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

Appendix 4 to Annex B

(6)

When weapons are being used, the searcher

should avoid crossing the line of fire of the

covering partner.

(7)

Ideally the subject should be standing with

legs slightly apart and arms extended

30 centimetres sideways.

(8)

The search should be conducted quickly in

a systematic way from head to foot, down

one side and up the other, covering all parts

of the body, front and back, checking

particularly under the arms, the stomach,

inside thighs, and crotch. Attention should

be paid to pockets and waistbands where

weapons may be at hand. Care must also

be taken to search quickly all external body

depressions such as the small of the back,

armpits, crotch areas and closed hands.

(9)

The searcher should never pat the subject

but use a stroking squeezing movement and

thus feel for foreign objects through

clothing. Clothing should be rolled

between the fingers; patting may miss a

small flat item like a knife. When

searching limbs, both hands are used with

thumbs and index fingers touching.

(10)

Any baggage or removed clothing

attributable to the subject must also be

searched. Such items should be treated

with respect.

(11)

Scanners may be used in lieu of personal

searches. The use of equipment such as

hand or archway metal detectors, explosive

and baggage X-ray machines can be an

assistance at times especially when

processing large numbers of people at

access control points.

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(12)

Particular attention must be paid to the hair

during the search of a person with long

hair.

Detailed Body Search. A detailed body search is normally

carried out:

When there are reasonable grounds for suspecting

that the subject is in possession of illegal items.

When a high degree of confidence is required that

the subject is not carrying illegal items.

Procedure. A detailed body search should be

conducted using the same procedure as for the quick

body search but with the addition of the following

points:

(1)

Establish the identity of the subject and the

ownership of baggage and other articles.

(2)

Ideally the search should be conducted out

of the public eye. The detail of the search

depends on the suspicion attached and the

time available.

(3)

Invite the subject to empty all pockets and

remove all items and papers being carried.

(4)

If it is necessary to remove clothing, the

subject may do so voluntarily (this fact

should be recorded) or powers exist to

require the removal of certain items in or

out of the public eye. Typically, in the

public eye only the outer coat, jacket and

gloves may be removed. Out of the public

eye, there may be grounds to remove other

outer clothing. Note that only outer

clothing may be removed.

(5)

In conducting the search pay attention to

every detail particularly: clothing seams,

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waistbands, belts, collars, lapels, padding,

cuffs and turn ups (anywhere where small

items can be hidden). Socks and shoes

provide easily missed hiding places.

Medical dressings are always suspect and a

medical practitioner should be called to

examine dressings and plasters if thought

necessary. Information from clothing

nametags, manufacturers’ labels, and

laundry marks can be valuable.

(6)

Unless there is some future interview

advantage in doing so, no emotion should

be shown upon finding articles and

significant articles should not be set aside

from others. All items should be saved out

of reach of the subject.

Constraints. The following are the principal constraints with

regard to the search of persons:

In ideal circumstances, the search is conducted by a

person of the same gender as the person to be

searched.

Generally, there is no authority to require a person to

remove clothing in public other than an outer coat,

jacket or gloves. Out of the public eye and if not

voluntarily done, there may be appropriate authority

to require the removal of other outer clothing.

These constraints and other factors which can lead to

the search of persons being carried out at various

levels of detail are normally dictated by:

(1)

the legal authority;

(2)

what is being sought?

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CHECKING DOCUMENTS

Document checks may be conducted alone or in conjunction

with personal searches. In the latter case, documents should be

checked after searching.

A person whose documents are to be checked should be

ordered to surrender all official documents (e.g. identity card, passes,

licenses, passports, etc.). They should be examined against one

another and against their owner.

Photographs should be compared with the individual. When

making such a comparison, try to recreate the photograph condition.

Remove a hat, if necessary, or mask the photo with your finger to hide

the hair. A check of the age of the photo and subject may help.

10.

Questions should not lead but should be direct. The

following questions are correct example:

What is your name?

Where do you live?

How old are you?

11.

Wallets and purses should not be handled by search

personnel, except in the presence of a reliable witness.

GENERAL POINTS

12.

Records and Reports. For all types of searches, apart from

quick body searches, a record shall be maintained. This should

contain:

The aim of the search.

The grounds for the search.

Details of the person searched.

The date and time of the search.

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APPENDIX 5

AIDE-MÉMOIRE FOR SEARCHING VEHICLES

INTRODUCTION

Legal Considerations. There are significant legal issues

relating to searches of vehicles and their occupants. Searches must

only be conducted in accordance with the appropriate orders and

applicable law. The following procedures shall only be conducted

when lawful authority has been established for the search of vehicles

and their occupants.

General. When troops are ordered to undertake searches, the

objects or persons for which the troops are to search must be made

clear. Indiscriminate searching must be avoided as it wastes time and

resources. Commanders shall ensure that they have an authority in

law prior to commencing any search. Normally, special search teams

drawn from the engineers, will be trained to conduct detailed searches

of vehicles.

In conducting their activity hostile groups are almost certain

to use all types of vehicle to move their resources. The search of

vehicles at vehicle checkpoints (VCPs) deters movement and

furthermore, when finds are made, they can be attributed to individuals

thereby enhancing the chances of a successful prosecution. The large

numbers of vehicles on the roads today can make the search of cars at

VCPs appear a daunting task. If it is not to rely on chance, searching

of vehicles must be backed up by an efficient intelligence system,

which targets vehicles and enables data on them to be quickly verified.

This involves close liaison with police records, vehicle registration

authorities, etc. Nevertheless, the alertness and intuition of the

policeman or soldier on the spot can achieve much. He should be

aware of the general characteristics of a vehicle’s construction and the

signs that may indicate that the vehicle is suspect and therefore not

legitimate.

The Conduct of Searchers. The searchers must be

courteous, efficient, thorough and quick. If necessary, special

assistance must be called. Prior to the search itself, drivers and

passengers are ordered to leave the vehicle and kept under surveillance

or guarded. A search of these persons will depend on your orders.

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The driver should witness the search as it is conducted and assist when

necessary as mentioned earlier. The driver should be carefully

watched for his reactions.

Categories. VCP search techniques are divided into three

categories listed below. The categories vary according to the intensity

of the search and are essentially stages in a weeding process.

Generally it is better to keep a person apprehensive, by looking

quickly into many vehicles rather than thoroughly inspecting a few.

There is no clear boundary between the categories and the extent of

the investigation at each stage depends on the suspicion aroused. The

three categories are:

Initial Check. The initial check is the first part of

the searching process and is carried out on all

vehicles stopped.

Primary Search. The primary search is carried out

on vehicles selected for a more detailed

examination, either because of intelligence received

or due to suspicion aroused during the initial check.

Secondary Search. The secondary search is a

thorough search of highly suspect vehicles.

Avoidance of Search. Suspicious persons try to avoid being

searched and may be working in liaison with others. Those on duty at

VCPs must watch for those trying to avoid being searched and beware

of:

signalling to the following vehicle (e.g. by flashing

brake lights or the use of radios);

pedestrians who may have left vehicles just before

the checkpoint; and

disturbances that cause congestion, thus encouraging

more vehicles to be let through without being

searched.

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Initial Check. The initial check is carried out on all vehicles

stopped. The decision on which vehicles to stop may be based on the

following:

stopping all vehicles;

random selection;

suspicion aroused; and

intelligence based.

Purpose of Check. The main aim of the initial check is to

select vehicles for a more detailed examination but personnel carrying

out checks at the entrance to barracks and other installations must also

be aware of the threat from large vehicle mounted bombs. An initial

check is normally carried out without the occupants leaving the

vehicle, although the driver may be asked to open the hood and trunk.

One to three personnel are required to check the vehicle and it

normally takes about one to three minutes per vehicle.

The Sequence of Checking. It is not necessary for the full

sequence to be completed on all vehicles. The parts applied should

vary from vehicle to vehicle, to keep an insurgent guessing. Checking

should be stopped once the integrity of the passengers and contents of

the vehicle are assured. Nevertheless, in general, vehicles should be

systematically searched from front to rear as follows:

sun visors, glove compartment, and cubby holes;

behind dashboard (wires leading from instruments

may conceal a small weapon or document);

under driver's seat, and between driver and

passenger seats;

back of driver seat, i.e., between back of seat and

bottom of back rest;

door pockets, and underneath movable mats and

back seats;

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rear window panel shelf;

trunk;

front and rear bumpers;

under hood, the air cleaner, behind front grill, and

spare tire compartment;

spare tire;

all loose baggage and parcels (particular care to be

paid to any apparently innocent articles such as

umbrellas or newspapers, which may be used for

concealment);

gas tank (small objects retained by wire hook in

filler tube); and

under fenders and hubcaps.

10.

More Detailed Check. During the initial check, if any of the

searchers become suspicious for any reason, then a more detailed

search may be conducted. Searchers work in pairs, examining the

relevant section of the vehicle. The procedure for this search is as

follows:

the occupants are asked to get out of the car, and are

searched;

the car is divided into five basic areas:

(1)

interior—passenger compartment—ensure

searchers are clean;

(2)

exterior—bodywork and trim, etc.;

(3)

trunk—load space of cars/hatchbacks;

(4)

engine compartment; and

(5)

underneath.

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PASSENGER VEHICLES

11.

Area 1—Interior. Ensure searchers are clean. Areas to

check include:

Roof Linings:

(1)

access gained by removing door sealing

strips or if sunshine roof fitted by removing

trim;

(2)

sun visors; and

(3)

front, rear and centre window/door pillars.

Door Panels. Wind down window first. Can you

search without removing trim? Avoid damage to

spring clips, etc.

Rear Side Panels (2 door vehicles, etc.). Remove

and check through trunk.

Back Seat:

(1)

cushion—some spring in, some bolted in;

and

(2)

back rests.

Front Seats:

(1)

space under seat; and

(2)

check inside padding.

Dashboard Area:

(1)

check battery disconnected—take care of

wiring, etc.;

(2)

behind dashboard panels;

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(3)

ventilation and heater hoses;

(4)

radio, speakers, etc.;

(5)

glove compartment—behind and above;

(6)

ashtray—contents; and

(7)

centre console.

Front Foot Wells. Remove panels—access to wing

space, door seals, etc.

Floor:

(1)

Remove carpets—mats. Should not be

stuck down.

(2)

Check for signs of false floor—

welding/mastic/etc.

(3)

Check drain holes.

Camper Type Vehicles:

(1)

Ideal for smuggling. How many natural

spaces.

(2)

Do timbers/panels look unusually thick?

(3)

Domestic fittings.

(4)

Does refrigerator work? Is the insulation

intact?

(5)

Gas (Butane/Propane) bottles adapted?

(6)

Does water tank contain water?

(7)

Is toilet in use?

(8)

Any access to space between walls?

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General Points:

(1)

check for smell of fresh glue, paint, etc.;

(2)

towing trailer or boat?

12.

Area 2—Exterior Bodywork/Trim. Areas to check include:

Check headlights, sidelights, rear lights.

Alignment—leave as you find.

Bumpers and shocks.

Check wheel trims and hubs. Check tire pressures.

Bleed small amount of air—smell.

Examine under wheel arches, bolt-on mud

deflectors.

Check for signs of welding, new under-seal (soft?).

Tampering with bolts on mud deflectors.

Does the shape of the inside of the wing conform to

the outside?

Oblique look at bodywork and roof for signs of

adaptation.

Front and rear panels and spoilers.

13.

Area 3—Trunk. (Including load space of station wagon,

hatchbacks, etc.). Before searching stand back and look at the

contents. Check the following:

that the contents are as described by the driver;

for any glue, mastic, under-seal, pop rivets, etc.;

for spare petrol tanks or false tank; and

spare wheel—deflate, check thoroughly.

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check floor, roof, back and sides of trunk:

(1)

remove all mats, carpets, etc.;

(2)

any signs of weld, mastic, new paint, lack

of dirt; and

(3)

check for double skins and carpet stuck

down.

check and take particular care over space between

trunk and rear seat;

spaces in wings, etc.;

natural false floor; and

space in tailgate.

14.

Area 4—Engine Compartment. Areas to check include:

under battery tray;

windscreen washer bottle;

heater and ventilation hoses and vents;

heater and ventilation motor;

air filter;

hood; and

sound deadening material under hood or heat shield.

15.

Area 5—Underneath. Areas to check include:

fuel tank;

chassis box sections;

drain holes in seals;

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new welding or under-seal;

exhausts; and

oil sump.

16.

Fuel Tank. Beware of the FIRE RISK! (Hardest detection to

make), but also:

How does fuel gauge behave, full tank?

Does the tank match the vehicle? Age, etc.

17.

General Points. In conducting checks the searcher should

note the following points:

Search. Be quick, thorough, and efficient. Know

exactly what you have to do. This will reduce the

possibility of complaint.

Care:

(1)

Be careful not to do any damage to the car;

it is not necessary.

(2)

Use your common sense. Look for

anything unusual. Bright threads on bolts,

scratched screw heads, fresh adhesive on

upholstery, new work of any kind. Find an

explanation.

(3)

Try to remember details of cars you have

searched. It could be useful in future

searches.

(4)

Licence numbers should be checked against

any list of wanted cars.

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COMMERCIAL VEHICLES

18.

Search of commercial vehicles should follow the same

process. In addition particular attention should be paid to the

following:

Fifth Wheel. Most trailers are constructed in such a

way that there is a hollow compartment above the

articulated joint where the trailer is connected to the

tractor unit. This joint is commonly known as the

fifth wheel. Access may sometimes be gained

underneath the trailer and can be checked with

flashlight and mirror. Fibre-optic instruments have

been able to get into most of the fifth wheel spaces.

It is simple to use and more versatile than flashlight

and mirror. In some cases the only way into the

compartment is to remove the floorboards inside the

trailer, which are usually held down by 2 screws at

each end.

Fuel Tanks and Side Lockers. Some trailers are

fitted with belly tanks for extended range. There is

usually a space between the top of the tank and the

floor of the trailer and goods can be attached to the

top of the tank. Also check the tank for recent welds

or bolted panels. Similarly there is often a space

between the back of the side lockers and the chassis

member on which they are mounted.

Spare Wheel. Can be used as a place of

concealment and is usually mounted under the

trailer.

(Positions vary).

Chassis Cross-Members. Most trailers are

constructed with 2 ‘U’ section girders running the

whole length. A large concealment can be

constructed by placing boards on the reverse ledges

bridging the gap between the girders.

Battery Boxes. There is usually a space behind the

battery. To open the box, remove the wing nuts.

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Crash Bar. This bar at the rear end of most trailers

is hollow and usually plugged at each end with

rubber plugs. These are easily pried off to gain

access to the inside.

Open Trailers. Where the electric lines go from the

tractor unit to trailer the connections on the trailer

are into a triangular shaped plate.

Refrigerator Motors, Refrigerated Trailers.

(1)

Refrigerator motors usually consist of a

diesel engine mounted outside the trailer in

a cabinet on the front bulkhead. The motor

drives a cooling unit mounted on the inside

of the bulkhead.

(2)

The engine cabinet can be opened for

inspection. There is also a compartment

behind the switch panel. These panels are

held in place by studs that require a half

turn with a screwdriver to undo. The size

of this concealment varies with the

different types of refrigerator unit but some

are fairly large.

(3)

There is usually an inspection panel on the

interior unit that also reveals a space.

Plastic ducts for distribution of cold air runs

the length of the trailer and has been used

for concealment of goods. WARNING:

Always make certain that the whole unit

has been switched off before search. These

units are thermostatically controlled and

switch on when temperature rises unless the

motor is switched off. The exposed fan is

particularly dangerous.

Cab Linings:

(1)

Door panels and side panels at the rear of

the cab are easily removed and there is a lot

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of space behind them. Some cabs also have

space behind the roof linings.

(2)

Space behind console and glove

compartment. Space behind speakers.

Air Filters. Access usually from beneath the

vehicles. The cover is held on by clips. Some filters

are oil-filled so be careful.

False Floors and Bulkheads. Usually found in

single units.

Belly Tanks. Any signs of recent welds/clean

area—tank and trailer.

Loads. Excess packing, use of pallet spaces. These

are just some of the concealment’s that have been

used. There are others both under and inside tractor

units and trailers.

BUSES

19.

When searching buses, note where people are sitting before

they are asked to leave the vehicle. Proof of ownership of articles

found will be otherwise impossible. The search procedure is the same

as for cars.

CARGO VEHICLES

20.

The procedure is similar to that for commercial vehicles, with

the following additions:

Wooden Body Construction. Owing to the

wooden body construction of some trucks, it is very

simple to make effective places of concealment by

the addition of enclosed panels, false bottoms, or the

boarding up of spaces between the battens

supporting the floor. The sides of trucks may be

prepared in a similar manner. The best method of

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search in such cases is close examination from all

angles, and careful measurement.

Twin Rear Wheels. The space between twin rear

wheels should be examined carefully.

Wooden Blocks (Chocks). Some cargo vehicles,

particularly those of a heavy class, carry wheel

chocks that are placed under the rear wheels of the

vehicle to help the brakes, should the vehicle have to

stop on a steep gradient. Through regular use, they

become dirty, worn, and greasy, and are generally

thrown in the rear of the vehicle or carried in the

driver's cab. Such blocks can be hollowed out to

become good places of concealment, and therefore

should be examined carefully.

Gunny Sacks. All gunnysacks should be lifted and

searched. A common subterfuge is to conceal

articles under a heap of gunnysacks in an apparently

unladen cargo vehicle.

Driver's Cab. Particular attention should be given

to the search of the driver's cab and the driver's

helper.

Fuel Tanks. Removable saddle tanks with large

filler caps must be carefully checked.

MOTORCYCLES

21.

Motorcycles are comparatively easy to search, but attention

should be paid to the following:

Fuel Tank. It may have a false division that may be

detected by tapping.

Tool Box or Case. Open, remove all tools, and

examine.

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Rubber Handle Grips. Examine inside and

controls.

Foot Rest and Supports. Examine footrests and

machine supports.

General. Lights, fenders, and all hollow or tubular

construction should be examined. A search should

also be made under the seat.

BICYCLES

22.

The following should be examined with care:

handlebars and rubber grips;

bells;

lights, generators, and the back of reflectors;

the seat, tool case, and pump;

all tubular framework, particularly open ends and

joints; and

under fenders and chain guards.

ADDITIONAL CONSIDERATIONS

23.

Some additional considerations are:

Vehicles. Each vehicle must be dealt with

separately. The selection of vehicles for searching

may be governed by instructions, possibly based on

intelligence, or it may be left to the random choice

of the roadblock commander. It is seldom possible

to examine a vehicle completely at a roadblock,

particularly mechanical stripping, and it may be

necessary to escort vehicles, for which such an

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examination is contemplated, to a selected

workshop.

Searchers. At least two searchers are required for a

minivan; larger vehicles need more searchers and

possibly special equipment. There must also be an

armed sentry, who must not get involved in

searching; his task is to protect the searchers and

watch the occupants of the vehicle being searched.

Conduct of Search. All vehicle occupants must be

searched and then made to stand clear of their

vehicle but close enough to be involved should the

vehicle be rigged with explosives. The driver

should then be made to open all doors, the hood and

trunk in case of car bombs. This action shows

whether the driver is familiar with the car and that

he has not stolen it. The owner or the driver of the

vehicle must watch the whole search.

Completion of Search. When the search is

completed, the vehicle is allowed to proceed unless

there is reason for detaining the vehicle or its

occupants longer.

Evidence. If a search uncovers anything the

evidence must be recorded.

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APPENDIX 6

AIDE-MÉMOIRE FOR SEARCHING BUILDINGS

SEARCH OF BUILDINGS

Legal Considerations. There are significant legal issues

relating to search operations, particularly searches of buildings,

whether occupied or unoccupied. Searches must only be conducted in

accordance with the appropriate orders and applicable law. The

following procedures shall only be conducted when lawful authority

has been established for the search operation.

Team Composition. A specialist team will normally be used

for detailed searches of buildings. The team will be formed from

engineers and other specialists. While soldiers will be expected to

conduct visual searches, detailed and possible high-risk searches must

be carefully planned and coordinated.

General Considerations. Some general considerations to

take into account are:

Search parties must be courteous but firm. Persons

who are obstructive must be warned that their

conduct is an offence which may justify arrest.

The search must be thorough and systematic;

incriminating articles will not be found easily. At

the same time, minimum damage should be caused

to property.

Yards and outbuildings, such as garden sheds and

garages, must be searched as thoroughly as the main

building.

The movement of persons whose premises are being

searched must be carefully controlled.

Precautions must be taken against subsequent

allegations of theft or damage. Teams should work

in pairs.

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Evidence of finds must be carefully assembled and

notes made as soon as possible, to include

photographs if possible.

OCCUPIED BUILDING

Entry and Search Procedures. When searching occupied

premises the following procedures should be carried out:

The building to be searched should be cordoned

before entry and all exits placed under observation.

The most suitable entrance, which may be at the

back of the building, should be selected for entry

and control.

The search team must enter the buildings as quickly

and with as little fuss and damage as possible.

Assemble all occupants in one room.

Search all occupants and keep them under guard.

From this point onwards the head of the house is

invited to accompany the team leader.

A quick search is now made of the building and any

adjacent outbuildings, paying particular attention to

places such as fireplaces, toilets, and garbage cans,

where weapons can be quickly disposed of.

The team commander draws a plan of the house and

numbers each room, attic, passage and staircase,

working from top to bottom and left to right.

A room suitable for holding the occupants under

guard is searched and cleared, then the occupants

and their guard are moved in.

The team commander then details his team, in pairs,

to the first areas to be searched.

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As each room is cleared, the searchers make a

suitable mark on the door and then proceed to the

next room as directed by the team leader.

General places to be searched. Listed below are the places

that must be searched in occupied buildings:

Attics:

(1)

roof area, skylights;

(2)

between eaves and shingles (roof tiles);

(3)

water tanks and pipework (including

gutters);

(4)

rafters, sawdust, felt and roof insulating

material; and

(5)

attic junk.

Rooms:

(1)

doors (remove fittings and handles);

(2)

furniture, interior fittings;

(3)

walls, air vents;

(4)

windows, including outside ledges;

(5)

fireplaces and chimneys;

(6)

ceiling (compare texture and height)/look

for false ceilings;

(7)

floor coverings anf floors; and

(8)

lights and their fittings.

Bathroom:

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(8)

electricity/fuze boxes; and

(9)

televisions and other electrical goods.

Detailed Searching of Rooms. This may be done in several

ways, but the following method is recommended to ensure that no

detail is missed:

Searchers always work as a pair. Hence if one is

accused of theft, the other can give evidence on his

behalf.

Search and clear furniture and reposition it to allow

freedom to search floor, walls and baseboards.

Then search and clear the floor, remove the

covering, check for trap openings, loose floorboards

and loose baseboards. Use a metal detector.

Check and clear walls by visual checking, knocking

and use of a metal detector. Include all doors,

windows, pictures, mirrors, cupboards, fireplaces,

etc.

Check and clear the ceilings for trapdoors or false

ceilings.

As each room is cleared, the searchers report to the

team leader who allocates them to the next room to

be searched.

Action on a Find. On finding an item, the following steps

should be taken:

Searchers will not touch the item. The search team

leader will be informed immediately.

The search team leader and policeman (if available)

view the find. In the absence of police the search

team leader will arrange for the recording of the

evidence. Preservation of evidence to the maximum

extent possible should be made.

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If practicable, question the owner or occupant about

the find.

Photograph the find “in situ”.

The search team leader clears around the find

checking for anti-lifting devices.

Policeman (if available) collects the find; should a

policeman not be available, one member of the

search party should be detailed and he alone should

handle the find in accordance with the preservation

of evidence procedures.

Label the find and re-photograph it.

SEARCH OF UNOCCUPIED BUILDINGS

General. Unoccupied buildings are searched in the same

manner as occupied buildings. Unoccupied buildings may contain

large quantities or rubbish and waste material, which must be searched

thoroughly. The action on making a “find” in unoccupied premises is

the same as for occupied premises.

Preliminaries. It is to be assumed that all unoccupied

buildings being searched are booby-trapped. A booby trap, usually of

an explosive and lethal nature, is designed to catch the unwary. It is

aimed at creating uncertainty, lowering the morale of the military

forces and hindering their movements. A successful booby trap is

simply constructed often from household items such as clothes pegs,

mousetraps, torch batteries, etc. It is actuated by a normal human

action, e.g. opening a door, switching on a light or walking on the

floor. To place the booby trap so as to gain the greatest chance of

success, the operator must know the methods of working and habits of

search teams and soldiers.

10.

The booby trap can be activated in many ways. The more

common ones are:

Pull—opening a drawer.

172

B-GJ-005-307/FP-090

Appendix 6 to Annex B

Pressure—standing on a floorboard, or sitting in a

chair.

Release/Anti-lift—picking up a book or bottle.

Tilt—turning an object on its side to look

underneath.

Trembler—any vibration or movement will activate

this.

Collapsing circuit—in an electrically initiated

device, the action of cutting or breaking the circuit

that activates the device. In addition, it goes off

when the battery runs flat.

Light sensitive—a device that functions when either

exposed to light, for example a torch, or is hidden

from light.

Anti-submerge—placing the device in water causes

it to be activated.

Anti-probe—this relies on a search probe or prodder

completing a circuit.

Combination—a booby trap can have more than one

means of initiation.

11.

Entry Procedure. On arrival at the scene of the search and

before entry is made to the building, the team leader must carry out a

visual reconnaissance of the building and surrounding area. A check

must be made for wires leading to command detonated devices inside

the building. A control point is then set up in a safe area and the team

leader decides upon a place of entry. He details one pair of searchers

only, to effect an entry to the building and check for booby traps.

12.

Entry is usually to be made through one of the main doors

into the building. Although these may appear to be prime sites for

booby traps, it saves time and makes subsequent access easier if they

are cleared early.

B-GJ-005-307/FP-090

173

Crowd Confrontation Operation

13.

Search Procedure. The searching of an unoccupied building

takes place in two phases. The first is to check the building for any

booby traps, and the second to carry out the detailed systematic search.

14.

One pair of searchers only, having made an entry to the

building, proceeds to check for booby traps. If the front door has not

been used for entry they should clear a path inside the house to a door.

The team leader clears the outside of the door, which can then be

opened, preferably remotely.

15.

The searchers clearing for booby traps should observe the

following points:

never open any door, whatever size, until both sides

have been cleared of booby traps;

all doors, drawers and cupboards must be left open

after checking;

use should be made of the pulling cable and weight

dropper for remote opening of doors, cupboards,

moving furniture or other tasks, which may

endanger the safety of the searchers; and

routes through the building that have been cleared of

booby traps should be clearly marked using white

tape.

16.

Search teams must be alert to the presence of booby traps,

and the following is a list of clues to assist teams in their recognition:

attractive items in the open;

old trunks, packing boxes, etc.;

spoils, wrappings, sawdust, etc. in unlikely places;

presence of pegs, wires, lengths of cord, etc. where

they would not normally be expected;

loose floorboards, window ledges or stair treads;

174

B-GJ-005-307/FP-090

Appendix 6 to Annex B

fresh nails or screws; and

lumps or bulges under carpets, in chairs, etc.

17.

On finding a booby-trap, the following action is to be taken:

mark and guard;

report to team leader; and

ask for EOD assistance for clearance.

18.

When the building has been cleared of booby traps the team

leader enters and numbers the rooms as for an occupied building. The

detailed searching of the building then proceeds as for a search of an

occupied building.

EXTERNAL AREAS

19.

In both occupied and unoccupied buildings, the technique for

searching external fittings and areas is the same. The following is a

list of likely hiding places:

roofs, exterior walls, chimneys, and gutters;

bales of hay and straw, silos, oil drums, and farm

machinery;

wells and reservoirs, cultivated areas, and drains;

cess pits and drain pipes;

piles of coal, firewood, etc.; and

animal food containers, manure piles, etc.

COMPLETION TASKS

20.

On completion of a search the following must be carried out:

B-GJ-005-307/FP-090

175

NAVAIR 00-80T-105

NATOPS MANUAL

THIS PUBLICATION SUPERSEDES NAVAIR 00-80T-105 DATED

1 MAY 2007.

DISTRIBUTION STATEMENT C — Distribution authorized to U.S. Government Agencies and their

contractors to protect publications required for official use or for administrative or operational purposes

only, effective

(31 July

2009). Other requests for the document shall be referred to

COMNAVAIRSYSCOM, ATTN: NATOPS Officer, Code 4.0P, 22244 Cedar Point Rd, BLDG 460,

Patuxent River, MD 20670−1163

DESTRUCTION NOTICE — For unclassified, limited documents, destroy by any method that will

prevent disclosure of contents or reconstruction of the document.

ISSUED BY AUTHORITY OF THE CHIEF OF NAVAL OPERATIONS AND

UNDER THE DIRECTION OF THE COMMANDER,

NAVAL AIR SYSTEMS COMMAND.

0800LP1097835

1 (Reverse Blank)

31 JULY 2009

NAVAIR 00-80T-105

CV NATOPS Manual

CONTENTS

Page

No.

CHAPTER 1 — INTRODUCTION

1.1

PURPOSE

1-1

1.2

SCOPE

1-1

1.3

THE CONTENTS OF THIS PUBLICATION

1-1

1.4

OTHER RELEVANT PUBLICATIONS

1-1

1.5

RESPONSIBILITIES

1-3

1.5.1

NATOPS Advisory Group

1-3

1.5.2

NATOPS Cognizant Command

1-3

1.5.3

NATOPS Model Manager

1-3

1.5.4

Commanding Officers

1-3

1.6

TRAINING

1-3

1.7

WAIVERS

1-3

CHAPTER 2 — PREDEPLOYMENT

2.1

TRAINING REQUIREMENTS

2-1

2.2

ADDITIONAL REQUIREMENTS

2-1

2.3

PREDEPLOYMENT LECTURE SYLLABUS

2-2

2.3.1

All Personnel

2-2

2.3.2

Plane Captains

2-2

2.3.3

Maintenance Personnel

2-2

2.3.4

Flight Crewmembers

2-2

2.3.5

Ordnance Personnel

2-3

CHAPTER 3 — PREPARING FOR FLIGHT OPERATIONS

3.1

THE AIR PLAN

3-1

3.1.1

The Ordnance Load Plan

3-2

3.2

FLIGHT QUARTER STATIONS

3-2

3.2.1

Aqueous Film Forming Foam (AFFF) System and Mobile Firefighting Equipment

3-2

3.2.2

Preliminary Procedures — CATCC

3-3

3.2.3

Preliminary Procedures — Air Officer

3-3

ORIGINAL

NAVAIR 00-80T-105

Page

No.

3.3

BRIEFING

3-7

3.4

FLIGHT PLANS AND ADVISORIES

3-7

3.4.1

Close Proximity Operations

3-8

3.5

CHANGES IN PILOT OR AIRCRAFT ASSIGNMENTS

3-8

3.6

AIR TRANSFER OFFICER

3-8

3.7

PASSENGER TRANSFERS

3-9

CHAPTER 4 — AIR TRAFFIC CONTROL DOCTRINE

4.1

RESPONSIBILITIES

4-1

4.1.1

Operations Officer

4-1

4.1.2

Air Operations Officer

4-1

4.1.3

Air Officer

4-1

4.1.4

Landing Signal Officer

4-1

4.1.5

Landing Signalman Enlisted

4-1

4.1.6

Pilots

4-2

4.1.7

Combat Direction Center Officer

4-2

4.2

CONTROL CRITERIA

4-2

4.2.1

Degrees of Control

4-2

4.2.2

Electronic Emission Control

4-3

4.3

SEPARATION CRITERIA

4-4

4.3.1

Lateral Separation

4-4

4.3.2

Vertical Separation

4-5

4.4

COMMUNICATION CONTROL

4-5

4.4.1

Control of Radio Circuits

4-5

4.4.2

Voice Procedures

4-5

4.4.3

Recording of Radio Circuits

4-6

4.4.4

Communication Security

4-6

4.5

EMERGENCY CONTROL PROCEDURES

4-6

4.5.1

Initial Control Responsibility

4-6

4.5.2

Basic Procedures

4-6

4.6

PLANE GUARD HELICOPTER

4-7

4.6.1

Control Authority

4-7

4.6.2

Plane Guard Station

4-7

4.6.3

Restrictions

4-7

4.6.4

Search and Rescue

4-7

ORIGINAL

NAVAIR 00-80T-105

Page

No.

CHAPTER 5 — LAUNCHING AIRCRAFT

5.1

PRELAUNCH PROCEDURES

5-1

5.1.1

Manning Aircraft

5-2

5.1.2

COD/VOD Aircraft

5-2

5.2

LAUNCHING FIXED-WING AIRCRAFT

5-2

5.2.1

Engine Start and Turnup

5-2

5.2.2

Final Preparations for Launch

5-3

5.2.3

Taxiing

5-4

5.2.4

Catapult Launching

5-5

5.3

ICCS CATAPULT LAUNCH PROCEDURES

5-7

5.3.1

ICCS Emergency Procedures

5-12

5.3.2

ICCS Catapult Safety Precautions

5-14

5.4

MODE I LAUNCHING PROCEDURES

5-15

5.5

NON-ICCS CATAPULT LAUNCH PROCEDURES

5-15

5.6

DECK LAUNCHING

5-18

5.7

LAUNCHING HELICOPTERS

5-19

5.7.1

Helicopter Launch Procedures

5-19

5.7.2

Helicopter Safety Precautions

5-20

5.7.3

Recommended Deck Lighting Configuration for Helicopter NVD

Aided Takeoff and Landing

5-22

5.8

RESCUE HELICOPTER OPERATIONS

5-22

5.8.1

Rescue Helicopter Launching Criteria

5-22

5.8.2

Rescue Helicopter Mission Information

5-23

5.9

DOWNED AND STANDBY AIRCRAFT

5-23

5.9.1

Downed Aircraft

5-23

5.9.2

Standby Aircraft

5-23

5.10

RESPOT FORWARD

5-24

5.11

EMERGENCY AFTER LAUNCH

5-24

5.11.1

Visual Meteorological Conditions

5-24

5.11.2

Night/Instrument Meteorological Conditions

5-24

5.12

ALERT AIRCRAFT REQUIREMENTS

5-24

5.12.1

Fixed Wing Condition Aircraft

5-25

5.12.2

Condition Helicopters

5-25

ORIGINAL

NAVAIR 00-80T-105

Page

No.

5.13

CONTROL OF DEPARTING AIRCRAFT

5-26

5.13.1

Departure Radials

5-27

5.13.2

Departure Communication Procedures

5-27

5.13.3

Fixed-Wing Departures/Rendezvous

5-28

5.13.4

Helicopter Departure

5-30

CHAPTER 6 — RECOVERING AIRCRAFT

6.1

ARRIVAL PROCEDURES

6-1

6.1.1

Entering the Carrier Control Area

6-1

6.1.2

Arrival Information

6-1

6.1.3

Transient Helicopters

6-1

6.2

CASE I

6-1

6.2.1

Jet/Turboprop Aircraft Port Holding/Spin Pattern

6-2

6.2.2

COD Aircraft Starboard Holding

6-2

6.2.3

Helicopters

6-3

6.2.4

VFR Day Fixed Wing Carrier Landing Pattern

6-3

6.2.5

Voice Reports

6-5

6.2.6

ZIP LIP

6-5

6.2.7

Drag

6-5

6.3

CASE II

6-5

6.4

CASE III

6-6

6.4.1

Marshal Procedures

6-6

6.4.2

Marshal Instructions

6-7

6.4.3

General Instructions

6-8

6.4.4

Departing Marshal

6-8

6.4.5

Initial Separation

6-8

6.4.6

Frequency/IFF/SIF Changes

6-8

6.4.7

Instrument Approach Procedures

6-9

6.4.8

Missed Approach/Waveoff/Bolter

6-17

6.4.9

Delta Procedures

6-17

6.4.10

Night EMCON Recovery

6-18

6.4.11

Communication or NAVAID Failure During Approach

6-19

6.4.12

Radar Handoff Procedures

6-20

6.4.13

Voice Communication Procedures

6-20

6.5

RECOVERING FIXED-WING AIRCRAFT

6-21

6.5.2

Flight Deck Procedures

6-23

6.5.3

Special Safety Precautions

6-23

6.5.4

Control of the Landing Pattern (VMC)

6-25

ORIGINAL

NAVAIR 00-80T-105

Page

No.

6.6

RECOVERING HELICOPTERS

6-26

6.6.1

Recovery Procedures

6-26

6.6.2

NVD Equipment Aided Approaches

6-27

6.6.3

Recommended Deck Lighting Configuration for Helicopter NVD

Aided Takeoff and Landing

6-28

6.6.4

Special Safety Precautions

6-28

6.7

SPECIAL PROCEDURES FOR CARRIER QUALIFICATION LANDING

6-29

6.7.1

Fixed-Wing Aircraft

6-29

6.7.2

Helicopters

6-30

6.8

EMERGENCY LANDING

6-31

6.8.1

Fixed-Wing Aircraft

6-31

6.8.2

Helicopters

6-31

6.9

EMERGENCY SIGNALS

6-31

6.9.1

Visual Signals to Ship From Aircraft With Radio Failure

6-31

6.9.2

Visual Signals to Aircraft From Ship Under EMCON

or Lost Communication Conditions

6-31

6.9.3

Carrier Pattern Emergencies

6-32

6.9.4

Day Communication Emergencies

6-32

6.9.5

Night Communication Emergencies

6-32

6.10

TANKER OPERATIONS

6-32

6.10.1

Recovery Tanker Procedures

6-32

6.10.2

Rendezvous Procedures

6-39

6.10.3

Recovery Tanking Pattern

6-39

6.10.4

Recovery (Case III)

6-39

6.10.5

Fuel Transfer and Dump Control

6-40

6.11

DIVERSION OF AIRCRAFT

6-40

CHAPTER 7 — AIRCRAFT AND WEAPONS HANDLING PROCEDURES

7.1

GENERAL REQUIREMENTS

7-1

7.2

BRIEFING

7-1

7.3

MAINTENANCE LIAISON

7-1

7.4

EQUIPMENT

7-2

7.5

MOVEMENT OF AIRCRAFT

7-2

7.5.1

Elevator Operation

7-6

7.5.2

Report of Damage to Aircraft

7-7

7.5.3

Aircraft Security

7-7

7.5.4

ILARTS Special Events Coverage

7-8

ORIGINAL

NAVAIR 00-80T-105

Page

No.

7.6

VERTICAL REPLENISHMENT

7-8

7.7

FUELING AND DEFUELING AIRCRAFT

7-8

7.7.1

Fueling and Defueling

7-9

7.7.2

Hot Refueling

7-9

7.8

WEAPON HANDLING PROCEDURES

7-10

7.8.1

Weapon Definitions

7-10

7.8.2

Weapon Movement

7-11

7.8.3

Weapon Loading/Downloading

7-12

7.8.4

Arming

7-13

7.8.5

Intent to Launch Weapons

7-14

7.8.6

Hung/Unexpended Weapons

7-15

7.8.7

Dearming

7-15

7.8.8

Maintenance on Loaded Aircraft

7-17

7.8.9

Abort/Strikedown

7-17

7.8.10

Emergency Procedures

7-18

7.8.11

Helicopter Procedures

7-18

APPENDIX A — WEAPONS LOADING/STRIKEDOWN/DOWNLOADING

AND RECOVERY GUIDE

A.1

PURPOSE

A-1

APPENDIX B — CARRIER FLIGHT DECK HELICOPTER OPERATING SPOTS

B.1

PURPOSE

B-1

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

C.1

PURPOSE

C-1

C.2

LAUNCH AND RECOVERY WIND ENVELOPE FEATURES

C-1

C.3

WIND LIMIT ORIENTATION

C-2

C.4

OTHER SOURCES OF HELICOPTER WIND ENVELOPES

C-2

C.5

USE OF NOTES IN WIND ENVELOPES

C-2

C.6

QUESTIONS AND COMMENTS ON WIND ENVELOPES

C-2

INDEX

INDEX-1

ORIGINAL

NAVAIR 00-80T-105

LIST OF ILLUSTRATIONS

Page

No.

CHAPTER 3 — PREPARING FOR FLIGHT OPERATIONS

Figure 3-1.

Authorized Flight Quarters

3-4

Figure 3-2.

Standard Signal Wands

3-6

CHAPTER 4 — AIR TRAFFIC CONTROL DOCTRINE

Figure 4-1.

Basic Emergency Procedures for Communication/Navigational Equipment Failure

4-8

Figure 4-2.

Lost Communication Emergency Squawks

4-9

Figure 4-3.

Helicopter Restrictions During Fixed-Wing Launch/Recovery

4-10

Figure 4-4.

Minimum SAR Requirements

4-11

CHAPTER 5 — LAUNCHING AIRCRAFT

Figure 5-1.

Alert Aircraft Readiness Conditions

5-24

CHAPTER 6 — RECOVERING AIRCRAFT

Figure 6-1.

VFR Day Fixed Wing Carrier Landing Pattern

6-4

Figure 6-2.

Legend Chart for Aircraft Carrier Instrument Approach Procedures

6-10

Figure 6-3.

Approach Chart CV-1 TACAN (Jet and Turboprop)

6-11

Figure 6-4.

Approach Chart CV-2 TACAN Overhead (Jet and Turboprop)

6-12

Figure 6-5.

Approach Chart CV-3 TACAN (Helicopter)

6-13

Figure 6-6.

Approach Weather Minimums

6-14

Figure 6-7.

Emergency Signals to Ship From Fixed-Wing Aircraft With Radio Failure

6-33

Figure 6-8.

Emergency Signals to Ship From Helicopters With Radio Failure

6-33

Figure 6-9.

Visual Signals to Aircraft From Ship Under EMCON or Lost Communications

6-34

Figure 6-10.

Carrier Pattern Emergencies

6-35

Figure 6-11.

Day Communication Emergencies

6-36

Figure 6-12.

Night Communication Emergencies

6-37

Figure 6-13.

Tanker Rendezvous Pattern

6-38

APPENDIX A — WEAPONS LOADING/STRIKEDOWN/DOWNLOADING

AND RECOVERY GUIDE

Figure A-1.

Weapons Loading/Strikedown/Downloading and Recovery Guide

A-2

APPENDIX B — CARRIER FLIGHT DECK HELICOPTER OPERATING SPOTS

Figure B-1.

CVN 65 Helicopter Operating Spots

B-2

Figure B-2.

CV 68-77 Helicopter Operating Spots with Precision H-60 Spots

B-3

ORIGINAL

NAVAIR 00-80T-105

Page

No.

APPENDIX C — CVN HELICOPTER LAUNCH AND RECOVERY WIND LIMITATIONS

Figure C-1.

CV/CVN Launch and Recovery Envelopes for Helicopter Combinations

Not Listed Elsewhere

C-3

Figure C-2.

UH-1N Launch and Recovery Envelops for CVN 65 Spots 1 & 2

C-4

Figure C-3.

UH-1N Launch and Recovery Envelopes for CVN 68-77 Spots 1 & 2

C-5

Figure C-4.

UH-1N Launch and Recovery Envelopes for CVN 65 & CVN 68-77

Spots 3, 4, 5, & 6

C-6

Figure C-5.

UH-1N Launch and Recovery Envelopes for CVN 68-77 Spots 1 & 2

C-7

Figure C-6.

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

C-8

Figure C-7.

H-47 Launch and Recovery Envelope for CVN 65 Angle Spots

(including CVN 68-77 without precision H-60 spots)

C-9

Figure C-8.

H-47 Launch and Recovery Envelope for CVN 67-77 Angle Spots

(with precision H-60 spots)

C-10

Figure C-9.

H-53 Launch and Recovery Envelopes for CVN 65 Spots 1 & 2

C-11

Figure C-10.

H-53 Launch and Recovery Envelopes for CVN 68-77 Spots 1 & 2

C-12

Figure C-11.

H-53 Launch and Recovery Envelopes for CVN 65 & CVN 68-77

Spots 3, 4, 5, & 6

C-13

Figure C-12.

H-53 Launch and Recovery Envelopes for CVN 68-77 Spots 1 & 2

C-14

Figure C-13.

H-53 Launch and Recovery Envelopes for CVN 68-77 Spots 4, 5, 6, & 9

. . . . . . . . . . . C-15

Figure C-14.

H-60 Launch and Recovery Envelopes for CVN 65 Bow Spots 1 & 2

. . . . . . . . . . . . . . C-16

Figure C-15.

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

C-17

Figure C-16.

H-60 Launch and Recovery Envelopes for CVN 65 AFT Spot 6

C-18

Figure C-17.

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

C-19

Figure C-18.

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

C-20

Figure C-19.

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

C-21

Figure C-20.

H-60 Launch and Recovery Envelopes for CVN 68-77 Angle

Spots 3, 4, 5, 6, 8, & 9

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-22

Figure C-21.

H-60 Launch and Recovery Envelopes for CVN 68-77 Spot 7

. . . . . . . . . . . . . . . . . . . . C-23

ORIGINAL

NAVAIR 00-80T-105

GLOSSARY

the centralized agency responsible for the status

keeping of all carrier air operations and control of all

advisory control. A form of air traffic control in

airborne aircraft under the operations officer’s

which the controlling agency monitors radar and ra-

cognizance except those being controlled by CDC

dio contact with aircraft under its control and

and the air officer.

provides traffic advisories. Traffic separation is the

carrier control area. A circular airspace within a

responsibility of the individual pilot, with the assis-

radius of 50 nm around the carrier, extending upward

tance provided by the control agency.

from the surface to infinity, under control of CATCC

air operations. That section of the operations de-

except for those aircraft operating under control of

partment responsible for coordinating all matters

the air officer during Case I and II operations.

pertaining to air operations including the proper

functioning of the CATCC.

Note

The radius and height may be limited

approach control. A control position in CATCC

because of adjacent controlled airspace.

responsible for providing positive control of aircraft

carrier control zone. The airspace within a circu-

on approach during Case II and III. Tasks include

lar limit defined by 5 miles horizontal radius from the

making holes for bolter/waveoff traffic and main-

carrier, extending upward from the surface to and in-

taining appropriate interval.

cluding 2,500 feet unless otherwise designated for

special operations, and is under the cognizance of the

air officer during VMC.

ball. A pilot report indicating that the visual landing

center. A collective radio call prefixed by a ship’s

aid is in sight.

code name which is used in the same manner as the

base recovery course (BRC). The ship’s mag-

shore-based counterpart.

netic heading during flight operations.

CHARLIE. Signal for aircraft to land aboard the ship.

A number suffix indicates time delay before landing.

bingo. An order to proceed and land at the field spe-

cified, utilizing a bingo profile. Aircraft is

Clara. A pilot transmission indicating the pilot does

considered to be in an emergency/fuel critical situa-

not have the visual landing aid (ball) in sight.

tion. Bearing, distance, and destination shall be

Clara lineup. A pilot transmission indicating the

provided.

pilot does not have a usable lineup reference.

break time (ready deck). Anticipated time speci-

command control. Acknowledgment that aircraft

fied by PriFly that the deck will be ready to recover

being controlled by data-link signals.

aircraft and the first aircraft of a Case II recovery is

concurrent operations. Sequential launch and

expected to be at the break.

recovery of fixed wing and rotary wing aircraft in the

bullseye. A term referring to the ILM.

same cycle.

coupled. Aircraft automatic flight control system

engaged and linked to data-link commands.

carrier

air

traffic

control

center

(CATCC). CATCC is comprised of two

interdependent work centers, Air Operations (Air

data-link address. Discrete identification as-

Ops) and Carrier Controlled Approach (CCA). It is

signed to data-link equipped aircraft.

ORIGINAL

NAVAIR 00-80T-105

data-link equipment. Automatic transmission de-

expected approach time (EAT). The future time

vice capable of very high data rate.

at which an aircraft is cleared to depart inbound or

penetrate from a preassigned fix. Aircraft depart and

data-link monitor (DLM). Used by the final con-

commence approach at assigned time if no further in-

troller to observe data being sent to aircraft under

structions are received.

PALS control.

DELTA. A signal given to hold and conserve fuel at

an altitude and position appropriate to type aircraft

final bearing. The magnetic bearing assigned by

and case recovery in effect.

CATCC for final approach. It is an extension of the

landing area centerline.

DELTA switch. A signal given to an aircraft autho-

rizing an airborne internal crew switch.

final control. A control position in CATCC respon-

sible for control of aircraft on final approach during

departure control. A control position in CATCC

Case III until transfer of control to the LSO or the air-

responsible for aircraft departures. This position is

craft reaches approach weather minimums.

also responsible for monitoring the location and

Approach control retains overall responsibility for

package status of tanker aircraft; the location of low-

separation of aircraft.

state aircraft and their fuel requirements.

Fleet Area Control and Surveillance Facility

Departure reference radial (DRR). A TACAN

(FACSFAC). A U.S. Navy fixed, shore-based air

radial assignment by CATCC to which all squadron

traffic control facility. Designated to manage off-

departure radials are referenced.

shore and inland operating areas and other assigned

airspace, including special use airspace. Provides

divert. An order for an aircraft to proceed and land at

joint-use scheduling and control of surface, subsur-

the field specified. This is a nonemergency situation.

face, and airborne military platforms operating

within and transiting to and from these areas. Admin-

isters services to support the coexistence of military

government and nongovernment agencies consistent

eight nautical miles DME fix. A checkpoint in a

with national priorities.

CCA, normally located on the final bearing, 8 miles

from the carrier. All jet and turboprop aircraft will

flight level. Pressure altitude expressed in hundreds

pass through the 8-nm DME fix in level flight at an

of feet determined by setting 29.92 in the aircraft

altitude of 1,200 feet, 250 KIAS, and will normally

pressure altimeter; that is, FL230 equals 23,000 feet

commence transition to the landing configuration.

pressure altitude.

emergency expected approach time

FOX CORPEN. Ship’s true heading during flight

(EEAT). The future time, assigned prior to launch,

operations.

at which an aircraft is cleared to depart inbound or

penetrate from a preassigned fix under lost commu-

nication conditions.

ICLS approach. Instrument Carrier Landing Sys-

emergency marshal. A marshal established by

tem. A precision approach in which precise and

CATCC and given to each pilot prior to launch with

continuous position error and range information

an altitude and an EEAT. The emergency marshal ra-

from the ILM and TACAN is displayed in an aircraft

dial shall have a minimum of 30_ separation from the

enabling a manually controlled precision approach to

primary marshal.

appropriate minimums.

ORIGINAL

NAVAIR 00-80T-105

inbound bearing. The magnetic heading assigned

mences tracking. Mode I/II equipped aircraft should

by CATCC to pilots descending directly to the carri-

receive ACL ready/lock-on discrete light.

er. It may be, but is not necessarily, the final bearing.

inbound heading. The magnetic heading assigned

marshal. A bearing, distance, and altitude fix desig-

by CATCC that will ensure interception of the final

nated by CATCC from which pilots will orient

bearing at a specific distance from the carrier.

holding and from which initial approach will com-

independent landing monitor

(ILM or

mence.

bullseye). Provides glideslope and azimuth in-

marshal control. A control position in CATCC re-

formation with the ARA-63/SPN 41. The ILM

sponsible for providing control and arrival

components are the AN/SPN-41 (shipboard) or AN/

information to inbound aircraft until handed off to

TRN-28 (shore based), and the AN/ARA-63 or

another controlling agency.

AN/ARN-138 (airborne).

Mode I approach. A precision approach in which

integrated launch and recovery television

an aircraft is controlled automatically by the AN/

system (ILARTS). A television system used to

SPN-42 or AN/SPN-46 to touchdown.

provide real-time imagery and recordings of aircraft

during launch and recovery operations. It is com-

Mode IA approach. A precision approach in which

prised of two components: The pilot landing aid

an aircraft is controlled automatically by the AN/

television (PLAT) system and the catapult aircraft

SPN-42 or AN/SPN-46 to 200 feet above and 1/2 nm

hookup and launch (CAHAL) system.

from the touchdown point.

intent to launch (ITL). A term associated with

Mode II approach. A precision approach in which

weapons, such as Harpoon/SLAM/JSOW, referring

precise and continuous position error information

to the signal sent to activate and fire the weapon.

from the AN/SPN-42/46 is displayed in an aircraft

enabling a manually controlled precision approach to

ITL weapon. A weapon, such as Harpoon/SLAM/

appropriate minimum.

JSOW, for which an intent to launch signal has been

initiated and whose launch has subsequently been

Mode IID

(flight director) approach. An

aborted by the aircrew or failed prior to separation of

enhanced Mode II approach in which pitch and roll

the weapon from the aircraft.

guidance is transmitted to a HUD display to assist the

pilot in the capture and maintenance of the glidepath

and centerline to appropriate minimums.

KILO report. A pilot coded report indicating aircraft

Mode IIT approach. A Mode II training approach

mission readiness.

in which the pilot flies a Mode II approach while be-

ing provided with Mode III approach information.

load report. A report given to marshal by the COD/

Mode III approach. A precision approach in which

VOD aircraft providing the numbers of passengers,

a pilot is supplied position guidance information

VIP codes, mail, and cargo on board; also, any perti-

from the AN/SPN-42 or AN/SPN-46 by a final con-

nent information for the CV, including fuel

troller enabling a manually controlled precision

requirements and pilot name.

approach to appropriate minimums.

lock-on. A verbal report from the final controller

monitor control. The monitoring of radar and radio

when PALS radar acquires the aircraft and com-

channels for emergency transmissions.

ORIGINAL

NAVAIR 00-80T-105

pattern. Altitude is assigned via landing order as es-

tablished in ship/air wing doctrine.

needles. Precision instrument approach cockpit in-

dications from (PALS) radar equipment.

positive control. A form of air traffic control in

which the controlling agency has radar and radio

nonprecision approach. Radar controlled ap-

contact with the aircraft being controlled and pub-

proach or an approach flown by reference to

lished approach or departure procedures are

navigation aids in which glideslope information is

complied with, or where specific assignments re-

not available.

garding heading and altitude are issued by the

controller. While altitude separation is provided by

nonradar control. A form of air traffic control in

pilot maintaining assigned altitude, lateral and time

which the pilot flies according to a published proce-

separation is the responsibility of the air traffic con-

dure or as prescribed by the controlling agency.

troller. Speed changes may be directed by the air

Traffic separation is provided by the controlling

traffic controller.

agency, using frequent pilot position reports and

modified separation criteria. This form of control is

precision approach. An approach in which azi-

used only in case of emergency, when all shipboard

muth, glideslope, and distance information are

air control radar is inoperative or, in the opinion of

provided the pilot.

the CATCC officer, unusable.

Precision approach and landing system

(PALS). A system consisting of shipboard and air-

craft components for all weather recovery of

operational commitment. A situation of such

carrier-based aircraft.

compelling urgency that failure to grant a deviation

from established explosive safety criteria will have a

deleterious impact on the mission readiness of naval

ramp time (ready deck). Anticipated time speci-

forces.

fied by PriFly that the deck will be ready to recover

aircraft and the first aircraft of a Case III recovery is

expected to be at the ramp.

PALS acquisition window. An area in space sur-

red light. The local time at which a helicopter will

rounding the glideslope and extended centerline of

no longer be SAR capable and has approximately 30

the landing area in which aircraft are acquired by the

minutes of flight time remaining.

PALS radar.

retro report. A report given to COD aircraft by mar-

platform. A point of 5,000 feet altitude in the ap-

shal providing offload information on passengers,

proach pattern at which all jet and turboprop aircraft

mail, cargo, or any other pertinent information.

will decrease their rate of descent to not more than

2,000 feet per minute, continuing letdown to the

10-nm DME fix.

six nautical miles DME fix. A checkpoint in a

Popeye. A pilot coded report indicating aircraft fly-

CCA located on the final bearing 6 miles from the

carrier through which all jet and turboprop aircraft

ing in clouds or area of reduced visibility.

will pass in level flight at an altitude of 1,200 feet in

port holding pattern. The Case I jet and turboprop

landing configuration. When necessary for traffic

aircraft holding pattern is a left-hand, 5-mile maxi-

separation, turboprop aircraft may be instructed to

mum pattern tangent to the BRC or expected BRC

commence transition to landing configuration no

with the ship in the 3-o’clock position of the holding

later than the 6-nm DME fix.

ORIGINAL

NAVAIR 00-80T-105

spin. A signal given to one or more aircraft indicat-

through which all turboprop aircraft and helicopters

ing a departure and reentry into the break. The

will pass in a landing configuration.

command “Spin” may be issued by either the air offi-

cer or a flight leader.

spin pattern. A left-hand pattern employed for jet

uncoupling. Aircraft being disengaged from data

and turboprop aircraft to reentry the break during

link commands.

Case I or Case II recoveries. The pattern will be

universal test message (UTM). Utilized to

flown at 1,200 feet oriented on the BRC or expected

ensure proper operation of aircraft data link equip-

BRC. The pattern will not exceed a distance of 3 nm

ment.

from the ship.

starboard holding pattern. A right-hand race-

track pattern between 045_ and 135_ relative to the

weather criteria. Case I weather requires the ceil-

BRC for COD aircraft and 045_ and 110_ relative to

ing to be no lower than 3,000 feet and not less than

the BRC for helicopters. COD aircraft 500 feet,

5 nm visibility. Case II weather requires the lowest

1,000 feet if approved by CV primary, and helicop-

ceiling to be 1,000 feet or above and 5 nm visibility.

ters 300 feet or below.

Case III weather is any ceiling below 1,000 feet or a

visibility less than 5 nm.

ten-second discrete light. Illuminates approxi-

mately 10 seconds prior to touchdown, indicating deck

ZIP LIP. A condition that may be prescribed for flight

motion compensation (DMC) is being transmitted

operations during daylight VMC conditions under

from Mode I certified ships. Illuminates approximately

which positive communications control is waived

10 seconds prior to reaching minimums on ships certi-

and radio transmissions between aircraft, pilots, and

fied only for Mode IA/II/IID.

control agencies are held to the minimum necessary

three nautical miles DME fix. A checkpoint in a

for safety of flight. The exception is COD aircraft,

CCA on the final bearing 3 miles from the carrier

unless specifically noted in the overhead message.

23/(24 blank)

ORIGINAL

NAVAIR 00-80T-105

LIST OF ABBREVIATIONS/ACRONYMS

CAHAL. Catapult aircraft hookup and launch

(system).

ACL. Automatic carrier landing.

CAP. Combat air patrol.

ADF. Automatic direction finder.

CARQUALS. Carrier qualifications.

ADIZ. Air defense identification zone.

CATCC. Carrier air traffic control center.

ADRL. Automatic distribution requirements list.

CATCC DAIR. Carrier air traffic control center

direct altitude identity.

AEW. Airborne early warning.

CCA. Carrier controlled approach.

AFCS. Automatic flight control system.

CCP. Central charging panel.

AFFF. Aqueous film forming foam.

CDC. Combat direction center.

AG. Arresting gear (flight deck jersey marking).

CH. Channel.

AIMD. Aircraft intermediate maintenance

department.

CO. Commanding officer.

ALRE. Aircraft launch and recovery equipment.

COC. Catapult officer console.

COD. Carrier on-board delivery.

AOCC. Air operations control center.

COMM. Communications.

APC. Approach power compensator.

COMSEC. Communication security.

ARTCC. Air route traffic control center.

CONFLAG. Conflagration station.

ASTAC. Anti-submarine tactical air controller.

CPO. Chief petty officer.

ASR. Air surveillance radar.

CQ. Carrier qualification.

ATC. Air traffic control.

CSV. Capacity selector valve.

ATCOM. Air traffic communications.

CV. Aircraft carrier.

ATO. Air transfer officer.

CV/N. Conventional/nuclear aircraft carrier.

CVIC. Carrier intelligence center.

BRC. Base recovery course.

CVW. Carrier air wing.

CAD. Cartridge-actuated device.

DAIR. Direct altitude identity readout.

CAG. Commander, air group.

DLM. Data link monitor.

ORIGINAL

NAVAIR 00-80T-105

DMC. Deck motion compensator.

HAC. Helicopter aircraft commander.

DME. Distance measuring equipment.

HDC. Helicopter direction center.

DR. Dead reckoning.

HEFOE. Hydraulic electrical fuel oxygen engine

DRR. Departure reference radial.

(hand/light/electronic/radar aircraft emergency

signals).

HERO. Hazards of electromagnetic radiation to

EAT. Expected approach time.

ordnance.

HF. High frequency.

EEAT. Emergency expected approach time.

HIFR. Helicopter inflight refueling.

EEFI. Essential elements of friendly information.

HUD. Heads-up display.

EMCON. Emission control.

EOD. Explosive ordnance disposal.

IAF. Initial approach fix.

ETE. Estimated time en route.

ICAO. International civil aviation organization.

ICCS. Integrated catapult control station.

ICLS. Instrument carrier landing system.

FAA. Federal Aviation Administration.

ICS. Internal communication system.

FACSFAC. Fleet area control and surveillance

IFF. Identification friend or foe.

facility.

IFLOLS. Improved Fresnel lens optical landing

FAF. Final approach fix.

system.

FB. Final bearing.

IFOBRL. Inflight operable bomb rack lock.

IFR. Instrument flight rules.

FCF. Functional checkflight.

ILARTS. Integrated launch and recovery television

FL. Flight level.

system.

FLIP. Flight information publication.

ILM. Independent landing monitor.

IMC. Instrument meteorological conditions.

FOD. Foreign object damage.

IMER. Improved multiple ejection rack.

INMARSAT. International maritime satellite.

GCI. Ground controlled intercept.

IR. Infrared.

GPS. Global positioning system.

ITER. Improved triple ejection rack.

GSE. Ground support equipment.

ITL. Intent to launch.

ORIGINAL

NAVAIR 00-80T-105

NFO. Naval flight officer.

JBD. Jet blast deflector.

NGL. Nose gear launch.

JSOW. Joint standoff weapon.

nm. Nautical miles.

NORDO. No-radio.

KIAS. Knots indicated airspeed.

NOTAM. Notice to airman.

NVD. Night vision device.

LHA.

Landing assault ship.

NVG. Night vision goggle.

LHD.

Landing dock ship.

LOX.

Liquid oxygen.

OLS. Optical landing system.

LPH.

Amphibious assault ship.

OOD. Officer of the deck.

LSE.

Landing signalman enlisted.

OPAREA. Operating area.

OPORD. Operation order.

LSO.

Landing signal officer.

OTC. Officer in tactical command.

MCC.

Monitor control console.

PALS. Precision approach and landing system.

MDA.

Minimum descent altitude.

PASE. Preloaded accessory suspension equipment.

MER.

Multiple ejection rack.

PIM. Position and intended movement.

MFFV. Mobile firefighting vehicle.

PLAT. Pilot landing and approach television.

MIM.

Maintenance instruction manual.

POPEYE. Pilot report of aircraft flying in clouds

MOVLAS. Manually operated visual landing

or area of reduced visibility.

aid system.

POTS. Plain old telephone system.

MRC. Maintenance requirement card.

PQS. Personal qualification standards.

MSL. Mean sea level.

PriFly. Primary flight control.

NATOPS. Naval air training and operating

procedures standardization.

QA. Quality assurance.

NAVAID. Navigation aid.

NAVAIR. Naval Air Systems Command.

RATS. Reduced arrestment thrust system.

NAVAIRSYSCOM. Naval Air Systems Command.

REL. Relative.

ORIGINAL

NAVAIR 00-80T-105

RETRO. Report of offload information given

TAU. Twin agent unit.

COD aircraft by Marshal.

TER. Triple ejection rack.

RHIB. Rigid Hull Inflatable Boat.

RF. Radio frequency.

UHF. Ultra high frequency.

USW. Undersea warfare.

SAR. Search and rescue.

UTM. Universal test message.

SHP. Shaft horsepower.

SIF. Selective identification feature.

VERTREP. Vertical replenishment.

SIGINT. Signal intelligence.

VFR. Visual flight rules.

SLAM. Standoff land attack missile.

VHF. Very high frequency.

VIP. Very important person.

SOP. Standard operating procedure.

VMC. Visual meteorological conditions.

SOX. Overhead low pressure sodium (oxide)

floodlight.

VOD. Vertical onboard delivery.

SRC. Scheduled removal component.

WOD. Wind overdeck.

TACAN. Tactical air navigation.

TALD. Tactical air-launched decoy.

ZIP LIP. No radio transmissions.

ORIGINAL

NAVAIR 00-80T-105

PREFACE

SCOPE

NATOPS manuals are issued by the authority of the Chief of Naval Operations and under the direction of the

Commander, Naval Air Systems Command in conjunction with the Naval Air Training and Operating Procedures

Standardization (NATOPS) program. NATOPS publications provide the best available operating instructions for

most circumstances. However, no manual can cover every situation or be a substitute for sound judgment; operational

situations may require modification of the procedures contained therein. Read these publications from cover to cover.

It is your responsibility to have a complete knowledge of their contents.

Note

See Chapter 1 for more information on the scope and purpose of this

manual, and for any special requirements or procedures that compliment

those contained in this preface.

DETERMINING THE CURRENT VERSION OF THIS PUBLICATION

The current versions of NATOPS publications are listed in the NATOPS Status Report which is available online at

https://airworthiness.navair.navy.mil. Upon receiving a copy of a NATOPS, consult the NATOPS Status Report to

determine its current configuration (through the latest revision, change, and interim change). Before using this

publication, users shall ensure that they have the current version of it.

OBTAINING COPIES OF THIS PUBLICATION

One-Time Orders

Copies of this publication and the current changes thereto may be ordered from the Naval Logistics Library (NLL)

using NAVICP Pub 2003, which is available online at https://nll.ahf.nmci.navy.mil, or procured through the supply

system in accordance with NAVSUP P-409 (MILSTRIP/MILSTRAP). This manual is also available in pdf format

and may be viewed on, and downloaded from, the NATEC or AIRWORTHINESS websites, www.mynatec.navy.mil

or https://airworthiness.navair.navy.mil, respectively.

Note

D When the current revision of a publication is ordered through NLL or

NAVSUP, copies of all active changes to the publication will be forwarded

along with it. The printed changes to a revision need not be ordered in

addition to ordering the revision.

D An order for a publication that exceeds the maximum order quantity posted

on the NLL website will be filled not to exceed the maximum order

quantity. Additional orders will be required in order for an activity to

receive more than the posted maximum order quantity of a publication.

D Interim changes to NATOPS publications are not stocked within the NLL

or NAVSUP systems and must be obtained separately. Active interim

changes to NATOPS publications are published in electronic media only

and most are available online at www.mynatec.navy.mil and https://air-

worthiness.navair.navy.mil for viewing and downloading.

ORIGINAL

NAVAIR 00-80T-105

Automatic Distribution

NATEC automatically sends copies of new revisions and changes to users whose NAVAIR publication requirements

are maintained within its Automatic Distribution Requirements List (ADRL) database. Detailed procedures for

establishing and maintaining an ADRL account are contained in NAVAIR technical manual 00-25-100 work package

(WP) 017-00, which is available online at https://mynatec.navair.navy.mil.

Note

D When a user’s ADRL account has not been updated within the last 12

months, all automatic distribution to the user will be suspended until the

account has been updated.

D To avoid the gross cost and delivery inefficiencies that have resulted from

excessive or insufficient distributions, the NATOPS Program Manager has

been granted authority to adjust the automatic distribution quantities of

NATOPS publications. Units requiring large or unusual distribution

quantities of NATOPS publications should confirm them with the NATOPS

Program Manager in advance of distribution to ensure that the quantities

they will receive will be acceptable.

KEEPING THIS PUBLICATION CURRENT

To be effective, NATOPS publications must be kept current through an active manual change program. Corrections,

additions to, deletions from, and suggestions for improvement of contents should be submitted as NATOPS change

recommendations as soon as possible after discovery. Suggestions for improvement should avoid vague and

generalized language and shall be worded as specifically as possible. Detailed standards for NATOPS publications

are found in MIL-DTL-85025B(AS), which is available online at https://airworthiness.navair.navy.mil. Change

recommendations may be submitted by anyone in accordance with OPNAVINST 3710.7-series. All users are

encouraged to contribute to the currency, accuracy, and usefulness of this and other NATOPS publications by

submitting timely change recommendations for these publications.

SUBMITTING CHANGE RECOMMENDATIONS

Types of Change Recommendations

Change recommendations should be submitted as URGENT, PRIORITY or ROUTINE. Urgent and Priority change

recommendations are changes that cannot be allowed to wait for implementation until after the next review

conference. These usually involve safety-of-flight matters. Some priority change recommendations may be upgraded

to URGENT by NAVAIR (AIR-4.0P), Program Class Desk or the NATOPS Model Manager following receipt and

initial review.

Submitting Change Recommendations to NATOPS Publications

While each type of change recommendation is processed and approved differently, the preferred means of submitting

all of them is through the Airworthiness Issues Resolution System (AIRS) which may be accessed online at

https://airworthiness.navair.navy.mil, or on SIPRNET at https://airworthiness.navair.navy.smil.mil for classified or

otherwise sensitive change recommendations. AIRS provides the fastest and most efficient means of processing and

resolving NATOPS change recommendations. It expedites distribution of the URGENT and PRIORITY change

recommendations to those who need to act on them and compiles the ROUTINE change recommendations into their

respective review conference agenda packages.

In the event that a worldwide web connection to AIRS is not available, PRIORITY change recommendations may

be submitted via Naval message in accordance with OPNAVINST 3710.7-series. When AIRS is not accessible,

ORIGINAL

NAVAIR 00-80T-105

ROUTINE change recommendations may be submitted on a NATOPS/Tactical Change Recommendation (Form

OPNAV 3710/6), a copy of which is contained within the preface of this manual. The completed change

recommendations forms for changes to this manual should be sent by U.S. Mail to the NATOPS Model Manager of

this publication at:

Message PLAD: LSO School NAS Oceana VA

Address: Officer In Charge, LSO School

Attn: NATOPS Program Manager

841 F Ave., Bldg 150

Virginia Beach, VA 23460

Telephone: (757) 433−2515 DSN: 433−2515

Email address: staff@lsoschool.org

ISSUING UPDATES TO NATOPS PUBLICATIONS

Interim Changes

Approved NATOPS urgent and priority change recommendations are issued via Naval messages and may involve

making pen-and-ink entries and/or replacing pages. Copies of interim change messages and their replacement pages

are posted on the NATEC website at www.mynatec.navy.mil, https://airworthiness.navair.navy.mil, or https://airwor-

thiness .navair.navy.smil.mil for viewing and downloading. Interim change replacement pages are always issued in

electronic format and are not distributed in paper format except under unusual circumstances. Following the

incorporation of an interim change into this publication, its entry should be recorded on the Interim Change Summary

page within this publication.

Revisions, Changes and Errata

Routine change recommendations are compiled into a conference agenda and held for review at the next NATOPS

review conference for this publication. Change recommendations approved by the review conference are published

by the NATOPS Model Manager in a review conference report and then incorporated into a revision or change to this

manual, copies of which are mailed on paper and/or electronic media to users that have a listed requirement for it in

the NATEC ADRL system database. Copies of most unclassified publications are also posted on the NATEC and

Airworthiness websites. When printing errors are found in publications, errata may also be prepared and posted and/or

distributed in electronic or paper form in the same manner as for revisions and changes. After incorporating a change

or errata into this publication, you should page check and record its entry on the Record of Changes page within this

publication.

CHANGE SYMBOLS

Revised text is indicated by a black vertical line in the right margin of the page, like the one printed next to this

paragraph. The change symbol shows where there has been a change. The change might be material added or

information restated. A change symbol in the margin by the chapter number and title indicates a new or completely

revised chapter. Change symbols are not normally used to mark the locations of deleted information.

ORIGINAL

NAVAIR 00-80T-105

SPECIAL TERMINOLOGY IN NATOPS PUBLICATIONS

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

Warnings, Cautions, and Notes

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

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

injury or death, if not carefully observed or followed.

CAUTION

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

damage to equipment if not carefully observed or followed.

Note

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

emphasize.

Requirement for compliance.

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

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

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

“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

NAVAIR 00-80T-105

CHAPTER 1

Introduction

1.1

PURPOSE

This manual issues policy, guidance and information for CV and CV/N commanding officers, air officers, air

operations officers, air wing commanders, squadron commanding officers, aircraft detachment Officers-In-Charge,

and aircrews aboard CV/N class ships. The information presented herein includes relationships, responsibilities,

training requirements, and selected normal and emergency procedures for conducting flight operations on and in the

vicinity of the CV/N.

1.2

SCOPE

The responsibilities, requirements and procedures contained in this manual apply to all persons involved with flight

operations on all CV/N-class ships. The information addressed in this manual encompasses a wide range of subjects

that include planning and preparing for flight operations, control of and communications with aircraft, aircraft launch

and recovery procedures, and aircraft and aviation weapons handling procedures.

1.3

THE CONTENTS OF THIS PUBLICATION

This manual contains information and procedures for the operation and support of aircraft aboard and in the vicinity

of CV and CV/N class ships. The chapters and appendix of this manual address pre-deployment planning, preparation

for flight operations, and Air Traffic Control procedures. They contain responsibilities and procedures for launching,

recovering, and moving aircraft, supporting flight operations, and maintaining aircraft. And, they also address ship’s

plane guard, SAR, vertical replenishment procedures, and night vision device-aided flight deck operations.

1.4

OTHER RELEVANT PUBLICATIONS

The following publications complement the information contained within OPNAVINST 3710.7-series and this

NATOPS manual, and should be referred to whenever additional information about the subjects they address is

needed:

NAVAIR 00-80R-14

NATOPS U.S. Navy Aircraft Firefighting and Rescue Manual

Contains detailed requirements and procedures for rescue and

firefighting personnel.

NAVAIR 00-80R-14-1

NATOPS U.S. Navy Aircraft Emergency Rescue Information

Manual

Contains detailed information and procedures for individual

T/M/S aircraft, onboard equipment and associated hazards

for use by rescue, firefighting, and crash and salvage personnel.

NAVAIR 00-80R-19

NATOPS U.S. Navy Aircraft Crash and Salvage Operations

Manual (Afloat)

Contains detailed information and procedures for crash and

salvage personnel on the handling and disposition of aircraft

that cannot be taxied, towed, or moved normally.

1-1

ORIGINAL

NAVAIR 00-80T-105

NAVAIR 00-80T-104

NATOPS Landing Signals Officer Manual

Contains LSO training and aircrew orientation requirements,

information about visual landing aids, and procedures for use

by shipboard LSOs and aircrews engaged in landing aircraft

aboard CV/N class ships.

NAVAIR 00-80T-109

Aircraft Refueling NATOPS Manual

Contains detailed information and procedures for handling of

aviation fuels from delivery aboard ship through dispensing

into aircraft.

NAVAIR 00-80T-112

NATOPS Instrument Flight Manual

Contains detailed instrument flying procedures and instrument

rating and qualification requirements for pilots and NFOs,

including information about physiological effects such as

disorientation.

NAVAIR 00-80T-113

Aircraft Signals NATOPS Manual

Contains standard hand, wand, light, and beacon signals for

control, communication and use among aircraft; tower (PriFly);

aircraft launch, recovery and handling personnel; and ground

support personnel, ashore and afloat.

NAVAIR 00-80T-114

Air Traffic Control NATOPS Manual

Contains detailed responsibilities, relationships, training

requirements and procedures for use by Air Traffic Control

Facility personnel ashore and afloat.

NAVAIR 00-80T-120

CV Flight/Hangar Deck NATOPS Manual

Contains detailed information on handling, fueling, launching

and recovering aircraft aboard CV/N class ships.

NAVAIR 00-80T-121

Chemical, Biological, Radiological and Nuclear Defense NATOPS

Manual

Contains detailed information and procedures for protecting

aircrews and decontaminating aircraft, air crewmembers, and

ship’s personnel exposed to chemical, biological, radiological and

nuclear agents.

NAVAIR 00-80T-122

Helicopter Operating Procedures For Air-Capable Ships NATOPS

Manual

Contains VERTREP procedures.

NAVAIR AE-CVATC-OPM-000

Carrier Air Traffic Control Operations Handbook

Contains detailed information and procedures for ships air

operations personnel engaged in aircraft flight operation on

CV/N class ships.

Ship’s Air Operations Manual

An air operations manual published by each ship containing

aircraft operating information and procedures unique to that

individual ship.

ORIGINAL

1-2

NAVAIR 00-80T-105

1.5

RESPONSIBILITIES

1.5.1 NATOPS Advisory Group

NATOPS Advisory Group member relationships, responsibilities and procedures are contained in OPNAVINST

3710.7-series. The following are members of the NATOPS Advisory Group for this manual:

Commandant of the Marine Corps

CMC (SD)

Commander, Naval Air Force Reserve

COMNAVAIRFORES (N42)

Commander, Naval Air Forces

COMNAVAIRFOR (N455)

Commander, Naval Air Forces, Atlantic

COMNAVAIRLANT (N73)

Commander, Naval Air Forces, Pacific

COMNAVAIRPAC (N73)

Commanding General, U.S. Marine Forces Command COMMARFORCOM (DSS)

Commanding General, U.S. Marine Forces Pacific

COMMARFORPAC (SAFETY)

Commanding General, Fourth Marine Air Wing

CG FOURTH MAW (DOSS)

Commander, Naval Air Systems Command

COMNAVAIRSYSCOM (4.0P/PMA-251)

Commander, Naval Safety Center

COMNAVSAFECEN (Code 11)

Commander, Naval Air Training Command

CNATRA (N31)

In accordance with OPNAVINST 3710.7-series, each commander shall designate his NATOPS Advisory Group

representative in writing and forward copies of this correspondence to COMNAVAIRFOR (N455) and NAVAIR

(AIR-4.0P) on each occasion when a new representative is assigned.

1.5.2 NATOPS Cognizant Command

Commander Naval Air Forces is assigned as the NATOPS Cognizant Command and is responsible for the contents

and maintenance of this manual in accordance with OPNAVINST 3710.7-series.

1.5.3 NATOPS Model Manager

The NATOPS Model Manager for this manual as listed in the Preface of this manual, is responsible for the periodic

review and maintenance of this manual in accordance with OPNAVINST 3710.7-series.

1.5.4 Commanding Officers

The commanding officers of CV/CV/N ships, air wing commanders, squadron commanding officers, and aviation

detachment officers in charge shall ensure that aircrews and aviation support personnel assigned to their units are

familiar with the information contained herein.

1.6

TRAINING

Chapter 2 contains pre-deployment training requirements for ship and air wing personnel. It includes a predeployment

lecture syllabus for all personnel, as well as ones for plane captains, maintenance personnel, ordnance personnel, and

flight crewmembers.

1.7

WAIVERS

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

1-3/(1-4 blank)

ORIGINAL

NAVAIR 00-80T-105

CHAPTER 2

Predeployment

2.1

TRAINING REQUIREMENTS

The air wing commander shall coordinate all squadron predeployment training requirements with the ship.

Squadron commanders shall ensure all personnel complete the lecture syllabus outlined below prior to initial

deployment. This applies equally to those squadrons/detachments that embark/operate for short-term workups, CQ,

transits, and so forth. These lectures need not be repeated before every deployment; however, squadron commanders

are responsible for providing refresher training as required for the safety of personnel and equipment. Ship’s company

personnel should assist in this training; however, when this is not feasible, the most qualified squadron personnel

shall be utilized.

The air officer shall ensure in addition to the formal training required by type commanders, air department personnel

receive training as necessary to acquaint them with the peculiarities of the specific aircraft models being deployed.

Particular emphasis shall be placed on special aircraft handling requirements, flightcrew rescue procedures, specific

aircraft firefighting procedures, and aircraft salvage procedure. In addition, Crash and Salvage personnel shall

conduct a face-to-face briefing with squadron aircrew personnel, communicating what they expect during an

emergency egress.

Note

All personnel assigned flight deck working stations shall first complete

Flight Deck Familiarization PQS (NAVEDTRA 43426-0 Series).

2.2

ADDITIONAL REQUIREMENTS

The commanding officer of each CV shall promulgate and distribute, as appropriate, an air operations manual

containing standardized air traffic control procedures covering all normal evolutions as well as common emergencies

in support of and supplementary to the procedures contained in this manual, including but not limited to the following

subjects: communications control; plane guard helicopter/ship; marshal, arrival, and departure procedures; zip lip;

procedures during shipboard systems failures; hot refueling, and standard arming and dearming areas.

As a minimum, the air operations manual shall be reviewed annually to ensure the subject matter is pertinent and up to

date. New or revised air operations manuals shall be forwarded to the appropriate TYCOM, COMCARGRU/

COMCRUDESGRU, COMCARAIRWING, CARAIRWING, and COMNAVSAFECEN (Code 114). Distribution to

other units conducting air operations activities with the CV is encouraged.

The air wing commander shall promulgate and distribute, as appropriate, OPORD containing but not limited to the

following: air wing organization, general operating procedures, VMC rendezvous, air wing recovery order and

altitude assignments, tanker patterns and procedures, zip lip, EMCON procedures, rainmaker, Hawkeye controlled

approach procedures, deck launch intercept, and lost communications/NAVAID procedures.

Squadron commanders shall submit prior to deployment a complete list of aircraft being deployed. The list shall

include side numbers, PALS addresses, basic weights, certification that all aircraft are FOD free, verification that all

aircraft hoisting points/access panels are readily accessible and functional, and any peculiarities in configuration that

will affect handling, ordnance loading, or mission capability. Squadron commanders shall also submit a list of pilots

and individual requirements for initial and refresher carrier qualification.

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ORIGINAL

NAVAIR 00-80T-105

Each squadron commander, when embarked, shall provide PriFly control and CATCC with a current NATOPS flight

manual and pocket checklist for each aircraft under his command.

The air officer shall ensure the availability of appropriate aircraft handling equipment, including aircraft hoisting

slings, for each model aircraft assigned.

The AIMD officer shall ensure the availability of appropriate special aircraft maintenance equipment for each model

aircraft assigned.

The air operations officer shall ensure accurate bingo fuel and fouled deck endurance data are available for each model

aircraft being deployed. He shall also ensure CATCC personnel are proficient in the interpretation of these data.

The commanding officer shall ensure all personnel assigned duties on CV flight decks comply with the required

physical standards contained in the Manual of the Medical Department, U.S. Navy.

2.3

PREDEPLOYMENT LECTURE SYLLABUS

2.3.1

All Personnel

Duties and responsibilities during flight quarters, general quarters, fire quarters, abandon ship, man overboard,

and other general drills

Firefighting and damage control shipboardindoctrination

Duties and responsibilities under HERO and EMCON conditions

Shipboard safety and smoking regulations

Watch standing peculiar to shipboard operations

Flight and hangar deck safety precautions

Proper use and care of flight deck floatation vest

Water survival and rescue procedures.

2.3.2

Plane Captains

Aircraft handling procedures

Flight and hangar deck safety precautions

Responsibilities during launch and recovery

Aircraft tiedown requirements and techniques.

2.3.3

Maintenance Personnel

Shipboard maintenance procedures

Special shipboard safety precautions.

2.3.4

Flight Crewmembers

Flight and hangar deck safety precautions

Launching procedures and signals

Arrested landing procedures and signals

Aircraft control doctrine and procedures

ORIGINAL

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NAVAIR 00-80T-105

CHAPTER 3

Preparing for Flight Operations

3.1

THE AIR PLAN

To obtain maximum efficiency from personnel and equipment, carrier air operations must be precisely scheduled in

every respect. Air operations and strike operations are the coordinating and scheduling agencies for all flight

operations. The strike operations officer will collect all required flight information for preparation of the daily air

plan that will be submitted to the operations officer via the air operations officer, for approval and signature.

In order for strike operations to prepare an air plan that is within the capabilities of the air wing and all supporting

activities, the following must be reported on a regular basis:

1. An up-to-date inventory of aviation ordnance on board and available for the next day’s operation.

2. The status of all embarked aircraft. This report shall be delivered to the bridge, flag bridge, flag operations,

air operations, and the air department. In addition to current aircraft status, the report should include expected

changes in status and test flight requirements for the following day.

3. Air intelligence information concerning the next day’s operation.

Normally, the air plan will be distributed on the evening before the scheduled operations. When the air plan is delayed,

the strike operations watch officer shall provide advance information to allow preparations for the first flights. As

a minimum, air ops, flight deck control, PriFly, the air department duty officer, all ready rooms, CVIC, the ship’s

ordnance handling officer, and CDC shall be advised of the following:

1. Launch times

2. Mission

3. Flight composition

4. Fuel requirements

5. Ordnance loading.

The air plan shall include the following:

1. Event number

2. Launch time

3. Recovery time

4. Mission

5. Number and model of aircraft, including spares

6. Squadron and radio call

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ORIGINAL

NAVAIR 00-80T-105

7. Total sorties

8. Sunrise, sunset, moonrise, moonset, phase

9. Date

10. Fuel

11. Alert aircraft

12. Logistics aircraft

13. Tactical frequencies

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

a. EMCON/ZIP LIP conditions

b. Ready deck schedule

c. Any other information required including restrictions or hazards to flight.

Upon receipt of the daily air plan, each squadron shall prepare and distribute its flight schedule as required. This

schedule shall designate pilots, radio calls, and the mission for each flight assigned. It is the responsibility of the

aircraft handling officer to ensure strict conformance to the air plan.

3.1.1 The Ordnance Load Plan

Strike operations shall prepare an ordnance load plan that will be utilized as a supplement to the air plan for aircraft

ordnance loads. No changes will be made to the ordnance load plan without approval by the strike operations officer.

It is the responsibility of the aircraft handling officer to ensure strict conformance to the ordnance load plan.

3.2

FLIGHT QUARTER STATIONS

Flight quarter stations shall be manned when directed and as prescribed in the ship’s watch quarter and station bill.

Some evolutions may not require that all flight quarter stations be manned. On such occasions, specific instructions

should be issued at the time the word is passed to set flight quarters (for example, “Flight quarters for respot,” “Flight

quarters for helicopter operations,” and so forth).

All personnel assigned working stations on the flight or hangar decks, catapult, arresting gear, aviation fuels, and

ordnance spaces shall wear flight deck safety shoes. Those personnel assigned flight quarter stations on or above the

hangar deck shall wear jerseys as prescribed in Figure 3-1. Flight deck personnel shall wear the HGU-24/P or

HGU-25/P cranial impact helmet or equivalent. Additionally, all flight deck personnel shall wear and maintain the

following items in accordance with the applicable MRC cards: goggles, sound attenuators, floatation gear, dye

marker, and adequately secured whistle and strobe light. All personnel working on the hangar deck whose duties

require them to work on deck-edge elevators shall wear floatation gear, dye marker, and adequately secured whistle

and strobe light. During night flight operations, only those signal wands prescribed in Figure 3-2 shall be used. All

other personnel use flashlights. A blue filter shall be used. During flight quarters, individuals wearing improper

clothing shall not be permitted on the flight deck without the express consent of the aircraft handling officer.

3.2.1 Aqueous Film Forming Foam (AFFF) System and Mobile Firefighting Equipment

The guidelines for manning and disposition of the AFFF system and mobile firefighting equipment shall be observed

as outlined in NAVAIR 00-80R-14, U.S. Navy Aircraft Firefighting and Rescue Manual.

ORIGINAL

3-2

NAVAIR 00-80T-105

3.2.2 Preliminary Procedures — CATCC

One and one-half hours before scheduled flight operations, CATCC shall be manned and the following checkoff list

executed, commensurate with the EMCON plan in effect. Immediately report all discrepancies for appropriate action

and advise the operations officer and commanding officer if equipment failure will affect air operations.

Check all radio/intercom and sound powered equipment including proper patch panel setup. Check frequency

assignment.

Check all CCA/Air Ops equipment and NAVAIDS for proper operation.

Ensure proper magnetic variation is set in TACAN and CATCC DAIR.

Update CATCC DAIR video maps and fixed data stores as required. Check ship’s position for accuracy.

Synchronize clocks using GPS time hack.

Establish communications with shore activities on INMARSAT, POTS, or ATCOM as applicable. Refer to

OPNAVINST 3710.7 series.

Obtain weather and upper winds for the operating area and shore stations within aircraft range. Advise

meteorology of any special requirements for weather information during the day. Ensure ship’s weather

observation will be taken at least each 30 minutes during flight operations.

Advise the operations officer, bridge, and flag plot if aircraft availability will seriously limit scheduled air

operations.

Obtain launch and recovery PIM and check its relation to warning areas and controlled airspace. Coordinate

potential conflicts with shore activities/FACSFAC. Ensure hot areas are posted and briefed. Brief any potential

conflicts with the bridge and CDC.

10.

Check daily message traffic (overhead message and COD PIM, flight plans for flyoff aircraft, OPAREA

synopsis, etc.) that will affect flight operations.

11.

Check the air plan for changes and notify stations concerned.

12.

Obtain card of the day.

13.

Check all status boards for accuracy and completeness of information.

14.

Obtain divert field information, including NOTAMS, weather and airfield availability.

15.

Brief with air operations officer for special requirements.

3.2.3

Preliminary Procedures — Air Officer

When flight quarters is sounded, the air officer shall ensure the following:

1. Procedures prescribed in applicable bulletins and instructions for inspection and preparation for operation of

the catapults, arresting gear, visual landing aids, ILARTS, elevators, aviation fuel system, and crash and

firefighting equipment are meticulously followed. Discrepancies shall be reported to the bridge as soon as they

are detected. A decision to conduct flight operations when discrepancies are known to exist in any of the above

equipment shall be made only by the commanding officer.

2. A FOD walkdown is conducted prior to flight operations and as required by the air officer during flight

operations.

3-3

ORIGINAL

NAVAIR 00-80T-105

JERSEY/

FLOATATION

PERSONNEL

HELMET

VEST

SYMBOLS, FRONT AND BACK

Aircraft handling crew and chock men

Blue

Crew number

Aircraft handling officers and plane direc-

Yellow

Billet title — crew number

tors

(Notes 1−5)

as needed)

Arresting gear crew

Green

Aviation fuel crew

Purple

Cargo handling personnel

White

Green

“Supply”/“POSTAL” as appropriate

Catapult and arresting gear officers

Green

Yellow

Billet title

Catapult crew

Green

Catapult/AG QA

Green

White

ALRE QA

Catapult safety observer (ICCS)

Green

(Note 6)

Billet title

Crash and salvage crews

Red

Crash/Salvage

Elevator operators

White

Blue

Explosive ordnance disposal

Red

“EOD” in black

GSE troubleshooter

Green

“GSE”

Helicopter LSE

Red

Green

Helicopter plane captain

Red

Brown

Hook runner

Green

JBD safety observer

Green

Green/White

JBD safety

Landing signal officer

None

White

LSO

Leading petty officers:

Line

Green

Brown

Squadron designator and “Line CPO”

Maintenance

Green

Squadron designator plus “Maint. CPO”

Quality assurance

Brown

White

Squadron designator and “QA”

Squadron plane inspector

Green

White

Black and white checkerboard pattern and

squadron designator

LOX crew

White

LOX

Maintenance crews

Green

Black stripe and squadron designator

Medical

White

Red cross

Messengers and telephone talkers

White

Blue

Ordnance

Red

3-inch black stripe and squadron designa-

tor/ship’s billet title

Ordnance CAG Arm/De-arm

Red/Red

3-inch black stripe and the letters “CA” in

6-inch white reflective material

Ordnance QA

White

(Note 8)

Squadron designator and “ORDNANCE

QA/SAFETY”

Photographers

Green

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

ORIGINAL

3-4

NAVAIR 00-80T-105

JERSEY/

FLOATATION

PERSONNEL

HELMET

VEST

SYMBOLS, FRONT AND BACK

Plane captains

Brown

Squadron designator

Safety

White

“SAFETY”

Supply VERTREP coordinator

White

Green

“SUPPLY COORDINATOR”

Tractor driver

Blue

Tractor

Tractor King

Blue

(Note 7)

Transfer officer

White

“TRANSFER OFFICER”

Notes:

1. Only personnel charged with the actual control or direction of aircraft movements on the flight or hangar decks shall

wear yellow jerseys. Personnel in charge of a detail, such as aviation fuels, ordnance, and maintenance, shall wear a

helmet and jersey corresponding in color to that of their respective detail and with their billet title on the jersey and

floatation vest.

2. Helmets for all personnel shall be marked with a 6-inch square (or equivalent) of white reflective tape on the back shell and

a 3-inch by 6-inch (or equivalent) of white reflective tape on the front shell. Landing signal officers are not required to wear

helmets or sound attenuators when engaged in aircraft control. Helmets shall have a 2-inch piece of velcro on the left side

of the front shell and velcro on the survival light.

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

reflective tape.

a. All air department officers

b. Air department chief petty officers and leading petty officers

c. EOD team members

d. All ordnance officers and gunners

e. Ordnance handling officer and gunner.

4. Helmets for all personnel who have not completed flight deck observer qualification shall be marked (front and rear)

with a “T” using 1-inch wide blue reflective tape over the existing reflective tape (front minimum 2-inch tall, rear

minimum 3-inch tall lettering).

5. Helmets for all aircraft directors under instruction shall be marked (front and rear) with a “U/I” using a 1-inch wide blue

reflective tape evenly spaced over the existing reflective tape (front minimum 2-inch tall, rear minimum 3-inch tall

lettering).

6. ICCS green jersey/yellow flotation vest.

7. Yellow jersey/blue flotation vest.

8. White jersey/red flotation vest.

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

3-5

ORIGINAL

NAVAIR 00-80T-105

PERSONNEL

COLOR

TYPE*

Aviation Fuels

Amber

Stubby

Red

Standard

Bow Safety

Green

Standard

Catapult Hookup

Petty Officer

White

Stubby

Catapult Safety

Red

Standard

Observer (ICCS)

Green

Standard

Center Deck Opera-

tor (Topside)

White

Stubby

Deck Edge (Arresting

Red

Standard

Gear)

Green

Stubby

Deck Edge

(Catapults)

Red

Standard

Flight Deck Officer

and Aircraft Directors

Amber

Standard

Hook Runner

Red

Stubby

JBD Safety

White

Stubby

Launching and

Red

Standard

Arresting Gear Offi-

cer/Helicopter LSE/

LSO

Green

Standard

LSO Platform Talker

Red

Standard

(Arresting Gear)

Green

Standard

Ordnance Arming

Stubby

Crew

Red

Banded **

Ordnance Arming/

Standard

Safety Supervisor

Red

Banded ***

Plane Captain

Blue

Standard

Squadron Aircraft

Inspector

Blue

Stubby

Weightboard

White

Stubby

Operator

Standard and stubby denote cone shape. Standard denotes full length cones; stubby is a modified cone providing 3

inches of lighted cone. Any suitable battery and switch housing is authorized if cone is brightly lighted. All signal

wands/flashlights shall be equipped with heat-shrinkable sleeving/duct tape to prevent possible cone separation.

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

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

Figure 3-2. Standard Signal Wands

ORIGINAL

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NAVAIR 00-80T-105

3.3

BRIEFING

It is the responsibility of squadron or unit commanders to ensure all flightcrews have been properly briefed and have

sufficient information to complete the assigned mission. Briefing checkoff lists shall be used as required by

applicable aircraft NATOPS flight manuals. Each briefing must include EMCON procedures, if applicable, and

procedures to be followed in the event of communication or NAVAID failure.

Air ops shall provide the following prelaunch briefing information 2-1/2 hours prior to each event:

Launch and recovery times

Launch and recovery PIM

NAVAID status and frequencies

Ship’s weather

Weather at bingo fields and en route

Emergency data

a. Bearing and distance to nearest land

b. Bearing and distance to nearest suitable landing field

c. NAVAIDs, frequencies, and facilities at nearest field

d. Ready carrier-call, frequencies, NAVAIDs, and PIM

e. Expected final bearing

f. Emergency marshal fixes/altitudes/approach times.

Air traffic control data

a. Departure/rendezvous radials

b. Departure frequency and IFF/SIF mode and code

c. Special procedures for ZIP LIP/EMCON conditions (if in effect).

Any restrictions or hazards to flight

Pertinent information not included in the air plan.

CATCC shall provide to all aircraft not embarked in the ship, but engaged in any support operations (COD, VOD,

etc.) that require them to recover aboard and launch again, all applicable items in the CATCC provided briefing

information listed above.

3.4

FLIGHT PLANS AND ADVISORIES

The requirements for filing flight plans and advisories vary with each operating area and are contained in the DoD

Flight Information Publications (FLIPs) and fleet operating directives. As a rule, flight plans will be required for

flights that:

1. Terminate ashore

2. Proceed across ADIZ boundaries and are not covered by a flight advisory

3. Proceed over land.

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ORIGINAL

NAVAIR 00-80T-105

Flight advisories shall be filed for flights within ADIZ boundaries by all aircraft that will land back on board ship

and are not covered by a flight plan. Squadrons shall file flight plans (DD175/DD1801) with CATCC to meet time

requirements established by applicable operating area manuals or ICAO guidelines.

3.4.1 Close Proximity Operations

During concurrent flight operations by two or more CVs/LHAs/LHDs, or concurrent operations between a

CV/LHA/LHD and other aviation-capable ships (fixed wing or helicopter), each ship should remain in its assigned

disposition in order to reduce air traffic coordination problems. CATCC/AOCC or HDC must closely monitor and

coordinate flight patterns to avoid mutual interference. Prelaunch procedures shall include exchange of air plans and

prelaunch notification by aviation-capable ships and acknowledgment by the CV/LHA/LHD prior to any flight

operations within 10 nm of the CV/LHA/LHD.

Note

Unscheduled launches or recoveries that are caused by emergency or

operational necessity are permissible, but must be coordinated with the

OTC as soon as possible because of the inherent danger of combined flight

operations.

3.5

CHANGES IN PILOT OR AIRCRAFT ASSIGNMENTS

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

occurs.

3.6

AIR TRANSFER OFFICER

The ATO is responsible to the air operations officer for the safe and orderly flow of passengers, mail, and cargo on

and off carriers by aircraft. In addition to the duties delineated in NAVAIR 00-80T-120, the ATO shall be responsible

for the following:

1. Conduct passenger preflight briefing to include the following:

a. Flight deck precautions

b. Primary and alternate routes from loading office to aircraft

c. Personal survival equipment and its use

d. Aircraft ditching and emergency egress stations.

2. Ensure personnel transiting the flight deck do not offer any FOD hazard and they are escorted with the highest

regard for personal safety.

3. Be familiar with load capacities/restrictions, survival equipment carried, and emergency escape procedures

for all aircraft types expected on board for logistic purposes. Inspect all cargo prior to loading and ensure

hazardous material is certified by qualified personnel in accordance with NAVSUP 505 for shipping.

4. Ensure passengers are provided with proper cranial helmet, with goggles attached, and flotation equipment.

5. Provide a detailed mission requirement card to helicopters performing logistic missions. The card shall contain

the following minimum information:

a. Order of ships to be visited

b. Ship name(s), hull number(s), call sign(s), NAVAID(s)

ORIGINAL

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NAVAIR 00-80T-105

c. Expected bearing and distance to each ship (from carrier)

d. Pertinent radio frequencies for ships visited

e. Anticipated number of passengers to be delivered/picked up from each ship

f. Weight and description of cargo being delivered/picked up from each ship

g. Landing deck availability at each ship to be visited

h. HIFR capability at each ship to be visited.

Note

If original flight is to be extended, CATCC shall, where appropriate, update

mission requirement card information as outlined above.

Be familiar with the current OPNAVINST 4630.25 regarding passenger priority.

Ensure proper personnel, equipment, and material are positioned to facilitate rapid offload/ onload of

COD/VOD aircraft to minimize on-deck time and lessen impact on normal flight deck operations.

Ensure all personnel under ATO supervision (i.e., working parties) complete Flight Deck Familiarization PQS

(NAVEDTRA 43426-0).

3.7

PASSENGER TRANSFERS

All passenger transfers shall be conducted IAW OPNAVINST 3710.7 series.

3-9/(3-10 blank)

ORIGINAL

NAVAIR 00-80T-105

CHAPTER 4

Air Traffic Control Doctrine

4.1

RESPONSIBILITIES

4.1.1 Operations Officer

As defined by Navy regulations, the operations officer shall be responsible for the control of airborne aircraft except

when control is assigned to other authority. This control refers to all airborne operations not incidental to the actual

launch or recovery of aircraft.

4.1.2 Air Operations Officer

The air operations officer is responsible to the operations officer for coordination of all matters pertaining to flight

operations, the proper functioning of the CATCC and shall determine the type of approach and required degree of

control.

4.1.3 Air Officer

The air officer determines the case launch and/or recovery. The air officer is also responsible for visual control of all

aircraft operating in the carrier control zone. Under Case I and II conditions, this responsibility may be extended

beyond the carrier control zone to include all aircraft that have been switched to air officer’s control frequency. For

special operations such as bombing a sled or air demonstrations, the air officer may exercise control outside of the

carrier control zone. Additionally, the air officer is the carrier control zone clearing authority. Agents desiring to

operate aircraft within the control zone must obtain the air officer’s approval prior to entry. This clearance shall

include the following:

1. Operating instructions as required for avoiding other traffic

2. Information concerning hazardous conditions

3. Altitude and distance limitations to which aircraft may be operated.

4.1.4 Landing Signal Officer

The LSO, under supervision of the air officer, is responsible for the visual control of aircraft in the terminal phase

of the approach immediately prior to landing. LSO specific responsibilities are delineated in the LSO NATOPS

Manual (NAVAIR 00-80T-104).

4.1.5 Landing Signalman Enlisted

The LSE, under the supervision of the air officer, is to ensure helicopters, on signal, are safely started, engaged,

launched, recovered, and shut down. The LSE receives his directions from PriFly via light signals and/or two-way

flight deck communications. It is his responsibility to ensure all tiedowns are removed prior to lift-off and that the

aircraft is properly secured after landing. All signals given by the LSE are advisory with the exception of the

“waveoff” and “hold,” which in all cases are mandatory. During vertical replenishment operations, the LSE directs

the helicopter over the deck and provides signals for the delivery and hookup of cargo. Ensure LSE and Army aircrews

are familiar with engagement/disengagement procedures of rotors, prior to recovery/launch operations.

4-1

ORIGINAL

NAVAIR 00-80T-105

4.1.6 Pilots

As directed by OPNAVINST 3710.7 series, the pilot is responsible for the safe and orderly conduct of the flight. The

success of carrier operations largely depends upon his knowledge of and adherence to the procedures contained

herein. Any necessary deviation from these procedures or from control instructions shall be reported to the controlling

agency immediately so that allowances can be made.

4.1.7 Combat Direction Center Officer

The CDC officer is responsible for mission control of aircraft assigned to him. This includes providing separation

from other aircraft operations in the vicinity of the carrier and ensuring intercept/mission controllers know the basic

procedures for air traffic control. Additionally, he shall ensure these controllers know their responsibility for traffic

advisories to aircraft operating in visual conditions and for safe separation of aircraft operating in instrument

conditions. Upon request, he shall provide information concerning areas of special operations, such as air-to-surface

weapon drops and air-to-air missile shoots.

4.2

CONTROL CRITERIA

Weather in the carrier control zone is the most prominent factor affecting the type of departure and/or recovery. There

are three types of departure and recovery operations, which are referred to as Case I, Case II, and Case III.

The air officer, unless otherwise specified by higher authority, determines what case launch and/or recovery will be

exercised using the following weather minimums:

Case I: When it is anticipated that flights will not encounter instrument conditions during daytime departures,

recoveries, and the ceiling and visibility in the carrier control zone are no lower than 3,000 feet and 5 nm respectively.

Case II: When it is anticipated that flights may encounter instrument conditions during a daytime departure or

recovery, and the ceiling and visibility in the carrier control zone are no lower than 1,000 feet and 5 nm respectively.

Case III: When it is anticipated that flights will encounter instrument conditions during a departure or recovery

because the ceiling or visibility in the carrier control zone are lower than 1,000 feet and 5 nm respectively; or a

nighttime departure or recovery (one- half hour after sunset and one-half hour before sunrise).

4.2.1 Degrees of Control

The four degrees of control are positive, advisory, monitor, and nonradar control.

4.2.1.1

Positive Control

This control shall be utilized under the following conditions:

1. Ceiling of:

a. Less than 1,000 feet for fixed-wing aircraft

b. Less than 500 feet for helicopter operations.

2. Forward flight visibility of:

a. Less than 5 miles for fixed-wing operations

b. One mile or less for helicopter operations.

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NAVAIR 00-80T-105

3. All flight operations between one-half hour after sunset and one-half hour before sunrise except as modified

by the OTC or carrier commanding officer.

4. During mandatory letdown in thunderstorm areas.

5. In other situations where supervisory personnel can anticipate weather phenomena that might cause difficulty

to pilots.

4.2.1.2

Advisory Control

This control shall be utilized when the traffic density in an operating area requires a higher degree of control for safety

of flight than required under visual flight rules. Advisory control is normally limited to VMC and is recommended

for all operations in or adjacent to oceanic control areas or routes. Traffic separation is the responsibility of the

individual pilot with assistance provided by the controlling agency.

4.2.1.3

Monitor Control

This control shall be utilized only when aircraft are operating VMC outside controlled airspace and the responsibility

for separation from other traffic can be safely assumed by the pilot.

4.2.1.4

Nonradar Control

This control shall be used when shipboard radar is inoperative or so degraded as to be inadequate to provide radar

separation of air traffic under conditions normally requiring positive control. The decision to attempt control of

aircraft at night or in instrument flight conditions must be made with careful consideration of such factors as the

following:

1. Actual meteorological conditions

2. Degree of radar degradation

3. Expected duration of radar degradation

4. Fuel states and tanker fuel available for delays

5. Divert field considerations

6. Operational requirement

7. Departure/recovery in progress at the time a nonradar environment develops

8. Availability of other surface or airborne platforms to provide radar traffic separation and approach information.

4.2.2 Electronic Emission Control

The operations officer shall be responsible for EMCON in accordance with NWP 1-10.22 Volume I, NTTP 3-51.1,

effective operation orders, and other governing directives. It may be necessary to develop special procedures for

performing the following operations during EMCON conditions:

1. Aircraft handling

2. Launch

3. Departure

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NAVAIR 00-80T-105

4. Mission

5. Arrival

6. Recovery

7. Maintenance.

COD aircraft will attempt to establish communications en route prior to arriving on station. If no radio contact is made

the COD will return to base.

Detailed briefings covering responsibilities and procedures shall be conducted prior to operating under EMCON

conditions. All flight crewmembers, controllers, aircraft handling personnel, and flight deck ordnance coordinators

shall attend such briefings and familiarize themselves with all procedures within their area of responsibility.

Overhead messages shall include applicable EMCON instructions.

The operations officer shall be responsible for setting the proper HERO conditions for control of radar and radio

emissions while handling ordnance susceptible to RF energy. The air officer shall establish procedures for alerting

flight deck ordnance personnel when the appropriate HERO conditions have been set.

4.3

SEPARATION CRITERIA

The following separation standards shall be utilized for aircraft under positive control. These restrictions do not apply

to tactical maneuvers such as air intercept, rendezvous, and close USW action.

4.3.1

Lateral Separation

The following separation standards apply to aircraft controlled by designated air search radars that rotate in

excess of 7 rpm.

a. Aircraft operating at 50 miles or more from the monitoring antenna shall be separated by a minimum of

5 miles.

b. Aircraft operating less than 50 miles from the monitoring antenna shall be separated by a minimum of

3 miles.

c. Aircraft on a designated approach or established downwind and inside of 12 miles shall be separated by

a minimum of 2 miles. Aircraft established on final within 5 miles shall be separated a minimum of

1-1/2 miles.

Note

Air search radars that rotate in excess of 7 rpm are the only radars acceptable

for an ASR approach.

Aircraft provided positive control with all other radars shall be separated by a minimum of 5 miles.

Aircraft provided nonradar control, utilizing a published approach, should be separated by 2 minutes (5 miles

separation when using DME).

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NAVAIR 00-80T-105

4.3.2 Vertical Separation

1. Jet and turbopropeller (turboprop) aircraft operating at altitudes up to and including FL 290 shall be separated

by 1,000 feet.

2. Vertical separation may be reduced to 800 feet when inside of 12 nm.

a. Receiver aircraft being provided positive control shall be separated by a minimum of 500 feet vertically

from tanker aircraft until visual separation between the two aircraft can be maintained.

3. Aircraft operating above FL 290 shall be separated by 2,000 feet.

Note

Carrier-based aircraft shall fly MSL altitudes below 18,000 feet MSL and

flight levels at and above 18,000 feet MSL unless regional supplementary

procedures, as published in FLIP Planning, dictate otherwise.

4. Helicopters shall be separated by 500 feet.

4.4

COMMUNICATION CONTROL

All aircraft are considered under positive communication control while operating at sea unless otherwise directed.

Pilots shall not shift frequencies without notifying and/or obtaining permission from the controlling agency.

Communication procedure during ZIP LIP/EMCON conditions shall be specified during preflight briefing.

4.4.1 Control of Radio Circuits

Control of radio circuits shall be exercised as follows:

4.4.1.1

CATCC

1. Primary control of ship-shore air traffic control administrative frequencies

2. Primary control of assigned CCA frequencies

3. Secondary control of aircraft guard frequencies

4. Secondary control of land/launch frequencies

5. Secondary control of air tactical frequencies.

4.4.1.2

CDC

1. Primary control of all air tactical frequencies

2. Primary control of aircraft guard frequencies

3. Secondary control of ship-shore air traffic control administrative frequencies.

4.4.1.3

PriFly

1. Primary control of land/launch frequencies

2. Secondary control of aircraft guard frequencies

3. Secondary control of departure control and final approach frequencies.

4.4.2 Voice Procedures

Strict radio discipline is mandatory. Voice procedures must be concise and should not vary appreciably from standard

air traffic control phraseology as set forth in the Carrier Air Traffic Control Handbook NAVAIR AE-CVATC-

OPM-000, FAA Order 7110.65 and ACP 165. Ship’s call sign shall be used on initial contact with marshal. Squadron

tactical call signs should always be used to prevent confusion.

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NAVAIR 00-80T-105

4.4.3 Recording of Radio Circuits

Radio circuits used for the control of air traffic shall be recorded continuously during hours of operation. CATCC

shall ensure PriFly frequencies are recorded during Case I/Case II operations.

4.4.4 Communication Security

COMSEC is best accomplished by strict adherence to established principles of radio discipline. Additionally, secure

voice radio equipment in naval aircraft and carriers offers a significant COMSEC capability that should be utilized

to the greatest extent practicable. All units with COMSEC capability should develop tactical doctrine designed to

deny SIGINT forces access to vital intelligence. Detailed functional descriptions of COMSEC equipments are found

in pertinent classified documents.

All personnel who have access to radio equipment must be briefed that certain restrictions exist on all radio

transmissions to prevent disclosure of EEFIs to the enemy.

4.5

EMERGENCY CONTROL PROCEDURES

From a control standpoint, aircraft emergencies fall in the following three broad categories:

1. Communication failures

2. NAVAID failures

3. Other aircraft system failures.

The nature of some emergencies requires priority and/or diversionary measures. The ultimate resolution of these

emergencies involves a command decision based upon the type of emergency and weather conditions in the recovery

area. It is imperative that the controlling agency collect every pertinent detail that might aid in the evaluation of an

emergency and keep the command and other interested agencies properly informed.

4.5.1 Initial Control Responsibility

The initial control responsibility for aircraft emergencies rests with the agency exercising control of the aircraft when

the emergency occurs. Aircraft in a state of emergency within visual range of the ship will normally be controlled

by the air officer. Outside the visual range of the ship, aircraft in an emergency shall be controlled by either CDC or

CATCC. Aircraft in distress should not change radio frequencies if satisfactory radio contact is established.

4.5.2 Basic Procedures

The procedures for pilots to follow when experiencing communications and/or navigation equipment failures are

listed in Figure 4-1. Controlling agencies shall be familiar with and alert for conditions indicating communication

or navigation failures and perform the following as appropriate:

1. Attempt to establish communications with the aircraft.

2. Vector the aircraft as appropriate.

If unable to communicate with the aircraft in difficulty:

1. Identify on radar and maintain a track.

2. Vector available aircraft to join if practical.

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NAVAIR 00-80T-105

3. Alert air operations watch officer and PriFly.

4. Broadcast instructions and essential information on normal control frequencies and guard.

Emergency procedures during penetration or letdown are covered in Chapter 6. Emergency procedures for aircraft

system failures are covered in the appropriate aircraft NATOPS flight manual. Lost communication emergency

squawks are listed in Figure 4-2.

4.6

PLANE GUARD HELICOPTER

4.6.1 Control Authority

A helicopter, when designated primary plane guard, shall be under the operational control of the air officer during

launches and recoveries. During Case II or III operations or advisory control, the base recovery course and all course

changes shall be provided by CATCC using a frequency monitored by primary flight control. CATCC shall conduct

a radio check with the plane guard helicopter at least every 20 minutes during Case III. Concurrent USW/plane guard

helicopter operations may be conducted provided a responsive plane guard capability is maintained during

launch/recovery.

4.6.2 Plane Guard Station

The designated plane guard helicopter is “on station” when operating within 20 NM (Day) or 10 NM (Night) of the

carrier. The helicopter shall remain within UHF range and monitor the assigned air control frequency at all times.

4.6.3 Restrictions

During launch/recovery, no concurrent USW/plane guard operations shall be conducted within the shaded area

depicted in Figure 4-3 without the explicit approval of the air officer. The maximum altitudes when conducting

concurrent USW/plane guard operations shall be as depicted in Figure 4-3.

4.6.4 Search and Rescue

The air officer normally will be responsible for controlling plane guard efforts when they are within sight of the ship.

CDC/CATCC normally will control plane guard efforts when outside visual contact of the air officer.

4.6.4.1

SAR Requirements

CV minimum SAR requirements are listed in Figure 4-4. SAR alert readiness conditions are contained Chapter 5.

4.6.4.2

SAR Response

In the event of a plane guard incident, the designated plane guard helicopter shall immediately respond unless

otherwise directed by the Air Officer.

4.6.4.3

SAR Helicopter Procedures

A switch to a discrete plane guard frequency will be made when directed by the controlling agent/agency.

During recovery of aircraft with forward firing ordnance, the plane guard

helicopter shall not be positioned on the starboard side from the 360 to the

090 degree relative bearing within 5 nm from the carrier.

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Military reference books and manuals (2009-2023, Volume 2) - page 51