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Military reference books and manuals (2009-2023, Volume 2) - page 6

*ATP 3-28.1 (FM 3-28.1)

MCWP 3-36.2

NTTP 3-57.2

AFTTP 3-2.67

11 February 2013

By Order of the Secretary of the Army:

Official:

RAYMOND T. ODIERNO

General, United States Army

Chief of Staff

JOYCE E. MORROW

Administrative Assistant to the

Secretary of the Army

1216701

DISTRIBUTION:

Active Army, Army National Guard, and United States Army Reserve: To be distributed

in accordance with the initial distribution number (IDN) 116028, requirements for ATP

3-28.1.

By Order of the Secretary of the Air Force:

THOMAS K. ANDERSEN

Major General, US Air Force

Commander

Curtis E. LeMay Center for Doctrine

Development and Education

ACCESSIBILITY: Publications and forms are available on the e-Publishing web site

at www.e-publishing .af.mil for downloading or ordering.

RELEASABILITY: Approved for public release.

* Supersedes FM 3-28.1/NTTP 3-57.2/AFTTP(I) 3-2.67, 3 December 2007.

THE LANDING

SIGNAL OFFICER

NAVAIR 00-80T-104

THE LSO

WORKSTATION

NATOPS

NORMAL

PROCEDURES

LANDING SIGNAL

OFFICER MANUAL

EMERGENCY

PROCEDURES

EXTREME WEATHER

CONDITION OPERATIONS

THIS PUBLICATION SUPERSEDES NAVAIR 00-80T-104 DATED

COMMUNICATIONS

1 MAY 2007.

NATOPS EVAL, PILOT

PERFORMANCE RECS,

A/C MISHAP STATEMENTS

DISTRIBUTION STATEMENT C — Distribution authorized to U.S. Government

Agencies and their contractors to protect publications required for official use or for

administrative or operational purposes only, effective (01 May 2009). Other requests

for the document shall be referred to COMNAVAIRSYSCOM, ATTN: NATOPS

Officer, Code

4.0P,

22244 Cedar Point Rd, BLDG 460, Patuxent River, MD

20670−1163

DESTRUCTION NOTICE — For unclassified, limited documents, destroy by any

method that will prevent disclosure of contents or reconstruction of the document.

ISSUED BY AUTHORITY OF THE CHIEF OF NAVAL OPERATIONS AND

UNDER THE DIRECTION OF THE COMMANDER,

NAVAL AIR SYSTEMS COMMAND.

INDEX

0800LP1097834

1 (Reverse Blank)

1 MAY 2009

NAVAIR 00-80T-104

DEPARTMENT OF THE NAVY

NAVAL AIR SYSTEMS COMMAND

RADM WILLIAM A. MOFFETT BUILDING

47123 BUSE ROAD, BLDG 2272

PATUXENT RIVER, MD 20670-1547

1 May 2009

LETTER OF PROMULGATION

1. The Naval Air Training and Operating Procedures Standardization (NATOPS) Program is a

positive approach toward improving combat readiness and achieving a substantial reduction in the

aircraft mishap rate. Standardization, based on professional knowledge and experience, provides the

basis for development of an efficient and sound operational procedure. The standardization program

is not planned to stifle individual initiative, but rather to aid the Commanding Officer in increasing

the unit’s combat potential without reducing command prestige or responsibility.

2. This manual standardizes ground and flight procedures but does not include tactical doctrine.

Compliance with the stipulated manual requirements and procedures is mandatory except as

authorized herein. In order to remain effective, NATOPS must be dynamic and stimulate rather than

suppress individual thinking. Since aviation is a continuing, progressive profession, it is both

desirable and necessary that new ideas and new techniques be expeditiously evaluated and

incorporated if proven to be sound. To this end, Commanding Officers of aviation units are

authorized to modify procedures contained herein, in accordance with the waiver provisions

established by OPNAV Instruction 3710.7, for the purpose of assessing new ideas prior to initiating

recommendations for permanent changes. This manual is prepared and kept current by the users in

order to achieve maximum readiness and safety in the most efficient and economical manner. Should

conflict exist between the training and operating procedures found in this manual and those found

in other publications, this manual will govern.

3. Checklists and other pertinent extracts from this publication necessary to normal operations and

training should be made and carried for use in naval aircraft.

4. Per NAVAIRINST 13034.1 series, this flight clearance product provides NAVAIR airworthiness

certification subsequent to design engineering review. It does not authorize aircraft system modifica-

tion, nor does it satisfy NAVAIR requirements for configuration management. Refer to

OPNAVINST 4790.2 series for policy guidance on configuration management and modification au-

thority.

D. E. GADDIS

Rear Admiral, United States Navy

By direction of

Commander, Naval Air Systems Command

3/(4 blank)

ORIGINAL

NAVAIR 00-80T-104

INTERIM CHANGE SUMMARY

The following Interim Changes have been cancelled or previously incorporated into this manual.

INTERIM

CHANGE

NUMBER(S)

REMARKS/PURPOSE

1 thru 12

Previously incorporated.

The following Interim Changes have been incorporated into this Change/Revision.

INTERIM

CHANGE

NUMBER(S)

REMARKS/PURPOSE

13

Transition Qualification Limitations

Interim Changes Outstanding — To be maintained by the custodian of this manual.

INTERIM

CHANGE

ORIGINATOR/DATE

PAGES

NUMBER

(or DATE/TIME GROUP)

AFFECTED

REMARKS/PURPOSE

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ORIGINAL

NAVAIR 00-80T-104

RECORD OF CHANGES

Change No. and

Date of

Page Count Verified by

Date of Change

Entry

(Signature)

7/(8 blank)

ORIGINAL

NAVAIR 00-80T-104

LIST OF EFFECTIVE PAGES

Effective Pages

Page Numbers

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ORIGINAL

NAVAIR 00-80T-104

SPECIAL TERMINOLOGY IN NATOPS PUBLICATIONS

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

Warnings, Cautions, and Notes

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

An operating procedure, practice, or condition, etc., that may result in

injury or death, if not carefully observed or followed.

CAUTION

An operating procedure, practice, or condition, etc., that may result in

damage to equipment if not carefully observed or followed.

Note

An operating procedure, practice, or condition, etc., that is essential to

emphasize.

Requirement for compliance.

1.

“Shall” is used only when application of a procedure is mandatory.

2.

“Should” is used only when application of a procedure is recommended.

3.

“May” and “need not” are used only when application of a procedure is optional.

4.

“Will” is used only to indicate futurity, and never to indicate any degree of requirement for applicability of a

procedure.

Requirement for landing aircraft.

1. Land immediately is self-explanatory. (Applicable to helicopters and other VTOL aircraft.)

2. Land as soon as possible means land at the first landing site at which a safe landing may be made.

3. Land as soon as practical means extended flight is not recommended. The landing and duration of flight is at

the discretion of the pilot in command.

ORIGINAL

24

NAVAIR 00-80T-104

1.8

LSO SENIORITY

LSO seniority will be determined by level of LSO designation, with LSO School OIC, TYCOM LSOs, and CNATRA

LSO being the highest level of designation, followed by staff LSO, Training LSO, Wing LSO, and Squadron LSO

in that order. In FRS and training command squadrons only, the training LSO designation shall be used to determine

LSO seniority, regardless of squadron or wing designation. In situations involving two or more individuals with the

same level of designation, seniority of designation date will determine LSO seniority unless modified by the

COMNAVAIRFOR, Air Wing Commander, or Commanding Officer.

All LSOs within the air wing are operationally subordinate to the air wing staff LSO.

1.9

ASSIGNMENT

The type commander LSO shall act as coordinator in all matters concerning the readiness, training, qualification, and

assignment of LSOs under their cognizance. The type commander LSO billet shall be filled by a current staff qualified

LSO with a minimum of 90 days embarked as a staff LSO. Marine air wing staff LSO billets should be filled by

experienced and current wing designated LSOs.

The Officer in Charge LSO School billet shall be filled by a current staff qualified LSO with a minimum of 90 days

embarked as a staff LSO.

The numbers contained in Figure 1-1 are the recommended minimum LSO requirements. However, it should be

recognized that practical maximums also exist because of variable operating tempos and corresponding training

opportunities. Nomination of LSO trainees in excess of those indicated could result in reducing the overall experience

level of LSOs in the future. Staff LSOs shall coordinate and limit the total number of LSOs per air wing in order to

provide adequate training opportunities at the operational level.

1.10

FLIGHT DECK HAZARDOUS DUTY INCENTIVE PAY (FDHDIP)

Per CNAL 220935ZAPR99, LSOs are authorized to exceed the quotas listed in OPNAVINST 7220.4 to compensate

individuals who are under instruction. All LSOs are considered to be “under instruction” until they become CVW

staff qualified LSOs. LSOs that meet the requirements as set forth in OPNAVINST 7220.4 are entitled to FDHDIP,

at no penalty to the command’s other quotas.

1.11

TRAINING REQUIREMENTS

See Chapter 2 for LSO training requirements. See Chapters 5 and 6 for pilot training requirements.

1.12

WAIVERS

Waivers to the requirements imposed by this manual must be approved in accordance with OPNAVINST 3710.7.

ORIGINAL

1-6

NAVAIR 00-80T-104

STAFF

QUALIFIED

IN TRAINING

TOTAL

TYCOM

1

—

1

LSO SCHOOL

4

—

4

CVW

3

—

3

TRAWING

1

—

1

MAW

1

—

1

CNATRA

2

—

2

OPERATIONAL SQUADRONS

QUALIFIED

IN TRAINING

TOTAL

VS/VAW/VFA

2

2

4

VAQ

2

1

3

VMAQ/VMFA/VMFA (AW)

1

1

2

VMFA (CV DEPLOYED)

2

2

4

VRC

1

1

2

VX (AS APPROPRIATE)

1

—

1

DETACHMENTS (CV DEPLOYED)

QUALIFIED

IN TRAINING

TOTAL

VMAQ/VRC

1

1

2

REPLACEMENT SQUADRONS

QUALIFIED

IN TRAINING

TOTAL

VFA

6

—

6

VMFAT

6

—

6

VAW

6

—

6

VAQ

5

—

5

VT*

6

—

6

*VT LSOs shall not be assigned more than 8 students per carrier detachment.

Note

The above numbers represent minimum recommended LSO minimum manning

levels.

Operational

squadrons will normally exceed these minimums to maintain a quality LSO training program.

Figure 1-1. Recommended LSO Minimum Manning Levels

1-7/(1-8 blank)

ORIGINAL

NAVAIR 00-80T-104

2.2.3 Shipboard Training

Shipboard training pursuant to squadron, wing, or training LSO qualification shall be conducted under the supervision

of a training or staff LSO. A designated staff LSO shall supervise the progress of a prospective staff LSO until the

candidate has attained sufficient proficiency in controlling all assigned air wing aircraft for staff designation. In all

cases, it is the responsibility of the senior designated LSO to evaluate the capabilities and progress of the LSO under

training and report the same in accordance with Part VII, Chapter 10 of this manual.

2.2.4 Aircraft Crosstype Training

Each operational air wing should have staff LSO’s with practical experience in each fixed wing aircraft in that air

wing. As operational requirements dictate, designated staff and squadron LSO’s should receive flight indoctrination

in at least on additional type of aircraft assigned to is respective air wing. LSO cross-training is designed to improve

LSO understanding of aircraft handling and performance characteristics primarily in the approach and landing

phases. LSO exposure to the flight characteristics of aircraft other than his own has a positive effect on overall LSO

expertise.

2.3

REQUIREMENTS FOR LSO DESIGNATION

The requirements for LSO qualification and designation are discussed in Part VII, Chapter 10 (NATOPS Evaluation)

of this manual.

2.4

LSO CURRENCY REQUIREMENTS

The following criteria apply to qualified LSOs and are established to ensure minimum LSO proficiency for safe

recovery operations:

LSO CURRENCY REQUIREMENTS

PERIOD SINCE

REQUIRED ACTION PRIOR TO ACTING AS CONTROLLING OR BACKUP LSO FOR

ACTING AS

CV RECOVERY OPERATIONS

CONTROLLING LSO

FOR CV RECOVERY

OPERATIONS

Up to 12 months

Discretion of senior LSO

Over 12 months

1. Control 80 field carrier landing practice (FCLP) landings or observe 30 CV

landings; and

2. Control 20 CV landings under supervision of senior LSO. Senior LSO must be

current to supervise currency training.

2.5

FACTORS AFFECTING LSO READINESS

1. The duties of the LSO require the same levels of mental alertness that are required of a naval aviator in actual

control of aircraft. The LSO shall be a physically qualified (or waivered) designated naval aviator with a current

Aeromedical Clearance Notice (up-chit, NAVMED 6410/2). Additionally, LSOs shall remain in full

compliance with OPNAVINST 3710.7 series, paragraph

8.3.1, concerning personnel readiness and

qualifications. There will be occasions when the LSO is physically fit for LSO duties but not for actual flight

(e.g., sprained wrist). This requires an Aeromedical Clearance Notice for LSO Duties Only.

2. LSOs shall maintain flight proficiency in the carrier landing environment. Staff LSOs are the senior air wing

subject matter experts in the fixed-wing recovery environment and therefore must fly with the air wing to be

credible evaluators as well as to have first-hand knowledge of the conditions air wing pilots face during

recovery operations. Consequently, staff LSO billets should be fully afforded adequate flight hours for

proficiency.

ORIGINAL

2-2

NAVAIR 00-80T-104

Figure 3-1. FLOLS Vertical Field Angle

3-3

ORIGINAL

NAVAIR 00-80T-104

DISTANCE

VERTICAL

VERTICAL

VERTICAL

VERTICAL

VERTICAL

FROM

BEAM HEIGHT

BEAM HEIGHT

BEAM HEIGHT

BEAM HEIGHT

BEAM HEIGHT

TOUCHDOWN

OF ALL 5

OF A SINGLE

OF ALL 12

OF AN IFLOLS

OF AN IFLOLS

FLOLS CELLS

FLOLS CELL

IFLOLS

YELLOW

RED LOW

(FT)

(FT)

CELLS (FT)

SOURCE

CELL (FT)

CELL (FT)

1 of 2

1 of 10

TOUCHDOWN

11.8

2.4

13.6

1.1

1.4

RAMP (230 FT)

18.6

3.7

20.4

1.6

2.2

1/4 nm

56.8

11.3

58.6

4.5

6.7

1/2 nm

101.8

20.4

103.6

8.0

12.0

3/4 nm

146.9

29.4

148.7

11.4

17.3

1 nm

192.1

38.4

193.9

14.9

22.6

2 nm

372.5

74.5

374.3

28.7

43.8

Figure 3-2. FLOLS Vertical Field Angle Table

3.3.3.3 MK 14 System Set-up

The MK 14 has precision bubble levels installed on it for easier set-up. These bubble levels are mounted on the back

of the source light box (Unit 1) and located just above jack 3, see Figure 3-4. One bubble is for roll and two for pitch.

There is a 3.0° pitch bubble and a 3.25° pitch bubble. Typically the IFLOLS sites have concrete pads, which the MK

14 sits on, and the five jack locations are marked on the pad. The MK 14 is moved onto the pad and jacks 1, 2 and

3 are used to level the trailer in pitch and roll. Each site has specific jack heights that are used for preliminary leveling.

Final leveling is then accomplished using the bubble levels. Jacks 4 and 5 are then lowered to help stabilize the trailer.

Final verification is accomplished with a pole check using a mirrored pole.

3.3.4 MOVLAS

The Mk 2 Mod 2 land-based MOVLAS is compatible with the Mk 8 FLOLS, or may be used independently. Refer

to the shipboard MOVLAS discussion in Chapter 4 for further information concerning the MOVLAS system.

3.3.5 Operation and Checks of Shore-Based Visual Landing Aids

The following discussion provides pertinent information regarding the operation and preoperational checks for

shore-based visual landing aids.

3.3.5.1 Pole Check

All land-based optical systems are checked for basic angle at a point 150 feet in front of the unit using a telescoping

mirror. The exact height of the mirror assembly shall be calculated using site survey data as described in the applicable

system operational manual.

3.3.5.2 Intensities

When setting intensities of the lens, excessive intensity of the lights causes light spillage, interference with pilot’s

vision, reflection of light into the background, and an afterglow. The reflection of light into the background hampers

proper identification of the meatball by the pilot on approach and may cause mistaken identification of light reflection

for a nonexistent meatball. The afterglow may impede the pilot’s vision in the final stages of approach, prevent him

from recognizing a waveoff, and cause the loss of the glidepath. Light brightness settings must always be maintained

near the minimum required intensity to compensate for ambient light and weather conditions. The brightness settings

are determined by the position of the lens with respect to the sun and by the decision of the LSO.

3-5

ORIGINAL

NAVAIR 00-80T-104

Figure 3-3. Moving the MK 14

J-3

J-5

J-4

J-2

J-1

Figure 3-4. MK 14 System Set-up

ORIGINAL

3-6

NAVAIR 00-80T-104

Figure 4-1. IFLOLS Vertical Coverage

4-3

ORIGINAL

NAVAIR 00-80T-104

Figure 4-2 helps illustrate vertical field angle and also shows why pilot glideslope corrections must become smaller

as the aircraft approaches the touchdown point.

Couple the conditions of Figure 4-2 with too bright a lens setting which significantly reduces ball definition the closer

the aircraft approaches the lens and the result is unperceived glideslope deviations. Also, minor visual acuity

problems (pilot, weather, salt on lens, etc.) also can contribute to glideslope deviations.

Total azimuth coverage of ± 20_ from centerline is provided (Figure 4-3).

4.2.1.2 Stabilized Optic Table

The Stabilized Optics Tables (SOTs) carry primary and backup source lamps, a lamp change mechanism, a fiber optic

block, and a lamp changer/driver Printed Wiring Assembly (PWA).

4.2.2 General Operating Intensities

After boot up of IFLOLS the light intensities for the source, low cell and datum are set to zero. Adjust these settings

along with the waveoff and cut prior to operations. Maximum recommended intensity settings during daylight are

near 13.0, and are usually required at low sun angles. Night settings normally range near 5.0.

Intensity in the low (red) cell is adjusted independently. It may also be flashed at a 45 times-per-minute rate. The low

cell flash touch “button” is located on the lighting screen on the flat panel display assembly in both the lens room and

pri-fly locations.

4.2.3 System Condition Indicators

System condition messages are located on the flat panel display assemblies (in lens room, pri-fly and LSO control

station). At the LSO station, messages are contained on the 4^th and 5^th lines of the Main screen, and in the system status

bar on the lighting screen.

The LSO platform flat panel display assembly also contains a power-on and GO/NO GO system indicator.

VERTICAL BEAM

VERTICAL BEAM

VERTICAL BEAM

DISTANCE FROM

HEIGHT OF ALL 12

HEIGHT OF A YELLOW

HEIGHT OF A RED

TOUCHDOWN

CELLS (FT)

SOURCE CELL (FT)

LOW CELL (FT)

TOUCHDOWN

13.6

1.1

1.4

RAMP (230 FT)

20.4

1.6

2.2

1/4 nm

58.6

4.5

6.7

1/2 nm

103.6

8.0

12.0

3/4 nm

148.7

11.4

17.3

1 nm

193.9

14.9

22.6

2 nm

374.3

28.7

43.8

Figure 4-2. IFLOLS Vertical Field Angle Table

ORIGINAL

4-4

NAVAIR 00-80T-104

Figure 4-3. IFLOLS Azimuthal Range and Angle

4.2.4 Datum, Waveoff, and Cut Lights

Five fixed datum lights (green) and five conditional datum lights (green) are mounted horizontally on each side of

the IFLOLS indicator display assembly (Unit 1). The fixed datums are continuously illuminated, while the

conditional datums are extinguished when the waveoff lights are actuated. (Figure 4-11)

Three waveoff lights (red) and three emergency waveoff lights (red) are mounted vertically on each side of the

IFLOLS indicator display assembly (Unit 1). When a waveoff is initiated, the waveoff lights first flash at full intensity,

then dim to the preset brightness. The emergency waveoff lights are on a separate circuit and act as a backup system

to the normal waveoff lights.

Four horizontal cut lights (green), two on each side, are located above the datum lights and alongside Unit 1. The cut

lights are illuminated by means of a pushbutton on top of the LSO pickle switch, and also by a pushbutton on the LSO

flat panel display assembly. The cut lights remain illuminated as long as the pushbutton is depressed; once released,

the cut lights extinguish.

4.2.5 Stabilization Modes

The position of the SOT assemblies for any given ship’s pitch, roll and heave is calculated from a series of stabilization

equations in the stabilization software. The result is a stabilized glideslope with respect to the horizon under moving

deck conditions. The following modes of IFLOLS stabilization are employed.

4.2.5.1 Inertial Mode Of Stabilization

The Primary mode of operation for the IFLOLS. This Mode is line stabilization with additional correction for ship’s

heave motion. It essentially stabilizes the glideslope regardless of carrier motion. The pilot must be on the centerline

of the angle to see a properly stabilized display. During heavy sea states (5/6) in inertial mode, the hook to ramp

clearance and touchdown point indicators will occasionally display a negative or aft touchdown point respectively.

The dynamic touchdown point varies more in inertial mode than it does in line mode. This is the sacrifice for a more

stable light beam/glideslope for the pilots. A pilot on a perfect pass may hit any of the four wires, the ramp or bolter,

depending on ramp motion and heave. At the moment of touchdown, the hook touchdown point willbe displayed by

the dynamic hook touchdown point indicator for a centered ball pass.

4-5

ORIGINAL

NAVAIR 00-80T-104

Figure 4-4. IFLOLS Deck Edge Equipment

ORIGINAL

4-6

NAVAIR 00-80T-104

4.2.5.2 Line Stabilization

Used as a backup to inertial mode, this mode stabilizes the IFLOLS display for pitch and roll motions of the ship

maintaining a predetermined line in space at the intersection of the IFLOLS light plane and the true vertical plane

through the centerline of the angled deck (Figure 4-5). This provides a completely stabilized glideslope referenced

to the carrier deck, (glideslope moves with deck heave motion) as long as the pilot is on centerline of angled deck.

Line mode is not stabilized for ship’s heave(vertical displacement). Pilot perceived ball movement is because of ship’s

heave. Mode 1 should be flown using line stabilization mode, inertial is acceptable. IFLOLS Line mode should be

used when aircraft are landing using ACLS Mode I. The aircraft chases the deck in Mode I approaches. For Mode

I approaches IFLOLS Line mode provides a steadier ball to the pilot than inertial. With moderate and higher ship

motion the pilot will still see some ball motion in the situation. Inertial mode should be used for ACLS Mode IA, II,

III and all other approaches.

4.2.5.3 Stabilization Limits

Lens stabilization limits for the MK 13 MOD 0 are ±1.62_ pitch, ±8.19_ roll. It should be noted that in any discussion

of deck motion and its associated effect on IFLOLS, rate of pitch is just as important as amount of pitch. A moderate

amount of pitch, normally within the stabilization capability of the IFLOLS, can result in an unstabilized glideslope

if the rate is rapid enough. The ballscrew assemblies simply cannot move to the required position quickly enough

when the deck excursions are rapid.

4.2.6 Effects of Deck Motion

Using basic geometry, each 1-foot aircraft vertical deviation from optimum glideslope moves the hook touchdown

point forward or aft in the landing area by the following distances:

Basic Glideslope Angle

Distance in Feet

3_

19.1

3.5_

16.4

3.75_

15.3

4_

14.3

4.2.7 Effective Glideslope Due to Wind and Deck Motion

The glideslope angle, referred to as the Basic Angle (BA) aboard ship, is the fixed pitch angle around which the lens

assembly stabilizes. A BA setting of 3.5_ is most commonly used, with 4_ used for higher wind-over-deck conditions

(38+ knots) or on the small decks when Hook-to-Ramp (H/R) clearance is near the 10-foot minimum. In moderate

wind-over-deck conditions (32 to 37 knots), a 3.75_ BA may be desirable. In Figure 4-6, note that decreased closure

rate of aircraft to ship caused by wind-over-deck reduces the actual glideslope flown (effective glideslope).

WIND OVER DECK (KNOTS)

BASIC ANGLE (DEGREES)

EFFECTIVE GLIDESLOPE*

35

4

3.2

30

3.5

2.8

*Based on a 130-knot approach speed

Aircraft landing stress limits are predicated on moderate deck conditions. Extreme deck motion may significantly

increase these landing stresses; the ramp coming up at touchdown increases relative sink rate. Additionally, 1_ of

ramp down is the same as adding 1_ to the glideslope as far as aircraft landing stresses are concerned. These deck

motion factors are among the most critical to consider when landing aircraft on carriers.

During pitching deck conditions the aircraft hook may not engage the crossdeck pendant at the optimum angle. This

may result in an apparent increase in the frequency of hook-skip bolters.

4-7

ORIGINAL

NAVAIR 00-80T-104

Figure 4-5. Geometry of Line Mode Stabilization

Figure 4-6. Glideslope Glidepath Relation With RHW

ORIGINAL

4-8

NAVAIR 00-80T-104

4.2.8 Roll Angle and Hook-to-Eye

IFLOLS Unit 1 has 12 light tables, one behind each lens (cell). These light tables are moved in unison to stabilize

the source light plane for ship motion and to change the Basic Angle (BA) and set different aircraft Hook-to-Eye (H/E)

values. To accomplish this the source light plane is rotated about two horizontal axes at right angles to each other,

one axis called lens pitch and the second axis lens roll. While the IFLOLS Unit 1 does not have an actual pitch and

roll axis, the source light plane rotates as if both axes were located within Unit 1. The lens pitch axis is perpendicular

to the angle deck centerline and the lens roll axis is parallel to the angle deck centerline. The tilt in pitch, referred to

as the basic angle, is seldom changed during a recovery. Typical basic angles are 3.5 or 4.0_. See Figures 4-7 and 4-8.

Rolling (rotating) the source light plane, on the lens roll axis, causes the glideslope along the centerline of the landing

area to be raised or lowered. This compensates for the various H/E distances to provide a constant hook path for all

aircraft (Figure 4-9). H/E distance, which varies between aircraft types, is the vertical distance between the hook path

and the pilot’s eye path relative to the carrier (see Figure 4-10). Aircraft Recovery Bulletin No. 62-12 provides H/E

values for all aircraft and aircraft configurations. These H/E values, along with BA, desired hook touchdown point

(HTDP), and ship’s static pitch/roll miss trim, are used by IFLOLS to calculate and set the proper static lens roll angle.

The static roll angle range of IFLOLS is approximately ±8_. Static roll changes do not account for stabilization of

the source light plane for ships motion. A 0_ roll angle is a source light plane that is level in roll. Increasing the roll

angle raises the source light plane along the angle deck centerline. The roll angle is increased when changing from

an aircraft with a small H/E to an aircraft with a larger H/E. Positive roll angles are roll angles that raise the source

light plane above level over the angle deck centerline. For IFLOLS on 68 class carriers a H/E of approximately

16.5 feet with a 3.5_ BA and 230 ft HTDP results in a source light plane level in roll (zero roll angle). The static roll

angles of current fleet aircraft (April 2007) vary approximately ±1.5_ except for the T-45 which has an approximate

−3_ roll angle. For the CVN-76/77, 3 wires HTDP 212 ft, the nominal roll angles are all approximately 0.75_ more

negative with respect to 4 wire 230 ft HTDP ships. The CVN-78 will be approximately 1.5_ more negative. The

selected BA will not change when the lens roll angle is increased or decreased.

Figure 4-7. Determination of Basic Angle

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NAVAIR 00-80T-104

Figure 4-8. Effects of Pitch Angle (Basic Angle) Changes on Light Plane

Figure 4-9. Effects of Hook-to-Eye Changes on Light Plane

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NAVAIR 00-80T-104

Figure 4-10. Optical Glideslope and Hook-to-Eye Distances

CAUTION

Because of roll angle pilots observing a center ball, but flying an extreme

off-center approach, may have hazardous hook to ramp clearance.

No roll angle or BA settings are used for MOVLAS as the LSO manually controls the ball to establish the proper

glideslope. Most field optical landing systems change only basic angle (3.0 or 3.25_); no roll angle adjustments are

made, and each aircraft type will have a different touchdown point based on its H/E value.

All published lens settings are intended to provide optimum hook glidepath, with a hook touchdown point halfway

between the number two and three crossdeck pendants (4 wire ships). Roll angle places the visual glideslope some

distance above the hook glideslope that corresponds to each aircraft’s H/E distance. H/E (in feet) is determined for

each aircraft while properly configured; flying on speed, optimum attitude, and with a centered ball. For many

aircraft, a change in configuration will change H/E distance. H/E values for various configurations are specified in

the Recovery Bulletins. If no preconfigured H/E pushbutton is available for the aircraft, IFLOLS has a Non-Standard

H/E adjustment to provide the desired glidepath and hook touchdown point.

Failure to maintain optimum aircraft attitude to touchdown may result in engagement of other than the targeted wire

even with the aircraft on the visual glideslope (i.e., pilot sees a centered ball) at touchdown. Additionally, pilots flying

an optimum aircraft attitude and on a centered ball may also engage other than the targeted wire if there is appreciable

ship motion.

Deck centerline camber (i.e., the centerline is higher than the deck edge) is for water drainage. On most decks it is

approximately 4 inches. All lens settings in the Recovery Bulletins compensate for deck camber.

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NAVAIR 00-80T-104

Figure 4-11. Manually Operated Visual Landing Aid System (MOVLAS) Mk 1 Mod 2 Shipboard,

General Arrangement

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NAVAIR 00-80T-104

Figure 4-12. Mk 1 Mod 0 LSO Heads-Up Display (HUD) Console

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