107 AFLOAT AVIATION OPERATIONS FUNDAMENTALS
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 types and their special aircraft handling characteristics. [ref. a]
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.
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 F-14 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.
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 ALQ-100 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.
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/A-18C/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.
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 E-2/C-2 propellers. There is not enough room between propeller and fuselage for personnel to pass. Serious injury or death may occur if E-2/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, three-phase, 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.
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 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.
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.
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
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 two-helicopter 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]
.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 (IWO)/Night Handler |1 |Air Wing/ Air Department |
|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, FOD-free 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]
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
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 gasoline-operated equipment.
.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)
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 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.
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.
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 00-80T-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 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 6630-00-706-2302, 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)
b. Vacuum pump
c. Membrane filters
d. Sample bottle
e. 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 10-6630-240-12&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 6630-00-242-9258
2. Hydrometer, Graduate 39 to 51 degree range, JP-5/8, NSN 6630-00-245-8376
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 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 |Location |
|(a) Liquids with flash points below 200 degrees Fahrenheit |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 readily give off flammable vapors. |Flammable liquids storeroom |
|(c) Solids which burn with extreme rapidity because of self- |Flammable liquids storeroom/ in-use flammable liquids stowage |
|contained oxygen. |cabinet |
|(d) Materials which ignite spontaneously when exposed to air. |Flammable liquids storeroom |
|(e) All lubricating oils and petro-leum products with a flash point |Flammable storeroom/ flammable liquids commercial cabinet |
|greater than or equal to 200 degrees Fahrenheit but less than1,500 |(in-use material only)/Up to 12 Gals. within a coaming capable|
|degrees Fahrenheit. |of 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 |
(4) Prohibit open flames or spark-producing items in flammable stowage areas.
(5) Ensure containers are secured with metal banding or other approved tie-downs vice nylon, polypropylene or manila line.
.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, aircraft-peculiar cartridge actuated devices, and dearmed internally mounted 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:
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, 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 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 gasoline-operated 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 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 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]
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.
These bulletins include special instructions to the flight deck crew, the pilot and the Catapult Officer. It is imperative that all Catapult Officers and pilots be completely familiar with all applicable bulletins. Aircraft Launching Bulletins are issued by the Naval Air Warfare Center to provide launching data for catapult and aircraft, required aircraft launching accessories, list of effective bulletins, etc.
Aircraft launching data are prepared to set forth uniform instructions for launching within the performance capability of the aircraft and the catapults. The minimum take-off airspeed for launching, as listed in the Aircraft Launching Bulletins is determined by the Aircraft Test Directorate (Carrier Suitability Branch) of the Naval Air Warfare Center, while conducting the carrier suitability portion of the Board of Inspection and Survey (BIS) trials. This minimum take-off airspeed may be limited by aerodynamic stall; thrust available for acceleration after launch; loss of aileron, elevator, or rudder control; time required to rotate to a flying attitude after launch; control effectiveness and pitching rates in an accelerated stall; overly stringent pilot techniques required; or stick forces or movement beyond limits in event of an aircraft systems failure. These data, which establish the minimum conditions that shall exist prior to the launch and upon which the launching bulletins are based, enable the Operational Commanders to know the ultimate capability of the launching equipment.
Thus, a measure of the safety involved in launches made above minimum conditions can be effected. To ensure additional safety, operations should be conducted above the minimum conditions. Ten to 15 knots in excess of minimum take-off airspeed is optimum for bow-launched aircraft. Fifteen knots is recommended for waist aircraft. 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 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.
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.
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.
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 no-loads 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
b. After repairs have been completed on the catapult control system
c. Upon completion of repairs following a hangfire, two no-loads shall be fired.
d. As required by NAVAIR pubs following maintenance of hydraulic system and steam operated pressure switches.
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.
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 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 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:
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.
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.
_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.
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.
-----------------------
STA 21
STA 5
STA 11
STA 13
STA 19
STA 17
STA 9
STA 7
................
................
In order to avoid copyright disputes, this page is only a partial summary.
To fulfill the demand for quickly locating and searching documents.
It is intelligent file search solution for home and business.
Related searches
- fundamentals of healthcare finance pdf
- fundamentals of financial management 14th
- fundamentals of financial management pdf
- fundamentals of financial management ebook
- fundamentals of financial management 15th
- fundamentals of financial management bri
- fundamentals of financial management brigham
- fundamentals of financial management e
- fundamentals of financial management solutions
- fundamentals of financial management exam
- fundamentals of management pdf
- snhu 107 mission statement