113 SQUADRON OPERATIONS FUNDAMENTALS
113. SQUADRON OPERATIONS FUNDAMENTALS
References:
[a] OPNAVINST 3120.32C, Standard Organization and Regulations Manual of the U.S. Navy (SORM)
[b] NAVAIR 00-80T-105, CV NATOPS Manual
[c] NAVAIR 00-80T-103, Conventional Weapons Handling Procedures Manual (Ashore)
[d] OPNAVINST 4790.2H, Naval Aviation Maintenance Program (NAMP), Vol. I
[e] NAVAIR 00-80T-114, Air Traffic Control Facilities NATOPS Manual
[f] OPNAVINST 3140.24E, Warnings and Conditions of Readiness Concerning Hazardous or Destructive Weather Phenomena
[g] NWP 10-1-11 (Rev. A), Status of Resources and Training (SORTS)
[h] NAVAIR 00-80T-106, LHA/LHD/MCS NATOPS Manual
[i] Local Directives and Standard Operating Procedures
[j] NAVAIR 00-80T-104, NATOPS Landing Signal Officer Manual
[k] NAVEDTRA 14014, Airman
.1 Identify the departments within a squadron and their responsibilities
* Self explanatory
.2 Discuss the interaction between the maintenance department and operations
* Self explanatory
.3 Discuss the purpose and components of the flight schedule and CV/CVN air plan
* To obtain maximum efficiency from personnel and equipment, carrier air operations must be precisely scheduled in every respect. Air operations and strike operations are the coordinating and scheduling agencies for all flight operations. The strike operations officer will collect all required flight information for preparation of the daily air plan that will be submitted to the operations officer via the air operations officer, for approval and signature.
In order for strike operations to prepare an air plan that is within the capabilities of the air wing and all supporting activities, the following must be reported on a regular basis:
1. An up-to-date inventory of aviation ordnance on board and available for the next day’s operation.
2. The status of all embarked aircraft. This report shall be delivered to the bridge, flag bridge, flag operations, air operations, and the air department. In addition to current aircraft status, the report should include expected changes in status and test flight requirements for the following day.
3. Air intelligence information concerning the next day’s operation.
Normally, the air plan will be distributed on the evening before the scheduled operations. When the air plan is delayed, the strike operations watch officer shall provide advance information to allow preparations for the first flights. As a minimum, air ops, flight deck control, PriFly, the air department duty officer, all ready rooms, CVIC, the ship’s ordnance handling officer, and CDC shall be advised of the following:
1. Launch times
2. Mission
3. Flight composition
4. Fuel requirements
5. Ordnance loading.
The air plan shall include the following:
1. Event number
2. Launch time
3. Recovery time
4. Mission
5. Number and model of aircraft, including spares
6. Squadron and radio call
7. Total sorties
8. Sunrise, sunset, moonrise, moonset, phase
9. Date
10. Fuel
11. Alert aircraft
12. Logistics aircraft
13. Tactical frequencies
14. Notes as required. Notes shall include the following:
a. EMCON/ZIP LIP conditions
b. Ready deck schedule
c. Any other information required including restrictions or hazards to flight. Upon receipt of the daily air plan, each squadron shall prepare and distribute its flight schedule as required. This schedule shall designate pilots, radio calls, and the mission for each flight assigned.
.4 Discuss the purpose and components of the ordnance load plan
Strike [ref. b, chs. 2, 6]
* Operations shall prepare an ordnance load plan that will be utilized as a supplement to the air plan for aircraft ordnance loads. No changes will be made to the ordnance load plan without approval by the strike operations officer. It is the responsibility of the aircraft handling officer to ensure strict conformance to the ordnance load plan.
.5 Discuss the significant events of your IDRC plan
* Inter Deployment Readiness Cycle
* Deck Cert, C2X, TESTA, JTFEX. Not going into detail on this one, those of us that were here for the work ups should be able to discuss.
.6 Discuss the purpose of the monthly SORTS report
* The correct reference is the NTTP 1-03.3 (Rev. A) Status of Resources and Training System Joint Report-Navy (SORTSREPNV).
* The monthly SORTS report is the principle report within the U.S. Navy for use by designated Navy, Military Sealift Command (MSC) and U.S. Coast Guard units to provide identification and general status data to the National Command Authorities (NCA) the Joint Chiefs of Staff (JCS), the Chief of Naval Operations (CNO), fleet commanders in chief (CINCPACFLEET, CINCLANTFLEET, and CINCUSNAVEUR), and other operational fleet commanders. Basically it provides unit general status to maintain the currency of the Navy Status of Forces (NSOF) data base within the Navy Command and Control System (NCCS).
.7 Discuss the purpose and location of the weapons loading downloading area
* Combat Aircraft Loading Area (CALA): Any area specifically designated for aircraft loading or unloading of combat configured munitions.
* loading/downloading area: That designated area in which replenishment of airborne weapons or stores and other armament items on or in an aircraft is conducted. When handling weapons in this area, all fuzes and initiators shall remain safe and all gun chambers clear
.8 Discuss the following operational terminology
a. Hot refueling: An operational evolution where an aircraft is refueled while the engine(s) is (are) operating.
b. Hot Seating: An operational evolution where the pilot/crew of an aircraft is changed while the engine(s) is (are) operating and the aircraft is to be immediately relaunched.
* Additional info for Hot Seat
(1) For hot seat evolutions, a new Aircraft Inspection and Acceptance Record (OPNAV 4790/141) will be initiated. As a minimum, "Hot Seat" shall be entered in Block 8, and the new pilot-in-command shall review the ADB and sign Block 11. Performance of these actions will signify a physical continuation for flight of an inspected, serviced, and certified aircraft with a change in pilot or crew and adherence to hot seat servicing and inspection minimums. The debarking pilot shall sign Block 10.
(2) Turnaround inspections are not required for aircraft participating in hot seating evolutions. Only those items pertaining to the refueling shall be required for aircraft participating in hot refueling evolutions when the aircraft is to be immediately relaunched. All applicable NATOPS checklists shall be complied with during such ground periods. When servicing or minor maintenance is performed during such ground periods, only those portions of turnaround inspections applicable to that servicing or maintenance need to be performed, as directed by Maintenance Control. This is not intended to limit commands from exercising their prerogative of performing inspections they deem necessary. Inspection/servicing intervals shall not be exceeded during successive evolutions.
c. Case I, II and III weather conditions
* Weather in the carrier control zone is the most prominent factor affecting the type of departure and/or recovery. There are three types of departure and recovery operations, which are referred to as Case I, Case II, and Case III. The air officer, unless otherwise specified by higher authority, determines what case launch and/or recovery will be exercised using the following weather minimums:
Case I: When it is anticipated that flights will not encounter instrument conditions during daytime departures, recoveries, and the ceiling and visibility in the carrier control zone are no lower than 3,000 feet and 5 nm respectively.
Case II: When it is anticipated that flights may encounter instrument conditions during a daytime departure or recovery, and the ceiling and visibility in the carrier control zone are no lower than 1,000 feet and 5 nm respectively.
Case III: When it is anticipated that flights will encounter instrument conditions during a departure or recovery because the ceiling or visibility in the carrier control zone are lower than 1,000 feet and 5 nm respectively; or a nighttime departure or recovery (one half hour after sunset and one-half hour before sunrise).
.9 Discuss the aircraft alert condition for
a. Fixed wing operations
Condition I. The aircraft shall be spotted on the catapult or in a position affording a clear route to the catapult. Unless otherwise directed by the aircraft handling officer, the aircraft shall be secured with initial (four--point/six--point) tiedown. All necessary starting equipment shall be plugged in and a director, starting crewman, plane captain, arm/dearm crew, and required plane handlers shall stand by the aircraft. The aircraft’s crew shall be ready for flight in all aspects, with parachutes, safety belts, shoulder harnesses, radio leads, or other personal equipment attached and adjusted as in flight. The catapult crew shall be on station and alert. Launching accessories shall be on deck ready for immediate use. When ordered by competent authority, the air officer will pass the order over the flight deck announcing system to launch the Condition I aircraft. Aircraft, flight deck, arm/dearm, and catapult crews shall, without awaiting further instructions, go through the normal start and prelaunch procedures. The LSO shall man the platform and the recovery equipment controller shall have all recovery equipment manned. As preparations are made for the launch, the air officer will relay wind information to the launching officer and an initial vector, if available, to the pilot. He shall obtain permission from the bridge to launch and, when all conditions are satisfactory, shall turn on the green rotating beacon, clearing the catapult officer to launch.
Condition II. All provisions for Condition I apply, except that flight crews are not required in the aircraft. They shall, however, be on the flight deck near their aircraft or inside the island structure at the flight deck level.
Condition III. Flight crews shall be in full flight gear, briefed, and standing by the ready rooms. Starting equipment shall be immediately available, and flight deck and catapult crews shall be standing by near their stations.
Condition IV. This is similar to Condition III except that minor maintenance may be performed on the aircraft if no delay in launch is involved.
b. Helicopter operations
Condition I. The aircraft shall be spotted for immediate launch. It shall be headed into the relative wind, with rotor blades spread, starting equipment plugged in, and a LSE, starting crewman, plane captain, and required plane handlers standing by. Unless otherwise directed by the aircraft handling officer, at least four tiedowns shall be attached to the aircraft. The flight crew shall be ready for launch in all respects, with all personnel equipment attached and adjusted as in flight. When the air officer passes the word to stand by to launch the Condition I helicopter(s), engines shall be started without further instructions; however, rotor engagement and launch shall be positively controlled by PriFly.
Condition II. The same conditions apply as for Condition I, except that flight crews shall stand by in the ready rooms.
Condition III. Main rotor blades may be folded and the aircraft need not be in position for immediate launch; however, it must be parked so as to allow direct access to a suitable launch spot. A towbar shall be attached to the aircraft and a specific LSE, tractor driver, handling crew, and starting crewman shall be designated and assigned to each helicopter. These personnel must be thoroughly briefed so that when the order is given to prepare to launch, the aircraft can be safely and expeditiously moved into position and readied for launch. Flight crews should be briefed for the launch and be standing by in a designated location.
Condition IV. This is similar to Condition III except that minor maintenance may be performed on the aircraft if no delay in launch is involved.
Alert 5 Condition I
Alert 15 Condition II Alert SAR helicopter in Condition II may be folded
provided the primary SAR helicopter is airborne.
Alert 30 Condition III
Alert 60 Condition IV
.10 Discuss the requirements and procedures to operate vehicles or self propelled SE on an airfield
* Indoctrination Course for Operators: Commanding Officers shall establish an airfield vehicle operator’s indoctrination course. Organizations with airfield vehicle operators shall ensure operators attend and successfully complete the course initially upon assignment and annually thereafter. Attendance of the course shall be documented and maintained by the course manager.
* Local Airfield Rules: Local rules shall be established which minimize vehicle traffic on movement areas. Unnecessary vehicular traffic on the airfield is a safety hazard, which requires constant evaluation to develop alternative measures such as use of perimeter roads.
* Movement Areas: All vehicles operating on movement areas, shall be radio equipped or be escorted by radio-equipped vehicles. Vehicle painting, markings, and lighting shall be in compliance with FAA Advisory Circular 150/5210-5 (series). Vehicles shall receive a specific clearance from the control tower prior to operating on runways and designated helicopter landing areas. Light signals shall not be used for controlling vehicles except when the control tower experiences an outage of radio equipment.
* Other Than Airport Vehicles. All vehicles not regularly used on the airfield shall carry a flag 3 feet square attached to a staff and flying above the vehicle or be equipped with an amber rotating beacon whenever operations on aircraft operating areas are necessary. Flags shall consist of a checkered pattern of international orange and white squares not less than 1 foot on each side.
.11 What are the restrictions to maintenance in the following weather conditions
a. Thunderstorm condition I
Destructive winds accompanying the phenomena indicated are imminent or are occurring. Associated lightning/ thunder, torrential rain, hail, severe downbursts, and sudden wind shift are possible. Take immediate safety precaution and shelter
b. Thunderstorm condition II
Destructive winds accompanying the phenomena indicated are expected in the general area within 6 hours. Associated lightning/ thunder, torrential rain, hail, severe downbursts, and sudden wind shift are possible. Take precaution that will permit establishment of an appropriate state of readiness on short notice.
* Co shall use all available weather information to avoid or minimize loss and damage due to destructive weather phenomena.
.12 Discuss the responsibilities of the LSO
* The landing signal officer’s primary responsibility is the safe and expeditious recovery of non-V/STOL fixed-wing aircraft aboard ship. The employment of high-performance aircraft and the necessity for all weather operations have placed ever increasing demands on the LSO’s skill and judgment. Through training and experience, he is capable of correlating factors of wind, weather, aircraft capabilities, ship configuration, pilot experience, etc., in order to provide optimum control and assistance in aircraft landings. The LSO is also directly responsible for training pilots in carrier landing techniques. In this regard, he must constantly monitor pilot performance, schedule and conduct necessary ground training, counsel and debrief individual pilots, and certify their carrier readiness and qualification. The pilot and LSO form a professional and disciplined team, both ashore and afloat. The LSO strives to develop the pilot’s confidence, judgment, maximum effort, technical proficiency, and personal interest. The pilot must rely on the LSO’s experience and ability to prepare him for optimum effectiveness as a carrier pilot.
** LSO Designation Category.
1. Field LSO reflects the individual’s ability to satisfactorily control one or more specific type aircraft during FCLP. Further, he is considered qualified to maintain and interpret LSO logs and records of FCLP periods conducted for the purpose of making recommendations to the commanding officer regarding extension or revocation of pilot currency for CV landings.
2. Squadron LSO reflects the individual’s ability to satisfactorily control one or more type aircraft at the field and aboard ship in day and night conditions and satisfactorily operate the MOVLAS (day). It is the responsibility of the air wing staff LSO to recommend the squadron LSO designation.
3. Wing LSO reflects an individual’s ability to control a majority of the air wing aircraft at the field and aboard ship in day/night, all weather and deck conditions without assistance, as well as an ability to function as an LSO watch team supervisor and satisfactorily recover aircraft aboard ships utilizing MOVLAS. Designation as a wing LSO shall be required prior to assignment to an air wing staff LSO billet. It is the responsibility of the air wing staff LSO to recommend the designation as wing LSO.
** LSO SENIORITY
* LSO seniority will be determined by level of LSO designation, with LSO School OIC, TYCOM LSOs, and CNATRA LSO being the highest level of designation, followed by staff LSO, wing LSO, and squadron LSO in that order. In FRS and training command squadrons only, the training LSO designation shall be used to determine LSO seniority, regardless of squadron or wing designation. In situations involving two or more individuals with the same level of designation, seniority of designation date will determine LSO seniority unless modified by the CNAF, Air Wing Commander, or Commanding Officer. All LSOs within the air wing are operationally subordinate to the air wing staff LSO.
. 13 Explain the term bingo
* An order to proceed and land at the field specified, utilizing a bingo profile. Aircraft is considered to be in an emergency/fuel critical situation. Bearing, distance, and destination shall be provided.
.14 State the mission of air operations
a. Afloat: Air Ops mission is to coordinate all matters pertaining to air operations including the proper functioning of CATTC. (Ref b, Glossary, pg.19). From Ref e, para 11.1.2.1, Air Operations has overall responsibility and makes real-time decisions necessary for safe and efficient aircraft launch and recovery. These decisions are coordinated with the air wing commander and other aircraft carrier personnel.
b. Ashore: Air Ops- Ref e. Page 1-1, para 1.1 Provides for the safe, orderly and expeditious movement of air traffic. It includes aircraft movements on the airport surface and within airspace where control jurisdiction has been delegated.
.15 Discuss CATCC flight quarter stations preliminary procedures
* Carrier air traffic control center (CATCC) is comprised of two interdependent work centers, Air Operations (AirOps) and Carrier Controlled Approach (CCA). It is the centralized agency responsible for the status keeping of all carrier air operations and control of all airborne aircraft under the operations officer’s cognizance except those being controlled by CDC and the air officer.
* Preliminary Procedures—CATCC. One and one-half hours before scheduled flight operations, CATCC shall be manned and the following check off list executed, commensurate with the EMCON plan in effect. Immediately report all discrepancies for appropriate action and advise the operations officer and commanding officer if equipment failure will affect air operations.
1. Check all radio/intercom and sound powered equipment including proper patch panel setup. Check frequency assignment.
2. Check all CCA/Air Ops equipment and NAVAIDS for proper operation.
3. Ensure proper magnetic variation is set in TACAN and CATCC DAIR.
4. Update CATCC DAIR video maps and fixed data stores as required. Check ship’s position for accuracy.
5. Synchronize clocks using GPS time hack.
6. Establish communications with shore activities on INMARSAT, POTS, or ATCOMas applicable. Refer to OPNAVINST 3710.7 series.
7. Obtain weather and upper winds for the operating area and shore stations within aircraft range. Advise meteorology of any special requirements for weather information during the day. Ensure ship’s weather observation will be taken at least each 30 minutes during flight operations.
8. Advise the operations officer, bridge, and flag plot if aircraft availability will seriously limit scheduled air operations.
9. Obtain launch and recovery PIM and check its relation to warning areas and controlled airspace. Coordinate potential conflicts with shore activities/FACSFAC. Ensure hot areas are posted and briefed. Brief any potential conflicts with the bridge and CDC.
10. Check daily message traffic (overhead message and COD PIM, flight plans for fly off aircraft, OPAREA synopsis, etc.) that will affect flight operations.
11. Check the air plan for changes and notify stations concerned.
12. Obtain card of the day.
13. Check all status boards for accuracy and completeness of information.
14. Obtain divert field information, including NOTAMS, weather and airfield availability.
15. Brief with air operations officer for special requirements.
.16 What information is included in CATCC prelaunch brief
* BRIEFING: It is the responsibility of squadron or unit commanders to ensure all flight crews have been properly briefed and have sufficient information to complete the assigned mission. Briefing check off lists shall be used as required by applicable aircraft NATOPS flight manuals. Each briefing must include EMCON procedures, if applicable, and procedures to be followed in the event of communication or NAVAID failure. Air ops shall provide the following prelaunch briefing information 2-1/2 hours prior to each event:
1. Launch and recovery times
2. Launch and recovery PIM
3. NAVAID status and frequencies
4. Ship’s weather
5. Weather at bingo fields and en route
6. Emergency data
a. Bearing and distance to nearest land
b. Bearing and distance to nearest suitable landing field
c. NAVAIDs, frequencies, and facilities atnearest field
d. Ready carrier-call, frequencies, NAVAIDs,and PIM
e. Expected final bearing
f. Emergency marshal fixes/altitudes/approach times.
7. Air traffic control data
a. Departure/rendezvous radials
b. Departure frequency and IFF/SIF mode and code
c. Special procedures for ZIP LIP/EMCON conditions (
8. Any restrictions or hazards to flight
9. Pertinent information not included in the air plan.
* CATCC shall provide to all aircraft not embarked in the ship, but engaged in any support operations (COD, VOD, etc.) that require them to recover aboard and launch again, all applicable items in the CATCC provided briefing information listed above.
.17 Discuss the three different control procedures utilized by CATCC
3.4.1.1 CATCC.
1. Primary control of ship-shore air traffic control
administrative frequencies
2. Primary control of assigned CCA frequencies
3. Secondary control of aircraft guard frequencies
4. Secondary control of land/launch frequencies
5. Secondary control of air tactical frequencies.
.18 Briefly describe the different case recovery procedures and the associated weather minimums
* CASE I: This approach may be utilized when it can be anticipated that flights will not encounter instrument conditions at any time during the descent, break, and final approach. A ceiling of 3,000 feet and 5 miles visibility within the carrier control zone is required. The flight leader retains full responsibility for proper navigation and separation from other aircraft. All returning flights will check in with marshal control when entering the carrier control area or as soon as they are released by another controlling agency. Marshal control shall acknowledge the check-in and provide the following information:
1. Case recovery
2. Expected BRC
3. Altimeter
4. Expected “Charlie” time (if other than briefed).
Aircraft shall normally be switched to tower control at 10 nm after reporting the ship in sight (“see you”).
* CASE II: This approach shall be utilized when weather conditions are such that the flight may encounter instrument conditions during the descent, but visual conditions of at least 1,000 feet ceiling and 5 miles visibility exist at the ship. Positive control shall be utilized until the pilot is inside 10 nm and reports the ship in sight. During Case II recoveries, CATCC shall be manned and prepared to assume control of a Case III recovery in the event weather conditions deteriorate. The maximum number of aircraft in the landing pattern is limited to six.
Note: Case II recoveries shall not be conducted concurrently with Case III departures. Should doubt exist regarding the ability to maintain VMC, Case III recoveries shall be utilized. Penetrations in actual instrument conditions by formation flights of more than two aircraft are not authorized. Flight leaders shall follow Case III approach procedures outside of 10 nm. When within 10 nm with the ship in sight, flights will be shifted to tower control and proceed as in Case I. If the flight does not have the ship in sight at 10 nm, the flight may descend to not less than 800 feet. If a flight does not have the ship in sight at 5 miles, both aircraft shall be vectored into the bolter/wave off pattern and action taken to conduct a Case III recovery for the remaining flights.
Note: Weather conditions permitting, helicopters may be assigned Case I procedures concurrently with Case II and III fixed-wing aircraft operations.
* 5.4 CASE III: This approach shall be utilized whenever existing weather at the ship is below Case II minimums and during all flight operations conducted between one-half hour after sunset and one-half hour before sunrise except as modified by the OTC or carrier commanding officer. Night/IMC Case III recoveries shall be made with single aircraft. Section approaches will be approved only when an emergency situation exists. Formation penetrations/ approaches by dissimilar aircraft shall not be attempted except in extreme circumstances where no safer options are available to effect a recovery.
Note: Case III recoveries may be conducted concurrently with Case I and II launches. At night during VMC conditions, helicopters may be cleared to the starboard holding pattern. The same airspeed and spacing restrictions will apply as in day VMC.
.19 Describe the different components and capabilities of the precision approach and landing system
* ICLS approach: Instrument Carrier Landing System. A precision approach in which precise and continuous position error and range information from the ILM and TACAN is displayed in an aircraft enabling a manually controlled precision approach to appropriate minimums.
* Precision approach and landing system (PALS): A system consisting of shipboard and aircraft components for all weather recovery of carrier-based aircraft.
* OLS: Optical landing system.
.20 Discuss the function of the following branches of an ATC facility
a. Flight planning branch
* Function: The Flight Planning Branch provides for flight guard, receiving and processing inbound and outbound flight information, and providing for planning, receiving, and processing flight plans.
* Application: Functions and responsibilities are applicable to ATCFs that provide flight planning assistance to aircrews.
b. Control tower branch
* Function: The function of the control tower is to issue clearances and information to aircraft and vehicular traffic operating on runways, taxiways, and other designated areas of the airfield and to aircraft operating in assigned airspace areas. Airborne traffic controlled by the tower includes both VFR and IFR traffic released to local control jurisdiction. Manual (nonradar) approach control services may also be provided from the control tower. Functions and responsibilities are applicable to air traffic control facilities which provide control tower services. Operating positions in accordance with FAAO 7110.65 may be added, deleted, combined, or integrated as necessary to meet local requirements.
c. Radar branch
* Functions: is to provide radar ATC services to IFR and VFR air traffic within assigned airspace. The scope of radar services provided will vary according to equipment installed and the delegated airspace. The functions and responsibilities set forth in this chapter are applicable to ATCFs that provide radar ATC services, regardless of equipment installation or configuration. However, operating positions in accordance with FAAO 7110.65 may be added, deleted, combined or integrated as necessary to meet local requirements.
.21 Discuss ATC facility procedures regarding accidents and incidents
* ATC Procedures Following an Accident / Incident: Following an aircraft accident or incident, ATCF supervisory personnel shall notify appropriate personnel designated in local directives; request and obtain weather observation; and cause the removal and safeguarding of any tapes that are, or may be, pertinent to the accident or incident unless relieved of this responsibility by proper authority. Statements shall be obtained from controller and supervisory personnel involved. These statements are in support of administrative action and may not be made the basis of subsequent legal or disciplinary proceedings unless provisions of Article 31 of the UCMJ have been observed (see Appendices F and G). The operating characteristics and equipment condition shall be examined by technically qualified personnel who were not on duty at the time of the accident/incident to determine whether equipment could have been a contributing factor. Prior to this examination, no equipment alterations or adjustments shall be made on equipment which might have contributed to the incident without consent of the ATCFO.
.22 Discuss ATC operational errors / deviations and reporting procedures
* Deviation: Operational errors involving failure of equipment, personnel, procedures, or other system components, individually or in combination, which result in a deviation from established ATC standards.
* AIR TRAFFIC CONTROL HAZARDS (OPERATIONAL ERRORS/DEVIATIONS): The ATCFO, in order to maintain an effective ATC facility organization, must identify any and all deficiencies and take appropriate corrective action.
1. Severe Air Traffic Control Hazard (Operational Error). A severe air traffic control hazard is an occurrence attributable to an element of the air traffic system that:
1. Results in less than the applicable separation minimal between two or more aircraft, or between an aircraft and terrain or obstacles, as required by FAA 7110.65 and supplemental instructions.
Obstacles include vehicles/ equipment/personnel on runways; or
2. Aircraft lands or departs on a runway closed to aircraft operations after receiving air traffic authorization.
2. Routine Air Traffic Control Hazard (Operational Deviation): A routine air traffic control hazard is a controlled occurrence where applicable minimal separation, but:
1. Less than the applicable separation minima existed between an aircraft and protected airspace without prior approval.
2. An aircraft penetrated airspace that was delegated to another position of operation or another facility without prior coordination and approval.
3. An aircraft penetrated airspace that was delegated to another position of operation or another facility at an altitude or route contrary to the altitude or route requested and approved in direct coordination or as specified in a letter of agreement, precoordination, or internal procedure.
4. An aircraft, vehicle, equipment, or personnel encroached upon a landing area that was delegated to another position of operation without prior coordination and approval.
3. Reporting Air Traffic Control Hazards: The reporting of air traffic control hazards is an element of the Naval Aviation Safety Program. Reporting requirements and format are contained in OPNAVINST
.23 Describe the duties and responsibilities of following personnel
a. ATCF Officer
1. Maintaining liaison with and providing briefings to the FAA, OPAREA users and other interested commands.
2. Reviewing air and surface training areas established within the OPAREAs, making recommendations for changes to improve utilization and/or safety as appropriate.
3. Assisting in the planning of OPAREA and FACSFAC service requirements for exercises.
4. Reviewing and evaluating command participation in SAR/MEDEVAC/HUMEVAC related incidents and making recommendations for improvement.
b. Leading Chief (ATC LCPO): The ATC LCPO shall be a graduate of an ACA1 or equivalent DOD or DOT air traffic controller course, successfully complete the FAA Airmen’s Written Test (AWT) and possess an ATCS certificate (FAA Form 7220-1). The ATC LCPO function is to assist the ATCFO in administration, supervision, and training of assigned personnel. Duties, responsibilities, and authority include the following:
1. Coordinating assignment and supervision of enlisted personnel within the ATCF.
2. Preparing and promulgating appropriate military and professional matters pertaining to the ATCF.
3. Providing assistance and making recommendations to the ATCFO concerning improvement of spaces, procedures, working conditions, and welfare and morale of enlisted personnel.
4. Providing input to the ATCFO with regard to changes to and interpretation of manpower documents.
5. Assigning operating initials to newly reported personnel.
6. Acts as the ATCFO in the absence of the ATCF officer
c. Branch Chief: Standard branch organization of ATC facilities and individual billet descriptions pertaining to each operating position are delineated in separate chapters. Branch chief billets are established as a part of facility management and are not to be construed as a part of the facility standard watch organization.
d. Facility Watch Supervisor (FWS): Each facility shall have an FWS designated by the commanding officer on duty at the facility at all times during hours of operation. The FWS shall be qualified on all operating positions within the facility. The FWS shall be responsible to the commanding officer or his designated representative for operational performance of the watch crew on duty. At the discretion of the facility officer, the duties of the FWS may be combined with those of a branch supervisor, but should not normally be assigned to a control position. Duties, responsibilities, and authority include the following:
Note: When a facility has been officially authorized to operate periodically in reduced ATC service mode; i.e., a Class IV facility providing only airport traffic control services, the FWS position qualification requirements are correspondingly reduced to include only those positions of operation applicable to the facility in reduced mode. Commanding officer designation of the “Special Category FWS” is also required.
1. Assuring an equipment checkout is performed at the beginning of each shift, reporting any malfunction of equipment to electronics maintenance, and any derogation of essential services to appropriate agencies. Assures proper crew briefing and an orderly watch turnover.
2. Preparation of the operating position assignments for those personnel under his supervision.
3. Assuring position currency and accomplishment and documentation of training.
4. Assuring use of proper control procedures and techniques by assigned personnel; assuring effective coordination within the facility and between facilities; and assuring corrective action is taken whenever control deficiencies are found.
5. Receiving complaints from pilots, adjacent facilities, and the general public regarding services or procedures provided by the facility and accumulation of initial data for forwarding to the ATCF officer.
6. Accumulation and initial documentation of accident and incident records and forwarding such records to the ATCF officer promptly. In the absence of the ATCF officer, AATCF officer, or leading chief, the FWS shall make the necessary accident and incident notification as required by local directives.
7. Checking and signing daily facility logs and forwarding them to the appropriate branch chief.
8. Physical security.
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