NAVAIR 00 80T 105 CV NATOPS Manual

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NAVAIR 00-80T-105

CV
NATOPS MANUAL
THIS PUBLICATION SUPERSEDES NAVAIR 00-80T-105 DATED
1 MAY 2007.

DISTRIBUTION STATEMENT C — Distribution authorized to U.S. Government Agencies and their
contractors to protect publications required for official use or for administrative or operational purposes
only, effective (31 July 2009). Other requests for the document shall be referred to
COMNAVAIRSYSCOM, ATTN: NATOPS Officer, Code 4.0P, 22244 Cedar Point Rd, BLDG 460,
Patuxent River, MD 20670−1163
DESTRUCTION NOTICE — For unclassified, limited documents, destroy by any method that will
prevent disclosure of contents or reconstruction of the document.

ISSUED BY AUTHORITY OF THE CHIEF OF NAVAL OPERATIONS AND
UNDER THE DIRECTION OF THE COMMANDER,
NAVAL AIR SYSTEMS COMMAND.

12

0800LP1097835

1 (Reverse Blank)

31 JULY 2009

NAVAIR 00-80T-105

DEPARTMENT OF THE NAVY
NAVAL AIR SYSTEMS COMMAND
RADM WILLIAM A. MOFFETT BUILDING
47123 BUSE ROAD, BLDG 2272
PATUXENT RIVER, MD 20670-1547
31 July 2009

LETTER OF PROMULGATION
1. The Naval Air Training and Operating Procedures Standardization (NATOPS) Program is a
positive approach toward improving combat readiness and achieving a substantial reduction in the
aircraft mishap rate. Standardization, based on professional knowledge and experience, provides the
basis for development of an efficient and sound operational procedure. The standardization program
is not planned to stifle individual initiative, but rather to aid the Commanding Officer in increasing
the unit’s combat potential without reducing command prestige or responsibility.
2. This manual standardizes ground and flight procedures but does not include tactical doctrine.
Compliance with the stipulated manual requirements and procedures is mandatory except as
authorized herein. In order to remain effective, NATOPS must be dynamic and stimulate rather than
suppress individual thinking. Since aviation is a continuing, progressive profession, it is both
desirable and necessary that new ideas and new techniques be expeditiously evaluated and
incorporated if proven to be sound. To this end, Commanding Officers of aviation units are
authorized to modify procedures contained herein, in accordance with the waiver provisions
established by OPNAV Instruction 3710.7, for the purpose of assessing new ideas prior to initiating
recommendations for permanent changes. This manual is prepared and kept current by the users in
order to achieve maximum readiness and safety in the most efficient and economical manner. Should
conflict exist between the training and operating procedures found in this manual and those found
in other publications, this manual will govern.
3. Checklists and other pertinent extracts from this publication necessary to normal operations and
training should be made and carried for use in naval aircraft.
4. Per NAVAIRINST 13034.1 series, this flight clearance product provides NAVAIR airworthiness
certification subsequent to design engineering review. It does not authorize aircraft system modification, nor does it satisfy NAVAIR requirements for configuration management. Refer to
OPNAVINST 4790.2 series for policy guidance on configuration management and modification authority.

D. E. GADDIS
Rear Admiral, United States Navy
By direction of
Commander, Naval Air Systems Command
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ORIGINAL

NAVAIR 00-80T-105

INTERIM CHANGE SUMMARY

The following Interim Changes have been cancelled or previously incorporated into this manual.
INTERIM
CHANGE
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New Appendix B Revised Helicopter Operational Issues, and New Appendix C for Misc Helo
Launch & Recovery Wind Envelopes

34

H−60 Wind Envelope Revisions

35

H-1/H-53 Wind Envelope Revisions

36

Delete References to Decommissioned Carrier USS Kitty Hawk (CV63)

Interim Changes Outstanding — To be maintained by the custodian of this manual.
INTERIM
CHANGE
NUMBER(S)

ORIGINATOR/DATE
(or DATE/TIME GROUP)

PAGES
AFFECTED

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NAVAIR 00-80T-105

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Change No. and
Date of Change

Date of
Entry

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NAVAIR 00-80T-105
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3-1 thru 3-9 (Reverse Blank)
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5-1 thru 5-30
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7-1 thru 7-18
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ORIGINAL

NAVAIR 00-80T-105

CV NATOPS Manual
CONTENTS
Page
No.

CHAPTER 1 — INTRODUCTION
1.1

PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.2

SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.3

THE CONTENTS OF THIS PUBLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.4

OTHER RELEVANT PUBLICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.5
1.5.1
1.5.2
1.5.3
1.5.4

RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NATOPS Advisory Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NATOPS Cognizant Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NATOPS Model Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Commanding Officers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.6

TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

1.7

WAIVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

1-3
1-3
1-3
1-3
1-3

CHAPTER 2 — PREDEPLOYMENT
2.1

TRAINING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

2.2

ADDITIONAL REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

2.3
2.3.1
2.3.2
2.3.3
2.3.4
2.3.5

PREDEPLOYMENT LECTURE SYLLABUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
All Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Plane Captains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maintenance Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Crewmembers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ordnance Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2-2
2-2
2-2
2-2
2-2
2-3

CHAPTER 3 — PREPARING FOR FLIGHT OPERATIONS
3.1
3.1.1

THE AIR PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
The Ordnance Load Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2

3.2
3.2.1
3.2.2
3.2.3

FLIGHT QUARTER STATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aqueous Film Forming Foam (AFFF) System and Mobile Firefighting Equipment . . . . .
Preliminary Procedures — CATCC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Preliminary Procedures — Air Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11

3-2
3-2
3-3
3-3

ORIGINAL

NAVAIR 00-80T-105
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No.
3.3

BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7

3.4
3.4.1

FLIGHT PLANS AND ADVISORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Close Proximity Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8

3.5

CHANGES IN PILOT OR AIRCRAFT ASSIGNMENTS . . . . . . . . . . . . . . . . . . . . . . . . 3-8

3.6

AIR TRANSFER OFFICER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8

3.7

PASSENGER TRANSFERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9

CHAPTER 4 — AIR TRAFFIC CONTROL DOCTRINE
4.1
4.1.1
4.1.2
4.1.3
4.1.4
4.1.5
4.1.6
4.1.7

RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operations Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Operations Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Landing Signal Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Landing Signalman Enlisted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pilots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Combat Direction Center Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2
4.2.1
4.2.2

CONTROL CRITERIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Degrees of Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Electronic Emission Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3

4.3
4.3.1
4.3.2

SEPARATION CRITERIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
Lateral Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
Vertical Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5

4.4
4.4.1
4.4.2
4.4.3
4.4.4

COMMUNICATION CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control of Radio Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Voice Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Recording of Radio Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Communication Security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.5
4.5.1
4.5.2

EMERGENCY CONTROL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Initial Control Responsibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Basic Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6

4.6
4.6.1
4.6.2
4.6.3
4.6.4

PLANE GUARD HELICOPTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Plane Guard Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Search and Rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ORIGINAL

12

4-1
4-1
4-1
4-1
4-1
4-1
4-2
4-2

4-5
4-5
4-5
4-6
4-6

4-7
4-7
4-7
4-7
4-7

NAVAIR 00-80T-105
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No.

CHAPTER 5 — LAUNCHING AIRCRAFT
5.1
5.1.1
5.1.2

PRELAUNCH PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Manning Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
COD/VOD Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2

5.2
5.2.1
5.2.2
5.2.3
5.2.4

LAUNCHING FIXED-WING AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Start and Turnup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Final Preparations for Launch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Catapult Launching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.3
5.3.1
5.3.2

ICCS CATAPULT LAUNCH PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
ICCS Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
ICCS Catapult Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14

5.4

MODE I LAUNCHING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15

5.5

NON-ICCS CATAPULT LAUNCH PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15

5.6

DECK LAUNCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18

5.7
5.7.1
5.7.2
5.7.3

LAUNCHING HELICOPTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Helicopter Launch Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Helicopter Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Recommended Deck Lighting Configuration for Helicopter NVD
Aided Takeoff and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.8
5.8.1
5.8.2

RESCUE HELICOPTER OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-22
Rescue Helicopter Launching Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-22
Rescue Helicopter Mission Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23

5.9
5.9.1
5.9.2

DOWNED AND STANDBY AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
Downed Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
Standby Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23

5.10

RESPOT FORWARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24

5.11
5.11.1
5.11.2

EMERGENCY AFTER LAUNCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
Visual Meteorological Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
Night/Instrument Meteorological Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24

5.12
5.12.1
5.12.2

ALERT AIRCRAFT REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
Fixed Wing Condition Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25
Condition Helicopters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25
13

5-2
5-2
5-3
5-4
5-5

5-19
5-19
5-20
5-22

ORIGINAL

NAVAIR 00-80T-105
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No.
5.13
5.13.1
5.13.2
5.13.3
5.13.4

CONTROL OF DEPARTING AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Departure Radials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Departure Communication Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fixed-Wing Departures/Rendezvous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Helicopter Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5-26
5-27
5-27
5-28
5-30

CHAPTER 6 — RECOVERING AIRCRAFT
6.1
6.1.1
6.1.2
6.1.3

ARRIVAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Entering the Carrier Control Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Arrival Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Transient Helicopters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6-1
6-1
6-1
6-1

6.2
6.2.1
6.2.2
6.2.3
6.2.4
6.2.5
6.2.6
6.2.7

CASE I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Jet/Turboprop Aircraft Port Holding/Spin Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COD Aircraft Starboard Holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Helicopters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VFR Day Fixed Wing Carrier Landing Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Voice Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ZIP LIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6-1
6-2
6-2
6-3
6-3
6-5
6-5
6-5

6.3

CASE II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5

6.4
6.4.1
6.4.2
6.4.3
6.4.4
6.4.5
6.4.6
6.4.7
6.4.8
6.4.9
6.4.10
6.4.11
6.4.12
6.4.13

CASE III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Marshal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Marshal Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Departing Marshal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Initial Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Frequency/IFF/SIF Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Instrument Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Missed Approach/Waveoff/Bolter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Delta Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Night EMCON Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Communication or NAVAID Failure During Approach . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
Radar Handoff Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Voice Communication Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20

6.5
6.5.2
6.5.3
6.5.4

RECOVERING FIXED-WING AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Deck Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Special Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Control of the Landing Pattern (VMC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ORIGINAL

14

6-21
6-23
6-23
6-25

NAVAIR 00-80T-105
Page
No.
6.6
6.6.1
6.6.2
6.6.3
6.6.4

RECOVERING HELICOPTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Recovery Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NVD Equipment Aided Approaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Recommended Deck Lighting Configuration for Helicopter NVD
Aided Takeoff and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Special Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6-26
6-26
6-27

6.7
6.7.1
6.7.2

SPECIAL PROCEDURES FOR CARRIER QUALIFICATION LANDING . . . . . . . . . 6-29
Fixed-Wing Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-29
Helicopters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30

6.8
6.8.1
6.8.2

EMERGENCY LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31
Fixed-Wing Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31
Helicopters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31

6.9
6.9.1
6.9.2

6-31
6-31

6.9.3
6.9.4
6.9.5

EMERGENCY SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Visual Signals to Ship From Aircraft With Radio Failure . . . . . . . . . . . . . . . . . . . . . . . .
Visual Signals to Aircraft From Ship Under EMCON
or Lost Communication Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Carrier Pattern Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Day Communication Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Night Communication Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.10
6.10.1
6.10.2
6.10.3
6.10.4
6.10.5

TANKER OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Recovery Tanker Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rendezvous Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Recovery Tanking Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Recovery (Case III) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Transfer and Dump Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6-32
6-32
6-39
6-39
6-39
6-40

6.11

DIVERSION OF AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-40

6-28
6-28

6-31
6-32
6-32
6-32

CHAPTER 7 — AIRCRAFT AND WEAPONS HANDLING PROCEDURES
7.1

GENERAL REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1

7.2

BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1

7.3

MAINTENANCE LIAISON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1

7.4

EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2

7.5
7.5.1
7.5.2
7.5.3
7.5.4

MOVEMENT OF AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Elevator Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Report of Damage to Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aircraft Security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ILARTS Special Events Coverage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15

7-2
7-6
7-7
7-7
7-8

ORIGINAL

NAVAIR 00-80T-105
Page
No.
7.6

VERTICAL REPLENISHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8

7.7
7.7.1
7.7.2

FUELING AND DEFUELING AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Fueling and Defueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Hot Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9

7.8
7.8.1
7.8.2
7.8.3
7.8.4
7.8.5
7.8.6
7.8.7
7.8.8
7.8.9
7.8.10
7.8.11

WEAPON HANDLING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Weapon Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Weapon Movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Weapon Loading/Downloading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Arming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Intent to Launch Weapons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hung/Unexpended Weapons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dearming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maintenance on Loaded Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Abort/Strikedown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Helicopter Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7-10
7-10
7-11
7-12
7-13
7-14
7-15
7-15
7-17
7-17
7-18
7-18

APPENDIX A — WEAPONS LOADING/STRIKEDOWN/DOWNLOADING
AND RECOVERY GUIDE
A.1

PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1

APPENDIX B — CARRIER FLIGHT DECK HELICOPTER OPERATING SPOTS
B.1

PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1

APPENDIX C — CVN HELICOPTER LAUNCH AND RECOVERY WIND /,0,7$7,216
C.1

PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-1

C.2

LAUNCH AND RECOVERY WIND ENVELOPE FEATURES . . . . . . . . . . . . . . . . . . . C-1

C.3

WIND LIMIT ORIENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-2

C.4

OTHER SOURCES OF HELICOPTER WIND ENVELOPES . . . . . . . . . . . . . . . . . . . . . C-2

C.5

USE OF NOTES IN WIND ENVELOPES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-2

C.6

QUESTIONS AND COMMENTS ON WIND ENVELOPES . . . . . . . . . . . . . . . . . . . . . . C-2

INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INDEX-1
ORIGINAL

16

NAVAIR 00-80T-105

LIST OF ILLUSTRATIONS
Page
No.

CHAPTER 3 — PREPARING FOR FLIGHT OPERATIONS
Figure 3-1.
Figure 3-2.

Authorized Flight Quarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Standard Signal Wands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6

CHAPTER 4 — AIR TRAFFIC CONTROL DOCTRINE
Figure 4-1.
Figure 4-2.
Figure 4-3.
Figure 4-4.

Basic Emergency Procedures for Communication/Navigational Equipment Failure . . . . . 4-8
Lost Communication Emergency Squawks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Helicopter Restrictions During Fixed-Wing Launch/Recovery . . . . . . . . . . . . . . . . . . . . 4-10
Minimum SAR Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11

CHAPTER 5 — LAUNCHING AIRCRAFT
Figure 5-1.

Alert Aircraft Readiness Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24

CHAPTER 6 — RECOVERING AIRCRAFT
Figure 6-1.
Figure 6-2.
Figure 6-3.
Figure 6-4.
Figure 6-5.
Figure 6-6.
Figure 6-7.
Figure 6-8.
Figure 6-9.
Figure 6-10.
Figure 6-11.
Figure 6-12.
Figure 6-13.

VFR Day Fixed Wing Carrier Landing Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Legend Chart for Aircraft Carrier Instrument Approach Procedures . . . . . . . . . . . . . . . . 6-10
Approach Chart CV-1 TACAN (Jet and Turboprop) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Approach Chart CV-2 TACAN Overhead (Jet and Turboprop) . . . . . . . . . . . . . . . . . . . . 6-12
Approach Chart CV-3 TACAN (Helicopter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Approach Weather Minimums . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Emergency Signals to Ship From Fixed-Wing Aircraft With Radio Failure . . . . . . . . . . 6-33
Emergency Signals to Ship From Helicopters With Radio Failure . . . . . . . . . . . . . . . . . . 6-33
Visual Signals to Aircraft From Ship Under EMCON or Lost Communications . . . . . . . 6-34
Carrier Pattern Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-35
Day Communication Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-36
Night Communication Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-37
Tanker Rendezvous Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-38

APPENDIX A — WEAPONS LOADING/STRIKEDOWN/DOWNLOADING
AND RECOVERY GUIDE
Figure A-1.

Weapons Loading/Strikedown/Downloading and Recovery Guide . . . . . . . . . . . . . . . . . . A-2

APPENDIX B — CARRIER FLIGHT DECK HELICOPTER OPERATING SPOTS
Figure B-1.
Figure B-2.

CVN 65 Helicopter Operating Spots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-2
CV 68-77 Helicopter Operating Spots with Precision H-60 Spots . . . . . . . . . . . . . . . . . . . B-3
17

ORIGINAL

NAVAIR 00-80T-105
Page
No.

APPENDIX C — CVN HELICOPTER LAUNCH AND RECOVERY WIND LIMITATIONS
Figure C-1.
Figure C-2.
Figure C-3.
Figure C-4.
Figure C-5.
Figure C-6.
Figure C-7.
Figure C-8.
Figure C-9.
Figure C-10.
Figure C-11.
Figure C-12.
Figure C-13.
Figure C-14.
Figure C-15.
Figure C-16.
Figure C-17.
Figure C-18.
Figure C-19.
Figure C-20.
Figure C-21.

ORIGINAL

CV/CVN Launch and Recovery Envelopes for Helicopter Combinations
Not Listed Elsewhere . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-3
UH-1N Launch and Recovery Envelops for CVN 65 Spots 1 & 2 . . . . . . . . . . . . . . . . . . . C-4
UH-1N Launch and Recovery Envelopes for CVN 68-77 Spots 1 & 2 . . . . . . . . . . . . . . . C-5
UH-1N Launch and Recovery Envelopes for CVN 65 & CVN 68-77
Spots 3, 4, 5, & 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-6
UH-1N Launch and Recovery Envelopes for CVN 68-77 Spots 1 & 2 . . . . . . . . . . . . . . . C-7
UH-1N Launch and Recovery Envelopes for CVN 68-77 Spots 4, 5, 6, & 9 . . . . . . . . . . . C-8
H-47 Launch and Recovery Envelope for CVN 65 Angle Spots
(including CVN 68-77 without precision H-60 spots) . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-9
H-47 Launch and Recovery Envelope for CVN 67-77 Angle Spots
(with precision H-60 spots) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-10
H-53 Launch and Recovery Envelopes for CVN 65 Spots 1 & 2 . . . . . . . . . . . . . . . . . . . C-11
H-53 Launch and Recovery Envelopes for CVN 68-77 Spots 1 & 2 . . . . . . . . . . . . . . . . C-12
H-53 Launch and Recovery Envelopes for CVN 65 & CVN 68-77
Spots 3, 4, 5, & 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-13
H-53 Launch and Recovery Envelopes for CVN 68-77 Spots 1 & 2 . . . . . . . . . . . . . . . . C-14
H-53 Launch and Recovery Envelopes for CVN 68-77 Spots 4, 5, 6, & 9 . . . . . . . . . . . C-15
H-60 Launch and Recovery Envelopes for CVN 65 Bow Spots 1 & 2 . . . . . . . . . . . . . . C-16
H-60 Launch and Recovery Envelopes for CVN 65 Angle Spots 3, 4, & 5 . . . . . . . . . . . C-17
H-60 Launch and Recovery Envelopes for CVN 65 AFT Spot 6 . . . . . . . . . . . . . . . . . . . C-18
H-60 Launch and Recovery Envelopes for CVN 68-77 Bow Spots 1 & 2 . . . . . . . . . . . . C-19
H-60 Launch and Recovery Envelopes for CVN 68-77 Angle Spots 3, 4, 5, & 6 . . . . . . C-20
H-60 Launch and Recovery Envelopes for CVN 68-77 Bow Spots 1 & 2 . . . . . . . . . . . . C-21
H-60 Launch and Recovery Envelopes for CVN 68-77 Angle
Spots 3, 4, 5, 6, 8, & 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-22
H-60 Launch and Recovery Envelopes for CVN 68-77 Spot 7 . . . . . . . . . . . . . . . . . . . . C-23

18

NAVAIR 00-80T-105

GLOSSARY
A

the centralized agency responsible for the status
keeping of all carrier air operations and control of all
airborne aircraft under the operations officer’s
cognizance except those being controlled by CDC
and the air officer.

advisory control. A form of air traffic control in
which the controlling agency monitors radar and radio contact with aircraft under its control and
provides traffic advisories. Traffic separation is the
responsibility of the individual pilot, with the assistance provided by the control agency.

carrier control area. A circular airspace within a
radius of 50 nm around the carrier, extending upward
from the surface to infinity, under control of CATCC
except for those aircraft operating under control of
the air officer during Case I and II operations.

air operations. That section of the operations department responsible for coordinating all matters
pertaining to air operations including the proper
functioning of the CATCC.

Note
The radius and height may be limited
because of adjacent controlled airspace.
carrier control zone. The airspace within a circular limit defined by 5 miles horizontal radius from the
carrier, extending upward from the surface to and including 2,500 feet unless otherwise designated for
special operations, and is under the cognizance of the
air officer during VMC.

approach control. A control position in CATCC
responsible for providing positive control of aircraft
on approach during Case II and III. Tasks include
making holes for bolter/waveoff traffic and maintaining appropriate interval.
B
ball. A pilot report indicating that the visual landing
aid is in sight.

center. A collective radio call prefixed by a ship’s
code name which is used in the same manner as the
shore-based counterpart.

base recovery course (BRC). The ship’s magnetic heading during flight operations.

CHARLIE. Signal for aircraft to land aboard the ship.
A number suffix indicates time delay before landing.

bingo. An order to proceed and land at the field specified, utilizing a bingo profile. Aircraft is
considered to be in an emergency/fuel critical situation. Bearing, distance, and destination shall be
provided.

Clara. A pilot transmission indicating the pilot does
not have the visual landing aid (ball) in sight.
Clara lineup. A pilot transmission indicating the
pilot does not have a usable lineup reference.

break time (ready deck). Anticipated time specified by PriFly that the deck will be ready to recover
aircraft and the first aircraft of a Case II recovery is
expected to be at the break.
bullseye.

command control. Acknowledgment that aircraft
being controlled by data-link signals.
concurrent operations. Sequential launch and
recovery of fixed wing and rotary wing aircraft in the
same cycle.

A term referring to the ILM.

coupled. Aircraft automatic flight control system
engaged and linked to data-link commands.

C
carrier
air
traffic
control
center
(CATCC). CATCC is comprised of two
interdependent work centers, Air Operations (Air
Ops) and Carrier Controlled Approach (CCA). It is

D
data-link address. Discrete identification assigned to data-link equipped aircraft.
19

ORIGINAL

NAVAIR 00-80T-105
expected approach time (EAT). The future time
at which an aircraft is cleared to depart inbound or
penetrate from a preassigned fix. Aircraft depart and
commence approach at assigned time if no further instructions are received.

data-link equipment. Automatic transmission device capable of very high data rate.
data-link monitor (DLM). Used by the final controller to observe data being sent to aircraft under
PALS control.

F
DELTA. A signal given to hold and conserve fuel at
an altitude and position appropriate to type aircraft
and case recovery in effect.

final bearing. The magnetic bearing assigned by
CATCC for final approach. It is an extension of the
landing area centerline.

DELTA switch. A signal given to an aircraft authorizing an airborne internal crew switch.

final control. A control position in CATCC responsible for control of aircraft on final approach during
Case III until transfer of control to the LSO or the aircraft reaches approach weather minimums.
Approach control retains overall responsibility for
separation of aircraft.

departure control. A control position in CATCC
responsible for aircraft departures. This position is
also responsible for monitoring the location and
package status of tanker aircraft; the location of lowstate aircraft and their fuel requirements.

Fleet Area Control and Surveillance Facility
(FACSFAC). A U.S. Navy fixed, shore-based air
traffic control facility. Designated to manage offshore and inland operating areas and other assigned
airspace, including special use airspace. Provides
joint-use scheduling and control of surface, subsurface, and airborne military platforms operating
within and transiting to and from these areas. Administers services to support the coexistence of military
government and nongovernment agencies consistent
with national priorities.

Departure reference radial (DRR). A TACAN
radial assignment by CATCC to which all squadron
departure radials are referenced.
divert. An order for an aircraft to proceed and land at
the field specified. This is a nonemergency situation.
E
eight nautical miles DME fix. A checkpoint in a
CCA, normally located on the final bearing, 8 miles
from the carrier. All jet and turboprop aircraft will
pass through the 8-nm DME fix in level flight at an
altitude of 1,200 feet, 250 KIAS, and will normally
commence transition to the landing configuration.

flight level. Pressure altitude expressed in hundreds
of feet determined by setting 29.92 in the aircraft
pressure altimeter; that is, FL230 equals 23,000 feet
pressure altitude.

emergency
expected
approach
time
(EEAT). The future time, assigned prior to launch,
at which an aircraft is cleared to depart inbound or
penetrate from a preassigned fix under lost communication conditions.

FOX CORPEN.
operations.

I
ICLS approach. Instrument Carrier Landing System. A precision approach in which precise and
continuous position error and range information
from the ILM and TACAN is displayed in an aircraft
enabling a manually controlled precision approach to
appropriate minimums.

emergency marshal. A marshal established by
CATCC and given to each pilot prior to launch with
an altitude and an EEAT. The emergency marshal radial shall have a minimum of 30_ separation from the
primary marshal.
ORIGINAL

Ship’s true heading during flight

20

NAVAIR 00-80T-105
inbound bearing. The magnetic heading assigned
by CATCC to pilots descending directly to the carrier. It may be, but is not necessarily, the final bearing.

mences tracking. Mode I/II equipped aircraft should
receive ACL ready/lock-on discrete light.
M

inbound heading. The magnetic heading assigned
by CATCC that will ensure interception of the final
bearing at a specific distance from the carrier.

marshal. A bearing, distance, and altitude fix designated by CATCC from which pilots will orient
holding and from which initial approach will commence.

independent landing monitor (ILM or
bullseye). Provides glideslope and azimuth information with the ARA-63/SPN 41. The ILM
components are the AN/SPN-41 (shipboard) or AN/
TRN-28 (shore based), and the AN/ARA-63 or
AN/ARN-138 (airborne).

marshal control. A control position in CATCC responsible for providing control and arrival
information to inbound aircraft until handed off to
another controlling agency.
Mode I approach. A precision approach in which
an aircraft is controlled automatically by the AN/
SPN-42 or AN/SPN-46 to touchdown.

integrated launch and recovery television
system (ILARTS). A television system used to
provide real-time imagery and recordings of aircraft
during launch and recovery operations. It is comprised of two components: The pilot landing aid
television (PLAT) system and the catapult aircraft
hookup and launch (CAHAL) system.

Mode IA approach. A precision approach in which
an aircraft is controlled automatically by the AN/
SPN-42 or AN/SPN-46 to 200 feet above and 1/2 nm
from the touchdown point.

intent to launch (ITL). A term associated with
weapons, such as Harpoon/SLAM/JSOW, referring
to the signal sent to activate and fire the weapon.

Mode II approach. A precision approach in which
precise and continuous position error information
from the AN/SPN-42/46 is displayed in an aircraft
enabling a manually controlled precision approach to
appropriate minimum.

ITL weapon. A weapon, such as Harpoon/SLAM/
JSOW, for which an intent to launch signal has been
initiated and whose launch has subsequently been
aborted by the aircrew or failed prior to separation of
the weapon from the aircraft.

Mode IID (flight director) approach. An
enhanced Mode II approach in which pitch and roll
guidance is transmitted to a HUD display to assist the
pilot in the capture and maintenance of the glidepath
and centerline to appropriate minimums.

K
KILO report. A pilot coded report indicating aircraft
mission readiness.
L

Mode IIT approach. A Mode II training approach
in which the pilot flies a Mode II approach while being provided with Mode III approach information.

load report. A report given to marshal by the COD/
VOD aircraft providing the numbers of passengers,
VIP codes, mail, and cargo on board; also, any pertinent information for the CV, including fuel
requirements and pilot name.

Mode III approach. A precision approach in which
a pilot is supplied position guidance information
from the AN/SPN-42 or AN/SPN-46 by a final controller enabling a manually controlled precision
approach to appropriate minimums.

lock-on. A verbal report from the final controller
when PALS radar acquires the aircraft and com-

monitor control. The monitoring of radar and radio
channels for emergency transmissions.
21

ORIGINAL

NAVAIR 00-80T-105
N

pattern. Altitude is assigned via landing order as established in ship/air wing doctrine.

needles. Precision instrument approach cockpit indications from (PALS) radar equipment.

positive control. A form of air traffic control in
which the controlling agency has radar and radio
contact with the aircraft being controlled and published approach or departure procedures are
complied with, or where specific assignments regarding heading and altitude are issued by the
controller. While altitude separation is provided by
pilot maintaining assigned altitude, lateral and time
separation is the responsibility of the air traffic controller. Speed changes may be directed by the air
traffic controller.

nonprecision approach. Radar controlled approach or an approach flown by reference to
navigation aids in which glideslope information is
not available.
nonradar control. A form of air traffic control in
which the pilot flies according to a published procedure or as prescribed by the controlling agency.
Traffic separation is provided by the controlling
agency, using frequent pilot position reports and
modified separation criteria. This form of control is
used only in case of emergency, when all shipboard
air control radar is inoperative or, in the opinion of
the CATCC officer, unusable.

precision approach. An approach in which azimuth, glideslope, and distance information are
provided the pilot.
Precision approach and landing system
(PALS). A system consisting of shipboard and aircraft components for all weather recovery of
carrier-based aircraft.

O
operational commitment. A situation of such
compelling urgency that failure to grant a deviation
from established explosive safety criteria will have a
deleterious impact on the mission readiness of naval
forces.

R
ramp time (ready deck). Anticipated time specified by PriFly that the deck will be ready to recover
aircraft and the first aircraft of a Case III recovery is
expected to be at the ramp.

P
PALS acquisition window. An area in space surrounding the glideslope and extended centerline of
the landing area in which aircraft are acquired by the
PALS radar.

red light. The local time at which a helicopter will
no longer be SAR capable and has approximately 30
minutes of flight time remaining.
retro report. A report given to COD aircraft by marshal providing offload information on passengers,
mail, cargo, or any other pertinent information.

platform. A point of 5,000 feet altitude in the approach pattern at which all jet and turboprop aircraft
will decrease their rate of descent to not more than
2,000 feet per minute, continuing letdown to the
10-nm DME fix.

S
six nautical miles DME fix. A checkpoint in a
CCA located on the final bearing 6 miles from the
carrier through which all jet and turboprop aircraft
will pass in level flight at an altitude of 1,200 feet in
landing configuration. When necessary for traffic
separation, turboprop aircraft may be instructed to
commence transition to landing configuration no
later than the 6-nm DME fix.

Popeye. A pilot coded report indicating aircraft flying in clouds or area of reduced visibility.
port holding pattern. The Case I jet and turboprop
aircraft holding pattern is a left-hand, 5-mile maximum pattern tangent to the BRC or expected BRC
with the ship in the 3-o’clock position of the holding
ORIGINAL

22

NAVAIR 00-80T-105
spin. A signal given to one or more aircraft indicating a departure and reentry into the break. The
command “Spin” may be issued by either the air officer or a flight leader.

through which all turboprop aircraft and helicopters
will pass in a landing configuration.

spin pattern. A left-hand pattern employed for jet
and turboprop aircraft to reentry the break during
Case I or Case II recoveries. The pattern will be
flown at 1,200 feet oriented on the BRC or expected
BRC. The pattern will not exceed a distance of 3 nm
from the ship.

uncoupling. Aircraft being disengaged from data
link commands.

starboard holding pattern. A right-hand racetrack pattern between 045_ and 135_ relative to the
BRC for COD aircraft and 045_ and 110_ relative to
the BRC for helicopters. COD aircraft 500 feet,
1,000 feet if approved by CV primary, and helicopters 300 feet or below.

W

T
ten-second discrete light. Illuminates approximately 10 seconds prior to touchdown, indicating deck
motion compensation (DMC) is being transmitted
from Mode I certified ships. Illuminates approximately
10 seconds prior to reaching minimums on ships certified only for Mode IA/II/IID.
three nautical miles DME fix. A checkpoint in a
CCA on the final bearing 3 miles from the carrier

U

universal test message (UTM). Utilized to
ensure proper operation of aircraft data link equipment.

weather criteria. Case I weather requires the ceiling to be no lower than 3,000 feet and not less than
5 nm visibility. Case II weather requires the lowest
ceiling to be 1,000 feet or above and 5 nm visibility.
Case III weather is any ceiling below 1,000 feet or a
visibility less than 5 nm.
Z
ZIP LIP. A condition that may be prescribed for flight
operations during daylight VMC conditions under
which positive communications control is waived
and radio transmissions between aircraft, pilots, and
control agencies are held to the minimum necessary
for safety of flight. The exception is COD aircraft,
unless specifically noted in the overhead message.

23/(24 blank)

ORIGINAL

NAVAIR 00-80T-105

LIST OF ABBREVIATIONS/ACRONYMS
A
ACL.

Automatic carrier landing.

ADF.

Automatic direction finder.

ADIZ.

CAP.

AEW.

CATCC.

Automatic distribution requirements list.

Automatic flight control system.

AFFF.

Aqueous film forming foam.

Carrier qualifications.

Carrier air traffic control center.

CATCC DAIR. Carrier air traffic control center
direct altitude identity.

Airborne early warning.

AFCS.

Combat air patrol.

CARQUALS.

Air defense identification zone.

ADRL.

AG.

CAHAL. Catapult aircraft hookup and launch
(system).

Arresting gear (flight deck jersey marking).

AIMD. Aircraft intermediate maintenance
department.

CCA.

Carrier controlled approach.

CCP.

Central charging panel.

CDC.

Combat direction center.

CH.

Channel.

CO.

Commanding officer.

ALRE.

Aircraft launch and recovery equipment.

COC.

Catapult officer console.

AOCC.

Air operations control center.

COD.

Carrier on-board delivery.

APC.

ARTCC.

Air route traffic control center.

ASTAC.

Anti-submarine tactical air controller.

ASR.

Air surveillance radar.

ATC.

Air traffic control.

ATCOM.
ATO.

COMM.

Approach power compensator.

Communication security.

CONFLAG.

Conflagration station.

Chief petty officer.

CQ.

Carrier qualification.

CSV.
CV.

Air transfer officer.
B

BRC.

COMSEC.

CPO.

Air traffic communications.

Base recovery course.

Communications.

Capacity selector valve.
Aircraft carrier.

CV/N.

Conventional/nuclear aircraft carrier.

CVIC.

Carrier intelligence center.

CVW.

Carrier air wing.

C

D

CAD.

Cartridge-actuated device.

DAIR.

Direct altitude identity readout.

CAG.

Commander, air group.

DLM.

Data link monitor.

25

ORIGINAL

NAVAIR 00-80T-105
DMC.

Deck motion compensator.

DME.

Distance measuring equipment.

DR.

H

Dead reckoning.

DRR.

E

Emergency expected approach time.

EEFI.

Essential elements of friendly information.

EMCON.

HDC.

Helicopter direction center.

HERO. Hazards of electromagnetic radiation to
ordnance.

Expected approach time.

EEAT.

Helicopter aircraft commander.

HEFOE. Hydraulic electrical fuel oxygen engine
(hand/light/electronic/radar aircraft emergency
signals).

Departure reference radial.

EAT.

HAC.

HF.

High frequency.

HIFR.

Helicopter inflight refueling.

HUD.

Heads-up display.

Emission control.

I

EOD.

Explosive ordnance disposal.

IAF.

ETE.

Estimated time en route.

ICAO.

International civil aviation organization.

ICCS.

Integrated catapult control station.

ICLS.

Instrument carrier landing system.

F
FAA.

Federal Aviation Administration.

FACSFAC.
facility.
FAF.
FB.
FCF.
FL.

Fleet area control and surveillance

Initial approach fix.

ICS.

Internal communication system.

IFF.

Identification friend or foe.

IFLOLS. Improved Fresnel lens optical landing
system.

Final approach fix.

IFOBRL.

Final bearing.

IFR.

Functional checkflight.

Inflight operable bomb rack lock.

Instrument flight rules.

ILARTS. Integrated launch and recovery television
system.

Flight level.

FLIP.

Flight information publication.

ILM.

Independent landing monitor.

FOD.

Foreign object damage.

IMC.

Instrument meteorological conditions.

IMER.

G

Improved multiple ejection rack.

INMARSAT.
GCI.

Ground controlled intercept.

GPS.

Global positioning system.

ITER.

GSE.

Ground support equipment.

ITL.

ORIGINAL

IR.

26

International maritime satellite.

Infrared.
Improved triple ejection rack.
Intent to launch.

NAVAIR 00-80T-105
J
JBD.

Jet blast deflector.

JSOW.

Naval flight officer.

NGL.

Nose gear launch.

nm.

Joint standoff weapon.
K

KIAS.

NFO.

Knots indicated airspeed.
L

Nautical miles.

NORDO.

No-radio.

NOTAM.

Notice to airman.

NVD.

Night vision device.

NVG.

Night vision goggle.

LHA.

Landing assault ship.

LHD.

Landing dock ship.

LOX.

Liquid oxygen.

OLS.

Optical landing system.

LPH.

Amphibious assault ship.

OOD.

Officer of the deck.

LSE.

Landing signalman enlisted.

OPAREA.

LSO.

Landing signal officer.

OPORD.

O

OTC.

M

Operating area.
Operation order.

Officer in tactical command.
P

MCC.

Monitor control console.

MDA.

Minimum descent altitude.

PALS.

Precision approach and landing system.

MER.

Multiple ejection rack.

PASE.

Preloaded accessory suspension equipment.

MFFV.
MIM.

PIM.

Mobile firefighting vehicle.

PLAT.

Maintenance instruction manual.

Maintenance requirement card.

MSL.

Mean sea level.

POTS.
PQS.

Navigation aid.

NAVAIR.

Naval Air Systems Command.

Primary flight control.
Q

NATOPS. Naval air training and operating
procedures standardization.
NAVAID.

Plain old telephone system.
Personal qualification standards.

PriFly.

N

NAVAIRSYSCOM.

Pilot landing and approach television.

POPEYE. Pilot report of aircraft flying in clouds
or area of reduced visibility.

MOVLAS. Manually operated visual landing
aid system.
MRC.

Position and intended movement.

QA.

Quality assurance.
R

RATS.
REL.

Naval Air Systems Command.
27

Reduced arrestment thrust system.
Relative.
ORIGINAL

NAVAIR 00-80T-105
RETRO. Report of offload information given to
COD aircraft by Marshal.
RHIB.
RF.

Twin agent unit.

TER.

Triple ejection rack.

Rigid Hull Inflatable Boat.

U

Radio frequency.
S

SAR.

Search and rescue.

SHP.

Shaft horsepower.

SIF.

TAU.

SLAM.
SOP.

Signal intelligence.
Standoff land attack missile.

Standard operating procedure.

Undersea warfare.

UTM.

Universal test message.

Vertical replenishment.

VFR.

Visual flight rules.

VHF.

Very high frequency.

VIP.

Very important person.

VMC.

Visual meteorological conditions.

VOD.

Vertical onboard delivery.

Scheduled removal component.

W

T
TACAN.
TALD.

USW.

VERTREP.

SOX. Overhead low pressure sodium (oxide)
floodlight.
SRC.

Ultra high frequency.

V

Selective identification feature.

SIGINT.

UHF.

WOD.

Tactical air navigation.

Z

ZIP LIP.

Tactical air-launched decoy.

ORIGINAL

Wind overdeck.

28

No radio transmissions.

NAVAIR 00-80T-105

PREFACE
SCOPE

NATOPS manuals are issued by the authority of the Chief of Naval Operations and under the direction of the
Commander, Naval Air Systems Command in conjunction with the Naval Air Training and Operating Procedures
Standardization (NATOPS) program. NATOPS publications provide the best available operating instructions for
most circumstances. However, no manual can cover every situation or be a substitute for sound judgment; operational
situations may require modification of the procedures contained therein. Read these publications from cover to cover.
It is your responsibility to have a complete knowledge of their contents.
Note
See Chapter 1 for more information on the scope and purpose of this
manual, and for any special requirements or procedures that compliment
those contained in this preface.
DETERMINING THE CURRENT VERSION OF THIS PUBLICATION

The current versions of NATOPS publications are listed in the NATOPS Status Report which is available online at
https://airworthiness.navair.navy.mil. Upon receiving a copy of a NATOPS, consult the NATOPS Status Report to
determine its current configuration (through the latest revision, change, and interim change). Before using this
publication, users shall ensure that they have the current version of it.
OBTAINING COPIES OF THIS PUBLICATION
One-Time Orders

Copies of this publication and the current changes thereto may be ordered from the Naval Logistics Library (NLL)
using NAVICP Pub 2003, which is available online at https://nll.ahf.nmci.navy.mil, or procured through the supply
system in accordance with NAVSUP P-409 (MILSTRIP/MILSTRAP). This manual is also available in pdf format
and may be viewed on, and downloaded from, the NATEC or AIRWORTHINESS websites, www.mynatec.navy.mil
or https://airworthiness.navair.navy.mil, respectively.
Note
D When the current revision of a publication is ordered through NLL or
NAVSUP, copies of all active changes to the publication will be forwarded
along with it. The printed changes to a revision need not be ordered in
addition to ordering the revision.
D An order for a publication that exceeds the maximum order quantity posted
on the NLL website will be filled not to exceed the maximum order
quantity. Additional orders will be required in order for an activity to
receive more than the posted maximum order quantity of a publication.
D Interim changes to NATOPS publications are not stocked within the NLL
or NAVSUP systems and must be obtained separately. Active interim
changes to NATOPS publications are published in electronic media only
and most are available online at www.mynatec.navy.mil and https://airworthiness.navair.navy.mil for viewing and downloading.
29

ORIGINAL

NAVAIR 00-80T-105
Automatic Distribution

NATEC automatically sends copies of new revisions and changes to users whose NAVAIR publication requirements
are maintained within its Automatic Distribution Requirements List (ADRL) database. Detailed procedures for
establishing and maintaining an ADRL account are contained in NAVAIR technical manual 00-25-100 work package
(WP) 017-00, which is available online at https://mynatec.navair.navy.mil.
Note
D When a user’s ADRL account has not been updated within the last 12
months, all automatic distribution to the user will be suspended until the
account has been updated.
D To avoid the gross cost and delivery inefficiencies that have resulted from
excessive or insufficient distributions, the NATOPS Program Manager has
been granted authority to adjust the automatic distribution quantities of
NATOPS publications. Units requiring large or unusual distribution
quantities of NATOPS publications should confirm them with the NATOPS
Program Manager in advance of distribution to ensure that the quantities
they will receive will be acceptable.
KEEPING THIS PUBLICATION CURRENT

To be effective, NATOPS publications must be kept current through an active manual change program. Corrections,
additions to, deletions from, and suggestions for improvement of contents should be submitted as NATOPS change
recommendations as soon as possible after discovery. Suggestions for improvement should avoid vague and
generalized language and shall be worded as specifically as possible. Detailed standards for NATOPS publications
are found in MIL-DTL-85025B(AS), which is available online at https://airworthiness.navair.navy.mil. Change
recommendations may be submitted by anyone in accordance with OPNAVINST 3710.7-series. All users are
encouraged to contribute to the currency, accuracy, and usefulness of this and other NATOPS publications by
submitting timely change recommendations for these publications.
SUBMITTING CHANGE RECOMMENDATIONS
Types of Change Recommendations

Change recommendations should be submitted as URGENT, PRIORITY or ROUTINE. Urgent and Priority change
recommendations are changes that cannot be allowed to wait for implementation until after the next review
conference. These usually involve safety-of-flight matters. Some priority change recommendations may be upgraded
to URGENT by NAVAIR (AIR-4.0P), Program Class Desk or the NATOPS Model Manager following receipt and
initial review.
Submitting Change Recommendations to NATOPS Publications

While each type of change recommendation is processed and approved differently, the preferred means of submitting
all of them is through the Airworthiness Issues Resolution System (AIRS) which may be accessed online at
https://airworthiness.navair.navy.mil, or on SIPRNET at https://airworthiness.navair.navy.smil.mil for classified or
otherwise sensitive change recommendations. AIRS provides the fastest and most efficient means of processing and
resolving NATOPS change recommendations. It expedites distribution of the URGENT and PRIORITY change
recommendations to those who need to act on them and compiles the ROUTINE change recommendations into their
respective review conference agenda packages.
In the event that a worldwide web connection to AIRS is not available, PRIORITY change recommendations may
be submitted via Naval message in accordance with OPNAVINST 3710.7-series. When AIRS is not accessible,
ORIGINAL

30

NAVAIR 00-80T-105
ROUTINE change recommendations may be submitted on a NATOPS/Tactical Change Recommendation (Form
OPNAV 3710/6), a copy of which is contained within the preface of this manual. The completed change
recommendations forms for changes to this manual should be sent by U.S. Mail to the NATOPS Model Manager of
this publication at:
Message PLAD: LSO School NAS Oceana VA
Address: Officer In Charge, LSO School
Attn: NATOPS Program Manager
841 F Ave., Bldg 150
Virginia Beach, VA 23460
Telephone: (757) 433−2515 DSN: 433−2515
Email address: staff@lsoschool.org
ISSUING UPDATES TO NATOPS PUBLICATIONS
Interim Changes

Approved NATOPS urgent and priority change recommendations are issued via Naval messages and may involve
making pen-and-ink entries and/or replacing pages. Copies of interim change messages and their replacement pages
are posted on the NATEC website at www.mynatec.navy.mil, https://airworthiness.navair.navy.mil, or https://airworthiness .navair.navy.smil.mil for viewing and downloading. Interim change replacement pages are always issued in
electronic format and are not distributed in paper format except under unusual circumstances. Following the
incorporation of an interim change into this publication, its entry should be recorded on the Interim Change Summary
page within this publication.
Revisions, Changes and Errata

Routine change recommendations are compiled into a conference agenda and held for review at the next NATOPS
review conference for this publication. Change recommendations approved by the review conference are published
by the NATOPS Model Manager in a review conference report and then incorporated into a revision or change to this
manual, copies of which are mailed on paper and/or electronic media to users that have a listed requirement for it in
the NATEC ADRL system database. Copies of most unclassified publications are also posted on the NATEC and
Airworthiness websites. When printing errors are found in publications, errata may also be prepared and posted and/or
distributed in electronic or paper form in the same manner as for revisions and changes. After incorporating a change
or errata into this publication, you should page check and record its entry on the Record of Changes page within this
publication.
CHANGE SYMBOLS

Revised text is indicated by a black vertical line in the right margin of the page, like the one printed next to this
paragraph. The change symbol shows where there has been a change. The change might be material added or
information restated. A change symbol in the margin by the chapter number and title indicates a new or completely
revised chapter. Change symbols are not normally used to mark the locations of deleted information.

31

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NAVAIR 00-80T-105
SPECIAL TERMINOLOGY IN NATOPS PUBLICATIONS

The following special terminology and meanings apply to the contents of this and other NATOPS publications:
Warnings, Cautions, and Notes

The following definitions apply to WARNINGS, CAUTIONS, and Notes:

An operating procedure, practice, or condition, etc., that may result in
injury or death, if not carefully observed or followed.

CAUTION
An operating procedure, practice, or condition, etc., that may result in
damage to equipment if not carefully observed or followed.
Note
An operating procedure, practice, or condition, etc., that is essential to
emphasize.
Requirement for compliance.
1. “Shall” is used only when application of a procedure is mandatory.
2. “Should” is used only when application of a procedure is recommended.
3. “May” and “need not” are used only when application of a procedure is optional.
4. “Will” is used only to indicate futurity, and never to indicate any degree of requirement for applicability of a
procedure.
Requirement for landing aircraft.
1. Land immediately is self-explanatory. (Applicable to helicopters and other VTOL aircraft.)
2. Land as soon as possible means land at the first landing site at which a safe landing may be made.
3. Land as soon as practical means extended flight is not recommended. The landing and duration of flight is at
the discretion of the pilot in command.

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CHAPTER 1

Introduction
1.1

PURPOSE

This manual issues policy, guidance and information for CV and CV/N commanding officers, air officers, air
operations officers, air wing commanders, squadron commanding officers, aircraft detachment Officers-In-Charge,
and aircrews aboard CV/N class ships. The information presented herein includes relationships, responsibilities,
training requirements, and selected normal and emergency procedures for conducting flight operations on and in the
vicinity of the CV/N.
1.2

SCOPE

The responsibilities, requirements and procedures contained in this manual apply to all persons involved with flight
operations on all CV/N-class ships. The information addressed in this manual encompasses a wide range of subjects
that include planning and preparing for flight operations, control of and communications with aircraft, aircraft launch
and recovery procedures, and aircraft and aviation weapons handling procedures.
1.3

THE CONTENTS OF THIS PUBLICATION

This manual contains information and procedures for the operation and support of aircraft aboard and in the vicinity
of CV and CV/N class ships. The chapters and appendix of this manual address pre-deployment planning, preparation
for flight operations, and Air Traffic Control procedures. They contain responsibilities and procedures for launching,
recovering, and moving aircraft, supporting flight operations, and maintaining aircraft. And, they also address ship’s
plane guard, SAR, vertical replenishment procedures, and night vision device-aided flight deck operations.
1.4

OTHER RELEVANT PUBLICATIONS

The following publications complement the information contained within OPNAVINST 3710.7-series and this
NATOPS manual, and should be referred to whenever additional information about the subjects they address is
needed:
NAVAIR 00-80R-14

NATOPS U.S. Navy Aircraft Firefighting and Rescue Manual
Contains detailed requirements and procedures for rescue and
firefighting personnel.

NAVAIR 00-80R-14-1

NATOPS U.S. Navy Aircraft Emergency Rescue Information
Manual
Contains detailed information and procedures for individual
T/M/S aircraft, onboard equipment and associated hazards
for use by rescue, firefighting, and crash and salvage personnel.

NAVAIR 00-80R-19

NATOPS U.S. Navy Aircraft Crash and Salvage Operations
Manual (Afloat)
Contains detailed information and procedures for crash and
salvage personnel on the handling and disposition of aircraft
that cannot be taxied, towed, or moved normally.
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NAVAIR 00-80T-105
NAVAIR 00-80T-104

NATOPS Landing Signals Officer Manual
Contains LSO training and aircrew orientation requirements,
information about visual landing aids, and procedures for use
by shipboard LSOs and aircrews engaged in landing aircraft
aboard CV/N class ships.

NAVAIR 00-80T-109

Aircraft Refueling NATOPS Manual
Contains detailed information and procedures for handling of
aviation fuels from delivery aboard ship through dispensing
into aircraft.

NAVAIR 00-80T-112

NATOPS Instrument Flight Manual
Contains detailed instrument flying procedures and instrument
rating and qualification requirements for pilots and NFOs,
including information about physiological effects such as
disorientation.

NAVAIR 00-80T-113

Aircraft Signals NATOPS Manual
Contains standard hand, wand, light, and beacon signals for
control, communication and use among aircraft; tower (PriFly);
aircraft launch, recovery and handling personnel; and ground
support personnel, ashore and afloat.

NAVAIR 00-80T-114

Air Traffic Control NATOPS Manual
Contains detailed responsibilities, relationships, training
requirements and procedures for use by Air Traffic Control
Facility personnel ashore and afloat.

NAVAIR 00-80T-120

CV Flight/Hangar Deck NATOPS Manual
Contains detailed information on handling, fueling, launching
and recovering aircraft aboard CV/N class ships.

NAVAIR 00-80T-121

Chemical, Biological, Radiological and Nuclear Defense NATOPS
Manual
Contains detailed information and procedures for protecting
aircrews and decontaminating aircraft, air crewmembers, and
ship’s personnel exposed to chemical, biological, radiological and
nuclear agents.

NAVAIR 00-80T-122

Helicopter Operating Procedures For Air-Capable Ships NATOPS
Manual
Contains VERTREP procedures.

NAVAIR AE-CVATC-OPM-000

Carrier Air Traffic Control Operations Handbook
Contains detailed information and procedures for ships air
operations personnel engaged in aircraft flight operation on
CV/N class ships.

Ship’s Air Operations Manual

An air operations manual published by each ship containing
aircraft operating information and procedures unique to that
individual ship.

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NAVAIR 00-80T-105
1.5

RESPONSIBILITIES

1.5.1 NATOPS Advisory Group
NATOPS Advisory Group member relationships, responsibilities and procedures are contained in OPNAVINST
3710.7-series. The following are members of the NATOPS Advisory Group for this manual:
Commandant of the Marine Corps

CMC (SD)

Commander, Naval Air Force Reserve

COMNAVAIRFORES (N42)

Commander, Naval Air Forces

COMNAVAIRFOR (N455)

Commander, Naval Air Forces, Atlantic

COMNAVAIRLANT (N73)

Commander, Naval Air Forces, Pacific

COMNAVAIRPAC (N73)

Commanding General, U.S. Marine Forces Command

COMMARFORCOM (DSS)

Commanding General, U.S. Marine Forces Pacific

COMMARFORPAC (SAFETY)

Commanding General, Fourth Marine Air Wing

CG FOURTH MAW (DOSS)

Commander, Naval Air Systems Command

COMNAVAIRSYSCOM (4.0P/PMA-251)

Commander, Naval Safety Center

COMNAVSAFECEN (Code 11)

Commander, Naval Air Training Command

CNATRA (N31)

In accordance with OPNAVINST 3710.7-series, each commander shall designate his NATOPS Advisory Group
representative in writing and forward copies of this correspondence to COMNAVAIRFOR (N455) and NAVAIR
(AIR-4.0P) on each occasion when a new representative is assigned.
1.5.2 NATOPS Cognizant Command
Commander Naval Air Forces is assigned as the NATOPS Cognizant Command and is responsible for the contents
and maintenance of this manual in accordance with OPNAVINST 3710.7-series.
1.5.3 NATOPS Model Manager
The NATOPS Model Manager for this manual as listed in the Preface of this manual, is responsible for the periodic
review and maintenance of this manual in accordance with OPNAVINST 3710.7-series.
1.5.4 Commanding Officers
The commanding officers of CV/CV/N ships, air wing commanders, squadron commanding officers, and aviation
detachment officers in charge shall ensure that aircrews and aviation support personnel assigned to their units are
familiar with the information contained herein.
1.6

TRAINING

Chapter 2 contains pre-deployment training requirements for ship and air wing personnel. It includes a predeployment
lecture syllabus for all personnel, as well as ones for plane captains, maintenance personnel, ordnance personnel, and
flight crewmembers.
1.7

WAIVERS

Waivers to the requirements imposed by this manual must be approved in accordance with OPNAVINST 3710.7.
1-3/(1-4 blank)

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NAVAIR 00-80T-105

CHAPTER 2

Predeployment
2.1

TRAINING REQUIREMENTS

The air wing commander shall coordinate all squadron predeployment training requirements with the ship.
Squadron commanders shall ensure all personnel complete the lecture syllabus outlined below prior to initial
deployment. This applies equally to those squadrons/detachments that embark/operate for short-term workups, CQ,
transits, and so forth. These lectures need not be repeated before every deployment; however, squadron commanders
are responsible for providing refresher training as required for the safety of personnel and equipment. Ship’s company
personnel should assist in this training; however, when this is not feasible, the most qualified squadron personnel
shall be utilized.
The air officer shall ensure in addition to the formal training required by type commanders, air department personnel
receive training as necessary to acquaint them with the peculiarities of the specific aircraft models being deployed.
Particular emphasis shall be placed on special aircraft handling requirements, flightcrew rescue procedures, specific
aircraft firefighting procedures, and aircraft salvage procedure. In addition, Crash and Salvage personnel shall
conduct a face-to-face briefing with squadron aircrew personnel, communicating what they expect during an
emergency egress.
Note
All personnel assigned flight deck working stations shall first complete
Flight Deck Familiarization PQS (NAVEDTRA 43426-0 Series).
2.2

ADDITIONAL REQUIREMENTS

The commanding officer of each CV shall promulgate and distribute, as appropriate, an air operations manual
containing standardized air traffic control procedures covering all normal evolutions as well as common emergencies
in support of and supplementary to the procedures contained in this manual, including but not limited to the following
subjects: communications control; plane guard helicopter/ship; marshal, arrival, and departure procedures; zip lip;
procedures during shipboard systems failures; hot refueling, and standard arming and dearming areas.
As a minimum, the air operations manual shall be reviewed annually to ensure the subject matter is pertinent and up to
date. New or revised air operations manuals shall be forwarded to the appropriate TYCOM, COMCARGRU/
COMCRUDESGRU, COMCARAIRWING, CARAIRWING, and COMNAVSAFECEN (Code 114). Distribution to
other units conducting air operations activities with the CV is encouraged.
The air wing commander shall promulgate and distribute, as appropriate, OPORD containing but not limited to the
following: air wing organization, general operating procedures, VMC rendezvous, air wing recovery order and
altitude assignments, tanker patterns and procedures, zip lip, EMCON procedures, rainmaker, Hawkeye controlled
approach procedures, deck launch intercept, and lost communications/NAVAID procedures.
Squadron commanders shall submit prior to deployment a complete list of aircraft being deployed. The list shall
include side numbers, PALS addresses, basic weights, certification that all aircraft are FOD free, verification that all
aircraft hoisting points/access panels are readily accessible and functional, and any peculiarities in configuration that
will affect handling, ordnance loading, or mission capability. Squadron commanders shall also submit a list of pilots
and individual requirements for initial and refresher carrier qualification.
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NAVAIR 00-80T-105
Each squadron commander, when embarked, shall provide PriFly control and CATCC with a current NATOPS flight
manual and pocket checklist for each aircraft under his command.
The air officer shall ensure the availability of appropriate aircraft handling equipment, including aircraft hoisting
slings, for each model aircraft assigned.
The AIMD officer shall ensure the availability of appropriate special aircraft maintenance equipment for each model
aircraft assigned.
The air operations officer shall ensure accurate bingo fuel and fouled deck endurance data are available for each model
aircraft being deployed. He shall also ensure CATCC personnel are proficient in the interpretation of these data.
The commanding officer shall ensure all personnel assigned duties on CV flight decks comply with the required
physical standards contained in the Manual of the Medical Department, U.S. Navy.
2.3

PREDEPLOYMENT LECTURE SYLLABUS

2.3.1 All Personnel
1. Duties and responsibilities during flight quarters, general quarters, fire quarters, abandon ship, man overboard,
and other general drills
2. Firefighting and damage control shipboardindoctrination
3. Duties and responsibilities under HERO and EMCON conditions
4. Shipboard safety and smoking regulations
5. Watch standing peculiar to shipboard operations
6. Flight and hangar deck safety precautions
7. Proper use and care of flight deck floatation vest
8. Water survival and rescue procedures.
2.3.2 Plane Captains
1. Aircraft handling procedures
2. Flight and hangar deck safety precautions
3. Responsibilities during launch and recovery
4. Aircraft tiedown requirements and techniques.
2.3.3 Maintenance Personnel
1. Shipboard maintenance procedures
2. Special shipboard safety precautions.
2.3.4 Flight Crewmembers
1. Flight and hangar deck safety precautions
2. Launching procedures and signals
3. Arrested landing procedures and signals
4. Aircraft control doctrine and procedures
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NAVAIR 00-80T-105
5. Emergency procedures peculiar to carrier operations
6. Special procedures for Case III
7. Landing aids/PALS
8. Communications
9. Flight deck configuration and lighting.
2.3.5 Ordnance Personnel
1. Shipboard weapon handling procedures
2. Shipboard ordnance safety instructions.

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NAVAIR 00-80T-105

CHAPTER 3

Preparing for Flight Operations
3.1

THE AIR PLAN

To obtain maximum efficiency from personnel and equipment, carrier air operations must be precisely scheduled in
every respect. Air operations and strike operations are the coordinating and scheduling agencies for all flight
operations. The strike operations officer will collect all required flight information for preparation of the daily air
plan that will be submitted to the operations officer via the air operations officer, for approval and signature.
In order for strike operations to prepare an air plan that is within the capabilities of the air wing and all supporting
activities, the following must be reported on a regular basis:
1. An up-to-date inventory of aviation ordnance on board and available for the next day’s operation.
2. The status of all embarked aircraft. This report shall be delivered to the bridge, flag bridge, flag operations,
air operations, and the air department. In addition to current aircraft status, the report should include expected
changes in status and test flight requirements for the following day.
3. Air intelligence information concerning the next day’s operation.
Normally, the air plan will be distributed on the evening before the scheduled operations. When the air plan is delayed,
the strike operations watch officer shall provide advance information to allow preparations for the first flights. As
a minimum, air ops, flight deck control, PriFly, the air department duty officer, all ready rooms, CVIC, the ship’s
ordnance handling officer, and CDC shall be advised of the following:
1. Launch times
2. Mission
3. Flight composition
4. Fuel requirements
5. Ordnance loading.
The air plan shall include the following:
1. Event number
2. Launch time
3. Recovery time
4. Mission
5. Number and model of aircraft, including spares
6. Squadron and radio call
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NAVAIR 00-80T-105
7. Total sorties
8. Sunrise, sunset, moonrise, moonset, phase
9. Date
10. Fuel
11. Alert aircraft
12. Logistics aircraft
13. Tactical frequencies
14. Notes as required. Notes shall include the following:
a. EMCON/ZIP LIP conditions
b. Ready deck schedule
c. Any other information required including restrictions or hazards to flight.
Upon receipt of the daily air plan, each squadron shall prepare and distribute its flight schedule as required. This
schedule shall designate pilots, radio calls, and the mission for each flight assigned. It is the responsibility of the
aircraft handling officer to ensure strict conformance to the air plan.
3.1.1 The Ordnance Load Plan
Strike operations shall prepare an ordnance load plan that will be utilized as a supplement to the air plan for aircraft
ordnance loads. No changes will be made to the ordnance load plan without approval by the strike operations officer.
It is the responsibility of the aircraft handling officer to ensure strict conformance to the ordnance load plan.
3.2

FLIGHT QUARTER STATIONS

Flight quarter stations shall be manned when directed and as prescribed in the ship’s watch quarter and station bill.
Some evolutions may not require that all flight quarter stations be manned. On such occasions, specific instructions
should be issued at the time the word is passed to set flight quarters (for example, “Flight quarters for respot,” “Flight
quarters for helicopter operations,” and so forth).
All personnel assigned working stations on the flight or hangar decks, catapult, arresting gear, aviation fuels, and
ordnance spaces shall wear flight deck safety shoes. Those personnel assigned flight quarter stations on or above the
hangar deck shall wear jerseys as prescribed in Figure 3-1. Flight deck personnel shall wear the HGU-24/P or
HGU-25/P cranial impact helmet or equivalent. Additionally, all flight deck personnel shall wear and maintain the
following items in accordance with the applicable MRC cards: goggles, sound attenuators, floatation gear, dye
marker, and adequately secured whistle and strobe light. All personnel working on the hangar deck whose duties
require them to work on deck-edge elevators shall wear floatation gear, dye marker, and adequately secured whistle
and strobe light. During night flight operations, only those signal wands prescribed in Figure 3-2 shall be used. All
other personnel use flashlights. A blue filter shall be used. During flight quarters, individuals wearing improper
clothing shall not be permitted on the flight deck without the express consent of the aircraft handling officer.
3.2.1 Aqueous Film Forming Foam (AFFF) System and Mobile Firefighting Equipment
The guidelines for manning and disposition of the AFFF system and mobile firefighting equipment shall be observed
as outlined in NAVAIR 00-80R-14, U.S. Navy Aircraft Firefighting and Rescue Manual.
ORIGINAL

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NAVAIR 00-80T-105
3.2.2 Preliminary Procedures — CATCC
One and one-half hours before scheduled flight operations, CATCC shall be manned and the following checkoff list
executed, commensurate with the EMCON plan in effect. Immediately report all discrepancies for appropriate action
and advise the operations officer and commanding officer if equipment failure will affect air operations.
1. Check all radio/intercom and sound powered equipment including proper patch panel setup. Check frequency
assignment.
2. Check all CCA/Air Ops equipment and NAVAIDS for proper operation.
3. Ensure proper magnetic variation is set in TACAN and CATCC DAIR.
4. Update CATCC DAIR video maps and fixed data stores as required. Check ship’s position for accuracy.
5. Synchronize clocks using GPS time hack.
6. Establish communications with shore activities on INMARSAT, POTS, or ATCOM as applicable. Refer to
OPNAVINST 3710.7 series.
7. Obtain weather and upper winds for the operating area and shore stations within aircraft range. Advise
meteorology of any special requirements for weather information during the day. Ensure ship’s weather
observation will be taken at least each 30 minutes during flight operations.
8. Advise the operations officer, bridge, and flag plot if aircraft availability will seriously limit scheduled air
operations.
9. Obtain launch and recovery PIM and check its relation to warning areas and controlled airspace. Coordinate
potential conflicts with shore activities/FACSFAC. Ensure hot areas are posted and briefed. Brief any potential
conflicts with the bridge and CDC.
10. Check daily message traffic (overhead message and COD PIM, flight plans for flyoff aircraft, OPAREA
synopsis, etc.) that will affect flight operations.
11. Check the air plan for changes and notify stations concerned.
12. Obtain card of the day.
13. Check all status boards for accuracy and completeness of information.
14. Obtain divert field information, including NOTAMS, weather and airfield availability.
15. Brief with air operations officer for special requirements.
3.2.3 Preliminary Procedures — Air Officer
When flight quarters is sounded, the air officer shall ensure the following:
1. Procedures prescribed in applicable bulletins and instructions for inspection and preparation for operation of
the catapults, arresting gear, visual landing aids, ILARTS, elevators, aviation fuel system, and crash and
firefighting equipment are meticulously followed. Discrepancies shall be reported to the bridge as soon as they
are detected. A decision to conduct flight operations when discrepancies are known to exist in any of the above
equipment shall be made only by the commanding officer.
2. A FOD walkdown is conducted prior to flight operations and as required by the air officer during flight
operations.
3-3

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NAVAIR 00-80T-105

PERSONNEL

HELMET

JERSEY/
FLOATATION
VEST

SYMBOLS, FRONT AND BACK

Aircraft handling crew and chock men

Blue

Blue

Crew number

Aircraft handling officers and plane directors

Yellow
(Notes 1−5)
as needed)

Yellow

Billet title — crew number

Arresting gear crew

Green

Green

A

Aviation fuel crew

Purple

Purple

F

Cargo handling personnel

White

Green

“Supply”/“POSTAL” as appropriate

Catapult and arresting gear officers

Green

Yellow

Billet title

Catapult crew

Green

Green

C

Catapult/AG QA

Green

White

ALRE QA

Catapult safety observer (ICCS)

Green

(Note 6)

Billet title

Crash and salvage crews

Red

Red

Crash/Salvage

Elevator operators

White

Blue

E

Explosive ordnance disposal

Red

Red

“EOD” in black

GSE troubleshooter

Green

Green

“GSE”

Helicopter LSE

Red

Green

H

Helicopter plane captain

Red

Brown

H

Hook runner

Green

Green

A

JBD safety observer

Green

Green/White

JBD safety

Landing signal officer

None

White

LSO

Line

Green

Brown

Squadron designator and “Line CPO”

Maintenance

Green

Green

Squadron designator plus “Maint. CPO”

Quality assurance

Brown

White

Squadron designator and “QA”

Squadron plane inspector

Green

White

Black and white checkerboard pattern and
squadron designator

LOX crew

White

White

LOX

Maintenance crews

Green

Green

Black stripe and squadron designator

Medical

White

White

Red cross

Messengers and telephone talkers

White

Blue

T

Ordnance

Red

Red

3-inch black stripe and squadron designator/ship’s billet title

Ordnance CAG Arm/De-arm

Red/Red

Red/Red

3-inch black stripe and the letters “CA” in
6-inch white reflective material

Ordnance QA

White

(Note 8)

Squadron designator and “ORDNANCE
QA/SAFETY”

Photographers

Green

Green

P

Leading petty officers:

Figure 3-1. Authorized Flight Quarters (Sheet 1 of 2)

ORIGINAL

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NAVAIR 00-80T-105

PERSONNEL

HELMET

JERSEY/
FLOATATION
VEST

SYMBOLS, FRONT AND BACK

Plane captains

Brown

Brown

Squadron designator

Safety

White

White

“SAFETY”

Supply VERTREP coordinator

White

Green

“SUPPLY COORDINATOR”

Tractor driver

Blue

Blue

Tractor

Tractor King

Blue

(Note 7)

TK

Transfer officer

White

White

“TRANSFER OFFICER”

Notes:
1. Only personnel charged with the actual control or direction of aircraft movements on the flight or hangar decks shall
wear yellow jerseys. Personnel in charge of a detail, such as aviation fuels, ordnance, and maintenance, shall wear a
helmet and jersey corresponding in color to that of their respective detail and with their billet title on the jersey and
floatation vest.

2. Helmets for all personnel shall be marked with a 6-inch square (or equivalent) of white reflective tape on the back shell and
a 3-inch by 6-inch (or equivalent) of white reflective tape on the front shell. Landing signal officers are not required to wear
helmets or sound attenuators when engaged in aircraft control. Helmets shall have a 2-inch piece of velcro on the left side
of the front shell and velcro on the survival light.

3. Three reflective international orange stripes, 1-inch wide, evenly spaced, shall run fore and aft on top of the white
reflective tape.

a. All air department officers
b. Air department chief petty officers and leading petty officers
c. EOD team members
d. All ordnance officers and gunners
e. Ordnance handling officer and gunner.

4. Helmets for all personnel who have not completed flight deck observer qualification shall be marked (front and rear)
with a “T” using 1-inch wide blue reflective tape over the existing reflective tape (front minimum 2-inch tall, rear
minimum 3-inch tall lettering).

5. Helmets for all aircraft directors under instruction shall be marked (front and rear) with a “U/I” using a 1-inch wide blue
reflective tape evenly spaced over the existing reflective tape (front minimum 2-inch tall, rear minimum 3-inch tall
lettering).

6. ICCS green jersey/yellow flotation vest.
7. Yellow jersey/blue flotation vest.
8. White jersey/red flotation vest.

Figure 3-1. Authorized Flight Quarters (Sheet 2)

3-5

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NAVAIR 00-80T-105
PERSONNEL
Aviation Fuels

COLOR

NO

TYPE*

Amber

1

Stubby

Red

1

Standard

Green

1

Standard

White

1

Stubby

Red

1

Standard

Green

1

Standard

White

1

Stubby

Deck Edge (Arresting Red
Gear)
Green

1

Standard

1

Stubby

Bow Safety
Catapult Hookup
Petty Officer
Catapult Safety
Observer (ICCS)
Center Deck Operator (Topside)

Deck Edge
(Catapults)

Red

1

Standard

Flight Deck Officer
and Aircraft Directors

Amber

2

Standard

Hook Runner

Red

1

Stubby

JBD Safety

White

1

Stubby

Launching and
Arresting Gear Officer/Helicopter LSE/
LSO

Red

1

Standard

Green

1

Standard

LSO Platform Talker
(Arresting Gear)

Red

1

Standard

Green

1

Standard

Ordnance Arming
Crew

Red

1

Stubby
Banded **

Ordnance Arming/
Safety Supervisor

Red

2

Standard
Banded ***

Plane Captain

Blue

2

Standard

Squadron Aircraft
Inspector

Blue

1

Stubby

Weightboard
Operator

White

Stubby

*

Standard and stubby denote cone shape. Standard denotes full length cones; stubby is a modified cone providing 3
inches of lighted cone. Any suitable battery and switch housing is authorized if cone is brightly lighted. All signal
wands/flashlights shall be equipped with heat-shrinkable sleeving/duct tape to prevent possible cone separation.

**

One 3/4-inch band on the cone (plastic electricians tape is recommended).

***

Two 3/4-inch bands spaced equidistant on the cone (plastic electricians tape is recommended).

Figure 3-2. Standard Signal Wands
ORIGINAL

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NAVAIR 00-80T-105
3.3

BRIEFING

It is the responsibility of squadron or unit commanders to ensure all flightcrews have been properly briefed and have
sufficient information to complete the assigned mission. Briefing checkoff lists shall be used as required by
applicable aircraft NATOPS flight manuals. Each briefing must include EMCON procedures, if applicable, and
procedures to be followed in the event of communication or NAVAID failure.
Air ops shall provide the following prelaunch briefing information 2-1/2 hours prior to each event:
1. Launch and recovery times
2. Launch and recovery PIM
3. NAVAID status and frequencies
4. Ship’s weather
5. Weather at bingo fields and en route
6. Emergency data
a. Bearing and distance to nearest land
b. Bearing and distance to nearest suitable landing field
c. NAVAIDs, frequencies, and facilities at nearest field
d. Ready carrier-call, frequencies, NAVAIDs, and PIM
e. Expected final bearing
f. Emergency marshal fixes/altitudes/approach times.
7. Air traffic control data
a. Departure/rendezvous radials
b. Departure frequency and IFF/SIF mode and code
c. Special procedures for ZIP LIP/EMCON conditions (if in effect).
8. Any restrictions or hazards to flight
9. Pertinent information not included in the air plan.
CATCC shall provide to all aircraft not embarked in the ship, but engaged in any support operations (COD, VOD,
etc.) that require them to recover aboard and launch again, all applicable items in the CATCC provided briefing
information listed above.
3.4

FLIGHT PLANS AND ADVISORIES

The requirements for filing flight plans and advisories vary with each operating area and are contained in the DoD
Flight Information Publications (FLIPs) and fleet operating directives. As a rule, flight plans will be required for
flights that:
1. Terminate ashore
2. Proceed across ADIZ boundaries and are not covered by a flight advisory
3. Proceed over land.
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Flight advisories shall be filed for flights within ADIZ boundaries by all aircraft that will land back on board ship
and are not covered by a flight plan. Squadrons shall file flight plans (DD175/DD1801) with CATCC to meet time
requirements established by applicable operating area manuals or ICAO guidelines.
3.4.1 Close Proximity Operations
During concurrent flight operations by two or more CVs/LHAs/LHDs, or concurrent operations between a
CV/LHA/LHD and other aviation-capable ships (fixed wing or helicopter), each ship should remain in its assigned
disposition in order to reduce air traffic coordination problems. CATCC/AOCC or HDC must closely monitor and
coordinate flight patterns to avoid mutual interference. Prelaunch procedures shall include exchange of air plans and
prelaunch notification by aviation-capable ships and acknowledgment by the CV/LHA/LHD prior to any flight
operations within 10 nm of the CV/LHA/LHD.
Note
Unscheduled launches or recoveries that are caused by emergency or
operational necessity are permissible, but must be coordinated with the
OTC as soon as possible because of the inherent danger of combined flight
operations.
3.5

CHANGES IN PILOT OR AIRCRAFT ASSIGNMENTS

Any last-minute changes in pilot or aircraft assignments must be relayed to CATCC and PriFly as soon as the change
occurs.
3.6

AIR TRANSFER OFFICER

The ATO is responsible to the air operations officer for the safe and orderly flow of passengers, mail, and cargo on
and off carriers by aircraft. In addition to the duties delineated in NAVAIR 00-80T-120, the ATO shall be responsible
for the following:
1. Conduct passenger preflight briefing to include the following:
a. Flight deck precautions
b. Primary and alternate routes from loading office to aircraft
c. Personal survival equipment and its use
d. Aircraft ditching and emergency egress stations.
2. Ensure personnel transiting the flight deck do not offer any FOD hazard and they are escorted with the highest
regard for personal safety.
3. Be familiar with load capacities/restrictions, survival equipment carried, and emergency escape procedures
for all aircraft types expected on board for logistic purposes. Inspect all cargo prior to loading and ensure
hazardous material is certified by qualified personnel in accordance with NAVSUP 505 for shipping.
4. Ensure passengers are provided with proper cranial helmet, with goggles attached, and flotation equipment.
5. Provide a detailed mission requirement card to helicopters performing logistic missions. The card shall contain
the following minimum information:
a. Order of ships to be visited
b. Ship name(s), hull number(s), call sign(s), NAVAID(s)
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c. Expected bearing and distance to each ship (from carrier)
d. Pertinent radio frequencies for ships visited
e. Anticipated number of passengers to be delivered/picked up from each ship
f. Weight and description of cargo being delivered/picked up from each ship
g. Landing deck availability at each ship to be visited
h. HIFR capability at each ship to be visited.
Note
If original flight is to be extended, CATCC shall, where appropriate, update
mission requirement card information as outlined above.
6. Be familiar with the current OPNAVINST 4630.25 regarding passenger priority.
7. Ensure proper personnel, equipment, and material are positioned to facilitate rapid offload/ onload of
COD/VOD aircraft to minimize on-deck time and lessen impact on normal flight deck operations.
8. Ensure all personnel under ATO supervision (i.e., working parties) complete Flight Deck Familiarization PQS
(NAVEDTRA 43426-0).
3.7

PASSENGER TRANSFERS

All passenger transfers shall be conducted IAW OPNAVINST 3710.7 series.

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CHAPTER 4

Air Traffic Control Doctrine
4.1

RESPONSIBILITIES

4.1.1 Operations Officer
As defined by Navy regulations, the operations officer shall be responsible for the control of airborne aircraft except
when control is assigned to other authority. This control refers to all airborne operations not incidental to the actual
launch or recovery of aircraft.
4.1.2 Air Operations Officer
The air operations officer is responsible to the operations officer for coordination of all matters pertaining to flight
operations, the proper functioning of the CATCC and shall determine the type of approach and required degree of
control.
4.1.3 Air Officer
The air officer determines the case launch and/or recovery. The air officer is also responsible for visual control of all
aircraft operating in the carrier control zone. Under Case I and II conditions, this responsibility may be extended
beyond the carrier control zone to include all aircraft that have been switched to air officer’s control frequency. For
special operations such as bombing a sled or air demonstrations, the air officer may exercise control outside of the
carrier control zone. Additionally, the air officer is the carrier control zone clearing authority. Agents desiring to
operate aircraft within the control zone must obtain the air officer’s approval prior to entry. This clearance shall
include the following:
1. Operating instructions as required for avoiding other traffic
2. Information concerning hazardous conditions
3. Altitude and distance limitations to which aircraft may be operated.
4.1.4 Landing Signal Officer
The LSO, under supervision of the air officer, is responsible for the visual control of aircraft in the terminal phase
of the approach immediately prior to landing. LSO specific responsibilities are delineated in the LSO NATOPS
Manual (NAVAIR 00-80T-104).
4.1.5 Landing Signalman Enlisted
The LSE, under the supervision of the air officer, is to ensure helicopters, on signal, are safely started, engaged,
launched, recovered, and shut down. The LSE receives his directions from PriFly via light signals and/or two-way
flight deck communications. It is his responsibility to ensure all tiedowns are removed prior to lift-off and that the
aircraft is properly secured after landing. All signals given by the LSE are advisory with the exception of the
“waveoff” and “hold,” which in all cases are mandatory. During vertical replenishment operations, the LSE directs
the helicopter over the deck and provides signals for the delivery and hookup of cargo. Ensure LSE and Army aircrews
are familiar with engagement/disengagement procedures of rotors, prior to recovery/launch operations.
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4.1.6 Pilots
As directed by OPNAVINST 3710.7 series, the pilot is responsible for the safe and orderly conduct of the flight. The
success of carrier operations largely depends upon his knowledge of and adherence to the procedures contained
herein. Any necessary deviation from these procedures or from control instructions shall be reported to the controlling
agency immediately so that allowances can be made.
4.1.7 Combat Direction Center Officer
The CDC officer is responsible for mission control of aircraft assigned to him. This includes providing separation
from other aircraft operations in the vicinity of the carrier and ensuring intercept/mission controllers know the basic
procedures for air traffic control. Additionally, he shall ensure these controllers know their responsibility for traffic
advisories to aircraft operating in visual conditions and for safe separation of aircraft operating in instrument
conditions. Upon request, he shall provide information concerning areas of special operations, such as air-to-surface
weapon drops and air-to-air missile shoots.
4.2

CONTROL CRITERIA

Weather in the carrier control zone is the most prominent factor affecting the type of departure and/or recovery. There
are three types of departure and recovery operations, which are referred to as Case I, Case II, and Case III.
The air officer, unless otherwise specified by higher authority, determines what case launch and/or recovery will be
exercised using the following weather minimums:
Case I: When it is anticipated that flights will not encounter instrument conditions during daytime departures,
recoveries, and the ceiling and visibility in the carrier control zone are no lower than 3,000 feet and 5 nm respectively.
Case II: When it is anticipated that flights may encounter instrument conditions during a daytime departure or
recovery, and the ceiling and visibility in the carrier control zone are no lower than 1,000 feet and 5 nm respectively.
Case III: When it is anticipated that flights will encounter instrument conditions during a departure or recovery
because the ceiling or visibility in the carrier control zone are lower than 1,000 feet and 5 nm respectively; or a
nighttime departure or recovery (one- half hour after sunset and one-half hour before sunrise).
4.2.1 Degrees of Control
The four degrees of control are positive, advisory, monitor, and nonradar control.
4.2.1.1 Positive Control
This control shall be utilized under the following conditions:
1. Ceiling of:
a. Less than 1,000 feet for fixed-wing aircraft
b. Less than 500 feet for helicopter operations.
2. Forward flight visibility of:
a. Less than 5 miles for fixed-wing operations
b. One mile or less for helicopter operations.
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3. All flight operations between one-half hour after sunset and one-half hour before sunrise except as modified
by the OTC or carrier commanding officer.
4. During mandatory letdown in thunderstorm areas.
5. In other situations where supervisory personnel can anticipate weather phenomena that might cause difficulty
to pilots.
4.2.1.2 Advisory Control
This control shall be utilized when the traffic density in an operating area requires a higher degree of control for safety
of flight than required under visual flight rules. Advisory control is normally limited to VMC and is recommended
for all operations in or adjacent to oceanic control areas or routes. Traffic separation is the responsibility of the
individual pilot with assistance provided by the controlling agency.
4.2.1.3 Monitor Control
This control shall be utilized only when aircraft are operating VMC outside controlled airspace and the responsibility
for separation from other traffic can be safely assumed by the pilot.
4.2.1.4 Nonradar Control
This control shall be used when shipboard radar is inoperative or so degraded as to be inadequate to provide radar
separation of air traffic under conditions normally requiring positive control. The decision to attempt control of
aircraft at night or in instrument flight conditions must be made with careful consideration of such factors as the
following:
1. Actual meteorological conditions
2. Degree of radar degradation
3. Expected duration of radar degradation
4. Fuel states and tanker fuel available for delays
5. Divert field considerations
6. Operational requirement
7. Departure/recovery in progress at the time a nonradar environment develops
8. Availability of other surface or airborne platforms to provide radar traffic separation and approach information.
4.2.2 Electronic Emission Control
The operations officer shall be responsible for EMCON in accordance with NWP 1-10.22 Volume I, NTTP 3-51.1,
effective operation orders, and other governing directives. It may be necessary to develop special procedures for
performing the following operations during EMCON conditions:
1. Aircraft handling
2. Launch
3. Departure
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4. Mission
5. Arrival
6. Recovery
7. Maintenance.
COD aircraft will attempt to establish communications en route prior to arriving on station. If no radio contact is made
the COD will return to base.
Detailed briefings covering responsibilities and procedures shall be conducted prior to operating under EMCON
conditions. All flight crewmembers, controllers, aircraft handling personnel, and flight deck ordnance coordinators
shall attend such briefings and familiarize themselves with all procedures within their area of responsibility.
Overhead messages shall include applicable EMCON instructions.
The operations officer shall be responsible for setting the proper HERO conditions for control of radar and radio
emissions while handling ordnance susceptible to RF energy. The air officer shall establish procedures for alerting
flight deck ordnance personnel when the appropriate HERO conditions have been set.
4.3

SEPARATION CRITERIA

The following separation standards shall be utilized for aircraft under positive control. These restrictions do not apply
to tactical maneuvers such as air intercept, rendezvous, and close USW action.
4.3.1 Lateral Separation
1. The following separation standards apply to aircraft controlled by designated air search radars that rotate in
excess of 7 rpm.
a. Aircraft operating at 50 miles or more from the monitoring antenna shall be separated by a minimum of
5 miles.
b. Aircraft operating less than 50 miles from the monitoring antenna shall be separated by a minimum of
3 miles.
c. Aircraft on a designated approach or established downwind and inside of 12 miles shall be separated by
a minimum of 2 miles. Aircraft established on final within 5 miles shall be separated a minimum of
1-1/2 miles.
Note
Air search radars that rotate in excess of 7 rpm are the only radars acceptable
for an ASR approach.
2. Aircraft provided positive control with all other radars shall be separated by a minimum of 5 miles.
3. Aircraft provided nonradar control, utilizing a published approach, should be separated by 2 minutes (5 miles
separation when using DME).

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NAVAIR 00-80T-105
4.3.2 Vertical Separation
1. Jet and turbopropeller (turboprop) aircraft operating at altitudes up to and including FL 290 shall be separated
by 1,000 feet.
2. Vertical separation may be reduced to 800 feet when inside of 12 nm.
a. Receiver aircraft being provided positive control shall be separated by a minimum of 500 feet vertically
from tanker aircraft until visual separation between the two aircraft can be maintained.
3. Aircraft operating above FL 290 shall be separated by 2,000 feet.
Note
Carrier-based aircraft shall fly MSL altitudes below 18,000 feet MSL and
flight levels at and above 18,000 feet MSL unless regional supplementary
procedures, as published in FLIP Planning, dictate otherwise.
4. Helicopters shall be separated by 500 feet.
4.4

COMMUNICATION CONTROL

All aircraft are considered under positive communication control while operating at sea unless otherwise directed.
Pilots shall not shift frequencies without notifying and/or obtaining permission from the controlling agency.
Communication procedure during ZIP LIP/EMCON conditions shall be specified during preflight briefing.
4.4.1 Control of Radio Circuits
Control of radio circuits shall be exercised as follows:
4.4.1.1 CATCC
1. Primary control of ship-shore air traffic control administrative frequencies
2. Primary control of assigned CCA frequencies
3. Secondary control of aircraft guard frequencies
4. Secondary control of land/launch frequencies
5. Secondary control of air tactical frequencies.
4.4.1.2 CDC
1. Primary control of all air tactical frequencies
2. Primary control of aircraft guard frequencies
3. Secondary control of ship-shore air traffic control administrative frequencies.
4.4.1.3 PriFly
1. Primary control of land/launch frequencies
2. Secondary control of aircraft guard frequencies
3. Secondary control of departure control and final approach frequencies.
4.4.2 Voice Procedures
Strict radio discipline is mandatory. Voice procedures must be concise and should not vary appreciably from standard
air traffic control phraseology as set forth in the Carrier Air Traffic Control Handbook NAVAIR AE-CVATCOPM-000, FAA Order 7110.65 and ACP 165. Ship’s call sign shall be used on initial contact with marshal. Squadron
tactical call signs should always be used to prevent confusion.
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NAVAIR 00-80T-105
4.4.3 Recording of Radio Circuits
Radio circuits used for the control of air traffic shall be recorded continuously during hours of operation. CATCC
shall ensure PriFly frequencies are recorded during Case I/Case II operations.
4.4.4 Communication Security
COMSEC is best accomplished by strict adherence to established principles of radio discipline. Additionally, secure
voice radio equipment in naval aircraft and carriers offers a significant COMSEC capability that should be utilized
to the greatest extent practicable. All units with COMSEC capability should develop tactical doctrine designed to
deny SIGINT forces access to vital intelligence. Detailed functional descriptions of COMSEC equipments are found
in pertinent classified documents.
All personnel who have access to radio equipment must be briefed that certain restrictions exist on all radio
transmissions to prevent disclosure of EEFIs to the enemy.
4.5

EMERGENCY CONTROL PROCEDURES

From a control standpoint, aircraft emergencies fall in the following three broad categories:
1. Communication failures
2. NAVAID failures
3. Other aircraft system failures.
The nature of some emergencies requires priority and/or diversionary measures. The ultimate resolution of these
emergencies involves a command decision based upon the type of emergency and weather conditions in the recovery
area. It is imperative that the controlling agency collect every pertinent detail that might aid in the evaluation of an
emergency and keep the command and other interested agencies properly informed.
4.5.1 Initial Control Responsibility
The initial control responsibility for aircraft emergencies rests with the agency exercising control of the aircraft when
the emergency occurs. Aircraft in a state of emergency within visual range of the ship will normally be controlled
by the air officer. Outside the visual range of the ship, aircraft in an emergency shall be controlled by either CDC or
CATCC. Aircraft in distress should not change radio frequencies if satisfactory radio contact is established.
4.5.2 Basic Procedures
The procedures for pilots to follow when experiencing communications and/or navigation equipment failures are
listed in Figure 4-1. Controlling agencies shall be familiar with and alert for conditions indicating communication
or navigation failures and perform the following as appropriate:
1. Attempt to establish communications with the aircraft.
2. Vector the aircraft as appropriate.
If unable to communicate with the aircraft in difficulty:
1. Identify on radar and maintain a track.
2. Vector available aircraft to join if practical.
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NAVAIR 00-80T-105
3. Alert air operations watch officer and PriFly.
4. Broadcast instructions and essential information on normal control frequencies and guard.
Emergency procedures during penetration or letdown are covered in Chapter 6. Emergency procedures for aircraft
system failures are covered in the appropriate aircraft NATOPS flight manual. Lost communication emergency
squawks are listed in Figure 4-2.
4.6

PLANE GUARD HELICOPTER

4.6.1 Control Authority
A helicopter, when designated primary plane guard, shall be under the operational control of the air officer during
launches and recoveries. During Case II or III operations or advisory control, the base recovery course and all course
changes shall be provided by CATCC using a frequency monitored by primary flight control. CATCC shall conduct
a radio check with the plane guard helicopter at least every 20 minutes during Case III. Concurrent USW/plane guard
helicopter operations may be conducted provided a responsive plane guard capability is maintained during
launch/recovery.
4.6.2 Plane Guard Station
The designated plane guard helicopter is “on station” when operating within 20 NM (Day) or 10 NM (Night) of the
carrier. The helicopter shall remain within UHF range and monitor the assigned air control frequency at all times.
4.6.3 Restrictions
During launch/recovery, no concurrent USW/plane guard operations shall be conducted within the shaded area
depicted in Figure 4-3 without the explicit approval of the air officer. The maximum altitudes when conducting
concurrent USW/plane guard operations shall be as depicted in Figure 4-3.
4.6.4 Search and Rescue
The air officer normally will be responsible for controlling plane guard efforts when they are within sight of the ship.
CDC/CATCC normally will control plane guard efforts when outside visual contact of the air officer.
4.6.4.1 SAR Requirements
CV minimum SAR requirements are listed in Figure 4-4. SAR alert readiness conditions are contained Chapter 5.
4.6.4.2 SAR Response
In the event of a plane guard incident, the designated plane guard helicopter shall immediately respond unless
otherwise directed by the Air Officer.
4.6.4.3 SAR Helicopter Procedures
A switch to a discrete plane guard frequency will be made when directed by the controlling agent/agency.

During recovery of aircraft with forward firing ordnance, the plane guard
helicopter shall not be positioned on the starboard side from the 360 to the
090 degree relative bearing within 5 nm from the carrier.
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TYPE OF FAILURE
Transmitter failure with or without receiver failure (navigation
aids serviceable).

Navigation aids and transmitter
failures, with or without receiver
failure.

*

FLIGHT CONDITIONS
VMC

*IMC

1.

Join up if possible.

1.

Transition to VMC if possible and
continue VMC.

2.

Maintain VMC.

2.

Proceed to emergency marshal.

a. Enter VMC landing
pattern.

3.

Squawk Mode III 7600, “IDENT,”
and Mode 1 in accordance with
Figure 4-2.

b. Use standard visual
signals when in range of
ship.

4.

Watch for joinup.

c.

5.

Hold at emergency marshal until
EEAT.

Watch for light signals
from ship.

3.

Squawk Mode III 7600,
“IDENT,” and Mode I in
accordance with Figure 4-2.

6.

Commence approach at EEAT.
Squawk in accordance with
Figure 4-2.

4.

In receiving, follow
instructions.

7.

If receiving, follow instructions.

5.

Broadcast intentions periodically, whether or not transmitter is known to be
serviceable.

8.

Broadcast intentions periodically
whether or not transmitter is known
to be serviceable.

6.

Tune in parent CV data-link
frequency.

9.

Tune in parent CV data-link
frequency.

1.

Perform same procedures
as for communications failure, or

1.

Transition to VMC if possible and
maintain VMC.

2.

When position is unknown:

2.

Navigate by DR to best position.

a. Navigate by DR to best
position.

3.

Squawk in accordance with Figure
4-2 or EMERGENCY as required.

b. Squawk in accordance
with Figure 4-2 or
EMERGENCY as
required.

4.

Fly appropriate triangles.

c.

5.

Watch for joinup.

d. Watch for join up.

6.

If receiving, follow instructions.

3.

Tune in parent CV data link
frequency.

7.

Broadcast intentions periodically
whether or not transmitter is known
to be serviceable.

4.

If all above fails, bingo to
nearest suitable field at
appropriate fuel state.

8.

Tune in parent CV data-link
frequency.

Fly appropriate
triangles.

All procedures are for single aircraft. When in company, VMC or IMC, remain in company and use hand
signals between aircraft.

Figure 4-1. Basic Emergency Procedures for Communication/Navigational Equipment Failure

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NAVAIR 00-80T-105
Mode III — Lost communications (transmitter and/or receiver) squawk Code 7600. Emergencies squawk 7700.
Mode I — The following codes will amplify difficulties in conjunction with a Code 7600 or 7700. No receiver shall
mean that the primary UHF, auxiliary receiver, and UHF/VHF Guard receiver are inoperative. If any receiver is
operative, the controller is capable of controlling the aircraft utilizing IFF standby squawks and/or aircraft turns
to acknowledge receipt of instructions.
Note
Below 2,500 feet, pilots must be aware of the dangers of changing IFF codes.
1. HEFOE Squawks
Mode I

Mode III

First digit

Second digit

0 — OK

0 — No radio reception PALS/ILM
OK
1 — No radio reception, TACAN OK

1 — Hydraulic

7700/7600 (with HEFOE code, use
Code 7700)

2 — Electrical

2 — No radio reception, ADF OK

3 — Fuel

3 — Radio reception, OK, no
NAVAIDs

4 — Oxygen
5 — Engine
2. Assistance Required Squawks
All 7 — Mode I squawks indicate no receiver and no NAVAID(s).
Mode I

Mode III

70 — Desire tanker to join

Fuel on board (up to 7,400)

71 — Intend bingo
72 — Desire aircraft to assist
3. Limited Communication Squawks
Require a 1-minute cycling of Mode III from 7600/7700 to desired channel.
Mode I

Mode III

60 — Aux. Rec. (ADF) channel _____________

Channel usable (0100−2000, and
2100 = Guard)

61 — No NAVAID(s) Rec. on channel ___________
62 — TACAN OK. Rec. on channel ______________

Figure 4-2. Lost Communication Emergency Squawks

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Delete text below:

Figure 4-3. Helicopter Restrictions During Fixed-Wing Launch/Recovery

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NAVAIR 00-80T-105

WITHIN RANGE OF SAFE LANDING FIELD

OUTSIDE RANGE OF A
SAFE LANDING FIELD

DAY

NIGHT OR LOW
VISIBILITY

DAY & NIGHT

CARRIER
QUALIFICATIONS

A or B

A, C or D

(1)

FIXED WING
CURRENCY

A or B

A, C or D

(1)

CYCLIC OPERATIONS

A or B

A, C or D

(1)

HELO/OPS SHIP
ANCHORED/BETWEEN
FLIGHT OPS

E

E

E

A. One plane guard helicopter airborne and one helicopter in Condition III (See Note 2).
B. One surface combatant in lifeguard station and one helicopter in Condition III (See Note 2).
C. One plane guard helicopter airborne and one surface combatant in lifeguard station.
D. One helicopter in Condition III (See Note 2) and two surface combatants, one in lifeguard station and
one within UHF radio range.
E. One helicopter in Condition III (See Note 2) and one helicopter in Condition IV.
NOTE
(1) When outside range of a safe landing field, the same rescue unit criteria apply for day and night
except that at least one surface combatant shall normally operate within UHF radio range of each
aircraft carrier under both day and night conditions.
(2) The Rigid Hull Inflatable Boat (RHIB) and crew may be used in place of a helicopter in Condition
III at CV/N CO’s discretion. When so used, the RHIB shall be ready, and the crew assigned and
available.

Figure 4-4. Minimum SAR Requirements

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CHAPTER 5

Launching Aircraft
5.1

PRELAUNCH PROCEDURES

As early as possible before launch, the catapult officer and deck launching officer shall advise the air officer of the
launch wind requirements. The air officer shall relay this information to the bridge.
The aircraft handling officer shall perform the following prior to each launch or setting of Condition I or II, as
described in paragraph 5.12.
1. Assign aircraft to each event specified on the air plan.
2. Brief key flight and hangar deck personnel on the following:
a. Starting and launching sequence
b. Disposition of downed and spare aircraft
c. Aircraft to be towed or taxied forward after the launch
d. Recovery spot (when a recovery is scheduled to follow the launch).
3. Ensure the air gunner or his designated representative attends the aforementioned brief to comment as
appropriate on ordnance safety precautions or weapon handling procedures incident to the launch and
forthcoming recovery if applicable.
4. Ensure the launch spot is relayed to the ready rooms and inform PriFly, CATCC, and the ready rooms as early
as possible of the side numbers of aircraft assigned for launch.
5. Conduct FOD walkdown (minimum one day/one night and as required).
The flight deck officer or his representative shall tour the flight deck to ensure the following:
1. Propellers, tailpipes, and helicopter rotors have sufficient clearance
2. Each aircraft can be safely taxied from its spot
3. Deck-edge antennas are properly positioned and the jackstaff, flagstaff, bow rails, and stern rails have been
removed and stowed
4. No gear is adrift on the flight deck.
The aviation fuel officer or his designated representative shall ensure all aircraft, including standbys, have been fueled
as prescribed in the air plan. Discrepancies shall be brought to the attention of the aircraft handling officer
immediately.
The air wing weapon officer or his designated representative shall visually inspect each aircraft to ensure ordnance
loading is as prescribed in the ordnance load plan. Discrepancies shall be brought to the attention of the aircraft
handling officer and ordnance handling officer immediately.
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Note
Under no circumstances shall the launching officer participate in the
removal of protective devices from the catapult track (i.e., slot seals or
buttons). The catapult officer’s primary function is as a final inspector.
The launching officer(s) shall brief the topside catapult crew(s) and ensure all equipment is ready and that sufficient
launching accessories are available to complete the launch. These tasks shall be completed prior to each launch. In
addition, he shall verify fuel and ordnance loading by consultation with aviation fuel and ordnance personnel. He
shall then compute aircraft launch weights.
The pilot shall confirm fuel, ordnance, and gross weights in writing, which will be submitted to flight deck control
prior to man-up time.
5.1.1 Manning Aircraft
Approximately 45 minutes before launch time, flightcrews will be ordered to man aircraft. When called, they shall
proceed to their aircraft via the designated route and conduct preflight inspections as expeditiously as safety permits.
5.1.2 COD/VOD Aircraft
COD/VOD aircraft passengers shall be escorted to and from the aircraft by the ATO or his assistant. The ATO or his
assistant shall remain with the passengers until they have been embarked. Passengers and cargo will not be off-loaded
until the ATO or his assistant is present. Flight deck survival equipment (cranial helmet, goggles, and floatation
equipment) shall not be removed until passengers are well clear of the hazards of the flight deck environment.

D For off-loading passengers and cargo, both engines of the COD should be
shut down. At a minimum, the engine on the same side of the entrance hatch
shall be secured.
D The ramp shall not be opened/closed externally without confirmation from
the aircraft commander.
D The Mk 1 life preserver, vest type (float-coat) with auto inflator unit
assembly is not authorized for use aboard aircraft.
5.2

LAUNCHING FIXED-WING AIRCRAFT

5.2.1 Engine Start and Turnup
Prior to starting engines, the air officer shall issue appropriate orders or information over the flight deck announcing
system to ensure all prestart preparations are completed and all personnel on the flight deck are alerted.
Note
The mechanical latching of weapons on aircraft racks/launchers shall be
completed before the engine(s) on that aircraft is started for launch.
The air officer shall ensure all flight deck personnel are indoctrinated in and adhere to the positioning of aircraft and
aircraft starting units so that the established minimum distances are maintained. Pilots and aircrews shall be made
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NAVAIR 00-80T-105
aware of proper positioning criteria. The responsibility for safe starting of all aircraft rests with the air officer. All
personnel shall follow the prescribed procedures when operating aircraft and aircraft starting units. All unsafe starting
conditions shall immediately be called to the attention of cognizant personnel.

Hot exhaust from aircraft and aircraft starting units is a serious hazard when
operating in close proximity to aircraft, aircraft components, fuel,
weapons, equipment, external store CADs, and personnel.
Engines shall be started only on signal and under the positive control of PriFly. During the starting evolution, the
aircraft handling crew shall remove the towbar if necessary for accomplishment of preflight checks and the plane
captain shall assist the pilot as necessary with preflight checks. Towbars shall remain on or in the immediate vicinity
of aircraft parked in the landing area or in a position that fouls the deck until that aircraft is ready for taxi.

Prior to start, ensure nosewheels are not cocked. Cocked nosewheel may
pose a threat to flight deck personnel.
The plane directors shall monitor the aircraft throughout the warmup and checkout period. Control is assumed by
the plane captain for preflight checks only.
Turboprop aircraft shall not be turned up above 1,500 shaft horsepower (SHP) without specific clearance from a flight
deck director. The pilot shall request clearance to turn up by giving his director the one finger turnup signal. The
director, after checking chocks and tiedowns and ensure the area behind the aircraft is clear, shall return the signal,
thereby clearing the pilot for turnup.
Note
Clearance for turnup shall not be given by anyone other than a flight deck
director.
While an engine is turning up at high power, the director shall continuously check the area behind the aircraft. The
pilot shall frequently look at the director to ensure the “all clear” signal is still being given. After completing all
poststart checks, the pilot shall signal the director, indicating the status of the aircraft. The director will relay the signal
to the officer or petty officer in charge of that area of the flight deck.
5.2.2 Final Preparations for Launch
Approximately 15 minutes before launch, the air officer will initiate the following prelaunch checklist:
1. Wind — Verify the estimated wind available for launch and notify bridge of maximum/minimum wind
requirements.
2. List — Check ship’s list to ensure a level deck.
3. Jet blast deflector cooling — Ensure saltwater cooling is functioning on all active JBDs.
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If aircraft are to be deck launched, the launching officer shall compute the required deck run and confirm it with the
air officer. The catapult launching officer shall inspect the catapult track(s) and adjacent flight deck area to ensure
they are clear of chocks, towbars, or other equipment. By this time, the following personnel should have manned their
launch stations:
1. LSO
2. Arresting gear personnel
3. ILARTS operator
4. Lens operator
5. PALS radar operator
6. Mobile firefighting equipment operators.
5.2.3 Taxiing
Before ordering removal of chocks, directors shall signal for the pilot to hold brakes. It is imperative that the pilot
acknowledge this signal by affirmative nod of the head in the daytime and by a flashlight at night. The flight deck
officer will control the rate at which aircraft are moved toward the catapult(s) or deck launch spot, ensuring a constant
steady flow of traffic while avoiding unnecessary crowding. All taxi signals shall be answered promptly and
accurately unless the pilot considers there is a dangerous situation existing or developing, in which case he shall stop.

D A director shall not leave an aircraft unattended after chocks and tiedowns
have been removed.
D Aircraft shall not be taxied until pretaxi checks and required procedures
prescribed in the appropriate NAVAIR weapon/store loading checklists/
store reliability cards have been completed.
D COD aircraft shall not be unchained until all passengers and aircrew are
strapped into their seats and the aircraft commander has passed the up and
ready signal.
Note
All movement of aircraft shall be under the control of a plane director.
Safety personnel shall be posted as required to assist the director.
If a pilot loses sight of his director, he shall stop immediately. The director shall stay in view of the pilot at all times
and remain stationary while controlling aircraft. If it is necessary to change his position while controlling an aircraft
at night, the director shall signal the pilot to hold brakes. He will continue giving the hold brake signal while moving
expeditiously to the new position, then resume movement of the aircraft.
Control of a taxiing aircraft shall not be passed from one director to another until the receiving director signals by
extending one arm vertically that he is ready to accept control. A director shall not give signals to a pilot who is already
under the control of another director except in an attempt to avert an accident.
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When a nosewheel tiller/towbar is to be used in taxiing an aircraft, the director shall signal the pilot that a tiller/towbar
is being attached and shall discontinue giving him directional signals. The pilot must then be careful to avoid
differential braking and/or nosewheel steering and use the brakes only for slowing or stopping the aircraft. Nosewheel
steering shall not be engaged with tiller/towbar attached.
CAUTION
Launching fixed wing aircraft while other aircraft are taxied, spotted, or
towed close behind a JBD may cause damage to those aircraft.
Additionally, launching fixed wing aircraft from catapult #1 with a
helicopter spotted in the vicinity of elevator #1 exposes the helicopter to a
high level of turbulence which may cause significant damage to the
helicopter.
5.2.4 Catapult Launching
Prior to the launch, the launching officer shall relay the minimum and maximum WOD requirements for the
forthcoming launch to the air officer who shall, in turn, advise the bridge.
During CARQUAL operations, the pilot shall transmit aircraft side number, fuel weight, and gross weight during
a two-way radio check. This report is required prior to initial launch, after hot refueling or when pilot switch occurs.
The air officer shall ensure aircraft side number and gross weight is passed to and confirmed by the launching officer.

D During CARQUAL operations, close monitoring of aircraft gross weights
by the air officer, launching officer, pilots, and squadron representatives is
mandatory to ensure operational safety.
D Turboprop aircraft shall not be launched from waist catapults when
jet/turboprop aircraft with engines operating on No. 2 catapult or a
possibility exists that hot exhaust gases from aircraft spotted anywhere on
the flight deck may be ingested into the turboprop engine during launch.
D Squadron aircraft inspectors shall not perform inspections while an aircraft
is taxiing. It is mandatory to remain well clear of rolling tires at all times
to prevent injury.

CAUTION
Aircraft with wing-or pylon-mounted engines shall not be launched from
catapults having only a single panel JBD if aircraft within 200 feet aft of
the JBD are not properly tied down.
In positioning an aircraft on the catapult, the director must be acutely aware of the activities of the catapult crewmen
and control the aircraft’s speed and movement in such a way that personnel safety will not be jeopardized. Pilots must
guard against the tendency to use excessive power that invariably results in roughness and poor control and
jeopardizes launching accessories.
As the aircraft approaches the catapult, the director shall ensure the aircraft is in the takeoff configuration. JBDs shall
be raised as appropriate.
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CAUTION
All JBD operators/safety observers shall ensure aircraft clearance is
sufficient prior to raising or lowering JBD. Catapult three requires a JBD
safety observer at all times. Bow catapults utilizing JBD deckedge control
boxes require one JBD safety observer per catapult. JBD safety observers
shall be positioned on the furthest side of the JBD away from the operator.
The safety observer will signal the JBD operator with hand/wands when the
aircraft is clear and the JBD can be raised.
For aircraft using the nosegear launch system, the director shall stop the aircraft at the entry wye area of the guide
track. The holdback man shall attach the holdback bar. The director shall signal the pilot and the hookup petty officer
to lower the launch bar.

CAUTION
Aircraft launch bar should not be lowered outside of the entry wye.
Excessive wear, burring, and hangup may occur if the bar passes over the
deck cleat link track onto the entry wye.
Before taxiing past the shuttle, the pilot shall verify the aircraft gross weight by giving a “thumbs up” signal during
the day or a circular motion with a flashlight at night. A “thumbs down” or negative signal will not be used to indicate
disagreement with the gross weight board. If the pilot does not agree with the gross weight, he will request adjustment
as follows.
1. During the day:
a. To raise the gross weight, hold hand flat with palm up and move in a vertical direction, emphasizing the
upward motion.
b. To lower the gross weight, hold hand with palm down and move in a horizontal direction.
2. At night:
a. To raise the gross weight, move flashlight in a vertical direction, emphasizing the upward motion.
b. To lower the gross weight, move flashlight in a horizontal direction.
Note
Weight board will be changed in 500-or 1,000-pound increments in
accordance with applicable aircraft launch bulletins.
When more than two correction steps are required on the weight board or any difficulty is experienced in confirming
the gross weight, the aircraft shall not be launched until positive determination can be made by the air officer and
confirmed by the pilot and launching officer.
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When an aircraft carrying ordnance requires arming, the aircraft will be taxied into the arming area. Nose-tow aircraft
shall be stopped after the appropriate JBD has been raised and prior to positioning nose-tow launch bar over shuttle
spreader. Prior to arming, aircraft shall be properly configured for flight. The director shall ensure all personnel are
clear and then direct the aircrew’s attention to the ordnance arming supervisor for arming. When the arming has been
completed and the arming crew is clear, the ordnance arming supervisor will signal the pilot with a “thumbs up” signal
(day) or display a vertical sweep with a red, banded wand (night) and then direct the pilot’s attention back to the
director.
As the aircraft is positioned on the catapult, the squadrons’ aircraft inspector shall inspect the aircraft to ensure it is
properly configured and ready for flight. He shall give a “thumbs up” signal (day) or display a blue wand held
vertically (night) to indicate that he considers the aircraft ready for launch. He shall continuously display this signal
at a position from which he is clearly visible to the launching officer. Should the aircraft inspector desire to prevent
the aircraft from being launched, he shall immediately give a “suspend” signal (day) or display a blue wand moved
horizontally (night) to the director or launching officer who has control of the aircraft at the time the discrepancy is
discovered.

Aircraft shall not have nose-tow launch bar over shuttle spreader until the
aircraft is armed and properly configured for flight.
As the ship approaches the launching parameters, the air officer shall monitor the wind repeater and keep the
launching officer(s) advised of the relative wind velocity. Upon receiving permission from the bridge to launch
aircraft, he shall make a final check to ensure relative wind is within the envelope prescribed in the applicable aircraft
launching bulletin. This shall be accomplished before changing the rotating beacon(s) from red to green (this lights
the PriFly “go” light on the catapult officer ICCS console when in use), thereby clearing the launching officer(s) to
begin launching.
5.3

ICCS CATAPULT LAUNCH PROCEDURES

When the launching officer observes the aircraft type, aircraft weight, and side number, he shall set the CSV command
dials on the COC to the setting prescribed in the applicable aircraft launching bulletin. He then relays this information
to the CCP operator, including the appropriate wind value. After the CCP operator verifies the CSV setting is correct,
utilizing the proper aircraft launching bulletin, depress the CSV setting pushbutton on the CCP. The CCP operator
shall verify the position of the CSV by comparing the digital readout on the CCP with the mechanical counter on
the CSV. If a mismatch occurs with the command setting and any remote readout, the launching officer shall suspend
the catapult and place it in a “down” status until the malfunction has been corrected.

If ICCS catapult launch verification procedures are not strictly followed,
the chances of launching an aircraft at an improper CSV setting are greatly
increased, which can result in loss of the aircraft and/or the crew.
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Note
An independent verification of the CSV selector by the launching officer
shall be made by the CCP (Central charging panel operator). The vital
nature of this requirement necessitates extensive training of the CCP
operator in computation methods and proper use of aircraft launching
bulletins.
If at any time it is necessary to change the CSV setting after the launch bar is in the shuttle, the catapult shall be
suspended and suspend procedures shall be carried out to completion.
If the CSV is inoperative in the automatic mode, the launching officer may select the jog or handwheel position on
the CSV mode selector switch and continue operations.

Operation of the catapult in the defeat interlock mode shall only be
accomplished with permission of the commanding officer.
Note
Instructions delineated in the Catapult NAVAIR 51-15 series Operational
Organizational/Intermediate Maintenance Manual for the mode used shall
be adhered to.
If the MCC operator observes a red malfunction light, a red status light, or the catapult area fouled, he shall press
the suspend pushbutton and notify the launching officer.
The CCP operator shall continually check his panels and ensure all lights and readouts indicate a “go” condition. If
a “no-go” condition exists, he shall press the catapult suspend pushbutton and notify the MCC operator.
When all conditions are satisfactory for launch, the green catapult ready light at the COC and the white lights at the
CCP and MCC will be on. If the catapult ready lights are not on, the cause must be investigated and corrected.

If the catapult ready condition is lost even momentarily, the launching
officer, the MCC operator, or the CCP operator shall suspend the catapult
and determine the cause. When the malfunction or other condition causing
the loss of catapult ready has been corrected, the operator of the suspending
station shall remove the suspend by pressing the suspend pushbutton. At
no time shall the launching officer place the catapult in tension without first
ensuring a catapult ready condition exists.
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NAVAIR 00-80T-105
Prior to signaling the catapult safety observer to initiate catapult hookup, the launching officer shall perform the
following:
1. Ensure the capacity selector valve is set in accordance with the appropriate aircraft launching bulletin.
2. Make a final check to ensure the area forward of the catapult is clear.
3. Ensure wind velocity and direction are within limits and in accordance with the applicable launch bulletins.
4. Ensure the green rotating beacon controlled by primary flight control is on.
5. Ensure the catapult is in a “catapult ready” condition.
6. Ensure the aircraft is properly configured for flight.
7. Ensure the “catapults interlocked” light is illuminated unless intentionally operating in the catapult “not
interlocked” mode.
8. Ensure the appropriate go/no-go chart applicable to multicatapult operations has been reviewed.
When all conditions are satisfactory, the launching officer shall signal the catapult safety observer to hook up the
aircraft.
After receiving the hookup signal from the launching officer and prior to signaling the topside safety petty officer
to initiate hookup, the catapult safety observer shall perform the following:
1. Ensure the area forward of the catapult and the catapult “safe shot line” are clear.
2. Ensure the JBD is raised and that aircraft immediately aft of the JBD are configured to sustain turbulence from
the launching aircraft.
3. Ensure the aircraft is properly configured for flight.
4. Ensure the aircraft has been properly armed if required.
5. Ensure the green rotating beacon controlled by primary flight control is on.
6. Ensure the topside safety petty officer is giving a “thumbs up” signal indicating he is ready for hookup.
When all conditions are satisfactory, the catapult safety observer shall give the hookup signal to the topside safety
petty officer.
When the topside safety petty officer receives the hookup signal from the catapult safety observer, prior to signaling
aircraft tension, he shall perform the following:
1. Ensure the catapult holdback is attached and that all slack is removed from the holdback unit. Ensure the
holdback is properly seated in the buffer hooks and that the aircraft has fully engaged the nosegear launch unit.
2. Ensure the JBDs are raised and that personnel are properly positioned.
3. Check the catapult area forward.
4. Ensure all squadron final checkers are clear from underneath the aircraft.
5. Ensure the catapult deck-edge suspend light is not flashing.
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The topside safety petty officer shall then give the aircraft “tension signal” to the aircraft director.
After receiving the “tension aircraft” signal from the topside safety petty officer, the aircraft director shall perform
the following:
1. Make a final check forward to ensure all personnel and aircraft are clear of the catapult safe shot line.
2. Ensures appropriate JBD’s are raised, that personnel are properly positioned, and aircraft directly behind the
JBD are positioned and properly configured for military-rated power of the launching aircraft.
3. Signal the pilot to release the brakes and signal the launching officer in the ICCS to take tension. After the
aircraft is tensioned, signal the pilot, if applicable, to raise the launch bar.
4. Turn the aircraft over to the ICCS catapult safety observer.
After receiving the “tension aircraft” signal from the aircraft director, the launching officer shall depress the tension
pushbutton on the COC (paying particular attention to proper engagement of the shuttle and launch bar or the shuttle
and bridle as the catapult shuttle strokes forward). After tension is taken, the topside safety petty officer will perform
the following:

D It shall be positively determined that the aircraft launch bar is properly
seated in the NGL shuttle spreader after tension is taken. Mispositioning
of the aircraft launch bar can result in the launch bar separating from the
shuttle spreader during the launch.
D F-18 aircraft shall not be launched with improper or missing launch bar
paint schemes.
1. Inspect for proper hookup and alignment.
2. Inspect the launch bar to ensure proper engagement with the catapult shuttle.
3. When all conditions are satisfactory, signal “thumbs up” with a hand or wand signal to the catapult safety
observer while exiting from under the aircraft.

Catapult sound-powered phone circuits shall be restricted to essential only
communications after the aircraft has been placed in tension.
Upon observing the topside safety petty officer exiting from underneath the aircraft giving a “thumbs up” signal
(day)/white wand signal (night), the following actions shall be taken:
1. The launching officer shall depress the military power pushbutton and (if applicable) combat power
pushbutton (green for military, amber for combat power).
2. The catapult safety observer shall signal the pilot to apply full military power and afterburner (if applicable)
when the respective deck signal lights are illuminated.
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NAVAIR 00-80T-105
Upon completing his final inspection of the aircraft, the squadron aircraft checker shall signal a “thumbs up”
(day)/wand up (night) to the catapult safety observer and hold the signal until the aircraft is launched.
When the pilot is ready to launch, he shall so signify by saluting the catapult safety observer or at night turning the
navigation lights on steady. The pilot shall ensure no exterior lights are on before the military power/combat power
lights are illuminated.

Once the aircraft is tensioned on the catapult and turned up to takeoff power,
the pilot shall not adjust his visor or make any other movement that might
be mistaken for a salute.
If for any reason the pilot wishes to abort the launch, he shall so indicate by transmitting “suspend-suspend catapult
no.____” and by shaking his head negatively. The catapult safety observer shall then initiate the suspend procedure.
At night the pilot shall transmit “suspend-suspend catapult no._____” and shall not turn on external/navigation lights.
External/navigation lights shall be turned off if already on.

D High power maintenance turns shall not be conducted on the catapult.
Longer than normal military power turns on the catapult may be conducted
for functional check flights. At no time during such evolutions shall the
pilot reduce power without direction to do so by the catapult officer.
D If there is any doubt in the mind of the topside safety petty officer, director,
squadron aircraft checker, or any other individual on the flight deck as to
satisfactory hookup, aircraft configuration, or proper catapult condition,
they shall so indicate to the catapult safety observer by initiating a crossed
arm “suspend” signal (day) or horizontal wand movement (night). Below
decks personnel shall depress the suspend pushbutton and/or state
“suspend” over the sound-powered phone circuit.
The catapult safety observer after observing the pilot’s ready to launch signal returns the pilot’s salute and shall
perform the following:
1. Immediately assume a crouched position.
2. Ensure the aircraft is properly configured for flight, paying particular attention to flap/slat setting, open panels,
safety pins, wing locks, and stabilator position.
3. Check for a “thumbs up” signal from the catapult safety petty officer and the squadron aircraft checker.
4. Check for a clear deck forward.
5. Ensure the catapult deck edge suspend light is not flashing.
6. Ensure all personnel in the immediate area of the catapult are in a crouched position.
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7. Ensure the catapult bow safety man is giving a “thumbs up” or green status light.
8. Ensure the aircraft being launched does not conflict with aircraft being launched from other catapults or
possible bolters.
The catapult safety observer shall then give a “thumbs up” signal (day) or a vertical green wand (night) to the
launching officer.
Upon observing the pilot’s salute/aircraft lights illumination and the catapult safety observer in a crouched position,
the launching officer shall depress the final ready pushbutton and begin his final scan.
After observing the catapult final ready light illuminate, the CCP operator will conduct a final scan of the central
charging panel (paying particular attention to ensure the launch valve clock timers have reset to zero). If there is an
indication of any malfunction, he shall immediately suspend the catapult.
After observing the catapult final ready light illuminate, the MCC operator shall conduct a final scan of the monitor
control console (checking for any malfunction lights or red status lights) and shall announce to the launching officer
the steam pressure and “clear forward.” If there is any indication of a malfunction, he shall immediately suspend the
catapult.
If all conditions are “go,” the launching officer will complete his final scan which shall include the following:
1. Clear area forward of the catapult and observe the bow/waist safety man giving a “thumbs up” or a green light.
2. Monitor console indications for errors.
3. Observe a green PriFly go light on the catapult officer’s console.
4. Observe a green steam pressure “go” light on the COC.
5. Observe wind conditions within parameters.
6. Observe matching CSV command readouts and position readouts.
7. Observe catapult safety observer, topside safety petty officer, and squadron checker giving a “thumbs up”
signal.
8. Observe aircraft properly configured for flight.
9. Observe pilot in proper position for catapult launch.
10. Check deck pitch.
After ensuring all conditions are satisfactorily met, the launching officer shall depress the fire pushbutton.
5.3.1 ICCS Emergency Procedures
5.3.1.1 Catapult Suspend
Any time prior to the fire pushbutton being depressed, the catapult launch may be stopped and the launch aborted
by initiating a catapult suspend. Any flight deck crewman who detects any cause for aborting the launch may suspend
the catapult launch by immediately giving the suspend signal. Upon observing a suspend condition or being notified
of a catapult suspend situation, the catapult officer shall initiate the suspend procedure by immediately depressing
the catapult suspend pushbutton on the COC.
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Anytime a suspend is initiated, it must be carried out to completion. This includes untensioning of aircraft, reduction
of aircraft power to idle, and moving the shuttle forward of the launch bar for all aircraft.
Upon observing the catapult suspend signal or the flashing red deck edge suspend light, the catapult safety observer
shall immediately give the suspend signal followed by the untension aircraft signal.
Upon observing the untension aircraft signal, the catapult officer shall depress the maneuver aft pushbutton on the
COC.

The pilot shall keep the aircraft at full power until specifically directed to
throttle back by the catapult safety observer.
If the catapult water brake operator initiated the suspend, the catapult officer shall direct the water brake operator to
remove his suspend prior to depressing the maneuver aft pushbutton. In case of electrical failure, the catapult officer
shall direct the central charging panel operator to depress the manual override on the maneuvering valve.
The catapult safety observer shall upon observing the shuttle move aft give the raise launch bar signal to all aircraft
capable of raising launch bars. When the aircraft launch bar is clear of the catapult shuttle, the catapult safety observer
shall give the “shuttle forward” signal to the catapult officer.
Upon observing the shuttle forward signal, the catapult officer shall depress the bridle tension pushbutton on the
COC. After the catapult shuttle has moved to a position in front of the aircraft launch bar, the topside safety observer
shall after standing in front of the wing and in plain view of the pilot give the “throttle back” signal to the pilot.
For those aircraft not capable of raising launch bars, the catapult safety observer shall give the “throttle back” signal
to the pilot after observing the shuttle move aft. After the aircraft is throttled back, the catapult safety observer shall
direct the hookup petty officer to manually raise the launch bar prior to giving the “shuttle forward” signal to the
catapult officer.
Following catapult secure, the cause of the suspension must be determined and corrected before placing the catapult
back in operation.
5.3.1.2 Catapult Hangfire
If the catapult does not fire within 10 seconds after the pushbutton has been depressed, a hangfire condition exists.
After 10 seconds, the catapult officer shall press the catapult suspend pushbutton and then call, “Rotate the emergency
cutout valve,” to the control charging panel operator via the sound powered phone circuit. The catapult officer will
then communicate the hangfire condition to the catapult safety observer via voice communication system and give
the hangfire signal. The catapult safety observer, upon receiving word from the catapult officer that a hangfire exists,
shall give the hangfire signal until the catapult is declared safe. When the catapult is safe, normal suspend procedures
are followed for the type of aircraft involved.
The central charging panel operator shall then remove the cotter pin, unscrew the stop screw, and rotate the emergency
cutout valve to the emergency position. He shall then press the maneuver aft pushbutton on the CCP and hold it for
15 seconds to release tension. If the hangfire was caused by an electrical failure, the CCP operator shall press the
manual override pushbutton on the maneuvering valve of the retraction engine for 15 seconds. When this is
completed, he shall notify the catapult officer.
Upon observing the catapult deck suspend light flashing and catapult shuttle movement aft, the catapult safety
observer shall then follow normal suspend procedures for the particular type of aircraft.
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The catapult officer shall set in the CSV no-load setting once the shuttle has been maneuvered ahead of the aircraft
launch bar. This is to minimize damage should the hangfire result in an inadvertent firing of the catapult.

The central charging panel operator shall not rotate the emergency cutout
valve from the emergency position until specifically directed to do so by
the catapult maintenance officer.
After the hangfire, the catapult will be placed in a “down” status until the specific cause of the hangfire has been
identified and corrective action taken.
After any hangfire and when the causing discrepancy has been discovered and corrected, two successful no loads shall
be fired before the catapult can again be considered operational.
5.3.2 ICCS Catapult Safety Precautions
1. During catapult operations,no personnel other than those assigned specific duties involving the launching of
aircraft shall be permitted in the catapult area or in the catapult machinery spaces.
2. The catapult shall only be fired by/or on signal from the launching officer.
3. The commanding officer shall make the decision to launch aircraft whenever any of the following situations
exists:
a. When aircraft will be launched with excess end speed less than 10 knots, the pilot shall also be notified of
the intended excess.
b. When the JBD cannot be raised.
c. When the catapult CSV is operating in the defeat interlock mode.
d. When the catapult will be fired from below decks emergency panel.
e. When catapult stations are manned by personnel not PQS qualified on those stations.
4. Any person who sees a situation that warrants a suspend shall immediately signal “suspend” to the launching
officer/catapult safety observer. Any person who observes a “suspend” signal shall immediately repeat the
signal.
5. Any person who observes any unusual condition during the launch, such as objects falling from or striking
the aircraft, shall immediately inform the catapult officer.
6. The air officer shall inform the aircrew and air operations of any unusual incidents (blown tire, aircraft damage,
etc.) that could influence future decisions made by the aircrew of the aircraft involved.

Personnel shall not work or transit immediately behind JBDs with aircraft
at launch power on that catapult.
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7. If the launch is suspended after forward firing weapons have been armed, ensure those weapons are dearmed
when a pushback of the aircraft is required or when the area ahead of the aircraft cannot remain clear until the
launch.
8. A clearing turn is executed to create upwind separation between departing aircraft and aircraft remaining in
the landing pattern. It also serves as a visual signal of the aircraft’s intent to depart the carrier. A clearing turn
shall be executed during all case I and II launches when the aircraft is departing the carrier. Clearing turns shall
be made to the right off the bow and to the left off the waist catapults for twenty degrees of heading change
followed by a reversal of turn to parallel the BRC. Clearing turns shall not be executed by aircraft during case
III launches or when the aircraft intends to remain in the landing pattern.

Performing a clearing turn using excessive roll rates and/or angles of bank
prior to ensuring that the aircraft has achieved safe flying speed and
establishing a positive rate of climb may result in loss of directional control
or departure from controlled flight.
9. If during launch operations, the aircraft tailhook strikes the catapult or other equipment on the deck or ship’s
structure, the aircraft shall not be recovered by normal carrier arrestment.
5.4

MODE I LAUNCHING PROCEDURES

Refer to non-ICCS catapult launching procedures.
5.5

NON-ICCS CATAPULT LAUNCH PROCEDURES

Before the tension signal is given, the topside safety petty officer shall:
1. Ensure appropriate JBDs are raised, that personnel are properly positioned, and aircraft directly behind the JBD
area are positioned and properly configured for military-rated power of the launching aircraft.
2. Supervise the attachment of the holdback to aircraft.
3. Ensure all unnecessary personnel are clear of the aircraft.
4. Check the catapult area forward.
5. Give the tension signal to the director.
The aircraft director shall:
1. Check the catapult area forward and aft.
2. Ensure appropriate JBDs are raised, that personnel are properly positioned, and aircraft directly behind the JBD
are positioned and properly configured for military-rated power of the launching aircraft.
3. Signal the pilot to release brakes and signal the deck-edge operator to take tension.
4. After the aircraft is tensioned on the catapult, signal the pilot, if applicable, to raise the aircraft launch bar.
5. Turn the aircraft over to the launching officer.
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After tension is taken, the topside safety petty officer shall perform the following:
1. Inspect for proper hookup and alignment.
2. Ensure all personnel are clear of the aircraft on the catapult.
3. Inspect the launch bar to ensure proper engagement with the catapult shuttle after catapult tensioning is
completed.
4. When all conditions are satisfactory, signal “thumbs up” with a hand or wand signal to launching officer while
exiting from under the aircraft.
Upon completion of his final inspection of the aircraft, the squadron aircraft checker shall signal “thumbs up” with
a hand or wand to the launching officer. The signal must be held until the aircraft is launched.

If there is any doubt in the mind of the topside safety petty officer, director,
or squadron aircraft checker as to satisfactory hookup or aircraft
configuration, they shall so indicate to the launching officer by initiating
a crossed arm “suspend” signal (day) or a horizontal wand movement
(night).
Prior to giving the pilot the signal for final turnup, the launching officer shall:
1. Visually check for proper aircraft hookup and alignment.
2. Ensure the appropriate JBDs are raised and that all personnel are clear of the aircraft, jet exhaust, or propeller
wash.
Note
If the JBDs cannot be raised, permission shall be obtained from the
commanding officer via the air officer before the final turnup signal may
be given.
3. Scan the aircraft for proper configuration, stabilator positioning, trim settings, flaps, leaks, and loose panels,
doors, or hatches and listen to verify that the aircraft sounds normal at military power.
4. Check for a “thumbs up” signal from the topside safety petty officer and the squadron’s aircraft checker.
When all conditions are satisfactory for launch, the launching officer shall signal the pilot to add full military power
and afterburner (if applicable). Upon observing this signal, the deck edge operator shall depress the military power
pushbutton.
The pilot shall apply full takeoff power and afterburner (if applicable) when signaled by the launching officer. When
the pilot is ready to launch, he shall so signify by saluting the launching officer or at night turning the navigation lights
on steady. The pilot shall ensure no exterior lights are on before military power/combat power (afterburner launch)
is selected.
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Once the aircraft is tensioned on the catapult and turned up to takeoff power,
the pilot shall not adjust his visor nor make any other movement that might
be mistaken for a salute.
Upon observing the launching officer acknowledge the pilot’s salute or the navigation lights on steady, the deck edge
operator shall depress the final ready pushbutton (if equipped).
After observing the pilot’s ready to launch signal and before signaling the deck edge operator to fire the catapult, the
launching officer shall perform the following:
1. Check steam pressure/CSV setting and wind.
2. Check for a green rotating beacon.
3. Make a final scan of the aircraft, aircraft hookup, and squadron aircraft checker for a “ready” signal.
4. Estimate the traffic position of the impending launch and adjust launch signal to prevent unnecessary
formation flights.
5. Check aircraft in the groove for position so that if a bolter occurs it will not be in close proximity to the
launching aircraft.
6. Check for a clear deck and traffic forward and aft.
7. Check deck pitch.
After ensuring all conditions are satisfactory, the launching officer shall give the signal to launch. Prior to depressing
the fire button, the deck-edge operator will make a final look forward and aft to ensure the catapult is clear.
If after coming to full power on the catapult, the pilot desires to stop the launch, he shall do so by shaking his head
negatively rather than by giving the “thumbs down” signal. At the same time, he shall transmit, “Suspend, suspend
catapult no.___ .” At night, the visual signal also consists of not turning on the navigation lights.
If for any reason a launch is suspended, the launching officer shall give the “suspend” signal.

After an aircraft has been turned up for launching, the signal to throttle back
will be given to the pilot by the launching officer. This signal shall not be
given until it has been positively determined the launch bar is clear of the
catapult shuttle except in an emergency condition. An emergency condition
exists if the launch bar cannot be raised without sending personnel under
the turned up aircraft. When this occurs, the launching officer shall
positively determine that the catapult is in a safe condition before giving
the “throttle back” signal. In all cases, the pilot shall not throttle back until
the launching officer steps in front of the aircraft and initiates the “throttle
back” signal.
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1. Safety precautions
a. During catapult operations, no personnel other than those assigned specific duties involving the catapulting
of aircraft shall be permitted in the catapult area or in the catapult machinery spaces.
b. The catapult shall only be fired by/or on signal from the launching officer.
c. The commanding officer shall make the decision to launch aircraft if any of the following situations exist.
(1) The aircraft will be launched with excess less than 10 knots. The pilot shall be notified of the intended
excess.
(2) The JBD cannot be raised.
(3) Catapult with CSV operated in defeat interlock mode.
(4) The catapult will be fired from the below decks emergency panel.
(5) Catapult stations are manned by personnel not PQS qualified at that station.
d. Any person who sees a situation that warrants a suspend shall immediately signal “suspend” to the
launching officer/catapult safety observer. Any person who observes a “suspend” signal shall immediately
repeat the signal.
e. Any person who observes any unusual condition during the launch, such as objects falling from or striking
the aircraft, shall immediately make the facts known to responsible personnel.
f. The air officer shall inform the aircrew and air operations of any unusual incidents (blown tire, aircraft
damage, etc.) that could influence future decisions made by the aircrew of the aircraft involved.

Personnel shall not work or transit immediately behind JBDs with aircraft
at launch power on that catapult.
g. If the launch is suspended after forward firing weapons have been armed, ensure weapons are dearmed if
pushback of the aircraft is required or if the area ahead of the aircraft cannot be maintained clear until launch.
2. A clearing turn is executed to create upwind separation between departing aircraft and aircraft remaining in
the landing pattern. It also serves as a visual signal of the aircraft’s intent to depart the carrier. A clearing turn
shall be executed during all case I and II launches when the aircraft is departing the carrier. Clearing turns shall
be made to the right off the bow and to the left off the waist catapults for twenty degrees of heading change
followed by a reversal of turn to parallel to BRC. Clearing turns shall not be executed by aircraft during case III
launches or when the aircraft intends to remain in the landing pattern.
3. If during launch operations, the aircraft tailhook strikes the catapult or other equipment on the deck or ship’s
structure, no effort shall be made to effect a normal carrier arrestment.
5.6

DECK LAUNCHING

If a deck launch is preceded by a catapult launch, it is the responsibility of the catapult launching officer to ensure
all personnel and equipment are clear and that no loose gear is adrift in the deck area to be used (axial/angle). He shall
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then give the deck launching officer the “clear deck” signal. The air officer shall announce over the 5 MC “stand clear
of the angle/bow while deck launching aircraft.” The air officer shall not turn the rotating beacon from red to green
until this warning is given. When a deck launch is not preceded by a catapult launch, it is the responsibility of the
deck launching officer to ensure all the aforementioned is accomplished prior to launch. Arresting gear engines
should be set to proper weight setting with retractable sheaves up.
Before clearing the launching officer to commence launching aircraft, the air officer shall verify the previously
determined deck run required. The director, in positioning the aircraft for launch, shall ensure its nosewheel is aligned,
wings are spread and locked, and flaps are set as required before passing control to the launching officer. The aircraft
shall be aligned as accurately as possible with the launch lineup line (landing area centerline when launching down
the angle deck). The director will then taxi the aircraft into position, and the squadron’s aircraft inspector shall check
the aircraft for loose or missing panels or doors, leaks, or other visible discrepancies. If he is satisfied the aircraft is
ready for launch, he shall so signify by giving the launching officer the “thumbs up” signal.
The launching officer shall ensure the area behind the aircraft is clear of personnel, equipment, and loose gear. He
shall check for a green rotating beacon and a clear deck forward before signaling for the pilot to add power for takeoff.
When signaled to do so, the pilot shall smoothly but expeditiously add power and complete final cockpit checks. In
dual-piloted turboprop aircraft, readiness to launch will be signaled by a salute from the pilot, relayed by the copilot
if the launching officer is on the starboard side of the aircraft. As power is being applied for launch, the launching
officer will check aircraft configuration and inspect it for leaks or other visible discrepancies. After receiving a
“thumbs up” from the aircraft inspector and a nod from the pilot, the launching officer will again check for a clear
deck forward. He shall ensure the deck and catwalks are clear of personnel before giving the pilot the signal to launch.
After receiving the launch signal, the pilot will release his brakes and execute a takeoff in accordance with the
applicable aircraft NATOPS flight manual.
5.7

LAUNCHING HELICOPTERS

Helicopter Launch/Recovery Deck Spots on CV/CVN class ships are specified in Appendix B. Helicopter
launching/recovery wind envelopes for the various deck spots are contained in Appendix C.
5.7.1 Helicopter Launch Procedures
Helicopter start and spread sequence, rotor engagement and launch shall be in accordance with appropriate aircraft
NATOPS procedures and shall only occur after the proper signal from a qualified LSE and under positive control of
PriFly.

Because of the rotor wash and wing-tip vortices produced by CH-53E,
MH-53E and V-22 helicopters, land/launch operations should not be
conducted upwind of other aircraft or any unsecured area. Because of this
severe hazard, consideration should be given to conducting CH-53E,
MH-53E and V-22 operations from afterdeck spots only.
Note
D During EMCON, concurrent operations may lead to misinterpretation of
the rotating beacon signals.
D To reduce UHF transmissions during EMCON, rotary beacon signals for
helicopter operations are found in Figure 3-1 of the Aircraft Signals
NATOPS Manual (NAVAIR 00-80T-113).
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For all launches, the air officer shall ensure the relative wind is within the envelope prescribed in the applicable
NATOPS flight manual. For night and IMC launches, the nose of the helicopter shall be oriented to the center-line
of the angle or axial deck and within the visual parameters established in the respective aircraft NATOPS flight
manual. Before launch, with the ship steady on launch course, PriFly will order tiedowns removed. The LSE shall
then signal for removal of the tiedowns, ensuring the pilot sees the signal.

Tiedowns shall not be removed from a helicopter until the pilot has
signified he is ready to launch and the LSE has received permission from
PriFly.
Note
Minimum wind over deck requirements change with outside air temperature. Check applicable NATOPS flight manual.
The plane captains or plane handlers after removing tiedowns and chocks shall hold the tiedowns up for the pilot and
LSE to see and then clear the area. As tiedowns are being removed, PriFly shall broadcast the relative wind direction
and velocity and then activate the appropriate signals (see Figure 3-1 of Aircraft Signals NATOPS Manual (NAVAIR
00-80T-113)). Before launching a helicopter, the LSE shall ensure the following:
1. All tiedowns have been removed.
2. The area affected by the helicopter downwash is clear of unnecessary personnel and the area over which the
helicopter will pass is clear.
3. Airborne aircraft are well clear. The pilot will not commence takeoff until he has received the launch signal
from the LSE and has turned on anticollision light(s).
4. Confirm launching signal/approval from PriFly.
5. Required hover tests following maintenance may require extra clearance area for maneuvering.
The departing helicopter, if SAR capable, shall report red light to the controlling agency (i.e., tower, departure,
ASTAC) upon launch (EMCON permitting). When there is a significant change in the red light or red light is reached,
a radio call to the controlling agency should be made.
Unless otherwise directed, helicopters shall take departure to port and shall not cross the bow within 5 miles or the
stern within 3 miles (see Figure 4-3) without specific clearance from the tower.
5.7.2 Helicopter Safety Precautions
The following safety precautions applicable to helicopter operations shall be observed.
1. Personnel shall not be permitted to approach or depart a helicopter while its rotors are being engaged or
disengaged.
2. Personnel required to be in the area of helicopters engaging or disengaging rotors shall either stand next to the
fuselage or well outside the rotor area.
3. Helicopters should not be taxied on the flight deck.
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4. Helicopters shall not be towed or pushed with rotors engaged.
Note
Helicopter rotor engagement/disengagement and helicopter launch/
recovery while a ship is in a turn should only be attempted when the ship
has reached a steady state turn and is within published wind envelopes.
5. With ship roll (heel) greater than 4 degrees, launch/recovery of helicopters while the ship is in a turn should
be attempted only when authorized by the carrier commanding officer or his designated representative.
Anticipated wind parameters and ship’s heel must be communicated to the helicopter aircraft commander prior
to execution.
6. A helicopter shall never be flown over another aircraft on launch.
7. Only spots that afford visual reference to the deck shall be used for night helicopter launches.
8. With ship roll (heel) greater than 4 degrees, helicopter rotors should not be engaged/disengaged while the ship
is in a turn. Engagement/disengagement attempts while in a turn with ship roll (heel) greater than 4 degrees
must be approved by the carrier commanding officer or his designated representative. Anticipated wind
parameters and ship’s heel must be communicated to the helicopter aircraft commander prior to execution.
9. Helicopter shall not be landed or launched where their engine performances or stability could be affected by
turning jet engines.

D In crosswind conditions relative to the axial deck, the indicated winds often
vary from those winds actually experienced at flight deck level. Jet
exhaust/prop turbulence can adversely affect flight deck level winds. These
variables can affect velocity, turbulence, and direction of actual winds that
are critical to safe launch of aircraft and shall be considered prior to granting
takeoff clearances.
D Jet exhaust shall not be directed into the path of the aircraft being launched.
10. The area in front of helicopters with forward firing ordnance shall be clear of personnel and equipment.
Helicopters with hung/misfired ordnance shall not launch/recover on Spot 7.
11. Personnel shall not be permitted to enter rotor arc area of an engaged helicopter on Spot 7 when fixed wing
aircraft are in tension on Catapults 3 or 4.
12. Helicopter operations on Spot 8 shall not be conducted when fixed wing aircraft are in tension on Catapults
3 or 4.
13. Spot 2 starboard approaches and departures are prohibited.
14. Hot refueling operations shall not be conducted on Spot 8.
15. Helicopter operations shall not be conducted on Spot 8 when fixed wing aircraft recoveries are taking place.
16. The LSO platform shall be lowered and clear of personnel for helo takeoffs and landings on Spot 8.
17. Safety boundaries around Spots 7 and 8 shall be clear of unnecessary personnel and equipment when helicopter
operations are being conducted.
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18. For all helicopter operations on Spots 7 and 8, the Aircraft Handling Officer or his representative shall ensure
that the aircraft elevator has been secured IAW EOSS short term secure procedures, stanchions lowered and
locks properly engaged.
19. Left seat slide−in visual recoveries to Spot 3 are prohibited.
20. Left seat slide−in visual recoveries to Spots 2 are not recommended.
21. Cross cockpit recoveries forward of an occupied spot are not recommended.

Failing to properly secure the elevator can result in the elevator dropping
or settling to below the level of the flight deck.
5.7.3 Recommended Deck Lighting Configuration for Helicopter NVD Aided Takeoff and Landing
Blue Deck Lights

ON

Overhead Sodium Oxide (SOX) Light

ON

Beacon Lights

ON

PLAT IR Flood

OFF

Red Deck Status Lights

OFF

Centerline Lights

OFF

Landing Area Lights

OFF

Drop Lights

OFF

IFLOLS/MOVLAS

OFF

Note
SOX lights cause minimal NVD blooming and negate the need for a
qualified NVD-LSE while providing ample lighting for flight deck crews.
5.8

RESCUE HELICOPTER OPERATIONS

5.8.1 Rescue Helicopter Launching Criteria
It is impossible to set specific criteria for launching helicopters under all emergency rescue conditions. Each situation
is different, and all factors must be considered to determine if the risk involved is warranted at the time. To provide
guidelines, the following list of factors should be considered.
1. Present weather — Temperature, wind, sea state, etc.
2. Urgency of emergency — Definite, suspected, live, dead, etc.
3. Other rescue vehicles in area — Helicopters, ships, etc.
4. Maneuvers of carrier — Turning, pitching, downwind, etc.
5. Location of helicopter — Bow, stern, elevator, etc.
6. Location of victim(s) in relation to ship.
7. Status of flight deck — Launching, recovering, standby, etc.
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8. On night launch, the pilot needs a visual reference and the relative wind on the nose of aircraft.
9. Night adaptation of pilot and crew, if applicable.
10. Warmup of electronic gear.
11. Capabilities of individual pilot.
This list is not to be considered all-inclusive nor preclude the possibility of other variable factors present that may
affect the advisability of launching under adverse conditions.
5.8.2 Rescue Helicopter Mission Information
The following information should be passed to rescue helicopters by PriFly or other controlling agency as soon as
available:
1. Type of mishap (i.e., man overboard, ejection, etc.).
2. Magnetic bearing and distance to emergency area.
3. Surface wind direction and velocity.
4. Ejection altitude if applicable.
5. Number of persons requiring rescue and condition, if known; readback is required.
6. Radio frequency for radar vectors if required; radio frequency and call sign of pathfinder aircraft if utilized;
and radio frequency and call sign of the SAR on-scene commander, if applicable.
7. Additional information as necessary. (Use of the SAR frequency should be limited exclusively to passing
information necessary to the rescue helicopter pilot.)

Rescue swimmers shall not enter the water during night/IMC simulated
rescue operations in an open ocean environment.
5.9

DOWNED AND STANDBY AIRCRAFT

5.9.1 Downed Aircraft
Downed aircraft (duds) shall be disposed of in accordance with the prelaunch briefing. Except in case of emergency,
they shall be shut down only on signal from a director. Pilots shall remain in duds until the plane captain is on hand
and ready to man the cockpit.
5.9.2 Standby Aircraft
All standby aircraft (spares) shall be manned by a full flightcrew unless specific provision to the contrary is included
in the air plan. Spares, if not launched, will normally be kept turning up until it becomes apparent that they are no
longer needed or until other operational considerations require that they be shut down. In any event, pilots shall not
secure engines until directed to do so. When a spare is launched to replace a downed aircraft, PriFly will relay to the
pilot the side number of the aircraft he is replacing. Standby helicopters will often be launched to clear the deck for
fixed-wing operations. When this occurs, the pilot will proceed directly to the Delta pattern and await landing
instructions unless directed otherwise.
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5.10 RESPOT FORWARD
The pace of the respot forward depends upon how soon the ensuing recovery is expected to begin. If there is no
recovery scheduled to follow the launch, it may not be necessary to move the aircraft at all; however, all preparations
must be made for an immediate respot forward in case of emergency. The aircraft handling officer is responsible for
requesting taxi pilots as required. Prelaunch briefing should cover the respot forward in detail so that it can be
performed expeditiously, safely, and with a minimum of confusion in the event of an emergency.
5.11 EMERGENCY AFTER LAUNCH
5.11.1 Visual Meteorological Conditions
If an emergency requires an immediate landing, the pilot shall prepare to jettison external stores and dump fuel as
necessary to lower the aircraft gross weight below the maximum allowable landing weight. He shall advise the tower
of the nature of the emergency and his desires. The air officer will inform the bridge of the situation, direct the
preparation of the deck, and give the pilot an expected BRC and an estimated Charlie time. The expected Charlie time
will be based on the time required to clear the deck and get an acceptable WOD for the recovery. The pilot must
observe the progress of the turn into the wind and the preparation of the deck. He must attempt to time his approach
to avoid arriving at the ramp too early.
5.11.2 Night/Instrument Meteorological Conditions
Should an aircraft have an emergency during departure and require an immediate landing, the departure controller
will provide vectors until the aircraft is picked up by an approach or a final controller. Every effort shall be made to
retain the aircraft on the departure frequency until safely aboard. PriFly and the LSO must be advised immediately
of the emergency and the control frequency.
Aircraft with emergencies which do not require immediate recovery will continue normal departure procedures while
the departure controller expeditiously acquires positive control. Once acquired, positive control shall be employed
until the emergency aircraft has been recovered or diverted.
5.12 ALERT AIRCRAFT REQUIREMENTS
Alert aircraft are designated by the maximum allowed response time in minutes from when the decision to launch is made
until the aircraft is airborne. Four standard aircraft alert designations are used (i.e., Alert 7, Alert 15, Alert 30 and Alert
60). An Alert 15 requirement means that the Alert 15 aircraft must be started and launched within 15 minutes of a decision
to launch it. Each alert category requires that a designated aircraft, aircrew, launch support personnel, and launch
equipment and accessories be established and maintained in a corresponding readiness condition for the duration of the
alert. Readiness conditions for alert aircraft are listed in Figure 5-1.
Alert Response Requirement

Readiness Condition Required

Alert 7

Condition I

Alert 15

Condition II (See Note)

Alert 30

Condition III

Alert 60

Condition IV
Note

Alert SAR helicopter in Condition II may be folded provided the primary SAR helicopter is airborne. See
paragraph 5.12.1.1.2

Figure 5-1. Alert Aircraft Readiness Conditions

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Flightcrews for condition aircraft shall be called away early enough to permit a normal preflight inspection, start,
warmup, and completion of takeoff checks by the alert time specified in the air plan for the condition of readiness
to become effective. After the pilot declares the aircraft ready for flight, it shall be placed in the appropriate aircraft
condition of readiness as described in the following paragraphs.
5.12.1 Fixed Wing Condition Aircraft
5.12.1.1 Fixed Wing Aircraft Readiness Conditions
Readiness condition requirements for fixed wing aircraft are as follows:
5.12.1.1.1 Condition I
The aircraft shall be spotted on the catapult or in a position affording a clear route to the catapult. Unless otherwise
directed by the aircraft handling officer, the aircraft shall be secured with initial (four-point/six-point) tiedown. All
necessary starting equipment shall be plugged in and a director, starting crewman, plane captain, arm/dearm crew,
and required plane handlers shall stand by the aircraft. The aircraft’s crew shall be ready for flight in all aspects, with
parachutes, safety belts, shoulder harnesses, radio leads, or other personal equipment attached and adjusted as in
flight. The catapult crew shall be on station and alert. Launching accessories shall be on deck ready, for immediate
use.
5.12.1.1.2 Condition II
All provisions for Condition I apply, except that flightcrews are not required in the aircraft. They shall, however, be
on the flight deck near their aircraft or inside the island structure at the flight deck level.
5.12.1.1.3 Condition III
Flightcrews shall be in full flight gear, briefed, and standing by the ready rooms. Starting equipment shall be
immediately available, and flight deck and catapult crews shall be standing by near their stations.
5.12.1.1.4 Condition IV
This is similar to Condition III except that minor maintenance may be performed on the aircraft if no delay in launch
is involved.
5.12.1.2 Launch of Condition Fixed Wing Aircraft
When ordered by competent authority, the air officer will pass the order over the flight deck announcing system to
launch the Condition I aircraft. Aircraft, flight deck, arm/dearm, and catapult crews shall, without awaiting further
instructions, go through the normal start and prelaunch procedures. The LSO shall man the platform and the recovery
equipment controller shall have all recovery equipment manned. As preparations are made for the launch, the air
officer will relay wind information to the launching officer and an initial vector, if available, to the pilot. He shall
obtain permission from the bridge to launch and, when all conditions are satisfactory, shall turn on the green rotating
beacon, clearing the catapult officer to launch.
5.12.2 Condition Helicopters
5.12.2.1 Helicopter Aircraft Readiness Conditions
Readiness condition requirements for helicopters are as follows:
5.12.2.1.1 Condition I
The aircraft shall be spotted for immediate launch, with rotor blades spread, starting equipment plugged in, and a
LSE, starting crewman, plane captain, and required plane handlers standing by. Unless otherwise directed by the
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aircraft handling officer, at least four tiedowns shall be attached to the aircraft. The flightcrew shall be ready for launch
in all respects, with all personnel equipment attached and adjusted as in flight.
5.12.2.1.2 Condition II
The same conditions apply as for Condition I, except that flightcrews shall stand by in the ready rooms.
5.12.2.1.3 Condition III
Main rotor blades may be folded and the aircraft need not be in position for immediate launch; however, it must be
parked so as to allow direct access to a suitable launch spot. A towbar shall be attached to the aircraft and a specific
LSE, tractor driver, handling crew, and starting crewman shall be designated and assigned to each helicopter. These
personnel must be thoroughly briefed so that when the order is given to prepare to launch, the aircraft can be safely
and expeditiously moved into position and readied for launch. Flightcrews should be briefed for the launch and be
standing by in a designated location.
5.12.2.1.4 Condition IV
This is similar to Condition III except that minor maintenance may be performed on the aircraft if no delay in launch
is involved.
5.12.2.2 Launch of Condition Helicopters
When the air officer passes the word to stand by to launch the Condition I helicopter(s), engines shall be started
without further instructions; however, rotor engagement and launch shall be positively controlled by PriFly.
5.13 CONTROL OF DEPARTING AIRCRAFT
Primary responsibility for adherence to the assigned departure rests with the pilot; however, advisory control shall
normally be exercised, with a shift to positive control as required by weather conditions, upon request, or when the
assigned departure is not being adhered to. After launch, CATCC shall:
1. Record data as required on status boards.
2. Ensure communications and positive track are established with all aircraft to the extent possible under existing
EMCON conditions.
3. Request NAVAID checks as necessary.
4. Maintain advisory control of departing point-to-point flights until pilots shift to en route frequencies and of
other aircraft until control is accepted by CDC or another controlling agency.
5. Before releasing aircraft to another controlling agency, give each pilot (or flight leader) any pertinent
information, such as changes in composition of flight, changes in PIM, or changes in mission.
6. When transferring control to CDC, give CDC the range and bearing of the aircraft being transferred, and ensure
CDC acknowledges assumption of control.
7. File flight plans as necessary.
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5.13.1 Departure Radials
Departure radials are based on the use of TACAN for providing lateral separation. The minimum standard separation
of departure radials under instrument conditions is 20_.
Assignment of departure radials is normally dependent on the following:
1. Mission of the aircraft
2. Number of carriers in the formation
3. Topographical features in the area
4. Those radials reserved for emergencies, letdowns, or helicopter holding.
Direct routing will be utilized as much as possible in order to lessen delay time in the execution of departures.
5.13.2 Departure Communication Procedures
5.13.2.1 Launch Frequencies
Aircraft shall normally launch on the departure frequency that shall be monitored by the tower. Condition and CAP
launches will be on a frequency designated by CDC and monitored by the tower.
5.13.2.2 Single-Frequency Departures
These departures are highly desirable and shall be utilized whenever possible. Where single-frequency departures
are not possible, single-piloted aircraft shall not be required to change radio frequencies or IFF/SIF codes after launch
until at least 2,500 feet of altitude has been reached and the aircraft is in a climbing, wings-level attitude.
Single-piloted aircraft that are assigned operating altitudes below 2,500 feet shall not change frequencies or IFF/SIF
codes until a level attitude and cruise configuration have been attained. Guard channel shall be monitored at all times.
5.13.2.3 Case III Departure Voice Reports
These reports will vary with weather, state of training, EMCON condition, and the type of operation. The following
reports are commonly used:
1. Airborne
2. Passing 2,500 feet
3. Arcing
4. Established outbound (on assigned radial)
5. Popeye, with altitude (see Note)
6. On top, with altitude
7. Kilo.
Note
When in IMC, Popeye will be a mandatory report for departing aircraft
passing FL 180 (or assigned departure altitude if lower) if not on top.
5.13.2.4 Lost Communications During Departures
If communications are lost during departure, squawk Modes I and III as listed in Figure 4-2. If in VMC when
communications are lost, remain VMC. If able, return to the ship by visual means for recovery. If on top/IMC, proceed
to the applicable emergency marshal and commence a descent to depart that fix at EEAT.
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5.13.2.4.1 Good Azimuth and No DME
In the event of lost communications and a loss of TACAN DME, the following departure procedure shall be followed
utilizing TACAN azimuth. Continue with the prebriefed departure; utilize DR procedures to maintain the appropriate
arc until reaching assigned departure radial. Proceed to approximately 50 miles, reverse course, proceed inbound on
the assigned departure radial at the emergency marshal assigned altitude, and enter overhead holding using the
prebriefed expected final bearing for proper holding orientation. Conserve fuel and be alert for joinup. If not joined
by an escort aircraft, commence approach at EEAT. Use prebriefed expected final bearing to determine outbound and
inbound tracks.
5.13.2.4.2 Good Azimuth and Good DME
All aircraft will continue with prebriefed departure, climbing outbound on departure radial unless modified by
CATCC or until reaching 50 nm DME and commence left-hand holding between between 40 and 50 nm DME. After
holding for 30 minutes, proceed inbound on the departure radial, climbing or descending to the emergency marshal
assigned altitude. When reaching the distance prescribed for emergency marshal, arc in the shortest direction until
reaching the assigned emergency marshal fix, enter holding, and commence approach at assigned EEAT.
Note
Helicopters experiencing lost communications should remain at or below
300 feet, arc to enter starboard Delta, and execute lost communications
procedures in accordance with Figure 6-8.
5.13.3 Fixed-Wing Departures/Rendezvous
5.13.3.1 Case I Departure
This departure may be utilized when it is anticipated that flights will not encounter instrument conditions during
departures and rendezvous with weather conditions no lower than 3,000 feet and 5 nm visibility.
5.13.3.1.1 Jet/Turboprop Aircraft
After a clearing turn, proceed straight ahead paralleling the BRC at 500 feet until 7 nm. Aircraft are then cleared to
climb unrestricted in visual conditions.
5.13.3.2 Case I Rendezvous
Rendezvous shall conform to air wing doctrine.
5.13.3.3 Case II Departure
For departure, visual conditions at the ship may exist down to a ceiling of 1,000 feet and visibility of 5 miles. Launch
shall be on departure control frequency.
5.13.3.3.1 Jet Aircraft
After a clearing turn, proceed straight ahead at 500 feet paralleling the BRC. At 7 nm, turn to intercept the 10-nm
arc, maintaining visual conditions until established on the departure radial. The 500-foot restriction is lifted after
7 nm if the climb can be continued in visual conditions. Jets shall maintain 300 knots until VMC on top.
5.13.3.3.2 Turboprop Aircraft
After a clearing turn, parallel the BRC at 500 feet. At 6 nm, turn to intercept the 7nm arc, maintaining visual
conditions until established outbound on the departure radial. Maintain 500 feet until 12 nm on the departure radial.
Note
COD aircraft will depart straight ahead unless otherwise directed and
maintain 500 feet until 12 nm.
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NAVAIR 00-80T-105
5.13.3.4 Case III Departure
This departure shall be used whenever existing weather at the ship is below Case II departure minimums and during
all night operations except as modified by the OTC or commanding officer. Case III departures are compatible only
with Case III recoveries. The launch shall be on departure control frequency. A minimum launch interval of
30 seconds shall be used between aircraft. When possible, a 60-second interval will be provided when launching a
jet aircraft following a turboprop.

D The air officer must be acutely aware of the responsibility to ensure the
initial separation between bolter/waveoff and departing aircraft during
CARQUAL and cat-trap-cat evolutions.
D CATCC’s restricted radar coverage (blindspot) ahead of the ship requires
aircrew to exercise good lookout doctrine upon departure.
5.13.3.4.1 Jet Aircraft
Climb straight ahead accelerating at 300 knots crossing 5 nm at 1,500 feet or above. At 7 nm, execute turn to fly the
10-nm arc until intercepting the departure radial.
5.13.3.4.2 Turboprop Aircraft
Climb straight ahead to 1,000 feet, accelerating to 250 knots after level-off. At 5 nm, turn to intercept the 7-nm arc
and arc to the departure radial. Maintain 1,000 feet until 12 nm on the departure radial.
Note
COD aircraft shall depart straight ahead unless otherwise directed and
maintain 1,000 feet until 12 nm.
5.13.3.5 Case II/III Rendezvous
Case II/III aircraft shall rendezvous between 20 and 50 miles from the carrier on the left side of the departure radial
at a prebriefed altitude (for example, 1,000 feet above the cloud layer). This does not preclude other visual rendezvous
procedures as directed by air wing doctrine.
5.13.3.6 Fixed-Wing IMC at Altitude
The first aircraft of each flight shall report to departure control passing FL 180 if not on top. Unless operational
necessity dictates otherwise, the departure controller shall assign aircraft that are IMC and appropriate altitude; for
example, with four aircraft expected on the same departure radial, altitude assignments would be as follows:
1. First aircraft — FL 220
2. Second aircraft — FL 210
3. Third aircraft — FL 200
4. Fourth aircraft — FL 190.
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Note
Carrier-based aircraft shall fly MSL altitudes below 18,000 feet MSL and
flight levels at and above 18,000 feet MSL unless regional supplementary
procedures, as published in the FLIP Planning document, dictate
otherwise.
5.13.4 Helicopter Departure
5.13.4.1 Case I and Case II
Helicopters shall clear the control zone as directed by the tower. When departing for operations within the control
zone (for example, SAR), they shall remain under control of the tower or other designated controlling agency.
5.13.4.2 Case III
Whenever possible, helicopters shall be maintained as a flight beneath the clouds. If unable to remain beneath the
clouds, they shall proceed individually to prebriefed departure fixes. After takeoff, they shall climb straight ahead
to between 200-300 feet (unaided), 150-300 feet (NVD aided), or as assigned by CATCC, and arc within 3 miles to
intercept the assigned departure radial. Helicopters being launched from the angled deck will not cross the bow when
fixed-wing aircraft are being launched. SAR helicopters will arc to the SAR pattern (see paragraph 3.6) if able to
remain beneath the clouds. If the SAR helicopter is unable to remain beneath the clouds, the procedure presented
above shall be carried out under positive control of CATCC and position will be taken in helicopter marshal (see
Figure 6-5). The climb to departure altitude will be commenced on the departure radial outside 12 nm.

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CHAPTER 6

Recovering Aircraft
6.1

ARRIVAL PROCEDURES

6.1.1 Entering the Carrier Control Area
Inbound flights shall normally be turned over to marshal control for further clearance to the marshal pattern. Aircraft
that were unable to check in with strike, mission, or marshal control because of communication difficulties should
proceed as directed in Figure 4-1.

Aircraft recovering aboard the CV with fuel other than JP-5 shall notify the
appropriate authority in accordance with ship/air wing SOP prior to
recovery.
6.1.2 Arrival Information
The flight leader shall provide the following information when checking in with marshal control:
1. Position
2. Altitude
3. Fuel state (low state in flight)
4. Total number of aircraft in flight (lineup)
5. Type approach requested — UTMs sweet (if applicable)
6. Other pertinent information such as navigational aid status, hung or unexpended ordnance, weather, etc., that
may affect recovery
7. COD load report.
6.1.3 Transient Helicopters
Transient helicopters approaching the carrier for landing shall contact marshal control at least 25 miles out.
During Case III, marshal control will clear helicopters to CV-3 holding or starboard delta as requested. Helicopters
unable to check in with marshal control because of communications difficulties should proceed as directed in
Figure 4-1.
6.2

CASE I
Note
Case I/II recoveries of fixed wing aircraft shall not be conducted
concurrently with Case III departures.
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This approach may be utilized when it can be anticipated that flights will not encounter instrument conditions at any
time during the descent, break, and final approach. A ceiling of 3,000 feet and 5 miles visibility within the carrier
control zone is required. The flight leader retains full responsibility for proper navigation and separation from other
aircraft. All returning flights will check in with marshal control when entering the carrier control area or as soon as
they are released by another controlling agency. Marshal control shall acknowledge the check-in and provide the
following information:
1. Case recovery
2. Expected BRC
3. Altimeter
4. Expected “Charlie” time (if other than briefed).
Aircraft shall normally be switched to tower control at 10 nm after reporting the ship in sight (“see you”).
6.2.1 Jet/Turboprop Aircraft Port Holding/Spin Pattern
The jet and turboprop port holding pattern is a left-hand pattern tangent to the BRC or expected BRC with the ship
in the 3-o’clock position and a maximum diameter of 5 nm. Flights shall be established at their assigned port holding
pattern altitude 10 nm prior to entering the pattern. Entry shall be tangential with wings level. Minimum altitude
assignment shall be 2,000 feet MSL. A minimum of 1,000 feet vertical separation between holding altitudes shall
be maintained. The squadron/ unit recovery order and altitude assignment shall be as promulgated by ship/air wing
doctrine. All aircraft shall maintain the prescribed separation and landing order in the port holding pattern and
throughout the descent.
Departure from the port holding pattern for break entry shall be accomplished aft of the ship’s beam. Descent to the
break from the port holding pattern is commenced by the lowest aircraft or flight in time to meet the ramp time. This
descent should be planned so as to arrive at the initial (3 miles astern, 800 feet) wings level, paralleling the BRC.

Flight leaders shall exercise caution to avoid aircraft in the tanker pattern.
The flight leader shall either execute a normal break or spin for all or a portion of his flight, depending upon the
number of aircraft in the landing pattern. A spin should normally be initiated at the bow. The spin pattern shall be
flown at 1,200 feet within 3 nm of the ship. A maximum of six aircraft shall be in the landing pattern at one time.
This number may be modified by the air officer. No aircraft shall break more than 4 miles ahead of the ship. Pilots
must exercise caution to avoid departing aircraft and aircraft in the starboard holding pattern. Should a Delta be given
after commencing descent from the port holding pattern, but prior to entering the landing pattern, aircraft shall climb
or descend as required and enter the spin pattern (1,200 feet) unless specifically directed otherwise. Aircraft in the
landing pattern shall continue to maintain proper interval, flying the landing pattern at 600 feet until otherwise
directed. Flights directed to spin or reenter the port holding pattern shall climb only on the upwind or crosswind leg
ahead of the ship’s beam. Aircraft reentering the break from the spin pattern have priority over aircraft entering from
the port holding pattern.
6.2.2 COD Aircraft Starboard Holding
The starboard holding pattern shall be a right-hand racetrack pattern between 45_ and 135_ relative to the BRC at
500 feet or at 1,000 feet if approved by the air boss, with the closest point of approach no closer than 1 nm. When
ready, the air officer will give a Charlie to aircraft in the starboard holding pattern.
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6.2.3 Helicopters
Helicopters shall proceed to hold avoiding the areas depicted in Figure 4-3 during fixed-wing operations. Unless
previously briefed to the contrary, when more than one helicopter is operating in the holding pattern, all helicopters
shall fly a right-hand pattern at 300 feet maintaining 80 knots.
6.2.4 VFR Day Fixed Wing Carrier Landing Pattern
The landing pattern depicted in Figure 6-1 is used by fixed wing aircraft during day VFR (Case I/II) operations. The
purpose of day case I/II operations is to allow for a primarily pilot controlled pattern and reduce total recovery time
compared to case III operations.
6.2.4.1 Landing Pattern Entry
Entry into the break shall be made at 800 feet. All breaks shall be level. A descent to 600 feet to intercept the
downwind leg of the landing pattern shall commence when established downwind. Descent to 600 feet shall be
completed before reaching the 180 position.
6.2.4.2 Downwind Leg and Approach Turn
The landing pattern downwind leg is flown at 600 feet, 1 to 1-1/2 nm abeam the ship’s stern. Aircraft in the VFR Day
Landing Pattern should be established in the intended landing configuration, wings level at 600 feet with landing
checklist complete by the 180. At the 180, the aircraft should begin the approach turn and gradual descent to pass
the 90-degree position at 450 to 500 feet. The pilot should continue the approach turn until intercepting the extended
centerline of the ship’s angled deck and acquire the optical landing system meatball image. The approach turn from
the 180 to the start should take 45 seconds.
6.2.4.3 Groove and Touchdown
The aircraft should roll wings level on centerline with a centered ball to allow a 15 – 18 second groove before aircraft
touchdown on deck. At touchdown the pilot shall add power as appropriate, and prepare to bolter. Following
arrestment, the pilot shall follow the instructions of the aircraft directors and comply with the procedures in NAVAIR
00-80T-120 (CV Flight/Hangar Deck NATOPS manual).
6.2.4.4 Waveoffs
Pilots shall be prepared to be waved off at any time during a landing approach. Aircraft approaching in an unsafe
condition or situation (e.g., too low, insufficient interval, etc) will be waved off rather than be allowed to continue
to touchdown. Upon being directed to wave off, pilots shall add power as necessary to stop the aircraft’s rate of descent
and commence a climb.
6.2.4.5 Landing Pattern Upwind Leg
Once clear of the ship following a waveoff, touch and go, or bolter, the pilot shall turn to parallel the BRC. Corrections
to parallel the BRC shall not be attempted until a definite climb has been established. The climb to 600 feet landing
pattern altitude should normally be completed prior to commencing the turn to the downwind leg. Aircraft continuing
in the landing pattern shall take normal interval on other traffic in the pattern.
6.2.4.6 Landing Pattern Departure
Aircraft departing the case I/II pattern shall remain in the pattern until established on the upwind leg. From the
upwind leg, aircraft shall clear the pattern by executing a 20_ turn to starboard followed by a 20_ turn reversal to
parallel the BRC.
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Figure 6-1. VFR Day Fixed Wing Carrier Landing Pattern

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6.2.5 Voice Reports
Flight leaders shall make the following voice reports.
POSITION

REPORT

Descending from the port holding pattern

“Commencing”

Three miles astern

“Initial”

Entering spin pattern (when applicable)

“Spinning”

Departing the landing pattern to reenter port holding.

“Departing_______nm upwind”

6.2.5.1 Low Visibility Voice Reports: Anyone Can Recommend Low Visibility Reports
The following additional calls shall be used by flight leaders upon Air Officer’s announcement of “99 low-vis-calls.”
“Commencing”
“Initial”
“Breaking at___nm”
“Departing at ___DME”
“Spin 90”
Flight leaders should amplify low-vis calls as required to add to overall situational awareness and safety of flight
(e.g. – “501, commencing from angels 4 with 2”).
6.2.6 ZIP LIP
Case I procedures shall apply, except for elimination of prescribed voice reports. The flight leader first in recovery
order shall observe the deck and plan his recovery to be at the ramp as soon as a ready deck is available. Should
unprogrammed, unbriefed, or straggler flights arrive for recovery, ZIP LIP shall be broken as required to ensure safety
of flight.
Note
ZIP LIP shall be broken anytime an apparent safety of flight situation
develops.
6.2.7 Drag
If a straight-in approach (drag) is requested, it shall be initiated at sufficient distance astern for the aircraft to be
established positively on glidepath and approach airspeed at a minimum of 1-1/2 nm for jet/turboprop aircraft.
6.3

CASE II

This approach shall be utilized when weather conditions are such that the flight may encounter instrument conditions
during the descent, but visual conditions of at least 1,000 feet ceiling and 5 miles visibility exist at the ship. Positive
control shall be utilized until the pilot is inside 10 nm and reports the ship in sight. During Case II recoveries, CATCC
shall be manned and prepared to assume control of a Case III recovery in the event weather conditions deteriorate.
The maximum number of aircraft in the landing pattern is limited to six.
Note
Case II recoveries shall not be conducted concurrently with Case III
departures. Should doubt exist regarding the ability to maintain VMC,
Case III recoveries shall be utilized.
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Penetrations in actual instrument conditions by formation flights of more than two aircraft are not authorized. Flight
leaders shall follow Case III approach procedures outside of 10 nm. When within 10 nm with the ship in sight, flights
will be shifted to tower control and proceed as in Case I. If the flight does not have the ship in sight at 10 nm, the
flight may descend to not less than 800 feet. If a flight does not have the ship in sight at 5 miles, both aircraft shall
be vectored into the bolter/waveoff pattern and action taken to conduct a Case III recovery for the remaining flights.
Note
Weather conditions permitting, helicopters may be assigned Case I
procedures concurrently with Case II and III fixed-wing aircraft operations.
6.4

CASE III

This approach shall be utilized whenever existing weather at the ship is below Case II minimums and during all flight
operations conducted between one-half hour after sunset and one-half hour before sunrise except as modified by the
OTC or carrier commanding officer. Night/IMC Case III recoveries shall be made with single aircraft. Section
approaches will be approved only when an emergency situation exists. Formation penetrations/ approaches by
dissimilar aircraft shall not be attempted except in extreme circumstances where no safer options are available to
effect a recovery.
Note
Case III recoveries may be conducted concurrently with Case I and II
launches.
At night during VMC conditions, helicopters may be cleared to the starboard holding pattern. The same airspeed and
spacing restrictions will apply as in day VMC.
6.4.1 Marshal Procedures
6.4.1.1 Jet/Turboprop Aircraft
The primary TACAN marshal fix is the 180_ radial relative to the expected final bearing at a distance of 1 mile for
every 1,000 feet of altitude plus 15 miles (angels +15). The holding pattern is a left-hand, 6-minute racetrack pattern.
The inbound leg shall pass over the holding fix. In no case will the base altitude be lower than 6,000 feet.
6.4.1.2 Helicopters
The primary TACAN marshal is the 110_ radial relative to the expected final bearing at a distance of 1 mile for every
500 feet of altitude, starting at 1,000 feet and 5 miles. The holding pattern is a right-hand racetrack pattern with 2-nm
legs. The inbound leg shall pass over the holding fix.
6.4.1.3 Emergency Marshal Fixes
All fixed-wing aircraft are issued an emergency marshal radial 150_ relative to the expected final bearing at a distance
of 1 mile for every 1,000 feet of altitude plus 15 miles (angels +15). Lowest altitude for assignment is 6,000 feet for
turboprop/jet. Holding sequence is jets, then turboprops. Holding procedures are right-hand, 6-minute racetrack
patterns. The inbound leg shall pass over the holding fix. Helicopter emergency marshal radial is the same as normal
helicopter marshal radial with helicopter emergency holding normally commencing at 7 miles.
6.4.1.4 Overhead Marshal
Overhead marshal may be utilized as geographical or operational circumstances necessitate. The assigned inbound
magnetic heading to the holding fix should coincide with the outbound magnetic radial of the approach. If overhead
marshal is used as the emergency marshal fix, EEATs should be every other minute.
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6.4.1.5 En Route Radar Approaches
In the event an aircraft or flight cannot reach the marshal point in time to make an assigned approach time, an en route
radar approach may be used to place the flight in the proper approach sequence.
The marshal/approach controller shall employ positive radar control and provide the pilot the purpose and a brief
description of the intended penetration whenever possible.
6.4.1.6 Marshal Altitude Assignment
Every effort should be made to anticipate weather conditions and provide marshaling in visual conditions if practical.
Aircraft below an overcast should not be required to climb into the overcast to comply with base altitude limits if
marshal control can safely exercise control below the overcast. Those aircraft above an overcast should be assigned
altitudes above the overcast and retained in formation where possible. Formation flights shall be limited to a
maximum of four aircraft at any one assigned altitude. Under instrument conditions, a section of two aircraft is the
maximum number authorized in any one flight.
6.4.1.7 Marshal Altitude Separation
Fixed-wing aircraft will normally have a minimum of 1,000 feet verical separation.Vertical separation may be
reduced to 800 feet when inside 12 nm. Helicopters shall be separated by a minimum of 500 feet vertically.
6.4.1.8 Marshal Airspeed
Aircraft will normally fly at airspeeds in accordance with the applicable aircraft NATOPS flight manual.
6.4.1.9 Bow-On-Recovery
A bow-on-recovery occurs when the marshal radial is located ahead of the carrier. Significant potential conflict exists
between departing and recovering aircraft due to airspace constraints associated with opposite direction traffic flow
and the existence of an AN/SPN-43 radar “blind spot” ahead of the ship. CATCC shall communicate
bow-on-recovery to all aircrew as soon as bow-on-recovery is determined. Departing aircraft will receive positive
control to ensure departing aircraft remain clear of recovering aircraft until course conflict is resolved. CATCC shall
provide recovering aircraft positive control and sequencing to ensure adequate separation is maintained.
6.4.2 Marshal Instructions
Marshal control shall ensure the following information has been provided each aircraft prior to entering marshal:
1. Case recovery
2. Type approach
3. Expected final bearing
4. Altimeter
5. Marshal holding instructions
6. Expected approach time
7. Expected approach button
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NAVAIR 00-80T-105
8. Time check
9. Vector to marshal (if required)
10. Multiple marshal stack information (radials/altitudes).
Note
When overhead marshal is utilized, the assigned outbound penetration
bearing shall be updated during recovery to maintain a minimum of 25_
clockwise from the reciprocal of the final bearing.
6.4.3 General Instructions
The following information shall be provided prior to commencing the penetration/approach:
1. Case recovery
2. Type approach
3. Final bearing
4. Weather and deck conditions
5. Divert field/fuel data
6. Time hack (30 seconds minimum) using GPS time
7. USW datum (if applicable)
8. Density altitude (if applicable)
9. MOVLAS recovery, including station number and location (tactical situation permitting)
10. COD RETRO report (if applicable).
To reduce radio traffic, items of general or collective interest may be transmitted as a “99” broadcast by marshal or
approach control.
6.4.4 Departing Marshal
Each pilot shall adjust his holding pattern to depart marshal at the assigned EAT. Early or late departure shall be
reported to marshal control immediately so that control adjustments can be accomplished if required.
6.4.5 Initial Separation
Unless weather or operating circumstances dictate otherwise, aircraft departing marshal will normally be separated
by 1 minute. Adjustments may be directed by CATCC, if required, to ensure proper separation.
6.4.6 Frequency/IFF/SIF Changes
Changes in radio communication frequencies, IFF and/or SIF mode/code that require accomplishment by the pilot
should be made no later than platform except under emergency conditions. The aircraft shall be in straight and level
flight should such changes be required below an altitude of 2,500 feet.
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NAVAIR 00-80T-105
6.4.7 Instrument Approach Procedures
The approaches described in this paragraph are designed primarily for single-carrier operations; however, with slight
modification, they can be used for the following:
1. Multiple-carrier operations
2. Letdown under reduced navigation and control
3. Letdown using SAR as navigational aids with AEW control
4. Recoveries during EMCON conditions.
The approach charts (Figures 6-2 to 6-5) are designed for use with all aircraft carriers regardless of weather conditions.
It is incumbent on each ship to utilize the standard approaches so that pilots may safely transition from ship to ship
or from visual to instrument conditions with a minimum change in operating procedures.
6.4.7.1 Approach Minimums
The commanding officer shall establish approach minimums that reflect significant changes in operational
capabilities, such as may be occasioned by decreased proficiency of the CATCC or embarked air wing. However,
absolute minimums are as provided in Figure 6-6 (see LSO NATOPS Manual for CARQUAL minimums).
When a suitable bingo field is available, aircraft shall not commence an approach if the reported weather is below
the minimums in Figure 6-6 unless it has been determined that the aircraft has sufficient fuel to proceed to the bingo
field in the event of a missed approach.
6.4.7.2 Penetration/Approach
1. Jet/turboprop aircraft shall descend at 250 KIAS and 4,000 feet per minute until platform is reached, at which
point the descent shall be shallowed to 2,000 feet per minute. Unless otherwise directed, aircraft shall
commence transition to a landing configuration at the 8-nm fix.
2. Helicopters shall descend at 90 knots and 500 feet per minute from marshal, crossing 145_ relative to the final
bearing at or above 900 feet. Unless otherwise directed, helicopters shall commence transition to a landing
configuration prior to the 3-nm fix.
6.4.7.3 Correcting to the Final Bearing
1. Jet or turboprop aircraft on the CV-1 approach will correct from the marshal radial to the final bearing at 20
miles in the following manner:
a. The pilot shall make a gradual correction when the final bearing is within 10_ of the reciprocal of the
marshal radial.
b. The pilot shall turn 30_ when the final bearing is greater than 10_ from the reciprocal of the marshal radial.
If not established on the final bearing at 12 miles, the pilot shall fly the 12-mile arc until intercepting final
bearing.
2. Aircraft on the CV-2 approach shall correct to the final bearing in the following manner:
a. If final bearing decreases, fly 90_ of penetration turn and arc to the new final bearing.
b. If final bearing increases, fly the standard penetration turn continuing to intercept the new final bearing prior
to the 10-mile DME fix.
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TACAN DME Fix

TACAN

TACAN)

TACAN

Figure 6-2. Legend Chart for Aircraft Carrier Instrument Approach Procedures

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Figure 6-3. Approach Chart CV-1 TACAN (Jet and Turboprop)

6-11

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Figure 6-4. Approach Chart CV-2 TACAN Overhead (Jet and Turboprop)

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Figure 6-5. Approach Chart CV-3 TACAN (Helicopter)

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AIRCRAFT
JET

TURBOPROP

HELICOPTER

TYPE APPROACH

MINIMUMS

NONPRECISION

600–1-1/4

ICLS

300–3/4

ICLS/ILM
W/SPN-42/46
MONITOR

200–1/2

MODE I

AS CERTIFIED

MODE IA, II, IIT, III

200–1/2

NONPRECISION

400–1

ICLS

300–3/4

ICLS/ILM
W/SPN-42/46
MONITOR

200–1/2

MODE II/IIT
III

200–1/2

NONPRECISION

300–3/4

MODE III

200–1/2
Note

•

PALS Mode I qualified aircraft without an operating ILM may be certified to minimums of 200-foot ceiling
and 1/2-nm visibility.

•

PALS Mode I qualified aircraft with an operating ILM display (ILM displayed on pilot’s HUD in singlepiloted aircraft or ILM displayed to pilot in command in single-piloted aircraft with side-by-side seating
occupied by pilot in command and an assisting NFO) may be certified to minimums less than 200-foot
ceiling and 1/2-nm visibility.

Figure 6-6. Approach Weather Minimums
6.4.7.4 PALS Mode I Approach (With AN/ARA-63/AN/ARN-138 Monitor)
Aircraft conducting PALS Mode I approaches with ceiling and visibility less than 200 feet and/or 1/2 mile must be
equipped with an operable independent monitor (AN/ARA-63/AN/ARN-138). For those qualified aircraft equipped
with AN/ARA-63/AN/ARN-138 ICLS flying CCA approaches to a AN/SPN-41 certified ship, the following
procedures shall be followed:
1. Jet aircraft shall pass through the 6-mile DME fix at 1,200-foot altitude, 150 KIAS, and in the landing
configuration and commence slowing to final approach speed. The pilot should engage aircraft APC and
AFCS. Normally between 4 to 8 miles, the pilot will receive via data link a landing check discrete signal to
indicate positive data-link communications between aircraft and ship.
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NAVAIR 00-80T-105
2. The final controller will acquire the aircraft between 3.5 and 8 miles and the PALS ready/lock-on discrete light
will illuminate. At that time, the final controller shall report lock-on with range, verify needles, issue
instructions as necessary for the aircraft to intercept the centerline, and instruct the pilot to report “coupled.”
3. At lock-on, the pilot selects PALS display (agreement of aircraft needles and PALS display will verify PALS
is locked on correctly to the aircraft). For example: “201 lock-on, 5 miles. Say needles.” The pilot shall report
needle position. For example: “201, needles up and right.” The controller reports, “Concur report coupled.”

The controller shall not transmit commands until the pilot has reported
“coupled.”
Note
If aircraft is unable to couple or uncouples, continue approach as Mode II,
ICLS, Mode III.
4. The final controller shall report sending commands. The command control discrete light will illuminate,
indicating the PALS system is sending command signals via data link. The pilot shall acknowledge receiving
data-link commands by reporting “command control.” Thirty seconds coupled flight should be flown prior to
intercepting glidepath.
5. The final controller shall advise the pilot when “approaching tipover” (glidepath) and should issue range each
mile. At tipover, the pilot should switch to ILM, if available, to verify agreement of ILM and AN/SPN-42/46
displays. The ILM shall be used to monitor the approach to PALS Mode I minimums. ILM and AN/SPN-42/46
displays shall agree to within 2 to 3 needle widths until reaching PALS Mode I minimums.
6. The final controller shall advise the pilot at minimums unless the LSO has previously assumed responsibility.
The pilot shall respond with “ball” report and include the word “coupled.” For example: “301 Hornet ball, five
point three, coupled.” Expect ILM needle deviation errors inside one-quarter nm from touchdown. Use the
Fresnel lens as the primary monitor inside PALS Mode I minimums.

D PALS discrete lights shall be closely monitored throughout the approach
to ensure that PALS remains coupled and is working properly.
D The CCA Officer shall suspend Mode I approaches when PALS
Certification/Verification restrictions (i.e., WOD limits, deck motion
parameters, etc.) are exceeded.
6.4.7.5 PALS Mode IA Approach (ILM Not Required)
Mode IA approaches are conducted the same as Mode I except the pilot shall uncouple at or prior to reaching approach
minimums and report “uncoupled.” If the pilot uncouples at “ball” call, he shall include the word “uncoupling” in
the ball report. For example: “201 uncoupling, hornet, ball, five point three, manual/auto.” When the pilot reports
uncoupling, the controller shall downgrade the PALS to Mode II.
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6.4.7.6 PALS Mode II Approach (ILM Not Required)
1. Mode II approaches are conducted the same as Modes I/IA until receipt of PAL ready/lock-on discrete light.
At that time, the controller shall report lock-on with range, verify needle presentation, and issue instructions
as required. For example: “201, lock-on, 5 miles, say needles.” The pilot shall report needle position. For
example: “201, needles up and right.” The controller shall concur or downgrade the approach to ICLS or Mode
III and advise the pilot. For example: “201, concur” or “201, disregard needles, downgrade, fly Bullseye or
Mode III.” The controller shall monitor the approach, advise the pilot when approaching glidepath, and should
inform him of range each mile. The controller shall advise the pilot when at minimums unless the LSO has
previously assumed responsibility. The pilot shall respond with a ball report.
2. PALS Mode IIT approach is a training approach using needles instrument presentation (Mode II) as well as
Mode III information.
6.4.7.7 PALS Mode IID Approach (ILM Not Required)
For those qualified aircraft equipped with Mode IID (flight director) flying CCA approaches to a Mode IID certified
ship, the following procedures shall be followed:
1. Mode IID approaches are conducted the same as Modes I/IA/II until receipt of PALS ready/lock-on discrete
light. After receipt of PALS ready/lock-on discrete light, the final controller shall report lock-on with range,
verify needles, and issue instructions as necessary for the aircraft to intercept the centerline.
2. At lock-on, the pilot selects PALS display (agreement of aircraft needles and PALS display will verify PALS
is locked on correctly to the aircraft). For example, “101, needles up and right.” The controller shall concur
and report, “Concur, sending flight director”, or, “Disregard needles, downgrade Mode III.”
Note
If aircraft is unable to receive flight director data or if receipt of flight
director data is terminated, continue Mode II or Mode III.
3. When the controller enables the flight director mode, the flight director symbol is automatically displayed on
the aircraft HUD. The pilot shall acknowledge receiving the data-link signals by reporting, “Receiving flight
director.”
4. The final controller shall advise the pilot when approaching glidepath and should issue range with each mile.
The final controller shall advise the pilot at minimums unless the LSO has previously assumed responsibility.
The pilot shall respond with a ball report.
6.4.7.8 PALS Mode III Approach
Jet and turboprop aircraft shall pass through the 6-mile DME fix at 1,200 feet altitude, 150 KIAS, in the landing
configuration and commence slowing to final approach speed. The 1,200-foot altitude will be maintained at approach
speed until intercepting the glidepath (approximately 3 miles, dependent upon glideslope angle utilized) unless
otherwise directed.
Helicopters shall pass the 3-mile DME fix at 500 feet in a landing configuration and maintain 500 feet until
interception of the glidepath or until otherwise directed.
The controller shall provide glideslope, azimuth, and range information. Pilots may use the 400 foot-per-mile rule
to help schedule glideslope maintenance. The controller shall advise the pilot when at minimums unless the LSO has
previously assumed responsibility. The pilot shall respond with a ball report.
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Note
Lock-on must be maintained until touchdown during all PALS approaches
to provide the LSO with essential course and glidepath information.
6.4.7.9 ICLS Approach
Jet and turboprop aircraft shall pass through the 6-mile DME fix at 1,200 feet altitude, 150 KIAS, in the landing
configuration and commence slowing to final approach speed. ILM information shall be used to intercept and fly
centerline and glideslope, and TACAN information shall be used for DME information until reaching ICLS
minimums. ILM information may be used to achieve lineup early in the approach.
6.4.7.10 Nonprecision Approach
When precision approach radar or suitable visual landing aids are not available, jet aircraft on final approach should
continue descent to 600 feet (400 feet for turboprop aircraft) after passing the 3-mile DME fix. The final controller
will provide sufficient information to the pilot for him to maintain an accurate azimuth and altitude until reaching
nonprecision minimums.
Note
Per NATOPS Instrument Flight Manual (NAVAIR 00-80T-112) the pilot
should establish a rate of descent which will ensure reaching the MDA at
or before the missed approach point.
6.4.8 Missed Approach/Waveoff/Bolter
Jet and turboprop aircraft shall climb straight ahead on the extended final bearing to 1,200 feet altitude and wait for
instructions from approach control.
Helicopters shall climb straight ahead on the extended final bearing to 300 feet altitude and await instructions from
approach control.
All waveoff/bolter pattern turns shall be level.
If no instructions are received prior to reaching 4 miles or 2 minutes ahead of the ship, the pilot will attempt to make
contact with the ship, giving identification and position. If instructions are not received, he will assume
communication failure and execute a turn downwind reporting downwind abeam. If radio contact is not reestablished,
he will proceed downwind and reenter as follows:
1. Fixed-wing aircraft commence turn to final at the 4 nm DME or 2 minutes past abeam position.
2. Helicopters reenter through the 3 nm DME fix or turn inbound 2 minutes past abeam.
3. PALS aircraft shall be alert for data-link displays.
6.4.9 Delta Procedures
In the event the deck becomes fouled or an excessive number of aircraft bolter or wave off, the CCA Officer shall
issue via marshal control a signal Delta. The signal Delta shall be accompanied by the number of minutes of delay
(even increments but never less than four) required to resume recovery operations (i.e., Delta 4, Delta 6, and so forth).
1. In marshal — Aircraft shall continue holding and await assignment of new EAT.
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2. Commenced aircraft — Commenced aircraft above 7,000 feet shall level off at the next lower odd altitude and
hold on the inbound bearing at a range in nm equal to holding altitude in thousands of feet plus base distance
(angels + 15). The holding pattern shall be the same as the original marshal pattern. Aircrews shall report
established in holding with new altitude and await assignment of new EAT. Aircraft at or below 7,000 feet will
continue the approach.
Note
CV-2 aircraft that have descended from assigned marshal altitude shall
return to overhead holding at the next lower odd altitude. CV-2 aircraft that
have commenced but have not vacated their last assigned marshal altitude
shall return to overhead holding at that altitude.
3. Issuance of EATs — Marshal control shall issue new EATs as soon as possible. To preclude two aircraft having
the same EAT, new EATs shall be issued from the latest to the earliest (i.e., top of the holding pattern to the
bottom). Aircrews shall acknowledge receipt of the new EAT.
4. Lost communications — Aircraft in marshal shall commence approach at the last acknowledged EAT. Aircraft
between marshal and 7,000 feet that have established Delta holding and subsequently realize lost
communications prior to acknowledging new EAT shall commence approach immediately. All lost
communication aircraft shall squawk the appropriate Mode I (HEFOE) and III codes. Pilots shall take a 30_
cut to the right to intercept a track 10_ to the right of the inbound bearing and continue inbound to the ship.

Be alert for possible aircraft in Delta holding at lower altitudes.
6.4.10 Night EMCON Recovery
6.4.10.1 All Aircraft Except Helicopters
This type of recovery shall be employed when operating under EMCON conditions and the ceiling and visibility are
at least 3,000/5. Aircraft shall return to a prebriefed holding pattern and monitor marshal frequency. All aircraft will
have lights on bright and steady with anticollision lights on. When ready to recover aircraft, the CV will turn on the
lens and deck lights, flash the green cut light, and flash a white Aldis lamp. Aircraft will descend in accordance with
air wing doctrine to not lower than 600 feet, which will be maintained until the ball is in sight. After the last jet is
aboard, the tanker will be given a Charlie by a white Aldis lamp that he will acknowledge by turning off his
anticollision light as he descends.
6.4.10.2 Helicopters
Helicopters approaching the carrier for landing shall enter starboard holding. The pattern will have to be flown
visually by making estimates on the 45_ and the 110_ relative bearings. Caution must be exercised not to drift aft
of the 110_ relative bearing. Altitude, airspeed, and spacing restrictions remain the same as night/VMC (at least
3,000/5). Upon entering the pattern, the helicopter will turn navigation lights to flashing bright. After the last
fixed-wing aircraft has turned final or when given a green light or Charlie signal (see Figure 3-2 of Aircraft Signals
NATOPS Manual (NAVAIR 00-80T-113)), the helicopter leader shall accelerate to 90 knots and at the right-hand
abeam position turn to intercept the optical glideslope at 1 mile and 400 feet. At the 45_ position, the lead helicopter
will receive a green light from the tower if cleared for the approach. When cleared, he will then turn his navigation
lights to steady dim, leaving his tail position light on bright. If there is more than one helicopter airborne, they will
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all perform the same procedures as they pass through each checkpoint. If, when passing through the 45_ position,
a red light is received (Delta), then that helicopter and all following will wave off to the right, reentering starboard
holding.
6.4.11 Communication or NAVAID Failure During Approach
6.4.11.1 Aircraft Alone
If navigational equipment is available, lone aircraft will continue approach. Pilot may utilize emergency survival
radio on guard (243.0) frequency if time and safe control of aircraft permit. If all communication and navigational
equipment is lost, the pilot will proceed as follows.
The pilot may elect to continue the approach by dead reckoning. Having made this decision, he will continue DR
until at least 2 minutes past his expected ramp time, then climb on final bearing heading to VMC, squawk
EMERGENCY, and conserve fuel. If below the overcast, the pilot may elect to fly a search pattern to locate the ship.
If the pilot elects to discontinue the approach, he will climb on final bearing heading to VMC and expeditiously join
up on the tanker or other available aircraft and conserve fuel. Depending upon weather at the divert field and fuel
state, the pilot may elect to proceed directly to the divert field after having climbed out on the final bearing heading.
Helicopters may continue descent to 300 feet, proceed by DR until 2 minutes past individual expected ramp time,
and then fly the appropriate triangular pattern for lost communications, squawk EMERGENCY, and conserve fuel.
PALS-equipped aircraft shall be alert for data-link displays. Mode II information shall be transmitted to suitably
equipped aircraft.
Aircraft equipped with an operating ARA-63/ARN-138 should conform to the NATOPS lost communication
procedures utilizing the ARA-63/ARN-138 and TACAN during the recovery phase to intercept the final approach
course and glideslope. Under conditions of intermittent or erroneous TACAN azimuth information, a 12-nm arc
should be flown at an altitude of 3,000 feet. Final bearing will be indicated by the centering of the ARA-63/ARN-138
azimuth needle. When approach to the final bearing is indicated, an immediate turn and landing transition should
be completed in the expected direction of the final approach course determined during the arc. Azimuth tracking on
the inbound ARA-63/ARN-138 radial to the glideslope (approximately 8 nm) and constant glideslope to ball
acquisition can be flown.

Extreme care shall be exercised by controllers and pilots using the above
procedure. The controller must ensure positive aircraft identification prior
to lock-on. The pilot shall cross-check his approach with other available
instruments (DME, altimeter, etc.).
Note
D The glideslope information of the ARA-63/ARN-138 should not be used
until within 20_ of the final bearing because geometric effects of the planar
SPN-41 elevation antenna cause erroneous elevation indications.
D An initial turn in the wrong direction upon intercept of the
ARA-63/ARN-138 final bearing will result in the glideslope indication
continuing to climb and inverse azimuth tracking.
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6.4.11.2 Aircraft in Company
An aircraft with navigation and/or communication equipment inoperative in the company of an escort aircraft with
navigation and communication equipment in working order will be handled as a single aircraft in the recovery
procedure. The escort aircraft becomes the flight leader and will visually communicate with the distressed aircraft
in accordance with standard aircraft NATOPS procedures. The distressed aircraft will assume a position on the
starboard wing of the lead aircraft. Transition to landing configuration should be made clear of clouds either above
or below the overcast as desired. The controller shall be advised when this transition does/will occur, when the lead
aircraft has the OLS in sight, he will visually communicate a lead change and break off to the left. The distressed
aircraft will continue a visual approach to landing. The escort aircraft will parallel the final bearing course and
maintain a position so as to be easily acquired and be rejoined by the distressed aircraft in the event of a bolter or
waveoff. Unless otherwise directed, the escort aircraft will repeat the above procedures until the distressed aircraft
is recovered and then continue normal procedures for his own recovery. The SPN-42/46 radar should be locked onto
the lead aircraft. The PALS final controller should instruct lead aircraft “beacon on,” wingman “beacon off,” and then
select “beacon lock only” on the SPN-42/SPN-46 console.

If the address of the escorted aircraft is inserted in the PALS, the escorted
aircraft will receive needle information. When the lead aircraft breaks away
on OLS acquisition, this may give the escorted aircraft an erroneous “fly
down, fly right” presentation on the needles. The displayed error may
become progressively larger as both aircraft close on the ship regardless of
the approach actually being flown by the escorted aircraft.
6.4.11.3 Failure of Carrier Navigation Aids/CATCC Radars Prior to Approach
Individual ships should develop special procedures to recover airborne aircraft in the event of a casualty to shipboard
air traffic control equipment. Selection of special/alternate approach procedures will be dictated by the availability
of suitable navigational equipment aboard escort ships and/or embarked aircraft. Should the use of assist ship
navigation equipment or utilization of airborne radar and control become necessary, approach minimums, separation
between aircraft, and size of the recovery will be adjusted so as to ensure safety of recovery operations.
6.4.12 Radar Handoff Procedures
Positive radar identification shall be accomplished by the receiving agency prior to transfer of control. Control will
be transferred only after the receiving agency has notified the transferring agency that positive radar contact has been
established.
6.4.13 Voice Communication Procedures
6.4.13.1 Compulsory Arrival, Marshal, and Approach Voice Reports
1. Entrance into carrier control area — Information required from flight leader (see paragraph 6.1)
2. Receipt of:
a. Marshal instructions
b. Type recovery
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c. EAT or Charlie time
d. Altimeter setting
3. Entering holding/marshal with altitude, fuel state, and hung/unexpended ordnance (if any)
4. Altitude changes
5. Commencing approach, with fuel state, altimeter setting
6. Frequency changes
7. Platform (jet/turboprop aircraft)
8. Ten miles (jet/turboprop aircraft)
9. “Coupled/needles” as appropriate and “command control” if Mode I/IA approach
10. Three miles (helicopters)
11. Breaking away (section approaches only)
12. Ball call report — (side number, aircraft type, ball or Clara/Clara lineup, fuel state, hung/unexpended
ordnance, coupled/uncoupling (if applicable), automatic/manual)
13. Waving off
14. Abeam, with fuel state after bolter/waveoff.
6.4.13.2 Phraseology
Standard ATC and precision instrument approach phraseology shall be used with the following exceptions:
1. Fuel state reports (thousands of pounds; for example, “3.5”)
2. Altitude (angels; for example, “1.2”)
3. Heading changes on Case III final approach after lock-on or final radar contact (normally soft headings; for
example, “301, right five”).
6.5

RECOVERING FIXED-WING AIRCRAFT

6.5.1 Preparation for Recovery
Preoperational checks of the arresting gear, optical landing aids, and associated equipment are ordinarily completed
before the beginning of air operations; therefore, preparation for recovery generally consists of nothing more than
manning the necessary stations. Whenever fixed-wing aircraft are airborne, all arresting gear equipment shall be
maintained in a ready status unless the commanding officer has granted permission to place specific items of
equipment out of commission for maintenance or other reasons.
Fifteen minutes before each scheduled recovery or immediately upon hearing the word passed to prepare to recover
aircraft, personnel will man stations and take the following preparatory actions.
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The air officer shall perform the following:
1. Confirm the recovery time with CATCC and the bridge.
2. Obtain the expected BRC.
3. Provide CATCC the break time for Case II recoveries or ramp time for Case III recoveries.
4. Monitor/update fuel status of returning aircraft, information on hung or unexpended ordnance, aircraft
emergencies, if any, and the current altimeter setting.
5. Confirm with the bridge that the fantail and adjacent sponson(s) are secured during recovery of fixed-wing
aircraft.
The ILARTS and PALS radar operators shall ensure equipment is turned on and operating.
The PriFly lens operator shall receive permission from the air officer prior to turning on lens.
The recovery equipment controller in PriFly shall perform the following:
1. Ensure all arresting gear engines, the arresting gear deck-edge station, ILARTS room, and lens room are
manned and ready to recover aircraft.
2. Report to the air officer when all stations are manned, giving the existing arresting gear engine and lens
settings.
The arresting gear officer shall perform the following:
1. Inspect the landing area for loose gear.
2. Ensure all after deck-edge antennas are positioned as required.
3. Check the condition of crossdeck pendants, barrel fittings and wire supports, and ensure retractable sheaves
are in the raised position.
4. Ensure all aircraft and mobile equipment parked on the flight deck are inside the safe-parking line.
5. Ensure hook runners and the deck-edge operator are on station.
6. Ensure the ready barricade, including deck ramps, is in a ready status, with a clear route to the area and a tractor
with driver is standing by.
7. Ensure waist catapult slot buttons are installed in accordance with current bulletins and ensure the deck status
light is operating.
8. Notify PriFly when the deck is ready.
The flight deck officer shall perform the following:
1. Ensure the mobile crane, a forklift, and a tractor are warmed up and that drivers are standing by. Also ensure
operationally ready mobile firefighting equipment is manned and that all have clear access to the flight deck.
2. Ensure the crash crew is on station and that directors and plane handlers in sufficient number are standing by.
3. Ensure the flight deck area is clear of all unnecessary personnel.
4. Ensure the flight deck is clear of unnecessary equipment and that all deck hatches in the landing area are closed
and properly secured prior to signaling a ready deck forward.
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The LSO shall perform the following:
1. Conduct a two-way radio check and sound- powered phone checks on appropriate circuits.
2. Check the landing area lights and lens for proper brilliance when turned on and check the cut and waveoff lights
for proper operation.
3. Ensure the following distress equipment is available at the LSO platform:
a. Battery-powered marker
b. Life preserver ring
c. Very pistol
d. Search and rescue sonobuoy
e. Aldis lamp (night operations only).
The catapult officer shall ensure the following:
1. Catapult shuttles are properly positioned and shuttle cover installed on catapult 3.
2. Track slot seals are in place on bow catapults (except during CARQUALs).
3. Catapult deck gear is clear of landing area.
4. For ships so equipped, waist ICCS is fully lowered.
The weapons officer shall ensure the following:
1. An EOD representative shall be stationed in flight deck control during all operations when aircraft are carrying
weapons. Unless assistance is required, EOD personnel should not normally be exposed to the flight deck
during launches or recoveries.
2. The EOD officer, Air Gunner, and air wing weapons officer are equipped with an SRC-22 (or equivalent)
communication set during launch and recovery operations.
6.5.2 Flight Deck Procedures
For detailed flight deck procedures, refer to CV Flight/Hangar Deck NATOPS Manual (NAVAIR 00-80T-120).
6.5.3 Special Safety Precautions
Observe the following safety precautions.
1. While aircraft are being recovered, no personnel other than those required by this instruction shall be in the
catwalks, on the flight deck, or in the arresting gear engine rooms or ILARTS/lens room without the express
permission of the air officer.
2. The deck will be considered foul any time unauthorized personnel are in or around aircraft parked adjacent
to the landing area.
3. Personnel shall not stand in or otherwise block entrances to the island structure or exits leading off the catwalks.
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4. Personnel shall not sit on missile equipment, chocks, deck-edge coaming, or any other object during flight
quarters or while aircraft is turning on the flight deck. Personnel should not turn their backs on aircraft landing
or taxiing out of the gear.
5. In taxiing aircraft out of the gear, directors must be aware of the activities of the hook runner, tillerbar man,
and wing riders.
6. All taxi signals shall be answered promptly and accurately unless the pilot considers that a dangerous situation
exists or is developing, in which case he shall stop immediately.
7. If a pilot loses sight of his director, he shall stop immediately. The director shall exercise care to remain in plain
view of the pilot at all times.
8. No director shall give signals to a pilot who is being controlled by another director except in an attempt to avert
an accident.
9. Personnel having reason to suspect the readiness or condition of any arresting gear engine, crossdeck pendant,
or associated equipment shall immediately cause the deck to be fouled by informing the arresting gear officer,
deck-edge operator, and the recovery equipment controller in PriFly.

If the arresting gear crew is required to enter the landing area during aircraft
recovery, a safety person shall be stationed forward of that crew, facing aft,
to ensure the arresting gear crew is warned of approaching aircraft in time
for them to safely exit the landing area.
10. If during recovery operations any part of the aircraft affecting safe recovery strikes the ramp, aircraft, or other
equipment on deck or ship’s structure other than normal flight deck protrusions (crossdeck pendants, flight
deck light covers, ILARTS heads, or waist catapult ramps) and the aircraft subsequently bolters, no further
effort shall be made to effect a normal carrier arrestment.
11. PALS radar beacon-equipped aircraft parked or taxiing aft of the island shall have the beacon switch in off or
standby position during recovery operations. Aircraft preparing for launch shall delay PALS beacon self-test
until forward of the island or airborne.
12. Pyrotechnic devices shall not be used in marking aircraft accident sites to preclude igniting aviation fuel.
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 waveoff 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
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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 waveoff.”
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 waveoff 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 waveoff.
Note
During night operations when the deck is open, but momentarily foul, the
landing deck lights will remain on and foul deck waveoff 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.
6.5.4 Control of the Landing Pattern (VMC)
The air officer is charged with the overall control of the VMC landing pattern (Figure 6-1) and is assisted by the LSO.
Specific responsibilities are assigned as follows.
6.5.4.1 Air Officer
1. Provide pilot with sufficient information to ensure that aircraft are established in the landing pattern in time
to meet the expected Charlie time.
2. Assign or revise the landing order as necessary.
3. Regulate the number of aircraft in the landing pattern to ensure a steady flow of traffic while preventing the
pattern from becoming extended or overcrowded.
4. Monitor the landing interval.
5. Whenever possible, maintain visual contact with all aircraft in the Charlie pattern.
6. Maintain an accurate count of the number of aircraft to be recovered and inform the bridge when only two
remain.
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7. Monitor the upwind pattern, being particularly alert to warn pilots of aircraft boltering or waving off of their
proximity to aircraft launching or breaking.
8. Maintain visual contact with aircraft that have radio failure and instruct the LSO with regard to visual signals
to be given.
9. Inform the LSO of any unusual condition(s) affecting the normal recovery of aircraft.
6.5.4.2 LSO (Under the Supervision of the Air Officer)
1. Control all fixed-wing aircraft approaches after the 180_ position.
2. Ensure that approaching aircraft are properly configured.
3. Monitor the operation of the OLS and cross check the approach radar/ICLS glidepath angle.
4. Instruct and supervise the LSO talker and hook spotter.
5. Assist in controlling aircraft that have radio failure by flashing the cut or waveoff lights in accordance with
signals delineated in Figure 6-11.
6. Whever possible, maintain visual contact with all aircraft in the Charlie pattern.
7. Inform the air officer of any unusual conditions affecting the safe recovery of aircraft.
6.6

RECOVERING HELICOPTERS

6.6.1 Recovery Procedures
When recovering after night plane guard duties, helicopters should be provided positioning information by CATCC
in order to expeditiously intercept the glideslope and effect a landing following recovery of the last fixed−wing
aircraft. When a flight of helicopters is being recovered under VMC, the leader of the flight should plan to be at the
ramp within a minimum safe interval after the last fixed−wing aircraft has landed. The helicopter which is the farthest
advanced on the inbound radial and has not turned to parallel the ship’s course will be considered No. 1 in the landing
pattern and should expeditiously effect a landing following recovery of the last fixed−wing aircraft. The helicopter
cleared No. 1 to land should be assigned a landing spot farthest forward into the wind. Subsequent helicopters should
be cleared to land in sequence behind the No. 1 helicopter. In the event the last fixed−wing aircraft waves off, all
helicopters shall reposition in the pattern (with CATCC assistance as required) to take interval on that last fixed−wing
aircraft. Prior to issuing landing clearance, the air officer shall ensure the helicopter may land within the relative wind
envelope prescribed in the respective aircraft NATOPS flight manual, and the tower shall transmit relative wind
direction, speed, and landing spot(s). For landings not oriented to the angle or axial centerline (day VMC only), the
air officer will ensure an adequate waveoff path is available to the helicopter.

Because of the severe rotorwash and wing-tip vortices produced by CH-53E,
MH-53E and V-22 aircraft, land/launch operations should not be conducted
upwind of other aircraft or any unsecured area. Because of this severe hazard,
consideration should be given to conducting CH-53E, MH-53E and V-22
operations from after-deck spots only.
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Note
D Rotating beacon light signals for helicopter operations are contained in the
Aircraft Signals NATOPS Manual (NAVAIR 00-80T-113).
D Army helicopters are not equipped with an automatic blade fold/spread
system. Time for manually folding and spreading main rotor blades should
be taken into account for tactical planning during shipboard operations.
D Certain Army and Air Force helicopters are not equipped with a rotor brake.
Extended rotor coast down times can be expected. These times can vary
with relative wind speed and direction, and can exceed 8 minutes in winds
as light as 20 knots. The ship shall be ready to provide optimum winds for
the windmilling stop of the rotor system.
During Case III recoveries, the approach shall be flown as directed by CATCC until the pilot acquires visual contact
with the optical landing aids, at which time the pilot shall “call the ball.” Control will then be assumed by the air
officer, who shall issue final landing clearance. In the event of a waveoff, the pilot shall parallel the final bearing
course and report to CATCC for control. At night, navigation lights shall be steady bright and anticollision lights on
until established on the final bearing, at which time the position lights shall be placed on dim and steady.
The forward anticollision light shall be turned off when the meatball is in sight.
When the word is passed to stand by to land helicopters, the LSE shall take a position clearly visible to the pilot. The
tower will obtain a “gear down” report from the pilot before issuing final landing clearance. As the helicopter
approaches, the LSE shall ensure the landing gear is down, the rotating beacon that controls his area of the flight deck
is green or amber, as appropriate, and that the landing area is clear of personnel, equipment, and loose gear.
Except in unusual circumstances, helicopters shall be landed only on marked spots visible to the pilot during the final
approach.
Except for the “waveoff” and “hold” signals, the LSE signals will be accepted as advisory and the pilot has full
responsibility for the proper and safe operation of the aircraft. At night when two or more helicopters are landing,
the navigation light shall remain STEADY/DIM and the tail anticollision light shall remain ON until touchdown.
After landing and before disengagement, chocks will be placed on the main wheels and the initial aircraft tiedowns
will be attached by the deck crew. A hold signal will be given by the LSE while tiedowns are being attached to indicate
that an unsafe takeoff condition exists. Navigation lights shall be switched to FLASHING DIM (day: FLASHING
BRIGHT) until the rotors have been disengaged and are fully stopped. The LSE will then signal for the aircraft lights
to be turned OFF. When helicopters are recovered immediately ahead of fixed-wing aircraft, pilots shall shut down
and disengage as expeditiously as feasible. They shall remain in their aircraft until towed clear of the fixed-wing
landing area. An amber or red light will be ON whenever rotors are engaged on deck.
6.6.2 NVD Equipment Aided Approaches
Crews aided with NVD may make a visual approach to a spot rather than a Carrier Controlled Approach (CCA)
provided such an approach is coordinated with Air Officer/PriFly, are not IMC, and have sufficient illumination/
visibility.
Night Vision Device (NVD) Centerline Visual Approach. During VMC and using NVDs, the HAC may accept a
visual approach to the fantail and proceed along the centerline for landing on the designated spot. After the last fixed
wing aircraft on final is identified by the Air Boss/CATCC, the helicopter will take interval and land visually.
Night Vision Device (NVD) Slide-in Visual Approach. At the HAC’s discretion, the helicopter may slide in to a
landing on the designated spot. Visual contact with the ship and NVD usage is required.
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6.6.3 Recommended Deck Lighting Configuration for Helicopter NVD Aided Takeoff and Landing
See paragraph 5.7.3 for the recommended deck lighting configuration.
6.6.4 Special Safety Precautions
The following precautions shall be observed when recovering helicopters.

Inverted “T” helicopter and tiltrotor aircraft spots 2 through 6 do not
provide adequate clearance for all combinations of helicopters. If any spot
1 through 6 is occupied by an H−46, H−47, H−53, or V-22, the spots
immediately forward and aft shall remain vacant.
1. Except in case of emergency, pilots shall not stop engines or fold rotor blades without proper clearance from
the LSE.
2. If ship roll (heel) is greater than 4°, helicopters should not be recovered while the ship is in a turn.
3. Personnel required to be in the area of helicopters disengaging rotors shall stand next to the fuselage or well
outside the rotor arc.
4. A helicopter shall not be flown over another aircraft when landing.

CAUTION
The combination of relative winds and rotor downwash when launching or
landing a helicopter immediately adjacent to a spot occupied by a
helicopter engaging/disengaging rotors, or occupied by a shutdown
helicopter not folded or secured by rotor blade tiedowns, may cause rotor
system damage to the engaging/disengaging or shutdown helicopter.
5. Helicopters shall never be towed or pushed while rotors are engaged.
6. The waveoff and hold signals are mandatory and shall be executed immediately.
7. Case III unaided helicopter recoveries shall be conducted to the angled deck, from astern, utilizing the OLS,
with the wind oriented to the centerline of the angle deck, and within the parameters set forth in the respective
aircraft NATOPS flight manual. During night VMC recoveries on CVs equipped with operating white
floodlights and when the after portion of the flight deck is not clear, helicopters may make an approach utilizing
the OLS and centerline of the angle deck. Upon approaching the fantail and when the deck and LSE have been
visually acquired, the helicopter shall then slide over, fly up the port side to the landing spot, and slide into
a landing.
8. Helicopters shall not cross within 5 miles of a ship’s bow and within 3 miles of a ship’s stern without specific
approval of the air officer. A vertical replenishment helicopter may request and be granted continuous use of
an established flightpath.
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9. The air officer or his representative shall pass over the 5 MC, “Stand well clear of helo number — while
engaging/disengaging rotors.”

Inboard mounted external fuel tanks or stores on Army UH-60 Aircraft
significantly impede access to the main wheels, exposing flight deck
personnel to risk of injury in the event of inadvertent jettison or aircraft
movement while chocking. Consideration should be given to safing the
external stores jettison circuit prior to chocking, balanced with the need to
expeditiously chock and chain the aircraft to prevent aircraft movement
under severe deck motion conditions.
10. Spot 2 starboard approaches and departures are prohibited.
11. Left seat slide-in visual approach to spot 2 is not recommended.
12. Left seat slide-in visual approach to spot 3 is prohibited.

Left seat helicopter recoveries to spots 4, 5, and 6 while there is a turning
helicopter on next forward spot represents an increased risk to the LSE. The
LSE should be positioned inboard of the catapult four safe parking line in
the same general location as right seat recoveries.
13. Cross cockpit recoveries forward of an occupied spot are not recommended.
6.7

SPECIAL PROCEDURES FOR CARRIER QUALIFICATION LANDING

6.7.1 Fixed-Wing Aircraft
The number of aircraft in the Case I or II pattern should be limited to four and shall not exceed six.
Maintaining a proper and uniform interval is very important in the CARQUAL pattern. The air operations officer
and the air officer shall make appropriate recommendations. Jet/turboprop aircraft night CARQUALs shall be under
CCA control. Advisory control may be specified by the ship’s commanding officer when weather permits.

The air officer must be acutely aware of the responsibility to ensure the
initial separation between bolter/waveoff and departing aircraft during
CARQUAL and cat-trap-cat evolutions.
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CATCC’s restricted radar coverage (blindspot) ahead of the ship requires
aircrew to exercise good lookout doctrine and radio discipline upon
departure.
During night CARQUALs, CCA shall utilize a single frequency to control all aircraft in the CARQUAL pattern.
Anytime CARQUAL or refresher landings are being conducted, a senior representative of each squadron involved
should be present in the tower. During IMC and night operations, his station will be in air operations. He must be
well qualified in the aircraft and prepared to advise the air officer in the event of an emergency.
It is the responsibility of the air operations officer to keep the air officer accurately apprised of the number of landings
required for each aircraft. Air operations/ CATCC will maintain a status board that will show landings required,
landings completed, and location of each aircraft (in Delta, in the Charlie pattern, or on the deck).
The air operations officer is responsible for providing the air officer with accurate bingo/divert data. Before
commencing and/or during CARQUALs, he shall compute the distance and bearing to the bingo/divert field and the
fuel required for the model aircraft involved. Bingo/divert data will be broadcast on the recovery frequency by PriFly
or CCA as appropriate.
The decision to divert aircraft will be made by the commanding officer or his designated representative. The air
operations officer and the air officer shall make appropriate recommendations during IMC/night and VMC
operations, respectively. In addition, the LSO will make timely divert recommendations to the air officer based on
unsatisfactory pilot performance or unsatisfactory CARQUAL conditions around the ship. It is the pilot’s
responsibility to inform the tower if he reaches bingo fuel state and has not been ordered to divert.
Changing pilots when an aircraft is on the flight deck with engine(s) running is an inherently dangerous practice
requiring extreme care. When a change is made, the aircraft shall be chocked and have at least the initial tiedowns
attached. Pilots shall not leave/switch their seats until given the “tiedowns in place” signal by the aircraft director.
Note
It is the pilot’s responsibility to inform the tower when reaching holddown
fuel state after trapping and the aircraft has not been taxied to a refueling
spot.
6.7.2 Helicopters
When feasible, two landing spots will be utilized for CARQUAL landings. The pattern shall be a left-hand racetrack
on the port side of the ship. Pattern spacing shall be adjusted to permit one aircraft to be launched prior to another
being landed. When the pilot acquires the meatball, he shall report his side number, “ball,” and “gear down.”
Night CARQUALs shall be under CCA control. Advisory control may be specified by the ship’s commanding officer
when weather permits.
The pilot in the right seat shall be in control of the aircraft unless the tower is informed to the contrary. When changing
pilots, the aircraft will be chocked and have initial tiedowns attached.
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6.8

EMERGENCY LANDING

6.8.1 Fixed-Wing Aircraft
At first indication of a possible emergency landing, the air officer will pass the word “stand by to make a ready deck.”
At this time, arresting gear and Crash Salvage personnel, ILARTS, and lens operators will immediately man their
stations. It is the responsibility of PriFly to contact the LSO, who will proceed to the platform. The squadron duty
officer will be notified. Tractors will be attached to all aircraft parked in the landing area, tiedowns will be removed
when directed by the plane directors, and directors and chock men will stand by. A helicopter should be manned and
started unless an airborne helicopter is available for plane guard. If the emergency condition requires a straight-in
approach or a straight-in approach is contemplated, the SPN-41 shall immediately be activated without pilot request.
When it has been determined that an emergency landing will be made, the Air Officer will pass the word, “Make a
ready deck,” at which time the landing area will be cleared as expeditiously as safety permits. Personnel concerned
will stand by to rig the barricade if called for. The air officer shall pass an expected Charlie time to the distressed
aircraft.
Pilots of aircraft returning to the ship for an emergency landing shall not shift from the control frequency to tower
frequency until directed to do so unless radio contact has been lost on the control frequency. Normally, the tower and
LSO will shift to the control frequency, thereby avoiding the necessity of a frequency change by the pilot. In no case
will the pilot of an aircraft in distress leave an assigned frequency without broadcasting the frequency to which he
is shifting.
As the ship is being prepared for the landing of aircraft, the air officer will pass as much pertinent information as
possible to the flight deck, bridge, LSO, and CATCC. The air officer shall determine the amount and type of
firefighting equipment to be broken out and direct the deployment of personnel, depending upon the nature and
seriousness of the emergency.
6.8.2 Helicopters
As much deck space as possible will be made available for emergency helicopter landings. If time permits, the senior
helicopter squadron or unit officer on board should take station in the tower or in CATCC, and the air officer should
determine the optimum relative wind and request the bridge to maneuver the ship as necessary. In clearing a helicopter
for an emergency landing, PriFly will ordinarily designate an area of the flight deck rather than a specific landing
spot. Once the aircraft is on final approach, it is imperative that the ship hold a steady course.
During an emergency landing, the LSE, if immediately available, shall stand at the upwind edge of the designated landing
area. The LSE signals are advisory in nature, except for the waveoff and hold signals, which are mandatory. The LSE
shall give a waveoff only in case of a foul deck or if instructed by the tower to do so.
6.9

EMERGENCY SIGNALS

6.9.1 Visual Signals to Ship From Aircraft With Radio Failure
Figures 6-7 and 6-8 provide visual signals to be used in the event of radio failure. Aircraft configuration is the primary
daytime indicator of the pilot’s desires or intentions. At night, aircraft lighting configuration is the primary indicator
of the pilot’s desires or intentions.
6.9.2 Visual Signals to Aircraft From Ship Under EMCON or Lost Communication Conditions
Figure 6-9 provides visual signals for giving commands or advisories to aircraft when the ship has lost its
communication capability or is under EMCON conditions.
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6.9.3 Carrier Pattern Emergencies
The LSO will make appropriate recommendations to the air officer or pilot as indicated in Figure 6-10.
6.9.4 Day Communication Emergencies
Figure 6-11 describes appropriate action for day communication emergencies.
6.9.5 Night Communication Emergencies
Figure 6-12 describes appropriate action for night communication emergencies.
6.10 TANKER OPERATIONS
Tankers assigned duties in support of the recovery of aircraft shall use the following procedures:
1. Only those tankers that have a known good store and sufficient fuel to meet receiver fuel requirements shall
display the flashing green light.
2. For optimum utilization of tankers, single-cycle operation is recommended.
3. A specific existing agency (i.e., departure control) shall be designated tanker control with the responsibility
to monitor:
a. Tanker give-away fuel status
b. Tanker location
c. Location and fuel requirements of the low state aircraft
d. Coordination of the tanker and receiver rendezvous.
6.10.1 Recovery Tanker Procedures
6.10.1.1 CASE I/II
After launch, the oncoming recovery tanker shall switch to departure control for assignment. All tanker packages
should be checked as soon as possible after launch. When it has been determined that the new tanker store is
operational, departure control should be advised immediately. The recovery tanker shall maintain a rendezvous circle
oriented on the CV (Figure 6-13). The rendezvous circle shall contain four reference points. Minimum pattern altitude
shall be 1,500 feet. This pattern is a left-hand circle within 5 nm of the CV during launch and recovery operations.
When the last jet is aboard, the tanker shall climb to prebriefed altitude and switch to assigned frequency for
control.

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NAVAIR 00-80T-105
PILOT’S DESIRES OR INTENTIONS

VISUAL SIGNAL

1. I desire immediate landing.

Fly up the port side of the ship, low and close aboard,
rocking wings, in a landing configuration with hook
down. Navigation lights bright and steady with
anticollision light on. If turning final in VFR pattern or
approaching final on a CCA, momentarily turn on the
taxi light, if available.

2. I desire to land but can wait for the next recovery.

Fly up the port side with the landing gear up, hook
down, navigation lights bright and steady, and anticollision light off while abeam the ship.

3. I am proceeding to the bingo field.

Fly up the port side of the ship, rocking wings, with
landing gear and hook up, navigation lights bright and
steady, and anticollision light on. If fuel state and
nature of the emergency permit, continue making
passes until joined by a wingman. Upon reaching
bingo fuel state, proceed alone, setting IFF/SIF to
emergency when departing.

1.

2.

Note
The requirement for gear down and rocking wings as the signal for an immediate landing is not required
when considered unsafe by the pilot due to the nature of the emergency; for example, loss of an engine in
multiengine aircraft.
At night, aircraft flying close aboard the port side of the ship without lights are considered to have an
emergency requiring immediate landing.

Figure 6-7. Emergency Signals to Ship From Fixed-Wing Aircraft With Radio Failure
PILOT’S DESIRES OR INTENTIONS

VISUAL SIGNAL

1. I require immediate landing.

Fly close aboard starboard quarter, remaining clear of
other traffic, with gear down and floodlights/landing
light on. With complete electrical failure, fire a red flare
to seaward.

2. I desire to land but can wait for the next recovery.

Fly by or hover on the starboard side of the ship, low
and close aboard, with navigation lights bright and
flashing and anticollision light on.

Figure 6-8. Emergency Signals to Ship From Helicopters With Radio Failure

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NAVAIR 00-80T-105
SIGNAL
COMMAND/ADVISORY

OLS

** ALDIS LAMP

1. *BINGO—Proceed to alternate Flashing cut and
landing field.
waveoff lights.
2. Add power—(Jets and turbo
props only).

Flash, cut lights.

3. CHARLIE—Cleared to land
aboard.

N/A

4. DELTA—Delay in landing.
Enter DELTA pattern and
maintain visual contact with
the ship.

Flashing landing area
lights.

5. Closed deck. Do not land.

Landing area lights off
(night only).

6. Do not land. Ditch or bail
out/eject in the vicinity of the
ship.
7. LSO has control of the aircraft
on final approach at approximately 1-1/2 miles.

Flashing red light.
N/A
Steady green light.***
Steady red light.

N/A

N/A

Z

Steady (3 sec), cut
lights.

8. Lower hook.

N/A

9. Lower wheels.

N/A

10. Lower flaps.

N/A

11. Jettison disposable fuel tank.

N/A

12. Jettison ordnance.

N/A

FLASHING LIGHT
M, M

— —, — —
N/A
C

—D—D
D

—DD
N/A
Z

——DD

——DD

N/A

N/A

H

DDDD
W

D——
F

DD—D
G

——D
Q

——D—

H

DDDD
W

D——
F

DD—D
G

——D
Q

——D—

* Signal is given only when ordered by the Air Officer.
** Aldis lamps may be located in the tower, or on the signal bridge.
*** Helicopters will normally receive this signal from the rotating beacon or Aldis lamp on the starboard side
of the island.

Extra care must be exercised in identifying the correct light and
location of signal. Misinterpretation of the lighting signals from
other sources can occur. Such sources are rotating beacons (aft,
port, forward sides of island), or deck status lights (located at
LSO platform and near portside midships catwalk).

Figure 6-9. Visual Signals to Aircraft From Ship Under EMCON or Lost Communications

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NAVAIR 00-80T-105
EMERGENCY

CARQUALS

DEPLOYED/REFRESHER

1.

Landing aids malfunction, under steady deck
conditions, due to
improper stabilization.

Discontinue landings.

Rig MOVLAS and continue recovery with radio
as backup.

2.

Complete landing aids
failure/damage.

Discontinue landings.

If available, consider the use of an emergency
field. If none is available and aircraft fuel state
does not permit delay:
1.

Establish positive radio contact with each
aircraft when commencing approach.

2.

Use radio talk-down as primary control.

3.

Have flare gun ready for instantaneous
use.

3.

Partial failure or damage Discontinue landings.
of OLS, datum lights
operative.

Rig MOVLAS and continue recovery, with
radio as backup.

4.

Waveoff lights
inoperative.

Discontinue landings.

Continue landings with radio as primary means
of waveoff. Have flare gun ready for instantaneous use as a backup.

5.

Suspected malfunction,
when consecutive
approaches result in
below glidepath
conditions.

Discontinue landings until a
thorough check of OLS settings and monitoring equipment is accomplished.

Rig MOVLAS and continue recovery with radio
as backup. A complete check of the OLS settings and monitoring equipment will be made
upon completion of recovery.

6.

Aircraft at night, no
approach light.

Aircraft without an approach
light shall be waved off for
visual check of the landing
gear and hook.*

Same as for CARQUALs.

7.

Any part of the aircraft
Do not attempt normal
striking the ramp or
arrestment.
ship’s structure other
than the normal flight
deck protrusions (crossdeck pendant, flight
deck light covers,
ILARTS head, waist catapult ramp).

Same as for CARQUALs.

8.

Tanker drogue extended
(guillotine inoperative).

Divert if suitable field available. If situation prevents divert, jettison external store. If divert not
feasible or jettison unsuccessful, utilize normal
arrest landing procedures.

*

For all multiposition aircraft (except EA-6 aircraft) where cockpit configuration permits at least two crewmembers to visually confirm landing gear indications, verbal confirmation of “gear down and locked” may
be substituted for an approach light.

Figure 6-10. Carrier Pattern Emergencies

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NAVAIR 00-80T-105
EMERGENCY

CARQUALS

DEPLOYED/REFRESHER

1.

Loss of LSO radios.

Discontinue landings. Advise
air officer to initiate DELTA or
bingo instructions, as
appropriate.

Pri-Fly notify aircraft in pattern that LSO radio
is out, and transmit “Waveoff” if LSO uses
waveoff lights.

2.

Loss of all ship’s radios.

Discontinue landings. Use
visual signals on OLS or from
the LSO platform to DELTA or
bingo, as appropriate.

Continue landings at discretion of the OTC.

3.

Loss of aircraft radios.

With receivers:

With or without receiver, make normal
approach and landing.

1.

Pilots shall be given
landing instructions and
aircraft shall remain
aboard when arrested.

2.

Pri-Fly shall transmit
bingo fuel states each
time the aircraft
approaches abeam.
Pilot shall acknowledge
by rocking wings.

3.

If unable to get aboard,
pilot shall bingo when
fuel state dictates.
Another aircraft should
be designated as an
escort.

With no receiver, aircraft
should not be diverted.
Note
Information and instructions should be transmitted to no-radio (NORDO)aircraft on control frequencies and
guard.

Figure 6-11. Day Communication Emergencies

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NAVAIR 00-80T-105
EMERGENCY

CARQUALS

DEPLOYED/REFRESHER

1.

Loss of LSO radios.

Discontinue landings. Give
DELTA or bingo instructions, as
appropriate.

The LSO shall inform CCA, via sound-powered
phone, of the radio failure. The LSO shall accept
control of each aircraft from CCA, via soundpowered phone, as the aircraft reaches approximate
meatball acquisition position. At this time CCA shall
transmit to the pilot of each aircraft that the LSO has
assumed control of the approach.

2.

Loss of all ship’s radios.

Discontinue landings. The flight
leader of each unit airborne
should organize a flight of his unit
members and proceed to divert
field.

Continue final landings or bingo at the discretion
of the OTC. Use standard visual signals on the
OLS, or from the LSO platform, or from PriFly, as
appropriate.

3.

Loss of aircraft radios.

With receivers:

With escort:

1.

Pilot shall be given landing
instructions and aircraft
shall remain aboard when
arrested.

2.

CATCC shall transmit bingo
fuel state each time the aircraft commences
approach.

3.

If unable to get aboard,
pilot shall bingo when fuel
state dictates. Another aircraft should be designated
as an escort.

With no receiver, aircraft should
be diverted.

1.

Lead pilot calls “Ball” and receives normal
reply from the LSO.

2.

After receiving acknowledgment, lead pilot
makes the appropriate light signal, breaks off
to the left, then parallels the final bearing,
allowing the no-radio aircraft to continue
approach visually. The no-radio aircraft shall
receive cut lights from the LSO following
breakaway.

3.

Lead pilot shall be in a position to be rejoined
by the no-radio aircraft in the event of a bolter
or waveoff.

With no escort:
1.

Pilot makes the approach with lights as indicated in Figures 6-9 and 6-10.

2.

Pilot squawks the appropriate code on IFF/
SIF.

3.

LSO shall acknowledge positive control of the
no-radio aircraft by the cut light signal. An aircraft with transmitter only receives the same
acknowledgment as the no-radio aircraft.

4.

Pilot shall execute his own waveoff without
acknowledgment.

Without escort and external lights:
1.

Pilot shall squawk the appropriate mode IFF/
SIF and commence a normal approach, but
shall not land without visual acknowledgment
by the LSO.

2.

If visual acknowledgment is not received, pilot
shall execute a normal waveoff into the bolter
pattern, except priority in the pattern and
visual acknowledgment on the next approach.

3.

Cut lights when used as an acknowledgment
signal shall be given as near the normal meatball reporting position as possible.

Figure 6-12. Night Communication Emergencies (Sheet 1 of 2)

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NAVAIR 00-80T-105
EMERGENCY
4.

CARQUALS

Complete electrical failure.

DEPLOYED/REFRESHER
1. If the carrier can be sighted and a safe
descent and landing approach made, fuel
permitting, orbit keeping the carrier in sight and
descend so as to be at the ship during the
scheduled recovery and/or descend and fly by
ship giving appropriate emergency signal
(Figures 6-9 to 6-11).
2. If the carrier cannot be located, the pilot should
DR navigate to the prebriefed “emergency
sector/radial” and hold. If not joined by or
unable to join on any escort aircraft, upon
reaching bingo fuel, divert to bingo field if
available.
3. If no bingo field is available, commence DR
descent/penetration to ship at approximate
approach time, weather and common sense
permitting. If after descent ship is not sighted,
commence square search if practical.
4. If the carrier or potential rescue ship is not
sighted or if the aircraft/weather combination
precludes a descent, take DR heading to
nearest land. If land is reached, hold at
recommended ejection/bailout altitude and
continue watching for escort; when fuel nears
exhaustion, make controlled ejection/bailout.

Note
Information and instructions should be transmitted to no-radio (NORDO) aircraft on control frequencies and guard.

Figure 6-12. Night Communication Emergencies (Sheet 2)

Figure 6-13. Tanker Rendezvous Pattern

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NAVAIR 00-80T-105
6.10.1.2 Case III
The recovery tanker pattern shall be assigned by departure control. It shall be at least 1,000 feet above the overcast
or VMC between layers, but not less than 2,500 feet MSL. The tanker pilot shall advise departure control of the best
altitude and position to conduct emergency tanking. Positive control shall be provided for tanker overcast
penetrations. Departure control shall assist in positioning the tanker near a potential receiver and shall keep the tanker
informed of the potential receiver’s position.
Note
Tanking shall not be attempted below 1,500 feet during Case I/II and 2,500
feet during Case III.
6.10.2 Rendezvous Procedures
6.10.2.1 Rendezvous Low (Day and Night)
When directed to “hawk” (closely monitor) a particular aircraft that is a potential receiver, the tanker pilot shall
position the tanker to be at the 2-o’clock position of the low-state aircraft as it bolters or waves off. The minimum
altitude for rendezvous shall be 1,500 feet day, 2,500 feet night, ensuring a minimum of 500 feet vertical separation
between receiver and tanker aircraft until visual separation can be maintained. When directed, the tanker shall switch
to the potential receiver aircraft’s frequency. If visual contact is not acquired, the controlling agency shall provide
assistance until visual contact is established. The receiver should generally make the final rendezvous on the tanker.
Positive radio communications must be established if the tanker will be rendezvousing on the receiver at night. The
tanker should stream the drogue as the receiver joins, thus expediting plug-in. The tanker pilot shall report to tanker
control the following:
1. When the receiver is taking on fuel
2. When refueling has been completed, the amount of fuel transferred, and update give-away.
6.10.2.2 Rendezvous High/On Top (Day and Night)
Departure control shall provide positive control until visual contact is established. The receiver shall make the final
rendezvous on the tanker and report as previously described.
6.10.3 Recovery Tanking Pattern
After the receiver is engaged, the tanker aircraft shall establish a racetrack pattern in the vicinity of the ship. Unless special
circumstances exist, the tanker should not proceed more than 10 miles ahead of the ship. The downwind leg should be
3 to 5 miles abeam and tanking should be completed prior to reaching a point 6 miles astern to allow for proper pattern
entry. If tanking is done above an overcast, departure control may direct adjustment of the pattern so as to allow for normal
descent and CCA pickup.
6.10.4 Recovery (Case III)
The desire to expedite tanker recovery must not jeopardize flight safety. The recovery tanker shall be given positive
control unless executing an instrument approach procedure published in this section or operating under night
EMCON conditions. The aircraft shall be level during the turn to final bearing and given sufficient clearance to pass
through 6 miles at 1,200 feet.
Note
If recovery tanker is established 1,200 feet abeam, the six mile gate is not
required.
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6.10.5 Fuel Transfer and Dump Control
Each ship/air wing shall promulgate supplementary instructions that shall include the following instructions.
1. Bingo data for all embarked aircraft.
2. Low state figures (i.e., state at which aircraft will normally be ordered to tank) and amount of fuel to be
transferred to each type aircraft when no divert field is available.
3. Procedures for control of tanker fuel by CATCC.
4. Minimum fuel for barricade engagement.
Except in an emergency, tankers shall obtain clearance from departure control before transferring or dumping fuel.
Departure control shall be advised of any changes of tanker fuel state and give-away as appropriate.

D Shipboard recovery of a tanker aircraft with an extended hose presents a
missile hazard that may be caused by shattering of the drogue/basket as it
strikes the ramp area. Prior to recovery, the flight deck should be cleared
of all but required recovery personnel. Only the controlling LSO should
remain on the platform, and he should utilize the safety net as the aircraft
crosses the ramp. If possible, aircraft adjacent to the landing area should be
respotted forward or struck below to the hangar deck.
D Even though the probability of damage to the aircraft by drogue/basket slap
during a bolter is slight, the pilot should be aware of this possibility.
6.11 DIVERSION OF AIRCRAFT
The air operations officer or the air officer shall normally be responsible for making the recommendation to the
commanding officer as to which aircraft should be diverted in the interest of flight safety. The air operations officer
shall, if practicable, determine the condition of the navigation, communication, and lighting facilities of divert field
prior to the first Case III recovery. The following factors shall be considered when anticipating a divert:
1. Aircraft fuel state
2. Bearing and distance of field
3. Weather at divert field, current and forecast
4. En route upper level winds
5. Suitability of field for type of aircraft
6. Navigational assistance available
7. Aircraft mechanical condition
8. Ordnance restrictions
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9. Condition of carrier deck
10. Availability of tankers
11. Pilot performance.
CATCC/CDC shall be alerted to the impending divert of an aircraft or group of aircraft and shall take control of the
aircraft when diverted. CDC shall also ensure the ship’s lookouts are alerted to the forthcoming divert, model aircraft,
side number, and on what relative bearing the aircraft is expected to depart the ship.
If the tanker refueling hose cannot be retracted, the hose shall be guillotined prior to recovery. If the hose fails to
separate, the aircraft shall be diverted to a suitable landing field. When the situation prevents an aircraft divert and
it is equipped with an external refueling store, the store shall be jettisoned prior to attempting a carrier landing. If
the hose cannot be guillotined and/or the refueling store jettisoned, normal arrested landing procedures shall be
utilized.
When it is determined to divert an aircraft, approach control shall notify the pilot by passing the following information
only: “(call sign) signal divert/bingo, (name of field) passing angles 2.5 go button (XX).” After the switch to departure
control once above 2,500 feet, the pilot shall be advised to check gear up/hook up and also have information relayed
regarding the magnetic heading and the distance to the divert field. A readback of diverting instructions from the pilot
or flight leader is mandatory on departure frequency. While under positive control and en route to the divert airfield,
any additional information available shall be provided the pilot concerning latest en route and field weather, squawk,
altimeter setting, and position from which divert is being initiated. If operating outside an ADIZ boundary, the CDC
controller shall provide the pilot with the necessary ADIZ information. The appropriate Air Defense Sector shall be
advised of the diverted aircraft’s departure point, ADIZ penetration point, time of penetration, altitude, ETE,
destination, and any additional information that may be pertinent to safety of flight. The CDC controller shall
maintain a radar plot and radio monitor on all diverted aircraft as long as possible and retain responsibility for the
aircraft until positive radar handoff to FACSFAC/ARTCC or other appropriate controlling agency.
Under IMC, the aircraft shall be instructed to shift to the appropriate airspace controlling agency (FAA or other)
frequency after the additional divert information has been received. Once communications have been established
with this controlling agency, the flight plan particulars shall be furnished, including the ADIZ penetration
information for relay to an air defense sector. The aircraft will receive a clearance. If communications cannot be
established, as is often the case, the pilot should file using GCI Common.
The air operations officer shall ensure a divert flight plan is transmitted to the appropriate divert airfield and similar
information to the pertinent air defense system agency should an ADIZ penetration be involved; he is also responsible
for receipt of an arrival report on the diverted aircraft. The pilot shall ensure an arrival report is transmitted
immediately upon landing via the most expeditious means (i.e., POTS, HF/UHF radio, INMARSAT, immediate
message, etc.).
Squadron or unit commanders and the air operations officer are jointly responsible for ensure aircraft performance
data pertinent to divert is available to and understood by air control personnel.

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CHAPTER 7

Aircraft and Weapons Handling Procedures
7.1

GENERAL REQUIREMENTS

All aircraft movement shall be controlled by designated aircraft directors. Aircraft shall be moved only with the
express authority of either the air officer, aircraft handling officer, flight deck officer, hangar deck officer, or air
department duty officer except in cases of emergency. Aircraft handling personnel are specifically charged with the
responsibility of reporting to higher authority any observed unsafe practices or any condition that may affect the
safety of personnel or equipment.
Note
The abrasive qualities of the flight/hangar deck nonskid shall be maintained
in good condition. Accumulated oils, grease, etc., shall be cleaned from the
flight/hangar deck periodically or when dangerous conditions exist.
When the ship is at flight quarters, the OOD shall ensure all anticipated turns are passed to PriFly with sufficient lead
time to enable deck crews to secure aircraft movement/position aircraft accordingly.
It is the responsibility of the aircraft handling officer to begin a respot early enough to avoid unnecessary haste;
however, when aircraft are airborne, the desirability of maintaining a ready deck for as long as possible should be
kept in mind. The tempo of aircraft movements shall be governed by the deck stability, prevailing winds, weather
conditions, and nonskid conditions. Primary consideration shall be given to safety of personnel.
During aircraft arming and dearming evolutions, the area ahead of and immediately behind the aircraft shall be kept
clear.
Communications incident to aircraft handling must be in accordance with the existing EMCON condition.
7.2

BRIEFING

Prior to any major respot, the aircraft handling officer shall brief the flight deck officer, hangar deck officer, and other
key aircraft handling personnel. This briefing shall include expected wind and deck conditions and any other
information pertinent to safety.
7.3

MAINTENANCE LIAISON

It is imperative that the aircraft handling officer be provided accurate information regarding the status as well as the
existing and expected maintenance requirements (tail pull, wingspread, blade track, etc.) of every aircraft on board.
For this purpose, aircraft status and maintenance request boards shall be maintained in flight deck control.
An air wing maintenance liaison officer or his representative will be on duty at all times during flight quarters or
general quarters. His primary duty is to ensure the aircraft handling officer is kept continuously apprised of aircraft
status and maintenance requirements and to maintain liaison between the air department and squadron line and
maintenance personnel. His normal station is flight deck control; however, he is free to move about the flight and
hangar decks as necessary to perform his duties.
Changes in aircraft status will channel through the air wing maintenance liaison officer and shall be entered on the
aircraft status board. Entries and changes to the maintenance request board shall be handled in the same manner. To
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assist the air wing maintenance liaison officer in the performance of his duties, the following is required of the
squadron maintenance officers.
1. Provide the air wing maintenance liaison officer with a complete aircraft status report prior to scheduled flight
quarters or as early as possible during unscheduled flight quarters or general quarters. This report must show
aircraft status, discrepancies on “down” aircraft, estimated time of repair, special requirements for
maintenance, any fuel other than JP-5 on board, and any additional information of interest to the aircraft
handling officer.
2. Immediately report all changes in aircraft status to the maintenance liaison officer.
3. Immediately following each recovery, report the status of all aircraft just recovered and advise whether or not
“down” aircraft can be repaired before the next launch.
4. Periodically during flight operations, and as soon as possible after the final recovery, verify the maintenance
request board.
The air wing maintenance liaison officer is responsible for the overall performance of plane captains and
troubleshooters. He shall ensure no aircraft is placed on jacks or otherwise immobilized without permission from the
aircraft handling officer. He shall also obtain permission for engine maintenance turnups from the aircraft handling
officer or integrity watch officer, as appropriate.
Maintenance functions involving electronic emissions will be limited by existing EMCON conditions.
7.4

EQUIPMENT

The flight deck officer is responsible for ensuring all tractors, mobile firefighting equipment, towbars, chocks, and
other equipment used in the handling of aircraft on the flight deck are in satisfactory condition and are properly
utilized. The hangar deck officer has a similar responsibility with regard to the equipment used on the hangar deck.
Tractor drivers shall under no circumstances operate a tractor with defective brakes or steering. Discrepancies shall
immediately be reported to competent authority.
Note
Crash and salvage crews shall not be utilized as tow tractor operators during
aircraft start, launch, recovery, and respot operations.
Defective towbars, chocks, and tiedowns shall immediately be taken out of service and turned in for repair. Towbars,
chocks, and tiedowns not in use shall be neatly stowed in designated stowage spaces. Each squadron shall provide
its plane captains with canvas bags or other suitable containers for tiedown stowage. Tiedowns removed from an
aircraft being moved shall not be hung from any part of the aircraft because of the hazard presented to personnel and
equipment.
7.5

MOVEMENT OF AIRCRAFT

In preparing to move an aircraft (taxi, tow, by hand), the director shall ensure the following:
1. The cockpit is manned by a qualified brake rider.
2. The towbar is securely attached to the aircraft and to the tractor or, if the aircraft is to be moved by hand, he
shall ensure the towbar is properly tended by another director or specifically designated towbar man.
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Towing of turboprop aircraft with an engine running is prohibited. Towing
other type aircraft with engines running is hazardous and should be avoided
whenever possible.
3. All chocks, tiedowns, power cables, and other servicing/securing devices are removed prior to moving the
aircraft.

CAUTION
Tiedowns and chocks shall not be removed prior to attachment of the
towbar to the tractor.
4. If weapon loading/downloading is in progress, assurance is received from the ordnance crew leader that the
aircraft is safe to move insofar as weapons are concerned.
5. Adequate clearance exists to permit safe movement.
6. Safety men are posted as required to ensure clearance if in close proximity to other aircraft, bulkheads, or
obstructions.
7. The qualified brake rider signifies he has checked the aircraft brakes, that adequate braking pressure is
available, and they appear to be in proper working order.
8. All personnel except those necessary for the move are well clear of the aircraft.

Working or passing beneath a moving aircraft is extremely hazardous. This
practice is prohibited except for catapult hookup, recovery operations,
chock walking, and emergencies.
In manning the cockpit of an aircraft to be moved, the qualified brake rider shall perform the following:
1. Ensure ejection seat safety pins are installed and safety pins are in place in the landing gear/auxiliary tanks
as appropriate.
2. Adjust the seat and rudder pedals as required to ensure the ability to fully apply the brakes and see the director
at the same time.
3. Ensure the windshield and side panels are clear of grease, cleaning compound, or any other film which might
limit visibility.
4. Conditions permitting, open cockpit canopy, windows, or overhead hatches.
5. Ensure adequate braking pressure is available and that the brakes appear to be in proper working order.
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6. Remove flight helmet or sound attenuators if worn.
7. Advise the director of any unusual condition or aircraft discrepancy that might make movement hazardous.
8. Utilize available safety equipment such as safety belts, shoulder harness, life preservers, etc.
Before having the chocks and tiedowns removed, the director shall call for “brakes” and receive visual or verbal
confirmation from the man in the cockpit that the brakes are being held. The aircraft tailwheel shall be unlocked only
on signal from the director.
While aircraft are being moved, the following shall occur:
1. Movement shall be slow enough to permit a safe stop to be made within the clear space available and in no
case faster than the chock men can walk.
2. The director shall ensure he or another director is at all times plainly visible to the man in the cockpit. If the
man in the cockpit loses sight of his director, he shall stop immediately.
3. Safety observers shall be stationed as necessary to ensure safe clearance anytime an aircraft will pass in close
proximity to another aircraft, bulkhead, or other obstruction. Only directors or personnel specifically
designated by the flight deck officer or hangar deck officer shall act as safety observers. The safety observer
and the director in control of the aircraft must either have each other in sight at all times or have a second safety
observer stationed in a position to relay signals. At least one safety observer is required for each aircraft
movement on the hangar deck.
Note
Nothing stated above shall be construed to require any individual to place
his personal safety in jeopardy. This is particularly applicable at night or
during periods of heavy weather.
4. During periods of high winds or when the deck is unsteady, chock men shall closely tend each main wheel.
The brake rider shall apply partial brakes as necessary to prevent excess speed from building up. When these
conditions prevail, aircraft shall not be moved by hand except in case of extreme urgency.

CAUTION
To prevent inadvertent canopy separation/structural damage, ensure
canopy, windows or overhead hatches are in the full closed and locked
position when in the proximity of aircraft under power.
5. Tractor drivers shall not move an aircraft except under the control of a director. If a director’s signal is not
completely understood, the driver should stop and await further instructions.
6. Sudden stops by tractors towing aircraft must be avoided except in an emergency.
7. Directors shall be equipped with whistles that they will hold in their mouths while controlling aircraft
movement. The whistles will be used to signal for brakes and chocks.
8. When an aircraft with inoperative brakes must be respotted, the cockpit shall not be manned and chock men shall
remain in position to chock the main wheels instantly if ordered. In addition, men shall be immediately available
with tiedowns ready.
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9. As an aircraft nears its parking spot it should be slowed to a speed that will permit an immediate stop. Directors
and safety observers are responsible for maintaining safe clearance for the tractor when maneuvering in close
quarters since the tractor driver must watch the director and is often unable to check the clearance for himself.
10. Prior to backing aircraft to deck-edge spots, chock men shall be positioned so as to enable them to chock the
main wheels instantly.

CAUTION
D The controlling plane director shall ensure aircraft with wings folded or open
canopy are not spotted, towed, or taxied immediately behind a JBD when
another aircraft is at high power setting on the catapult.
D Launching fixed wing aircraft from catapult #1 with a helicopter spotted in
the vicinity of elevator #1 exposes the helicopter to a high level of
turbulence which may cause significant damage to the helicopter.
D To prevent inadvertent canopy separation/structural damage, ensure
canopy, windows or overhead hatches are in the full closed and locked
position when in the proximity of aircraft under power.
11. When an aircraft towbar has to be repositioned to permit a better path of movement prior to aircraft reaching
interim or final spot, the aircraft shall be chocked and initial tiedowns installed prior to disconnecting the
towbar.
When the signal for brakes is given, the man in the cockpit shall immediately apply full brakes. Care must be exercised
to apply brakes simultaneously, particularly when the aircraft is being moved by hand. The brake signal is a sharp
blast on the whistle accompanied by the standard visual signal.
The main wheels will be chocked as soon as the aircraft stops and the director will remain with the aircraft until the
handling crew has completed the initial four-point/six-point tiedown. The tractor will then be unhitched and the brake
rider notified by the director that he may leave the cockpit. Where practicable, the towbar should remain attached
to the aircraft. The plane captain will thereupon inspect attached tiedowns for required number and proper
installation.

CAUTION
Special precautions are required when aircraft are parked over expansion
joints, JBDs, elevators, catapult tracks, or with the tail skag outboard of the
deck edge.
In parking aircraft on the hangar deck, allow clearance for access to and operation of fog foam monitors and fire plugs
as well as for the operation of hangar bay doors.

Aircraft containing fuel other than JP-5 shall not be parked on the hangar
deck without the commanding officer’s approval.
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Note
When operational necessity dictates placing an aircraft on the hangar deck
containing fuel with a flash point below 140 _F, institute the following
minimum procedures:
a. In order to reduce the extremely dangerous vapor hazard, aircraft should be refueled with JP-5 prior
to being placed on the hangar deck.
b. All hangar bay sprinkling groups located in the hangar bay in which the aircraft are parked will be
operable.
c. An operable MFFV/AFFF hose shall be positioned at a location that will provide coverage of the
affected aircraft.
d. All CONFLAG stations located in the hangar bay with the affected aircraft shall be manned and
notified of the fuel situation.
e. Hot work shall not be conducted in the hangar bay or in close proximity to the hangar bay containing
the affected aircraft.
Personnel shall not ride on tractors except in the driver’s seat.
When the word is passed to stand by for a turn, exercise extreme caution while moving aircraft.
7.5.1 Elevator Operation
Elevator operation must be coordinated with the maneuvering of the ship. Aircraft elevators shall be operated by
designated personnel only. A director/elevator safety petty officer shall supervise the elevator anytime it is being
raised or lowered. He shall make sure that he is plainly visible to the elevator operator at all times.
When the word is passed to stand by for a turn, deck-edge elevators on the side opposite the direction of turn, if not
already at flight deck level, shall be raised as soon as feasible.

If weapons loading/downloading is in progress, the director shall receive
assurance from the ordnance crewleader that it is safe to move the elevator
insofar as weapons are concerned.
Any delays shall be reported immediately to the bridge. The aircraft handling officer shall consider the sea state and
wind velocity in determining the degree of security required when parking aircraft on deck-edge elevators.

Extreme caution shall be exercised when operating deck-edge aircraft
elevators during periods of high winds and/or heavy seas.
When sending aircraft to the hangar deck, flight deck directors should position the aircraft on the elevator so that it
can be towed directly into the hangar bay without repositioning.
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Elevators and stanchions should not be operated in the automatic mode. Guardrail (stanchion) and elevator operation
are two distinctly separate functions that require coordination. Before signaling the elevator to be raised or lowered,
the director shall check the stanchion for clearance, then signal for it to be raised or lowered. If obstructions prevent
raising of stanchions to full height, desired partial positions shall be prebriefed prior to commencement of the
evolution. The elevator operator will then sound the warning horn, check to ensure all personnel are clear, and raise
the stanchions. As soon as the stanchions are up and after ensuring locks are retracted, the director will signal for the
elevator to be raised or lowered. If the stanchions are inoperative, safety observers shall be stationed near the elevator
to warn approaching personnel and a temporary safety line shall be rigged as quickly as possible. The warning horn
shall be sounded three times prior to elevator movement and continuously throughout the elevator cycle. On
low-speed operations, warning horns shall sound a 5- to 10-second blast every 20 to 30 seconds. After the stanchions
have been raised or the warning given, no person shall attempt to board or leave the elevator.

Extreme caution shall be exercised when operating aircraft elevators when
stanchions are inoperative.
Elevators shall remain at hangar deck level for as short a time as possible. An elevator carrying an aircraft to the hangar
deck shall not be lowered until it has been ascertained that a crew is standing by to remove the aircraft from the
elevator as soon as it arrives at hangar deck level.
Elevators shall not be operated without two-way communication, either verbal or visual, between operators.
All personnel who ride an elevator between the flight deck and hangar deck when the ship is underway shall wear
floatation gear except during launch and recovery when full flight deck gear shall be worn.
7.5.2 Report of Damage to Aircraft
Any damage to an aircraft, no matter how slight, shall be immediately reported in accordance with
OPNAVINST 3750.6 and NAVAIR 00-80T-120.
7.5.3 Aircraft Security
Aircraft shall be tied down as directed by the aircraft handling officer or his representative. Unless otherwise
specified, chain tiedowns shall be used exclusively. Tiedowns must run from a proper tiedown fitting on the aircraft
to a padeye on the deck without pressing against oleo struts, hydraulic lines, tires, or any other portion of the aircraft.
When an aircraft is spotted adjacent to an elevator, tiedowns shall not be attached to the elevator. Tiedowns shall never
be attached to catapult tracks or holdback fitting cleats.
Tiedowns will be removed only when signaled by an aircraft director. They shall be affixed to aircraft to preclude
movement in any direction. This requires that they tend to oppose each other. They should be as equally distributed
on the aircraft as possible.
Tiedown requirements are divided into three categories, dependent upon aircraft type, that under normal conditions
may be defined by the following minimums.
1. Initial (four-point/six-point) tiedown — Required immediately after an aircraft is parked or immediately
preceding movement of an aircraft.
2. Intermediate (six-point/nine-point) tiedown — Required during flight quarters when aircraft may be expected
to be moved for respot.
3. Permanent (twelve-point or greater) tiedown — Required when not at flight quarters.
The aircraft handling officer will order an increase in the number of tiedowns required in each of the above categories
when such action is indicated because of aircraft model, expected wind, sea state, or ship’s maneuvers.
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7.5.4 ILARTS Special Events Coverage
During all unusual events or events out of the ordinary, such as crash and salvage operations, fires or other disasters,
or any other event that could require a record of proceedings, the air officer shall ensure the ILARTS is manned and
operating.
7.6

VERTICAL REPLENISHMENT

A qualified LSE shall be utilized on board the CV for VERTREP operations. The carrier must ensure all breakdown
crews remain clear of the drop zones and that pallets are not broken down in the vicinity of the drop zone to preclude
cargo from being blown down the deck by rotor wash.
Radio transmissions to the VERTREP helicopter should be minimized to prevent a breakdown of ICS
communications between the pilot and the aircrewman directing the load.
Refer to NWP 4-01.4 Underway Replenishment, and Helicopter Operating Procedures For Air-Capable Ships
(NAVAIR 00-80T-122), for VERTREP procedures, and Chapter 3 of the Aircraft Signals NATOPS Manual (NAVAIR
00-80T-113) for helicopter hand signals.

CAUTION
When staging containers near the edge of the round-down, sufficient space
must be maintained for the aircraft to safely return a fouled load to the flight
deck.
7.7

FUELING AND DEFUELING AIRCRAFT

The air officer is responsible to the commanding officer for supervising and directing the receipt, stowage, and
dispensing of aviation fuels as well as the maintenance and security of the aviation fuel system and the enforcement
of safety precautions. An effective aviation fuel quality control program is a vital part of the aviation fuel system
management.
The aviation fuel officer is responsible to the air officer for efficient and safe operation of the aviation fuel system
and for the management of the aviation fuel quality control program. He is further responsible for ensuring strict
compliance with the Aircraft Refueling NATOPS manual (NAVAIR 00-80T-109) and all applicable directives
concerning the inspection, maintenance, and operation of aviation fuel systems.

Prior to aircraft recovering aboard the CV with fuel other than JP-5, the
aircraft commander shall notify the air officer to ensure compliance with
the Aircraft Refueling NATOPS Manual (NAVAIR 00-80T-109) and the
individual aircraft NATOPS manuals.

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7.7.1 Fueling and Defueling
Aircraft are normally fueled as soon as possible after recovery. It is the responsibility of each plane captain to notify
the air wing maintenance coordinator in flight deck control if it becomes apparent that the fueling crew has missed
his aircraft. It is also the plane captain’s responsibility to request that his aircraft be topped off as necessary after a
maintenance turnup.

D When electrical storms are within a 5 mile radius of the ship, all exposed
refueling evolutions shall cease.
D Oxygen servicing, other than converter replacement at the aircraft, and
fueling shall be conducted as separate evolutions.
Aircraft are fueled in exact compliance with the air plan. In the event a squadron desires a fuel load other than that
specified in the air plan, a request must be made to air operations that the air plan be changed to show the fuel load
desired. No person in the air department can authorize any deviation from the fuel requirements in the air plan as
published or modified by air operations. Requests for the defueling of aircraft for maintenance purposes shall be made
to the aircraft handling officer via the air wing maintenance liaison officer and the aviation fuels maintenance officer.
Fueling shall be conducted in a manner that will cause a minimum of interference with aircraft respot. Prior to the
recovery, fueling crews shall be standing in or near their stations to break out hoses and start fueling aircraft. Aircraft
and fuel hoses shall be properly grounded before fueling and all ground wires removed after fueling is completed.
The aviation fuel officer shall ensure the appropriate smoking lamp condition is set before fueling or defueling.
The plane captain is responsible for the correct fuel load and for security of the filler caps. The fuel control talker
maintains the fuel status board in flight deck control. This board shall list each aircraft on board and shall show its
exact fuel load.
Spilled fuel shall immediately be swabbed up and the incident reported to the aircraft handling officer.
7.7.2 Hot Refueling
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. In each instance of hot refueling,
it shall be the responsibility of the air officer to inform the pilot of the intended fuel load. In the instances where hot
refueling and a pilot switch are being conducted, the new pilot will be informed of intended fuel load. In all cases,
aircraft NATOPS prescribed hot refueling procedures shall be followed. Aircraft shall be chocked and have the initial
(four-point/six-point) tiedown applied. Aircraft shall be chocked and have intermediate tiedown requirements
applied during crew switch evolutions.

Only pressure hot refueling is authorized. Where feasible, the engine with
the propeller or intake nearest the aircraft fueling receptacle shall be
secured. Engines of an aircraft shall not be started while fueling hose is
connected to an aircraft.
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7.8

WEAPON HANDLING PROCEDURES

Airborne weapon handling evolutions introduce a degree of risk in carrier operations that requires careful planning
and preparation. The necessity to train for and to conduct combat operations requires the acceptance of certain risks
that cannot be avoided in the handling of explosive weapons. Commanding officers shall continually weigh the
requirement to perform each weapon evolution against the additional risk that is being interjected and accept only
those evolutions in which the need clearly outweighs the risk. The Air Gunner/CVW Ordinance Officer shall ensure
adequate ordinance supervision is maintained during all flight deck ordnance handling evolutions.

Prior to the execution of any drill, specific consideration shall be given to
ensure the drill (scheduled or unscheduled) will not compromise ordnance
handling safety.
Note
D During all ordnance handling evolutions above the second deck, compliance with the AFFF system and mobile firefighting equipment
information in NAVAIR 00-80R-14 is mandatory.
D During ammunition replenishments, the application of electrical power for
aircraft maintenance is authorized, provided electrical power is applied in
accordance with the existing model MIMs and electrical power cables do
not obstruct the movement of ammunition.
D Announced drills
replenishment.

shall

not

be

conducted

during

ammunition

7.8.1 Weapon Definitions
1. Airborne stores — Tanks (fuel and spray), pods (refueling, photo, ECM, and so forth), nonexpendable training
weapons, targets, and all similar items intended for carriage internally or externally by aircraft, including the
racks, launchers, adapters, and detachable pylons used for such carriage. This definition applies to items that
are not normally separated from the aircraft in flight.
2. Airborne weapons — All missiles, rockets, bombs, mines, torpedoes, pyrotechnics, ammunition, guns and gun
pods, and all similar items intended for carriage internally or externally by aircraft. This definition applies to
items that are normally separated from the aircraft in flight.
3. Arming — An operation whereby a weapon is changed from a safe condition to a state of readiness for
initiation.
4. Arming area — That area where forward firing ordnance is changed from a safe condition to a state of
readiness. All arming evolutions required to be accomplished in the arming area by the aircraft store loading
manual/checklist shall be performed in this area. Before arming commences and until aircraft launch, the area
in front of and behind the aircraft (forward of the raised JBD) shall remain clear.
5. Dearming area — That area where forward firing ordnance is changed from a state of readiness to a safe
condition. All dearming evolutions required to be conducted in the dearming area by the individual store
loading manual/checklist will be conducted in this area. The area ahead of and behind the aircraft must be kept
clear until safing is completed. When taxiing aircraft from the landing area to the dearming area, care must
be taken to minimize exposure of the armed forward firing ordnance to personnel and equipment.
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6. Downloading — An operation that removes airborne weapons/stores from an aircraft.
7. Hung weapons — Those weapons or airborne stores on an aircraft that the pilot has attempted to drop or fire
in flight but could not be fired or dropped because of a malfunction of the weapon, rack/launcher, or aircraft
release and control system.
8. Harpoon/SLAM/JSOW weapon — A weapon, such as Harpoon or SLAM, for which an intent to launch signal
has been initiated and whose launch has subsequently been aborted by the aircrew or failed prior to separation
of the weapon from the aircraft.
9. Loading (rearming) — An operation that installs airborne weapons/stores on or in an aircraft.
10. Rearming area — That area where an operation is conducted that replenishes prescribed airborne weapons
in/on an aircraft or where final dearming is accomplished following recovery and engine shutdown or
following ground abort. Only loading, downloading, arming, and dearming authorized to be conducted in the
rearming area by the individual store loading manual may be conducted in this area. All weapons handled or
loaded in the rearm area shall be safe and remain safe.
11. Safing (dearming) — An operation whereby a weapon is changed from the state of readiness for initiation to
a safe condition.
12. Unexpended weapons — Weapons that have not been subjected to attempts to fire or drop. They are presumed
to be in a normal operating condition and can be fired or jettisoned if necessary.
7.8.2 Weapon Movement
The presence of airborne weapons outside of designated magazines greatly increases the danger to the carrier should
a fire or explosion occur. The greater the quantities of weapons involved, the greater the risk. To minimize this risk,
only that quantity of weapons required to sustain operations shall be transferred to the hangar or flight deck.
With exception to actual loading evolutions, weapons on skids/trucks shall be positioned fore and aft and
continuously attended.
Airborne weapons shall be positioned in such areas as to be readily available to afford adequate time for safe aircraft
loading. Staging areas for assembled weapons shall be restricted to those areas that:
1. Are convenient to jettison locations
2. Have at least two clear routes of access
3. Are covered by sprinkler system or manned firehoses
4. Are located as far as practicable from fueling stations and LOX carts
5. Are manned and have provisions for physically securing weapons.
The priorities that shall be utilized in locating staging areas for weapons include the following:
1. Flight deck outboard of island
2. Hangar deck
3. Sponsons.
Staging areas shall be used for ready service only, not for protracted stowage nor for extending the total weapons
stowage capacity of the ship. All weapons in staging areas shall be on mobile trucks/skids.
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NAVAIR 00-80T-105
All ordnance jettison ramps will be exercised daily prior to flight operations involving ordnance. Jettison ramps in
the ordnance staging area will be rigged at all times that ordnance is present. All other ramps will be rigged when
required as determined by the Air Gunner.
The aircraft elevators may be used to supplement and expedite transfer of weapons from the hangar deck to the flight
deck. Coordination between the ordnance handling officer and the aircraft handling officer is necessary.
7.8.3 Weapon Loading/Downloading
Guidance for weapon loading/strikedown/downloading is provided in Appendix A.
Compliance with the weapon requirements contained in the ordnance load plan demands close coordination between
the aircraft handling group, ship’s ordnance group, and air wing ordnance personnel. The Air Gunner shall maintain
a status board that confirms type, quantity, and location of all weapons on the flight deck and/or aircraft. It is of
particular importance that the aircraft handling officer be apprised of any peculiarities in configuration or status that
may make certain aircraft unassignable for particular types of weapon loading.
The aircraft handling officer shall designate the aircraft to be loaded after coordination with squadron maintenance
representatives. He shall provide ordnance personnel with the planned deck spot as early as possible to afford
adequate time for required configurations and the performance of aircraft release and control system checks.
Simultaneous fueling, loading, and downloading of weapons, preloaded IMERs/ITERs, “PASE” weapons, and
installation of fuzes and arming wires is authorized.

D Loading/downloading and oxygen servicing, other than converter replacement at the aircraft, shall be conducted as separate evolutions.
D Refueling hoses shall not be connected to an aircraft which is undergoing the
Loading/Downloading of ordnance requiring electrical connections to the
aircraft weapons system (i.e., installation/removal of umbilical cables,
mating/unmating of buffer connector/wafers and rocket motor firing
contacts).
D No electrical connections to weapons or removal/installation of impulse
cartridge shall be accomplished while fueling of that aircraft is in progress.
Fuel hoses shall not be positioned under weapons being loaded/
downloaded.
D When electrical storms are within a 5-mile radius of the ship, all exposed
ordnance evolutions shall cease until the condition clears the 5-mile radius.
Ordnance handling shall be limited to the dearming of recovering aircraft
during atmospheric disturbance.
When required, electrical power may be applied during the aircraft loading/downloading evolution but will be held
to a minimum consistent with operational commitments. Electrical power to the armament or weapon release and
control circuitry shall not be applied while weapons are being loaded/downloaded.
The flight deck is always the preferred area to load aircraft. Loading is permitted while recovery of aircraft is in
progress. However, all efforts shall be made to ensure the movement of ordnance does not impede the safe and
efficient recovery and movement of aircraft. In any event, only the minimum quantity of weapons required shall be
moved toward the bow during recovery operations.
ORIGINAL

7-12

NAVAIR 00-80T-105

Note
The preferred area to load AGM-114 Hellfire is spot 3 or 4.
Properly equipped EOD/weapons personnel shall be stationed in flight deck control to provide technical assistance
and weapon disposal. The Air Gunner/air wing ordnance officer shall maintain a status board that confirms type,
quantity, and location of all weapons on the flight deck and/or aircraft. Additionally, weapon cookoff times shall be
conspicuously posted in plain view of the aircraft handling officer.
Loading limited amounts of weapons on the hangar deck may be authorized by the commanding officer when the
operational necessity so dictates the acceptance of the additional risk of fire with fuel and explosives in a confined
area. Authorization for loading on the hangar deck shall be limited to those aircraft scheduled for the next launch or
on an alert condition, and is restricted to the particular weapons indicated in Appendix A.

D Personnel shall not approach an aircraft to perform weapons system checks
while the engine(s) is turning until cleared to do so by the ordnance arming
supervisor. The ordnance arming supervisor shall be positioned in full view
of the pilot and shall have the pilot’s attention.
D Aircraft shall not be taxied until pretaxi checks and required procedures
prescribed in the appropriate NAVAIR weapon/store loading checklists/
SRCs have been completed.
Note
D The mechanical latching on aircraft racks/launchers shall be completed
before the engine(s) on that aircraft is started for launch.
D Inert conventional weapons and captive air-launched missiles shall be
loaded/downloaded and armed/dearmed in the same manner as live
weapons.
7.8.4 Arming
Weapons/bomb racks/launcher arming functions to be performed after engine turnup are defined in the individual
store loading manual/checklists. Final arming of forward firing weapons shall be conducted in the arming area just
prior to launch.
All evolutions authorized in the rearming area may be accomplished after engine turnup and prior to taxi. Those
evolutions authorized to be accomplished only in the arming area shall be conducted as follows:
1. The Air Gunner or a designated air wing ordnance coordinator shall supervise all arming evolutions.
2. Assigned Air Wing Arming coordinators shall be positioned on the bow and waist catapults during launch to
oversee all aircraft final arming.
3. The CVW Ordnance Officer shall assign arming crews.
4. Each arming crew shall be supervised by a safety coordinator who will coordinate actual arming with aircraft
crew director.
7-13

ORIGINAL

NAVAIR 00-80T-105
5. Aircraft arming shall be conducted only when the aircraft is at a complete stop, the area in front of the aircraft
is clear and remains clear, and only after the director has turned the aircraft over to the arming crew safety
coordinator.
6. Actual arming may take place at any time after the following conditions are met: The aircraft is forward of the
raised JBD, flaps are in the takeoff position, the nose launch bar is resting on the top of the shuttle, and all
personnel are clear of the missile path.

Arming crews shall use extreme caution when exiting an armed aircraft to
avoid exposure to exhaust end of missiles, gun barrels, and aircraft
intake/exhaust. Exit paths for each type aircraft will be formalized by the
Air Gunner/CVW ordnance officer to provide the least hazard to arming
crewmembers.
7. Arming signals shall be in accordance with Chapter 5 of the Aircraft Signals NATOPS Manual (NAVAIR
00-80T-113).
7.8.5 Intent to Launch Weapons
Harpoon/SLAM/JSOW is an automatic launch sequence that has been initiated and subsequently been aborted by
the aircrew prior to weapon separation from the aircraft. A Harpoon/SLAM/JSOW shall be considered as a hung
weapon whenever a Harpoon/SLAM/JSOW signal has been sent to the missile and it has then either failed to release
or its release has been aborted prior to separation of the weapon from the aircraft.
If a JSOW Intent To Launch (ITL) is verified, wait two hours before proceeding with unloading. After two hours,
disconnect weapon adapter cable. If weapon must be downloaded prior to two hours elapsed time from ITL, wrap
cargo strap or aircraft tiedown chain around weapon and wings approximately 3 inches aft of adapter cable receptacle.

D Initiation of the ITL signal activates a battery within Harpoon/SLAM. With
battery power available within the missile, electrical shorts occurring
during aircraft recovery and/or while disconnecting the missile umbilical
from the aircraft may actuate the missile engine/pyrotechnics. Battery
voltage will remain sufficiently high to allow engine start for up to
35 minutes following ITL and to fire missile launch squibs within
Harpoon/SLAM for up to 2.5 hours following ITL.
D Voltage in the JSOW will remain sufficiently high to allow wing
deployment if the umbilical is disconnected.
Ships/squadrons shall prepare and publish Harpoon/SLAM/JSOW abort/failure procedures as standard operating
procedures that shall be used by aircrew, aircraft handling, and maintenance personnel whenever Harpoon/SLAM/
JSOW abort/failure situations occur.
ORIGINAL

7-14

NAVAIR 00-80T-105
7.8.6 Hung/Unexpended Weapons
Flight leaders shall advise the ship as early as possible of the amount, type, and, when applicable, the
Harpoon/SLAM/JSOW abort/failure elapsed time of hung or unexpended weapons in the flight. Guidance as to
whether or not to recover an aircraft with hung/unexpended weapons is provided in Appendix A.
The pilot shall advise the ship in marshal that he has hung or unexpended weapons on his aircraft. He shall give
marshal a Harpoon/SLAM/JSOW abort/failure time for all Harpoon/SLAM/JSOW. When calling the ball, he shall
advise that he has hung, unexpended, or Harpoon/SLAM/JSOW weapons on board. For these reports, unexpended
weapons do not include those weapons that are routinely returned aboard (such as air-to-air missiles). Only the last
(most recent) Harpoon/SLAM/JSOW abort/failure time should be reported to marshal when more than one
Harpoon/SLAM/JSOW weapon is present on the aircraft.
The air officer shall announce over the flight deck announcing system when the approaching aircraft has hung or
unexpended weapons, stating the aircraft model and type of weapon(s) and, when applicable, the Harpoon/SLAM/
JSOW abort/failure elapsed time.

When aircraft are landed with hung weapons, only required personnel shall
remain in the vicinity of the landing area. All other personnel shall take
cover.

CAUTION
Aircraft with externally carried ordnance shall not perform carrier
qualification evolutions because of potential damage to ordnance.
7.8.7 Dearming
All dearming evolutions will be conducted in accordance with the individual aircraft store loading manual/checklist.
When dearming is required before engine shutdown, all required dearming procedures will be accomplished in the
dearming area. All further safing evolutions that are authorized to be conducted after engine shutdown may be
accomplished after taxi to the shutdown spot and must be accomplished before respotting to the hangar deck. All
dearming required to be accomplished in the dearming area will be accomplished as follows:

The area immediately in front of an aircraft with forward firing ordnance
must be clear and remain clear until dearming is completed. Sweeping of
personnel/equipment by armed aircraft shall be held to an absolute
minimum.
1. The Air Gunner or a designated air wing ordnance coordinator shall supervise all dearming evolutions. He shall
ensure coordination exists between the directors and dearming crew. He shall indicate to the director those
aircraft that require safing before taxi to the recovery spot.
7-15

ORIGINAL

NAVAIR 00-80T-105

Dearming crews shall use extreme care when approaching an armed aircraft
to avoid exposure to exhaust end of missiles, gun barrels, and aircraft
intake/exhaust. Entry paths for each type of aircraft will be formalized by
the CVW Ordnance Officer to assure the least hazard to arming
crewmembers.
2. Aircraft dearming shall be conducted as soon as practicable after taxiing clear of the landing area or, if
necessary, in the landing area at the discretion of the air officer. Dearming shall be conducted only when the
aircraft is at a complete stop, the area in front of the aircraft is clear and remains clear, and only after the director
has turned the aircraft over to the dearming crew coordinator.
3. If more than one HH-60 is to be dearmed with AGM-114 Hellfire, the second aircraft will not be permitted
to land until the first aircraft is dearmed.
Note
Flight deck helo spot 4 will be primary dearming and spot 3 will be
secondary dearming area.
4. The Air Gunner or designated air wing ordnance coordinator supervising dearming shall ensure sufficient
safety personnel are positioned to keep the area in front of the aircraft clear.
5. Dearming signals shall be in accordance with Chapter 5 of the Aircraft Signals NATOPS Manual (NAVAIR
00-80T-113).
Aircraft landing with hung weapons and/or forward firing weapons shall be safed as soon as practicable after taxiing
clear of the landing area or, if necessary, in the landing area at the discretion of the air officer. They shall be stopped
with a clear area ahead when forward firing weapons are involved and safed in accordance with NAVAIR
weapons/stores loading checklist and/or EOD emergency procedures, if applicable, prior to being taxied into the
recovery spot. Aircraft safing signals shall be in accordance with Chapter 5 of the Aircraft Signals NATOPS Manual
(NAVAIR 00-80T-113).
For the Harpoon/SLAM/JSOW weapon, aircraft respot is prohibited until the after-landing or ground-abort portion
of the aircraft store loading manual has been complied with. A 3-foot wide by 8-foot long clear zone shall be
established behind the missile; this clear area and the area beneath the missile shall be maintained clear for a 2.5-hour
period following Harpoon/SLAM/JSOW.
Aircraft landing with unexpended weapons shall have weapons safed in accordance with NAVAIR weapons/stores
loading checklists and in all cases prior to commencement of any postflight checks or refueling of the aircraft.

Downloading of aircraft shall not commence until that aircraft’s engine(s)
is shut down.
ORIGINAL

7-16

NAVAIR 00-80T-105
7.8.8 Maintenance on Loaded Aircraft
Maintenance shall not be conducted on aircraft loaded with weapons; however, routine servicing and minor
maintenance that would ready the aircraft for the next launch may be conducted with the following restrictions:
1. Weapons shall be safed to the maximum degree as specified in the NAVAIR weapons/store loading checklists.
2. When the weapon loaded placard/sign required by the individual aircraft store/weapon loading manual
checklist is in place, the maintenance or servicing of loaded aircraft that requires application of electrical power
is limited to the following:
a. Refueling
b. Replacement and checkout of communication and navigation equipment
c. Replacement and checkout of engine performance and flight instruments
d. Engine turnup for checkout
e. Flight control and hydraulic system checks.
3. Maintenance requiring the application of electrical power to the armament or weapon release and control
circuitry shall not be performed while weapons are loaded or are being loaded/downloaded.
4. An aircraft requiring extensive troubleshooting, engine removal, complete jacking, etc., is not considered
readily available for flight and shall be downloaded prior to commencement of the required maintenance.
Downloading includes removal of all impulse cartridges from ejector racks/breeches and all rounds of ammunition
from feed chutes/feed mechanisms of internal guns.
7.8.9 Abort/Strikedown
The flight deck is always the preferred area for downloading weapons. If it is required to strike below loaded aircraft,
weapons shall be immediately downloaded from aircraft after reaching the hangar deck unless that aircraft is the
following:
1. Readily available for flight and scheduled for the next launch
2. In an alert condition
3. Requiring only such maintenance or servicing as previously permitted on aircraft loaded with weapons.
In any abort/strikedown situation, the abort/afterlanding procedures for the particular weapons that are prescribed
in the NAVAIR weapon/store loading checklists/SRCs shall be accomplished before the aircraft is moved to the
hangar deck.

D Bomb rack ejector/jettison cartridges shall be removed from all aircraft
stations prior to or immediately after strikedown of the aircraft to the hangar
deck. Ejector/jettison cartridges may remain in the BRU-9/10/11 ejector
bomb rack provided the rack is electrically disconnected and either the
mechanical safety pin is installed or the in-flight operable bomb rack lock
(IFOBRL) mechanism is locked (as applicable).
D Certain weapons are specifically excluded from the provisions of this
chapter. Refer to Appendix A for a listing of those weapons that may not
be struck below while loaded on an aircraft.
7-17

ORIGINAL

NAVAIR 00-80T-105
For a Harpoon/SLAM/JSOW abort/failure, respot of the aircraft is prohibited during peacetime operations until
2.5 hours have elapsed from Harpoon/SLAM/JSOW. Under combat/emergency conditions and after 35 minutes from
Harpoon/SLAM/JSOW, download prior to completion of the 2.5-hour waiting period is authorized providing the
missile is moved to a safe area of the flight deck with the nose-oriented outboard over the deck edge. A safety watch
shall be assigned to maintain the safe zone clear. Harpoon/SLAM/JSOW weapons shall not be staged in the normal
weapon staging areas, but shall be placed in a separate designated area that meets weapon staging area criteria and
is in the immediate vicinity of a jettison ramp. After 2.5 hours of elapsed time, strikedown of a weapon and return
to storage is authorized.
7.8.10 Emergency Procedures
In case of fire or danger of fire near weapons, the weapons shall be moved to a safe area or jettisoned as the situation
dictates.
1. Armed aircraft returning to the ship with an emergency shall be dearmed immediately after landing in the
landing area prior to the aircraft being towed.
2. Aircraft returning with suspected gun jam shall be dearmed in the dearming area and parked in a designated area
with aircraft pointing over the water in a safe position for further troubleshooting.
7.8.11 Helicopter Procedures
Helicopters carrying forward-firing ordnance should be pointed clear of aircraft, personnel, and equipment during
the de-arming process.

ORIGINAL

7-18

NAVAIR 00-80T-105

APPENDIX A

Weapons Loading/Strikedown/
Downloading and Recovery Guide
A.1

PURPOSE

This appendix provides a Loading/Strikedown/Downloading/Recovery Guide (Figure A-1) for use in determining
whether an aircraft with unexpended or hung ordnance can be recovered aboard ship, what weapons can be loaded
on the aircraft on the hangar deck, and what aircraft may be struck from the flight deck to the hangar deck with
weapons loaded aboard them.

A-1

ORIGINAL

NAVAIR 00-80T-105
HANGAR DECK
LOAD

WEAPON

STRIKEDOWN/
DOWNLOAD

RECOVERY (8)
UNEXPENDED

HUNG

General Purpose
Bombs/LGB/JDAM

YES (1) (4)

YES (5)

YES (2)

YES (2)

AGM-154 JSOW

YES (4)

YES (5)

YES

YES

2.75/5.0 Rocket
Launchers (all)

NO

NO

YES

NO

Aircraft Parachute
Flare (LUU-2B/B)

YES (10)

YES (10)

YES

YES

Tube Loaded Flare
Dispenser (Mk 45)

NO

NO

YES

YES

Tube Loaded Flare
Dispenser
(loaded with
LUU-2B/B)

YES (10)

YES (10)

YES

YES

20-mm Guns

YES

YES (6) (11)

YES

YES

Rockeye II/Gator

YES (4)

YES (5)

YES

YES

Sidewinders (all)

NO (3)

YES

YES

YES

Sparrow III (all)

NO (3) (4)

YES (5)

YES

YES

Walleye Weapon (all)

YES (4)

YES (5)

YES (15)

YES (15)

Maverick AGM-65E/F

YES (3)

YES (5)

YES

YES

Phoenix AIM-54 (all)

NO (3)

YES (5)

YES

YES

Harpoon
AGM-84/SLAM
AGM-84E

NO (3) (4)

YES (5) (12) (13) YES (12)

YES (14)

Decoy Flare (all)

NO

NO

YES

YES

Mines (all)

YES (4)

YES (5)

YES

YES

Torpedoes (all)

YES (4)

YES (5)

YES

YES

SUS Charge (Mk 64)

YES

YES

YES

YES

Marine Marker (all)

YES

YES

YES

YES

TALD

YES

YES

YES

YES

Practice Bombs (all)

YES (4)

YES (5)

YES

YES

JAU-1B and JAU-22/B YES
Cartridge

YES (8) (9)

YES

YES

25-mm Gun GAU-12

YES

YES (11)

YES

YES

Harm AGM-88A

NO (3)

YES (5)

YES

YES

Chaff (w/cartridge)

YES

YES

YES

YES

GBU-24

YES (4)

YES (5)

NO (7)

NO (7)

Hellfire AGM-114

NO (3)

NO

YES

YES

Figure A-1. Weapons Loading/Strikedown/Downloading and Recovery Guide (Sheet 1 of 2)
ORIGINAL

A-2

NAVAIR 00-80T-105
Notes:
1. No mechanical nose fuzes will be installed on the hangar deck.
2. Arming wires/safety clips intact.
3. Air-launched missiles shall not normally be loaded on the hangar deck except when operational
commitments so dictate. Commanding officers may authorize loading of missiles on the hangar deck only
up to the point of mechanical attachment of the weapon to the launcher/rack in accordance with the
procedures prescribed in the appropriate NAVAIR weapon/store loading checklists.
4. Ejector cartridges shall not be installed on the hangar deck. Installation of ejector/jettison cartridges in
the BRU-9/-10/-11/-32 ejector bomb rack is authorized provided the rack is electrically disconnected and
either the mechanical safety pin is installed or the IFOBRL mechanism is locked.
5. In the event of strikedown of a loaded aircraft to the hangar deck, the nose fuzes (as applicable) and
ejector/jettison cartridges shall be removed immediately after the aircraft is in spot and tied down.
Ejector/ jettison cartridges may remain in the BRU-9/-10/-11/-32 ejector bomb rack provided the rack is
electrically disconnected and either the mechanical safety pin in installed or the IFOBRL mechanism is
locked.
6. The M61A1 gun ammunition is exempt from downloading requirements for up aircraft temporarily spotted
in the hangar decks and aircraft undergoing limited maintenance; that is, turnaround maintenance,
providing compliance with all gun dearm procedures of the airborne weapon/store loading manual,
associated checklists, and store reliability card has been accomplished.
7. Guidance provided in the appendix is subjected to individual aircraft tactical manual limitations.
8. Maintenance on loaded aircraft (see Chapter 7 of this manual) applies.
9. Sonobuoy chutes P-2 shall be downloaded immediately after aircraft is in spot and tied down.
10. Impulse cartridges must be removed for LUU-2 and dispenser with LUU-2.
11. Strikedown/download of aircraft with jammed 20-mm/25-mm guns and gun pods is prohibited.
12. If an ITL signal has been initiated for a Harpoon/SLAM/JSOW weapon, that weapon shall be treated as a
hung weapon during recovery, downloading, and strikedown aboard ship.
13. An aircraft with ITL weapons aboard shall not be removed from the flight deck to the hangar deck until all
ITL weapons have been downloaded.
14. When operationally feasible, aircraft shall be kept airborne for 35 minutes following an ITL abort/failure.
Respot of an ITL aircraft is prohibited during peacetime operations until 2.5 hours have elapsed after the
ITL abort/failure. Download prior to completion of the 2.5-hour waiting period is authorized provided that
the missile is moved to a safe area on the flight deck with the nose oriented outboard over the deck
edge.

D Initiation of the ITL signal activates a battery within Harpoon/SLAM. With battery power available
within the missile, electrical shorts occurring during aircraft recovery and/or while disconnecting the
missile umbilical from the aircraft may actuate the missile engine/pyrotechnics. Battery voltage will
remain sufficiently high to allow engine start for up to 35 minutes following ITL and to fire missile
launch squibs within Harpoon/SLAM for up to 2.5 hours following ITL.
D Voltage in the JSOW will remain sufficiently high to allow wing deployment if the umbilical is
disconnected.
15. Walleye II loaded on F/A-18 is nonrecoverable.

Figure A-1. Weapons Loading/Strikedown/Downloading and Recovery Guide (Sheet 2)

A-3/(A-4 blank)

ORIGINAL

NAVAIR 00-80T-105

APPENDIX B

Carrier Flight Deck Helicopter
Operating Spots
B.1

PURPOSE

The locations of all helicopter launch and recovery spots on the various CV/CVN class ships are identified in
Figures B-1 through B-2.

B-1

ORIGINAL

NAVAIR 00-80T-105

Figure B-1. CVN 65 Helicopter Operating Spots

ORIGINAL

B-2

NAVAIR 00-80T-105

Figure B-2. CV 68−77 Helicopter Operating Spots with Precision H−60 Spots

B-3/(B-4 blank)

ORIGINAL

NAVAIR 00-80T-105

APPENDIX C

CVN Helicopter Launch and
Recovery Wind Limitations
C.1

PURPOSE

Launch and recovery wind envelopes for all helicopter spots on CV/CVN class ships are contained in this appendix.
Individually, the envelopes show the maximum wind speed and direction allowed for launching and recovering each
type of helicopter from each shipboard spot with acceptable margins for safety. Collectively, the envelopes provide
a broad inventory of launch and recovery wind envelopes for helicopters operating from CV/CVN flight decks.
Helicopter spot locations are published in Appendix B. Used together, Appendixes B and C provide a full array of
launch and recovery options for use during carrier operations. Although some wind limits are noticeably restrictive,
they are the only ones presently available based on tested data.
C.2

LAUNCH AND RECOVERY WIND ENVELOPE FEATURES

The features built into the launch and recovery wind envelopes in this manual are intended to provide commanding
officers with a broad menu of safe operating envelopes and allow maximum flexibility during the conduct of flight
deck operations. These envelopes incorporate many features. Unless otherwise specified, the envelopes:
1. Are based on steady state winds measured by the ship’s windward mast mounted anemometer.
Limiting velocities on the wind charts represent maximums for steady state, non-turbulent winds. During
gusty wind conditions and/or pitching decks, if the gust spread is over 10 knots or more, reduce the maximum
winds allowed for rotor engagement and disengagement by 10 knots for all quadrants.
Note
Considerable difference may exist between the actual flight deck winds and
those measured by the mast-mounted anemometers.
2. Are defined relative to the ship’s centerline.
3. Are valid for helicopter landing spots identified in Appendix B as indicated on the wind envelope.
4. Are valid for normal approach to the stop, with the helicopter aligned with the ship’s centerline, angle, or
designated line-up line at touchdown.
5. Are valid for all certified lighting configurations.
6. Are shaded to distinguish day limits from night limits.
7. Are valid for the PAC in either seat.
8. Are valid for all NATOPS-approved loading configurations, GW, and CG conditions, provided power
available exceeds power required to hover out of ground effect.
C-1

ORIGINAL

NAVAIR 00-80T-105

Note
For most ships, aircraft NATOPS zero wind HOGE torque is often the best
approximation to shipboard hover torque requirements for all wind
conditions; however, an additional power margin of 5 to 10 percent may be
required to approach, overcome turbulence, decelerate, or depart the
vicinity of the flight deck. Envelope regions exhibiting hover requirement
in excess of NATOPS zero wind HOGE torque requirements are identified
in an appropriate note on the wind envelope.
9. Notes pertinent to a specific aircraft/spot combination are presented on the applicable wind envelope.
C.3

WIND LIMIT ORIENTATION

When the wind limits for a particular aircraft are shown, they are the maximum allowable wind speed and direction
over the deck relative to the ship for launch and recovery. When the limits for a particular helicopter and the landing
location are not shown, use of the general wind envelope in Figure C-1 is mandatory. Unlike wind envelopes shown
for a specific helicopter, the generic wind limits in Figure C-1 are oriented relative to the aircraft’s nose at touchdown,
instead of being oriented relative to the ship’s centerline.
C.4

OTHER SOURCES OF HELICOPTER WIND ENVELOPES

Copies of applicable envelopes appearing in this manual are also published in the NATOPS Pocket Checklist of each
helicopter.
C.5

USE OF NOTES IN WIND ENVELOPES

Because room on the launch and recovery wind envelope is scarce, the standard labeling for warnings, cautions and
notes can more than fill the remaining space. To mitigate this problem, all notations that include restrictions are
marked on the wind envelopes in the form of Notes, even though they may involve warning or caution material.
Therefore, it is imperative that all of the information on a wind envelope be reviewed thoroughly before the envelope
is used.
C.6

QUESTIONS AND COMMENTS ON WIND ENVELOPES

Comments/questions about the wind envelopes should be submitted directly to COMNAVAIRSYSCOM (AIR-4.0P)
via the Airworthiness Issues Resolution System (AIRS) which may be accessed online via the Airworthiness website
at https://airworthiness.navair.navy.mil. In the event the internet is not available to you, you may mail your questions
and comments to:
Commander
Naval Air Systems Command (Air-4.0P)
22244 Cedar Point Rd, Bldg 460, Rm 228
Patuxent River, MD 20670-1163

ORIGINAL

C-2

NAVAIR 00-80T-105

Figure C-1. CV/CVN Launch and Recovery Envelopes for Helicopter Combinations Not Listed Elsewhere

C-3

ORIGINAL

NAVAIR 00-80T-105

Figure C-2. UH-1N Launch and Recovery Envelopes for CVN 65 Spots 1 & 2

ORIGINAL

C-4

NAVAIR 00-80T-105

Figure C-3. UH-1N Launch and Recovery Envelopes for CVN 68−77 Spots 1 & 2

C-5

ORIGINAL

NAVAIR 00-80T-105

Figure C-4. UH-1N Launch and Recovery Envelopes for CVN 65 & CVN 68−77 Spots 3, 4, 5, & 6

ORIGINAL

C-6

NAVAIR 00-80T-105

Figure C-5. UH-1N Launch and Recovery Envelopes for CVN 68−77 Spots 1 & 2

C-7

ORIGINAL

NAVAIR 00-80T-105

Figure C-6. UH-1N Launch and Recovery Envelopes for CVN 68−77 Spots 4, 5, 6, & 9

ORIGINAL

C-8

NAVAIR 00-80T-105

Figure C-7. H-47 Launch and Recovery Envelope for CVN 65 Angle Spots
(including CVN 68-77 without precision H-60 spots)

C-9

ORIGINAL

NAVAIR 00-80T-105

Figure C-8. H-47 Launch and Recovery Envelope for CVN 67−77 Angle Spots
(with precision H-60 spots)
ORIGINAL

C-10

NAVAIR 00-80T-105

Figure C-9. H-53 Launch and Recovery Envelopes for CVN 65 Spots 1 & 2

C-11

ORIGINAL

NAVAIR 00-80T-105

Figure C-10. H-53 Launch and Recovery Envelopes for CVN 68−77 Spots 1 & 2

ORIGINAL

C-12

NAVAIR 00-80T-105

Figure C-11. H-53 Launch and Recovery Envelopes for CVN 65 & CVN 68−77 Spots 3, 4, 5, & 6

C-13

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NAVAIR 00-80T-105

Figure C-12. H-53 Launch and Recovery Envelopes for CVN 68−77 Spots 1 & 2

ORIGINAL

C-14

NAVAIR 00-80T-105

Figure C-13. H-53 Launch and Recovery Envelopes for CVN 68−77 Spots 4, 5, 6, & 9

C-15

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NAVAIR 00-80T-105

Figure C-14. H-60 Launch and Recovery Envelopes for CVN 65 Bow Spots 1 & 2

ORIGINAL

C-16

NAVAIR 00-80T-105

Figure C-15. H-60 Launch and Recovery Envelopes for CVN 65 Angle Spots 3, 4, & 5

C-17

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NAVAIR 00-80T-105

Figure C-16. H-60 Launch and Recovery Envelopes for CVN 65 AFT Spot 6

ORIGINAL

C-18

NAVAIR 00-80T-105

Figure C-17. H-60 Launch and Recovery Envelopes for CVN 68-77 Bow Spots 1 & 2

C-19

ORIGINAL

NAVAIR 00-80T-105

Figure C-18. H-60 Launch and Recovery Envelopes for CVN 68-77 Angle Spots 3, 4, 5, & 6

ORIGINAL

C-20

NAVAIR 00-80T-105

Figure C-19. H-60 Launch and Recovery Envelopes for CVN 68-77 Bow Spots 1 & 2

C-21

ORIGINAL

NAVAIR 00-80T-105

Figure C-20. H-60 Launch and Recovery Envelopes for CVN 68-77 Angle Spots 3, 4, 5, 6, 8, & 9

ORIGINAL

C-22

NAVAIR 00-80T-105

Figure C-21. H-60 Launch and Recovery Envelopes for CVN 68-77 Spot 7

C-23/(C-24 blank)

ORIGINAL

NAVAIR 00-80T-105

INDEX
Page
No.

A
Abort/strikedown . . . . . . . . . . . . . . . . . . . . . . . . 7-17
Additional requirements . . . . . . . . . . . . . . . . . . . . 2-1
Advisory control . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Air:
Officer . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1, 6-25
Operations officer . . . . . . . . . . . . . . . . . . . . . . 4-1
Transfer officer . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Aircraft:
Alert aircraft requirements . . . . . . . . . . . . . . . 5-24
Alone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
All aircraft except helicopters . . . . . . . . . . . . 6-18
Changes in pilot or aircraft assignments . . . . . 3-8
COD aircraft starboard holding . . . . . . . . . . . . 6-2
COD/VOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Control of departing . . . . . . . . . . . . . . . . . . . 5-26
Diversion of . . . . . . . . . . . . . . . . . . . . . . . . . . 6-40
Downed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
Downed and standby . . . . . . . . . . . . . . . . . . . 5-23
Fixed-wing . . . . . . . . . . . . . . . . . . . . . . 6-29, 6-31
Fixed wing aircraft readiness conditions . . . . 5-25
Fixed-wing condition . . . . . . . . . . . . . . . . . . . 5-25
Fueling and defueling . . . . . . . . . . . . . . . . . . . 7-8
Helicopter aircraft readiness conditions . . . . 5-25
In company . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28, 5-29
Jet/turboprop . . . . . . . . . . . . . . . . . . . . . 5-28, 6-6
Jet/turboprop aircraft port holding/
spin pattern . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Launch of condition fixed wing . . . . . . . . . . 5-25
Launching fixed-wing . . . . . . . . . . . . . . . . . . . 5-2
Maintenance on loaded . . . . . . . . . . . . . . . . . 7-17
Manning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Movement of . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Recovering fixed-wing . . . . . . . . . . . . . . . . . 6-21
Report of damage to . . . . . . . . . . . . . . . . . . . . 7-7
Security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
Turboprop . . . . . . . . . . . . . . . . . . . . . . 5-28, 5-29

Page
No.
Visual signals to aircraft from ship
under EMCON or lost communication
conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31
Visual signals to ship from aircraft
with radio failure . . . . . . . . . . . . . . . . . . . . . 6-31
Alert aircraft requirements . . . . . . . . . . . . . . . . . 5-24
Condition helicopters . . . . . . . . . . . . . . . . . . 5-25
Fixed wing condition aircraft . . . . . . . . . . . . 5-25
All aircraft except helicopters . . . . . . . . . . . . . . 6-18
All personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Approach(es):
Approach minimums . . . . . . . . . . . . . . . . . . . . 6-9
Communication or NAVAID failure
during approach . . . . . . . . . . . . . . . . . . . . . . 6-19
Compulsory arrival, marshal,
and approach voice reports . . . . . . . . . . . . . 6-20
Downwind leg and approach turn . . . . . . . . . . 6-3
En route radar approaches . . . . . . . . . . . . . . . . 6-7
Failure of carrier navigation aids/
CATCC radars prior to approach . . . . . . . . . 6-20
ICLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Instrument approach procedures . . . . . . . . . . . 6-9
Minimums . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Nonprecision approach . . . . . . . . . . . . . . . . . 6-17
NVD equipment aided approaches . . . . . . . . 6-27
PALS Mode I approach (with
AN/ARA-63/AN/ARN-138 monitor) . . . . . 6-14
PALS Mode IA approach
(ILM not required) . . . . . . . . . . . . . . . . . . . . 6-15
PALS Mode II approach
(ILM not required) . . . . . . . . . . . . . . . . . . . . 6-16
PALS Mode IID approach
(ILM not required) . . . . . . . . . . . . . . . . . . . . 6-16
PALS Mode III approach . . . . . . . . . . . . . . . . 6-16
Aqueous film forming foam (AFFF) system
and mobile firefighting equipment . . . . . . . . . . 3-2
Area, Entering the carrier control . . . . . . . . . . . . 6-1
Arming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Arrival procedures . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Arrival information . . . . . . . . . . . . . . . . . . . . . 6-1
Entering the carrier control area . . . . . . . . . . . 6-1
Transient helicopters . . . . . . . . . . . . . . . . . . . . 6-1

Index-1
1

ORIGINAL

NAVAIR 00-80T-105
Page
No.

B
Basic procedures . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Bow-on-recovery . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7, 7-1

C
Carrier pattern emergencies . . . . . . . . . . . . . . . . 6-32
Case I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
/II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-32
And case II . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30
COD aircraft starboard holding . . . . . . . . . . . . 6-2
Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
Drag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Helicopters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Jet/turboprop aircraft port holding/
spin pattern . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Rendezvous . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
VFR day fixed wing carrier landing pattern . . 6-3
Voice reports . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
ZIP LIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Case II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
/III rendezvous . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
Case III . . . . . . . . . . . . . . . . . . . . . . . . 5-30, 6-6, 6-39
Communication or NAVAID failure
during approach . . . . . . . . . . . . . . . . . . . . . . 6-19
Delta procedures . . . . . . . . . . . . . . . . . . . . . . 6-17
Departing marshal . . . . . . . . . . . . . . . . . . . . . . 6-8
Departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Departure voice reports . . . . . . . . . . . . . . . . . 5-27
Frequency/IFF/SIF changes . . . . . . . . . . . . . . . 6-8
General instructions . . . . . . . . . . . . . . . . . . . . . 6-8
Initial separation . . . . . . . . . . . . . . . . . . . . . . . 6-8
Instrument approach procedures . . . . . . . . . . . 6-9
Marshal instructions . . . . . . . . . . . . . . . . . . . . 6-7
Marshal procedures . . . . . . . . . . . . . . . . . . . . . 6-6
Missed approach/waveoff/bolter . . . . . . . . . . 6-17
Night EMCON recovery . . . . . . . . . . . . . . . . 6-18
Radar handoff procedures . . . . . . . . . . . . . . . 6-20
Voice communication procedures . . . . . . . . . 6-20
ORIGINAL

Page
No.
Catapult:
Hangfire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
Launching . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Suspend . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
CATCC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
CDC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Changes in pilot or aircraft assignments . . . . . . . 3-8
Close proximity operations . . . . . . . . . . . . . . . . . 3-8
COD:
/VOD aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Aircraft starboard holding . . . . . . . . . . . . . . . . 6-2
Combat direction center officer . . . . . . . . . . . . . . 4-2
Command, NATOPS cognizant . . . . . . . . . . . . . . 1-3
Commanding officers . . . . . . . . . . . . . . . . . . . . . . 1-3
Communication:
Communication control . . . . . . . . . . . . . . . . . . 4-5
Communication or NAVAID failure
during approach . . . . . . . . . . . . . . . . . . . . . . 6-19
Communication security . . . . . . . . . . . . . . . . . 4-6
Day communication emergencies . . . . . . . . . 6-32
Departure communication procedures . . . . . . 5-27
Night communication emergencies . . . . . . . . 6-32
Visual signals to aircraft from ship under
EMCON or lost communication
conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31
Voice communication procedures . . . . . . . . . 6-20
Communication control . . . . . . . . . . . . . . . . . . . . 4-5
Communication security . . . . . . . . . . . . . . . . . 4-6
Control of radio circuits . . . . . . . . . . . . . . . . . . 4-5
Recording of radio circuits . . . . . . . . . . . . . . . 4-6
Voice procedures . . . . . . . . . . . . . . . . . . . . . . . 4-5
Communication or NAVAID failure
during approach . . . . . . . . . . . . . . . . . . . . . . . . 6-19
Aircraft alone . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
Aircraft in company . . . . . . . . . . . . . . . . . . . . 6-20
Failure of carrier navigation aids/CATCC
radars prior to approach . . . . . . . . . . . . . . . . 6-20
Compulsory arrival, marshal, and approach
voice reports . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Condition helicopters . . . . . . . . . . . . . . . . . . . . 5-25
Helicopter aircraft readiness conditions . . . . 5-25
Launch of condition helicopters . . . . . . . . . . 5-26
Condition:
I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25
II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25, 5-26

Index-2
2

NAVAIR 00-80T-105
Page
No.
III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25, 5-26
IV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25, 5-26
Control:
Advisory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Communication . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Degrees of control . . . . . . . . . . . . . . . . . . . . . . 4-2
Electronic emission control . . . . . . . . . . . . . . . 4-3
Emergency control procedures . . . . . . . . . . . . 4-6
Entering the carrier control area . . . . . . . . . . . 6-1
Fuel transfer and dump control . . . . . . . . . . . 6-40
Initial control responsibility . . . . . . . . . . . . . . 4-6
Monitor control . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Nonradar control . . . . . . . . . . . . . . . . . . . . . . . 4-3
Of departing aircraft . . . . . . . . . . . . . . . . . . . 5-26
Of radio circuits . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Of the landing pattern (VMC) . . . . . . . . . . . . 6-25
Positive control . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Control criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Degrees of control . . . . . . . . . . . . . . . . . . . . . . 4-2
Electronic emission control . . . . . . . . . . . . . . . 4-3
Control of departing aircraft . . . . . . . . . . . . . . . 5-26
Departure communication procedures . . . . . . 5-27
Departure radials . . . . . . . . . . . . . . . . . . . . . . 5-27
Fixed-wing departures/rendezvous . . . . . . . . 5-28
Helicopter departure . . . . . . . . . . . . . . . . . . . 5-30
Control of radio circuits . . . . . . . . . . . . . . . . . . . . 4-5
CATCC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
CDC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Prifly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Control of the landing pattern (VMC) . . . . . . . . 6-25
Air officer . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-25
LSO (under the supervision
of the air officer) . . . . . . . . . . . . . . . . . . . . . 6-26
Correcting to the final bearing . . . . . . . . . . . . . . . 6-9
Crewmembers, Flight . . . . . . . . . . . . . . . . . . . . . . 2-2
Criteria:
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Rescue helicopter launching . . . . . . . . . . . . . 5-22
Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4

Page
No.

D
Day communication emergencies . . . . . . . . . . . 6-32
Dearming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Deck:
Flight deck procedures . . . . . . . . . . . . . . . . . . 6-23
Launching . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
Recommended deck lighting configuration
for helicopter NVD aided takeoff
and landing . . . . . . . . . . . . . . . . . . . . 5-22, 6-28
Degrees of control . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Advisory control . . . . . . . . . . . . . . . . . . . . . . . 4-3
Monitor control . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Nonradar control . . . . . . . . . . . . . . . . . . . . . . . 4-3
Positive control . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Delta procedures . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Departing marshal . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Departure communication procedures . . . . . . . . 5-27
Case III departure voice reports . . . . . . . . . . . 5-27
Launch frequencies . . . . . . . . . . . . . . . . . . . . 5-27
Lost communications during departures . . . . 5-27
Single-frequency departures . . . . . . . . . . . . . 5-27
Departure radials . . . . . . . . . . . . . . . . . . . . . . . . 5-27
Diversion of aircraft . . . . . . . . . . . . . . . . . . . . . . 6-40
Downed and standby aircraft . . . . . . . . . . . . . . . 5-23
Downwind leg and approach turn . . . . . . . . . . . . 6-3
Drag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5

E
Electronic emission control . . . . . . . . . . . . . . . . . 4-3
Elevator operation . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Emergency(ies):
After launch . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
Carrier pattern emergencies . . . . . . . . . . . . . . 6-32
Control procedures . . . . . . . . . . . . . . . . . . . . . 4-6
Day communication emergencies . . . . . . . . . 6-32
ICCS emergency procedures . . . . . . . . . . . . . 5-12
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31
Marshal fixes . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Night communication emergencies . . . . . . . . 6-32
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31

Index-3
3

ORIGINAL

NAVAIR 00-80T-105
Page
No.
Emergency after launch . . . . . . . . . . . . . . . . . . . 5-24
Night/instrument meteorological
conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
Visual meteorological conditions . . . . . . . . . 5-24
Emergency control procedures . . . . . . . . . . . . . . . 4-6
Basic procedures . . . . . . . . . . . . . . . . . . . . . . . 4-6
Initial control responsibility . . . . . . . . . . . . . . 4-6
Emergency landing . . . . . . . . . . . . . . . . . . . . . . 6-31
Fixed-wing aircraft . . . . . . . . . . . . . . . . . . . . 6-31
Helicopters . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31
Emergency signals . . . . . . . . . . . . . . . . . . . . . . . 6-31
Carrier pattern emergencies . . . . . . . . . . . . . . 6-32
Day communication emergencies . . . . . . . . . 6-32
Night communication emergencies . . . . . . . . 6-32
Visual signals to aircraft from ship under
EMCON or lost communication
conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31
Visual signals to ship from aircraft
with radio failure . . . . . . . . . . . . . . . . . . . . . 6-31
En route radar approaches . . . . . . . . . . . . . . . . . . 6-7
Engine start and turnup . . . . . . . . . . . . . . . . . . . . 5-2
Entering the carrier control area . . . . . . . . . . . . . . 6-1
Entry, Landing pattern . . . . . . . . . . . . . . . . . . . . . 6-3
Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Aqueous film forming foam (AFFF) system and
mobile firefighting equipment . . . . . . . . . . . . 3-2
NVD equipment aided approaches . . . . . . . . 6-27

F
Failure:
Communication or NAVAID failure
during approach . . . . . . . . . . . . . . . . . . . . . . 6-19
Failure of carrier navigation aids/
CATCC radars prior to approach . . . . . . . . . 6-20
Visual signals to ship from aircraft
with radio failure . . . . . . . . . . . . . . . . . . . . . 6-31
Final preparations for launch . . . . . . . . . . . . . . . . 5-3
Fixed wing condition aircraft . . . . . . . . . . . . . . . 5-25
Fixed wing aircraft readiness conditions . . . . 5-25
Launch of condition fixed wing aircraft . . . . 5-25
Fixed-wing departures/rendezvous . . . . . . . . . . 5-28
Case I departure . . . . . . . . . . . . . . . . . . . . . . . 5-28
Case I rendezvous . . . . . . . . . . . . . . . . . . . . . 5-28
ORIGINAL

Page
No.
Case II departure . . . . . . . . . . . . . . . . . . . . . . 5-28
Case II/III rendezvous . . . . . . . . . . . . . . . . . . 5-29
Case III departure . . . . . . . . . . . . . . . . . . . . . 5-29
Fixed-wing IMC at altitude . . . . . . . . . . . . . . 5-29
Fixed-wing aircraft . . . . . . . . . . . . . . . . . . 6-29, 6-31
Fixed-wing IMC at altitude . . . . . . . . . . . . . . . . 5-29
Flight:
Crewmembers . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Deck procedures . . . . . . . . . . . . . . . . . . . . . . 6-23
Plans and advisories . . . . . . . . . . . . . . . . . . . . 3-7
Quarter stations . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Flight plans and advisories . . . . . . . . . . . . . . . . . 3-7
Close proximity operations . . . . . . . . . . . . . . . 3-8
Flight quarter stations . . . . . . . . . . . . . . . . . . . . . 3-2
Aqueous film forming foam (AFFF) system
and mobile firefighting equipment . . . . . . . . 3-2
Preliminary procedures — air officer . . . . . . . 3-3
Preliminary procedures — CATCC . . . . . . . . . 3-3
Frequency/IFF/SIF changes . . . . . . . . . . . . . . . . . 6-8
Fuel transfer and dump control . . . . . . . . . . . . . 6-40
Fueling and defueling aircraft . . . . . . . . . . . . . . . 7-8
Fueling and defueling . . . . . . . . . . . . . . . . . . . 7-9
Hot refueling . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9

G
General instructions . . . . . . . . . . . . . . . . . . . . . . . 6-8
General requirements . . . . . . . . . . . . . . . . . . . . . . 7-1
Good azimuth and good dme . . . . . . . . . . . . . . . 5-28
Good azimuth and no dme . . . . . . . . . . . . . . . . . 5-28
Groove and touchdown . . . . . . . . . . . . . . . . . . . . 6-3

H
Helicopter(s) . . . . . . . . . . . 6-3, 6-6, 6-18, 6-30, 6-31
Aircraft readiness conditions . . . . . . . . . . . . . 5-25
Launch procedures . . . . . . . . . . . . . . . . . . . . . 5-19
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
Safety precautions . . . . . . . . . . . . . . . . . . . . . 5-20
Helicopter departure . . . . . . . . . . . . . . . . . . . . . . 5-30
Case I and case II . . . . . . . . . . . . . . . . . . . . . . 5-30
Case III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30
Hot refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Hung/unexpended weapons . . . . . . . . . . . . . . . . 7-15

Index-4
4

NAVAIR 00-80T-105
Page
No.

I
ICCS catapult launch procedures . . . . . . . . . . . . . 5-7
ICCS catapult safety precautions . . . . . . . . . . 5-14
ICCS emergency procedures . . . . . . . . . . . . . 5-12
ICCS emergency procedures . . . . . . . . . . . . . . . 5-12
Catapult hangfire . . . . . . . . . . . . . . . . . . . . . . 5-13
Catapult suspend . . . . . . . . . . . . . . . . . . . . . . 5-12
ICLS approach . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
ILARTS special events coverage . . . . . . . . . . . . . 7-8
Initial control responsibility . . . . . . . . . . . . . . . . . 4-6
Initial separation . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Instrument approach procedures . . . . . . . . . . . . . 6-9
Approach minimums . . . . . . . . . . . . . . . . . . . . 6-9
Correcting to the final bearing . . . . . . . . . . . . . 6-9
ICLS approach . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Nonprecision approach . . . . . . . . . . . . . . . . . 6-17
PALS Mode I approach (with
AN/ARA-63/AN/ARN-138 monitor) . . . . . 6-14
PALS Mode IA approach
(ILM not required) . . . . . . . . . . . . . . . . . . . . 6-15
PALS Mode II approach
(ILM not required) . . . . . . . . . . . . . . . . . . . . 6-16
PALS Mode IID approach
(ILM not required) . . . . . . . . . . . . . . . . . . . . 6-16
PALS Mode III approach . . . . . . . . . . . . . . . . 6-16
Penetration/approach . . . . . . . . . . . . . . . . . . . . 6-9
Intent to launch weapons . . . . . . . . . . . . . . . . . . 7-14

J
Jet aircraft . . . . . . . . . . . . . . . . . . . . . . . . . 5-28, 5-29
Jet/turboprop aircraft . . . . . . . . . . . . . . . . . 5-28, 6-6
Port holding/spin pattern . . . . . . . . . . . . . . . . . 6-2

Page
No.
Signal officer . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Signalman enlisted . . . . . . . . . . . . . . . . . . . . . . 4-1
Special procedures for carrier
qualification landing . . . . . . . . . . . . . . . . . . 6-29
VFR day fixed wing carrier landing pattern . . 6-3
Lateral separation . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
Launch:
Of condition fixed wing aircraft . . . . . . . . . . 5-25
Of condition helicopters . . . . . . . . . . . . . . . . 5-26
Emergency after . . . . . . . . . . . . . . . . . . . . . . . 5-24
Final preparations for . . . . . . . . . . . . . . . . . . . . 5-3
Frequencies . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
Helicopter launch procedures . . . . . . . . . . . . 5-19
ICCS catapult launch procedures . . . . . . . . . . 5-7
Intent to launch weapons . . . . . . . . . . . . . . . . 7-14
Non-ICCS catapult launch procedures . . . . . 5-15
And recovery wind envelope features . . . . . . C-1
Launching fixed-wing aircraft . . . . . . . . . . . . . . . 5-2
Catapult launching . . . . . . . . . . . . . . . . . . . . . . 5-5
Engine start and turnup . . . . . . . . . . . . . . . . . . 5-2
Final preparations for launch . . . . . . . . . . . . . . 5-3
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Launching helicopters . . . . . . . . . . . . . . . . . . . . 5-19
Helicopter launch procedures . . . . . . . . . . . . 5-19
Helicopter safety precautions . . . . . . . . . . . . 5-20
Recommended deck lighting configuration
for helicopter NVD aided takeoff
and landing . . . . . . . . . . . . . . . . . . . . . . . . . 5-22
Lost communications during departures . . . . . . 5-27
Low visibility voice reports: anyone
can recommend low visibility reports . . . . . . . . 6-5
LSO (under the supervision of
the air officer) . . . . . . . . . . . . . . . . . . . . . . . . . 6-26

M

L
Landing:
Control of the landing pattern (VMC) . . . . . . 6-25
Emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31
Pattern departure . . . . . . . . . . . . . . . . . . . . . . . 6-3
Pattern entry . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Pattern upwind leg . . . . . . . . . . . . . . . . . . . . . . 6-3
Recommended deck lighting configuration
for helicopter NVD aided takeoff
and landing . . . . . . . . . . . . . . . . . . . . 5-22, 6-28

Maintenance:
Liaison . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
On loaded aircraft . . . . . . . . . . . . . . . . . . . . . 7-17
Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Manning aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Marshal:
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Altitude assignment . . . . . . . . . . . . . . . . . . . . . 6-7
Altitude separation . . . . . . . . . . . . . . . . . . . . . . 6-7
Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7

Index-5
5

ORIGINAL

NAVAIR 00-80T-105
Page
No.
Marshal procedures . . . . . . . . . . . . . . . . . . . . . . . 6-6
Bow-on-recovery . . . . . . . . . . . . . . . . . . . . . . . 6-7
Emergency marshal fixes . . . . . . . . . . . . . . . . . 6-6
En route radar approaches . . . . . . . . . . . . . . . . 6-7
Helicopters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Jet/turboprop aircraft . . . . . . . . . . . . . . . . . . . . 6-6
Marshal airspeed . . . . . . . . . . . . . . . . . . . . . . . 6-7
Marshal altitude assignment . . . . . . . . . . . . . . 6-7
Marshal altitude separation . . . . . . . . . . . . . . . 6-7
Overhead marshal . . . . . . . . . . . . . . . . . . . . . . 6-6
Missed approach/waveoff/bolter . . . . . . . . . . . . 6-17
Mode:
Mode I launching procedures . . . . . . . . . . . . 5-15
PALS Mode I approach (with
AN/ARA-63/AN/ARN-138 monitor) . . . . . 6-14
PALS Mode IA approach
(ILM not required) . . . . . . . . . . . . . . . . . . . . 6-15
PALS Mode II approach
(ILM not required) . . . . . . . . . . . . . . . . . . . . 6-16
PALS Mode IID approach
(ILM not required) . . . . . . . . . . . . . . . . . . . . 6-16
PALS Mode III approach . . . . . . . . . . . . . . . . 6-16
Monitor control . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Movement:
Of aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Weapon movement . . . . . . . . . . . . . . . . . . . . 7-11
Movement of aircraft . . . . . . . . . . . . . . . . . . . . . . 7-2
Aircraft security . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Elevator operation . . . . . . . . . . . . . . . . . . . . . . 7-6
ILARTS special events coverage . . . . . . . . . . . 7-8
Report of damage to aircraft . . . . . . . . . . . . . . 7-7

N
NATOPS:
Advisory group . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Cognizant command . . . . . . . . . . . . . . . . . . . . 1-3
Model manager . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Navigation, Failure of carrier navigation aids/
CATCC radars prior to approach . . . . . . . . . . . 6-20
Night:
/Instrument meteorological conditions . . . . . 5-24
Communication emergencies . . . . . . . . . . . . . 6-32
ORIGINAL

Page
No.
Night EMCON recovery . . . . . . . . . . . . . . . . . . 6-18
All aircraft except helicopters . . . . . . . . . . . . 6-18
Helicopters . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Non-ICCS catapult launch procedures . . . . . . . . 5-15
Nonprecision approach . . . . . . . . . . . . . . . . . . . 6-17
Nonradar control . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
NVD equipment aided approaches . . . . . . . . . . 6-27

O
Officer(s):
Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1, 6-25
Air operations . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Air transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Combat direction center . . . . . . . . . . . . . . . . . . 4-2
Commanding . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Landing signal . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Preliminary procedures — air . . . . . . . . . . . . . 3-3
Operations:
Air operations officer . . . . . . . . . . . . . . . . . . . . 4-1
Close proximity . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Rescue helicopter . . . . . . . . . . . . . . . . . . . . . . 5-22
Tanker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-32
Ordnance personnel . . . . . . . . . . . . . . . . . . . . . . . 2-3
Other relevant publications . . . . . . . . . . . . . . . . . 1-1
Other sources of helicopter wind envelopes . . . . C-2
Overhead marshal . . . . . . . . . . . . . . . . . . . . . . . . 6-6

P
PALS:
Mode I approach (with
AN/ARA-63/AN/ARN-138 monitor) . . . . . 6-14
Mode IA approach (ILM not required) . . . . . 6-15
Mode II approach (ILM not required) . . . . . . 6-16
Mode IID approach (ILM not required) . . . . 6-16
Mode III approach . . . . . . . . . . . . . . . . . . . . . 6-16
Passenger transfers . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Penetration/approach . . . . . . . . . . . . . . . . . . . . . . 6-9
Personnel:
All . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Ordnance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Phraseology . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21

Index-6
6

NAVAIR 00-80T-105
Page
No.
Pilots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Plane:
Captains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Guard station . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Plane guard helicopter . . . . . . . . . . . . . . . . . . . . . 4-7
Control authority . . . . . . . . . . . . . . . . . . . . . . . 4-7
Plane guard station . . . . . . . . . . . . . . . . . . . . . 4-7
Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Search and rescue . . . . . . . . . . . . . . . . . . . . . . 4-7
Positive control . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Predeployment lecture syllabus . . . . . . . . . . . . . . 2-2
All personnel . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Flight crewmembers . . . . . . . . . . . . . . . . . . . . 2-2
Maintenance personnel . . . . . . . . . . . . . . . . . . 2-2
Ordnance personnel . . . . . . . . . . . . . . . . . . . . . 2-3
Plane captains . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Prelaunch procedures . . . . . . . . . . . . . . . . . . . . . . 5-1
COD/VOD aircraft . . . . . . . . . . . . . . . . . . . . . . 5-2
Manning aircraft . . . . . . . . . . . . . . . . . . . . . . . 5-2
Preliminary procedures:
Air officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
CATCC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Preparation for recovery . . . . . . . . . . . . . . . . . . . 6-21
PriFly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Procedures:
Arrival . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Basic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Delta . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Departure communication . . . . . . . . . . . . . . . 5-27
Emergency . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
Emergency control . . . . . . . . . . . . . . . . . . . . . . 4-6
Flight deck . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
Helicopter launch . . . . . . . . . . . . . . . . . . . . . . 5-19
ICCS catapult launch . . . . . . . . . . . . . . . . . . . . 5-7
ICCS emergency . . . . . . . . . . . . . . . . . . . . . . 5-12
Instrument approach . . . . . . . . . . . . . . . . . . . . 6-9
Marshal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Mode I launching . . . . . . . . . . . . . . . . . . . . . . 5-15
Non-ICCS catapult launch . . . . . . . . . . . . . . . 5-15
Prelaunch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Preliminary procedures — air officer . . . . . . . 3-3
Preliminary procedures — CATCC . . . . . . . . . 3-3
Radar handoff . . . . . . . . . . . . . . . . . . . . . . . . 6-20

Page
No.
Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
Recovery tanker . . . . . . . . . . . . . . . . . . . . . . . 6-32
Rendezvous . . . . . . . . . . . . . . . . . . . . . . . . . . 6-39
SAR helicopter . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Special procedures for carrier
qualification landing . . . . . . . . . . . . . . . . . . 6-29
Voice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Voice communication . . . . . . . . . . . . . . . . . . 6-20
Weapon handling . . . . . . . . . . . . . . . . . . . . . . 7-10

Q
Qualification, Special procedures
for carrier qualification landing . . . . . . . . . . . . 6-29
Questions and comments on wind envelopes . . . C-2

R
Radar handoff procedures . . . . . . . . . . . . . . . . . 6-20
Radio:
Control of radio circuits . . . . . . . . . . . . . . . . . . 4-5
Recording of radio circuits . . . . . . . . . . . . . . . 4-6
Visual signals to ship from aircraft
with radio failure . . . . . . . . . . . . . . . . . . . . . 6-31
Recommended deck lighting configuration
for helicopter NVD aided takeoff
and landing . . . . . . . . . . . . . . . . . . . . . . . 5-22, 6-28
Recording of radio circuits . . . . . . . . . . . . . . . . . . 4-6
Recovering fixed-wing aircraft . . . . . . . . . . . . . 6-21
Control of the landing pattern (VMC) . . . . . . 6-25
Flight deck procedures . . . . . . . . . . . . . . . . . . 6-23
Special safety precautions . . . . . . . . . . . . . . . 6-23
Recovering helicopters . . . . . . . . . . . . . . . . . . . . 6-26
NVD equipment aided approaches . . . . . . . . 6-27
Recommended deck lighting configuration
for helicopter NVD aided takeoff
and landing . . . . . . . . . . . . . . . . . . . . . . . . . 6-28
Recovery procedures . . . . . . . . . . . . . . . . . . . 6-26
Special safety precautions . . . . . . . . . . . . . . . 6-28
Recovery:
Case III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-39
Launch and recovery wind
envelope features . . . . . . . . . . . . . . . . . . . . . C-1
Preparation for . . . . . . . . . . . . . . . . . . . . . . . . 6-21
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
Tanker procedures . . . . . . . . . . . . . . . . . . . . . 6-32
Tanking pattern . . . . . . . . . . . . . . . . . . . . . . . 6-39

Index-7
7

ORIGINAL

NAVAIR 00-80T-105
Page
No.
Refueling, Hot . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Rendezvous:
High/on top (day and night) . . . . . . . . . . . . . 6-39
Low (day and night) . . . . . . . . . . . . . . . . . . . 6-39
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-39
Report of damage to aircraft . . . . . . . . . . . . . . . . 7-7
Reports:
Case III departure voice reports . . . . . . . . . . . 5-27
Compulsory arrival, marshal, and
approach voice reports . . . . . . . . . . . . . . . . . 6-20
Low visibility voice reports: anyone can
recommend low visibility reports . . . . . . . . . 6-5
Voice reports . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Requirements:
Additional . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Alert aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
SAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Rescue helicopter:
Launching criteria . . . . . . . . . . . . . . . . . . . . . 5-22
Mission information . . . . . . . . . . . . . . . . . . . 5-23
Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-22
Responsibilities . . . . . . . . . . . . . . . . . . . . . . 1-3, 4-1
Air officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Air operations officer . . . . . . . . . . . . . . . . . . . . 4-1
Combat direction center officer . . . . . . . . . . . . 4-2
Commanding officers . . . . . . . . . . . . . . . . . . . 1-3
Initial control . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Landing signal officer . . . . . . . . . . . . . . . . . . . 4-1
Landing signalman enlisted . . . . . . . . . . . . . . . 4-1
NATOPS advisory group . . . . . . . . . . . . . . . . . 1-3
NATOPS cognizant command . . . . . . . . . . . . . 1-3
NATOPS model manager . . . . . . . . . . . . . . . . 1-3
Operations officer . . . . . . . . . . . . . . . . . . . . . . 4-1
Pilots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Respot forward . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7

ORIGINAL

Page
No.

S
SAR:
Helicopter procedures . . . . . . . . . . . . . . . . . . . 4-7
Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Response . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Search and rescue . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
SAR helicopter procedures . . . . . . . . . . . . . . . 4-7
SAR requirements . . . . . . . . . . . . . . . . . . . . . . 4-7
SAR response . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Separation criteria . . . . . . . . . . . . . . . . . . . . . . . . 4-4
Lateral separation . . . . . . . . . . . . . . . . . . . . . . . 4-4
Vertical separation . . . . . . . . . . . . . . . . . . . . . . 4-5
Single-frequency departures . . . . . . . . . . . . . . . . 5-27
Special procedures for carrier
qualification landing . . . . . . . . . . . . . . . . . . . . 6-29
Fixed-wing aircraft . . . . . . . . . . . . . . . . . . . . 6-29
Helicopters . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30
Special safety precautions . . . . . . . . . . . . 6-23, 6-28
Standby aircraft . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
Station(s):
Flight quarter . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Plane guard . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Syllabus, Predeployment lecture . . . . . . . . . . . . . 2-2

T
Tanker operations . . . . . . . . . . . . . . . . . . . . . . . . 6-32
Fuel transfer and dump control . . . . . . . . . . . 6-40
Recovery (case III) . . . . . . . . . . . . . . . . . . . . . 6-39
Recovery tanker procedures . . . . . . . . . . . . . . 6-32
Recovery tanking pattern . . . . . . . . . . . . . . . . 6-39
Rendezvous procedures . . . . . . . . . . . . . . . . . 6-39
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
Transient helicopters . . . . . . . . . . . . . . . . . . . . . . 6-1
Turboprop aircraft . . . . . . . . . . . . . . . . . . 5-28, 5-29

U
Use of notes in wind envelopes . . . . . . . . . . . . . . C-2

Index-8
8

NAVAIR 00-80T-105
Page
No.

V
Vertical:
Replenishment . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
VFR day fixed wing carrier landing pattern . . . . 6-3
Downwind leg and approach turn . . . . . . . . . . 6-3
Groove and touchdown . . . . . . . . . . . . . . . . . . 6-3
Landing pattern departure . . . . . . . . . . . . . . . . 6-3
Landing pattern entry . . . . . . . . . . . . . . . . . . . . 6-3
Landing pattern upwind leg . . . . . . . . . . . . . . . 6-3
Waveoffs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Visual meteorological conditions . . . . . . . . . . . . 5-24
Visual signals to aircraft from ship under EMCON
or lost communication conditions . . . . . . . . . . 6-31
Visual signals to ship from aircraft with
radio failure . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31
Voice communication procedures . . . . . . . . . . . 6-20
Compulsory arrival, marshal,
and approach voice reports . . . . . . . . . . . . . 6-20
Phraseology . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
Preparation for recovery . . . . . . . . . . . . . . . . 6-21
Voice procedures . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Voice reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Low visibility voice reports: anyone can
recommend low visibility reports . . . . . . . . . 6-5

Page
No.
Weapon(s):
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Intent to launch . . . . . . . . . . . . . . . . . . . . . . . 7-14
Loading/downloading . . . . . . . . . . . . . . . . . . 7-12
Movement . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Weapon handling procedures . . . . . . . . . . . . . . . 7-10
Abort/strikedown . . . . . . . . . . . . . . . . . . . . . . 7-17
Arming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Dearming . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Emergency procedures . . . . . . . . . . . . . . . . . . 7-18
Helicopter procedures . . . . . . . . . . . . . . . . . . 7-18
Hung/unexpended weapons . . . . . . . . . . . . . . 7-15
Intent to launch weapons . . . . . . . . . . . . . . . . 7-14
Maintenance on loaded aircraft . . . . . . . . . . . 7-17
Weapon definitions . . . . . . . . . . . . . . . . . . . . 7-10
Weapon loading/downloading . . . . . . . . . . . 7-12
Weapon movement . . . . . . . . . . . . . . . . . . . . 7-11
Wind:
Launch and recovery wind
envelope features . . . . . . . . . . . . . . . . . . . . . C-1
Other sources of helicopter
wind envelopes . . . . . . . . . . . . . . . . . . . . . . . C-2
Questions and comments on
wind envelopes . . . . . . . . . . . . . . . . . . . . . . . C-2
Use of notes in wind envelopes . . . . . . . . . . . . C-2
Wind limit orientation . . . . . . . . . . . . . . . . . . . C-2

W
Waivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Waveoffs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3

Z
ZIP LIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5

Index-9/(10 blank)
9/(10 blank)

ORIGINAL



---

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Author                          : SRA
Create Date                     : 2009:09:16 13:37:43-04:00
Modify Date                     : 2010:09:14 01:51:44-07:00
Subject                         : CV NATOPS Manual
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Metadata Date                   : 2010:09:14 01:51:44-07:00
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Title                           : NAVAIR 00-80T-105
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