (15 seconds) before the wings will
go into oversweep angle (68 to 75_). Aircraft hydraulic power is
required to sweep/unsweep the wings. Both aircraft hydraulic and
electrical power are required to enter/exit the oversweep position.
Flight deck personnel shall ensure adequate clearance prior to
unsweeping the wings.
10. The aircraft may be taxied or towed in the strut kneeled
position, except for the nuisance trip of the launch bar at greater
than 10 degree steering angle.
a. The F-14 has a crossbleed capability for starting at idle;
however, caution is necessary due to intake suction hazards present
even at idle RPM settings.
b. Maintenance/Servicing
(1) Canopy open/close system requires nitrogen charging for
operation, and particular aircraft system tightness dictates
frequency of charging.
(2) Aircraft is immobile with engine bay doors open or
ventral fins removed.
(3) Maximum allowable wind on the nose of the aircraft when
conducting engine trim settings (afterburner) is 15 knots.
(4) Aircraft shall not be fueled with starboard engine
turning.
4. F/A-18A/B/C/D Aircraft
1. General
1. Two 28-volt, lead acid batteries provide internal electrical
power (dc). These batteries provide power for canopy operation and APU
starting. The batteries are located behind doors 10L and 10R (10L&R).
2. Canopy operations and external power can be applied through
door 9. The F/A-18 A/B/C/D, will accept three-phase, 400-Hz ac power.
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 4 of 41
3. When external fuel stores are installed, the SD-1/SD-2
spotting dolly’s rotation is restricted.
Warning: Aircraft with wing station drop tanks present a hazardous
situation for plane handlers. Plane handlers shall be positioned
outboard of the drop tanks during aircraft movement. Route all
refueling hose parallel to the A/C fwd of main landing gear to prevent
inadvertent exposure to APU exhaust.
4. In the event that emergency forward towing is required, e.g.,
locked brakes, the tow bar shall be supplemented with chains or cables
attached from the tractor to tie down rings on the main landing gear to
avoid exceeding design limitations of the nose wheel strut.
5. Tail towing can be accomplished, utilizing the NT-4 towbar.
Make sure the tow pins are in the normal tow position, spread the tow
bar tubes apart, and attach to the tie down fittings on the rear of the
main landing gear. Rearward towing shall not be attempted if nose strut
is 11 degree inches or higher, this will cause A/C to rock back onto
tail. (All models of F/A-18).
CAUTION: When towing rearward with the aircraft in a tail-heavy
condition (gun and/or radar removed and low fuel state), sudden stops
may cause aircraft to rock backwards.
2. Brake System
Make sure emergency brake accumulator pressure gauge indicates
green and/or 2000-3000 PSI before towing.
3. Starting Requirements
The on-board batteries provide electrical power. External power
can also be applied. Air can be used from any standard unit that
provides 5:1 or 3.6:1 air pressure. The external air connector on the
aircraft is located in the right-hand wheel well.
CAUTION: During crossbleed starts the operating engine advances to 80
percent, increasing Jet Blast and FOD ingestion potential.
5. F/A-18E/F Aircraft
1. The F/A-18E/F stands approximately 2½ inches higher than the F/A18C/D statically.
2. Two 28-volt, lead acid batteries provide internal electrical
power (DC). These batteries provide power for canopy operation and APU
starting. The batteries are located behind doors 10L and 10R (10L&R).
3. External power can be applied through door 8. The F/A-18 E/F will
accept three-phase, 400-Hz ac power.
4. Brake System
The emergency/park brake handle, located on the L/H vertical
console controls parking brakes. Make sure emergency brake accumulator
pressure gauge indicates green before towing.
5. Starting Requirements
The on-board batteries provide electrical power. External power
also can be applied. Air can be used from any standard unit that
provides 5:1 or 3.6:1 air pressure. The external air connector on the
aircraft is located in the right-hand wheel well. Crossbleed starts can
be done by advancing the operating engine to 80 percent and select to
start the opposite engine.
6. Handling
1. When external fuel stores are installed, the SD-1/SD-2
spotting dolly’s rotation is restricted. Aircraft with wing station
drop tanks present a hazardous situation for plane handlers. All plane
handlers shall be positioned outboard of the drop tanks during aircraft
movement. While hot refueling, stand clear of the STBD intake, due to
the downward exhaust route and APU location.
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 5 of 41
2. Plane handlers shall take care when installing tie downs due
to the position of the upper plaining link.
3. The boarding ladder is lowered with the electrical activation
switch that can be found inside door 8, along with canopy release
switch and external power receptacle. The boarding ladder is raised and
lowered with the use of hydraulic pressure. The activation switch can
be found under door 8, along with the canopy release switch and
external power receptacle.
4. In the event that emergency forward towing is required, e.g.,
locked brakes, the tow bar shall be supplemented with chains or cables
attached from the tractor to tie down rings on the main landing gear to
avoid exceeding design limitations of the nose wheel strut.
5. Tail towing can be accomplished using the NT-4 tow bar. Make
sure the tow pins are in the normal tow position, spread the tow bar
tubes apart, and attach to the tie down fittings on the rear of the
main landing gear.
CAUTION: When towing rearward with the aircraft in a tail-heavy
condition (gun and/or radar removed and low fuel state), sudden stops
may cause aircraft to rock backward.
6. E-2/C-2 Aircraft
1. Extreme caution shall be used while working in the area near E2/C-2 propellers. There is not enough room between propeller and
fuselage for personnel to pass. Serious injury or death may occur if E2/C-2 aircraft are improperly approached while propellers are turning.
Approach and exit shall be made at 90 degree to the main mount and aft
of propellers. Plane handlers shall never approach turning aircraft
without signal from the aircraft director.
2. The brakes shall be pumped up prior to moving the E-2/C-2
aircraft. When pumped to the “full” position, 12 applications are
available through the rudder pedals and 3 through the emergency brake
handle. A handle in the cockpit recharges the system.
3. Launch E-2 aircraft shall be spotted near two 115-volt, threephase, 400-Hz electrical power outlets and shall also be accessible to
a SINS outlet.
4. Due to the large sail area with the wings folded, the E-2/C-2 may
slide sideways when taxied 90_ to a wind of 30 knots or more. Caution,
therefore, shall be used when pulling E-2s from spot or when taxiing
them crosswind upon clearing the arresting gear. E-2/C-2 aircraft shall
not be towed with propellers turning. T-56 engine RPM decay or flameout
can result from ingestion of turbojet/turbofan exhaust. E-2/C-2
aircraft shall not be recovered (including touch and go) when
turbojet/turbofan aircraft are spotted on or along the No. 2 catapult
(4 Row) or along the foul deck line forward of the waist catapults with
the turbojet/turbofan exhaust blowing to the port side. This includes
aircraft in the de-arm area blowing turbojet/turbofan exhaust to port.
These restrictions apply only to exhaust from turbojet/turbofan
aircraft.
Note: Commanding Officer’s approval is required for E-2/C-2 movements
with winds in excess of 40 knots.
5. When towing or backing the C-2, ensure the tail ramp is in the up
position.
6. The E-2/C-2 may be backed into a final spot under its own power.
Limited “backing” also is permitted on clear decks. Emergency stops
shall be avoided when backing since propeller thrust shall be used to
stop aircraft; use of brakes will cause aircraft to swerve or rock back
on its tail.
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 6 of 41
7. A maximum power steering range of 63_ either side of center is
available.
8. In case of a flat tire in the landing area, it is desirable that
the E-2/C-2 be towed clear vice taxied. Flat nose or main gear tires
restrict maneuverability.
9. E-2/C-2 aircraft shall not be fueled with STBD engine turning.
10. When starting the C-2 with a ground turbine cart, ensure the
cart, personnel, and support equipment are positioned clear of both
prop arcs. Either the port or starboard engine may be started with
ground turbine cart attached to either engine nacelle.
11. C-2 aircraft shall be spotted for ease of loading/unloading in
case of need for emergency egress.
12. With crew and/or passengers on board, the C-2 shall not be
spotted on the flight deck with the tail over the side.
13. When securing E-2/C-2 aircraft, install four TD-1A/B chains to
the main mounts, secure both engines, then install two nose TD-1A
chains or appropriate chain to achieve required tie down condition.
14. Maintenance/Servicing
High-power turnup requires 18-point tie downs and a high-power hold
back chain.
7. S-3 Aircraft
1. The S-3 aircraft is equipped with a parking brake. The brake
accumulator gauge shall be in the green area to ensure eight brake
applications (gauge is in cockpit below pilot’s MPD, to the left of
parking brake handle). Eight to ten brake applications are available if
both the brake/APU accumulators are fully charged.
2. Nose wheel steering limits are 70 degree either side of center;
however, the system allows a free swivel range of 110 degree either
side of center. If 110_ is exceeded, the shear pin inside the steering
actuator breaks and will require several hours to repair.
3. The windscreen is coated, and it is difficult for the director to
see the brake rider, especially in bright sunlight.
4. The plane director shall remain in view of the left windscreen to
give signals. Brake rider can hear whistle signal for stop if it is
loud. The main entrance hatch shall be cracked opened and the handle
stowed for all moves.
5. The APU is referred to as the Number 3 engine. The APU shall be
started prior to shutting down as this allows the pilot to monitor
engine instruments when the final engine is shut down. If APU is INOP,
a huffer and electric power is required for engine(s) shutdown in case
of tailpipe fire. The noise level is hazardous within 5 feet of the
exhaust port when the unit is operating.
CAUTION: External retract button on starboard side of aircraft shall be
pushed and held until tailhook completely seats into fuselage.
Inadvertent release of button prior to full seat will cause tailhook to
inadvertent fall to deck.
6. The aircraft is self-starting; however, if the APU is down, the
aircraft can be started with a “huffer.” The S-3 has a crossbleed
capability for starting the second engine.
7. If number 1 engine is secured, wings can be folded from switch in
left wheel well.
8.Maintenance/Servicing
1. It is recommended that the vertical stabilizer be folded prior
to securing the port engine. This will permit movement of the aircraft
to the hangar deck if needed. However, this practice also presents
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 7 of 41
problems for squadron corrosion control programs and definitive
guidelines shall be agreed upon.
2. Skid pads are required for the main landing gear when setting
the aircraft on deck after hoisting.
3. A torque wrench is required when attaching the aircraft
hoisting sling. Torque to 150 to 190 ft. pounds.
8. H-3 Aircraft
1. When locking/unlocking the tail wheel locking pin, the tow bar
attached shall not be moved more than 2 feet to either side of
centerline, as any more than that will snap the locking pin.
2. Care shall be exercised while handling the tail wheel and its
related components. A weak design point, it is not stressed for
excessive sideward or downward pressures and cannot withstand repeated
abrupt stops/rapid starts. The low operating pressure of the tail wheel
tire is such that the seal at the rim could break in a turn and the
tire would deflate and subsequently roll off the rim.
3. With tail pylon folded, flight deck winds could cause the tail
rotor system to rotate rapidly if lock-pin should disengage. Flight
deck personnel shall not attempt to stop rotation, but shall remain
clear of the tail rotor and shall contact the squadron line personnel
immediately.
4. When spotting/landing an H-3, it shall be positioned far enough
from the deck edge to allow blade walkers to remain outboard of the
blades during the folding or spreading cycle.
5. Maintenance/Servicing
Passenger shall not be permitted to embark/disembark aircraft during
hot refueling.
9. H-46 Aircraft
1. The brake system is an independent hydraulic system much like
that of an automobile. There is no means of “pumping the system up”
other than mechanically bleeding the system. There is no limit to the
number of times the system may be used.
2. Prior to towing, ensure that the nose wheel locking pin is fully
withdrawn. The pin can be visually checked clear on the strut.
3. While the nose strut is stressed for normal towing, rough
treatment, including abrupt starts and stops, rapidly destroys the seal
and results in nose strut change.
4. For engagement/disengagement or while the rotors are turning, the
high points tie downs (on the stub wing) shall not be used. Use of
these fittings can result in destruction of the aircraft. Also, the
nose gear tie down, if utilized, shall be slack.
5. Maintenance/Servicing
A qualified squadron crewman shall assist in refueling to ensure that
the high level shutoffs are checked properly.
10. H-53 Aircraft
1. Each main landing gear is equipped with a hydraulic assist power
brake system. The aircraft is also equipped with a parking brake.
2. APU shall be operating to provide hydraulic power for brakes. Ear
protection shall be worn if the APU is operating.
3. If the aircraft is to be moved to re-spot, ensure all cowlings
are latched shut and the tail rotor blades are secured. Aircraft
cowling is made of fiberglass and may rip off if exposed to high or
gusty winds or jet blast.
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 8 of 41
4. After landing, chock and chain runners shall remain clear until
aircrew have inserted pins in main landing gear and/or fuel drop tanks.
5. Maintenance/Servicing
If it is necessary to engage the rotors while the helicopter is tied
down, it is mandatory that the tie down chains be loose.
.2 Discuss the requirements necessary for preparation of the flight
deck and hangar deck under the following conditions:
a. UNREP [ref. a]
1. Type of Replenishments. The term underway replenishment (UNREP)
is often used in place of replenishment at sea (RAS), connected
replenishment
(CONREP),
and
vertical
replenishment
(VERTREP).
Connected replenishment is used to transfer fuel and stores between two
ships that are alongside at close quarters.
Vertical replenishment
involves the use of helicopters to complete stores transfer.
CONREP
and VERTREP can be completed simultaneously
2. Underway replenishment is a carefully orchestrated evolution that
entails the exchange of fuel, ship and aircraft components, maintenance
equipment, or food stores between two ships. It is vital to sustaining
the combat readiness of a ship, air wing or battle group. The Ship’s
Replenishment Bill provide a consolidated summary of department
responsibilities, procedures and assignments. This chapter provides
supplemental and amplifying information.
b. CONREP [ref. a]
1. Connected Replenishment.
ABRAHAM LINCOLN has eight CONREP
stations as depicted in Figure 600-1. Three stations are configured to
receive fuel, one station is configured to send fuel, and the remaining
four stations are for sending and receiving cargo and munitions.
STA 19
STA 17
STA 9
STA 7
STA 21
STA 5
STA 11
STA 13
Figure 600-1: CONREP Stations
(1) FAS Station 21 (sending). ABRAHAM LINCOLN has the capability
of refueling escorts with this single probe refueling station. Current
fueling capability can use eight fuel service pumps each with a
capacity rating of 1,100 gallons per minute. When all eight pumps are
engaged Station 21 can achieve a maximum pumping rate of 3,000 gallons
per minute through the 7-inch hose.
(2) RAS Stations 7, 9, 17, 19. RAS Stations 7 and 9, located
inboard of elevator number 2, and RAS Stations 17 and 19, located
inboard of elevator number 3, are each equipped with a retractable
sliding padeye that is normally rigged to receive a tensioned highline
and trolley transfer system. Dependent on replenishment ship
capability these stations can be rigged simultaneously to achieve
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 9 of 41
transfer rates of up to 25 to 30 lifts per station per hour. (A lift
is defined as a single transfer of cargo or munitions regardless of the
pallet count).
Transfer rates depend on team proficiency, type of
cargo, and sea state.
Personnel from both Weapons and Supply
Departments augment Deck Department replenishment teams to strike down
or send required material.
c. VERTREP [ref. a]
1. Vertical Replenishment. Various types of helicopters may be used
to transfer cargo between ships. The CH-46 is by far the most widely
used VERTREP helicopter due to its lift capacity and tandem rotor
configuration.
This
rotor
configuration
allows
increased
maneuverability without the wind restrictions associated with tail
rotor helicopters like the CH-53 or SH-60.
(1) Combat Logistics Force (CLF) ships usually carry a twohelicopter CH-46 detachment to support VERTREP operations.
The CH-46
can carry cargo internally or externally using a cargo hook and sling.
The external method is much faster and preferred for VERTREP operations.
(2) Planning Factors. Transfer rates of up to 120 lifts per-hour
can be achieved with two helicopters working simultaneously.
Factors
that impact this rate include the type of cargo, its weight, distance
between ships, and refueling requirements for the helicopters
d. Alert postures [ref. b, ch. 4]
e. Heavy weather [ref. a]
f. Pier side [ref. a]
g. Anchored [ref. a]
h. Ammunition on/offload [ref. b, ch. 6]
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 10 of 41
.3 Discuss the function and responsibilities of the Integrity Watch.
[ref. a]
1. General
At all times when aircraft are embarked (except when the ship is at
flight quarters or general quarters) the Aircraft Integrity Watch shall
be posted upon the completion of flight operations.
2. Basic Function
The Aircraft Integrity Watch shall be responsible to the Aircraft
Handling Officer when flight operations are secure at sea, and to the
Officer of the Deck (OOD) while in port or at anchor for the security
of all aircraft and equipment on the flight and hangar decks.
3. Composition
The Aircraft Integrity Watch comprises:
WATCH or DUTY REQ.
PERS REQ
PROVIDED BY
Integrity
Watch
Officer
1
Air Wing/ Air Department
(IWO)/Night Handler
Integrity Watch Petty Officer
1
Air wing
Flight Deck Security Patrol
2
Air wing
Hangar Deck Security Patrol
2
Air wing
Integrity Watch Messenger
1
V-1 Division
Catapult Steam Watch
2*
V-2 division
Conflagration Watches
2/3**
V-3 division
PriFly Security Watch
1
Air Office
* When Catapult is Hot.
** One watch per bay.
4. Guidelines
The following guidelines shall govern the conduct and functioning of
Integrity Watch standers.
1. All watch standers shall be familiar with tie down
requirements, turn-up requirements, and any other specific governing
factors that deal with the situation at hand. All pertinent
instructions and publications shall be consulted before undertaking or
approving a nonstandard or unfamiliar evolution.
2. The usage, purpose, and functioning of all available
communications equipment shall be thoroughly understood by all members
of the watch team. Specifics shall be covered during the mandatory ACHO
briefing given prior to qualification for watch standing.
3. Maintenance and enforcement of superb deck cleanliness, FODfree environment, security of aircraft and equipment, and safety of all
hands are primary responsibilities of Integrity Watches.
4. Watches shall be stood in a professional, military manner.
Complete attention to the job at hand is required; therefore, no
reading materials shall be permitted at the watch station during the
course of the watch.
5. Appropriate logs shall be maintained in an accurate and
traditional manner.
6. Information passed to Flight Deck Control, such as air plan
changes, or changes to alert status, shall be entered in the PDL and
the ACHO immediately notified.
7. Integrity watch standers are a crucial link in the ship’s
security network. Watches shall challenge all personnel in civilian
clothes who are not recognized and have no visitor badges or are
unescorted.
.4 Discuss aircraft handling mishaps and reporting procedures. [ref. a]
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 11 of 41
1. General
Any damage to an embarked naval aircraft, no matter how slight,
shall be immediately reported to the ACHO and other cognizant persons
in the chain of command. The circumstances surrounding the incident
shall be thoroughly investigated and required reports submitted. The
aircraft shall not be flown until it has been inspected and declared to
be in an up status by authorized squadron personnel. Records of each
aircraft handling mishap shall be kept by the ACHO for 1 year and
copies distributed to responsible divisions.
2. Definitions
To standardize and clarify Aircraft Handling Mishap (AHM) reporting,
the following definitions shall apply. These definitions amplify
OPNAVINST 3750.6, and in no way alter the intent or meaning of that
instruction.
3. Aircraft Handling Mishap
This is a mishap in which damage to an aircraft occurs while the
aircraft is embarked on or is being hoisted on/off an aircraft carrier.
The damage should be associated with normal aircraft handling practices
such as towing, taxiing, use or functioning of launch/recovery
equipment, aviation fueling evolutions, or aircraft/weapons/crash and
salvage support equipment operations. Mishaps caused by non-Air
Department personnel, involving non-Air Department equipment, or
otherwise not directly attributable to an Air Department causal factor
shall also be categorized as a crunch and reported per existing
directives. An aircraft handling mishap is a special category of mishap
in addition to those delineated in OPNAVINST 3750.6.
4. Reportable/Non-Reportable
The current version of OPNAVINST 3750.6 shall be used in
establishing damage criteria, which in turn determine whether a crunch
is or is not reportable. All damage, however slight, shall be reported,
investigated, and recorded. Formal reports are required only when
damage dollar cost/man-hours for repair/injury are equal to or greater
than the specified criteria. Mishaps of lesser severity shall be
informally reported on the command’s crunch report form and retained
for education and reference purposes. A copy of this report shall be
forwarded to the type commander for teaching purposes only.
5. Reports/Records
Reports are normally originated by the aircraft reporting custodian.
Reports of aircraft handling mishaps (AHM) shall be sequentially
numbered by calendar year in the same manner as naval aircraft mishaps,
e.g., USS ESSEX AHM 01-80. This number shall be included in the remarks
section of the originator’s (normally aircraft reporting custodian)
mishap report. No special report is required.
.5 Discuss the responsibilities of the following personnel and their
interaction related to the aviation fueling system: [ref. a]
a. Air Officer (air boss)
The Air Officer is directly responsible for all operational,
training, administrative, watch, and equipment repair functions within
the Air Department. He is further responsible for determining the case
launch and/or recovery, the visual control of all aircraft operating in
the carrier control zone, carrier control zone clearing authority and
all other duties specified in NAVAIR 00-80T-105 (CV NATOPS) related to
air operations.
b. ACHO
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 12 of 41
The Aircraft Handling Officer, under the Air Officer ensures the
ship is capable of meeting all mission requirements related to flight
and hangar deck air operations, and in many instances, other
departmental requirements as well. He regulates the number of aircraft
on the flight and hangar deck to execute all evolutions including
cyclic operations, carrier qualifications, vertical and conventional
replenishment, and alert postures. He serves as the Team Leader of the
Air Department Training Team and assists the Air Wing Watch Coordinator
in training personnel for the Aircraft Integrity Watch.
c. Flight Deck Officer
The Flight Deck Officer is responsible for the safe and efficient
movement of aircraft on the flight deck, aircraft security and flight
deck cleanliness. The Flight Deck Officer is responsible for the
training and administration of V-1 Division as well as the overall
material condition of all divisional spaces both internal and external.
He assists the ACHO in the execution of the flight plan.
d. Flight Deck Chief Petty Officer/Leading Petty Officer
e. Aircraft directors
f. Aviation Fuels Officer
Aviation Fuels Officer (V-4 Division): The Aviation Fuels Officer is
responsible for the training of all aviation fuels personnel, safe and
efficient operation of the aviation fuel system, and the management of
the aviation fuel quality control program. He also is responsible for
ensuring strict compliance with all applicable directives concerning
the inspection, maintenance, and operation of aviation fuel systems.
g. Aviation Fuels Maintenance Officer
The Aviation Fuels Maintenance Officer is responsible for the
overall operation and maintenance of the aviation fuels system and its
associated equipment, fueling and de-fueling of embarked aircraft, the
catapult lubricating oil system, and the Automotive Gas (MOGAS) stowage
system. The Aviation Fuels Maintenance Officer is the assistant V-4
Division Officer.
h. Aviation fueling crews
i. Plane captains
.6 Discuss the services provided by the Aviation Fuels Division to each
of the following: [ref. a]
a. Aircraft
b. Ships
c . Ground support equipment
d. Jet engine test facility
The Aviation Fuels Division (V-4) provides clean and bright aviation
fuel to aircraft and de-fueling services in support of flight
operations and aircraft maintenance. V-4 Division provides additional
services by fueling ships, boats, aircraft handling/salvage support
equipment, emergency boiler, and jet test cell and emergency diesel
generators. The division also provides aviation lubricating oil to
catapults and automotive gas (MOGAS) to all authorized gasolineoperated equipment.
Created by LTJG KyungNho "TACO" Kim
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107. Afloat Aviation Operations
Page 13 of 41
.7 Discuss the function of the following facilities:
a. Aircraft service stations [ref. a]
1. General
Personnel involved in aircraft servicing and maintenance shall be
thoroughly familiar with the operating instructions and safety
precautions when utilizing fixed service facilities and mobile support
equipment to preclude injury and equipment damage.
2. Power Outlets
1. Location
A master status board in flight and hangar deck control shall be
maintained to provide availability and location of power outlets.
2. Responsibility
1. Maintenance and preservation of cable trunks, adequacy of
cables, preservation of housing and fittings, and availability of
service shall be per ship procedures.
2. The user shall report discrepancies or malfunctions of power
outlets to flight or hangar deck control for coordination of repair.
3. A daily, pre-operational check shall be accomplished to ensure
proper operation, initiate action for repair or replacement, and report
status to flight/hangar deck control.
3. Safety Procedures
1. Plane captains and/or maintenance personnel shall ensure that
the power is off prior to connecting or disconnecting power cables.
2. Ship’s deckedge power shall be energized prior to turning on
aircraft battery switches to avoid the possibility of causing reverse
polarity in the ships 60-Hz motor generator power supply.
3. When inserting or removing the plug into receptacle of
aircraft, avoid wrenching, twisting, or jamming movement. Such action
may cause the aircraft receptacle pins to break and/or cause damage to
the cable head. Do not pull on cable to remove — always grasp plug.
4. 400-Hz AC Power/28-Volt DC Power
These installed cables are the primary service power. The
following general procedures apply for use:
1. Remove the cable from its stowage area, ensuring sufficient
slack to prevent tension on the plug. Ensure power is in the OFF
position.
2. Cockpit shall be manned by a qualified individual prior to
energizing power to ensure aircraft switches are in proper position.
3. At completion of use, de-energize power, remove cable, and
properly stow.
CAUTION: When not in use or inoperable/no power source, cables shall
not be left unattended nor left plugged into the aircraft.
3. Low-Pressure Air
Low-pressure air (125 psi maximum), is available from various
outlets on the flight and hangar decks. This air supply is for use, as
required, for spray painting, grinding, and general cleaning operations.
4. High Pressure Air
1. High pressure air (3,000 PSI) is available from various outlets
on the flight and hangar decks.
Serious injury may result from misuse of high-pressure air.
2. Only qualified personnel shall utilize the high-pressure air
system using approved hose and fittings.
3. High-pressure air shall not be connected to any unit unless an
approved, calibrated pressure regulator is included between the
pressure source and the unit being charged/utilized.
5. Liquid Oxygen (LOX)
Created by LTJG KyungNho "TACO" Kim
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107. Afloat Aviation Operations
Page 14 of 41
All aircraft that operate in a high altitude environment are
provided with an oxygen supply system for life support of crewmembers.
LOX is a light blue liquid that flows like water and is extremely cold.
1. LOX forms a combustible and explosive mixture when it comes in
contact with flammable or combustible materials, such as wood, cloth,
oil, and gasoline.
2. Only qualified, licensed personnel shall operate LOX handling
equipment. Personnel shall wear the following protective clothing to
prevent skin and eye injury:
— Face shield
— Coveralls (white)
— Gloves (approved)
— Safety shoes.
3. Safety Precautions
1. The work area and equipment shall be kept free of oil, grease,
or any readily combustible material and marked in accordance with
current visual landing aids bulletins.
2. Tools and clothing shall be free of oil and grease.
3. Smoking, open flames, or sparks shall not be permitted in the
LOX-handling area.
4. When transferring LOX, adequate ventilation shall be provided
to avoid an oxygen-rich atmosphere. Care shall be exercised to prevent
storage and/or close proximity of LOX, fuel, and weapons at all times.
Note: LOX spillage on deck areas shall be avoided. In case of
accidental spillage, the area shall be thoroughly ventilated. Drainage
of LOX shall be caught in a clean drain pan and allowed to evaporate in
an open area.
b. Catapult lube oil system [ref. a]
The Catapult Lube Oil System is a separate, independent system
composed of pump(s), valves, and piping arranged to supply ready
service tanks in catapult spaces. For more detailed descriptions,
consult the current ship’s Operational Sequencing System (OSS) and
technical manuals for ship’s individual systems.
A flush deck type fill connection, suitable for attaching a funnel
of the type used when filling from barrels, is provided on the hangar
deck. The stowage tank can be provided with steam heating coils,
overflow, sampling connections, a tank level indicating system, and
thermometers.
Operating the Catapult Lube Oil System shall be per ship’s
Operational Sequencing System (OSS).
c. Mobile refuelers [ref. c, ch. 18]
1. Mobile refuelers are used primarily for cold refueling operations,
with occasional hot refueling operations at stations where installation
of a direct refueling system is not justified. If continuous or
extensive hot refueling is being performed with mobile refuelers, the
use of an anchored pantograph shall be required.
2. Mobile aircraft refuelers vary in capacities and configurations;
however, whether contractor or Government owned, all shall have the
same basic requirements. Contract refuelers shall comply with SAE ARP
5818 and NFPA 407 in addition to the minimum requirements listed below.
3. Mobile Aircraft Refuelers (M970/ARC)
Mobile refuelers are used primarily for cold fueling operations. The
Aviation Refueling Capability (ARCs) are not resident within the Marine
Corps tactical refueling system at this time; however there is an
Created by LTJG KyungNho "TACO" Kim
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107. Afloat Aviation Operations
Page 15 of 41
ongoing effort to add these items. Tactical refuelers shall meet the
following minimum requirements:
1. Tank construction shall consist of one compartment only, with
necessary baffles. Tank shall completely drain at low point without
traps of liquid remaining in pockets. The tank shall be designed so
that all portions are accessible for cleaning and maintenance.
2. Tanks shall be aluminum or stainless steel.
3. Tank top opening(s) shall be semipermanently secured with
padlocks and opened for inventory purposes only, gauging prior to
loading (field environment) and interior inspections and repairs.
Manhole covers should incorporate a fusible plug or plugs, each
equipped with fine screens to provide additional emergency vapor
release.
4. Tank shall be configured for bottom loading.
5. The piping system including all hardware components shall be
capable of dispensing fuel at rated flow.
CAUTION: The use of swing joints with Zerk grease fittings is
prohibited, since they can contaminate the fuel with grease.
6. Aircraft fuel servicing vehicles shall have at least two fire
extinguishers installed.
7. Tires shall be wide lug, wide groove tread. The tread shall
not have narrow groove design in which small stones and foreign matter
could become embedded and deposited on airfield surfaces. Recaps and
slicks are not authorized for use on the front wheels when operating
off-base.
8. The exhaust of all engines, including auxiliary engines, shall
be equipped with a suitable spark arrestor.
9. Filter/separator.
10. Fuel quality monitor.
11. Pressure and differential pressure gauges.
12. Meter.
13. Approved aircraft refueling hoses.
14. Dry break quick disconnect coupling.
15. Hose-end pressure regulator.
16. Approved aircraft refueling nozzles.
Note: Refueler/defuelers shall have two separate hoses — one that
includes a hose end pressure regulator for refueling operations and one
without for defueling operations.
17. Bonding cable(s).
18. Remote, hand-held deadman control.
.8 Discuss the safety precautions involved in the following evolutions:
a. Aircraft refueling/defueling [ref. b, ch. 6]
1. SPECIAL SHIPBOARD SAFETY PRECAUTIONS
1. All fuel movement shall be secured during emergencies such as
fire or flooding.
2. Lighted cigarettes or exposed flames of any kind shall not be
permitted in the vicinity of open tanks, pipes, or containers carrying
aviation fuel.
3. The smoking lamp shall be out in the vicinity of the aircraft
during fueling or defueling operations.
4. Every effort should be made to minimize the number of personnel
in the vicinity of aircraft during fuel operation.
5. During all fueling operations the use of fueling signals/signal
wands is mandatory by fuel crew personnel.
6. Fueling or defueling of an aircraft supported by jacks is
strictly prohibited.
Created by LTJG KyungNho "TACO" Kim
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107. Afloat Aviation Operations
Page 16 of 41
7. Loading of forward firing ordnance requiring simultaneous and/or
prior electrical connections for loading is not authorized while
fueling of that aircraft is in progress. No other electrical
connections for loading or removal/installation of impulse cartridge
shall be accomplished while fueling. Fuel hoses shall not be positioned
under weapons being loaded/downloaded.
8. When fueling or defueling aircraft, a PQS qualified member of the
Aviation Fuels Division shall be present to ensure all operations are
conducted per applicable instructions.
9. When the JP-5 system is to be operated, the Aviation Fuels
Officer or the Aviation Fuels CPO shall be present and in direct charge.
He is responsible to see that all personnel comply with all existing
instructions and directives and that all necessary safety precautions
are strictly adhered to and that all communications are established and
operable prior to operation of the system.
10.
Fire
fighting
equipment
shall
be
operational
prior
to
refueling/defueling in the hangar deck.
11. Approved Emergency Air Devices shall be provided for each manned
space (number required is subject to maximum manning level per space,
i.e., one per person).
12.
Grounding
wires
for
personnel
shall
be
serialized
and
inventoried daily at sea to minimize the possibility of foreign object
damage (FOD).
2. ELIMINATING SOURCES OF IGNITION
1 Reducing Electrostatic Charges
2 Eliminating Other Sources of Ignition
3. REDUCING OR CONTROLLING VAPOR GENERATION
4. MISCELLANEOUS SAFETY PROCEDURES
5. EXTINGUISHING FIRES
6. MINIMIZING HEALTH HAZARDS
b. Underway replenishment [ref. a]
1. Refer Ship’s SORM.
c. HIFR [ref. c, ch. 6]
1. General : (HIFR) Helicopter in-flight refueling. Refueling a
helicopter from a ship while it hovers over the deck.
2. Helicopter In-Flight Refueling (HIFR) Procedures
HIFR is performed to extend a helicopter’s on-station time. Hot
refueling (refueling on deck while rotors are turning) is preferable to
night HIFR. A minimum of four ships’ crewmen in addition to the LSE are
needed on-deck to conduct an HIFR operation, i.e., one to attend the
refueling station, two to attend the HIFR hose, and one hook-up man.
The following procedures focus on the on-deck duties of the ship’s
refueling crew. Additional information on HIFR operations is contained
in NAVAIR 00-80T-122, Helicopter Procedures for Air Capable Ships, and
the Naval Ship’s Technical Manual Chapter 542.
1. All components of the HIFR rig shall be checked for electrical
continuity in accordance with PMS.
2. The HIFR rig shall be connected to the ship’s aviation
refueling system and pressurized to check for leaks during flushing
operations.
3. The HIFR nozzle shall be attached to the recirculation adapter
and flushed with fuel.
4. During recirculation, a fuel sample shall be taken from the
sampling port on the HIFR Rig.
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 17 of 41
Note: The CCR nozzle provided with the NHC assembly is not provisioned
with a sample port. A sample must be taken from the recirculation
nozzle at the flushing adapter.
5. Recirculation shall be continued until a clear and bright
sample that meets both the 2 mg/l particulates and 5 ppm water limits
is obtained when tested using the CCFD and FWD. A 1-quart sample of
fuel will be retained at the refueling station for delivery to the
helicopter if requested.
6. The system shall be depressurized but full of fuel and the
hose and rig laid out on the deck. To facilitate hose handling in the
helicopter when using the NHC HIFR assembly, the nozzle shall be
attached to the pickup saddle using a snaplink arrangement or a locally
manufactured sling arrangement (reference NAVSEA NHC HIFR assembly
installation manual).
7. The entire area of the ship that is subject to helicopter
rotor wash shall be inspected for the removal of all FOD.
8. All flight deck safety nets (if applicable) and other
obstructions shall be lowered.
9. The helicopter shall approach the ship from the stern, hover
over the HIFR “H” marking, and lower its hoist to the deck of the ship.
Normally a fuel sample bag will be attached to the hoist when it is
lowered.
10. Touch the grounding wand to the helicopter’s hoist and keep
it in touch while placing the fuel sample in the bag.
_ Do not attempt to touch the hoist with the grounding wand until
it has been completely lowered and is sitting on the deck. Dangerous
static charges can be released when the hoist first strikes the deck or
grounding wand.
_ Personnel handling grounding wand must wear appropriate
insulated gloves. During HIFR of an H-53E, the individual manning the
grounding wand shall wear insulated Class III, Type I (26,500 volts)
rubber gloves. This individual shall not tend the fueling hose.
_ Under no circumstances shall the helicopter hoist cable be
secured to any part of the ship.
11. Fuel sample will be hoisted into the helicopter for
inspection.
12. Helicopter crew will again lower the hoist.
13. Allow the hoist to again land on the deck before attempting
to touch the grounding wand to it.
14. Attach the hoist to the HIFR saddle.
15. Aircrew will raise the hoist, connect the nozzle grounding
wire to the aircraft, and connect the nozzle to the aircraft’s HIFR
connection. The helicopter will then move clear of the deck to port,
and descend slightly.
16. Aircrewman will signal refueling crew on deck to commence
fueling using appropriate signals given in NAVAIR 00-80T-113/NAVAIR 0080T-122. Do not pressurize the HIFR hose prior to receiving the
“commence pumping” signal from the aircrewman. A pressurized hose will
prevent hookup between the nozzle and the pressure fueling port and can
result in a fuel spill inside the aircraft cabin.
17. At least two ships’ crewmen shall tend the fueling hose to
prevent excess slack from developing in the hose. It is essential that
no excess strain be placed on the hose since this may actuate the
emergency breakaway device in the NHC HIFR assembly.
Warning: All personnel shall remain clear of the area between the fuel
hose and the port deck edge after the helicopter has received the fuel
Created by LTJG KyungNho "TACO" Kim
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107. Afloat Aviation Operations
Page 18 of 41
hose. If the hose is drawn taut, personnel in this area could be pulled
overboard.
18. When fueling is complete, the crewman shall signal for the
pumping to stop. The helicopter will then be repositioned over the deck
and the HIFR rig will be disconnected and lowered.
19. Restow the refueling hose and HIFR rig.
.9 Discuss the purpose of the Aviation Fuel Quality Surveillance
Program. [ref. c, ch. 3]
1. General
All activities that refuel aircraft shall establish a formal fuel
quality surveillance program. Samples shall be taken from the refueling
nozzle of each aircraft refueling system, vehicle, truck fill stand,
etc., and tested using the CCFD and FWD. Visual inspections shall also
be taken for spot checks. All activities shall record all test results
in a log, along with the date, approximate time, the source (tank,
refueler
filter/separator,
refueling
nozzle,
etc.)
and
other
appropriate information. This shall be done for visual as well as
machine run tests.
Such records shall be used to monitor equipment performance as well
as to provide an audit trail. The following paragraphs establish the
minimum sampling and testing requirements for aviation fuels. They
shall be treated as the minimum requirements and shall not preclude
more frequent or extensive testing should contamination be suspected.
MIL-STD-3004, contains analogous information regarding fuel sampling
and testing requirements. This handbook is produced jointly by the
Defense Energy Support Center and the three Services to provide
instructions and guidance on the handling and testing of fuel within
the Defense Logistics Agency’s supply and distribution system. In the
event of a conflict between the requirements of this NATOPS Manual and
MIL-STD-3004, this NATOPS Manual takes precedence.
.10 Discuss the purpose of the following equipment as it relates to the
Aviation Fuel Quality Surveillance Program:
a. Combined contaminated fuel detector [ref. a; ref. c, ch. 3]
1. (CCFD) Combined contaminated fuel detector: device used to test
fuel for both water and particulate contamination.
2. This instrument is used to analyze the particulate contamination
in a sample of fuel. Currently, the only CFD being procured is the
Combined Contaminated Fuel Detector (CCFD), NSN 6640-01-013-5279, which
includes a built-in FWD Viewer Kit. The regular CFD, NSN 6630-00-7062302, is still available and may be used; kits are available to convert
to a CCFD by adding a FWD portion as part of an upgrade/repair.
Additional materials needed to conduct tests are:
a. Filter Element, Fluid, 0.65 micron — NSN 6630-00-877-3157
b. Filter, Wratten — NSN 6630-00-849-5288.
Note:
Currently
the
only
authorized
(I-level)
conversion/repair
activity is the Ships Intermediate Maintenance Activity (SIMA).
Requests for conversion/repair of CCFD units should be forwarded to
Fuel Regional Repair Center, Norfolk Naval Shipyard, Bldg 171, Shop 97F,
Portsmouth, Virginia, 23709 with work request deficiency documentation
and DD Form 1149 funding documentation for necessary conversion/ repair
parts.
b. ASTM D 2276 gravimetric test method equipment [ref. a] Consists of:
a. Filtration apparatus (glass or stainless steel with proper
grounding and bonding equipment)
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
b.
c.
d.
e.
Page 19 of 41
Vacuum pump
Membrane filters
Sample bottle
Thermal drying oven.
c. In-line sampling/color patch assessment monitor [ref. a]
1. General: See Marine Corps TM 01461B-12&P/1 or Army TM 10-6630240-12&P for stock numbers (NSNs) of items included in the Aviation
Fuel Contaminant Test Kit.
a. Monitor Kit, Fuel Sampling
b. Single Filter Monitor, Millipore
c. Matched Weight Monitor, Millipore
d. Aviation Turbine Fuel Contamination Standards
e. Receiving can or vessel.
d. Viewer kit, free-water detector [ref. a; ref. c, ch. 3]
1. General: Free-Water Detector (FWD), (NSN 6640-00-999-2786). This
instrument is used to determine the free-water content of aviation
fuels. Additional materials needed to conduct tests:
a. Detector Pad, Free Water — (NSN 6640-00- 999-2785)
b. Standard, Free Water — (NSN 6640-00-999- 2784)
Note:
Since
free-water
standards
deteriorate
with
exposure
to
ultraviolet light, the standards shall be changed and dated every 180
days.
e. Aqua-glo water detection kit [ref. c, ch. 15]
* Aqua-Glo Water Detection Kit, Gammon GTP-323 (NSN 6640-01-138-2563)
* Water Detector Pads (NSN 6640-00-235-3820)
f. Density measurement equipment [ref. c, ch. 15]
1. General: Each unit shall have the following API hydrometers in
order to determine the API gravity of the fuel.
1. Hydrometer, Graduate 29 to 41 degree range, JP-5/8, NSN 663000-242-9258
2. Hydrometer, Graduate 39 to 51 degree range, JP-5/8, NSN 663000-245-8376
3. Hydrometer, Graduate 49 to 61 degree range, JP-4 and MOGAS,
NSN 6630-00-245-8377
4. Hydrometer, Graduate 59 to 71 degree range (JP-4 and MOGAS)
NSN 6630-00-245-8374.
g. FSII measurement kit [ref. c, ch. 15]
* Each unit shall have a B/2 Anti-Icing Test Kit or Fuel System
Icing Inhibitor (FSII) Refractometer, NSN 6630-01-165-7133. This device
is used to determine the FSII content of aviation fuels.
.11 Define the term flashpoint in relation to aviation fuel. [ref. d,
sec. 2306; app. G]
1. Flashpoint: The minimum (lowest) temperature at which the vapors
given off from a material will support combustion provided an ignition
source.
2. A flammable material is any solid, liquid, vapor, or gas that will
ignite easily and burn rapidly with a flash point less than 1500oF. A
flammable liquid is defined by the National Fire Protection Association
(NFPA) as a liquid with a flash point below 100oF. Liquids having a
flash point at or above 100oF are combustible liquids. Flammable
liquids are more hazardous than combustible liquids since they can
produce ignitable vapors in the typical shipboard environment without
Created by LTJG KyungNho "TACO" Kim
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107. Afloat Aviation Operations
Page 20 of 41
first being heated. All flammable and combustible liquids pose a danger
to personnel and the ship, particularly those liquids having flash
points below 200F, since hot surfaces up to 200F commonly occur aboard
ship. Never carry flammable or combustible liquids aboard ship in
quantities in excess of that required. Stow flammable and combustible
liquids in approved locations. Dispense flammable and combustible
liquids from shipping containers only into safety cans or other
approved portable containers. Never use flammable or combustible
liquids near a heat source or spark-producing device.
3. Storage Requirements
(1) Store flammable and combustible materials following the
precautions listed in paragraph C2304.
(2) Store flammable and combustible materials separately from
oxidizing materials (i.e., sodium nitrite, calcium hypochlorite,
potassium permanganate, peroxides, and strong inorganic acids (nitric,
hydrochloric, and sulfuric acids)). See appendices C23-C, Hazardous
Material
Compatibility
Storage
Diagram,
and
C23-F,
Incompatible
Materials Chart.
(3) Authorized storage locations for flammable and combustible
materials are limited to the following:
Material
(a) Liquids with flash points below
200 degrees Fahrenheit
Location
Flammable liquids storeroom/ in-use
flammable liquids stowage cabinet
(in-use material only).
NOTES:1. No in-use storage of these materials is allowed in machinery
spaces.
2. In nuclear powered ships, small amounts of isopropyl alcohol (less
than two quarts) may be stowed in a nucleonics room or secondary
chemistry room cabinet.
(b) Solids and semi-solids which Flammable liquids storeroom
readily give off flammable vapors.
(c) Solids which burn with extreme Flammable liquids storeroom/ inrapidity because of self- contained use
flammable
liquids
stowage
oxygen.
cabinet
(d)
Materials
which
ignite Flammable liquids storeroom
spontaneously when exposed to air.
(e) All lubricating oils and petro- Flammable
storeroom/
flammable
leum products with a flash point liquids commercial cabinet (ingreater than or equal to 200 degrees use material only)/Up to 12 Gals.
Fahrenheit
but
less
than1,500 within
a
coaming
capable
of
degrees Fahrenheit.
containing
the
total
amount
stowed (in-use material only)
(f) Store cargo of the type described in (e) above, carried by Cargo
Ships and Oilers in either a cargo hold under fixed HALON_ or CO2 gas
flooding or sprinkler protection or on the weather deck under
protection from the elements. Normally stow used/excess HM aboard
combat logistics force ships, carried for the purpose of easing
used/excess HM stowage requirements of combatants or for retrograding
such material to the continental U.S. (CONUS), on the weather deck
under protection from the elements unless below decks cargo stowage for
this material is available aboard the ship.
(g) Ensure ordinary combustible materials such as rags, paper and wood
are not stowed in flammable stowage areas; however, oily rags should be
stowed in these areas after being placed in suitable containers
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107. Afloat Aviation Operations
Page 21 of 41
(4) Prohibit open flames or spark-producing items in
stowage areas.
(5) Ensure containers are secured with metal banding
approved tie-downs vice nylon, polypropylene or manila line.
flammable
or
other
.12 Discuss the precautions and procedures for hangaring of aircraft
containing fuel other than JP-5. [ref. a; ref. c, ch. 6]
1. If, for any reason, an aircraft containing fuel with a suspected
low flash point must be moved to the hangar deck, fuel samples must be
taken from all low point drains of the aircraft and their flash points
measured. If the flash point of any sample is found to be below 140 _F
but all samples test above 120 _F, the aircraft can be lowered to the
hangar deck with the following precautions:
1. All hangar bay sprinkling groups located in the hangar bay in
which the aircraft are parked shall be operable.
2. An operable MFVU/TAU or other approved firefighting equipment
shall be positioned at a location that will provide coverage of the
affected aircraft. (Air-capables shall provide equivalent coverage as
contained in NAVAIR 00-80R-14.)
3. CONFLAG station located in the hangar bay with the affected
aircraft shall be manned (does not apply to air-capable ships).
4. Hot work shall not be conducted in the hangar bay or in close
proximity to the hangar bay containing the affected aircraft.
.13 Discuss hot refueling procedures. [ref. a; ref. c, chs. 6, 12]
1. Hot Refueling Procedures
The following steps shall be accomplished prior to the aircraft
entering the hot refueling area: Prior to the arrival of aircraft,
ensure that refueling equipment is positioned in the designated hot
refueling area, is manned, and is ready for use.
1. Check for hot brake condition. (plane captain) Hot refueling
shall not be performed if a hot brake condition exists.
Note: Hot brake check is applicable to fixed-wing aircraft only.
2. Recirculate (flush) the station or mobile refueler and take fuel
sample for quality control checks as appropriate. (station operator);
1. Fuel shall be recirculated/flushed through refueling hose and
nozzle and tested for contamination prior to refueling the first
aircraft each day. Fueling shall not begin until acceptable results
have been obtained; e.g., clear and bright with no visible sediment
(see Chapter 9). Failure to provide clean, dry fuel to the aircraft can
adversely affect safety-of-flight.
2. No nozzle samples shall be taken after the aircraft has taxied
into the designated hot refueling area/direct fueling station. Sampling
increases the possibility of a fuel spill.
3. The area shall be policed for FOD.
4. Ground crew shall wear equipment and clothing described in
paragraph 12.5.2, step 5.
5. Certified and qualified personnel shall verify that all ordnance
is safed. Safed is defined as the replacement of any mechanical arming
lever, safety pin, electrical interrupt plug/pin, securing of armament
switches, and/or any appropriate action that renders the particular
ordnance carried as safe.
1. Hot refueling of explosive loaded combat aircraft is
prohibited. Dummy ordnance, practice ordnance containing only flash or
impact signal cartridges, training missiles without live warheads and
motors, internally carried pyrotechnics and SUS charges, aircraftpeculiar cartridge actuated devices, and dearmed internally mounted
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 22 of 41
guns loaded with target practice ammunition are excluded from this
requirement; however, this type of ordnance shall be safed prior to
initiating refueling.
2. Hot refueling of aircraft with hung ordnance of any type is
prohibited.
3. Explosive loaded combat aircraft are not permitted in the fuel
pits.
4. Hot refueling of aircraft with pods/dispensers loaded with
decoy flares is prohibited.
2. Hot Refueling Procedures in the Refueling Area
Once the aircraft has been determined ready for entry into the hot
refueling area, the following steps shall be performed:
1. The aircraft shall be taxied into the hot refueling area in
accordance with local SOPs. The aircraft shall enter the area with the
refueling receptacle on the side of the aircraft nearest the pantograph
or hose. Once properly positioned, the aircraft shall be chocked.
a. Servicing the AV-8B’s water injection system/tank is NOT
authorized in the refueling area.
b. Pantograph must be extended to a sufficient distance for the
emergency dry breakaway device to work properly without the pantograph
interfering with movement of the aircraft.
C. The hose or pantograph shall not pass underneath the aircraft
to reach the SPR receptacle. This will interfere with the operation of
the emergency dry break coupling or may result in the severing of the
hose/pantograph in the event of malfunction or failure of the
aircraft’s landing gear.
d. Crew changes and hot seating shall not be conducted in the
fuel pits.
e. Discontinue refueling immediately if any leaks or spills occur
during the refueling operation.
f. The deadman control operator shall have a direct line-of-sight
to the refueling nozzle operator at the aircraft receptacle whenever
he/she is actuating the deadman control.
g. Aircraft canopy and helicopter side doors (if installed) shall
remain closed during the entire refueling evolution. Aircraft refueling
operations shall be secured if canopy is opened.
h. The engine with the propeller or intake nearest the aircraft
fueling receptacle shall be secured. Deviations are permitted only when
specific aircraft NATOPS states to leave both engines running.
i. Exceptions: Rear cargo doors and/or doors on opposite side of
aircraft from the refueling adapter may be open, provided the refueling
hose is positioned so that it is unlikely fuel sprays from
nozzle/adapter malfunction or hose rupture will enter aircraft
passenger/ cargo/cockpit compartment(s). The AV-8B aircraft may be hot
refueled with the canopy open at the pilot’s discretion when high
temperatures and humidity dictate since the aircraft’s environmental
control system does not operate with weight on wheels.
2. Pilot shall secure all unnecessary electronic and electrical
equipment not required for refueling.
3. Verify that manned firefighting equipment is properly positioned
to the refueling operation. (station operator)
4. Bond the aircraft to the refueling equipment and ground the
aircraft to an earth ground with a resistance to ground value of 10,000
ohm or less. (plane captain)
Note:
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 23 of 41
1. Unlike cold refueling systems, aircraft with engines or APU
running generate additional static electricity that must be bled to
ground.
2. In direct fueling systems, both bonding and grounding are
normally accomplished simultaneously with the attachment of the
refueling nozzle to the aircraft. The nozzle/hose/pantograph system
provides a continuous electrical path between the aircraft and the
fueling equipment that is grounded to Earth.
3. If bonding and grounding are not established in the direct
fueling station through the nozzle/hose/pantograph system, a separate
cable that is both bonded to the fueling equipment and grounded to a
10,000 ohms or less earth ground must be provided. The grounding
receptacle near the aircraft’s refueling adapter should be used; if
this is not possible, connection should be made to bare metal on the
aircraft.
4. When hot refueling from refueling trucks, the truck shall be
connected to an Earth ground of 10,000 ohms or less, and the truck and
the aircraft shall be bonded to each other. If a portable or
permanently
anchored
pantograph
has
been
properly
earthed
and
configured there is electrical continuity between the nozzle and the
pantograph. The truck’s bonding cable shall be attached to this
pantograph.
5. Primary aircraft taxi directors shall be aircraft crew chiefs,
plane captains, trained and qualified squadron personnel, or visiting
aircraft line personnel when hot refueling aircraft at fixed facilities.
5. Pull out the pantograph (or reel out hose) and place in proper
position for refueling. (nozzle operator and station operator)
6. Remove refueling adapter cap from the aircraft and the dust cover
from the SPR nozzle. Inspect the face of the nozzle to ensure it is
clean and verify that the flow control handle is in the fully closed
and locked position. (nozzle operator)
7. (Plane captain/aircrew) Visually inspect the aircraft’s adapter
(receptacle) for any damage or significant wear. If any doubt about the
integrity of the adapter exists, use the adapter go/no-go gauge (NSN
1RW-5220-01-301-9247) or alternate go/no-go gauge (NSN 5220-01-343-1688)
to determine acceptability. A worn or broken adapter can defeat the
safety interlocks of the refueling nozzle permitting the poppet valve
to be in the open position when removed from the SPR adapter and fuel
to spray or spill.
8. Lift nozzle by lifting handles, align the lugs with the slots on
the aircraft adapter and hook up to the aircraft by pressing firmly
onto the adapter and rotating it clockwise to a positive stop. (nozzle
operator)
9. Zero the refueling meter or note the totalizer reading.
10. Upon receiving signals from the nozzle operator/plane captain
that hook-up has been completed and the fueling operation is ready to
begin, station operator actuates the remote, hand-held, deadman control.
1. Deadman controls shall not be blocked open or otherwise
inhibited. This defeats the purpose of the device and can lead to a
catastrophic accident.
2. Once a fueling evolution has commenced, the aircraft’s
electrical power status and connections shall not be changed until
evolution has been completed or refueling has been stopped for an
emergency; e.g., NO aircraft engines or auxiliary power units shall be
started or stopped and external power shall NOT be connected,
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 24 of 41
disconnected, or switched on or off. Changing the aircraft’s electrical
power status can create significant ignition sources.
11. When hose is fully charged, rotate the nozzle flow control
handle to the FULL OPEN position. The handle shall rotate 180 degrees
to ensure that the poppet valve is fully open and locked. (nozzle
operator) The flow control handle of the single point pressure
refueling nozzle shall be placed in either of two locked positions —
fully open or fully closed. The handle is NOT to be used as a flag to
indicate fuel flow. Excessive wear on the aircraft adapter and the fuel
nozzle poppet will result if the handle is allowed to float in the
unlocked position.
12. Once fuel flow has been established, exercise the aircraft’s
precheck system. (qualified personnel) If the aircraft fails pre-check,
the hot refueling operation shall be discontinued immediately
1. The precheck system simulates the completion of refueling by
closing all of the tank shut-off valves within the aircraft. All fuel
flow into the aircraft should stop within a few seconds to 1 minute of
actuating the precheck system. On aircraft equipped with a fuel
indicator, the primary means of detecting successful precheck is by
observing the flow indicator on the aircraft to make sure that it stops.
If the aircraft is not configured with a flow indicator, or if the
aircraft flow indicator is inoperative, the only acceptable means of
determining that precheck has been successful is to watch the fuel
delivery system’s flow counter (flow meter) to ensure that it stops. A
stiffening (or jerking) of the refueling hose or indication of a
fueling pressure spike is not a suitable indication that precheck has
successfully occurred (hose stiffening/jerking and pressure spikes can
occur whenever one or more aircraft fuel tank refueling valves close).
2. Aircraft may be cold refueled if it fails precheck, but
special procedures are required. See appropriate aircraft NATOPS Manual.
This should be done only as an operational necessity.
13. Fuel aircraft as directed by the plane captain. The plane
captain shall monitor aircraft vents, tank pressure gauge(s), and/or
warning lights as necessary.
14. When directed by the plane captain, release deadman control.
15. Rotate the nozzle flow control handle into the OFF and fully
locked position. (nozzle operator and verified by the station operator)
Failure to lock the flow control handle in the OFF position may result
in a fuel spray or spill.
16. Disconnect nozzle from the aircraft adapter. (nozzle operator)
17. Stow the pantograph or hose. (nozzle operator and station
operator)
18. Complete paperwork. (nozzle and station operators)
19. Ensure area is clear of equipment and personnel.
3. Hot Refueling
1. Hot refueling of jet aircraft, helicopters, and turboprop
aircraft shall be accomplished with the permission of the Commanding
Officer or his duly authorized representative, usually the Air Officer
or ACHO. In instances where hot refueling and a pilot switch are being
conducted, the new pilot shall already have been informed of intended
fuel load by his ready room. Aircraft shall be chocked and have the
initial (four-point/six-point) tie down applied.
2. Only aircraft with single-point pressure refueling capabilities
may be “hot” refueled (with engines running). Procedures for each model
aircraft in the Aircraft Refueling Handbook (MIL-HDKB 844 [AS]) shall
be followed. The engine with the propeller or intake nearest the
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 25 of 41
aircraft-fueling receptacle shall be secured. Engines of an aircraft
shall not be started while a fueling hose is connected to the aircraft.
Note: The F-18 Hornet is the only aircraft that can be “hot” refueled
with both engines running.
3. While “hot” refueling, qualified squadron member shall watch his
fuel quantity gauge and control the amount of fuel loaded aboard by
signaling to the fueling crew when to stop the refueling.
4. Qualified squadron personnel are responsible for the proper
alignment of fuel system switches in the cockpit, and thereby control
the refueling process.
.14 Discuss aviation fuels issues, receipts, and reports related to
embarked aircraft and associated organizations. [ref. a]
1. GENERAL
The Aviation Fuels Division (V-4) provides clean and bright aviation
fuel to aircraft and de-fueling services in support of flight
operations and aircraft maintenance. V-4 Division provides additional
services by fueling ships, boats, aircraft handling/salvage support
equipment, emergency boiler, and jet test cell and emergency diesel
generators. The division also provides aviation lubricating oil to
catapults and automotive gas (MOGAS) to all authorized gasolineoperated equipment.
2. Accountability
1. Receipt
Cognizant custodians of subject materials shall submit a written
memorandum to the ship’s Supply Officer immediately after each delivery
stating the quantity received at a specific temperature. Receipts of
petroleum products shall be governed by the following general
regulations.
1. Receipts from Naval Activities
In as much as the quantity of fuel received from other Naval
activities ashore and afloat shall be determined on the basis of the
gauges of the issuing activity, the officer having cognizance of the
fuel to be received shall examine the tanks of the receiving activity
both before and after fueling to ensure that the ship has obtained the
full amount ordered. In cases where it is impractical to check the
gauges of the issuing activity, such as during replenishment at sea,
the quantity invoiced shall be accepted as correct, unless known
discrepancies are resolved with the issuing ship. Receipt of fuel from
Naval sources shall be accepted as conforming to Navy specifications
for the invoiced product. An analysis shall be furnished to the ship
for all bulk fuels received. Samples shall be taken continuously during
receipt.
2. Receipts from Commercial Sources
Receipt of fuels from contractors’ shore tanks, tank cars, or
harbor barges shall be documented by duplicating copies of a test
report made by the contractor. This report shall indicate, in the case
of the heavy fuel oils and diesel fuel oil, the flash point, water
segment, and viscosity of the product being transferred. In the case of
gasoline and other light fuels, the report shall indicate that the
product being delivered conforms to the Navy specifications for the
product.
In
all
cases
where
contractor’s
certification
as
to
conformance to Navy specifications is acceptable, one copy of the test
report shall be sent to the Naval Sea Systems Command (for fuel oil,
diesel fuel oils, motor gasoline, and other light petroleum fuels) or
to the Naval Air Systems Command (for aviation fuels). Representatives
from the company and the cognizant officer shall check receipts of fuel
Created by LTJG KyungNho "TACO" Kim
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107. Afloat Aviation Operations
Page 26 of 41
from commercial installations by gauging of the shore installation
tanks both before and after delivery. The inspection made prior to
delivery shall include inspection of the pipelines to determine whether
they are full or empty, and checking for any valves that may be open to
bypass fuel. Any irregularity such as leaks or open valves shall be
brought to the attention of a representative of the commercial
installation, and delivery shall not commence until the condition is
corrected to the satisfaction of the cognizant officer.
2. Issues
The Aviation Fuels Officer shall submit fuel reports to each
squadron and the Ship’s Supply Officer at least bimonthly for the
amount of aviation fuels issued to each organization.
3. Surveys
The Air Officer shall ensure that surveys are prepared after each
replenishment of aviation fuel, if required, to account for shortages
among invoiced quantities received. Survey or losses resulting from
issue, stripping, or contamination shall be made monthly, as required,
per TYCOM instructions.
1. Surveys resulting from differences in delivering activities’
soundings shall be made as follows:
a. Reverify gallons required prior to underway replenishment
(UNREP).
b.
Re-sound
all
tanks
and
compare
with
soundings
taken
immediately after UNREP.
c. Where questionable difference exists, contact issuing ship,
explain nature of difference, and request corrected figure.
d. In cases where UNREP differences exceed 3 percent of transfer
quantity, and if actions in steps a. and c. above do not reconcile
differences, report the following data (as a minimum) to TYCOM via
Naval message with TYCOM and issuing ship as info addressees.
(1) Subj: JP-5 UNREP difference
(2) Date of UNREP
(3) UNREP ship
(4) Gallons received
(5) Percentages of quantity difference in relation to total
JP-5 onboard after UNREP
(6) Dollar value of difference and document number of
associated survey
(7) Extenuating circumstances if applicable.
2. Surveys resulting from normal stripping, tank cleaning, or
casualties to the aviation fuels systems shall be submitted per current
directives. All surveys submitted shall include a condensed statement
under the cause section as to how the fuel loss occurred. In addition
to normal distribution, forward one copy of all completed surveys to
COMNAVAIRPAC (Code 45), Navy Petroleum Office, and Fleet Aviation
Disbursing Office Center Pacific. (For AIRLANT ships, forward one copy
of all completed surveys to COMNAVAIRLANT (Code 84).
.15 Discuss the responsibilities of the following personnel as related
to catapult and arresting gear operations:
a. Air boss [ref. a]
The Air Officer is directly responsible for all operational,
training, administrative, watch, and equipment repair functions within
the Air Department. He is further responsible for determining the case
launch and/or recovery, the visual control of all aircraft operating in
the carrier control zone, carrier control zone clearing authority and
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 27 of 41
all other duties specified in NAVAIR 00-80T-105 (CV NATOPS) related to
air operations.
b. ACHO [ref. a]
The Aircraft Handling Officer, under the Air Officer ensures the
ship is capable of meeting all mission requirements related to flight
and hangar deck air operations, and in many instances, other
departmental requirements as well. He regulates the number of aircraft
on the flight and hangar deck to execute all evolutions including
cyclic operations, carrier qualifications, vertical and conventional
replenishment, and alert postures. He serves as the Team Leader of the
Air Department Training Team and assists the Air Wing Watch Coordinator
in training personnel for the Aircraft Integrity Watch.
c. Flight Deck Officer [ref. a]
The Flight Deck Officer is responsible for the safe and efficient
movement of aircraft on the flight deck, aircraft security and flight
deck cleanliness. The Flight Deck Officer is responsible for the
training and administration of V-1 Division as well as the overall
material condition of all divisional spaces both internal and external.
He assists the ACHO in the execution of the flight plan.
d. Flight Deck Chief Petty Officer/Leading Petty Officer [ref. a]
e. Aircraft directors [ref. a, ch. 4; ref. c]
f. Recovery director (gear puller) [ref. e, ch. 4]
g. Catapult and Arresting Gear Officer (V-2 Division Officer)
[ref. a; ref. e, ch. 1]
The Catapult and Arresting Gear Officer is responsible for the safe
and efficient operation of the ship’s Aircraft Launch and Recovery
Equipment
(ALRE).
The
Catapult
and
Arresting
Gear
Officer
is
responsible to the Air Officer for the operation, maintenance, and
readiness of the launching and recovery systems. He is overall
responsible for the operation and upkeep of the catapults, arresting
gear, and visual landing aids.
The Catapult and Arresting Gear Officer is responsible for the
overall training of V-2 Division and the training of prospective
Catapult and Arresting Gear Officers. He shall ensure that a complete,
comprehensive, and vigorous training program is implemented. In
addition he shall:
1. Ensure that a complete up-to-date file of all applicable
aircraft launch and recovery bulletins is maintained. Ensure that
current launch and recovery bulletins are maintained at appropriate
launch and recovery watch stations. Review and update list of launch
and recovery bulletins in effect upon receipt of quarterly 0-11
bulletin.
2. Ensure that necessary operational reports and logs are
maintained and submitted in accordance with current directives.
3. Ensure that all predeployment procedures are carried out.
4. Ensure that all launch and recovery procedures are standard
and in accordance with this manual and in compliance with all safety
precautions and directives.
h. Launching Officer [ref. e, ch. 1]
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 28 of 41
The Catapult Officer (Launching Officer) is directly responsible to
the Air Officer via the ACHO for the safe and efficient operation of
the launch equipment and for the performance of the crew during launch
operations. He has the ultimate responsibility for safety in the
launching of all aircraft from the catapults. He shall be thoroughly
familiar with the applicable Aircraft Launching Bulletins, Deck Gear
Accessories Bulletins, and CV NATOPS Manual NAVAIR 00-80T-105. In
addition, he shall be thoroughly familiar with this manual and shall
ensure that all launch procedures are conducted in accordance with this
manual and applicable NAVAIR operating instructions. The Launching
Officer shall ensure strict compliance with all operational safety
precautions. The Catapult Officer (Launching Officer) shall be a
commissioned officer, properly trained and fully qualified to perform
this function.
i. Catapult crew [ref. e, ch. 1]
During launch operations, the Catapult Crew is responsible to the
Catapult Officer for the safe and efficient actions required of their
stations. They shall be thoroughly familiar and comply with the
applicable operating procedures and safety precautions contained in
this manual and NAVAIR operating instructions
j. Recovery Officer [ref. e, ch. 1]
The Arresting Gear Officer (Recovery Officer) is responsible to the
Air Officer via the ACHO for the safe and efficient operation of the
recovery equipment and crew during recovery operations. He shall be
thoroughly familiar with installed recovery equipment, the applicable
Aircraft Recovery Bulletins and the CV NATOPS, and the applicable
portions of this manual and shall maintain a complete file of the
current Aircraft Recovery Bulletins, CV NATOPS, and NAVAIR operating
instructions. The Arresting Gear Officer shall ensure strict compliance
with all operational safety precautions. The Arresting Gear Officer
(Recovery Officer) shall be a commissioned officer, properly trained
and fully qualified to perform this function.
k. Arresting gear crew [ref. e, ch. 1]
During recovery operations, the Arresting Gear Crew is responsible
to the AGO for the safe and efficient actions required of their
stations. They shall be thoroughly familiar with, and comply with, the
applicable operating procedures and safety precautions contained in
this manual and NAVAIR operating instructions.
l. Aircraft Crash and Salvage Officer [ref. a]
The
Aircraft
Crash
and
Salvage
Officer
is
responsible
for
supervising crash crews and fire parties in handling aircraft
emergencies during flight and general quarters, and for ensuring the
readiness of assigned personnel, firefighting, and salvage equipment.
He is also responsible for the overall training of Air Department and
Air Wing personnel in aircraft firefighting and crash and salvage
operations.
.16 Discuss the information provided in the aircraft launching
bulletins for the types of aircraft assigned. [ref. e, ch. 3]
1. Aircraft Launching Bulletin.
A document that gives the approved launching accessories for each
aircraft, optimum pilot technique during the launch, and trim and power
settings for launching.
Created by LTJG KyungNho "TACO" Kim
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107. Afloat Aviation Operations
Page 29 of 41
These bulletins include special instructions to the flight deck crew,
the pilot and the Catapult Officer. It is imperative that all Catapult
Officers and pilots be completely familiar with all applicable
bulletins. Aircraft Launching Bulletins are issued by the Naval Air
Warfare Center to provide launching data for catapult and aircraft,
required aircraft launching accessories, list of effective bulletins,
etc.
Aircraft
launching
data
are
prepared
to
set
forth
uniform
instructions for launching within the performance capability of the
aircraft and the catapults. The minimum take-off airspeed for launching,
as listed in the Aircraft Launching Bulletins is determined by the
Aircraft Test Directorate (Carrier Suitability Branch) of the Naval Air
Warfare Center, while conducting the carrier suitability portion of the
Board of Inspection and Survey (BIS) trials. This minimum take-off
airspeed may be limited by aerodynamic stall; thrust available for
acceleration after launch; loss of aileron, elevator, or rudder control;
time required to rotate to a flying attitude after launch; control
effectiveness and pitching rates in an accelerated stall; overly
stringent pilot techniques required; or stick forces or movement beyond
limits in event of an aircraft systems failure. These data, which
establish the minimum conditions that shall exist prior to the launch
and upon which the launching bulletins are based, enable the
Operational Commanders to know the ultimate capability of the launching
equipment.
Thus, a measure of the safety involved in launches made above
minimum conditions can be effected. To ensure additional safety,
operations should be conducted above the minimum conditions. Ten to 15
knots in excess of minimum take-off airspeed is optimum for bowlaunched aircraft. Fifteen knots is recommended for waist aircraft.
Stored energy nose strut aircraft (F-14) require 15 knots when launched
off catapult four. Launch charts shall be prepared and aircraft may be
launched within this range without any special clearance. However,
should operational requirements that require launching under 10 knots
excess exist, the Commanding Officer shall authorize each launch, and
the pilot shall be advised of the anticipated excess.
The Aircraft Launching Bulletins contain the governing instructions
for launching specified aircraft from specified catapults. An Aircraft
Launching
Bulletin
does
not
authorize
aircraft
launching,
but
delineates the conditions under which the aircraft can be launched when
authorization has been received. Authority to launch and restrictions
for launching the aircraft are contained in the applicable NATOPS
Flight Manuals. Compliance with the provisions of both the Aircraft
Launching Bulletins and the NATOPS Flight Manuals is mandatory for
safety of operations. An activity shall consult both documents prior to
commencing aircraft launches.
2. AIRCRAFT LAUNCHING FAMILIARIZATION
Every Catapult Officer shall know, or have readily available, a
considerable amount of information pertaining to each type of aircraft
to be launched. Much of this information is taken directly from the
Aircraft Launching Bulletin Zero Dash Series (e.g., required trim/flap
settings, maximum off-center spotting distances, maximum permissible
excess airspeeds, and other special instructions). In addition, every
Launching Officer shall be intimately familiar with the peculiarities
and idiosyncrasies of each aircraft type.
Either an experienced Catapult Officer/Catapult Safety Observer, or
qualified squadron personnel shall give a pre-launching familiarization
inspection of each aircraft. Items to be covered should include
Created by LTJG KyungNho "TACO" Kim
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107. Afloat Aviation Operations
Page 30 of 41
position of wing locks, flap and trim positions and indications, access
doors that are most commonly used, ejection seat pins and location of
arming indicators, and other such pertinent information.
Refer to the Aircraft Launching Bulletin No. 0-15 for crosswind
limits, and use the specific aircraft Zero Dash Bulletins for spotting
limits, trim, nose wheel cock limits, and other information.
3. EA-6B
1. Pre-Launch
1. Nose wheel steering is limited. A tag lock disengages the
steering when the nose wheel is turned past 56 Degree from the center
position. Sharp turns shall be avoided. To prevent damage to the nose
gear, the launch bar shall not be in the locked “up” position after the
trail bar is attached to the aircraft.
2. The aircraft is very difficult to push back due to the high
engine RPM at idle. Care should be taken not to over run the “Wye” area.
3. The location of the intakes in relation to the nose strut
makes this aircraft one of the most dangerous in the fleet. If it
becomes necessary to take the plane off the catapult, the Launching
Officer/Catapult Safety Observer shall take positive control of the
buffer aft and the pushback evolution.
4. The launch bar has a tendency to come up prior to tensioning
(See E-2/C-2 pre-launch).
CAUTION: Ensure the launch bar is clear of the shuttle before allowing
the buffer aft sequence to commence. However, the launch bar shall not
be locked in the up position. Buffering with the launch bar locked may
damage the nose gear mechanism.
5. There are several model, external stores, engine, and trim
combinations. Make certain the proper launch bulletin and launch charts
are used.
6. Wing flaps and slats cannot be extended unless the wings are
spread. EA-6B aircraft are susceptible to wing damage when wings are
folded. When spotted aft of the JBDs with aircraft on the catapult
turning up, the EA-6B wings shall be spread.
2. FCF Engine Tests on the Catapult
With the shuttle assembly in the water brakes, lower the aircraft
launch bar in the wye, install the holdback assembly, and taxi the
aircraft forward bottoming the buffer hooks forward. Both engines shall
be turned up to max power. During this time, engines will be tested in
accordance with EA-6B NATOPS. Because the aircraft’s nose gear is not
anchored by the shuttle assembly, the topside petty officer shall stand
at a safe distance and observe the aircraft’s nose gear during engine
testing. In the event the nose tires slide on the deck, or it is
suspected that this has happened, the holdback bar must be examined for
bending before use and must also undergo a standard 100-shot inspection
in accordance with PMS. The release element shall be inspected for any
noticeable bending or disturbance of the paint at the neck-down area.
Any bending or disturbance of paint shall be cause for rejection.
3. Launch
1. The catapult grip locks the nose strut. Pilots should be
briefed to ensure the use of the catapult grip for the entire catapult
stroke. Catapult grip is visible to the Launching Officer when the
aircraft is on the starboard catapult.
2. The pilot is seated in the port side of the cockpit. The
Launching Officer shall vary his position accordingly to ensure all his
signals may be seen by the pilot.
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 31 of 41
3. Avoid standing in a position where the wing tip passes
overhead. Aircraft is equipped with wing-tip speed brakes, which may be
inadvertently actuated on stroke.
4. T-45
Refer to F/A-18, paragraph 4.2.6 for pre-launch and launch procedures.
5. E-2/C-2
1. Pre-Launch
1. The launch bar has a tendency to come up once the aircraft is
in the holdback and prior to tension. Maintaining slight thrust keeps
tension on the system, preventing the launch bar from coming up, and
the requirement for hands or feet to be in the area during tensioning
is eliminated. The launch bar shall not be in the locked-up position
after the holdback has been attached to the aircraft.
2. Never back aircraft with the trail bar in place. The trail bar
may catch in the holdback cleat or bind in the ramp causing damage to
the aircraft and the launching accessories. Never buffer the aircraft
with the launch bar in the locked-up position.
3. After the trail bar has been removed, ensure the launch bar is
locked up prior to backing aircraft on the catapult.
4. On the C-2 aircraft, ensure main gear struts are extended
prior to taking tension. The pilot of C-2 aircraft shall receive the
anticipated end airspeed and flap setting from the Catapult Officer.
5. The E-2/C-2 pilot, upon receipt of the tension-up signal,
shall place the power levers at FLT IDLE and apply 2,500 to 3,500 IHP.
The Catapult Officer/Catapult Safety Observer then receives the
aircraft from the director and ensures that the Topside Safety Petty
Officer is clear of the aircraft and has given the GO signal. The
Catapult Officer then gives the turn-up signal to the aircraft, at
which time, the pilot places the power levers at MAXIMUM POWER. T-56
engine
RPM
decay
or
flameout
can
result
from
ingestion
of
turbojet/turbofan exhaust. E-2/C-2 aircraft shall not be launched from
the waist catapults when turbojet/turbofan aircraft are spotted on or
along the No. 2 catapult, or along the foul deck line forward of the
waist catapults with the aircraft exhaust blowing to the port side.
This includes aircraft in the de-arm area blowing turbojet/turbofan
exhaust to port. These restrictions apply only to exhaust from
turbojet/turbofan aircraft.
2. Launch
Ensure the areas around the prop arcs are clear of any objects,
which may be drawn into the prop arc during engine turn-up or during
catapult stroke.
6. F-14
1. Pre-Launch
1. Flaps/slats cannot be lowered to the take-off position until
the wing is swept fully forward and locked. Flaps should not be
extended more than 5 minutes due to possible outboard spoiler module
malfunction.
2. The F-14 is kneeled in the “wye” area. The hook-up crew should
allow a few seconds before lowering the launch bar to allow the pilot
to check the launch bar malfunction lights in the cockpit.
3. The aircraft shall be armed after kneeling and when properly
configured for flight.
4. The holdback unit shall be kept clear of the aircraft fuselage
until the fully kneeled position is reached.
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 32 of 41
2. F-14A Profiles A and B FCF Checks and F-14B/D RATS Checks on the
Catapult
1. With shuttle assembly in the water brakes, install filler
block, lower aircraft launch bar in wye track area and install holdback.
Taxi aircraft until completion of launch bar tracking (buffer hook
bottomed), both engines shall be turned up to MRT power for a maximum
duration of 30 seconds. During this time, checking of one engine in
accordance with F-14A/B/D NATOPS procedures shall be performed.
2. After completion of checks run on first engine, both engines
shall be turned down to idle power for a JBD cool down period of 30
seconds.
3. After the cool down period, both engines shall again be turned
up to MRT power for a maximum duration of 30 seconds. During this time
checking of the second engine in accordance with F-14A/B/D NATOPS
procedures shall be performed.
4. At completion of the F-14A FCF check or the F-14B/D RATS check,
an additional cool down period of 30 seconds is required prior to
launch of an aircraft.
5. A F-14A profile A or B FCF check or a F-14B/D RATS check shall
be counted as one RRHB release cycle and counted toward 1,400 cycle
RRHB service life. If the aircraft is launched following a F-14A
profile A or B FCF check or a F-14B/D RATS check, another cycle (two
total) shall be counted and logged on the RRHB SRC card and data plate.
6. RRHB removal is not required from the aircraft if it is to be
launched following the F-14A FCF check or F-14B/D RATS check. The F-14
filler block shall remain installed in the forward end of the NGL track,
and all of the RRHB reset indicators shall be observed for proper reset
indications.
3. Launch
1. After any suspend and shuttle aft, the pilot shall be
instructed to raise and hold the launch bar up to allow the shuttle to
be maneuvered forward.
2. The wing is long and low; all personnel should remain outside
the span.
3. When removing the F-14 from the catapult for any reason, the
aircraft should remain kneeled until the holdback has been removed and
is clear of NGL guide track.
CAUTION: Un-kneeling the aircraft while still in the deck ramp assembly
can cause severe damage both to the nose mount and to the catapult
equipment.
4. Restrictions apply to the launching of the F-14 on catapults
with the MK7 JBD. Launching Officers shall ensure that key Air
Department personnel are aware of and comply with these restrictions.
5. The Topside Safety Petty Officer, prior to exiting aircraft,
shall ensure the launch bar is properly seated in the throat of
catapult shuttle spreader. Mis-positioning of the aircraft launch bar
may result in the launch bar separating from the shuttle spreader
during the launch.
7. F/A-18
1. Pre-Launch
1. The launch bar is controlled from the cockpit. Always have the
nose wheel aligned, fore and aft with the aircraft, before giving the
launch-bar down signal. Normally a 4-second delay follows completion of
control wipeout before the pilot gives his final salute.
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 33 of 41
2. The launch bar control shall be in the up position prior to
launching. There is no external indication when the launch bar control
has been selected to the up position.
3. The Aircraft Director shall pass control to the Launching
Officer/Catapult Safety Observer after the Topside Petty Officer has
cleared the aircraft and the raise launch bar signal has been given to
the pilot.
4. If the F-14 filler block was inadvertently left in the NGL
track, using normal idle/approach speed power settings, the F/A-18
launch bar cannot be seated in the spreader throat. If power is
increased to military rated thrust, oleo compression will occur and
possibly permit launch bar seating in spreader. Directors and F/A-18
pilots shall be briefed not to use excessive power settings to attain
launch bar seating in the spreader throat. In the event that F/A-18
launch bar seating in spreader was achieved with the F-14 filler block
installed, aircraft launch with the block is permitted. For an abort
procedure, power shall be reduced to idle, brakes held, and the
Holdback Man can then release the RRHB by inserting a heavy duty
screwdriver and depressing the strain release rod at the manual release
point as shown in Figure 14 of Launching of Accessories Manual (NAVAIR
51-15ABF-1-OM [Launching of Accessories Manual]). Stay clear of
aircraft surfaces as oleo extension may cause abrupt aircraft movement.
8. S-3
1. Pre-Launch
1. The launch bar, which is controlled from the cockpit, will not
always drop to the deck when lowered. This is caused by a slight
misalignment of the nose wheel, causing the launch bar to strike the
top of the two guide forks. It is possible to damage the aircraft if
the launch bar is allowed to drop outside the guide forks. Always have
the nose wheel aligned, fore and aft with the aircraft, before giving
the launch-bar down signal. Do not allow the aircraft to taxi with the
launch bar outside the guide forks.
2. The launch bar control shall be in the up position prior to
launching. There is no external indication when the launch bar control
has been selected to the up position.
3. The Aircraft Director shall pass control to the Launching
Officer/Catapult Safety Observer after the Topside Petty Officer has
cleared the aircraft and the raise launch bar signal has been given to
the pilot.
4. After turn-up, catapult crewmen shall exit forward toward the
nose gear prior to moving away from the aircraft.
2. PREPARATION FOR LAUNCH
1. Pre-Operational Inspection
1. Qualified catapult officers shall ensure that the catapults
and associated launch equipment pre-operational inspections and noloads are conducted and completed in accordance with the current NAVAIR
operational manual and PMS requirements.
2. At the time, the Catapult and Arresting Gear Officer or his
designated representative shall inform the Aircraft Handling Officer
and the Air Officer that subject inspections are completed in
accordance with OPNAVINST 4790.15 and give the current status of all
equipment under his cognizance.
2. No-Loads
1. No-loads shall be fired in accordance with current PMS:
a. In conjunction with preoperational inspections
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
b.
After
repairs
have
Page 34 of 41
been
completed
on
the
catapult
control
system
c. Upon completion of repairs following a hangfire, two no-loads
shall be fired.
d. As required by NAVAIR pubs following maintenance of hydraulic
system and steam operated pressure switches.
2. A qualified no-load launching officer shall be on deck or in
the ICCS and shall be responsible for enforcing safety precautions
during no-loads firing. As in all phases of catapult operations, the
catapult shall not be fired unless every precautionary step has been
taken to ensure a maximum margin of safety. Catapults shall not be
fired between any of the landing gear of any single aircraft, under
drop tanks or ordnance. Extreme care shall be taken if no-loads are
fired in the vicinity of any aircraft (including helicopters on the
waist).
3. If the catapult track is clear of aircraft and its entire
length clearly visible, the following procedures shall apply:
a. All members of the crew not actually engaged in firing the
catapult shall man a safety line running the length of the catapult
track to prevent injury to unsuspecting personnel. Catapult personnel
manning shot line shall stand a safe distance from catapult track.
b. The words, “STAND CLEAR OF NUMBER ___ CATAPULT ON THE
BOW/WAIST WHILE FIRING NO-LOADS” shall be passed over the 5MC prior to
each shot. A no-load shall not be fired until such warning has been
given over the 5MC.
c. The man actually giving the “fire” signals calls out, “WATCH
THE TRACK” prior to each shot. This phrase shall be repeated down the
line for the complete length of the catapult with the acknowledgement
of a thumbs-up given by the individual standing at the forward end of
the track. The spreader shall be removed while firing no-loads in port
or at anchorage.
d. No one shall be permitted to approach the catapult or step
across the track while the shuttle is in “battery” position.
e. Ensure the area forward of the catapult is clear prior to
firing all no-loads.
f. All personnel not in V-2 Division shall be removed from the
area of the catapult track and catwalks. Plane captains and squadron
maintenance personnel shall be cleared away from and off of aircraft
spotted in the vicinity of the catapult.
g. No aircraft shall be moved in the area of the catapult being
tested.
h. Personnel shall be stationed in the catwalk, near access
ladders and light lockers, to prevent unsuspecting personnel from
coming into the firing area.
i. If the flight deck noise level is such that the human voice is
inadequate to maintain positive safe control, a sound megaphone or
other means of communication shall be used.
.17 Discuss the Catapult Officer's final check procedures prior to
giving the signal to fire the catapult. [ref. e, ch. 3]
1. Prior to taking control of the aircraft, the Catapult Officer shall:
a. Observe a green rotating beacon.
b. Check the wind and crosswind conditions.
c. Verify CSV setting.
d. Check off-center distance and aircraft alignment.
e. Check nose wheel cock.
f. Observe deck pitch.
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 35 of 41
g. Ensure JBDs are raised and all personnel are clear of aircraft,
jet exhaust, or prop wash.
h. Check wing and tail locks.
i. Check appropriate flap, slat, and trim settings.
j. Ensure applicable canopies closed and locked.
k. Ensure landing gear, ejection seat, and ordnance safety pins are
removed.
l. Ensure access panels are secured.
m. Observe thumbs up (day) or steady vertical white stubby wand
(night) from TSPO.
.18 Identify the catapult control stations that can suspend the
catapult sequence of operations. [ref. e, ch. 3]
1. SUSPEND (ICCS)
1. Signals and Procedures
1. Any time prior to the FIRE pushbutton being depressed, the
launch may be aborted by initiating a catapult SUSPEND. The Catapult
Officer, upon observing a SUSPEND condition or being notified of a
catapult SUSPEND situation, shall initiate the SUSPEND procedure by
immediately depressing the catapult SUSPEND pushbutton. Any flight deck
crewman who detects any reason for aborting the launch may suspend the
catapult launch by immediately giving the SUSPEND signal.
2. Any time a SUSPEND is initiated, it shall be carried out to
completion. This includes untensioning of the aircraft, reduction of
aircraft power to idle, and moving the shuttle forward of the launch
bar.
3. The Catapult Safety Observer shall, upon observing a SUSPEND
signal, or the flashing red deckedge SUSPEND light, give the SUSPEND
signal immediately followed by the SHUTTLE AFT/UNTENSION signal.
4. Upon observing the SHUTTLE AFT/UNTENSION signal, the Catapult
Officer shall depress the MANEUVER AFT pushbutton.
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.
Note: For F-14 aircraft, the Catapult Safety Observer shall signal the
pilot to raise launch bar after signaling SHUTTLE AFT.
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.
8. The Catapult Officer, upon observing the SHUTTLE FORWARD
signal, shall depress the BRIDLE TENSION pushbutton.
9. Once the shuttle is forward of the launch bar or the bridle falls
free of the aircraft, the Catapult Safety Observer shall step in front
of the aircraft and give the THROTTLE BACK signal to the pilot.
Catapult crewmen shall not approach the aircraft until the shuttle is
forward of the launch bar and the pilot has retarded his throttle to
idle. 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
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 36 of 41
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.
10. When the catapult is safe, the cause of the SUSPEND shall be
determined prior to resuming catapult operation.
11. 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.
.19 Discuss ILARTS and its purpose. [ref. a]
1. (ILARTS): Integrated launch and recovery television system.
System that simultaneously monitors and records aircraft recoveries
and launches aboard aircraft carriers, during both day and night
operations. This system also provides the LSO with information on the
lineup of aircraft during recovery and is used as debriefing medium for
pilots and for detailed accident analysis.
2. Composition.
1. Camera installation and coverage
a. Centerline
b. Island
c. Catapult surveillance camera
2. Utilization
a. Playback
(1) Starts 10 minutes after recovery
(2) Played twice if time permits
b. If you missed the playback of your approach or desire
additional ILARTS playbacks, arrangements with the V-2 Division Officer
can be made.
(1) Do not handicap the operator in his performance of his
duties by calling ILARTS room.
(2) Coordinate with the V-2 Division Officer for playback
after flight operations.
.20 Discuss the procedures involved in rigging the barricade. [ref. a;
ref. e, ch. 4]
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.
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
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 37 of 41
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.
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.”
7. 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.
8. Disengage both barricade stanchion latches.
9. 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.
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:
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 38 of 41
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.
107.21 Discuss the MOVLAS and its operation. [ref. a]
1. (MOVLAS) Manually Operated Visual Landing Aid System.
A backup system, should the FLOLS/IFLOLS become inoperable. The Mk 2
Mod 2 land-based MOVLAS is compatible with the Mk 8 FLOLS, or may be
used independently. Refer to the shipboard MOVLAS discussion in Chapter
4 for further information concerning the MOVLAS system. READ 80T-104
backup shipboard visual landing aid system that is used when the
primary optical system (IFLOLS) is inoperable, when stabilization
limits are exceeded, or for pilot/LSO training. The system presents
glide slope information in the same visual form presented by the IFLOLS
system. There are three installation stations aboard ship.
The range/rate of MOVLAS MK1 Mod2 indications does not accurately
represent that of the IFLOLS and may affect the pilot’s perception of
glide slope.
STATION 1: Installation is immediately in front of the IFLOLS and
utilizes the IFLOLS wave off, datum, and cut light displays.
STATION 2: Installation is completely independent of the IFLOLS.
Because of cable resistance, it must be located on the port side not
less than 75 feet nor more than 100 feet aft of the IFLOLS assembly.
STATION 3: Installation is mounted on a base assembly located on
the flight deck on the starboard side. The approximate position is aft
of the island and outboard of the safe parking line. The exact location
can be determined by the air officer, LSO, or other cognizant personnel
(i.e., CAFSUs). Utilization of this position may require on-deck
aircraft movement.
2. MOVLAS Construction.
The light box contains 23 vertically mounted lights that provide the
meatball display. A set of perforated doors may be latched open or
closed in front of the unit. When closed, the light intensity is
decreased to approximately 3.5 percent of that with the shutters open.
This doubles the range of light intensity control available from the
power controller box and ensures adequate intensity range for day and
night use. The bottom six lamps are red to provide coloring similar to
the IFLOLS low cell (they do not flash). Two toggle switches mounted on
the LSO controller disable the lower and uppermost three lamps. With
either switch in the disabled position, the controlling LSO can
indicate to the pilot a glide slope position beyond the limits of the
normal IFLOLS system (i.e., ball off the top/bottom of the lens).
Note: Air wing policy should determine the position of the upper lamp
enable switch. The lower lamp enable switch shall remain in the Enabled
On position at all times.
For MOVLAS stations 2 and 3, a datum box unit is mounted on each
side of the light box and contains five separate datum lamps, four wave
off lamps, and one cut lamp. The single perforated door is used to
increase the range of intensity control for the wave off and cut lights.
Perforated doors are used for all lamps which are not continuously
lighted to ensure sufficient line voltage across the filaments to light
the lamp instantly.
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 39 of 41
The LSO controller is located at the LSO workstation. A handle on
the controller enables the LSO to select the position of the meatball.
The pickle switch is attached to the end of the controller handle. As
the handle on the LSO controller is moved up or down, it lights three
or four consecutive lamps in the light box, thus providing an LSO
controlled meatball. Detents are located at the horizontal or centered
ball position and near the bottom just prior to the red ball going off
the bottom.
Independent
controls
are
provided
for
intensity adjustment of
the
datum
and
source
lights, with a combined
control for the cut and
wave off lights. When
activated,
wave
off
lights flash at a rate
of 90 times a minute.
Because the controller
detents
proved
inadequate
in
use,
MOVLAS Service Change No.
13
added
a
repeater
light box to the system.
The
repeater
monitors
every other light on the
light box and allows the
LSO to visually monitor
the glide slope he is
presenting to the pilot
while
facing
the
approaching
aircraft
(Service
Change No. 13 also added
the disable switch to
the
uppermost three lamps).
A
separate
MOVLAS
repeater
is
also
integrated into the left side of the LSO HUD console. A small panel
opens behind which there is a mirror that reflects the MOVLAS repeater
image to the LSO. Additional information about MOVLAS may be found in
NAVAIR 51-40ACA-3 (Mk 2 Mod 2 land based MOVLAS) or NAVAIR 5l-40ACA-2
(Mk 1 Mod 2 shipboard MOVLAS).
3. Rigging the MOVLAS
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.
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 :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.
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 40 of 41
_The MOVLAS portable components shall be stored within the ship’s
structure on starboard side to preclude damage from aircraft crash or
fire on the flight deck 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.
.22 Discuss foul deck procedures. [ref. a]
To minimize the possibility of an aircraft landing on a foul deck,
the following procedures are mandatory.
1. The lens (and at night, the landing area lights) shall never be
turned on without the express permission of the air officer.
2. Except for the purpose of conducting tests, neither the lens nor
the landing area lights shall be turned on until the controlling LSO
establishes positive communications with the air officer.
3. The wave off lights shall be continuously activated anytime the
lens or landing area lights are turned on and the LSO is not on the
platform.
4. Aircraft shall be permitted to conduct practice CCA approaches,
including PALS approaches. When the OLS is on and deck lights (night
only) are on, PriFly and the LSO platform shall be manned by qualified
personnel. Both stations will have communications with the aircraft;
assigned minimums shall be no lower than 200 feet and one-half mile.
With OLS and deck lights (night only) off, the LSO platform need not be
manned. CCA shall not assign minimums lower than 500 feet and 1 mile.
In all cases, CCA will issue, “This is a practice approach to a low
approach only. Upon reaching (minimums), execute wave off.”
5. To avoid unnecessary delay in recovering the first aircraft, the
lens and/or landing area lights may sometimes be turned on a short time
before the ship is completely ready to commence recoveries. When this
is done, the LSO shall wave off approaching aircraft at a distance of
one-half 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 shall keep PriFly advised as to the type and position of
the nearest aircraft.
7. Combat and CATCC must keep PriFly informed of any aircraft known
or suspected to have radio failure.
8. After calling “ball,” if no verbal/visual acknowledgment of
positive control by the LSO is received, the pilot shall execute his
own wave off early enough to clear the landing area by 100 feet above
flight deck level. The deck is foul when any of the following
conditions exist:
1. The red rotating beacon is on.
2. Personnel, aircraft, support equipment, or loose gear
are in the landing area.
3. Arresting gear engines are not properly set and in
battery.
4. There is a known or suspected malfunction of recovery
equipment.
5. After each touch and go, arrestment, bolter, or wave off.
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan
107. Afloat Aviation Operations
Page 41 of 41
Note: During night operations when the deck is open, but momentarily
foul, the landing deck lights will remain on and foul deck wave off
will be controlled by the LSO. During night operations, green wands
shall be used only by those air department personnel authorized to
launch aircraft or signal a clear deck.
.4 Discuss the purpose of the Material Obligation Validation (MOV)
program. [ref. d, ch. 2]
[d] COMNAVSURFLANT/COMNAVSURFPACINST 4400.1H, Surface Force Supply
Procedures
SNAP NAVCOM 2155.
Reconciliation of the RPPO and the
SUADAPS stores.
Contains Julian date, serial #, nomenclature,
and running balance.
Validates or not all requisitions still
outstanding in supply.
Prevents tying up / loss of $, improves
validity, accountability
For both External – DTO & Internal – stock, choices are:
1. Still valid
2. Cancelled – No longer valid
3. Received but has not been recorded as received.
Created by LTJG KyungNho "TACO" Kim
Reviewed by LT Mark Logan