NAVAL AIR TRAINING COMMAND

NAS CORPUS CHRISTI, TEXAS CNATRA P-816 (01-14)

FLIGHT TRAINING
INSTRUCTION

CV PROCEDURES (UMFO)
T–45C
2014
FLIGHT TRAINING INSTRUCTION

FOR

CV PROCEDURES (UMFO)

T-45C

P-816

iii
 LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:

Original…0…19 Jun 97
Revision…1…28 Jan 14
Change Transmittal…1…09 Feb 18
TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 84 CONSISTING OF THE FOLLOWING:
Page No. Change No. Page No. Change No.

COVER 0 B-12 (blank) 0

LETTER 0 C-1 – C-4 0
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vi - vii 1
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1-2 1
1-3 – 1-16 0
2-1 – 2-4 0
2-5 1
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2-9 1
2-10 0
2-11 – 2-12 1
2-13 – 2-24 0
2-25 – 2-38 1
A-1 – A-6 0
B-1 – B-11 0

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 INTERIM CHANGE SUMMARY

The following Changes have been previously incorporated in this manual:

CHANGE
REMARKS/PURPOSE
NUMBER

The following interim Changes have been incorporated in this Change/Revision:

INTERIM
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CHANGE REMARKS/PURPOSE DATE
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CHANGE 1

TABLE OF CONTENTS

LIST OF EFFECTIVE PAGES .................................................................................................. iv

INTERIM CHANGE SUMMARY ...............................................................................................v
TABLE OF CONTENTS ............................................................................................................ vi
TABLE OF FIGURES ................................................................................................................ vii

CHAPTER ONE - AIRCRAFT CARRIER OPERATIONS ................................................. 1-1

100. INTRODUCTION ..................................................................................................... 1-1
101. CARRIER ORGANIZATION ................................................................................... 1-2
102. CARRIER EQUIPMENT .......................................................................................... 1-6

CHAPTER TWO - FLIGHT PROCEDURES ........................................................................ 2-1

200. INTRODUCTION ..................................................................................................... 2-1
201. AIR PLAN ................................................................................................................. 2-1
202. FLIGHT DECK OPERATIONS................................................................................ 2-3
203. LAUNCH AND DEPARTURE ................................................................................. 2-4
204. ARRIVAL AND RECOVERY................................................................................ 2-11
205. EMERGENCIES...................................................................................................... 2-28

APPENDIX A - GLOSSARY ................................................................................................... A-1

A100. GLOSSARY OF CV PROCEDURES FOR T-45C ................................................. A-1

APPENDIX B - FLIGHT DECK SIGNALS ...........................................................................B-1

APPENDIX C - LSO RADIO CALLS .................................................................................... C-1

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TABLE OF FIGURES

Figure 1-1 Flight Deck Jersey Chart................................................................................... 1-5

Figure 1-2 Basic Carrier Layout ......................................................................................... 1-6
Figure 1-3 Flight Deck Layout ............................................................................................ 1-6
Figure 1-4 Improved Fresnel Lens Optical Landing System (IFLOLS) ....................... 1-12
Figure 1-5 Above, On, and Below Glideslope .................................................................. 1-13
Figure 1-6 MOVLAS Components ................................................................................... 1-14
Figure 1-7 Long Range Laser Lineup System.................................................................. 1-16

Figure 2-1 Case I Departure .............................................................................................. 2-10

Figure 2-2 Case II Departure ............................................................................................ 2-10
Figure 2-3 Case I Port Holding Pattern Entry................................................................. 2-13
Figure 2-4 Case I Overhead Holding Pattern .................................................................. 2-14
Figure 2-5 Carrier Landing Pattern ................................................................................. 2-16
Figure 2-6 Case II/III Marshal Holding ........................................................................... 2-20
Figure 2-7 Case II Approach Profile................................................................................. 2-21
Figure 2-8 CV 1 Approach ................................................................................................. 2-24
Figure 2-9 Self-Contained GCA ........................................................................................ 2-25
Figure 2-10 Clean Bingo Chart ........................................................................................... 2-30
Figure 2-11 Dirty Bingo Chart ............................................................................................ 2-33

Figure B-1 Flight Deck Signals 1 .........................................................................................B-1

Figure B-2 Flight Deck Signals 2 .........................................................................................B-2
Figure B-3 Flight Deck Signals 3 .........................................................................................B-3
Figure B-4 Flight Deck Signals 4 .........................................................................................B-4
Figure B-5 Flight Deck Signals 5 .........................................................................................B-5
Figure B-6 Flight Deck Signals 6 .........................................................................................B-6
Figure B-7 Flight Deck Signals 7 .........................................................................................B-7
Figure B-8 Flight Deck Signals 8 .........................................................................................B-8
Figure B-9 Flight Deck Signals 9 .........................................................................................B-9
Figure B-10 Flight Deck Signals 10 .....................................................................................B-10
Figure B-11 Flight Deck Signals 11 .....................................................................................B-11

Figure C-1 LSO Radio Calls 1 ............................................................................................. C-1

Figure C-2 LSO Radio Calls 2 ............................................................................................. C-2
Figure C-3 LSO Radio Calls 3 ............................................................................................. C-3
Figure C-4 LSO Radio Calls 4 ............................................................................................. C-4

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viii
 CHAPTER ONE
AIRCRAFT CARRIER OPERATIONS

100. INTRODUCTION

The aircraft carrier (CVN) plays a critical role in the maritime strategy of the United States.
Together with a full complement of support and combat warships, the carrier is the centerpiece
of the Carrier Strike Group (CSG). The speed and flexibility of the aircraft carrier and its
support group provide our nation with the ability to rapidly respond to world hot spots. As
sovereign U.S. territory, the aircraft carrier is rapidly deployable and can swiftly bring to bear the
entire might of the Carrier Air Wing (CVW), projecting U.S. military power hundreds of miles
from the Strike Group. This extremely formidable, yet highly flexible naval force can operate
with equal success in confined waters or on the open ocean. This unprecedented force provides
the Joint Commander with the operational flexibility and war-fighting capability to meet all Fleet
Response Plan (FRP) commitments and presence requirements in support of national strategies.

The six core capabilities essential to our maritime strategy are: forward presence, power
projection, deterrence, maritime security, humanitarian assistance/disaster response, and sea
control. The flexibility and scalability of the CSG provide the means to support any one of these
missions. It is capable of selectively controlling the seas, projecting power ashore, and
protecting friendly forces and civilian populations from attack. Power projection can be viewed
as the threat or actual use of military force against an adversary to either induce or dissuade it
from pursuing a given policy or objective. The expeditionary character and versatility of this
maritime force provide the U.S. the asymmetric advantage of enlarging or contracting its military
footprint in areas where access is denied or restricted, while still maintaining the six core
capabilities. The speed, precision and lethality of the CSG ensure the Nation’s primary forcible
entry option and provide the means to respond quickly to other crises.

A typical CSG is comprised of an aircraft carrier, at least one cruiser, a destroyer squadron of at
least two destroyers and/or frigates, and a carrier air wing of approximately 70 rotary and fixed
wing aircraft; additionally, a CSG may also include fast attack submarines, attached logistics
ships and a supply ship. The principal role of the carrier and its air wing within the CSG is to
provide the primary offensive firepower, while the other ships in the strike group provide
defense and support. The aircraft carrier is a sea-going airbase capable of sustaining round-the-
clock flight operations in all weather conditions. As the capital ship in the CSG, the carrier is the
centerpiece of U.S. power projection. It provides the nation the ability to project air power
worldwide without the need for land bases.

Referred to as the “edge of the envelope,” carrier flight operations involve the most extreme
working conditions in a highly dynamic environment. The extremes of operations at sea as
opposed to ashore include sustained high operations tempo (Op Tempo), reduced choice for
airfield selection and suitable diverts, and statistically a more complex and hazardous
environment. Safety and teamwork are essential elements contributing to mishap free and
successful carrier operations. A thorough understanding of the procedures and practices is
necessary for success when flying and operating in, on, and around the “boat.”

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CHAPTER ONE CHANGE 1 AIRCRAFT CARRIER OPERATIONS

101. CARRIER ORGANIZATION

The mission of an aircraft carrier (CVN) is to support the aircraft that conduct attack, early
warning, surveillance, and electronic missions against the full spectrum of targets in support of
joint and coalition forces. In order to accomplish this daunting task, the roughly 5,000 (4,660-
5,680) personnel on the carrier must work as a team. Personnel can be broken down into two
distinct classifications: Air Wing personnel and ship’s company. The success of the carrier and
the strike group is directly impacted by the effectiveness of the close working relationship
between these groups.

1. Air Wing Personnel

The Carrier Air Wing (CVW) is comprised of seven to eight squadrons, numbering
approximately 70 rotary and fixed wing aircraft and 2,500 personnel. The typical Air Wing is
comprised of:

a. 4 VFA (Hornet/Rhino) squadrons

b. 1 VAQ (Growler) squadron

c. 1 VAW (Hawkeye) squadron

d. 1-2 HSC/HSM (Helicopter) squadrons

e. 1 VRC (Greyhound) Logistic Support detachment

Air Wing Commander. The Air Wing Commander is called CAG. CAG has overall
responsibility for all aircraft and Air Wing personnel embarked on the carrier. The CAG’s
executive officer (XO) is the Deputy CAG (DCAG).

Landing Signal Officers. Landing Signal Officers (LSOs) or “paddles” are qualified pilots
within the Air Wing that are responsible for the safe and expeditious recovery of fixed-wing
aircraft aboard the ship. The LSOs also have the ultimate responsibility for the training of pilots
in carrier landing techniques by conducting ground training, counseling, and debriefing
individual pilots on their performance. LSOs use radio calls to effect the safe recovery of
aircraft. LSO phraseology is categorized into three types of calls: INFORMATIVE,
ADVISORY, and IMPERATIVE.

Generally, each squadron will have two or more LSOs that are responsible for the training and
evaluation of their squadron pilots. Squadron LSOs are assigned to different teams and report to
the CAG LSO regarding pilot landing currency and performance. Each LSO team will be
responsible for manning the LSO platform for a 24-hour period during flight operations.
Following each recovery, the LSOs will make rounds to all the ready rooms and debrief the
pilots who have just landed.

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AIRCRAFT CARRIER OPERATIONS CHAPTER ONE

2. Ship’s Company

The ship’s company is comprised of approximately 3,200 personnel who work directly for the
Commanding Officer (CO) of the carrier. These personnel are not assigned to any squadron or
the air wing. The senior leadership positions on the carrier are filled by aviators who have
undergone rigorous additional training. These include:

a. Commanding Officer (CO) g. CDC Officer

b. Executive Officer (BIG XO) h. Air Officer (Air Boss)
c. Navigator (GATOR) i. Assistant Air Officer (Mini Boss)
d. Operations Officer (OPSO) j. Catapult Officers (Shooters)
e. Air Operations Officer k. Aircraft Handling Officer
f. Strike Operations Officer (Handler)

Operations Department. The OPSO is responsible for the control of airborne aircraft except
when control is not incidental with actual launch or recovery of aircraft. The OPSO works
closely with the Strike Group Commander to plan and coordinate Strike Group operations.

Air Operations. Air Ops is responsible to the OPSO for coordination of all matters pertaining
to flight operations, the proper functioning of the Carrier Air Traffic Control Center (CATCC)
and shall determine the type of approach and required degree of control. In addition to
controlling aircraft at night and in marginal weather conditions, Air Ops coordinates and tracks
diverting aircraft, as well as all cargo and passenger transfers.

Carrier Air Traffic Control Center. The Carrier Air Traffic Control Center (CATCC) is the
work center directly under Air Operations that is responsible for current flight operations. It
performs the same functions as a land-based air traffic control center. CATCC responsibilities
include:

a. Tracking the status of all carrier flight operations.

b. Control of all airborne aircraft within the Carrier Control Area (CCA) not under the
control of the tower (Boss). The CCA includes all airspace within 50 NM of the
carrier.

c. Providing Departure and Approach radar control of aircraft at night and in IMC.

Strike Operations. The department within Ops responsible for future operations is Strike Ops.
Strike Ops is responsible for coordinating the Air Tasking Order (ATO) and producing and
distributing the Air Plan.

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CHAPTER ONE AIRCRAFT CARRIER OPERATIONS

Combat Direction Center. The Combat Direction Center’s (CDC) primary responsibility is
ship self-defense. Fire controls for all the ship’s self-defense weapons (missiles and Close-in
Weapon System [CIWS]) are located in CDC. CDC is located next to Air Ops and CATCC; this
facilitates close coordination and de-confliction of airborne assets. The CDC Officer is
responsible for the defense of the carrier and is charged with mission control of assigned aircraft.
CDC will also provide specific information regarding special operations, including Air-to-
Surface weapon drops and Air-to-Air missile shoots.

Air Boss/Air Officer. From Primary Flight Control (Pri-Fly), the Air Boss directs all aircraft
activity on the flight deck, as well as aircraft operating in the Carrier Control Zone (CCZ). The
CCZ is that airspace within 5 NM of the carrier extending from the surface to 2,500 feet. The
Air Boss also determines the Case launch/recovery.

Primary Flight Control. Primary Flight Control (Pri-Fly) serves the same function as an air
traffic control tower at a traditional airport, tracking the progress of the launch and recovery. It
is located six stories above the flight deck, directly over the main bridge, and is manned by
crewmembers that work directly for the Air Boss. A squadron representative (Squadron Rep or
“Tower Flower”) is required to be present in Pri-Fly during all VFR operations. The role of the
Tower Flower is to offer assistance during an aircraft emergency. If needed, the Tower Flower
can coordinate with the ready room, communicate directly with the airborne aircrew, answer
platform/squadron specific questions for the Boss, and relay feedback from the Boss to the ready
room. During night and IMC operations, the squadron representative will be located in Air Ops.

Flight Deck Control (FDC). Flight deck control is located on the flight deck at the base of the
island. This is where the Handler and his crew track the status of all aircraft on the flight deck
and in the hangar bay. The primary tool used to accomplish this task is the “Ouija board,” which
is a two-level transparent plastic table with etched outlines of the flight deck and hangar bay.
The Ouija board is outfitted with scale aircraft models representing each aircraft on board. When
an aircraft moves from one place to another, the model is moved accordingly. If an aircraft is
down for maintenance, the model is turned over indicating it is out of service. FDC coordinates
all aircraft movement on the flight deck, and is where aircraft weight chits are turned into by
aircrew prior to preflight/launch.

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AIRCRAFT CARRIER OPERATIONS CHAPTER ONE

Flight Deck Personnel. Because the flight deck is such a busy environment, it is imperative that
you be able to recognize the deck personnel and their functions. All personnel on the flight deck
wear colored jerseys that indicate their role. Figure 1-1 summarizes the different jersey colors
and the personnel that wear them.

 Plane Directors (Taxi Directors)  Catapult Officers (Shooters)

Y e l l o w  Flight Deck Officers  Catapult spotters
 Arresting Gear Officers  Aircraft handling Officers
 Cargo-handling personnel
 Air Wing Maintenance personnel
 Ground support equipment
 Catapult and Arresting gear crews
Green troubleshooters
 Helicopter Landing Signal Enlisted
 Hook runners
(LSE)
 Photographers mates

Brown  Air Wing plane captains  Air Wing line Petty Officers

 Aircraft handlers (pushers,

 Messengers and Phone Talkers
Blue chockers, chainers, etc.)
 Elevator Operators
 Tractor Drivers

P u r p l e  Fueling personnel

 Safety personnel  Final checkers

White  Medical personnel  Quality Assurance personnel
 LSOs  Air Transfer Officer (ATO)

 Ordnance crews
Red  Crash and salvage crews
 Explosive Ordnance Disposal (EOD)

Figure 1-1 Flight Deck Jersey Chart

NOTE

Flight Deck Officers, Chief Warrant Officers and Chief Petty

Officers are the only personnel on the deck that will be wearing
“khaki” pants.

The catapult and arresting gear officers also wear orange and green
reflective tape on their cranials. Additionally, personnel wearing
yellow jerseys (i.e., the “Yellow Shirts”) are the only persons
authorized to control the movement of the aircraft on the flight
deck.

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CHAPTER ONE AIRCRAFT CARRIER OPERATIONS

102. CARRIER EQUIPMENT

Because the flight deck is an extremely busy and hazardous environment, it is imperative that
you have a working understanding of the basic layout. The general layout of the carrier and
flight deck is depicted in Figure 1-2 and 1-3.

Figure 1-2 Basic Carrier Layout

Figure 1-3 Flight Deck Layout

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AIRCRAFT CARRIER OPERATIONS CHAPTER ONE

1. Flight Deck Equipment

Arresting Gear. The arresting gear is the heart of carrier operations. This mechanical system
allows an aircraft travelling at 150 kts to stop in only 320 feet. Three (or four) steel arresting
gear cables span the carrier landing area at 20-foot intervals. The Mk 7 Mod 3 arresting gear
system that equips all U.S. carriers is composed of the cross deck pendants, the purchase cables
and the arresting engine.

The cross deck pendants, also known as arresting cables or wires, are flexible steel stranded
cables that span the landing area in 40-foot intervals. NIMITZ class carriers, with the exception
of the USS RONALD REAGAN and the USS GEORGE H.W. BUSH, are equipped with four
arresting cables. These arresting cables are numbered one through four from aft to forward, the
aft most cable being the dreaded one wire (or “Ace”). Aircraft engaging the three wire generally
indicates a well-executed approach. The USS RONALD REAGAN and the USS GEORGE
H.W. BUSH, as well as all GERALD R. FORD class carriers, have only three cross deck
pendants. Wire supports elevate the deck pendants several inches so the tailhook can engage
them. Each cross deck pendant is removed and replaced after one-hundred arrested landings.

Connected to each end of the cross deck pendants are terminal couplings that attach the pendants
to the purchase cables. The purchase cables run below decks to the arresting engines. During an
arrestment, the purchase cables “pay out” as the wire is engaged and transmit the kinetic energy
to the arresting engines. The arresting engines are hydro-pneumatic systems that use a ram and
fluid within a cylinder to absorb and disperse the energy of the arrestment.

During a normal approach and landing, the pilot will advance the power to Military Rated Thrust
(MRT) on touchdown except E-2 and C-2, who maintain approach power upon landing. In the
event the tailhook does not engage a cable, the aircraft can quickly become airborne. If the
arrestment is successful, the pilot will reduce power to idle when the aircraft is fully stopped, and
expeditiously clear the landing area via taxi director signals. The optimal interval between
landing aircraft is 40-60 seconds. The main landing interval limiting factor is the fastest a flight
deck crew can get an aircraft cleared of the landing area and the arresting gear reset. This takes
approximately 35 seconds.

Barricade. The barricade is an emergency recovery system that is used only when a normal
arrestment cannot be made. Physically located between the three and four wires, the barricade is
normally in a stowed condition and rigged only when required. To rig the barricade, it is
stretched across the flight deck between stanchions, which are raised from the flight deck.
Rigging the barricade is routinely practiced by flight deck personnel and should be accomplished
in under three minutes.

The barricade webbing consists of upper and lower horizontal loading straps joined to each other
at the ends. Vertical engaging straps are connected to each upper and lower load strap. The
barricade webbing is raised to a height of approximately 20 feet. The barricade webbing engages
the wings of the landing aircraft, wherein energy is transmitted from the barricade webbing
through the purchase cable to the arresting engine. Following a barricade arrestment, the
webbing and deck cables are discarded and the stanchions are lowered back into their recessed

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CHAPTER ONE AIRCRAFT CARRIER OPERATIONS

slots. Situations requiring a barricade landing include emergency fuel during blue water
operations, hook malfunctions, landing gear malfunctions and combat damage.

Catapults. The primary system used to launch aircraft off the carrier is the catapult. The
catapult launching system accelerates the aircraft from zero to 150 KIAS in under two seconds.
Each carrier is equipped with four catapults, numbered one through four from starboard to port.
Catapults one and two are referred to as the “bow cats,” because they are located on the bow.
Cats three and four are referred to as the “waist cats,” because they are located on the angle, or
waist. NIMITZ class carriers use the traditional steam catapult, while the FORD class carriers
will be equipped with the newer Electromagnetic Aircraft Launch System (EMALS).

The steam catapult system consists of two cylinders that are roughly the length of a football
field. The cylinders contain free pistons connected to a shuttle that protrudes through a slot (cat
track) in the flight deck. The nose wheel of the launching aircraft engages the shuttle with the
launch bar. At launch, high pressure steam is ported into the cylinders forcing the piston down
the cylinder at a high rate of speed. The effect is that of “slinging” the aircraft off the flight
deck. At the completion of the catapult launch, a water brake slows the piston so that it can be
retracted for the next launch.

The EMALS catapult system uses a linear motor drive in place of steam pistons. Electric
currents generate magnetic fields that propel a carriage down the cat track. Because of the
gradual acceleration, EMALS places less stress on airframes. The unique operation of EMALS
allows for more precise control of launch performance, allowing it to launch more kinds of
aircraft (including unmanned aircraft) than traditional steam catapults.

During day operations when aircraft are being launched from multiple catapults, clearing turns
are required to de-conflict the departures. When launching from the waist cats, aircraft will
execute a clearing turn to the left. Aircraft launching from the bow cats will execute a clearing
turn to the right.

Modern carriers use the Integrated Catapult Control Station (ICCS). This station, also known as
the “bubble,” is the focal point of the catapult control system. From the bubble, the Catapult
Officer (Shooter) ensures the safe and orderly conduct of launching aircraft. In addition to
supervising the launch, shooters are responsible for inspecting the cat tracks prior to launch and
ensuring they are secured for recovery.

Jet Blast Deflectors. To prevent damage from high energy jet exhaust during catapult launches,
each catapult has an associated Jet Blast Deflector (JBD). The JBD is constructed of heavy duty
metal panels that are covered in non-skid to match the flight deck. Each JBD is located at the
rear of the catapult. When not in use, the JBD is recessed and flush with the flight deck. As an
aircraft is positioned on the catapult for launch, the JBD will be raised by several hydraulic
cylinders. When the JBD is raised, the hot exhaust from the launching aircraft will be directed
upward. This allows another aircraft to be brought into position behind the JBD, where flight
deck personnel can perform prelaunch checks and inspections without the danger of jet exhaust.

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Hangar Bay. The hangar bay is located two decks below the flight deck and spans
approximately two-thirds of the total length of the carrier. It is three stories tall and is broken
into four zones. The hangar bay functions as the ship’s garage. It can hold more than sixty
aircraft, and is the primary site for performing aircraft maintenance. Spare parts (including
aircraft engines), fuel tanks and other heavy equipment are stored in the hangar bay.

Elevators. The movement of aircraft and equipment to and from the hangar bay is accomplished
by four giant elevators. Each of these high-speed, hydraulic elevators can accommodate over
150,000 pounds and is large enough to hold two fully loaded jet aircraft. Any time the elevator
is raised or lowered, guardrail stanchions will be raised from the flight deck providing a safety
barrier. In addition to the four main elevators, there are several weapons elevators located
around the flight deck.

2. Hazards

Because of the inherently dangerous nature of the flight deck environment, crews should strive to
minimize their time “topside.” Wandering around on the flight deck during flight operations is
never a good idea. Any time you are topside you should remain vigilant (keep your head on a
swivel) and continually look around for any potential hazards. It is imperative that you have
complete awareness of everything that is happening on the flight deck. Pay particular attention
to the following:

a. Turning aircraft. Jet exhaust has the potential to send personnel tumbling across the
flight deck and even over the side. A spinning prop will not slow down for a
misguided crew member.

b. Ground Support Equipment (GSE). GSE (“yellow gear”) is continually in use during
flight ops. Getting run over by a tug is not a good way to begin a flight.

c. Chocks, chains, tow-bars and arresting wires. These items are trip hazards and can be
especially difficult to see at night.

d. Aircraft armament. More than one crewmember has received stitches after walking
into a missile fin.

The slightest inattention on “the roof” can have disastrous consequences. Experienced aircrews
will tell you that one of the more dangerous aspects of flying from the ship is getting to and from
the aircraft, particularly at night.

3. Instrument Approach Equipment

The aircraft carrier is a floating airport, complete with all the equipment necessary to conduct
instrument approaches.

TACAN. The ship’s TACAN, referred to as “father,” functions in the same manner as a land-
based TACAN. It is primarily used for positional navigation and holding. When asked to “mark

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CHAPTER ONE AIRCRAFT CARRIER OPERATIONS

your father,” aircrew will reply with the radial and DME of the aircraft from the ship’s TACAN.
The ship itself is referred to as “mother.”

Instrument Carrier Landing System (ICLS). The ICLS is very similar to the civilian ILS, and
provides all-weather instrument approach guidance from the carrier to the aircraft. The ICLS
uses the AN/SPN-41A (“spin 41”), which has separate transmitters for azimuth and elevation.
The azimuth transmitter is installed at the stern of the ship, slightly below the centerline of the
landing area. The elevation transmitter is located above the flight deck, aft of the island. The
aircraft receiver displays the angular information on a crosshair indicator. The vertical needle of
the display corresponds to azimuth while the horizontal needle corresponds to elevation
(glideslope). Because the ICLS uses a one-way transmission from the ship to the aircraft
receiver, it is susceptible to pitching deck conditions.

In order to differentiate between ICLS and Automated Carrier Landing System (ACLS)
approaches, the ICLS is referred to as “bullseye.”

Automated Carrier Landing System (ACLS). The ACLS is similar to the ICLS in that it
displays "needles" that provide approach guidance information to the aircrew. The ACLS uses
the AN/SPN-46(V)3 Precision Approach Landing System (PALS), which incorporates a ring
laser gyro stabilization unit. This allows the ACLS to provide highly accurate and stabilized
glideslope and azimuth information in nearly all sea states. The Spin 46 has two dual-band radar
antennas and transmitters that provide it with the capability of controlling up to two aircraft
simultaneously in a "leapfrog" pattern. As each approaching aircraft lands, another can be
acquired.

The ACLS has three modes for approach:

a. Mode I is an automatic approach in which the aircraft flight controls are coupled with
the ACLS. Command and error signals are transmitted to the aircraft, which then
translates them into control actions providing a hands-off approach and landing.

b. Mode I Alpha is an automatic, hands-off approach down to visual acquisition of the

IFLOLS, at which point the pilot takes over and flies the approach.

c. Mode II is similar to an ILS approach. Error signals are transmitted to the aircraft
which displays the needles on a crosshair display.

d. Mode III is a Carrier Controlled Approach (CCA), which is akin to a GCA. The
controller provides azimuth and glideslope information to the pilot.

4. Improved Fresnel Lens Optical Landing System (IFLOLS)

An optical landing system (OLS) provides the pilot with glidepath information during the final
phase of the approach. The first OLS utilized a gyroscopically-controlled concave mirror. This
mirror was vertically mounted between two horizontal sets of green datum lights. An orange
source light was shown in the mirror and would appear as a yellowish-orange “ball” to the pilot.

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AIRCRAFT CARRIER OPERATIONS CHAPTER ONE

The position of the ball relative to the datum lights would indicate the relative position of the
aircraft to the desired glidepath. If the ball was above the datum lights (a high ball), the aircraft
was above the glidepath; conversely, a low ball indicated the aircraft was below glidepath.
When the ball and the datum lights were aligned horizontally, the aircraft was on glidepath.

The old mirror system was upgraded to a series of Fresnel lenses called the Fresnel Lens Optical
Landing System (FLOLS). The ball seen in the FLOLS was relatively unchanged from the
pilot’s perspective, but the glidepath information became more precise. The FLOLS is an older
generation pilot landing aid consisting of five vertical source lights. A further advance was the
IFLOLS. The IFLOLS and the FLOLS work on the same basic principle and have the same
overall components, but the primary differences between FLOLS and IFLOLS are:

a. The IFLOLS gives 7 additional cells, for a total of 12. This provides higher
definition and allows for more exact glideslope information. Because of the higher
definition, the IFLOLS can be referenced out to 1.5 NM; also, the IFLOLS will
appear to be much more “sensitive” due to its increased accuracy.

b. The IFLOLS uses a fiber optic "source" light, projected through lenses to present a
sharper, crisper light. This has enabled pilots to begin to fly "the ball" farther away
from the ship allowing for a smoother transition from instrument flight to visual
flight.

c. The number of Datum Lights has increased to 10.

d. The vertical coverage has been increased to 1.7 degrees vice the 1.5 of FLOLS.

e. Acquisition range has been increased from 3/4 NM to 1.5 NM.

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CHAPTER ONE AIRCRAFT CARRIER OPERATIONS

IFLOLS Components. The IFLOLS consists of a lens assembly, “cut” lights, waveoff lights,
and datum lights. The IFLOLS has three modes of stabilization: Line, Inertial, and Point. Line
Stabilization compensates for the ship’s pitch and roll. Inertial Stabilization operates the same as
Line Stabilization, but also compensates for the up and down motion (heave) of the flight deck.
Both of these modes stabilize the glideslope to infinity. The point stabilization mode fixes the
glideslope around a point 2500 feet aft of the lens. The system is normally set for a 3.5°
glideslope targeting the 3-wire. The IFLOLS comes in both the shore-based and ship-based
variants (Figure 1-4).

Figure 1-4 Improved Fresnel Lens Optical Landing System (IFLOLS)

Lens Assembly. The lens assembly is a box that contains 12 vertical cells through which fiber
optic light is projected. The upper cells are amber in color while the bottom two are red. The
aircraft’s position on the glidepath determines which cell is visible to the pilot. The visible cell,
compared to the horizontal green datum lights, indicate the aircraft position relative to the
glideslope (i.e., above, on, or below the optimum glideslope). If a red lens is visible, the aircraft
is dangerously low.

Cut Lights. Mounted horizontally and centered above the lens box are four green cut lights.
The cut lights are used by the LSO to communicate with the aircraft during Zip Lip or Emissions
Controlled (EMCON) operations. As the aircraft approaches the groove, the LSO will
momentarily illuminate the cut lights to indicate a “Roger ball” call. Subsequent illumination of
the cut lights indicates a call to add power. Zip Lip is normally used during day Case I fleet
operations to minimize radio transmissions. EMCON is a condition where all electronic
emissions are minimized.

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AIRCRAFT CARRIER OPERATIONS CHAPTER ONE

Waveoff Lights. Waveoff lights are mounted vertically on each side of the lens box. These red
lights are controlled by the LSO. When they are illuminated, the aircraft must immediately
execute a waveoff. The LSO will initiate a waveoff any time the deck is foul (people or
equipment in the landing area) or an aircraft is not within safe approach parameters. “Bingo” is
signaled by alternating waveoff and cut lights.

Datum Lights. Green datum lights are mounted horizontally to the lens assembly with ten lights
on each side. The position of the ball in reference to the datum lights provides the pilot with
glideslope information. If the ball is illuminated above or below the datums, the aircraft is high
or low respectively (Figure 1-5).

Figure 1-5 Above, On, and Below Glideslope

Because the lens assembly projects a wedge of light, the closer the aircraft comes to the lens, the
narrower the wedge becomes. Therefore, smaller glideslope corrections are required as the
lower 6 are red. The intensity of the “meatball” can be reduced by closing a set of perforated
doors over the light box assembly. The datum box unit contains five separate datum lamps, four
waveoff lamps, and one cut lamp on each side (Figure 1-4).

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CHAPTER ONE AIRCRAFT CARRIER OPERATIONS

Manually Operated Visual Landing Aid System (MOVLAS)

MOVLAS is a backup shipboard landing aid system that is used when the primary system is
inoperable, stabilization limits for the IFLOLS exceeded, or for pilot/LSO training.

Figure 1-6 MOVLAS Components

a. Station 1: The MOVLAS is installed on the port side of the ship, directly in front of
the primary system (IFLOLS).

b. Station 2: The MOVLAS is installed on the port side of the ship, 75-100 feet aft of
the primary system.

c. Station 3: The MOVLAS is installed on the starboard side of the landing area, aft of
the island and outboard of the safe parking line. The Air Officer or LSO will
generally determine the exact location.

For MOVLAS station 1, the datum box unit is not used. The light box assembly is mounted
directly in front of the primary lens and utilizes the waveoff, cut and datum lights from the
IFLOLS. For MOVLAS stations 2 and 3, the datum box unit is mounted on each side of the
light box assembly. Station 3 MOVLAS operations may require that aircraft on the flight deck
be moved.

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AIRCRAFT CARRIER OPERATIONS CHAPTER ONE

During MOVLAS operations, the LSO directly controls the ball by moving the hand controller
up and down. If the aircraft is above the desired glidepath, the LSO will show the pilot a high
ball by raising the hand controller. Likewise, if the aircraft is low, the LSO will lower the hand
controller to show the pilot a low ball. By using MOVLAS, the LSO can control the glidepath of
the approaching aircraft, and modify it as necessary to accommodate a pitching deck. A
MOVLAS repeater is also located on the LSO platform. This allows the LSO to monitor the
glideslope that is being presented to the pilot.

Meatball Motherhood

a. Attempt to fly the “cresting” ball, because slightly above glideslope (high) is better
than below (low).

b. Never lead a low or slow.

c. Always lead a high or fast.

d. If low and slow, correct low then slow.

e. If high and fast, correct fast then high.

f. Fly the ball all the way to touchdown.

g. Never re-center a high ball in close, but stop a rising ball.

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CHAPTER ONE AIRCRAFT CARRIER OPERATIONS

5. Long Range Laser Lineup System

The small size of the landing area requires precise lineup control by approaching aircraft. The
nature of angled deck carriers presents a unique challenge to arriving aircraft, because the
landing area is constantly moving from left to right relative to the nose of the aircraft. To aid
aircrew during the approach, carriers are equipped with a Long Range Laser Lineup System.
The Long Range Laser Lineup System uses eye-safe, color-coded lasers to provide visual lineup
information to approaching aircraft. These low intensity lasers are projected aft of the ship and
are visible out to 10 miles at night. Figure 1-7 illustrates the visual presentation of the Long
Range Laser Lineup System.

Figure 1-7 Long Range Laser Lineup System

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 CHAPTER TWO
FLIGHT PROCEDURES

200. INTRODUCTION

The catapult launch and arrested landing separate the Naval Aviator from all other aviators. The
nature of shipboard operations demands extreme vigilance and standardization. There is no
margin for error when operating around the ship. You must be thoroughly familiar with all
procedures prior to your first flight to the carrier.

“In looking back over everything that I’ve done in the Navy and in the Space Program, I think
absolutely nothing matched night carrier aviation. I still think that separates the men from the
boys. It’s more difficult than any of the other things I did, including landing on the moon.”

Charles “Pete” Conrad, Captain, USN

201. AIR PLAN

In order to obtain maximum efficiency from personnel and equipment, flight operations on the
carrier must be precisely scheduled in every respect. The two divisions, within the Operations
Department, on the carrier that are responsible for providing this scheduling are Air Operations
and Strike Operations. These two divisions coordinate closely in the preparation of the daily Air
Plan. An Air Plan is used to organize the operations of the carrier air wing (CVW) within the
Carrier Strike Group (CSG). The Air Plan provides the daily scheduling for all air operations,
ordnance loading, and EMCON condition.

In theater, the Air Plan is largely driven by the Air Tasking Order (ATO), which is handed down
from the Joint Force Air Component Commander (JFACC). The ATO is the master document
created by the theater Air Operations Center (AOC) that coordinates all air assets within a
specific theater of operations. The ATO delineates all required sorties for each 24-hour period
and assigns them by mission and aircraft type. The AOC personnel identify specific targets and
missions and then assign them to individual components and subordinate units. The ATO
typically provides specific tasking, including call signs, targets, and controlling agencies. The
ATO will also include general instructions pertinent to theater flight operations.

Strike Operations will review the ATO and collect all necessary information for the preparation
of the Air Plan. The Air Plan will then be submitted to the Operations Officer, via the Air
Operations Officer, for approval and signature. Once signed, the Air Plan will normally be
distributed the evening before scheduled operations; however, due to the fluid nature of
contingency operations, the Air Plan may not be promulgated until very late in the evening or
early the next morning.

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The Air Plan will include the following information:

a. Event numbers

b. Launch times

c. Recovery times

d. Mission

e. Number and model of aircraft, including spares

f. Total sorties

g. Sunrise, sunset, moonrise, moonset, moon phase

h. Date

i. Fuel

j. Alert aircraft

k. Logistics aircraft

l. Tactical frequencies

m. Ordnance loading

n. Daily Air Plan Cartoon

o. Notes as required. Notes shall include the following:

i. EMCON/Zip Lip conditions

ii. Ready deck schedule

iii. Any other hazards/restrictions to flight or other pertinent information

Upon receipt of the daily air plan, each squadron will prepare and distribute its daily flight
schedule. Individual squadron or unit requirements should be requested far enough in advance
so that they are reflected on the Air Plan and can then be published on the schedule.

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202. FLIGHT DECK OPERATIONS

Flight deck operations are very complicated and extremely hazardous. This FTI only
supplements more important, primary sources of information regarding carrier operations. A
thorough knowledge and understanding of these operations cannot be overemphasized.

1. Reference Publications

Your aircraft Naval Air Training and Operating Procedures Standardization (NATOPS) manual
contains sections specifically dedicated to carrier operations. You should also familiarize
yourself with both the CV NATOPS and LSO NATOPS manuals. These manuals govern
aircraft operations around the ship, including launch, recovery and flight deck procedures. The
CV NATOPS provides information regarding procedures and practices for operating around the
carrier. The LSO NATOPS is the primary reference used by LSOs and provides technical
information and guidance. The primary focus of this manual is the recovery phase of operations.

2. Cyclic Operations

Cyclic Operations refers to the continuous process of launching and recovering aircraft. In order
to maximize efficiency, aircraft are launched and recovered in groups or "cycles." Each cycle is
approximately one hour and thirty minutes long (1+30 cycle). ATO requirements may
necessitate longer or shorter cycles. Longer cycles can accommodate more launches and
recoveries, while shorter cycles limit the number of aircraft that can be launched or recovered.
The cycle time also has an impact on fuel for airborne aircraft. Longer cycles may necessitate
additional tanking.

Each cycle, or event, is usually made up of 12-20 aircraft. These events are sequentially
numbered and correspond to the respective cycle in the 24-hour fly day. Event 1 corresponds to
the first cycle, Event 2 to the second cycle, and so on. Prior to flight operations, the aircraft on
the flight deck are arranged ("spotted") so that Event 1 aircraft can easily be taxied to the
catapults once they have been started and inspected. Once the Event 1 aircraft are launched,
which generally takes about 15 minutes, Event 2 aircraft are readied for the next cyclic launch.
The launching of aircraft makes room on the flight deck to land aircraft. Once Event 2 aircraft
are launched, Event 1 aircraft are recovered, fueled, re-armed, re-spotted and readied to be used
for Event 3. Event 3 aircraft are launched, followed by the recovery of Event 2 aircraft (and so
on throughout the fly day/night). After the last launch of the night, all of the aircraft are
generally stored up on the bow in order to keep the landing area clear until the last aircraft lands.
They are then re-spotted about the flight deck and secured until the next morning's first launch.

3. Weather Criteria

In order to standardize flight operations in all weather conditions, day or night, carrier aviation
utilizes three specific cases of operations. These are known as Case I, Case II and Case III.
Each of these cases is dependent on existing weather conditions. The Air Boss is responsible for
determining the case of launch and recovery operations.

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CHAPTER TWO FLIGHT PROCEDURES

a. Case I departures and recoveries are utilized during daytime operations (day ops)
when weather conditions are VMC. Case I weather requires the ceiling to be no
lower than 3,000 feet and not less than 5 NM visibility.

b. Case II operations are utilized during day ops when it is anticipated the aircraft may
enter IMC. Case II weather requires the lowest ceiling to be 1,000 feet or above
and 5 NM visibility. Case II is normally called for when an overcast layer is
present.

c. Case III weather is any ceiling below 1,000 feet or a visibility less than 5NM. All
night operations are conducted under Case III. For the purpose of determining Case
III operations, night is defined as 30 minutes prior to sunset until 30 minutes after
sunrise.

203. LAUNCH AND DEPARTURE

1. Briefing

As with shore operations, all carrier flight operations begin with a thorough briefing. Each
mission will begin with a briefing that typically commences one-hour and forty-five minutes
(1+45) prior to scheduled launch time. The briefing process usually progresses from a
generalized overview down to aircraft and aircrew specific items. The preflight briefing will
include a briefing from the Carrier Intelligence Center (CVIC), which will be broadcast over the
ship’s TV. The CVIC briefing will usually be five to ten minutes in duration, and will cover any
information that is pertinent to all flight operations. This includes, but is not limited to, current
and forecasted weather, the ship’s current and forecasted position, significant operations in the
area, recent intelligence analysis, SAR (or Combat Search and Rescue (CSAR)) specifics, divert
airfield information and current operating conditions in the region.

For missions involving multiple aircraft and assets, the overall strike lead will then brief the
mission. Individual elements will separate and brief those items specific to their element; lastly,
aircrew will brief aircraft-specific items. Complex missions may require more time to
accomplish the briefing due to the complexity of the tasking and the coordination of multiple
assets. In these cases, the mission lead will notify all players of any adjustments to the briefing
time.

2. Pre-Flight

Following the briefing, aircrew will proceed to maintenance control to review the Aircraft
Discrepancy Book (ADB). Aircrew should pay particular attention to the A-sheet’s basic
weight, fuel and store loads to ensure the gross weight calculation is correct. This is particularly
important when launching from the boat because the catapult needs to be set correctly. Once the
ADB is reviewed and the weight is verified, the crew will deliver the weight sheet (weight chit)
to flight deck control prior to aircraft preflight. Some squadrons use an automated computer
program by which the squadron SDO can send each jet’s weight chit down to flight deck control
for each launch. The weight annotated on the weight chit must match the weight you see on the
weight board as you taxi up to the catapult.

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After reviewing the ADB, aircrew will proceed to the paraloft to suit up. The aircrew will ensure
that they arrive on the flight deck, in full flight gear with gloves on and visors down, no later
than 45 minutes prior to the scheduled launch time. Your knowledge of the ship’s layout will
help you select the flight deck entrance nearest your aircraft.

Once at the aircraft, conduct a normal preflight in accordance with NATOPS. Begin the
preflight by checking the area around the aircraft for FOD, leaking or pooling fluid (oil,
hydraulic fluid, fuel, etc.) and the general condition of the aircraft. Take note of any
intake/exhaust covers on the aircraft. Make sure tie down chains are not rubbing against any
brake lines or hydraulic lines. Observe whether a tow bar is connected and that the nose wheel is
centered. Check the landing gear struts, tire pressure and integrity, launch bar, and holdback.
Inspect the tailhook and ensure the hook point is greased. If the tail of the aircraft is over water,
do not attempt to preflight that portion of the aircraft. The plane captains will check your
tailhook during the hook check after taxiing clear of the edge. During the preflight, remain
vigilant of jet exhaust and other hazards.

After manning up, conduct normal cockpit inspection and checks, ensuring both ANTI-SKID
switches are set to OFF. Check that the cockpit panels, gauges and instruments are secure.
Loose gauges or instruments can be dangerous during a catapult launch. All crews must be
strapped in and ready to start no later than 30 minutes prior to scheduled launch. The Air Boss
will make a “start engines” call over the flight deck announcing system (5 MC), and the start
signal will be given by the yellow shirts. At that time, and not before, crews will run through the
normal start sequence adhering to any plane captain signals. The normal sequence for engine
start is:

a. Perform the prestart checklist.

b. Start engine when authorized by the Air Boss via the 5MC. A plane captain (brown
shirt) and squadron Flight Deck Chief will monitor engine start.

c. Close the canopy when appropriate.

d. Complete the post-start checklist.

e. Complete the plane captain’s checks.

f. Complete the taxi/takeoff checklist prior to taxiing.

NOTE

The takeoff checklist is the same as for shore-based procedures

with emphasis placed on the following:

1. Position the ANTI-SKID switch to OFF.

2. Ensure the stabilator trim is set to 3-1/2 degrees nose up.

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CHAPTER TWO FLIGHT PROCEDURES

3. Check the HOOK BYP switch to CARRIER.

g. When ready to taxi, give the “up and ready” call to tower with aircraft gross weight.
Ensure no one is landing (referred to as “on the ball”) prior to making the “up and
ready” call.

NOTE

Oxygen masks must be on whenever the aircraft is not chocked and

chained.

Following the start, the aircraft will be “broken down” and chocks/chains removed. Taxiing up
to the catapult, a green shirt will hold up the weight board. If the weight on the board matches
the weight on the weight chit, acknowledge with thumbs up (daylight) or circling flashlight
(night). If the weight needs to be adjusted up or down, pass hand signals to the green shirt as
follows:

a. During the day:

i. To raise the gross weight, hold hand flat with palm up and move in a vertical
direction, emphasizing the upward motion.

ii. To lower the gross weight, hold hand with palm down and move in a horizontal
direction.

b. At night:

i. To raise the gross weight, move flashlight in a vertical direction, emphasizing

the upward motion.

ii. To lower the gross weight, move flashlight in a horizontal direction.

The weight will be adjusted in 500 or 1000 increments in accordance with applicable launch
bulletins. If the weight on the board is off by more than two weight increments, or there is
confusion regarding adjustments, a radio call stating “Callsign, Gross weight is XX thousand X
hundred” shall be made.

NOTE

Ensure the takeoff checklist is completed and trim set to 3.5

degrees nose-up with flaps/slats set to FULL prior to crossing the
JBD. Roger the weight board.

3. Catapult Procedures

To ensure proper spotting on the catapult, aircrew must precisely follow the signals from the taxi
director. Signals given above the director’s waist are for aircrew while signals given below the

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waist are for deck crew. The normal sequence of visual signals for catapult operations is as
follows:

a. Extend launch bar: Director rests right elbow in left palm at waist level with right
hand held up vertically and then brings right hand down to horizontal position.

b. Disengage nose wheel steering: Director points right index finger to his nose and
presents a lateral wave with open palm of the left hand at shoulder height.

c. Taxi ahead: Director extends arms forward at shoulder level with hands up at eye
level, palms facing backward and makes beckoning arm motion, speed of arm
movement indicates desired speed.

d. Slight turn left/right: Director will nod head in direction of turn while giving taxi
ahead signal.

e. Brakes on (when in holdback): Director extends arms above head with open palms
toward aircraft and then closes fists.

f. Tension: Director extends arms slightly overhead with fists closed and then opened
with palms forward (indication to release brakes); then hand toward bow is swept
down to a 45-degree position toward deck, while other hand is swept up 45 degrees
toward sky. Pilot releases brakes, heels to deck, stays at idle awaiting runup signal.

g. Retract launch bar: Director rests right elbow in left palm with right arm extended
horizontally at waist level and then raised to vertical.

h. Engine runup: Catapult Officer/Catapult Safety Petty Officer (CSPO) makes

circular motion with index and middle finger at head level. Pilot advances throttle to
MRT and executes Control Check “wipeout” and engine instrument check.

i. Acknowledge salute: Catapult Officer/CSPO returns salute.

j. Launch signal: Catapult Officer/CSPO squats, touches the deck and returns the hand
to horizontal in the direction of the launch.

k. Hang fire: Catapult Officer/CSPO extends right-hand index finger overhead and
points horizontally at left palm extended vertically.

l. Suspend: Catapult Officer/CSPO raises arms above head with wrists crossed
(indicating the launch is to be suspended).

m. Throttle back: Catapult Officer/CSPO extends arm in front of body at waist level
and thumb extended up, then grasps thumb with other hand and rocks as if pulling
throttle back.

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WARNING

Do not throttle back until the catapult officer walks in front of the
aircraft and gives the throttle back signal during suspended
launches.

4. Prelaunch Procedures

When directed by the catapult director (yellow shirt), the launch bar switch is placed to EXTEND.
The nose wheel steering (NWS) is automatically disengaged with the launch bar extended. The
yellow shirt may signal to reengage NWS to get the launch bar seated properly into the catapult
track.

CAUTION

Never operate the parking brake beyond the JBD to prevent

blowing tires if the catapult is fired with parking brake engaged.

Following the taxi director’s signals, taxi forward slowly to position the launch bar over the shuttle
(significant power may be required). When the launch bar drops over the shuttle, the aircraft will
be stopped as the holdback engages the catapult buffer.

CAUTION

To prevent the possibility of breaking the holdback link, taxi speed

must be kept to a crawl.

The pilot will apply and hold the brakes when signaled. When the take tension signal is given by
the catapult director, the brakes are released. As tension is taken, the aircraft will squat. When engine
Runup Signal is given by the catapult director, power is advanced to MRT and the controls are wiped out
(INCLUDING RUDDER!). The launch bar switch is placed to RETRACT once engine RPM reaches
95 percent. The launch bar will be held down by shuttle tension. Place your heels on the deck and
assume the correct body position for launch.

WARNING

Selecting launch bar RETRACT before receiving the retract signal

from the aircraft director may raise the launch bar before it is
properly seated in the shuttle spreader assembly, resulting in a mis-
positioned launch bar.

CAUTION

1. If launch bar is retracted below max RPM, an ACCEL light

may illumina

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2. Failing to use the catapult grip could result in power settings

less than MRT during the cat stroke.

The catapult director will pass control to the Catapult Officer or Topside Safety Petty Officer,
who will signal engine run-up to MIL/MAX as appropriate. Check the engine instruments (EGT,
rpm, fuel flow) and monitor the central warning system (CWS) indicators and advisory lights.
Observe the cockpit wipeout and verify the full throw of the stick and rudder in all directions.

WARNING

Brakes may inadvertently be applied during a catapult launch,

resulting in a blown tire, even with heels placed on the deck.

5. Launch

When ready for launch, the pilot will crisply give a right-handed salute to the Catapult
Officer/CSPO (at night aircraft external lights are turned on meaning the same as the daytime
hand salute). The catapult officer will make final checks, looking fore and aft, and then touch
the deck. After a delay of approximately one second, the catapult will fire and the aircraft will
accelerate, reaching end speed in about two seconds. If the launch is a “bubble launch,” the
CSPO will return salute. The Catapult Officer will affect the launch after clearing fore and aft.

The edge of the flight deck should pass under the nose at 120 KIAS minimum, or excess end
airspeed, whichever is greater. Refer to the Catapult Launch Minimum Endspeed Chart in
NATOPS Chapter 8. As the aircraft clears the end of the stroke, the pilot will rotate to 10-12
degrees nose up attitude and establish a positive rate of climb. Gear and flaps will be raised in
accordance with NATOPS.

When clearing turns are called for, they are governed by the ship’s policy. Clearing turns will be
made to the right for launches off the bow catapults and to the left for launches off the waist
catapults. During Carrier Qualification (CARQUAL) evolutions, clearing turns will not
normally be required.

6. Departure Procedures

Departure procedures are predicated on case operations.

a. Case I. Case I departures are flown during day VMC conditions (WX 3,000-5 or
better). Once the aircraft clears the catapult and a positive rate of climb is
established, the pilot will execute a clearing turn, climb to 500’ and parallel base
recovery course (BRC). The Case I departure is flown at 500’ and 300 KIAS
paralleling BRC until 7 DME. When directed, or at 7 DME, the aircraft shall climb
VMC on course (Figure 2-1).

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Figure 2-1 Case I Departure

b. Case II. Case II departures are flown when visual conditions are present at the ship,
but a controlled climb is required (WX less than 3000-5, but greater than 1000-5).
Departure Control frequency will be used for the launch. After the clearing turn,
proceed straight ahead at 500 feet and 300 KIAS paralleling BRC. At 7 DME, turn to
intercept the 10 DME arc, maintaining visual conditions until established on the
departure radial (Figure 2-2). The 500-foot altitude restriction is lifted after 7 DME,
if the climb can be continued in VMC. Maintain 300 KIAS until VMC on top. If you
are still IMC passing 18,000 feet, report “Popeye” to receive instructions.

Figure 2-2 Case II Departure

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c. Case III. Case III departures are flown at night and when weather conditions are
IMC (WX below 1000-5), and a controlled climb is required. The aircraft will launch
on Departure Control frequency, with a minimum launch interval of 30 seconds
between aircraft. Following the launch, climb straight ahead at 300 kts, crossing
5 NM at 1500 AGL or above; at 7 NM, turn to intercept the 10 NM arc. Continue
climbing and join the departure radial. The following voice reports and examples are
commonly used during Case III departures:

i. Airborne - “Departure, 405, airborne”

ii. Passing 2,500 feet - “Departure, 405, passing 2.5”

iii. Arcing (turning onto the 10 NM arc) - “Departure, 405, Arcing”

iv. Established outbound (on assigned radial) - “Departure, 405, Established

outbound”

v. Popeye, with altitude - “Departure, 405, Popeye, Angels eighteen”

vi. On top, with altitude - “Departure, 405, On top, Angels twelve”

vii. Kilo (indicates the aircraft is mission-ready) - “Departure, 405, Kilo”

204. ARRIVAL AND RECOVERY

Following the mission, aircraft will proceed back to Mother to arrive at their scheduled cyclic
land time. After checking out on the mission frequency, contact the CSG air defense controller
(Red Crown) with your call sign, position and altitude. Red Crown will pass instructions, and
then hand you off to Strike Control. This hand off should occur prior to entering the 50 NM
Carrier Control Area (CCA). The check in with Strike will be the same as for Red Crown except
you will also include the low fuel state in your flight. If any aircraft in the flight have
maintenance discrepancies (“alibis”), pass them to the Strike controller who will then relay them
to the ready room. Time permitting; Strike will give the current weather, anticipated Case
recovery and any other general information for the recovery.

If flying from the ship to shore, or vice versa, it is important to ensure that the aircraft is setup for
the particulars of that recovery. Go through the ship -to-shore checklist (HAIL-R) to ensure this
is done.

• H: Hook / Heats

• A: Anti-Skid / Altimeter

• I: Instruments

• L: Landing Weight / Lights

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• R: Radios / RADALT

It is easy to see how missing an item on this checklist could result in a real problem; blown tires
on the runway, landing overweight at the ship, or inadvertently taking a trap on the beach.

Once inside the CCA, Strike will hand aircraft off to the Marshal controller. Check in on
Marshal Frequency with call sign, position, altitude and low state. Marshal will assign case
recovery holding instructions (including assigned altitude) and pass the ship’s weather, altimeter
setting, BRC and bingo information. BRC is the ship’s heading during the recovery.

For Case I recoveries, Marshal will clear aircraft to the overhead holding pattern and instruct you
to call “see me” at 10NM from the ship. This call indicates you have visual contact with Mother.

For Case II and III recoveries, Marshal will give holding instructions and an expected approach
time (push time).

Example radio calls:

405 - “Red Crown, 405, Mother’s 250 for 75, Angels 17”

Red Crown - “405, sweet/sweet, contact Strike”

405 - “Strike, 405, Mother’s 250 for 55, Angels 12, State 2.4. No alibis”

Strike - “405, sweet/sweet, Mother is VFR, Case I. Contact Marshal”

405 - “Marshal, 405, 250 for 52, Angels 9, State 2.4”

Marshal - “405, Case I. BRC is 015, Expected Charlie time 22. Report see me”

Or

“405, Case II (or III). BRC is 015. Marshal on the 245 radial at 25 DME,
Angels 10. Expected approach time 22, Approach button 17, altimeter 29.94”

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1. Case I

Case I recoveries are used to the maximum extent possible, provided the weather is better than
3,000/5.

a. Overhead (Port) Holding. After the initial check in with Marshal, proceed directly
to Mother and enter overhead holding at your squadron’s holding altitude. When in
visual contact with Mother, notify Marshal with the “see you” call. Aircraft returning
for Case I recoveries must be established at their respective holding altitudes no later
than 10 NM. Proceed to overhead holding, and enter the pattern tangentially
(Figure 2-3).

Figure 2-3 Case I Port Holding Pattern Entry

The overhead holding pattern is a left-hand pattern, with Point 1 located directly
overhead the carrier. Points 2, 3 and 4 sequentially follow in 90-degree increments
(Figure 2-4). This holding pattern is often referred to as the “stack,” and all aircraft
must remain within 5 NM and no lower than 2,000 feet AGL. While holding, the
flight will remain at max conserve fuel flow unless briefed otherwise.

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CHAPTER TWO FLIGHT PROCEDURES

Figure 2-4 Case I Overhead Holding Pattern

Each squadron has an assigned holding altitude in the stack, beginning at 2,000 feet
AGL. These assigned altitudes are separated vertically by a minimum of 1,000 feet
and are assigned by the CVW SOP. Once established in holding, any altitude
changes within the pattern are accomplished as follows:

i. Climbs: Performed between points 1 and 3.

ii. Descents: Performed between points 3 and 1.

The lowest aircraft in the stack must closely monitor the launch so as to arrive in the
groove at the expected ramp time. When the last aircraft is launching, or when given a
“Signal Charlie” call from Tower, the flight will depart the holding pattern on a
heading of approximately 210 degrees relative to BRC. As altitudes in the stack are

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vacated, aircraft at the next highest altitude will descend to the next lower vacated
altitude.

b. Breaking the Deck. The majority of Case I operations are conducted under Zip Lip
conditions, meaning that radio communications are minimized (unless CQ, low
visibility, or safety of flight). In this situation, the Boss will not make a “99, Charlie”
call on the radio; therefore, it is incumbent on aircraft holding overhead to determine
when to depart holding, fly to the initial and break. The goal is to arrive in the groove
just as the flight deck is made ready for recovery operations (ready deck). This is
called breaking the deck and is a skill that must be mastered in order to maximize the
efficiency of recovery operations.

To effectively break the deck, aircraft in overhead holding will stagger their intervals
to ensure equal spacing from all flights at the same altitude. If there are two total
flights, then they should be 180-degrees apart. Three flights should be 120-degrees
apart. Four flights will be 90-degrees apart. This ensures aircraft are crossing point 1
(Mother) at regular intervals. Each flight will observe the departure operations and
determine whether or not to depart holding for the break at point 3.

c. Break. When departing holding, the flight will descend outside of point 3 to 800 feet
and proceed to the initial 3NM astern of the ship. The flight will continue inbound and
fly just outboard the starboard side of the ship at 800 feet, paralleling BRC. Break
altitude is 800 feet, and all breaks will be level. The break interval is determined by the
last aircraft in the landing pattern. A 15-20 second break interval will correspond to a 40-
60 second landing interval.

No breaks will be performed more than 4 NM ahead of the ship. If you are unable to
break before 4 NM, you will have to depart and reenter the pattern. To accomplish this,
maintain 800 feet until 5 NM, then climb to 1,200 feet and execute a left-hand arc back to
the initial. Tower must be notified of your intentions.

d. Spin Procedures. If the pattern is full (more than six aircraft in the pattern) when the
flight arrives at the fantail, the flight will have to “spin it.” To perform a spin, the
flight will simultaneously climb to 1,200 feet and perform a left-hand turn remaining
within 3 DME. After 270 degrees of turn (aft of abeam), the flight will descend to
800 feet and proceed inbound for the break. Aircraft reentering the break from the
spin pattern have priority in the break. Upwind interval is determined by “first to the
bow,” whether that is break traffic, waveoff, touch-and-go, or bolter. However,
caution must be exercised when reentering the initial so as to avoid conflict with other
aircraft inbound for the break.

e. Carrier Landing Pattern. The carrier landing pattern is nearly identical to the landing
pattern at the field. The biggest difference is that the 180 and Abeam positions are co-
located at the carrier. Additionally, the downwind heading at the ship is the reciprocal of
the BRC vice the landing heading (which will be approximately 10 degrees less than
BRC due to the angled deck).

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CHAPTER TWO FLIGHT PROCEDURES

When established on downwind, individual aircraft will descend to pattern altitude of 600
feet, perform landing checks and closely monitor the abeam distance. The carrier landing
pattern is illustrated in Figure 2-5.

Figure 2-5 Carrier Landing Pattern

f. Touch and Go/Bolter. The procedures for touch and go landings and bolters are
identical. Continue to fly the ball all the way to touchdown. Upon touchdown,
simultaneously advance power to MRT, retract speed brakes, and rotate to optimum
AOA. Maintain wings level and verify a positive rate of climb and maintain optimum
AOA. Once a positive rate of climb is established and your aircraft is abeam the bow,
use a shallow right turn to parallel the BRC. Take interval on any aircraft that

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reaches the bow prior to you, either entering the break or launching off the cat. Climb
to pattern altitude (600 feet) and turn downwind with proper interval.

CAUTION

To avoid interfering with aircraft off the cat or in the break, do not
cross the ship’s bow.

g. Waveoff. Waveoffs are MANDATORY. All waveoffs are made up the angled deck
unless otherwise directed by the LSO or the tower (i.e. “waveoff starboard side”). All
aircraft must comply with waveoff signals, whether they are verbal or solely with the
waveoff lights on the lens. Waveoffs may result from a fouled deck, winds out of
limits, or aircraft not being set up for a safe landing.

To perform a waveoff, simultaneously advance power to MRT, retract speed brakes,

maintain landing attitude (not to exceed optimum AOA), level wings, and climb up
the angled deck. Verify a positive rate of climb and maintain optimum AOA. Once
you have established a positive rate of climb and you are abeam the bow, use a
shallow right turn to parallel the ship’s BRC. Climb to 600 feet and turn downwind
with proper interval.

h. Delta Procedures. If a signal Delta is given by the tower while in the pattern,
maintain pattern altitude and fly the same landing pattern. Fly the pattern on-speed in
the landing configuration with speed brakes retracted (Delta Easy). Delta clean
equals 200 KIAS and altitude as assigned. When cleared from the Delta pattern, the
first aircraft to reach the 180 position resumes the normal approach.

i. Carrier Arrestment. Execute the approach exactly as a touch and go, flying the ball
all the way to touchdown. When the aircraft touches down, advance the power to
MRT and retract the speed brakes. Do not anticipate an arrested landing. Maintain
MRT until the aircraft comes to a complete stop and the yellow shirt located at the 1
to 2 o’clock position signals for power back. The yellow shirt will then signal for
brake release and a pull-back, followed by a stop signal and hook up signal. The pull-
back allows for the wire to clear the hook. If the pilot applies the brakes during the
evolution, the aircraft will tilt back, potentially damaging the tail section. Follow the
yellow shirt’s instructions/commands.

j. Communications. For Case I recoveries, Marshal will provide the case recovery,
current BRC and expected “Charlie” time upon initial check in. Charlie time is the
time at which launch operations are complete and recovery operations begin;
additionally, Marshal will request notification when the carrier is in sight, normally
around 10 NM. Sample communications are as follows:

i. 405 - “Marshal, 405, 250 for 42, Angels 9, State 2.4”

ii. Marshal - “405, Case I. BRC is 015, Report, see me”

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CHAPTER TWO FLIGHT PROCEDURES

iii. 405 - “405, Wilco”

At 10 NM or when visual with the ship:

iv. 405 - “405, See you at 10”

v. Marshal - “405, Switch Tower”

Once switched to Tower frequency, just monitor the frequency. The majority of Case
I operations are conducted “Zip Lip.” This means that radio calls in the pattern are
neither required nor desired. However, in low-visibility situations, the following calls
will be made:

i. Descending out of overhead holding to the initial: “405, commencing”

ii. Initial (3 NM astern): “405, initial”

iii. Entering the spin pattern (when applicable): “405, spinning”

iv. 90 degrees from initial when spinning: “405, spin 90”

v. Departing the landing pattern to re-enter port holding: “405, Departing _____
NM, upwind”
vi. Breaking: “405, breaking at X” where X is the DME

vii. Ball call, when rolling into the groove, and the pilot sees the ball: “405,
Goshawk Ball, 2.2” where 2.2 is the fuel state

viii. Clara when the ball is not visible: “405, Clara”

During Zip Lip operations, the ball call will not be made. The LSO will acknowledge an implied
ball call with a momentary flash of the cut lights (same as a “roger ball” call from the LSO) as
the aircraft rolls into the groove. If the ball is not visible, a “clara” call will be made. At any
time during Zip Lip operations, radio calls will be made for any safety of flight situations.

NOTE

Never transmit on the radio when another aircraft is on the ball,

unless required for safety of flight.

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2. Case II

Case II recoveries will be used when weather conditions are such that a flight may encounter
IMC during the descent to the VFR pattern. The minimum weather requirements are 1,000 feet
ceiling and 5 NM visibility. During Case II recoveries, formation flights are limited to two
aircraft. Formations larger than two aircraft will have to be separated into smaller flights.

During Case II, Case III procedures are used outside 10 NM and Case I procedures are used
inside 10 NM, or after reporting “see you.” This approach will be flown until the ship is in sight,
at which point, the flight will contact tower and proceed inbound as if Case I. If the flight does
not see the ship by 5 NM, the aircraft will be vectored into the bolter/waveoff pattern and
instructions will be given for a Case III recovery.

a. Marshal Holding. If Marshal directs a Case II recovery, the flight will proceed to
Case II/III marshal pattern holding fix. Ideally, the holding fix will be on the 180
radial relative to BRC. Weather and airspace considerations may not allow for this.
Generally, the holding radial will be within 30 degrees of the 180 radial. Aircraft will
hold on the assigned radial at a distance equal to 1 NM for every 1,000 feet of altitude
plus 15. In other words, the distance of the holding fix is determined by adding 15 to
the assigned holding altitude in angels. For example, if instructed to hold on the 220
radial at angels 8, the fix would be determined as follows:

i. Distance = Angels + 15 = 8 +15 = 23

Therefore, hold on the 220 radial at 23 DME at 8,000 feet. Figure 2-6 illustrates the
Case II/III Marshal pattern. The lowest altitude for assignment is 6,000 feet for
turboprop and jet aircraft.

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CHAPTER TWO FLIGHT PROCEDURES

Figure 2-6 Case II/III Marshal Holding

The holding pattern is a six-minute left-hand pattern. Unless otherwise briefed, the
pattern will be flown at max conserve fuel flow or NATOPS holding airspeed. Two-
minute turns and one-minute legs are normally used for the pattern. Aircraft must be
established at assigned holding altitudes by 10 NM from the Marshal “stack.” Aircraft
in the stack will be separated by 1,000 feet vertically.

Strict management of the holding pattern is required to arrive at the fix, at the
assigned approach time (push time). For example, arriving in holding at time 16 with
a push time of 27, one 6-minute pattern and one 5-minute pattern could be used. But
regardless of how the pattern is managed, aircraft must arrive at the holding fix on
airspeed (250 kts) and ready to commence the approach at the Expected Approach
Time (EAT) plus or minus 10 seconds. If unable to do this, notify Marshal so that
timing adjustments to the landing interval can be made.

b. Emergency Marshal Fixes. In the event of an emergency, fixed wing aircraft are
issued an emergency marshal radial 150-degree relative to the expected final bearing
at a distance of 1 mile for every 1,000 feet of altitude plus 15 miles (angels +15). As
with the normal Marshal pattern, the lowest altitude for assignment is 6,000 feet for
turboprop and jet aircraft. The holding sequence is jets, then turboprops. The
emergency holding pattern is a right-hand, 6-minute racetrack patterns.

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c. Approach. Aircraft push times will normally be separated by one minute. Upon
commencing the approach, aircraft will establish a 4,000 feet per minute rate of
descent at 250 KIAS. At 5,000 feet (platform), the rate of descent will be reduced to
2,000 feet per minute. This will be maintained until reaching the level-off altitude of
1,200 feet. Aircraft will proceed inbound at 1,200 feet and report a “see me” when
the ship is in sight. Marshal will switch the flight to Tower frequency for a normal
Case I recovery. If the ship is not in sight by 10 NM, a descent to 800 feet is
authorized. If the ship is still not in sight at 5 NM, notify Marshal for further
instructions and vectors into the bolter/waveoff pattern for an instrument approach.
The Case II approach profile is shown in Figure 2-7.

Figure 2-7 Case II Approach Profile

d. Communications. For Case II recoveries, Marshal will provide the following

information upon check in:

i. Current weather and altimeter

ii. Case recovery

iii. Marshal instructions

iv. Expected final approach button (frequency) if required

v. Expected approach time (EAT)

vi. Expected BRC

vii. Additional information such as divert field, fuel data and bingo information.

Notify Marshal when established in holding. Marshal may periodically update the
weather and BRC. Notify Marshal when the approach is commenced. When the ship
is in sight, aircrew will call “see you” and Marshal will switch them to Tower. To
reduce radio traffic, items of general or collective interest may be transmitted as a
“99” broadcast by Marshal or approach control.

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CHAPTER TWO FLIGHT PROCEDURES

Sample communications are as follows:

i. 405 - “Marshal, 405, 250 for 42, Angels 14, State 2.4”

ii. Marshal - “405, Mother’s weather is 1,500 overcast, visibility 5 miles,

altimeter 29.87. Case II recovery. Marshal on the 160, 22, angels 7. BRC is
015, Expected approach time 22.”

iii. 405 - “405, altimeter 29.87. Marshal on the 160, 22, angels 7. Expected
approach time 22.”

When established in holding:

iv. 405 - “405, established angels 7. State 2.3”

While holding:

v. Marshal - “99, altimeter 29.88. BRC 020”

When beginning the penetration:

vi. 405 - “405 commencing, 29.88, State 2.2”

When visual with the ship:

vii. 405 - “405, see you at 12”

viii. Marshal - “405, switch Tower”

ix. 405 - “405, switching Tower”

Approaching the initial with nobody on the ball:

x. 405 - “Tower, 405 initial”

xi. Tower - “405, roger”

Normal Case I calls will be made in the landing pattern.

3. Case III

The Case III recovery is used for all night operations, as well as during the day when the weather
is below Case II minimums (less than 1,000-3). Case III recoveries are limited to single aircraft
only. Section approaches will be approved only when an aircraft emergency situation exists.
Formation penetrations/approaches by dissimilar aircraft shall not be attempted except in
extreme circumstances when no safer options are available for recovery.

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a. Holding. The Case III marshal holding pattern is identical to Case II. During Case
III recoveries, aircraft will commence from the Marshal stack and fly the CV-1
Approach.

b. Approach. The CV-1 Approach is illustrated in Figure 2-8.

Aircraft push times will normally be separated by one minute. Upon commencing the
approach, aircraft will establish a 4,000 feet per minute rate of descent at 250 KIAS.
If the Marshal radial is not the reciprocal of the final bearing, a correction to final
bearing will be required at 20 DME as follows:

i. A gradual correction shall be made when the final bearing is within 10° of the
reciprocal of the marshal radial.

ii. A 30° correction at 20 DME will be used when the final bearing is greater than
10° from the reciprocal of the marshal radial. If not established on the final
bearing by 12 miles, fly the 12-mile arc until intercepting final bearing.

At 5,000 feet (platform), the rate of descent will be reduced to 2,000 feet per minute.
This will be maintained until reaching the level-off altitude of 1,200 feet. At some
point during the penetration or level off, Marshal will switch the aircrew to the final
approach control frequency and they will check in with altitude. Landing checks will
be initiated at 10 DME, and aircraft will reduce speed to cross 6 DME at 150 kts.
Landing gear should be down no later than 8 DME. At 6 DME, aircraft will slow to
final approach speed. ACLS lock-on will occur sometime between 8 DME and 4
DME. At lock-on, compare the needles with bullseye (ACLS to ICLS) to ensure a
good lock. Approach will ask the crew to “say needles.” The pilot will reply with the
relative position of both the glideslope needle and the azimuth needle, such as “fly up,
fly right” or “fly up, on.” If this concurs with the readout on the approach radar
scope, the controller will direct, “fly the needles.” If there is a disagreement, the
controller will break lock and attempt a new lock. In this case, he will say “fly the
bullseye” (ICLS) until he acquires a new ACLS lock.

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CHAPTER TWO FLIGHT PROCEDURES

Figure 2-8 CV 1 Approach

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FLIGHT PROCEDURES CHANGE 1 CHAPTER TWO

Once a good ACLS lock has been confirmed, the pilot will fly the needles. As a
backup, always perform a self-contained GCA, comparing actual altitude with
calculated altitude as follows:

i. 3 NM 1,200 feet

ii. 2 NM 800 feet

iii. 1 NM 400 feet

iv. 0.5 NM 200 feet

At 3/4-mile, the final controller will instruct aircrew to call the ball. The LSOs will
roger the ball call. Continue to monitor the approach as the pilot transitions from an
inside to outside scan.

Figure 2-9 Self-Contained GCA

c. Bolter/Waveoff Pattern. In the event of a waveoff or bolter, climb to 1,200 feet at

150 kts and raise the gear to save fuel, leaving flaps down. When instructed by
approach, turn downwind. Perform the landing checks on downwind, and notify
approach with fuel state when abeam the ship. Expect a turn back to final 4-8 NM
past abeam for another approach, lowering the landing gear as you start this turn to
final.

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CHAPTER TWO CHANGE 1 FLIGHT PROCEDURES

If no instructions are received by 4 DME upwind, attempt to contact approach. If

unable to contact approach, turn downwind and perform the normal checks. Make
the abeam call, and if contact has not been reestablished with approach by 4 NM
(2 minutes) past abeam, turn final. Intercept the ICLS and fly a normal approach.
Call the ball at 3/4-mile. If this call is not acknowledged, look for the cut lights.

d. Communications. For Case III recoveries, Marshal will provide the following
information upon check in:

i. Current weather and altimeter

ii. Case recovery

iii. Marshal instructions

iv. Expected final approach button (frequency)

v. Expected approach time (EAT)

vi. Expected final bearing

vii. Additional information such as divert field, fuel data and bingo information.

Notify Marshal when established in holding. Marshal may periodically update the
weather and BRC while in holding. Notify Marshal when the approach is
commenced. Marshal will hand aircraft off to the final controller during the
penetration, ideally before reaching platform.

Sample communications are as follows:

i. 405 - “Marshal, 405, 250 for 42, Angels 14, State 2.4”

ii. Marshal - “405, Mother’s weather is 600 overcast, visibility 3 miles, altimeter
29.87. Case III recovery, CV-1 approach. Marshal on the 160, 22, angels 7.
Expected final bearing 015, expected approach time 22. Approach button 18.”

iii. 405 - “405, altimeter 29.87. Marshal on the 160, 22, angels 7. Expected
approach time 22.”

When established in holding:

iv. 405 - “405, established angels 7. State 2.3”

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While holding:

v. Marshal - “99, altimeter 29.88. New final bearing 020”

When beginning the penetration:

vi. 405 - “405 commencing, 29.88, state 2.2”

vii. Marshal - “405, roger”

Handoff to approach:

viii. Marshal - “405, switch Approach, button 18”

ix. 405 - “405 switching button 18

Check in with Approach:

x. 405 - “405 checking in, state 1.5”

xi. Approach - “405, final bearing 017”

At platform:

xii. 405 - “405 platform”

At ACLS lock-on:

xiii. Approach - “405, say needles”

xiv. 405 - “405, fly up, on”

xv. Approach - “405, fly your needles”

At ¾ mile:

xvi. Approach - “405, ¾ mile, call the ball”

xvii. 405 - “405, Goshawk ball, 2.0”

xviii. LSO - “Roger ball”

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CHAPTER TWO CHANGE 1 FLIGHT PROCEDURES

205. EMERGENCIES

1. Aircraft Emergencies

a. Bingo. Bingo is an emergency situation. It means the aircraft is at emergency fuel

level, not minimum fuel.

The fuel state of every aircraft is constantly monitored by Air Ops and Tower. When
the fuel state reaches hold-down, as set by Air Ops, the aircraft will be held on deck
for refueling. If directed to taxi to the catapult with a fuel state at or below hold-
down, make a call to Tower.

b. Computing Bingo Profile (Clean). In a clean configuration, the computation of the

bingo profile will be computed as follows (refer to Figure 2-10):

i. Determine the distance to base.

NOTE

Aircraft will receive information on bearing/distance (pigeons) to

the divert field and bingo fuel state from Marshal on initial check-
in. This information is periodically updated and broadcast over
Marshal and tower frequencies. Always write down bingo and
pigeons information.

ii. Refer to the PCL to determine proper bingo information.

(a). Fuel required

(b). Time required for bingo (total time required from start of climb to landing)

(c). Speed (KIAS) for climb

(d). Cruise altitude

(e). Cruise (KIAS/IMN) speed at cruise altitude

(f). Descent (KIAS) speed

(g). Descent point

Always verify the bingo figures passed by the ship with the bingo fuel chart based on
the distance to the bingo field. Refer to the PCL or NATOPS for current charts.
Example bingo profile computation problem:

i. Determine proper bingo information given the following:

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(a). Aircraft configuration: gear up, flaps up

(b). Zero fuel weight: 10,500 lb.

(c). Drag index: 0

(d). Distance to bingo field: 100 NM

ii. Solution:

(a). DIST TO BASE = 100 NM

(b). FUEL REQD = 712 lb.

(c). CLIMB SPEED = 300 KIAS/.75 IMN

(d). CRUISE ALT = 20,000 feet

(e). CRUISE SPEED = 218 KIAS .48 IMN

(f). DESCENT SPEED = 180 KIAS

(g). DESCENT DIST = 55 NM (from bingo field)

NOTE

Fuel required includes 300 pounds reserve fuel, maximum thrust

climb to indicated altitude, and idle thrust descent to sea level.

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CHAPTER TWO CHANGE 1 FLIGHT PROCEDURES

Figure 2-10 Clean Bingo Chart

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FLIGHT PROCEDURES CHANGE 1 CHAPTER TWO

c. Bingo Flight Procedures (Clean). Upon reaching bingo fuel status, turn to bingo
heading, clean up, accelerate to 300 KIAS, and fly the bingo profile (climb at MRT).
Do not delay performing the turn or climb, but be aware of the ship’s position and
other aircraft in the pattern. Communicate intentions to the ship. Do not delay in
executing a bingo profile while awaiting Tower reply. Squawk 7700 and
communicate to any appropriate controlling agency.

At the descent point, begin idle descent to the bingo field at the descent airspeed.

CAUTION

Always cross-check your wet compass once established on a

bingo.

NOTE

If the Bingo Profile is properly flown, aircraft should arrive

overhead the field with 300-500 lbs. of fuel. This allows enough
fuel to make a turn downwind or a 360-degree turn in the event
you are unable to make a safe approach on the first try. Use good
headwork.

d. Computing Bingo Profile (Dirty). Since bingo profiles are normally flown in a
clean configuration, bingo information calculated from the CV is for a clean bingo;
however, if the aircraft has a gear and/or flap/slat malfunction resulting in a dirty
configuration, the fuel requirements will be higher. Dirty bingo information is
computed in the same manner as clean bingo except that a different chart is used
(Figure 2-11). Refer to the PCL or NATOPS for current charts.

When in a dirty configuration, compute the bingo profile as follows:

i. Determine the distance to base.

ii. Refer to the PCL to determine proper bingo information.

(a). Fuel required

(b). Speed (KIAS) for climb

(c). Cruise altitude

(d). Cruise (KIAS/IMN) speed at cruise altitude

(e). Descent (KIAS) speed

(f). Descent point

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CHAPTER TWO CHANGE 1 FLIGHT PROCEDURES

Example bingo profile computation problem:

iii. Given the following information, determine proper bingo information:

(a). Aircraft configuration: gear down, flaps full

(b). Zero fuel weight: 10,500 lb.

(c). Drag index: 0 to calculate speed

(d). Distance to bingo field: 100 NM

iv. Solution:

(a). DIST TO BASE = 100 NM

(b). FUEL REQD = 1,950 lb.

(c). CLIMB SPEED = 120 KIAS

(d). CRUISE ALT = 15,000 feet

(e). CRUISE SPEED = 118 KIAS/.24 IMN

(f). DESCENT SPEED = 110 KIAS

(g). DESCENT DIST = 15 NM (from bingo field)

NOTE

Fuel required includes 300 pounds reserve fuel, maximum thrust

climb to indicated altitude, and idle thrust descent to sea level.

e. Bingo Flight Procedures (Dirty). Upon reaching bingo fuel status, turn to the bingo
heading. Do not delay performing the turn or climb, but be on the lookout for other
aircraft. Fly the computed bingo profile and climb at MRT. Communicate the same
information as if executing a clean bingo.

f. Blown Tire. The most common reason for a dirty bingo is a blown tire. If a
wingman can visually inspect you and confirm no damage or debris in the flaps, you
can raise the flaps and perform a gear down/flaps up dirty bingo to save fuel.
Procedures for handling a blown tire depend on the situation under which the
malfunction occurs. If the tire blows during a touch and go or after a catapult launch,
aircraft may trap aboard or be directed to divert. If it occurs after an arrestment,
follow the yellow shirt’s signals to taxi or be towed out of the landing area. If
instructed to divert, fly the dirty profile; this will require careful fuel monitoring.

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Figure 2-11 Dirty Bingo Chart

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CHAPTER TWO CHANGE 1 FLIGHT PROCEDURES

Even if well above bingo fuel, still fly the dirty bingo profile (the most fuel efficient
profile). Refer to the PCL or NATOPS for proper field arrestment procedures. Not
following these procedures explicitly may result in a hook skip.

WARNING

Directional control on the runway will be extremely difficult with

one or both main tires blown.

Upon touchdown, with a single blown main tire, the aircraft will begin an immediate
and rapid yaw or swerve into the side of the blown tire; additionally, the aircraft will
establish an Angle of Bank (AOB) of approximately 3-degrees opposite the direction
of yaw (i.e., right yaw, left AOB). During the initial swerve, and subsequent pilot
inputs to correct it, cockpit lateral accelerations (side-to-side) can reach up to 0.5 g;
this can be very uncomfortable. Landing area lateral deviations will vary depending
on how rapidly correct control inputs (rudder inputs opposite the swerve) are applied.

For a shipboard arrested landing attempt, the LSO may elect to adjust the touchdown
point by targeting the 2-wire. The pilot should be prepared for the possibility of a
bolter/hook skip. Should this occur, aggressive and rapid rudder pedal deflection
after touchdown (requiring up to 180-pounds of force within 0.25 seconds) is required
to counter the swerve of a single blown tire to stay within the lateral confines of the
landing area. Once airborne, center the rudder pedals and establish a flyaway
attitude.

g. Cross-Deck Pendant/Hook Point Failure. Immediately determine if the aircraft can

be stopped on the deck. If the aircraft cannot be stopped on the deck, determine if
there is adequate airspeed for flight. If airspeed is not adequate, eject. If airspeed is
adequate, maintain MRT, check speed brakes retracted, and smoothly rotate to
optimum AOA. If the sink rate is not arrested, increase the AOA to 24 units,
maintain wings level, and establish a positive rate of climb.

h. NWS Failure On Flight Deck. The indications of a nose wheel steering failure are
as follows:

i. MSTR ALERT light flashes

ii. Caution tone sounds in headset

iii. NOSE WHEEL STR amber caution light illuminated

iv. NOSE WHEEL STR green advisory light extinguished (if high gain selected)

v. Rudder pedals ineffective for steering

If these indications are present, stop the aircraft. Do not taxi with inoperable NWS.
Inform the tower of NWS failure. Confirm the pilot has pressed the paddle switch to

2-34 FLIGHT PROCEDURES

FLIGHT PROCEDURES CHANGE 1 CHAPTER TWO

disengage NWS and pressed the MSTR ALERT light (to cancel the light and tone).
The deck crew will attach a tow bar. While being towed, follow the flight director’s
signals.

WARNING

Do not reengage NWS or use differential braking while the tow bar
is attached.

i. Brake Failure. The illumination of the HYD 1 PRESS caution light, a low
indication of pressure on the brake pressure gauge, or a decrease or loss of brake
pedal pressure are indications of brake failure. If these indications occur, use high
gain nose wheel steering and available braking to maintain directional control while
stopping. If only one brake fails, use NWS and the functioning brake to stop the
aircraft.

Engage the parking brake if available and drop the arresting hook (to signal deck
personnel that a brake failure has occurred), ensure that the ANTI-SKID switch is in
the OFF position.

Advise the tower of the situation. Move the throttle to OFF only if a collision is
unavoidable because shutting down the engine will lose NWS and any remaining
hydraulic services. Make every effort to keep the aircraft on the flight deck, even if it
means running into the island or another aircraft. If the aircraft is leaving the flight
deck, eject. Once a wheel is off the flight deck (i.e., aircraft is no longer level), the
aircraft may be out of the ejection envelope and ejection is no longer recommended.
The following water egress procedures may be necessary:

i. Pull the Mild Detonating Cord (MDC) firing handle and activate emergency
oxygen. In the event of an underwater egress, it is possible to breathe under
water with the oxygen equipment to a depth of 16 feet.

ii. If possible, evacuate with the survival kit, release the upper Koch fittings, pull
the emergency restraint release (to release leg restraints), evacuate the aircraft
with the seatpack, and inflate the life preserver unit (LPU).

iii. When evacuating without the survival kit, release the upper Koch fittings, pull
the emergency restraint release, release the lower Koch fittings, disconnect
oxygen/communication connectors, and inflate the LPU.

iv. If the cockpit has flooded, the LPU may have inflated due to the water-activated
automatic inflation device. If so, care must be taken during exit to avoid
damage to the LPU.

j. Launch Bar Malfunction (Airborne). A launch bar malfunction is indicated by the

red L BAR warning light accompanied by the warning tone. If these indications
occur, verify that the launch bar switch is in the RETRACT position. If the launch

FLIGHT PROCEDURES 2-35

CHAPTER TWO CHANGE 1 FLIGHT PROCEDURES

bar fails to retract, inform the LSO/tower and refer to the Landing Gear Malfunction-
Landing Guide chart in your PCL. If the launch bar is visually confirmed to be in the
DOWN position, clean up, exit the pattern using standard procedures, and rendezvous
overhead according to tower instructions. Expect to divert and land ashore with the
short-field arresting gear de-rigged.

2. Catapult Malfunctions/Emergencies

If an aircraft emergency occurs while on the catapult, perform catapult suspend procedures:

 Use a head shake as a negative signal and transmit, “Suspend, suspend, suspend.”

 Maintain MRT until the catapult officer steps in front of the aircraft’s wing and gives
the throttle back signal.

CAUTION

Keep both hands down in the cockpit and out of sight so that hand
movements cannot be confused with a salute.

a. Hang Fire (Catapult Malfunction). A catapult hang fire occurs when the catapult
officer has touched the deck, the button has been pushed to launch the aircraft, but the
catapult does not fire. If a hang fire occurs, the catapult officer will give the suspend
signal followed by the hang fire signal. Once the catapult is safe, he will step in front
of the aircraft and give the throttle back signal.

b. Holdback Fitting Failure. Once the aircraft is in tension, a holdback fitting failure
may occur. When a holdback fitting fails, the aircraft will begin rolling forward and
feel like it is on a normal takeoff roll as opposed to a catapult stroke. If this happens,
retard the throttle immediately to IDLE, extend speed brakes and apply maximum
braking. If necessary, use NWS to remain on the deck. The launch bar must be
retracted or the NWS button pressed to activate the NWS.

CAUTION

Failure to perform the above procedures immediately may make it

impossible to keep the aircraft on the flight deck, requiring an
ejection. If unable to eject, pull the MDC handle, activate
emergency oxygen, ride the aircraft into the water, and perform a
water egress.

c. Catapult Malfunction (Cold/Soft Catapult). Immediately determine if the aircraft

can be stopped on the deck. If the aircraft cannot be stopped on the deck, determine
if there is adequate airspeed for flight. If airspeed is not adequate, eject. If airspeed
is adequate, maintain MRT and smoothly rotate aircraft to optimum AOA to stop sink
rate. If the sink rate is not arrested, increase AOA to 24 units. Maintain wings level
and establish a positive rate of climb.

2-36 FLIGHT PROCEDURES

FLIGHT PROCEDURES CHANGE 1 CHAPTER TWO

d. Communication Failure. In the event of a communications failure, always

troubleshoot the system by checking switches and looking for loose connections.

e. Lost Comm Enroute To Ship. Using hand signals, notify the lead of your NORDO
condition and fuel state. The lead will contact Marshal and coordinate a recovery or a
divert.

f. Lost Comm In The Pattern. Fly a normal pattern to the start and call the ball. If no
cut lights are received, wave off the approach and do not descend below 300 ft. Fly
up the angled deck, rocking the wings. When abeam the ship’s bow, turn to parallel
BRC, then climb and maintain 500 feet, and accelerate to 150 KIAS. Continue in the
pattern, turning on interval.

CAUTION

1. When climbing, stay alert for other aircraft. Remain within 5

NM of the ship and do not lose sight of the ship.

2. If bingo fuel state is reached, or an emergency occurs that

requires an immediate landing, proceed to the divert field and
squawk 7700. Cross-check the wet compass and HSI to
ensure that heading is properly aligned. Another aircraft may
join as an escort to the bingo field.

g. Lost Comm On The Flight Deck. Never taxi to a catapult for launch with a known
communication malfunction. Give the communication failure signal to the yellow
shirt (point at ears or mask followed by a thumbs down) and follow the yellow shirt’s
signals to a parking area. Troubleshoot the malfunction when practicable (cycle the
switches and check the mask and helmet connections).

FLIGHT PROCEDURES 2-37

CHAPTER TWO CHANGE 1 FLIGHT PROCEDURES

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2-38 FLIGHT PROCEDURES

 APPENDIX A
GLOSSARY

A100. GLOSSARY OF CV PROCEDURES FOR T-45C

Air Boss: Officer (located in Pri-Fly) in charge of all flight deck and tower operations within
5 nautical miles of the ship

Air Operations Officer: The officer who coordinates all matters pertaining to air operations
including CATCC

Air Plan: Schedule of carrier flight operations published daily but subject to change

Angels: Altitude in thousands of feet. For example, Angels 1.5 = 1,500 feet

Axial Winds: Winds down the longitudinal axis of the ship created by the ship’s forward
movement. This causes a right-to-left crosswind across the angled deck.

Ball: See “Meatball.”

Bingo: Refers to the minimum fuel state required to divert safely to the nearest suitable field.
Bingo is an emergency situation.

Bingo Fuel: Aircraft fuel state in sufficient quantity necessary to fly to the bingo field with X
lbs. remaining; depending on aircraft type.

Bolter: A touchdown on the carrier in which the arresting hook does not engage the arresting
wires

BRC: Base recovery course, which is the ship’s magnetic course

Breaking the Deck: First aircraft to land for each cycle

Buster: Proceed at maximum airspeed, generally for an immediate Charlie

Carrier Air Traffic Control Center (CATCC): The centralized department responsible for the
status-keeping of all carrier air operations and control of all airborne aircraft involved in launch
and recovery

Carrier Control Zone (CCZ): The airspace within a circular limit defined by a 5 mile radius
around the ship surface up to and including 2,500 feet under the cognizance of the Air Boss
during VFR conditions

GLOSSARY A-1
APPENDIX A GLOSSARY

Case I: Refers to departure/recovery procedures and landing patterns conducted in VMC

conditions when 3,000/5 or greater exist (3,000-foot ceiling and 5-NM visibility within the carrier
control zone). Case I recoveries will marshal overhead the ship and enter the pattern via the
break.

Case II: Weather less than 3,000/5 but greater than 1,000/5 exist at the ship. Case II recovery is
a controlled IMC descent to the break and the VFR pattern. It is used when a VFR penetration
cannot be made. The approach may be via radar vectors or a TACAN or ADF approach. In no
case will more than a section of two aircraft execute a Case II recovery. Case II departure is a
procedure used to climb through IFR conditions to VMC.

Case III: Used for weather less than 1,000/5, or at night.

CCA: Carrier-controlled approach similar to a GCA

Charlie: Refers to the time the first aircraft is expected at the ramp. A “Charlie” or “Charlie on
arrival” call is a directive to enter the pattern now. “Charlie five” means be at the ramp in five
minutes.

Cherubs: Altitude in hundreds of feet. For example, Cherubs 3 = 300 feet (Normally used for
helicopters).

Chicks: Wingmen in a flight

Clara: Meatball is not in sight

Clearing Turn: Associated with a Case I or II departure. Immediately after launch, aircraft
from bow cats initiate a right turn then a turn to parallel the BRC. Aircraft launched from the
waist cats initiate a left turn then a turn to parallel the BRC. The purpose of these turns is to
provide aircraft lateral separation on multiple launches from the carrier.

C.Q.: Carrier qualification

Cross-Deck Pendant (CDP): Arresting gear wire

Cut Lights: Green lights mounted horizontally and centered above the IFLOLS lens box
(controlled by the LSO). Utilized during Zip Lip and EMCON conditions instead of UHF to give
pilots clearance to land, i.e., “Roger Ball.” Subsequent cut lights mean “power.” Also, used in
conjunction with waveoff lights to signal bingo.

Datum Lights: Green reference lights mounted horizontally on the IFLOLS, seen on each side
of the centered cell

Delta: Enter holding pattern as directed or continue to hold

A-2 GLOSSARY
GLOSSARY APPENDIX A

Delta Clean: Signal for aircraft in the pattern to raise gear and flaps/slats and hold as directed

Delta Easy: Signal for aircraft to remain at pattern altitude with gear and flaps/slats down and
speed brakes retracted

Departure Reference Radial (DRR): Preassigned radial usually passed during the brief or as
standing SOP

Divert: An order for an aircraft to proceed and land at the field specified. This is a non-
emergency situation.

Emergency Expected Approach Time (EEAT): The future time, assigned prior to launch, at
which time an aircraft is cleared to depart inbound or penetrate from a pre-assigned fix under lost
communications conditions

Emergency Marshal: A marshal established by CATCC and given to each pilot prior to launch
with and altitude and EEAT. The emergency marshal radial will have a minimum of 30 degrees
of separation from the primary marshal radial.

Emission Control Procedures (EMCON): Electronic emission control procedures are in effect
at the ship to avoid detection. All radio, radar, and navigation equipment transmissions are
eliminated except as required for safety of flight.

Expected Approach Time (EAT): The future time at which an aircraft is cleared to depart
inbound or penetrate from a pre-assigned fix. Aircraft depart and commence approach at
assigned time if no further instructions are received.

Father: Code name for the ship’s TACAN

Feet Wet or Feet Dry: Aircraft crossing the coastline enroute to or returning from the ship

Field Carrier Landing Practice (FCLP): LSO-graded landings conducted at the field prior to
any carrier evolution

Final Bearing (FB): The magnetic bearing assigned by CATCC for final approach (an
extension of the landing area centerline); usually BRC minus the landing area angle of 10°.

Foul Deck: Landing area is not free of all obstructions or the flight deck is not ready to recover
aircraft.

Foul Line (ship only): A line painted on both sides of the landing area to define the minimum
area that must be free of obstructions in order to consider the deck clear

Fuel Ladder: A quick snapshot reference of total fuel breakdown and airborne time remaining
used in the formulation of fuel requirement decision making

GLOSSARY A-3
APPENDIX A GLOSSARY

Gadget: Radar

Hangar Deck: Area below the flight deck used to store and repair aircraft

Hawk: Term used for a lead safe. (Hawking chicks)

Holdback: Metal fitting designed to break or release at a preset level of force during a catapult
stroke

Hold-Down: Fuel state at which an aircraft will be refueled on deck prior to launch

Hook to Eye: The vertical distance measured between the pilot’s eye and the aircraft’s hook

Hook to Ramp: The clearance distance between the aircraft’s hook point and the flight deck as
it crosses the ramp

Hot Refueling: Aircraft receives fuel with engine turning

Hot Seat: The replacement of one pilot by another pilot while the engine is turning

Improved Fresnel Lens Optical Landing System (IFLOLS): Pilot’s landing aid, i.e., meatball

Interval: The time between you and the aircraft you are to follow

In the Middle Position: A distance on the groove that is between the “start” and the “in close”
position. The middle-third of the groove.

Jet Blast Deflector (JBD): Hydraulically lifted deck plate mounted behind each catapult

Kilo Report: An aircrew coded report indicating aircraft mission readiness

Landing Signals Officer (LSO). Controls all fixed-wing aircraft off the 180 to touchdown
during carrier and FCLP landings

Launch Bar: Metal arm attached to the nose gear and used to launch the aircraft

Mark your Father: State bearing and distance from ship

Marshal:

1. Holding pattern during Case I, II, and III recoveries

2. The term used for the ship’s radar controller

Meatball: Light projected by source lens on the IFLOLS

A-4 GLOSSARY
GLOSSARY APPENDIX A

Mirror: Landing aid used prior to the development of the Fresnel lens

Mother: Code name used to signify the carrier

Ninety-nine Aircraft: A collective call to all aircraft in the launch or recovery

On the Ball: LSO call stating hold your transmission until aircraft in the groove has landed

Overhead Time: The scheduled time a flight of aircraft is expected overhead the ship for
pattern entry

Paddles: The call sign for the LSO

Parrot: IFF

Pigeons: The magnetic bearing and distance to the divert field named

Pilot Landing Assistance Television (PLAT): Video camera system used to record carrier
operations

PIM: Position of intended movement

Plane Guard: SAR helicopter or ship assigned during aircraft launch and recovery, usually
located in starboard Delta for a helicopter, three miles astern for a ship

Platform: A reporting point in the ship’s TACAN approach (normally at 20 NM from the ship at
5,000 feet) at which the rate of descent is decreased to 2,000 feet per minute

Pogo: Return to previous frequency if unable to establish communications on frequency

assigned

Popeye: Code word used to signify that aircraft is operating IMC

Pri-Fly: Tower location where the Air Boss oversees the pattern and flight deck operations

Primary Marshal Radial: The radial assigned by Marshal that is used as the primary if there is
a requirement for more than one Marshal stack/radial (geopolitical constraints or additional battle
groups operating in the same area)

Pull Back: Action following arrestment whereby the wire is partially retracted to allow the pilot
to raise the tailhook

Push Back: Action taken anytime the aircraft needs to be moved back by deck personnel

Ramp: The aft end of the flight deck.

GLOSSARY A-5
APPENDIX A GLOSSARY

Ramp Time (Ready Deck): Anticipated time specified by the Air Boss that the flight deck will
be ready to recover aircraft. Time the first aircraft in Case III recovery is expected to be at ramp.

Red Crown: Air Defense Unit generally located on a Destroyer (DDG) or CG that protects the
battle group airspace, and verifies IFF checks

Roger Ball: The call made by the LSO that indicates you are cleared to land and the LSO has
positive control (call made less than a mile prior to landing)

Roll Angle: Movement of the lens about the roll axis (set for each type of aircraft) to maintain a
constant targeted hook touchdown point

Round Down: The aft end of the landing area that is curved downward

RTB: Signal to return to base

See You: Communication used to indicate that flight lead has the ship in sight

Shuttle: The portion of the catapult that attaches to the launch bar during catapult launches

Spin: A delaying circle at 1200’, performed at the bow when the pattern is too full to allow all
members of the flight to break by 4 NM.

Starboard Delta: Holding pattern used by the helicopters and COD aircraft flown on the
starboard side of the ship and using right-hand turns at 500 feet

Start: The first-third of the groove length

Steer: A heading to an airfield for normal divert from the ship when not in bingo profile. When
directed, proceed to the field named.

Strangle Your Parrot: Turn off your IFF.

Suspend: Stop the catapult launch sequence.

Sweet Lock: Positive TACAN lock-on

Tension: The portion of the catapult launch sequence when the shuttle is hydraulically moved
forward to remove slack

Tiedown: Chocks and chains used to secure aircraft on the flight deck

Trick or Treat: Aircraft in pattern that has enough fuel for one more approach. If the aircraft
does not trap, it will have to bingo or in-flight refuel (if able).

Zip Lip: Condition in which radio communications are minimized

A-6 GLOSSARY
 APPENDIX B
FLIGHT DECK SIGNALS

Figure B-1 Flight Deck Signals 1

FLIGHT DECK SIGNALS B-1

APPENDIX B FLIGHT DECK SIGNALS

Figure B-2 Flight Deck Signals 2

B-2 FLIGHT DECK SIGNALS

FLIGHT DECK SIGNALS APPENDIX B

Figure B-3 Flight Deck Signals 3

FLIGHT DECK SIGNALS B-3

APPENDIX B FLIGHT DECK SIGNALS

Figure B-4 Flight Deck Signals 4

B-4 FLIGHT DECK SIGNALS

FLIGHT DECK SIGNALS APPENDIX B

Figure B-5 Flight Deck Signals 5

FLIGHT DECK SIGNALS B-5

APPENDIX B FLIGHT DECK SIGNALS

Figure B-6 Flight Deck Signals 6

B-6 FLIGHT DECK SIGNALS

FLIGHT DECK SIGNALS APPENDIX B

Figure B-7 Flight Deck Signals 7

FLIGHT DECK SIGNALS B-7

APPENDIX B FLIGHT DECK SIGNALS

Figure B-8 Flight Deck Signals 8

B-8 FLIGHT DECK SIGNALS

FLIGHT DECK SIGNALS APPENDIX B

Figure B-9 Flight Deck Signals 9

FLIGHT DECK SIGNALS B-9

APPENDIX B FLIGHT DECK SIGNALS

Figure B-10 Flight Deck Signals 10

B-10 FLIGHT DECK SIGNALS

FLIGHT DECK SIGNALS APPENDIX B

Figure B-11 Flight Deck Signals 11

FLIGHT DECK SIGNALS B-11

APPENDIX B FLIGHT DECK SIGNALS

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B-12 FLIGHT DECK SIGNALS

 APPENDIX C
LSO RADIO CALLS

Figure C-1 LSO Radio Calls 1

LSO RADIO CALLS C-1

APPENDIX C LSO RADIO CALLS

Figure C-2 LSO Radio Calls 2

C-2 LSO RADIO CALLS

LSO RADIO CALLS APPENDIX C

Figure C-3 LSO Radio Calls 3

LSO RADIO CALLS C-3

APPENDIX C LSO RADIO CALLS

Figure C-4 LSO Radio Calls 4

C-4 LSO RADIO CALLS