NAVAIR 00-80T-120 CVN FLIGHT/HANGAR DECK NATOPS MANUAL (15 DECEMBER 2010)

NAVAIR 00-80T-120

3. Pilots shall not shut down engine(s) and shall remain in the aircraft until chocks are in place, and the initial

tiedowns have been attached and downlocks have been installed.

Serious injury or death may occur if E-2/C-2 aircraft are improperly

approached while propellers are turning. Approach and exit shall be made

at 90_ to the mainmount and aft of propellers. Plane handlers shall never

approach turning aircraft without signal from the aircraft director.

4. Except in an emergency, pilots shall not secure their engines until receiving clearance from the director. After

leaving their aircraft, flight crews shall immediately clear the flight deck via the most expeditious route.

7.4.8 Downed Aircraft

Downed aircraft shall be handled in accordance with the pre-launch briefing. Except in cases of emergency, they shall

be shut down only on a signal from a director. Pilots shall remain in downed aircraft until the plane captain is on hand

and ready to man the cockpit.

7.4.9 Standby Aircraft (Spares)

Spare aircraft, if not launched, shall normally be kept turning until it becomes apparent that they are no longer needed

or until other operational considerations require that they be shut down. Pilots shall not secure engines until directed

by the Aircraft Director.

7.5

AIRCRAFT ELEVATORS

7.5.1 General

Operation of the aircraft elevators shall be under the cognizance of the Aircraft Handling Officer. The Flight Deck

Officer/Hangar Deck Officer shall be responsible in his respective areas for ensuring all operators and aircraft

directors are qualified.

CAUTION

Operating the aircraft elevators in manual or emergency mode, bypasses the

built−in safety features and could result in aircraft or equipment damage.

The Commanding Officer’s permission shall be required to run any

elevator in manual or emergency mode.

7.5.2 Manning Requirements

Aircraft elevators shall be manned as follows (per aircraft elevator):

Flight Deck — one qualified director and one qualified operator.

Hangar Deck — one qualified director and one qualified operator.

Pumproom — one qualified operator.

Pier — one qualified pier safety (when pier side).

7.5.3 Elevator Limitations

Aircraft elevator platform load capacities shall not exceed the allowable capacity tested and approved for each ship.

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NAVAIR 00-80T-120

7.5.4 Operational Procedures

Standard operational procedures for aircraft elevators shall be as follows:

Each day prior to elevator operations, qualified operators shall:

a. Visually inspect the elevator platform, stanchions, deckedge lights, lock bars, and safety nets, and report

any discrepancies to the ACHO.

b. Establish communications among control stations, elevator pump rooms, and flight/hangar deck control

as directed by ACHO.

c. Functionally check the hangar deck elevator doors.

d. Report the status of the aircraft elevators and doors to the ACHO.

Prior to operating the elevator, the ACHO shall gain permission from the OOD.

Elevators shall not be operated while the ship is in a turn heeling toward the side on which the elevator is

located. If the elevator is at hangar bay level, it shall be raised as soon as possible.

Note

When computing elevator load weight, ensure the addition of ordnance and

GSE equipment.

Directors shall ensure that equipment on the elevator is properly secured.

a. All aircraft handling support equipment and rolling stock shall be parked fore and aft with a minimum of

one chock, hand brake set, and two tiedowns tending in a fore and aft position.

b. All aircraft shall be secured with a minimum of intermediate tiedowns, chocked, and aircraft brakes set (if

applicable).

Elevators shall not be lowered during heavy weather, except as directed by the ACHO or higher authority.

Extreme caution shall be exercised when operating deckedge aircraft

elevators during periods of high winds and/or heavy seas.

6. The aircraft director shall visually determine the position of elevator locks after signaling the operator to

withdraw or insert them.

7. When sending aircraft to the hangar deck, flight deck directors shall do the following:

a. Position the aircraft on the elevator so it can be towed directly into the hangar bay without repositioning.

b. Ensure that aircraft brake pressure level is pumped up as applicable.

c. Ensure that all personnel riding the elevator wear approved flight deck life preservers and stand on the

inboard half of the elevator.

Riders shall not be permitted on the elevators at night except in cases of

emergency and authorized by the Commanding Officer.

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NAVAIR 00-80T-120

8. Before signaling the elevator to be raised or lowered, the director shall check stanchion/cable clearance and

ensure no tiedown chains are attached to the platform from aircraft or equipment parked adjacent to the

elevator.

9. The elevator operator shall then sound the warning horn, check to ensure all personnel are clear, and raise the

stanchion/cable.

10. As soon as the stanchion/cable is up, the director shall signal for the elevator platform to be raised or lowered.

The warning horn shall be sounded three times prior to elevator movement and continuously throughout the

elevator cycle.

CAUTION

Directors shall ensure they are visible to the elevator operator at all times.

Communications shall be established among flight/hangar deck deckedge

operators, pump room operators, and flight deck control prior to elevator

operation.

11. If the stanchions are inoperative, personnel shall be stationed near the elevator to warn approaching personnel,

and a temporary safety line shall be rigged as quickly as possible prior to lowering/raising the elevator.

Extreme caution shall be exercised when operating aircraft elevators when

stanchions are inoperative.

12. After the stanchions have been raised or the warning given, no person shall attempt to board or leave the

elevator platform.

While underway, personnel shall not cross the elevator doors safety

markings without an approved floatation device.

13. A 5MC/3MC announcement shall be made prior to operating elevators.

7.5.5 Procedures When Not at Flight Quarters

The Air Department Duty Officer, via Command Duty Officer, shall grant permission for aircraft elevator movement

in port. Hangar deck personnel shall check the area under the elevator for obstructions.

7.6

AIRCRAFT HANDLING ACCESSORIES

7.6.1 Self-Powered Equipment

The Flight Deck Officer, the V-2 Division Officer, and Hangar Deck Officer are responsible for ensuring that all

aircraft handling support and crash and salvage equipment that are used on the flight deck are in satisfactory operating

condition.

1. All equipment shall have a daily “pre-operational” inspection completed by designated driver/operator prior

to being operated.

2. Tractor drivers shall not operate a tractor with defective brakes or steering. Discrepancies shall immediately

be reported to competent authority.

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NAVAIR 00-80T-120

7.6.2 Other Equipment

In addition to self-powered equipment, several important handling accessories are required for the safe and efficient

handling of equipment.

Note

Defective towbars, chocks, and tiedowns shall be immediately taken out of

service and turned in for repair. Towbars, chocks, and tiedowns not in use

shall be neatly stowed in designated storage spaces.

7.6.2.1

Aircraft Wheel Chock

1. The Universal Wheel Chock is used aboard aircraft carriers. It is adjustable to fit main landing gear wheels

up to 45 inches in diameter.

2. The chock shall be inserted with the adjustable block toward the after end of the aircraft.

7.6.2.2

Tiedown Assemblies

1. The TD-1A and TD-1B tiedown assemblies are composed of a chain assembly and a lock mechanism, each

having a hook at one end. The two separate assemblies are joined to form an integral unit by inserting any one

of the chain lengths into the locking device.

2. The tiedown assembly, when properly assembled, has a 10,000-pound working load capacity. It is possible

to install the chain so that the load is off-center. In this position, the working load is reduced to approximately

6,000 pounds.

3. The assembly shall be retensioned periodically.

4. If the required number of tiedown points cannot be established due to unavailability of padeyes, tiedown

assemblies may be doubled utilizing hook to oversized chain link of second tiedown assembly. Use of both

tensioning devices is not acceptable when doubling tiedown assemblies.

5. All tiedowns shall be installed in all padeyes with hookup. Figure 2-2 shows the correct installation of the

TD-1A/TD-1B tiedown assembly.

7.6.2.3

Aircraft Towbars

1. The Adjustable Length Towbar (ALBAR), Model NT-4, is used aboard aircraft carriers and is designed to

provide for the nose tow of aircraft employing four different sizes of nose wheel axle tow holes. Additionally,

the ALBAR is designed for towing aircraft provided with fuselage and landing gear tow rings.

2. The ALBAR is made of aluminum alloy and can handle aircraft with a maximum gross weight of 90,000 pounds.

7.7

FLIGHT DECK COMMUNICATIONS SYSTEM (FDCS)

The FDCS provides communication among fixed stations and as many mobile headsets and handsets as available.

7.8

SPECIAL AIRCRAFT HANDLING CHARACTERISTICS

7.8.1 H-60 Aircraft

7.8.1.1

General

1. When locking/unlocking the tail wheel locking pin, the towbar attached shall not be moved more than 2 feet

to either side of centerline, as any more than that will snap the locking pin.

CAUTION

Damage to data link and VHF/UHF/TACAN antennas may occur while

verifying tail wheel locking pin disengagement and alignment of tow bar.

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NAVAIR 00-80T-120

2. Care shall be exercised while handling the tail wheel and related components. A weak design point, it is not

stressed for excessive sideward or downward pressure and cannot withstand repeated abrupt stops/rapid starts.

3. When spotting/landing an H-60, it shall be positioned far enough from the deckedge to allow blade-walkers

to remain outboard of the blades during the folding or spreading cycle.

4. The Auxiliary Power Unit (APU) is referred to as the No. 3 engine. The noise level is hazardous within 5 feet

of the exhaust port when the unit is operating. The APU shall be started prior to shutting down; this enables

the pilot to monitor engine instruments when the final engine is shut down.

5. The aircraft is self-starting; however, if the APU is down, the aircraft can be started with a “huffer.” The H-60

has a crossbleed capability for starting the second engine.

6. Electrical/battery power shall be maintained on the H-60 when folding the tail pylon. Failure to do so can result

in uncontrolled tail rotor wind milling.

7. An ALBAR towbar (longer than a standard towbar) shall be used when towing the aircraft on the flight deck.

8. The tailwheel strut shall be extended prior to sending aircraft to the hangar deck to allow enough clearance

to attach spotting dolly.

CAUTION

When the tail wheel is raised, reduced clearance of the radome may produce

minimal deck clearance, increasing the possibility of the radome contacting

the deck/or objects.

Note

Blade spread for all helicopters on the hangar deck shall be performed only

with a hydraulic cart/electrical power.

7.8.2 EA-6B Aircraft

7.8.2.1

General

1. The EA-6B aircraft has special antennas requiring additional care in spotting. The arc of swing of the horizontal

stabilizer is deceiving and requires extremely slow left and right movements of the nose to prevent rapid

opposite movement of the tail.

2. The extendable equipment platform (“bird cage”) and boarding ladder shall be stowed before towing due to

minimum deck clearance and possible contact with mobile handling equipment.

3. In order to accomplish electronics maintenance in the “bird cage” area, the aircraft shall be spotted in such a

manner that the hatch will swing over the deck when opened.

4. Launch aircraft shall be spotted near a 115-volt, three-phase, 400-Hz electrical power source.

5. Crossover bleed starts require additional caution due to the high engine rpm (75 percent) required on the

running engine in order to provide the necessary air for engine start.

6. The canopy is of the clamshell design and shall not be operated with winds in excess of 60 knots.

7. The landing gear of an EA-6B shall not be pinned until one of the two engines is shut down. This is due to

the unique over-center locking mechanism on the landing gear.

8. Jury struts shall be installed when the wings are full of fuel and when the aircraft is raised or lowered on an

elevator. This is to prevent damage to the wing fold mechanism.

9. The EA-6B is equipped with nose wheel steering, but a tog lock disengages the steering when the nose wheel

is turned past 56_ from the center position. Additional power and differential braking are required to re-center

the nose wheel and to re-engage the tog lock. When high power settings are prohibited, a towbar shall be

attached to manually center nose wheel.

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NAVAIR 00-80T-120

7.8.2.2

Maintenance/Servicing

1. The wings shall be spread for hot refueling due to the close proximity of wing dump lines to hot engine exhaust

when wings are folded. The only exception is during CQ evolutions. At CQ fuel weight, if the wings are folded

for hot refueling, the wing tanks shall remain empty.

7.8.3 F/A-18A/B/C/D Aircraft

7.8.3.1

General

1. Two 28-volt, lead acid batteries provide internal electrical power (dc). These batteries provide power for

canopy operation and APU starting. The batteries are located behind doors 10L and 10R (10L&R).

2. Canopy operations and external power can be applied through door 9. The F/A-18 A/B/C/D, will accept

three-phase, 400-Hz ac power.

3. When external fuel stores are installed, the SD-1/SD-2 spotting dolly’s rotation is restricted.

D Aircraft with wing station drop tanks present a hazardous situation for

plane handlers. Plane handlers shall be positioned outboard of the drop

tanks during aircraft movement.

D Route all refueling hose parallel to the A/C fwd of main landing gear to

prevent inadvertent exposure to APU exhaust.

4. In the event that emergency forward towing is required, e.g., locked brakes, the towbar shall be supplemented

with chains or cables attached from the tractor to tiedown rings on the main landing gear to avoid exceeding

design limitations of the nose wheel strut.

5. Tail towing can be accomplished, utilizing the NT-4 towbar. Make sure the tow pins are in the normal tow

position, spread the towbar tubes apart, and attach to the tiedown fittings on the rear of the main landing gear.

Rearward towing shall not be attempted if nose strut is 11 inches or higher,

this will cause A/C to rock back onto tail. (All models of F/A-18).

CAUTION

When towing rearward with the aircraft in a tail-heavy condition (gun

and/or radar removed and low fuel state), sudden stops may cause aircraft

to rock backwards.

7.8.3.2

Brake System

Make sure emergency brake accumulator pressure gauge indicates green and/or 2000−3000 PSI before towing.

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NAVAIR 00-80T-120

7.8.3.3

Starting Requirements

The on-board batteries provide electrical power. External power can also be applied. Air can be used from any

standard unit that provides 5:1 or 3.6:1 air pressure. The external air connector on the aircraft is located in the

right-hand wheel well.

CAUTION

During crossbleed starts the operating engine advances to 80 percent,

increasing Jet Blast and FOD ingestion potential.

7.8.4 F/A-18E/F and EA−18G Aircraft

7.8.4.1

General

1. The F/A-18E/F and EA−18G stands approximately 2 1/2 inches higher than the F/A-18C/D statically. Both

the F/A-18E/F and EA−18G are approximately equal in height, length and span.

2. Two 28-volt, lead acid batteries provide internal electrical power (DC). These batteries provide power for

canopy operation and APU starting. The batteries are located behind doors 10L and 10R (10L&R).

3. External power can be applied through door 8. Both the F/A-18 E/F and EA−18G airframes will accept

three-phase, 400-Hz ac power.

7.8.4.2

Brake System

The emergency/park brake handle, located on the L/H vertical console controls parking brakes. Make sure emergency

brake accumulator pressure gauge indicates green before towing.

7.8.4.3

Starting Requirements

The on-board batteries provide electrical power. External power also can be applied. Air can be used from any

standard unit that provides 5:1 or 3.6:1 air pressure. The external air connector on the aircraft is located in the

right-hand wheel well. Crossbleed starts can be done by advancing the operating engine to 80 percent and select to

start the opposite engine.

7.8.4.4

Handling

1. When external fuel stores are installed, the SD-1/SD-2 spotting dolly’s rotation is restricted.

D Aircraft with wing station drop tanks present a hazardous situation for

plane handlers. All plane handlers shall be positioned outboard of the drop

tanks during aircraft movement.

D While hot refueling, stand clear of the STBD intake, due to the downward

exhaust route and APU location.

2. Plane handlers shall take care when installing tiedowns due to the position of the upper plaining link.

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NAVAIR 00-80T-120

CAUTION

Aircraft push−back with hand placement on the APG−79 radome,

ALQ−218 radomes, or ALQ−99 pods (radome, RATs, etc.) can result in

significant airframe damage. Push−back using the APG−79 or ALQ−218

radomes, and/or ALQ−99 pods, is prohibited.

3. The boarding ladder is lowered with the electrical activation switch that can be found inside door 8, along with

canopy release switch and external power receptacle. The boarding ladder is raised and lowered with the use

of hydraulic pressure. The activation switch can be found under door 8, along with the canopy release switch

and external power receptacle.

4. In the event that emergency forward towing is required, e.g., locked brakes, the towbar shall be supplemented

with chains or cables attached from the tractor to tiedown rings on the main landing gear to avoid exceeding

design limitations of the nose wheel strut.

5. Tail towing can be accomplished using the NT-4 towbar. Make sure the tow pins are in the normal tow position,

spread the towbar tubes apart, and attach to the tiedown fittings on the rear of the main landing gear.

CAUTION

When towing rearward with the aircraft in a tail-heavy condition (gun

and/or radar removed and low fuel state), sudden stops may cause aircraft

to rock backward.

Note

D The EA−18G Launch Bar and Linkage displays the markings “E/F USE

ONLY.” the EA−18G utilizes this Launch Bar and Linkage, and is fully

authorized for CVN use as installed.

D The EA−18G is authorized to utilize all ground support equipment that

displays the markings “E/F USE ONLY.”

7.8.5 E-2/C-2 Aircraft

7.8.5.1

General

1. Extreme caution shall be used while working in the area near E-2/C-2 propellers. There is not enough room

between propeller and fuselage for personnel to pass.

Serious injury or death may occur if E-2/C-2 aircraft are improperly

approached while propellers are turning. Approach and exit shall be made

at 90_ to the mainmount and aft of propellers. Plane handlers shall never

approach turning aircraft without signal from the aircraft director.

2. The brakes shall be pumped up prior to moving the E-2/C-2 aircraft. When pumped to the “full” position,

12 applications are available through the rudder pedals and 3 through the emergency brake handle. A handle

in the cockpit recharges the system.

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3. Launch E-2 aircraft shall be spotted near two 115-volt, three-phase, 400-Hz electrical power outlets and shall

also be accessible to a SINS outlet.

4. Due to the large sail area with the wings folded, the E-2/C-2 may slide sideways when taxied 90_ to a wind

of 30 knots or more. Caution, therefore, shall be used when pulling E-2s from spot or when taxiing them

crosswind upon clearing the arresting gear. E-2/C-2 aircraft shall not be towed with propellers turning.

T-56 engine RPM decay or flameout can result from ingestion of turbojet

exhaust. E-2/C-2 aircraft shall not be recovered (including touch and go)

when turbojet aircraft are spotted on or along the No. 2 catapult (4 Row)

or along the foul deck line forward of the waist catapults with the turbojet

exhaust blowing to the port side. This includes aircraft in the de-arm area

blowing turbojet exhaust to port. These restrictions apply only to exhaust

from turbojet aircraft.

Note

Commanding Officer’s approval is required for E-2/C-2 movements with

winds in excess of 40 knots.

When towing or backing the C-2, ensure the tail ramp is in the up position.

The E-2/C-2 may be backed into a final spot under its own power. Limited “backing” also is permitted on clear

decks. Emergency stops shall be avoided when backing since propeller thrust shall be used to stop aircraft;

use of brakes will cause aircraft to swerve or rock back on its tail. The same can occur when backing E-2s by

tractor. Due caution shall be observed.

A maximum power steering range of 63_ either side of center is available.

In case of a flat tire in the landing area, it is desirable that the E-2/C-2 be towed clear vice taxied. Flat nose

or main gear tires restrict maneuverability.

E-2/C-2 aircraft shall not be fueled with STBD engine turning.

10.

When starting the C-2 with a ground turbine cart, ensure the cart, personnel, and support equipment are

positioned clear of both prop arcs. Either the port or starboard engine may be started with ground turbine cart

attached to either engine nacelle.

11.

C-2 aircraft shall be spotted for ease of loading/unloading in case of need for emergency egress.

12.

With crew and/or passengers on board, the C-2 shall not be spotted on the flight deck with the tail over the

side.

13.

When securing E-2/C-2 aircraft, install four TD-1A/B chains to the mainmounts, secure both engines, then

install two nose TD-1A chains or appropriate chain to achieve required tiedown condition.

7.8.5.2

Maintenance/Servicing

High-power turnup requires 18-point tiedowns and a high-power hold back chain.

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NAVAIR 00-80T-120

7.8.6 H-3 Aircraft

7.8.6.1

General

1. When locking/unlocking the tail wheel locking pin, the towbar attached shall not be moved more than 2 feet

to either side of centerline, as any more than that will snap the locking pin.

2. Care shall be exercised while handling the tail wheel and its related components. A weak design point, it is

not stressed for excessive sideward or downward pressures and cannot withstand repeated abrupt stops/rapid

starts. The low operating pressure of the tail wheel tire is such that the seal at the rim could break in a turn and

the tire would deflate and subsequently roll off the rim.

3. With tail pylon folded, flight deck winds could cause the tail rotor system to rotate rapidly if lock-pin should

disengage. Flight deck personnel shall not attempt to stop rotation, but shall remain clear of the tail rotor and

shall contact the squadron line personnel immediately.

4. When spotting/landing an H-3, it shall be positioned far enough from the deck edge to allow blade walkers

to remain outboard of the blades during the folding or spreading cycle.

7.8.6.2

Maintenance/Servicing

Passenger shall not be permitted to embark/disembark aircraft during hot refueling.

7.8.7 H-46 Aircraft

7.8.7.1

General

1. The brake system is an independent hydraulic system much like that of an automobile. There is no means of

“pumping the system up” other than mechanically bleeding the system. There is no limit to the number of times

the system may be used.

2. Prior to towing, ensure that the nose wheel locking pin is fully withdrawn. The pin can be visually checked

clear on the strut.

3. While the nose strut is stressed for normal towing, rough treatment, including abrupt starts and stops, rapidly

destroys the seal and results in nose strut change.

4. For engagement/disengagement or while the rotors are turning, the high points tiedowns (on the stub wing)

shall not be used. Use of these fittings can result in destruction of the aircraft. Also, the nose gear tiedown,

if utilized, shall be slack.

7.8.7.2

Maintenance/Servicing

A qualified squadron crewman shall assist in refueling to ensure that the high level shutoffs are checked properly.

7.8.8 H-53 Aircraft

7.8.8.1

General

1. Each main landing gear is equipped with a hydraulic assist power brake system. The aircraft is also equipped

with a parking brake.

2. APU shall be operating to provide hydraulic power for brakes. Ear protection shall be worn if the APU is

operating.

3. If the aircraft is to be moved to re-spot, ensure all cowlings are latched shut and the tail rotor blades are secured.

Aircraft cowling is made of fiberglass and may rip off if exposed to high or gusty winds or jet blast.

4. After landing, chock and chain runners shall remain clear until aircrew have inserted pins in main landing gear

and/or fuel drop tanks.

7.8.8.2

Maintenance/Servicing

If it is necessary to engage the rotors while the helicopter is tied down, it is mandatory that the tiedown chains be

loose.

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7.9

DECK MULTIPLE AND DENSITY

7.9.1 General

Aircraft Deck Multiple NAEC-ENG-7604 (Aircraft Deck Multiple) contains data for aircraft carrier multiple and

density computations. Maximum density figures from Table 3 of the publication are used as the baseline and may

bemodified only by theTYCOM. TheFA-18 aircraft is normally used asthe“unity”aircraft withan equivalentvalue

of one.

7.9.1.1 Calculation of CVN/CVW Multiple

The CVN/CVW multiple shall be calculated in accordance with COMNAVAIRFORINST 3100.5 series.

7.10

HANGAR DECK

7.10.1 General

The hangar deck is used primarily to park aircraft for either short- or long-term maintenance. Any departments or

squadrons requesting to use or temporarily stow gear in the hangar deck shall ask permission from the ACHO. The

Hangar Deck Officer and Hangar Deck Chief shall closely monitor and manage the whole hangar deck.

7.10.2 Safety Precautions

Care shall be taken in spotting aircraft so that overlapping wing and tail surfaces are not forced together during

fueling/defueling operations. Extreme care shall be taken when moving aircraft, weapons, and supply support

equipment on the hangar deck to prevent aircraft damage.

7.10.3 Conflagration Stations

As a minimum, one conflagration station per bay containing aircraft shall be manned. Conflagration stations shall

be manned as directed for all other evolutions.

7.10.4 Firefighting Procedures

Hangar deck firefighting teams shall be organized and trained per the Aircraft Crash/Salvage and Rescue NATOPS

(NAVAIR 00-80R-14 [Acft Emergency Rescue Info Manual]) and COMNAVAIRFORINST 5400.27 series.

7.10.5 Major Ordnance Handling Evolutions

During major ordnance handling evolutions, the Hangar Deck Officer shall ensure that all conflagration stations are

manned and that fixed firefighting hoses are pre-positioned as required.

7.10.6 Petroleum Replenishment Evolutions

During petroleum replenishment evolutions the Hangar Deck Officer shall ensure that all conflagration stations are

manned and that fixed firefighting hoses are pre-positioned as directed.

7.11

AIRCRAFT HANDLING MISHAPS

7.11.1 General

Any damage to an embarked naval aircraft, no matter how slight, shall be immediately reported to the ACHO and

other cognizant persons in the chain of command. The circumstances surrounding the incident shall be thoroughly

investigated and required reports submitted. The aircraft shall not be flown until it has been inspected and declared

to be in an up status by authorized squadron personnel. Records of each aircraft handling mishap shall be kept by

the ACHO for 1 year and copies distributed to responsible divisions.

7.11.2 Definitions

To standardize and clarify Aircraft Handling Mishap (AHM) reporting, the following definitions shall apply. These

definitions amplify OPNAVINST 3750.6, and in no way alter the intent or meaning of that instruction.

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NAVAIR 00-80T-120

7.11.2.1 Aircraft Handling Mishap

This is a mishap in which damage to an aircraft occurs while the aircraft is embarked on or is being hoisted on/off

an aircraft carrier. The damage should be associated with normal aircraft handling practices such as towing, taxiing,

use or functioning of launch/recovery equipment, aviation fueling evolutions, or aircraft/weapons/crash and salvage

support equipment operations. Mishaps caused by non-Air Department personnel, involving non-Air Department

equipment, or otherwise not directly attributable to an Air Department causal factor shall also be categorized as a

crunch and reported per existing directives. An aircraft handling mishap is a special category of mishap in addition

to those delineated in OPNAVINST 3750.6.

7.11.2.2 Reportable/Non-Reportable

The current version of OPNAVINST 3750.6 shall be used in establishing damage criteria, which in turn determine

whether a crunch is or is not reportable. All damage, however slight, shall be reported, investigated, and recorded.

Formal reports are required only when damage dollar cost/man-hours for repair/injury are equal to or greater than

the specified criteria. Mishaps of lesser severity shall be informally reported on the command’s crunch report form

and retained for education and reference purposes. A copy of this report shall be forwarded to the type commander

for teaching purposes only.

7.11.2.3 Reports/Records

Reports are normally originated by the aircraft reporting custodian. Reports of aircraft handling mishaps (AHM) shall be

sequentially numbered by calendar year in the same manner as naval aircraft mishaps, e.g., USS ESSEX AHM 01-80.

This number shall be included in the remarks section of the originator’s (normally aircraft reporting custodian)

mishap report. No special report is required.

7.11.2.4 Measure of Effectiveness

Given variables in deck geometry, aircraft density, tempo of operations, environment, equipment type and age,

personnel experience, aircraft type, and a myriad of other factors, it is impossible to arrive at a formula that equitably

measures crunch rate and permits comparison of efficiency. Nonetheless, crunch rate has historically been and will

continue to be an effectiveness measure. In this regard, aircraft handling mishap frequency shall be compared to total

embarked flight hours (e.g., one crunch per 1,500 hours) as are other types of aircraft mishaps. An additional method

of comparison is aircraft moves per crunch where a move is a launch, recovery, or movement by hand, tow, or taxi.

This method is somewhat less precise due to difficulty encountered in “counting” moves, but is valid to a large degree.

Either method is satisfactory; however, utilization of both is preferred.

7.11.3 Safety Awareness

It is essential that a continual, ongoing program of safety awareness occur to protect precious, limited aircraft assets.

Education of all Air Department personnel is required in a conscious effort to operate at a near zero crunch rate.

Involvement of supervisory and management personnel at all levels is mandatory.

7.11.4 Crunch Report Format

The content of a ship’s crunch report shall be per Appendix E. A copy of the report shall be forwarded to

TYCOM COMNAVAIRLANT/COMNAVAIRPAC Code (N73).

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NAVAIR 00-80T-120

CHAPTER 8

Aviation Fuels System

8.1

GENERAL

The Aviation Fuels Division (V-4) provides clean, clear and bright aviation fuel to aircraft and de-fueling services

in support of flight operations and aircraft maintenance. V-4 Division provides additional services by fueling ships,

boats, aircraft handling/salvage support equipment, ground support equipment (GSE), jet test cell and emergency

diesel generators. The division also provides catapult lubricating oil to catapults and automotive gas (MOGAS) to

all authorized gasoline-operated equipment.

8.2

DESCRIPTION OF THE AVIATION FUELS SYSTEM

While all aviation fuels systems contain basically the same components, there are differences in size, capacities,

number of pumps, and physical layout. For more detailed descriptions, consult the current ship’s Aviation Fuels

Operational Sequencing System (AFOSS) and technical manuals (Ships Information Books) for ship’s individual

systems.

8.2.1 JP-5 System

It consists of storage tanks (forward, mid and aft) interconnected by transfer main(s), service tanks (forward, mid and

aft), pumprooms, filter rooms, fill connections, piping, aircraft service stations, independent defuel mains, and

portable transfer/defuel/spill carts.

8.2.2 Catapult Lubricating Oil System

Engineering operational sequencing system (EOSS) shall be used by all catapult lubrication oil system operators to

operate the catapult lubrication oil system. EOSS shall be utilized as a training aid, and all qualified watch standers

shall be familiar with its content.

The Aviation Fuels Maintenance Officer shall be responsible for keeping EOSS Manuals correct and current.

Feedback reports shall be sent to NAVSSES (copy to TYCOM) to request changes or corrections as required.

8.2.3 Aviation Fuels Operational Sequencing System (AFOSS)

AFOSS shall be used by all fuel system operators to operate the aviation fuels system. AFOSS shall be utilized as

a training aid and all qualified watch standers shall be familiar with its content.

The Aviation Fuels Maintenance Officer shall be responsible for keeping AFOSS Manuals correct and current.

Feedback reports shall be sent to NAVSSES (copy to TYCOM) to request changes or corrections as required.

8.3

SAFETY PRECAUTIONS

Personnel involved in any operation using aviation fuels shall observe the following rules:

1. Aviation fuels shall not be handled in open containers; standard approved safety cans shall be utilized.

2. Waste or rags soaked in aviation fuels shall not be left about the decks.

3. Smoking is prohibited in any compartment where aviation fuels are present.

4. No open flames or lights shall be introduced into any compartment or space where fumes from aviation fuels

are present.

5. Matches or cigarette lighters shall not be introduced into any compartment containing aviation fuels.

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NAVAIR 00-80T-120

Transferring of JP-5 that will result in change to the ship’s trim shall not be made without notifying Damage

Control Central.

JP-5 shall not be discharged overboard without permission of the Commanding Officer.

Every precaution against accidental overboard discharge of JP-5 shall be taken when receiving JP-5.

Overboard discharge watches shall be stationed as per AFOSS to observe all overboard discharge ports.

Any JP-5 spilled on deck shall immediately be cleaned up.

10.

When fueling or de-fueling aircraft a PQS-qualified member of the Aviation Fuels Division shall be present

to ensure all operations are conducted per applicable instructions.

11.

The Aviation Fuels Officer is responsible to see that all personnel comply with existing instructions and

directives, that all necessary safety precautions are strictly adhered to, and that all communications are

established and operable prior to operation of the system.

12.

No operation of the JP-5 fuel systems in port involving the possibility of overboard discharge shall be started

without the permission of the Commanding Officer.

13.

No tank or void shall be entered until it has been certified gas-free and safe to enter by the Commanding Officer

or his designated representative. A second person shall remain outside for safety, and contact shall be

maintained at all times. When removing manhole covers, a new gasket shall be installed each time. Keep all

covers to manholes on JP-5/lube oil tanks fastened securely.

14.

If JP-5 is spilled or escapes in an enclosed space, ventilate the area immediately by approved methods, using

an air-driven, explosion-proof blower. If considerable vapors are present, empty the space of all personnel, and

ventilate the area thoroughly. Only trained, qualified personnel wearing proper breathing apparatus may enter

a space filled with JP-5 vapors. Refer to NSTM 074 Volume 3 (Gas Free Engineering) for authorized breathing

apparatus.

15.

All fuel system valves shall be kept closed when not in use and be classified in accordance with

NSTM 079 Volume II. All valves with the potential for fuel being sent overboard shall be locked closed

when not in use. Additionally, a warning placard OPNAVINST 5090.1 (Environmental and Natural

Resources Program Manual) shall be posted next to valves having overboard discharge capability.

16.

No JP-5 shall be issued for any purpose other than fueling aircraft or ship’s equipment without the permission

of the Aviation Fuels Officer or higher authority.

17.

No aircraft shall be fueled while work is being performed on the aircraft. Exceptions can be made as operational

requirements dictate and as approved only by the Commanding Officer as specified in the Aircraft Refueling

NATOPS Manual, NAVAIR 00-80T-109 (Aircraft Refueling NATOPS Manual).

18.

When handling JP-5 at a fuel dock, all available sources of ignition on the ship and pier shall be removed. These

sources include open flames, all vehicles and boats, steam and air jets, spray painting, sand blasting, and

grinding. Electrical equipment in the vicinity shall be shut off, and the smoking lamp controlled.

19.

Before attempting to fuel aircraft, attach grounding wire connection to discharge static electricity. Use the

following sequence: 1) attach ground wire to deck and the other end to aircraft; 2) remove filling connection

dust cover and connect nozzle. Filler caps are to be replaced prior to removing ground wires.

Note

Single-point pressure fueling shall be used for all aircraft.

20.

Portable fire extinquisher (PKP) or AFFF hose station shall be manned when refueling/de-fueling on the

hangar deck.

21.

To prevent electrical arcing, light bulbs in fuel spaces shall not be replaced with the electrical current on.

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NAVAIR 00-80T-120

22. No aircraft shall be fueled while on jacks.

23. Emergency Escape Breathing Devices (EEBDs) shall be provided for each manned space (number of EEBDs

required is subject to maximum manning level per space, i.e., one per person).

24. An approved eye wash station shall be provided in each JP-5 pump room, filter room, and quality surveillance

laboratory in accordance with OPNAVINST 5100.19 series.

25. Simultaneous fueling, loading, and downloading of weapons to include preloaded IMERS/ITERS and “PASE”

weapons and installation of fuzes and arming wires is authorized with the following warnings adhered to:

D Loading/downloading and oxygen servicing, other than converter

replacement at the aircraft, shall be conducted as separate evolutions.

D Refueling hoses shall not be connected to an aircraft which is undergoing

loading/downloading of specific forward firing weapons (i.e. AIM-9, AIM-7)

that require electrical connections to make contact during the

loading/downloading evolution. Refueling hoses shall never be positioned

under weapons being loaded/downloaded.

D No electrical connections between the aircraft and weapons or removal/

installation of impulse cartridge shall be accomplished while fueling of the

aircraft is in progress.

D When electrical storms are within a 5-nautical mile radius of the ship, all

refueling/defueling evolutions shall cease until the condition clears the

5-mile radius.

26.

JP-5 becomes highly flammable under conditions of spraying or wicking. Particular care shall always be

exercised when a fine spray might develop from leaks in JP-5 pressure lines and where rags or clothing may

become fuel-soaked and thereby act as a wick.

27.

No GSE equipment or boats shall be refueled while engines are running.

28.

A duty below deck crew shall consist of a minimum of five personnel, Pump Room Supervisor, Console

Operator, Pump Room Operator, Filter Operator, and Sounder/Sample Runner. Platforms that have service

filters located in the pump room can utilize two qualified Pump Room Operators in place of a designated Filter

Operator.

29.

Aircraft containing fuel other than JP-5 shall not be parked on the hangar deck without the Commanding

Officer’s approval, which may be given only when operational necessity dictates such a decision. As little as

a 2.5-percent mixture of JP-4, JP-8, or commercial equivalents in JP-5 greatly reduces the flash point below

140 _F. Every effort, such as draining, flushing, utilizing the aircraft to aircraft transfer cart, or refueling

multiple times if necessary shall be made in order to raise the flash point to 140 _F.

a. When operational necessity dictates placing an aircraft containing fuel with a flash point between 120 _F

and 140 _F, on the hangar deck, operational procedures shall be per Aircraft Refueling NATOPS Manual,

NAVAIR 00-80T-109.

(1) To reduce the extremely dangerous vapor hazard, aircraft shall be refueled with JP-5 prior to being

placed on the hangar deck.

(2) All hangar bay sprinkling groups located in the hangar bay in which the aircraft are parked shall be

operable.

(3) All CONFLAG stations located in the hangar bay with the affected aircraft shall be manned.

(4) Hot work shall not be conducted in the hangar bay or in close proximity to the hangar bay containing

the affected aircraft.

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NAVAIR 00-80T-120

8.4

SAFE HANDLING OF AVIATION FUELS

8.4.1

Safe Handling Practices

Frequent training shall be held in firefighting procedures with emphasis on aviation fuel system causalities and

pump room fires.

Personnel shall be instructed in the characteristics of aviation fuels and in the precautions required to prevent

personnel injury by exposure to aviation fuels and fuel vapors.

JP-5 vapors are toxic. Extreme care shall be exercised to avoid spilling JP-5 on the body. Any spills shall be

washed off immediately with soap and water, and if spilled on clothing the clothing shall be immediately

removed and thoroughly washed before wearing again. Ensure that all personnel subjected to fuel vapors are

rotated out of the space frequently to prevent injury.

Prior to and during fuel replenishment, fuel transfer, or aircraft fueling operations, planning and supervision

of the operation for the purpose of coordinating safe procedures shall include the following per AFOSS:

a. Approximate time the operation will commence and its probable duration.

b. Sentries and control and communication personnel, manning their stations with standing orders.

c. When removing/opening radar tank level indicator (TLI) units or sounding tube caps from the sounding

tubes, care shall be taken to prevent injury in case there is excessive pressure in the tube. Prior to

reinstallation, check all gaskets or seals. Identify and report any abnormal deficiencies associated with

component.

d. Firefighting teams consisting of the following minimum equipment: two (manned) AFFF hoses and three

CO2/PKP bottles per sponson.

e. A qualified Quality Surveillance Sentry to test for contamination of fuel being taken aboard.

f. Special personnel and equipment on station with emphasis on:

(1) Safety.

(2) Firefighting.

(3) Putting out the smoking lamp.

(4) Securing machinery (particularly if at the pier).

(5) Proper closing of hatches.

(6) AFOSS Station Manuals issued.

Attention is particularly directed to the danger of excessive pressure in the ship’s aviation fuels system, which

could result in damage to tanks. This is emphasized to point out that:

a. It is entirely possible to obtain pressures in the aviation fuel tanks sufficiently high to cause deformation

even though all valves are properly set.

b. Damage to aviation fuel systems due to higher than the designed pressures cannot be tolerated, and

precautions for avoiding it shall be established.

c. When the integrity of the JP-5 system is open, ensure red tag procedures are strictly adhered to and double

valve protection is met.

The fill and transfer main maximum design pressure is 40 psi at the filling

connection. Maximum filling rate shall not exceed 500 gallons per minute,

for each open tank to be filled. (Example: 10 tanks open at any one time

would permit a flow rate of 5,000 gallons per minute).

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NAVAIR 00-80T-120

Note

A log shall be set up to record the following information:

— Pumping rate and pressure obtained from the delivering agency

prior to the start of fueling and continuing thereafter at frequent

intervals until fueling is completed.

— Liquid level and meter reading along with fuel receiving station

pressure, taken concurrently with a continuous computation

maintained for total gallons taken aboard, based on rates of

pumping in gallons per minute and duration in minutes.

Impress upon personnel the necessity for strict compliance with existing safety precautions. Immediate and

positive action shall be taken in any case resulting from improper handling of aviation fuels. Instruction in

casualty procedures is a necessary part of safety, and personnel shall be thoroughly indoctrinated in all phases

of casualty control.

A program for the indoctrination in and introduction of personnel to all phases of aviation fuel handling shall

be conducted in accordance with Aircraft Refueling NATOPS Manual, NAVAIR 00-80T-109.

a. Review of safety precautions, firefighting principles, and equipment.

b. Review of the particular ship’s aviation fuels system, piping, valves, gauges, limiting pressure, tank

capacity, etc.

c. AFFF/HALON/HFP Flooding systems for JP-5 spaces, steam smothering valves for catapults, ventilation

alarms and indicators, flame arresters, etc.

d. Entry into enclosed JP-5 tanks.

(1) Obtain proper authorization prior to entry.

(2) Equipment needed and proper use.

(a) Emergency apparatus (in accordance with NSTM Chapter 074).

(b) Safety lines and harness.

(3) Proper methods for ventilation of space.

(4) Personnel protection equipment.

(5) Rescue and lifesaving methods needed to assist personnel suffering from asphyxia.

8.5

OPERATION OF THE JP-5 SYSTEM

All operations involving the JP-5 system shall be conducted by qualified operators per the AVFUELS (Afloat) PQS.

Trainees may operate the system, but only under the direct supervision of a qualified operator. All operations of the

Aviation Fuel (AVFUEL) system shall be performed in strict accordance with AFOSS.

8.5.1 Filling the JP-5 Tanks

1. The filling sequence of the JP-5 stowage tanks shall be consistent with the ship’s trim.

Note

Prior to receiving JP-5, check all transfer main valves to ensure valves are

in the desired position (open/closed) in accordance with the current Ships

Aviation Fuels Operational Sequencing System (AFOSS) Manual. A check

of the sound-powered phone circuit (4JG) shall be made prior to receiving

fuel.

2. JP-5 shall normally be received from two or three starboard side filling connections when underway. Portside

connections are normally provided and are generally used in port when refueling from a barge.

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NAVAIR 00-80T-120

3. Per AFOSS, all tanks shall be stripped off to low suction prior to replenishment and service tanks topped off

prior to taking on fuel. Contaminated settling tanks (reclamation tanks) shall be empty prior to receiving fuel.

4. When ready to receive, order the tanker to start pumping minimum pressure. Have men stationed at liquid level

gauges and sounders on the overflow tanks of the tank groups receiving fuel. As tanks fill, open additional tanks

and continue with gauge readings and soundings until replenishment is complete.

5. Overflow tanks shall be filled last, as per AFOSS.

6. Securing. Upon completion of the refueling operation, accurate soundings of all tanks shall be taken.

Do not secure last tank to be filled until tanker has ceased pumping.

8.5.2 Filtering, Settling, Sounding, Stripping, and Use of Service Tanks

8.5.2.1 Filtering

Foreign matter and water are difficult to remove from JP-5. Therefore, all fuel entering the service tanks shall be

purified using an approved purification and filterization system. All fuel being delivered to aircraft shall be filtered

with the service filters.

8.5.2.2 Settling

Every effort shall be made to allow maximum settling time. Ships equipped with a reclamation system shall direct

all stripping into reclamation tanks.

8.5.2.3 Soundings

Tank soundings shall be taken frequently to determine the quantity of fuel in each tank per AFOSS. Ships should

utilize installed radar tank level indicators (TLI) as the primary means of determining levels. Conduct manual

soundings when accuracy of a TLI is in question.

8.5.2.4 Stripping

Stripping of tanks shall be accomplished per AFOSS/PMS.

8.5.2.5 Use of Service Tanks

Aircraft shall be fueled from service tanks only. In anticipation of fueling aircraft from a service tank, fuel from a

storage tank shall be purified/filtered, and transferred to the service tank in advance to allow a maximum settling time

prior to stripping the service tank. Fuel shall never be transferred into a service tank in use, since transferring will

cause agitation of the settled fuel.

CAUTION

Recirculating valves shall be opened prior to starting the service pump. A

caution sign shall be posted next to each pump controller stating, “Ensure

recirculating valves are opened prior to starting this pump.” Recirculating

valves may be closed when off-loading JP-5 per AFOSS.

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NAVAIR 00-80T-120

8.5.3 Fueling and Defueling

8.5.3.1 Fueling Aircraft

After stripping and sampling requirements have been met, the desired service tank shall be lined up for fueling

aircraft, suction is taken on the tank, and fuel is pumped up through the filter to the refueling stations by the JP-5

service pumps. When pressure reaches the desired aviation fuel station, the station shall be operated in accordance

with AFOSS then the fueling operation can begin.

1. Aircraft are normally fueled as soon as possible after recovery. It is the responsibility of each plane captain to

notify the air wing maintenance coordinator in flight deck control if it becomes apparent that the fueling crew

has missed his aircraft. It is also the plane captain’s responsibility to request that his aircraft be topped off as

necessary after a maintenance turnup.

2. Prior to the recovery, fueling crews shall be standing by or near their assigned stations to break out fuel hoses

and begin fueling aircraft. Aircraft shall be properly grounded before fueling and all ground wires removed

after fueling is complete.

When electrical storms are within a 5-mile radius of the ship, all exposed

refueling evolutions shall cease.

8.5.3.2 Hose Evacuation

Upon completion of fueling operation, place the quick disconnect (QD) in the off position, which will put the

CLA-VAL in the defuel mode, evacuating the refueling hose. Restow hose upon completion of refueling operation.

8.5.3.3 Defueling Aircraft (CLA-VAL System)

Defueling of aircraft is accomplished by utilizing designated de-fueling hose reels at various refueling service

stations, and transferring the fuel from the aircraft to the de-fueling main and back to the designated storage tank.

Under no circumstances shall an aircraft containing JP-4 or JP-8 be

de-fueled into the ship’s fuel system. Fuel from aircraft shall not be

de-fueled into ship tanks unless samples from all low point drains test

140 _F flash point (or above) and meet all other requirements for

acceptance.

Note

Defuel shall not be conducted without an approved defuel chit.

8.5.3.4 Secure

Upon completion of fueling operation, secure station per AFOSS.

8.6

CATAPULT LUBE OIL SYSTEM

The Catapult Lube Oil System is a separate, independent system composed of pump(s), valves, and piping arranged

to supply ready service tanks in catapult spaces. For more detailed descriptions, consult the current ship’s Operational

Sequencing System (OSS) and technical manuals for ship’s individual systems.

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ORIGINAL

NAVAIR 00-80T-120

A catapult lube oil tank can be filled by a starboard fuel connection and by a flush deck type fill connection, suitable

for attaching a funnel of the type used when filling from barrels, is provided on the hangar deck. The stowage tank

can be provided with steam heating coils, overflow, sampling connections, a tank level indicating system, and

thermometers.

8.6.1 Operation

Operating the Catapult Lube Oil System shall be per ship’s Operational Sequencing System (OSS).

8.7

AIRCRAFT FUELING PROCEDURES

8.7.1 Fuel Loads

Requirements are published in the Air Plan. The Air Operations Officer shall authorize changes in published fuel

loads.

1. Fuels Control Petty Officer relays fuel requirements to fueling crew leaders and fuel crewmen on the 4JG sound

powered phones and/or flight deck communication circuits.

2. The AVFUELS Control Talker maintains aircraft fuel loads on the AVFUELS status sheet. The status sheet

includes the type of aircraft, side number, start and final fuel load. The fueling crew leaders report to the

AVFUELS Control Talker when fuel requirements have been met.

3. A fueling crew shall consist of a crew leader manning the 4JG at the fueling station, and a minimum of one

nozzle operator per hose in use. A PQS-qualified fuels flight deck supervisor shall be available on deck to

coordinate fueling operations and also acts as a safety petty officer.

4. Aircraft are refueled per the Air Plan. The Fuels Control Talker maintains accountability for fuel billing by

recording on the fuel checker card the amount of fuel on board prior to fueling, after fueling, and the amount

issued.

8.7.2 Fueling Stations

1. After the service pumps are started and piping is pressurized, turn on the de-fuel pump.

2. Open fueling station supply valves per AFOSS.

3. Connect ground wire from ship to aircraft.

4. Remove refueling adapter cap, connect nozzle to aircraft, place the toggle switch to the “on” position and

commence the fueling operation.

CAUTION

Only single-point pressure refueling is authorized. Do not use over-wing

nozzles to fill drop tanks, except when operational necessity dictates.

5. Upon completion of fueling and de-fueling aircraft, close fueling station per AFOSS.

6. JP-5 refueling/de-fueling in port may be accomplished with the approval of the commanding officer or his

designated representative.

8.7.3 Hot Refueling

1. Hot refueling of jet aircraft, helicopters, and turboprop aircraft shall be accomplished with the permission of

the Commanding Officer or his duly authorized representative, usually the Air Officer or ACHO. In instances

where hot refueling and a pilot switch are being conducted, the new pilot shall already have been informed of

intended fuel load by his ready room. Aircraft shall be chocked and have the initial (four-point/six-point)

tiedown applied.

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NAVAIR 00-80T-120

2. Only aircraft with single-point pressure refueling capabilities may be “hot” refueled (with engines running).

Procedures for each model aircraft in the Aircraft Refueling Handbook (MIL-HDKB 844 [AS]) shall be

followed. The engine with the propeller or intake nearest the aircraft-fueling receptacle shall be secured.

Engines of an aircraft shall not be started while a fueling hose is connected to the aircraft.

Servicing the AV-8B’s water injection system/tank is NOT authorized

during hot refueling.

Aircraft shall not be hot refueled if it fails precheck. Failure of the precheck

indicates a malfunction in the aircraft’s fuel system, which can result in a

fuel spill and fire.

Aircraft canopy and helicopter side doors (if installed) shall remain closed

during the entire refueling evolution. Aircraft refueling operations shall be

secured if canopy is opened.

Crew changes and hot seating shall not be conducted during hot refueling.

Exceptions:

— Rear cargo doors and/or doors on opposite side of aircraft from

the refueling adapter may be open, provided the refueling hose

is positioned so that it is unlikely fuel sprays from

nozzle/adapter malfunction or hose rupture will enter aircraft

passenger/cargo/cockpit compartment(s).

— The AV-8B aircraft may be hot refueled with the canopy open

at the pilot’s discretion when high temperatures and humidity

dictate, since the aircraft’s environmental control system does

not operate with weight--on--wheels.

The engine with the propeller or intake nearest the aircraft fueling

receptacle shall be secured. Deviations are permitted only when specific

aircraft NATOPS states to leave both engines running.

Note

The F-18 Hornet is the only aircraft that can be “hot” refueled with both

engines running.

Aircraft with dual intake/single engine (e.g., T-45) shall install an intake

safety cage on fuel connection side prior to hot refueling.

Bow catapults slots seals shall be installed prior to fixed wing refueling/

defueling evolutions.

Waist catapults slot seals shall be installed immediately after flight

operations. Slot seals are not required to be installed when flight quarters

is set. Shuttles may be positioned forward or aft on the waist while refueling

during flight quarters. Every safety precaution shall be observed due to

complexity of refueling operations in the vicinity of the waist catapults.

During helicopter hot refueling evolutions, fuel samples shall not be taken

for testing prior to flight.

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NAVAIR 00-80T-120

3. While “hot” refueling, qualified squadron member shall watch his fuel quantity gauge and control the amount

of fuel loaded aboard by signaling to the fueling crew when to stop the refueling.

4. Qualified squadron personnel are responsible for the proper alignment of fuel system switches in the cockpit,

and thereby control the refueling process.

8.7.4 Fuel Spills

1. V-4 Division is responsible for cleaning up fuel spilled from faulty nozzles and ruptured hoses.

2. Squadron personnel are responsible for cleaning up fuel spills resulting from aircraft.

3. FOD Spill Team shall respond to major fuel spills on the flight deck.

4. All fuel spills shall be reported to Flight Deck Control.

Note

All spills shall be swabbed up immediately. The squadron concerned shall

make the initial effort to prevent and clean up fuel spills caused by aircraft.

Aviation fuels personnel shall augment and supervise the cleanup of spills

and shall ensure that no hazardous condition exists as a result of the spill.

In a major fuel spill, crash and salvage personnel, with the assistance of

reflash watch and FOD cleanup crew shall respond to the containment and

cleanup of the spill.

8.8

AVIATION FUELS QUALITY CONTROL AND SAMPLING PROCEDURES

8.8.1 Introduction

To ensure the high standards of aviation fuels delivered to aircraft and verify the accuracy of the portable fuel testing

equipment, the facilities of the Petroleum Testing Laboratories shall be used per the Aircraft Refueling NATOPS

Manual, NAVAIR 00-80T-109.

8.8.2 Sampling Procedures

Samples shall be taken and tested per the Aircraft Refueling NATOPS Manual, NAVAIR 00-80T-109 AFOSS, and

current PMS requirements.

8.8.3 Shipping Samples

Aviation fuel sampling and shipping containers conforming to MIL-K-23714 (Kits Sampling Kits For Aviation Fuels;

Reusable) shall be used and dispatched by the most expeditious method. Prior to extended deployment, samples shall

be delivered directly to the shore-based lab by special courier in accordance with Aircraft Refueling NATOPS

Manual, NAVAIR 00-80T-109, AFOSS, and current PMS requirements.

8.8.4 Test Result Action

If onboard lab results do not meet deterioration use limits as delineated in the Aircraft Refueling NATOPS Manual,

NAVAIR 00-80T-109, stop delivery of fuel to aircraft from suspected segment until the problem is corrected.

1. Resample suspected fueling point outlets. Deliver these samples to the quality assurance laboratory for

immediate analysis. Resamples of initial contamination point shall include the marking RESAMPLE.

2. Refueling may continue from suspect fueling points if onboard resamples meet deterioration use limits.

3. If resampling confirms the existence of unacceptable fuel, isolate contaminated section until problem is

corrected.

8.8.5 Record of Test Results

All aviation fuels quality surveillance logs shall be maintained per Appendix F, Figure F-1 of this manual or Appendix A,

Figures A-1 through A-7, of the Aircraft Refueling NATOPS Manual, NAVAIR 00-80T-109. Quality surveillance log

sheet sample serial numbers shall be dated as Julian date and sequential number of the samples that have been run

for that day.

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NAVAIR 00-80T-120

8.8.6 Quality Surveillance Personnel

The Quality Surveillance Personnel shall be PQS-qualified. Their specific duties include, but are not limited to, the

following:

1. Inspect and test all fuel being received onboard.

2. Inspect and test fuel during delivery to aircraft.

3. Inspect and test fuel prior to aircraft de-fueling.

4. Train fuel-handling personnel in quality control procedures.

5. Perform maintenance on associated equipment.

6. Maintain records of lab samples and daily checks.

7. Maintain a sampling chart in the quality surveillance laboratory, which readily identifies all service stations

and the date and time sampled. In no case shall a refueling station go unsampled for longer than 24 hours while

underway.

8.8.7 Log Books

V-4 Division JP-5 filter sample/pressure drop log and the equipment running logs shall utilize individual sheets in

accordance with Figure F-1 and Figure F-3 of this manual or Appendix A, Figure A-7 and A-8, of the Aircraft

Refueling NATOPS Manual, NAVAIR 00-80T-109. Each log sheet shall be reviewed by the supervisor, CPO, and

Maintenance Officer every day and kept in V-4 division files for 1 year.

8.9

REPLENISHMENT, DISPOSITION, AND ACCOUNTABILITY OF AVIATION FUELS

8.9.1 General

Aviation fuels replenishment, disposition, and accountability require that close attention to established procedures

shall be followed during every evolution.

8.9.2 Fueling, De-Fueling, and Internal Fuel Transfers

In port evolutions should be accomplished during daylight normal working hours by PQS-qualified fuels personnel.

1. The replenishment bill shall make provisions for:

a. Direct communications to topside watches and fuel transfer stations.

b. Use of check-off list and procedures for fuel system line-up and operation in accordance with AFOSS.

Double checking of all fueling system valves is absolutely essential.

c. Ensuring that each member of the fueling detail is PQS qualified for watch station assigned.

d. Continuous sounding of tanks or gauge readings.

e. Precautionary measures to minimize the danger of fuel spills (blocked scuppers, drains and sufficient

response materials).

f. Certification to the Commanding Officer, Command Duty Officer, or Officer of the Deck and the fuel

supplier that the ship is ready in all respects to commence refueling operations.

2. Prior to receiving fuel, the fuel supplier shall provide: fuel grade, flash point, water and sediment readings and

that fueling equipment has been tested and is in proper working condition.

3. Permission is required from the Senior Officer Present Afloat (SOPA) for aviation fuel handling evolutions

in port after sunset. An information copy of such requests shall be directed to the Commander of the

Naval Base.

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8.9.3 Disposition

1. JP-5 shall not be discharged from shipboard systems into national/international water except in emergency

conditions.

2. JP-5 stripping shall be discharged to designated contaminated tanks for consolidation and reclamation as JP-5

storage for future purification.

3. Preparation for JP-5 tank cleaning requires the maximum of advance planning and fuel consolidation to ensure

conservation of fuel and environmental protection.

4. JP-5 stock depletion in preparation for shipyard availability requires consideration for readiness requirements

and tank cleaning requirements prior to entering the shipyard.

a. JP-5 shall be consolidated within minimum number of tanks.

b. Tanks not emptied shall be filled to operating capacity.

c. In the event hot work is to be performed on or near JP-5 tanks, all JP-5 from the affected section(s) shall

be off-loaded, and tanks shall be certified gas-free prior to entry.

5. Instructions for disposition of aviation fuels that fail to meet the deterioration use limits specified by Naval Air

Systems Command (NAVAIRSYSCOM) are listed in NAVAIR 00-80T-109, Aircraft Refueling NATOPS.

8.9.4 Accountability

8.9.4.1 Receipt

Cognizant custodians of subject materials shall submit a written memorandum to the ship’s Supply Officer

immediately after each delivery stating the quantity received at a specific temperature. Receipts of petroleum

products shall be governed by the following general regulations.

8.9.4.1.1 Receipts from Naval Activities

In as much as the quantity of fuel received from other Naval activities ashore and afloat shall be determined on the

basis of the gauges of the issuing activity, the officer having cognizance of the fuel to be received shall examine the

tanks of the receiving activity both before and after fueling to ensure that the ship has obtained the full amount ordered.

In cases where it is impractical to check the gauges of the issuing activity, such as during replenishment at sea, the

quantity invoiced shall be accepted as correct, unless known discrepancies are resolved with the issuing ship. Receipt

of fuel from Naval sources shall be accepted as conforming to Navy specifications for the invoiced product. An

analysis shall be furnished to the ship for all bulk fuels received. Samples shall be taken continuously during receipt.

8.9.4.1.2 Receipts from Commercial Sources

Shall meet specifications as outlined in NAVAIR

00-80T-109, Aircraft Refueling NATOPS Manual,

MIL−HNBK−844(AS), and AFOSS.

8.9.4.2 Issues

The Aviation Fuels Officer shall submit fuel reports to each squadron and the Ship’s Supply Officer at least bimonthly

for the amount of aviation fuels issued to each organization.

8.9.4.3 Surveys

The Air Officer shall ensure that surveys are prepared after each replenishment of aviation fuel, if required, to account

for shortages among invoiced quantities received. Survey or losses resulting from issue, stripping, or contamination

shall be made monthly, as required, per TYCOM instructions.

1. Surveys resulting from differences in delivering activities’ soundings shall be made as follows:

a. Reverify gallons required prior to underway replenishment (UNREP).

b. Re-sound all tanks and compare with soundings taken immediately after UNREP.

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NAVAIR 00-80T-120

c. Where questionable difference exists, contact issuing ship, explain nature of difference, and request

corrected figure.

d. In cases where UNREP differences exceed 3 percent of transfer quantity, and if actions in steps a. and c.

above do not reconcile differences, report the following data (as a minimum) to TYCOM via Naval message

with TYCOM and issuing ship as info addressees.

(1) Subj: JP-5 UNREP difference.

(2) Date of UNREP.

(3) UNREP ship.

(4) Gallons received.

(5) Percentages of quantity difference in relation to total JP-5 onboard after UNREP.

(6) Dollar value of difference and document number of associated survey.

(7) Extenuating circumstances if applicable.

2. Surveys resulting from normal stripping, tank cleaning, or casualties to the aviation fuels systems shall be

submitted per current directives. All surveys submitted shall include a condensed statement under the cause

section as to how the fuel loss occurred.

8.10

AVIATION FUELS SECURITY WATCH

8.10.1 Basic Function

The Aviation Fuels Security Watch shall be stood by qualified V-4 Division personnel under the supervision of the

Duty AVFUELS Petty Officer (AVFUELS POOW). All watchstanders shall be PQS-qualified under the AVFUELS

(Afloat) PQS. This one-person watch shall be posted as prescribed below and maintain communication with

AVFUELS POOW using a two-way radio. AVFUELS watch stander under instruction (UI) shall be assigned under

the supervision of a PQS-qualified watch stander. The watch shall be posted and properly relieved by the Duty

AVFUELS POOW. The Aviation Fuels Officer/Maintenance Officer is responsible for setting the aviation fuels

watch. Logs shall be reviewed daily and maintained for a period of one year.

Note

V-4 Divisions not outfitted with two-way radios shall continue to make

two-person rounds every 2 hours.

8.10.2 Fuels Watch

1. In port, during normal working hours, system not under pressure. Duty Section Supervisor shall make one

round and report condition to the LCPO.

2. In port, during nonworking hours, system not under pressure. AVFUELS Watch Roving patrols shall inspect

pump and filter rooms, flight and hangar deck fueling stations and MOGAS stowage area (when carried

onboard) making one round every 2 hours and report to the AVFUELS POOW. If filter(s) has been drained,

eliminate it from the watch.

3. At anchor, with system pressurized. AVFUELS Watch roving patrols shall inspect flight and hangar deck fueling

stations, pump and filter rooms, and MOGAS stowage area (when carried onboard), one round every 2 hours, and

report to the AVFUELS POOW. If systems are drained back, refer to paragraph 8.10.2 steps 1. and 2.

4. Underway, at flight quarters. Below deck supervisor or his assistant shall inspect hangar bay fueling stations

and MOGAS stowage area (when carried onboard) and unmanned below deck spaces twice per day/night shift

and report conditions to the LCPO/AVFUELS Maintenance Chief.

5. Underway, not at flight quarters. Flight Deck AVFUELS Supervisor or assistant shall inspect flight and hangar

deck fueling stations and MOGAS stowage area (when carried onboard) twice per day/night shift. Below

Decks Supervisor or assistant shall inspect unmanned below deck spaces twice per day/night shift. Both

supervisors shall report conditions to the LCPO/AVFUELS Maintenance CPO.

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8.10.3 Duties, Responsibilities, and Authority

The Roving Aviation Fuels Security Watches shall:

Inspect each space or station on his post for the following:

a. Security of valves.

b. Leaks.

c. Gear adrift.

d. Unauthorized personnel.

e. Proper ventilation.

f. Lighting.

g. Excessive liquid in the bilge of each pump room.

h. Unauthorizedsmoking,openflames,orunauthorizedweldinginoraroundtheaviationfuelssystemwithout

proper authority and firefighting equipment.

Report the conditions of the AVFUELS system at the completion of each round to:

a. The OOD, if the ship is in port with no air wing embarked.

b. The Integrity Watch Officer, in Flight Deck Control, when the air wing is embarked.

Report all fires to the OOD immediately, giving class of fire, compartment number and name of space, frame

number, reporter’s name, and the number from which he is calling.

Note

In the event of a fire, the AVFUELS Petty Officer shall ensure that the

aviation fuels system is secured and shall inform the on-scene leader of the

affected areas and system components in the fire area.

Report to the Duty AVFUELS Petty Officer if any discrepancy is noted.

Perform such other duties as may be assigned.

8.11

ELECTRICAL CONTINUITY

The electrical continuity system provides a grounding path for fueling, defueling, and acts as an emergency shut off

in the event of hose rupture. No aircraft shall be refueled without continuity unless approved by the Commanding

Officer.

Note

If permission is granted by the Commanding Officer to refuel without

electrical continuity, the station and nozzle operator shall maintain eye

contact with each other and the aircraft being refueled. This method shall

be utilized during emergency situations only. If continuity cannot be

restored, TYCOM shall be notified.

8.11.1 Equipment

Maintenance of the electrical continuity system shall be shared by V-4 and E Divisions and be accomplished strictly

per PMS and NAVSEA technical manuals.

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8.12

MOGAS PROCEDURES

8.12.1 Stowage

MOGAS containers shall be stowed on the weather deck and located so that they can be readily jettisoned overboard.

Upon return of the landing forces, some portable containers will have varying amounts of MOGAS or MOGAS plus

oil mixtures remaining. These partially filled containers shall be consolidated or refilled as mission planning requires.

Dedicated drums marked “MOGAS” and “MOGAS PLUS OIL MIXTURE” can be used for consolidation and/or

reissue. When necessary, partially filled bladders may be stowed in approved 55-gallon rigid drums and the drums

stowed on jettisonable racks until replenished or redeployed. A jettison locker shall be used to store bladders or safety

cans that have previously contained MOGAS.

D MOGAS is highly volatile even at low temperatures. The vapors are a fire

hazard at all times. The flash point for the vapors is approximately −45_F.

D Deck stowage of safety cans and bladders that have contained MOGAS are

not authorized at any time.

D All bladders and safety cans shall be inspected for leaks prior to placement

into HAZMAT drums or lockers. Leaking or unsafe containers shall not be

placed in HAZMAT drums or lockers.

8.12.2 Handling

The following precautions shall be adhered to in handling MOGAS:

1. No open flames, smoking, or hot work shall be permitted when handling gasoline or in gasoline hazard areas.

2. A warning plate shall be installed in a conspicuous place or placed near the access to possible gasoline hazard

areas, inscribed in red letters 1-inch high: WARNING: GASOLINE HAZARD AREA. Smoking; use of naked

lights, matches, or lighters; use of tools that may produce sparks; wearing of clothing or shoes with exposed

metal attachments; and any other actions that could lead to ignition of gasoline vapors are not permitted.

3. Ventilation shall be sufficient to prevent accumulation of fumes.

4. Systems shall be grounded to prevent sparks from build-up of electric charges.

5. Only personnel trained in gasoline handling procedures shall be assigned to the issuing and handling of

gasoline.

CAUTION

Because of the extremely hazardous nature of gasoline, it shall be used only

when there is no suitable alternative to meet operational requirements. Only

the minimum required amount (based on the expected usage rate for each

deployment) shall be carried aboard ship.

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CHAPTER 9

Cleanliness of Decks/FOD Prevention

9.1

GENERAL

The cleanliness of the flight deck, catwalks, scuppers, and hangar deck, and the prevention of foreign object damage

(FOD) to aircraft engine shall be an all hands’ responsibility. FOD is a principal cause of aircraft engine failure or

damage that necessitates costly and time-consuming repairs and reduces operational readiness and combat

effectiveness. Flight or hangar decks that are saturated or slippery due to POL spills can result in an aircraft sliding

out of control and being damaged. In extreme cases, FOD and fluid spills can lead to the destruction of an aircraft

and result in injury or death to personnel. A successful program that combats FOD and fluid spills requires active

all hands participation in their prevention, timely reporting, and a thorough cleanup.

9.2

RESPONSIBILITIES

Cleanliness and FOD prevention shall be a joint responsibility of the Air Department, the embarked Air Wing, and

all other departments/units that utilize any portion of the flight and/or hangar deck. Specific duties are delineated

below.

9.2.1 Aircraft Handling Officer (ACHO)

The ACHO shall be assigned as FOD Prevention Officer. His duties are to perform the following:

1. Implement a vigorous FOD prevention and cleanliness program through all hands education and involvement,

enforce high standards of flight and hangar deck cleanliness, and ensure that all possible measures for FOD

prevention are taken.

2. Make recommendations to proper authority as to means of improving this program.

3. In collaboration with the Air Wing maintenance officer, assign a FOD supervisor.

4. Schedule a daily FOD walkdown while in port. Upon leaving port, two FOD walkdowns shall be completed

prior to the first launch.

5. Ensure FOD Instruction is established and signed by the ships CO and the CVW Commander (CAG).

9.2.2 Flight Deck Officer (FDO)

The Flight Deck Officer shall assist the ACHO in the performance of his duties. Additionally, he shall be tasked with

overall flight deck cleanliness. His duties shall include the following:

1. Ensure that padeyes, scuppers, safety nets, catwalks, and all other FOD retaining areas of the flight deck are

cleaned regularly.

2. Develop an aggressive program of scrubbing the flight deck. The entire flight deck shall be scrubbed at a

minimum of every 10 days while underway.

3. Ensure all support equipment and power hatches are opened and inspected during FOD walkdowns.

4. Advise the ACHO that an aircraft is not ready to be re-spotted due to FOD/fluid spills in the immediate vicinity

of the aircraft.

5. Monitor the condition of the flight deck non-skid and effect required repair.

6. Make recommendations to the ACHO as to means for improving the program.

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9.2.3 Hangar Deck Officer (HDO)

The Hangar Deck Officer shall assist the ACHO in the performance of his duties. Additionally, the HDO shall be

tasked with overall hangar deck cleanliness. His duties are to perform the following:

1. Develop an aggressive program of scrubbing the hangar deck. The entire hangar deck shall be scrubbed at a

minimum of every 10 days while underway.

2. Ensure that padeyes and all other FOD-retaining areas of the hangar deck are cleaned regularly.

3. Advise the ACHO that an aircraft is not ready to be re-spotted due to FOD/fluid spills in immediate vicinity

of the aircraft.

4. Monitor the condition of the hangar deck non-skid and effect required repair.

5. Make recommendations to the ACHO as to means for improving the program.

9.2.4 Aviation Fuels Maintenance Officer

The Aviation Fuels Maintenance Officer shall provide the FOD team with two fuel spill carts.

9.2.5 Catapult and Arresting Gear Officer

The Catapult and Arresting Gear Officer shall ensure that the jet blast deflectors and barricade stanchions are raised

during FOD walkdowns.

9.2.6 Air Wing Commander

The Air Wing Commander, through squadron commanding officers, officers in charge, and Air Wing Maintenance

Officer, shall:

Implement and supervise FOD and spill prevention training programs for Air Wing personnel stressing such

points as:

a. Active participation of all hands, including supervisory personnel for all FOD walkdowns.

b. Wearing proper flight deck uniform during flight operations and ensuring proper marking, stowage, and

security of hand tools and large gear.

c. Policing the area around all aircraft to ensure that rags, safety wire, tools, and loose parts are accounted for

and removed following maintenance or prior to any engine turn-up.

d. The necessity of preventing spills of petroleum-based fluids and grease on the flight or hangar decks.

Ensure that drip pans are utilized whenever maintenance requires a hydraulic jenny and/or could result in fluid

spillage.

Provide an Air Wing Spill Tiger Team to immediately respond to clean up large spills.

Prior to embarkation, assign individual squadrons/detachments specific areas of responsibility for policing the

flight deck, hangar deck, and catwalk areas.

Publish a monthly FOD walkdown list of the squadron responsible for supervising the daily FOD walkdowns.

Ensure that prior to an aircraft reported as up and ready for movement, the area around the aircraft is clean and

free of any FOD or fluid spills.

Ensure that adequate numbers of personnel, particularly supervisory personnel, participate in FOD

walkdowns.

Ensure that petroleum-based fluids are not dumped into the flight deck scuppers.

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NAVAIR 00-80T-120

9.2.7

All Hands

Eating, drinking, chewing tobacco, and smoking are prohibited at all times on the flight deck, catwalks, hangar

deck, and exposed areas in the island structure.

The wearing of hats or other loose articles of clothing is prohibited in the vicinity of operating aircraft engines.

This particularly applies during aircraft engine turnups in port and to personnel viewing flight operations from

exposed areas on the island structure.

No individual shall carry rags, papers, magazines, or other loose gear on his person on the flight deck during

flight operations. FOD security pouches shall be worn to accommodate essential items required for flight

operations that may be susceptible to falling on the flight deck.

9.2.8

All Departments

Ensure that areas assigned to or utilized by them on either the flight or hangar decks are maintained in a clean,

“FOD free” condition as discussed herein. Specific areas of concern are fasteners, safety wire, tools and loose

parts adrift on ground support equipment or boats, and trash or debris left on the deck and elevators after

UNREPs, CONREPs, or VERTREPs.

Provide participants for FOD walkdowns.

Ensure that any large item received or transferred is plainly marked with the name of the recipient/sender.

Items that require/need stowage on hangar deck are coordinated with the Aircraft Handling Officer.

9.3

FOD PREVENTION METHODS

Many methods of FOD prevention that combine to greatly reduce FOD potential exist. Among these required

methods are:

1. FOD walkdowns.

2. Clean maintenance.

3. FOD bags/containers/pouches.

4. Flight deck scrubber/sweepers.

5. Air/electric-driven vacuum cleaners/magnetic brooms.

6. Tool control.

7. Intake and exhaust covers.

8. Taping/covering aircraft accesses during long-term maintenance/long down time.

9. All hands education.

10. Command emphasis.

11. Enforcement methods.

12. Incentive programs.

9.4

CLEANLINESS ENHANCEMENT

The decks and associated areas must be kept as neat and clean as possible to provide an impressive appearance, to

promote general health and attractiveness, and most importantly, to provide an acceptable level of safety and

operational effectiveness, particularly when the criticality of aircraft movement and maintenance is considered.

Likewise, equipment, tools, and maintenance-related items must be properly stowed and secured to reduce FOD

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NAVAIR 00-80T-120

hazard, to maintain material condition, to prevent loss and associated replacement expense, and to provide the desired

level of safety and operational effectiveness. It is essential that users of the areas participate and cooperate in the

overall effort to maintain an optimum state of cleanliness and security. Many methods exist, that when combined,

greatly reduce deck slickness and POL buildup. Required methods are:

1. Clean maintenance practices.

2. Use of drip pans, fuel buckets during engine shutdown, etc.

3. Immediate cleanup of all fluid spills.

4. FOD walkdowns.

5. Scrubbers, sweepers, vacuums, etc.

6. Command emphasis and all hands education.

7. Stowage of power cables, hoses, support equipment, etc.

The ACHO shall assign specific areas of responsibility (AOR) on the flight and hangar decks to embarked squadrons

and ships divisions/departments. The CAGMO or his representatives shall have a daily signoff sheet.

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NAVAIR 00-80T-120

CHAPTER 10

Aircraft Maintenance

10.1

AIRCRAFT SERVICE FACILITIES

10.1.1 General

Personnel involved in aircraft servicing and maintenance shall be thoroughly familiar with the operating instructions

and safety precautions when utilizing fixed service facilities and mobile support equipment to preclude injury and

equipment damage.

10.1.2 Power Outlets

10.1.2.1 Location

A master status board in flight and hangar deck control shall be maintained by the Air Wing representative to provide

availability and location of power outlets.

10.1.2.2 Responsibility

1. Maintenance and preservation of cable trunks, adequacy of cables, preservation of housing and fittings, and

availability of service shall be per ship’s standard organization and regulation manual.

2. The user shall report discrepancies or malfunctions of power outlets to flight or hangar deck control for

coordination of repair.

3. The Chief Engineer shall provide a daily operational status report of all flight/hangar deck aircraft electrical

servicing stations (AESS).

10.1.2.3 Safety Procedures

1. Plane captains and/or maintenance personnel shall ensure that the power is off prior to connecting or

disconnecting power cables.

2. Ship’s deckedge power shall be energized prior to turning on aircraft battery switches to avoid the possibility

of causing reverse polarity in the ships 60-Hz motor generator power supply.

3. When inserting or removing the plug into receptacle of aircraft, avoid wrenching, twisting, or jamming

movement. Such action may cause the aircraft receptacle pins to break and/or cause damage to the cable head.

Do not pull on cable to remove — always grasp plug.

10.1.2.4 400-Hz AC Power/28-Volt DC Power

These installed cables are the primary service power. The following general procedures apply for use:

1. Remove the cable from its stowage area, ensuring sufficient slack to prevent tension on the plug. Ensure power

is in the OFF position.

2. Cockpit shall be manned by a qualified individual prior to energizing power to ensure aircraft switches are in

proper position.

3. At completion of use, de-energize power, remove cable, and properly stow.

CAUTION

When not in use or inoperable/no power source, cables shall not be left

unattended nor left plugged into the aircraft.

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10.1.3 Low-Pressure Air

Low-pressure air (125 psi maximum), is available from various outlets on the flight and hangar decks. This air supply

is for use, as required, for spray painting, grinding, and general cleaning operations.

10.1.4 High Pressure Air

1. High pressure air (3,000 PSI) is available from various outlets on the flight and hangar decks.

Serious injury may result from misuse of high-pressure air.

2. Only qualified personnel shall utilize the high-pressure air system using approved hose and fittings.

3. High-pressure air shall not be connected to any unit unless an approved, calibrated pressure regulator is

included between the pressure source and the unit being charged/utilized.

10.1.5 Liquid Oxygen (LOX)

10.1.5.1 General

All aircraft that operate in a high altitude environment are provided with an oxygen supply system for life support

of crewmembers. LOX is a light blue liquid that flows like water and is extremely cold.

D LOX forms a combustible and explosive mixture when it comes in contact

with flammable or combustible materials, such as wood, cloth, oil, and

gasoline.

D Only qualified, licensed personnel shall operate LOX handling equipment.

Personnel shall wear the following protective clothing to prevent skin and

eye injury:

— Face shield.

— Coveralls (white).

— Gloves (approved).

— Safety shoes.

10.1.5.2 Safety Precautions

1. The work area and equipment shall be kept free of oil, grease, or any readily combustible material and marked

in accordance with current visual landing aids bulletins.

2. Tools and clothing shall be free of oil and grease.

3. Smoking, open flames, or sparks shall not be permitted in the LOX-handling area.

4. When transferring LOX, adequate ventilation shall be provided to avoid an oxygen-rich atmosphere.

Care shall be exercised to prevent storage and/or close proximity of LOX,

fuel, and weapons at all times.

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NAVAIR 00-80T-120

Note

LOX spillage on deck areas shall be avoided. In case of accidental spillage,

the area shall be thoroughly ventilated. Drainage of LOX shall be caught

in a clean drain pan and allowed to evaporate in an open area.

10.2

MOBILE SUPPORT EQUIPMENT

10.2.1 General

Support equipment is important to the assigned mission of aircraft carriers. Many types of support equipment are

required for handling, servicing, and maintaining aircraft. Air Department personnel are principal operators of the

support equipment discussed herein and perform such servicing and pre-operational inspections as may be required.

10.2.2 Licensing Procedures

All personnel required to operate and/or maintain GSE equipment shall be properly licensed per

COMNAVAIRFORINST 4790.2 series, The Naval Aviation Maintenance Program (NAMP).

1. Aviation Support Equipment Operator’s Identification Card, OPNAV Form 4790/12, shall be required for

personnel to operate a specific equipment onboard. If the equipment is self-propelled and driven as an

automotive vehicle, the operator shall be required to possess a valid U.S. Government Motor Vehicle

Operator’s Identification Card (SF-46), in addition to a GSE operator’s license.

2. Equipment listed on the GSE operator’s license shall be specific as to model and type of equipment for which

qualified.

3. Maintenance personnel shall not operate mobile equipment unless they possess a valid operators permit for the

equipment used and first obtain clearance from AIMD to use the specific equipment. Arrangements for shipboard

permits shall be made through the Aircraft Intermediate Maintenance Officer. Maintenance personnel shall not

operate tow vehicles.

4. A page 4 entry shall be made in the trainee’s service record upon satisfactory completion of a GSE licensing

training course.

5. Commanding Officers of COMNAVAIRPAC/COMNAVAIRLANT ships shall establish and implement a GSE

licensing training program within AIMD for ship/air wing personnel.

10.2.3 Safety Precautions

1. Operators shall ensure the path of intended movement is free of all obstructions prior to movement.

2. Vehicles shall be operated at moderate speeds commensurate with deck conditions.

3. Operators of tow tractors shall check towed aircraft frequently to ensure towbar security.

4. It is the driver’s responsibility to follow the director/safety(s) directions. If in doubt, stop.

5. Air start hose on the tow tractor (A/S3A-31A) shall be a minimum of 28 feet in length and shall contain no more

than one splice.

6. When exercising arresting gear engines, at least two tow tractors and a connecting bar shall be utilized.

10.2.4 Reporting Discrepancies in Aircraft Support Equipment

All equipment discrepancies discovered by users shall be reported to Flight Deck Control or air wing maintenance

immediately. This report shall be made in person whenever possible. The CARAIRWING maintenance representative

shall notify the proper maintenance work center, keeping the ACHO routinely informed of the discrepancy and

progress made in correcting it.

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10.3

AIR WING MAINTENANCE SUPPORT

10.3.1 General

One of the primary tasks of the Air Department is to provide needed support to the aircraft maintenance effort of the

embarked air wing. Both the Air Department and air wing personnel shall work closely together to enhance the

development of a smooth running Air Department/Air Wing team.

10.3.2 Aircraft Maintenance

Aircraft movements for a given operating schedule are normally planned well in advance of a flight deck evolution.

In planning aircraft movements, spots, etc., the Aircraft Handling Officer (ACHO) shall know approximately how

long it will take to repair various common discrepancies on a particular aircraft and what type of spot is required. All

this requires a timely and constant exchange of information among the Aircraft Handling Officer, CARAIRWING

maintenance representative, and squadron maintenance personnel. It is essential for the ACHO to have knowledge

of aircraft maintenance and/or to have access to personnel who can advise him of aircraft maintenance requirements.

The ACHO shall familiarize himself with the status of all aircraft onboard, keeping current by quick exchange

of information with the CARAIRWING maintenance representatives and the squadron maintenance

representatives. Using the maintenance spot request sheets (see Appendix G), the ACHO can integrate required

maintenance with operations.

In order to function most efficiently under all circumstances, the following are applicable:

a. Flight Deck Control shall be the nerve center for all planned/unplanned maintenance within the air wing.

The squadrons shall keep Flight Deck Control (FDC) informed and aware of all maintenance associated

problems as they occur, via the CARAIRWING representative. Herein, an accurate and timely status of each

aircraft shall be maintained on the status board by maintenance representatives of each squadron, along with

configuration and controlling discrepancies.

b. Whenever the status of an aircraft changes, the maintenance representative of the squadron concerned shall

immediately report this information to the ACHO, via the air wing maintenance representative.

Representatives shall be prepared to furnish such information as the ACHO may require for proper planning

upon request. Failure to keep FDC informed of aircraft status changes, maintenance requirements, etc., will

have a deleterious impact on the squadrons’ ability to conduct maintenance, launch alert aircraft, or perform

other deck-related functions. The ACHO shall know as soon as a squadron maintenance representative does.

All maintenance requests, requests for specific aircraft sortie assignments, and aircraft status changes shall be

routed from the designated squadron maintenance chief through the Air Wing representative for consideration

by the Aircraft Handling Officer.

All maintenance requests shall be submitted to the Air Wing representative prior to the last two recoveries of

the day or night flight operations.

10.3.3 Aircraft Turn−Ups

CAUTION

Loss of mission capabilities may result when sustained direct/reflective

exhaust is placed on the ship’s Belknap Pole or the equipment attached.

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10.3.3.1 General

All requests for maintenance turn-ups of aircraft shall be submitted to the Air Wing representative and approved by

the Aircraft Handling Officer, or after flight quarters, by his designated NACHO. During the following periods, or

under the following conditions, aircraft shall not turn up unless specifically authorized by the Commanding Officer,

CDO, or OOD:

1. When Special Sea and Anchor Detail has been set.

2. During special weapons loading.

3. While at anchor or alongside a pier.

4. During underway refueling, replenishment, or rearming.

5. At such times where a high noise level will interfere with the safe operation of the ship.

10.3.3.2 Aircraft Turn-Up Classification

1. Low Power. Any aircraft turn-ups for maintenance shall be approved by the ACHO or designated

representative.

2. High Power. Any aircraft turn-up exceeding 80 percent shall be considered a high power turn and shall be

accomplished on the flight deck with high power chain and approved by the ACHO or designated

representative.

10.3.3.3 Aircraft Security Requirements During Turn-Up

The following aircraft security requirements shall be arranged to provide an even restraint in opposite directions:

1. The parking brake (if applicable) shall be set, and the main mounts shall be chocked.

2. High Power. Aircraft shall be at permanent tiedowns and connected to a high-thrust tiedown chain that shall

be secured to a normal padeye or high-thrust padeye.

3. Afterburner. Aircraft shall be at permanent tiedowns and connected to the applicable aircraft high-thrust

tiedown chain that shall be secured to a high-thrust padeye.

10.3.3.4 Safety Precautions

In the interest of aviation safety and to ensure positive control over aircraft during maintenance turn-ups, the

following additional precautions shall be taken prior to granting permission for maintenance turn-ups:

1. An Officer, CPO, or Petty Officer qualified as a turn-up supervisor shall be on the scene and in positive

control of the turn-up evolution. Supervisors shall be designated in writing by the Commanding

Officer/Officer in Charge of the squadron or unit concerned and shall be responsible for ensuring that all

safety precautions are observed.

2. Intake screens shall be installed on jet aircraft.

3. A FOD walkdown shall be conducted in vicinity of the aircraft, with personnel paying particular attention to

adjacent aircraft/equipment security and potential FOD that may be on/near such equipment.

4. Personnel in the vicinity of the turn-up shall wear proper ear/eye protection.

5. Jet high-power and afterburner turn-ups shall be permitted only with the tailpipe extended outboard toward

the flight deck edge or elevator edge. Jet low-power turn-ups shall be spotted to avoid catwalks whenever

possible. Propeller aircraft may be turned up on their spot; however, the supervisor shall carefully check the

area of the aircraft for security and clearance.

6. Permission for conducting maintenance turn-ups shall not be granted when the noise level or jet blast/propwash

will interfere with the safe conduct of other operations, such as vertical replenishment.

7. A qualified director shall ensure that the area around the aircraft is clear and that the spot is clear in all respects

for the conduct of turn-ups.

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ORIGINAL

NAVAIR 00-80T-120

10.3.3.5 Hangar Deck Procedures

The following additional procedures shall apply when conducting aircraft maintenance turn-ups on the hangar deck.

1. Afterburner or high-power turn-ups shall not be permitted. Low-power turns shall be authorized only if all

safety requirements are met.

2. The ACHO or designated representative shall conduct a visual inspection of the overhead and bulkheads prior

to conducting a low-power turn.

3. All turn-ups shall be made with the aircraft tailpipe or exhaust pointed outboard through the elevator wells.

4. Portside turns shall be restricted during fixed-wing recoveries to minimize noise in the vicinity of the LSO

platform.

5. A 3MC warning announcement shall be made prior to aircraft start.

Note

D The FA/18 series and H-60 (APU operational test) are the only aircraft

currently equipped to afford practical application of these procedures. No

other type aircraft APU turns are authorized on the hangar deck.

D When deemed an operational necessity E-2/C-2 low-power turns in the

hangar bay may be conducted at the discretion of the ACHO.

D Position the aircraft so the APU exhaust is directed overboard.

D Ensure cross-ventilation is provided.

D Follow all precautions listed in this instruction for aircraft turns in the

hangar bay.

10.3.4 Immobilization of Aircraft

No aircraft shall be immobilized without specific permission from the ACHO or his representative. Flight Deck

Control shall be immediately informed when the aircraft becomes mobile again.

10.3.5 Aircraft Jacking

The following procedures shall be adhered to when raising or lowering an aircraft on jacks.

1. Permission for jacking aircraft shall be obtained from the OOD via the ACHO.

2. Consideration shall be given to sea state, winds over deck, and ship’s maneuvering.

3. Aircraft jacking shall be accomplished in accordance with the aircraft MIM.

Aircraft shall not be jacked in the landing area while fixed-wing aircraft are

airborne.

Note

The ACHO, without permission from the OOD, may approve request for

single-point jacking.

4. Once the aircraft is on jacks, it shall be tied down with permanent tiedown chains specified for that type aircraft

in a manner that will preclude the aircraft from shifting.

ORIGINAL

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NAVAIR 00-80T-120

10.3.6 Additional Requirements

1. Any aircraft condition that can interfere with aircraft handling and flight operations shall be cleared through

the ACHO, e.g., jacking, seat pulls, no brakes, wingspread.

2. Plane captains shall be available and at or near their aircraft from flight quarters to flight quarters.

3. At time of start engines, plane captains and maintenance personnel shall ensure that power cables, SINS cables

(if required), and air hoses are hooked up or immediately available. Hook-ups shall not occur prior to

45 minutes before launch. Sharing and proper utilization of starting equipment shall be controlled and

sequenced by the air wing maintenance representative. Aircraft on or near the catapults shall start first with

aircraft requiring the most time to prepare for launch to follow in a logical order.

4. The ACHO shall have final approval for assigning GO and ALERT aircraft to each event specified on the air

plan.

5. Arming/de-arming shall occur per air wing/squadron/type aircraft and weapon normal procedures. Minimum

time shall be expended in the accomplishment of these evolutions; however, safety remains paramount.

6. Aircraft gross weight chits shall be properly completed and submitted to flight deck control 45 minutes prior

to launch.

7. Only those personnel whose flight quarters duties require, and whose presence is absolutely essential, shall be

permitted on the flight deck or in the catwalk during launch and recovery operations.

10-7/(10-8 blank)

ORIGINAL

NAVAIR 00-80T-120

CHAPTER 11

Weapons Handling Procedures

11.1

WEAPON HANDLING PROCEDURES

Airborne weapon handling evolutions introduce a degree of risk in carrier operations that requires careful planning

and preparation. The necessity to train for and to conduct combat operations requires the acceptance of certain risks

that cannot be avoided in the handling of explosive weapons. Commanding officers shall continually weigh the

requirement to perform each weapon evolution against the additional risk that is being interjected and accept only

those evolutions in which the need clearly outweighs the risk. The Air Gunner/CVW Ordnance Officer shall ensure

adequate ordnance supervision is maintained during all flight deck ordnance handling evolutions.

Prior to the execution of any drill, specific consideration shall be given to

ensure that the drill (scheduled or unscheduled) will not compromise

ordnance handling safety.

Note

D During all ordnance handling evolutions above the second deck,

compliance with the AFFF system and mobile firefighting equipment

information in NAVAIR 00-80R-14 is mandatory.

D During ammunition replenishments, the application of electrical power for

aircraft maintenance is authorized, provided electrical power is applied in

accordance with the existing model MIMs and electrical power cables do

not obstruct the movement of ammunition.

D Announced drills shall not be conducted during ammunition replenishment.

11.1.1 Weapon Definitions

1. Airborne stores — Tanks (fuel and spray), pods (refueling, photo, ECM, and so forth), nonexpendable training

weapons, targets, and all similar items intended for carriage internally or externally by aircraft, including the

racks, launchers, adapters, and detachable pylons used for such carriage. This definition applies to items that

are not normally separated from the aircraft in flight.

2. Airborne weapons — All missiles, rockets, bombs, mines, torpedoes, pyrotechnics, ammunition, guns and gun

pods, and all similar items intended for carriage internally or externally by aircraft. This definition applies to

items that are normally separated from the aircraft in flight.

3. Arming — An operation whereby a weapon is changed from a safe condition to a state of readiness for

initiation.

4. Arming area — That area where forward firing ordnance is changed from a safe condition to a state of

readiness. All arming evolutions required to be accomplished in the arming area by the aircraft store loading

manual/checklist shall be performed in this area. Before arming commences and until aircraft launch, the area

in front of and behind the aircraft (forward of the raised JBD) shall remain clear.

5. Dearming area — That area where forward firing ordnance is changed from a state of readiness to a safe

condition. All dearming evolutions required to be conducted in the dearming area by the individual store

loading manual/checklist will be conducted in this area. The area ahead of and behind the aircraft must be kept

clear until safing is completed. When taxiing aircraft from the landing area to the dearming area, care must

be taken to minimize exposure of the armed forward firing ordnance to personnel and equipment.

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ORIGINAL

NAVAIR 00-80T-120

Downloading — An operation that removes airborne weapons/stores from an aircraft.

Hung weapons — Those weapons or airborne stores on an aircraft that the pilot has attempted to drop or fire

in flight but could not be fired or dropped because of a malfunction of the weapon, rack/ launcher, or aircraft

release and control system.

Intent To Launch (ITL) — Applies to weapons such as Harpoon, SLAM, JSOW, or ITALD for which the

aircraft has initiated an electronic Intent To Launch signal, and whose launch has been aborted by the aircrew

or failed prior to the separation of the weapon from the aircraft.

Loading (rearming) — An operation that installs airborne weapons/stores on or in an aircraft.

10.

PASE — Pre-loaded Accessory Suspension Equipment.

11.

Rearming area — That area where an operation is conducted that replenishes prescribed airborne weapons

in/on an aircraft or where final dearming is accomplished following recovery and engine shutdown or

following ground abort. Only loading, downloading, arming, and dearming authorized to be conducted in the

rearming area by the individual store loading manual may be conducted in this area. All weapons handled or

loaded in the rearm area shall be safe and remain safe.

12.

Safing (dearming) — An operation whereby a weapon is changed from the state of readiness for initiation to

a safe condition.

13.

Strikedown — The movement of ammunition, explosives and/or aircraft from a pre-staged location on the

flight deck to a location below decks.

14.

Unexpended weapons — Weapons that have not been subjected to attempts to fire or drop. They are presumed

to be in a normal operating condition and can be fired or jettisoned if necessary.

11.1.2 Weapon Movement

The presence of airborne weapons outside of designated magazines greatly increases the danger to the carrier should

a fire or explosion occur. The greater the quantities of weapons involved, the greater the risk. To minimize this risk,

only that quantity of weapons required to sustain operations shall be transferred to the hangar or flight deck.

With exception to actual loading evolutions, weapons on skids/trucks shall be positioned fore and aft and

continuously attended.

Airborne weapons shall be positioned in such areas as to be readily available to afford adequate time for safe aircraft

loading. Staging areas for assembled weapons shall be restricted to those areas that:

1. Are convenient to jettison locations.

2. Have at least two clear routes of access.

3. Are covered by sprinkler system or manned fire hoses.

4. Are located as far as practicable from fueling stations and LOX carts.

5. Are manned and have provisions for physically securing weapons.

The priorities that shall be utilized in locating staging areas for weapons include the following:

1. Flight deck outboard of island.

2. Hangar deck.

3. Sponsons.

Staging areas shall be used for ready service only, not for protracted stowage nor for extending the total weapons

stowage capacity of the ship. All weapons in staging areas shall be on mobile trucks/skids.

ORIGINAL

11-2

NAVAIR 00-80T-120

All ordnance jettison ramps will be exercised daily prior to flight operations involving ordnance. Jettison ramps in

the ordnance staging area will be rigged at all times that ordnance is present. All other ramps will be rigged when

required as determined by the Air Gunner.

The aircraft elevators may be used to supplement and expedite transfer of weapons from the hangar deck to the flight

deck. Coordination between the ordnance handling officer and the aircraft handling officer is necessary.

11.1.3 Weapon Loading/Downloading

Guidance for weapon loading/strikedown/downloading is provided in Appendix I.

Compliance with the weapon requirements contained in the ordnance load plan demands close coordination between

the aircraft handling group, ship’s ordnance group, and air wing ordnance personnel. The Air Gunner shall maintain

a status board that confirms type, quantity, and location of all weapons on the flight deck and/or aircraft. It is of

particular importance that the aircraft handling officer be apprised of any peculiarities in configuration or status that

may make certain aircraft unassignable for particular types of weapon loading.

The aircraft handling officer shall designate the aircraft to be loaded after coordination with squadron maintenance

representatives. He shall provide ordnance personnel with the planned deck spot as early as possible to afford

adequate time for required configurations and the performance of aircraft release and control system checks.

Simultaneous fueling, loading, and downloading of weapons to include preloaded IMERS/ITERS and “PASE”

weapons and installation of fuzes and arming wires is authorized with the following warnings adhered to:

D Loading/downloading and oxygen servicing, other than converter

replacement at the aircraft, shall be conducted as separate evolutions.

D Refueling hoses shall not be connected to an aircraft which is undergoing

loading/downloading of specific forward firing weapons (i.e. AIM-9, AIM-7)

that require electrical connections to make contact during the

loading/downloading evolution. Refueling hoses shall never be positioned

under weapons being loaded/downloaded.

D No electrical connections between the aircraft and weapons or removal/

installation of impulse cartridge shall be accomplished while fueling of the

aircraft is in progress.

D When electrical storms are within a 5-nautical mile radius of the ship, all

exposed ordnance evolutions shall cease until the condition clears the

5-mile radius. Ordnance handling shall be limited to the dearming of

recovering aircraft during atmospheric disturbance.

When required, electrical power may be applied during the aircraft loading/downloading evolution but will be held

to a minimum consistent with operational commitments. Electrical power to the armament or weapon release and

control circuitry shall not be applied while weapons are being loaded/downloaded.

The flight deck is always the preferred area to load aircraft. Loading is permitted while recovery of aircraft is in

progress. However, all efforts shall be made to ensure the movement of ordnance does not impede the safe and

efficient recovery and movement of aircraft. In any event, only the minimum quantity of weapons required shall be

moved toward the bow during recovery operations.

Note

The preferred area to load AGM-114 Hellfire is spot 3 or 4.

11-3

ORIGINAL

NAVAIR 00-80T-120

Properly equipped EOD/weapons personnel shall be stationed in flight deck control to provide technical assistance

and weapon disposal. The Air Gunner/Air Wing Ordnance Officer shall maintain a status board/ADMACS/ISIS that

confirms type, quantity, and location of all weapons on the flight deck and/or aircraft. Additionally, weapon cookoff

times shall be conspicuously posted in plain view of the aircraft handling officer.

Loading limited amounts of weapons on the hangar deck may be authorized by the commanding officer when the

operational necessity so dictates the acceptance of the additional risk of fire with fuel and explosives in a confined

area. Authorization for loading on the hangar deck shall be limited to those aircraft scheduled for the next launch or

on an alert condition, and is restricted to the particular weapons indicated in Appendix I.

Personnel shall not approach an aircraft to perform weapons system checks

while the engine(s) is turning until cleared to do so by the ordnance arming

supervisor. The ordnance arming supervisor shall be positioned in full view

of the pilot and shall have the pilot’s attention.

When electrical storms are within a 5-nautical mile radius of the ship,

ammunition and explosives operations in exposed locations shall be halted.

Exception: if aircraft recovery operations are in progress during storm

conditions, dearming of forward firing weapons on recovered aircraft will

continue until recovery operations are complete. Ammunition or

explosives with exposed electro explosive devices (EEDs) shall then be

struck below decks. Ordnance testing is not authorized in any ship location

when electrical storms are within 5 nautical miles of the ship. Operations

shall not resume until the storms are outside the 5-nautical mile radius.

Loading or offloading ammunition or explosives during high winds or rain

is at the discretion of the Commanding Officer.

Note

The mechanical latching on aircraft racks/launchers shall be completed

before the engine(s) on that aircraft is started for launch.

Inert conventional weapons and captive air-launched missiles shall be

loaded/downloaded and armed/dearmed in the same manner as live

weapons.

11.1.4

Arming

Weapons/bomb racks/launcher arming functions to be performed after engine turnup are defined in the individual

store loading manual/checklists. Final arming of forward firing weapons shall be conducted in the arming area just

prior to launch.

All evolutions authorized in the rearming area may be accomplished after engine turnup and prior to taxi. Those

evolutions authorized to be accomplished only in the arming area shall be conducted as follows:

1. The Air Gunner or a designated Air Wing Ordnance Coordinator shall supervise all arming evolutions.

2. Assigned Air Wing Arming Coordinators shall be positioned on the bow and waist catapults during launch

to oversee all aircraft final arming.

3. The CVW Ordnance Officer shall assign arming crews.

ORIGINAL

11-4

NAVAIR 00-80T-120

4. Each arming crew shall be supervised by a safety coordinator who will coordinate actual arming with aircraft

crew director.

5. Aircraft arming shall be conducted only when the aircraft is at a complete stop, the area in front of the aircraft

is clear and remains clear, and only after the director has turned the aircraft over to the arming crew safety

coordinator.

6. Actual arming may take place at any time after the following conditions are met: The aircraft is forward of the

raised JBD, Flaps are in the takeoff position, the nose launch bar is resting on the top of the shuttle, and all

personnel are clear of the missle path.

Arming crews shall use extreme caution when exiting an armed aircraft to

avoid exposure to exhaust end of missiles, gun barrels, and aircraft

intake/exhaust. Exit paths for each type aircraft will be formalized by the

Air Gunner/CVW Ordnance Officer to provide the least hazard to arming

crewmembers.

Note

For CVN (Nimitz class) ships, on catapult two, lowering of the port

outboard JBD panel upon completion of the arming evolution is authorized

when required to prevent fouling the deck during simultaneous aircraft

recovery operations.

7. Arming signals shall be in accordance with Chapter

5 of the Aircraft Signals NATOPS Manual

(NAVAIR 00-80T-113).

11.1.5 Intent to Launch Weapons

Harpoon/SLAM/JSOW/ITALD is an automatic launch sequence that has been initiated and subsequently been

aborted by the aircrew prior to weapon separation from the aircraft. A Harpoon/SLAM/JSOW/ITALD shall be

considered as a hung weapon whenever a Harpoon/SLAM/JSOW/ITALD signal has been sent to the missile and it

has then either failed to release or it’s release has been aborted prior to separation of the weapon from the aircraft.

If a JSOW Intent To Launch (ITL) is verified, wait 3 hours before proceeding with unloading. After 3 hours,

disconnect weapon adapter cable. If weapon must be downloaded prior to 3 hours elapsed time from ITL, wrap cargo

strap or aircraft tiedown chain around weapon and wings approximately 3 inches aft of adapter cable receptacle.

D Initiation of the ITL signal activates a battery within Harpoon/SLAM. With

battery power available within the missle, electrical shorts occurring during

aircraft recovery and/or while disconnecting the missle umbilical from the

aircraft may actuate the missle engine/pyrotechnics. Battery voltage will

remain sufficiently high to allow engine start for up to 35 minutes following

ITL and to fire missile launch squibs within Harpoon/SLAM for up to

2.5 hours following ITL.

D If an ITALD ITL is verified, do not remove launch adapter umbilical

connector from weapon if possible ITL exists. Move aircraft to safe area,

download missile and move missile to safe area until 2.5 hours have elapsed

from time of ITL. Remain clear of aft end of missile.

11-5

ORIGINAL

NAVAIR 00-80T-120

Ships/squadrons shall prepare and publish Harpoon/SLAM/JSOW/ITALD abort/failure procedures as standard

operating procedures that shall be used by aircrew, aircraft handling, and maintenance personnel whenever

Harpoon/SLAM/JSOW/ITALD abort/failure situations occur.

11.1.6 Hung/Unexpended Weapons

Flight leaders shall advise the ship as early as possible of the amount, type, and when applicable, the Harpoon/

SLAM/JSOW/ITALD abort/failure elapsed time of hung or unexpended weapons in the flight. Guidance as to

whether or not to recover an aircraft with hung/unexpended weapons is provided in Appendix I.

The pilot shall advise the ship in marshal when hung or unexpended weapons exist on aircraft. He shall give marshal

a Harpoon/SLAM/JSOW/ITALD abort/failure time for all Harpoon/SLAM/JSOW/ITALD. When calling the ball,

he shall advise that he has hung, unexpended, or Harpoon/SLAM/JSOW/ITALD weapons on board. For these

reports, unexpended weapons do not include those weapons that are routinely returned aboard (such as air-to-air

missiles). Only the last (most recent) Harpoon/SLAM/JSOW/ITALD abort/failure time should be reported to marshal

when more than one Harpoon/SLAM/JSOW/ITALD weapon is present on the aircraft.

The Air Officer shall announce over the flight deck announcing system when the approaching aircraft has hung or

unexpended weapons, stating the aircraft model and type of weapon(s) and when applicable, the Harpoon/SLAM/

JSOW/ITALD abort/failure elapsed time.

When aircraft are landed with hung weapons, only required personnel shall

remain in the vicinity of the landing area. All other personnel shall take

cover.

CAUTION

In order to minimize operational impact and potential damage to ordnance

(i.e., Sidewinder uncaged and/or missile not securely held by launcher

detent lugs) during initial aircraft carrier qualifications fly-aboard with

training missile(s) shall be restricted to “touch and go,” “trap cat trap”

followed by dearming procedures in designated dearming area. Aircraft

shall immediately shutdown to accommodate weapon(s) download prior to

next event.

11.1.7 Dearming

All dearming evolutions will be conducted in accordance with the individual aircraft store loading manual/checklist.

When dearming is required before engine shutdown, all required dearming procedures will be accomplished in the

dearming area. All further safing evolutions that are authorized to be conducted after engine shutdown may be

accomplished after taxi to the shutdown spot and must be accomplished before respotting to the hangar deck. All

dearming required to be accomplished in the dearming area will be accomplished as follows:

The area immediately in front of an aircraft with forward firing ordnance

must be clear and remain clear until dearming is completed. Sweeping of

personnel/equipment by armed aircraft must be minimal.

ORIGINAL

11-6

NAVAIR 00-80T-120

1. The Air Gunner or a designated Air Wing Ordnance Coordinator shall supervise all dearming evolutions. He

shall ensure coordination exists between the directors and dearming crew. He shall indicate to the director those

aircraft that require safing before taxi to the recovery spot.

Dearming crews shall use extreme care when approaching an armed aircraft

to avoid exposure to exhaust end of missiles, gun barrels, and aircraft

intake/exhaust. Entry paths for each type aircraft will be formalized by the

CVW Ordnance Officer to assure the least hazard to arming crewmembers.

2. Aircraft dearming shall be conducted as soon as practicable after taxiing clear of the landing area or, if

necessary, in the landing area at the discretion of the air officer. Dearming shall be conducted only when the

aircraft is at a complete stop, the area in front of the aircraft is clear and remains clear, and only after the director

has turned the aircraft over to the dearming crew coordinator.

3. If more than one HH-60 to be de-armed with AGM-114 Hellfire, the second aircraft will not be permitted to

land until the first aircraft is de-armed.

Note

Flight deck helo spot 4 will be primary de-arming and spot 3 will be

secondary de-arming area.

4. The Air Gunner or designated Air Wing Ordnance Coordinator supervising dearming shall ensure sufficient

safety personnel are positioned to keep the area in front of the aircraft clear.

5. Dearming signals shall be in accordance with Chapter

5 of the Aircraft Signals NATOPS Manual

(NAVAIR 00-80T-113).

Aircraft landing with hung weapon(s) and/or forward firing weapon(s) shall be safed as soon as practicable after

taxiing clear of the landing area or, if necessary, in the landing area at the discretion of the air officer. They shall be

stopped with a clear area ahead when forward firing weapons are involved and safed in accordance with NAVAIR

weapons/stores loading checklist and/or EOD emergency procedures, if applicable, prior to being taxied into the

recovery spot. Aircraft safing signals shall be in accordance with Chapter 5 of the Aircraft Signals NATOPS Manual

(NAVAIR 00-80T-113).

For the Harpoon/SLAM/JSOW weapon, aircraft respot is prohibited until the after-landing or ground-abort portion

of the aircraft store loading manual has been complied with. A 3-foot wide by 8-foot long clear zone shall be

established behind the missile; this clear area and the area beneath the missile shall be maintained clear for a 2.5-hour

period following Harpoon or SLAM and a 3 hour period following JSOW.

Aircraft landing with unexpended weapon(s) shall have weapon(s) safed in accordance with NAVAIR weapons/stores

loading checklists and in all cases prior to commencement of any postflight checks or refueling of the aircraft.

Downloading of aircraft shall not commence until that aircraft’s engine(s)

is shut down.

11-7

ORIGINAL

NAVAIR 00-80T-120

11.1.8 Maintenance on Loaded Aircraft

Maintenance shall not be conducted on aircraft loaded with weapons; however, routine servicing and minor

maintenance that would ready the aircraft for the next launch may be conducted with the following restrictions.

1. Weapons shall be safed to the maximum degree as specified in the NAVAIR weapons/store loading checklists.

2. When the weapon loaded placard/sign required by the individual aircraft store/weapon loading manual

checklist is in place, the maintenance or servicing of loaded aircraft that requires application of electrical power

is limited to the following:

a. Refueling.

b. Replacement and checkout of communication and navigation equipment.

c. Replacement and checkout of engine performance and flight instruments.

d. Engine turnup for checkout.

e. Flight control and hydraulic system checks.

3. Maintenance requiring the application of electrical power to the armament or weapon release and control

circuitry shall not be performed while weapon(s) are loaded or are being loaded/downloaded.

4. An aircraft requiring extensive troubleshooting, engine removal, complete jacking, etc., is not considered

readily available for flight and shall be downloaded prior to commencement of the required maintenance.

Downloading includes removal of all impulse cartridges from ejector racks/breeches and all rounds of ammunition

from feed chutes/feed mechanisms of internal guns.

11.1.9 Abort/Strikedown

The flight deck is always the preferred area for downloading weapon(s). If it is required to strike below loaded aircraft,

weapon(s) shall be immediately downloaded from aircraft after reaching the hangar deck unless that aircraft includes

the following:

1. Readily available for flight and scheduled for the next launch.

2. In an alert condition.

3. Requiring only such maintenance or servicing as previously permitted on aircraft loaded with weapon(s).

In any abort/strikedown situation, the abort/afterlanding procedures for the particular weapons that are prescribed

in the NAVAIR weapon/store loading checklists/SRCs shall be accomplished before the aircraft is moved to the

hangar deck.

D Bomb rack ejector/jettison cartridges shall be removed from all aircraft

stations prior to or immediately after strikedown of the aircraft to the hangar

deck. Ejector/jettison cartridges may remain in the BRU-9/10/11 ejector

bomb rack provided the rack is electrically disconnected and either the

mechanical safety pin is installed or the in-flight operable bomb rack lock

(IFOBRL) mechanism is locked (as applicable).

D Certain weapons are specifically excluded from the provisions of this

section. Refer to Appendix I for a listing of those weapons that may not be

struck below while loaded on an aircraft.

ORIGINAL

11-8

NAVAIR 00-80T-120

For a Harpoon/SLAM/JSOW abort/failure, respot of the aircraft is prohibited during peacetime operations until

2.5 hours have elapsed for Harpoon/SLAM and 3 hours for JSOW. Under combat/emergency conditions and after

35 minutes from Harpoon/SLAM/JSOW, download prior to completion of the 2.5-hour for Harpoon/SLAM and

3 hours for JSOW waiting period is authorized providing the missile is moved to a safe area of the flight deck with

the nose-oriented outboard over the deck edge. A safety watch shall be assigned to maintain the safe zone clear.

Harpoon/SLAM/JSOW weapons shall not be staged in the normal weapon staging areas, but shall be placed in a

separate designated area that meets weapon staging area criteria and is in the immediate vicinity of a jettison ramp.

After 2.5 hours for Harpoon/SLAM and 3 hours for JSOW has elapsed, strikedown of a weapon and return to storage

is authorized.

11.1.10 Emergency Procedures

In case of fire or danger of fire near weapons, the weapons shall be moved to a safe area or jettisoned as the situation

dictates.

1. Armed aircraft returning to the ship with an emergency shall be de-armed immediately after landing in the

landing area prior to the aircraft being towed.

2. Aircraft returning with suspected gun jam shall be de-armed in the de-arming area and parked in a designated area

with aircraft pointing over the water in a safe position for further troubleshooting.

11-9/(11-10 blank)

ORIGINAL

NAVAIR 00-80T-120

APPENDIX A

Daily Secure Checklist and Log

(This log shall be filled out each day and provided by the FDO to the ACHO as required in Chapter 2)

DATE ___________________________________________________

BAYS/FLYS: All aircraft are in final spot, chocked, and tied down with at least intermediate chains. All chocks,

towbars, and loose gear are secured and tied down. All unused power cables and air hoses have been stowed by the

Air Wing (if not, inform the ACHO).

BAY/FLY #1: In addition, the following have been checked: Jack staff, bow rails, hand rails, antennas, catwalks,

and bomb jet ramps. ELEVATOR 1 IS/IS NOT SPLIT.

_________________________________

TIME /SIGNATURE /TEL #

BAY/FLY #2: In addition, the following have been checked: Handrails, catwalks, antennas, and bomb jet ramps.

ELEVATOR 2 IS/IS NOT SPLIT.

_________________________________

TIME /SIGNATURE /TEL #

BAY/FLY #3: In addition, the following have been checked: Handrails, catwalks, stern lines, antennas, and bomb

jet ramps. ELEVATOR 3/4 IS/IS NOT SPLIT.

_________________________________

TIME /SIGNATURE /TEL #

FUELS: All fuel hoses and equipment are properly stowed, fuel stations swabbed dry, and fuel watch set.

_________________________________

TIME /SIGNATURE /TEL #

TRACTORS: All tractors and equipment are secured and chocked in line, nose to tail, fore and aft, with at least one

chain on each end.

_________________________________

TIME /SIGNATURE /TEL #

CRASH & SALVAGE: Mobile equipment is secured, chocked, and chained fore and aft (crash dollies, CVCC,

forklift, MFFV, etc.)

_________________________________

TIME /SIGNATURE /TEL #

SQUADRONS: All GSE equipment is tied down and chocked (jennies, jacks, work stands, screens, LOX carts, etc.).

All power cables and air hoses not in use are secured. The flight deck areas assigned are clean and secure. The area

under and around my aircraft is clean, neat, and free of fluid spills.

_________________________________

TIME /SIGNATURE /TEL #

WEAPONS: All ordnance and ordnance handling equipment (MERS, TERS, and HLU-196 bomb hoist), as well as

all bomb elevator stanchions, etc., are properly secured.

_________________________________

TIME /SIGNATURE /TEL #

A-1

ORIGINAL

NAVAIR 00-80T-120

APPENDIX B

Squadron Launch and Recovery Brief

(For Air Department briefing referred to in Chapter 3)

B.1

INTRODUCTION

Air Department:

a. Organization.

b. All Division areas of responsibility.

c. Catapult spotter’s dual responsibility to the V-1 Division and catapult officers during operations.

All Air Department key players J-DIAL phone numbers.

B.2

AIR BOS’N BRIEF

Flight deck uniforms.

Hook point inspection message.

Flight deck indoctrination.

Aircraft firefighting.

Procedures for personnel crossing the landing area during flight operations.

a. If crossing the landing area is absolutely necessary during flight operations the Arresting Gear Officer is

the only one who can authorize your crossing.

(1) Stay clear of the foul line; check the aircraft in the pattern.

(2) If the pattern is clear, get the Arresting Gear Officer’s attention, and indicate your desires by pointing

across the deck.

(3) The Arresting Gear Officer shall check the pattern. If the pattern is not clear, you will see no response

from him. The Arresting Gear Officer is busy and will continue with his duties.

Ensure you do not confuse the “clear deck” signal with the “clear to cross”

signal.

(4) If the pattern is clear, he will point at you and, with a circular motion, point to the other side of the

landing area. A red wand shall be used to point at night.

(5) After receiving clearance, run straight across the deck. Stay at least 10 feet aft of the No. 1 wire. This

will prevent tripping over the wire supports or being struck by the No. 1 wire during the wire retraction.

B.3

DIRECTOR BRIEF

1. Hand signals.

B-1

ORIGINAL

NAVAIR 00-80T-120

B.4

CATAPULTS

Installation:

a. Type.

b. Description.

c. Basic operation.

d. Capabilities and limitations.

Preparation for launch:

a. Procedures for establishing gross weights.

b. Procedures for determining CSV setting.

c. Review flap, trim tab settings, and stabilator positions for applicable aircraft.

Pilot procedures (launching) — Review paragraph 4., “Special Instructions to the Pilot,” in all applicable

Zero-Dash Aircraft Launching Bulletins.

a. Taxiing to catapult:

(1) Concentrate on following the director closely, especially at night.

(2) Reaction time is most important for a good shot.

(3) Do not allow spotter to bring you up too fast; if in doubt, STOP.

(4) Approaching catapult, the Weight Checker shows gross weight:

(a) Review signals (day and night):

1) Gross weight correct.

2) Raise gross weight.

3) Lower gross weight.

(b) Maximum changes allowable and procedures to verify changes if in excess of maximum.

b. Approach to, spotting on, and launch from catapult — review following applicable signals (day and night):

(1) Come ahead.

(2) Slow.

(3) Stop.

(4) Turn (fine correction).

(5) Nose wheel steering:

(a) Engage.

(b) Disengage.

(6) Tiller bar (if required):

(a) Insert.

(b) Remove.

ORIGINAL

B-2

NAVAIR 00-80T-120

(7) Launch bar down.

(8) Nose strut extension or lowering.

(9) Main mount extension — (C-2) (after launch bar is lowered).

(10) Ease into holdback.

(11) Pushback:

(a) Reasons — anytime aircraft is in holdback and:

1) Engages tension bar too hard.

2) Off spot.

3) Holdback man misses hook-up.

4) Aircraft down.

5) Catapult down.

(b) Procedures — follow director’s signals, normally:

1) Pushback.

2) Stop.

3) Reverse thrust — (C-2), (E-2).

(12) Catapult in first ready/cat ready — Deck Edge Operator to Launch Officer/ICCS Officer to Catapult

Safety Observer.

(13) Hook-up.

(14) Tension:

(a) BRAKES OFF.

(b) Power in accordance with aircraft NATOPS and Launch Bulletin.

(15) Director pass aircraft to Launch Officer/Catapult Safety Observer.

(16) Power in accordance with aircraft NATOPS and Launch Bulletin:

(a) Check aircraft.

(b) Observe location of squadron maintenance and ordnance checkers.

(17) Two finger turn up to 100 percent (One finger for E-2/C-2).

(18) Burner (Open palm of hand held above head):

(a) CRT (Combat Rate of Thrust) if required.

(19) Salute. Ensure sufficient time is allowed after saluting for the pilot to place his hand on the control stick.

(20) Launch — If the deck is pitching, the launch cycle is timed and the fire signal given so that the deck

shall be level, pitching up, or at the top of the pitch cycle at the completion of the catapult power stroke.

B-3

ORIGINAL

NAVAIR 00-80T-120

c. Clearing turns:

(1) Only during day VFR launches.

(a) To the right off bow catapults.

(b) To the left off waist catapults.

d. Emergency Procedures — Review applicable signals (day and night):

(1) Suspend.

(a) What.

(b) Why.

1) Catapult/hook-up malfunction.

2) Improper launch bar paint scheme.

3) Pilot/aircraft malfunction.

Day — pilot shake head negatively “NO”.

Night — do not turn on lights, or if lights are on turn off.

Transmit, “SUSPEND, SUSPEND CATAPULT #___.” Primary shall attempt to suspend the

catapult. (If your lights have already been turned on, it may be too late to suspend the launch.)

The difference between the SUSPEND signal and the EMERGENCY

STOP signal shall be fully understood by the air wing pilots. The

SUSPEND signal is arms crossed overhead with HANDS OPEN. The

EMERGENCY STOP signal is arms crossed overhead with FISTS

CLENCHED. At night, a single RED wand held vertically overhead

indicates the SUSPEND signal; RED and GREEN wands crossed overhead

indicates the EMERGENCY STOP signal. This difference shall be

explained in order that the pilots fully understand that the Catapult

Officer/Catapult Safety Observer shall be able to indicate “ON” or “OFF”

brakes (i.e., OFF brakes during a SUSPEND; ON brakes for a premature

launch, T-bar breakage, holdback malfunction, etc.).

(d) Catapult Officer or Catapult Safety Observer shall give the suspend signal followed by the shuttle

aft signal.

(e) When shuttle moves aft, the launch bar will raise, or a signal shall be given to raise the launch bar;

the shuttle shall then be moved FWD to clear the launch bar.

(f) Throttle back only on signal from Catapult Officer or Catapult Safety Observer. (day and night

signal.)

(g) Catapult Officer/Catapult Safety Observer shall turn control of the aircraft back to the director after

catapult shuttle is free of the aircraft.

ORIGINAL

B-4

NAVAIR 00-80T-120

(2) Hangfire:

(a) What.

(b) Why.

(3) Removing aircraft from catapult:

(a) Buffer signals.

(b) Pushback.

e. Catapult Endspeed:

(1) Minimum endspeed (10 to 15 knots excess).

(2) Pilot advised when excess.

(a) Less than 10 knots.

(b) More than 20 knots.

(3) Endspeed determination.

(a) DESI.

(b) Wind over the deck.

B.5

IMPROVED FRESNEL LENS OPTICAL LANDING SYSTEM (IFLOLS)

A complete lens brief is given by LSO; however, the following is a list of points to cover:

1. Ship Installation:

a. Stabilization.

(1) Line.

(2) Inertial.

2. Hook to ramp clearance.

3. Hook touchdown point.

4. Report difficulties/lens problem to V-2.

B.6

ARRESTING GEAR

1. Installation:

a. Type.

b. Description.

c. Basic operation.

d. Capabilities and limitations.

e. Off center engagements.

B-5

ORIGINAL

NAVAIR 00-80T-120

f. Deck pendants:

(1) Target wire.

(2) Pendant locations.

Pilot procedures (arresting):

a. Upon arrestment.

(1) Power on (except for reciprocating engine aircraft).

(2) Speed brakes in.

(3) Power off — as soon as arrestment assured.

(4) ACCEPT ROLLBACK (turbo prop use reverse thrust).

(5) Look for gear puller.

(6) Hook “up” signal.

(7) Flaps up, and fold wings.

b. If hung up in gear — pull back:

(1) Follow director’s signals. If in doubt, STOP. Do not act on own initiative, request clarification (UHF).

(a) Hook “down” (mandatory for pull back).

(b) Off brakes.

(d) Hook “up”.

(2) Do not ride brakes during pull back or hook will remain engaged.

c. Clearing arresting gear:

(1) Follow director’s signals.

(2) Clear gear expeditiously but SAFELY.

(3)

“No brakes” signal — hook DOWN — Notify primary; turn on navigation lights at night.

Procedures for personnel crossing the landing area during flight operations.

a. If crossing the landing area is absolutely necessary during flight operations the Arresting Gear Officer is

the only one who can authorize your crossing.

(1) Stay clear of the foul line; check the aircraft in the pattern.

(2) If the pattern is clear, get the Arresting Gear Officer’s attention, and indicate your desires by pointing

across the deck.

(3) The Arresting Gear Officer shall check the pattern. If the pattern is not clear, you will see no response

from him. The Arresting Gear Officer is busy and will continue with his duties.

Ensure you do not confuse the “clear deck’’ signal with the “clear to cross”

signal.

ORIGINAL

B-6

NAVAIR 00-80T-120

(4) If the pattern is clear, he will point at you and, with a circular motion, point to the other side of the

landing area. A red wand shall be used to point at night.

(5) After receiving clearance, run straight across the deck. Stay at least 10 feet aft of the No. 1 wire. This

will prevent tripping over the wire supports or being struck by the No. 1 wire during the wire retraction.

b. Do not run any carts, trucks, huffers, aircraft, etc., across a purchase cable. Purchase cables are expensive

and time-consuming to replace.

B.7

BARRICADE

Description:

a. Endless reeve — line up most important — on center with no deviation.

b. Stanchions.

(1) Height.

(2) Location.

(3) Webbing assembly.

Maximum weight, engaging speed, and recommended approach speed as indicated in Aircraft Recovery

Bulletin 12 series.

Pilot procedures:

a. Jettison ordnance and dispose of external stores or as NATOPS prescribes.

b. Execute normal pass.

c. Anticipate losing “ball” in close momentarily due to port stanchion (you will be committed by this time).

d. When arrested (no bolters here).

(1) Secure power.

(2) Exit aircraft.

B.8

INTEGRATED LAUNCH AND RECOVERY TELEVISION SYSTEM — ILARTS

Camera installation and coverage:

a. Centerline.

b. Island.

c. Catapult surveillance camera.

Utilization:

a. Playback.

(1) Starts 10 minutes after recovery.

(2) Played twice if time permits.

b. If you missed the playback of your approach or desire additional ILARTS playbacks, arrangements with

the V-2 Division Officer can be made.

(1) Do not handicap the operator in his performance of his duties by calling ILARTS room.

(2) Coordinate with the V-2 Division Officer for playback after flight operations.

B-7

ORIGINAL

NAVAIR 00-80T-120

B.9

SUMMATION

1. All bulletins on file in V-2 office.

2. Come visit us — free tours of spaces and machinery upon request.

3. From time to time, bulletins that are applicable to individual type aircraft are issued. These shall be made

subject of memorandums to squadrons and CAG LSO as appropriate.

4. In general, examination of the catapult and arresting gear logs is not permitted. Any time you would like

information concerning any catapult launch or arrestment, coordinate with the Catapult and Arresting Gear

Officer.

B.10

AVIATION FUELS

1. Fuel load check cards shall be tallied daily and accounting will be monitored in the V-4 office.

2. Aircraft de-fueling shall be requested by an authorized representative of the squadron’s Commanding Officer

completing and submitting an Aircraft Defuel Certificate chit to Aircraft Handling Officer in accordance with

Aircraft Refueling NATOPS manual NAVAIR 00-80T-109.

B.11

QUESTION AND ANSWER PERIOD

ORIGINAL

B-8

NAVAIR 00-80T-120

APPENDIX C

Flight Quarters Checklist

TIME__________________________ DATE__________________________

EMBARKED AIRCRAFT

Aircraft Onboard

Helos Up

Multiple

Density

LAUNCH AND RECOVERY

EQUIPMENT

Catapults

ONE

TWO

THREE

FOUR

JBDs

ONE

TWO

THREE

FOUR

A-Gear

ONE

TWO

THREE

FOUR

Barricade

Deck Status Lights

Lens

Plat

MOVLAS

Remarks:

AVIATION FUELS

Flight Deck Stations

DOWN/ETR

Hangar Deck Stations

DOWN/ETR

Filters/Purifiers/Pumps/Console

DOWN/ETR

Remarks:

FLIGHT DECK

Whip Antenna

UP/DOWN

Stern Rails

UP/DOWN

Bow Rails

UP/DOWN

Jack Staff

UP/DOWN

Aircraft Elevators

ONE

TWO

THREE

FOUR

Elevator Stanchions

ONE

TWO

THREE

FOUR

Deck Edge Power Stations Down

Combat Power Stations Down

Rotary Beacons

FWD

MID

AFT

Remarks:

C-1

ORIGINAL

NAVAIR 00-80T-120

HANGAR DECK

Divisional Doors

UP/DOWN

Elevator Doors

ONE

TWO

THREE

FOUR

Elevator Stanchions

ONE

TWO

THREE

FOUR

Aircraft Electrical Power Stations

Down

Conflag Stations Down

Remarks:

MOBILE EQUIPMENT (Numbers)

Assigned

Tow Tractor A/S32A-31A

UP/DOWN

6K Forklift

UP/DOWN

Tractor & huffer A/S32A-31A &

UP/DOWN

MEPP−3

UP/DOWN

MSU−200

Spotting Dolly A/S32A-32

UP/DOWN

P-25

UP/DOWN

Scrubber

UP/DOWN

CVCC

UP/DOWN

20K Forklift

UP/DOWN

Remarks:

COMMUNICATIONS

SRC-47/HYDRA Headsets Assigned UP/DOWN

19 MC

21 MC

51 MC

58 MC

1 JG

2 JG

4 JG

6 JG

9 JG

Remarks:

FIREFIGHTING EQUIPMENT

Steam smothering stations

UP/DOWN

Fire stations flight deck

UP/DOWN

Fire stations hangar deck

UP/DOWN

FOD walkdown complete time

UP/DOWN

LSO platform inventory complete

YES/NO

Remarks:

Submitted by:

ACHO

ORIGINAL

C-2

NAVAIR 00-80T-120

APPENDIX D

NVG Training Syllabus for Ship’s Personnel

(For use by ship as required in Chapter 6.)

D.1

INTRODUCTION

A methodical, building-block approach to training and qualification of ship’s personnel for operations with NVGs

is essential. Ship’s personnel involved in flight operations (air officers, flight deck supervisors, LSEs, etc.) shall

receive training orientation prior to conducting NVG operations. Remaining flight deck personnel shall attend NVG

training coordinated through the ISIC with instructions according to TYCOM guidance. Approved LSE schools

instructed by Helicopter Combat Support Eight and Helicopter Combat Support Three provide required classroom

instruction.

Note

Whenever possible, initial stage 3 and 4 training shall be conducted in

0.0022 lux or greater in accordance with Solar/Lunar Almanac Program

(SLAP).

D.2

STAGE ONE: NVG FAMILIARIZATION/CLASSROOM

Formal classroom instruction shall consist of the following:

1. NVG introduction.

2. Night/NVG physiology.

3. Environmental considerations and lighting requirements.

4. Aircrew tendencies on NVGs.

5. LSE signals and procedures (NVG and unaided).

6. Emergency procedures.

A static flight deck NVG orientation shall be conducted for ship and flight deck personnel covering the following:

1. Lighting profiles/LSE wands.

2. LSEs with and without wands.

3. Procedural review by all supervisors.

4. Flight deck safety brief.

D.3

STAGE TWO: SINGLE SPOT OPERATIONS/NVG LSE INITIAL QUALIFICATIONS

For qualification as an NVG LSE, all prerequisites (classroom and static deck) shall be complete. The LSE shall direct

five vertical takeoffs and landings and five touch and gos from the landing pattern while under the supervision of

a qualified NVG LSE. This shall be accomplished under a high light level of 0.0022 lux or greater. Final qualification

and designation shall be determined by the ship’s Commanding Officer.

Note

Operating aircraft from adjacent spots is not authorized during stage two

training.

D-1

ORIGINAL

NAVAIR 00-80T-120

D.4

STAGE THREE: MULTISPOT OPERATIONS

Stages one and two shall be completed prior to commencing stage three. Multispot operations consist of two or more

landing spots. The LSE shall direct six takeoffs and landings from the pattern while aircraft are operating from

adjacent spots.

D.5

STAGE FOUR: MULTIWAVE LAUNCH/RECOVERY OPERATIONS

Stages one, two, and three shall be completed prior to commencing stage four. Multiwave launch and recovery

operations consist of a mix of aircraft in multiple waves operating from all spots.

D.6

MAINTAINING NVG LSE QUALIFICATION

Each NVG LSE shall attend 1 hour of classroom instruction or practical training on the NVGs after every 90 days

of non-NVG operations. NVG LSE training shall be logged and maintained in the individual’s LSE training

record. The training shall consist of, but not be limited to, the following subjects:

1. Lighting requirements.

2. LSE signals.

3. Aircrew tendencies.

4. Emergency procedures.

D.7

SHIP QUALIFICATIONS

The ship’s Commanding Officer shall make a final determination of the ship’s ability to support NVG operations and

report completion of qualifications to the ship’s ISIC. Ships shall maintain a minimum of five LSEs and two safety

observers NVG qualified through stage four in order to maintain qualification.

ORIGINAL

D-2

NAVAIR 00-80T-120

APPENDIX E

Crunch Report

(For use as required in Chapter 7)

U.S.S. ________________

Crunch Report No. __________

Date __________________

From: Division Officer

ROUTING INSTRUCTIONS*

ORDER DATE OUT INITIAL

To:

Commanding Officer

Via:

(1) Aircraft Handling Officer

(2) Ship’s Safety Officer

(3) Air Officer

(4) CO, __________

(5) CO, __________

(6) Commander, CVW-___

(7) Ships Safety Officer

(8) Forward copy of report to TYCOM COMNAVAIRLANT/COMNAVAIRPAC Code (N73)

*EACH ADDEE SHALL ROUTE WITHIN 3 DAYS.

Subj: Aircraft Handling Mishap

1. Date/time of mishap

2. Location of mishap

3. Weather condition

4. Deck conditions

a. Deck wet or dry

b. Condition of non-skid

c. Deck cleanliness

5. Description of mishap

E-1

ORIGINAL

NAVAIR 00-80T-120

APPENDIX H

Flight Deck Uniforms

JERSEY/

FLOATATION

PERSONNEL (NOTE 9)

HELMET

VEST

SYMBOLS, FRONT AND BACK

Aircraft handling crew and chock

Blue

Crew number

men

Aircraft handling officers and

Yellow

Billet title — crew number

plane directors

(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

Green

Yellow

Billet title

officers

Catapult crew

Green

Catapult/AG QA

Green

White

ALRE QA

Catapult safety observer (ICCS)

Green

(Note 6)

Billet title

Catapult Steam Watch

None

Green/white

CAT STEAM WATCH

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

IW watch

White

IW stenciled on the back of the vest

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

White

Blue

talkers

Ordnance

Red

3-inch black stripe and squadron

designator/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

Figure H-1. Flight Deck Uniforms (Sheet 1 of 2)

H-1

ORIGINAL

NAVAIR 00-80T-120

JERSEY/

FLOATATION

PERSONNEL (NOTE 9)

HELMET

VEST

SYMBOLS, FRONT AND BACK

Ordnance QA

White

(Note 8)

Squadron designator and “ORDNANCE

QA/SAFETY”

Photographers

Green

Plane captains

Brown

Squadron designator

Safety

White

“SAFETY”

Supply VERTREP coordinator

White

Green

“SUPPLY COORDINATOR”

Topside Petty Officer

Green

A on back

Tractor driver

Blue

Tractor

Tractor King

Blue

(Note 7)

Transfer officer

White

“TRANSFER OFFICER”

NOTES:

1. Personnel in charge of a detail, such as ordnance and maintenance, shall wear a complete flight deck

uniform that consists of TYCOM approved flight deck trousers, flight deck jersey, flotation device,

steel-toe boots, leather gloves, helmet with goggles and jersey corresponding in color to that of their

respective detail and with their billet title on the jersey and flotation 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, running 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.

f. Arresting Gear Topside Petty Officer.

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

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.

9. Only authorized, all leather, steel-toe boots shall be worn on the flight deck.

10. LOX boots shall only be worn by personnel directly assigned in the handling of liquid oxygen.

11. All personnel shall wear all leather gloves.

12. Only authorized foul weather jacket shall be worn on the flight deck.

13. All signal wands/flashlights shall be secured with heat shrink/duct tape to prevent cone separation.

Figure H-1. Flight Deck Uniforms (Sheet 2)

ORIGINAL

H-2

NAVAIR 00-80T-120

APPENDIX I

Weapons Loading/Strikedown/

Downloading and Recovery Guide

HANGAR DECK

RECOVERY

STRIKEDOWN/

WEAPON

LOAD

DOWNLOAD

UNEXPENDED

HUNG

General Purpose Bombs / PGM’s

YES (1) (3)

YES (1)

GBU-24 B/B; E/B

YES (1) (3)

NO (5)

JSOW: AGM-154 (series)

YES (3)

YES (8) (9)

Rocket Launchers: 2.75 Mod 4/5.0

YES

Practice Bombs: MK-76/BDU-48/BDU-33

YES (3)

YES

Aircraft Parachute Flare (LUU-2B/B)

YES (3) (6)

YES

20mm Aircraft Guns

YES (4) (7)

YES

GAU-16: .50 Cal / M240: 7.62MM

YES (7)

YES

Rockeye: CBU-100/Leaflet Bomb/PDU-5

YES (1) (3)

YES

Sidewinder: AIM-9 (series)

NO (2)

YES

Sparrow: AIM-7 (series)

NO (2)

YES

Maverick: AGM-65 (series)

NO (2)

YES

Harpoon/SLAM: AGM-84 (series)

NO (2)

NO (2) (9)

YES (8) (10)

Harm: AGM-88 (series)

NO (2)

YES

Hellfire: AGM-114 (series)

NO (2)

YES

Mines: MK-62/63

YES (1) (3)

YES

Torpedoes: MK-46/50/54

YES (1) (3)

YES

Marine Location Marker: MK-25/MK-58

YES (3)

YES

JAU-22/B Cartridge

NO (3)

YES

Decoy Flares (All)

YES

Chaff (w/cartridges)

NO (3)

YES

TALD

YES (3)

YES

I-TALD

NO (2)

YES (8) (9)

NOTES:

1. All applicable arming wires/safety clips/extractors/swivels intact.

2. Air-launched missiles shall not normally be loaded on the hangar deck except when operational necessity so

dictate. Commanding officers may authorize loading of missiles on the hangar deck only up to the point of

mechanical attachment of the weapon to the launcher/rack in accordance with the procedures prescribed in the

appropriate NAVAIR weapon/store loading checklist.

3. Ejector rack/jettison cartridges and/or nose fuzes shall not be installed on the hangar deck.

4. The M61A1 gun ammunition is exempt from downloading requirements for up aircraft temporarily spotted

in hangar decks and aircraft undergoing limited maintenance as defined in this manual; that is, turnaround

maintenance, providing compliance with all gun dearm procedures of the applicable airborne weapon/store

loading manual and associated checklists have been accomplished.

I-1

ORIGINAL

NAVAIR 00-80T-120

Guidance provided herein is subject to individual aircraft tactical manual (NATIP) limitations. In case of

conflict between this guidance and a specific aircraft NATIP, the NATIP shall take precedence.

The M61A1/2 gun may be exempted from complete downloading when operations dictate that aircraft

considered up and readily available for flight be temporarily spotted in the hangar deck (not to exceed 7 days);

and/or for aircraft undergoing minor maintenance or servicing as defined in Chapter 11, paragraph 11.1.8 of

this manual, provided the following conditions are met:

a. All gun de-arm procedures of the applicable airborne weapon/stores loading manual and checklists have

been accomplished.

b. Ammunition shall be cycled into the drum clear of feed chutes and feed mechanisms of the gun system.

If the quantity of rounds in the system exceeds the capacity of the ammunition drum, a minimum number

of rounds may be present in the return chute completely clear of the gun.

c. The aircraft gun access door shall be labeled with the upload date, quantity and type of ammunition loaded

(i.e., 01JAN00/500 RDS/20MM HEI).

Strikedown of aircraft with jammed 20MM/GAU-16/M240 guns is prohibited.

If an Intent To Launch (ITL) signal has been initiated for Harpoon/SLAM/JSOW/ITALD weapons, the weapon

shall be treated as a hung weapon during recovery, downloading, and strikedown.

An aircraft with ITL weapon(s) shall not be removed from the flight deck to the hangar deck until all ITL

weapon(s) have been downloaded.

10.

When operationally feasible, aircraft shall be kept airborne for 35 minutes following an ITL abort/failure.

Re-spot of an ITL aircraft is prohibited during peacetime operations until 2.5 hours for Harpoon/SLAM and

3 hours for JSOW have elapsed from initial ITL abort/failure. Download prior to completion of the 2.5 hours

for Harpoon/SLAM and 3 hours for JSOW waiting period is authorized provided that the missile is moved

to a safe area on the flight deck with the nose oriented outboard over the deckedge.

D Initiation of the ITL signal activates a battery within the Harpoon/SLAM

weapon. Battery power available within the missile creates a potentially

hazardous situation during aircraft recovery and/or while disconnecting the

missile/weapon umbilical from the aircraft as electrical shorts can occur

during these times, which may actuate the missile engine/pyrotechnics.

Battery voltage will remain sufficiently high enough to allow engine start

for up 35 minutes following ITL and to fire missile launch squibs within

Harpoon/SLAM for up to 2.5 hours following ITL.

D If an ITALD ITL is verified, do not remove launch adapter umbilical

connector from weapon. Move aircraft to safe area, download missile, and

move missile to safe area until 2.5 hours have elapsed from time of ITL.

Remain clear of aft end of missile.

ORIGINAL

I-2

NAVAIR 00-80T-120

APPENDIX J

Flight/Hanger Deck Training Syllabus

The ACHO shall ensure that all personnel assigned to the Air Department receive continuous training outlined in

Appendix J. Divisions shall ensure that all subjects are accomplished within six months of reporting onboard and

annually thereafter. Training shall be logged in RADMIN and training jackets.

J.1

SHIP’S DUTIES AND RESPONSIBILITIES (ALL AIR DEPARTMENT)

Air Officer.

Aircraft Handling Officer.

Flight Deck Officer.

Aircraft Crash/Salvage Officer (Air Bos’n).

Catapult Officer’s.

Catapult Crew.

a. Catapult Safety Observer.

b. Topside Safety Petty Officer.

c. Holdback Operator.

Arresting Gear Officer (AGO).

Hangar Deck Officer.

Aviation Fuels Officer.

10.

Landing Signal Officer (LSO).

J.2

SECURITY OF AIRCRAFT AND EQUIPMENT (ALL AIR DEPARTMENT)

Responsibility for Security.

Integrity Watch.

Training.

Integrity Watch Stations.

a. Integrity Watch Officer.

b. Integrity Watch Petty Officer.

c. Flight/Hangar Deck Security Patrol.

d. Integrity Watch Messenger.

e. Aviation Fuels Security Watch.

f. Catapult Steam Watch.

g. Conflagration Station Watch.

h. Pri−Fly Security Watch.

Aircraft Security.

J-1

ORIGINAL

NAVAIR 00-80T-120

J.3

PREPARATIONS FOR FLIGHT OPERATIONS (ALL AIR DEPARTMENT)

Training Requirements.

a. Naval Safety Center Flight Deck Safety Video.

Requirement for Flight Quarters.

Alert Conditions.

Hazards of Electromagnetic Radiation Ordnance (HERO).

Flight Deck Uniforms.

a. Wearing of Flight/Hangar Deck Uniforms.

b. Special Clothing.

J.4

CATAPULT LAUNCHING PROCEDURES (V−1, V−2)

Aircraft Launching Procedures.

a. EA−6B.

b. T−45.

c. E−2/C−2.

d. F/A−18.

Launching Aircraft (Deckedge Mode).

a. Taxing/Spotting Aircraft on Catapults.

b. Tensioning Aircraft.

c. Launch.

d. Launch Complete.

Launching Aircraft (ICCS).

a. Taxing/Spotting Aircraft on Catapults.

b. Tensioning Aircraft.

c. Launch.

d. Launch Complete.

Night/Case III Operations.

Deck Launching.

Emergency Actions and Procedures.

a. Aborting the Launch.

b. SUSPEND (Deckedge Mode).

c. SUSPEND (ICCS).

d. HANGFIRE (Deckedge Mode).

e. HANGFIRE (ICCS).

f. Emergency Lowering Jet Blast Deflectors (JBD).

ORIGINAL

J-2

NAVAIR 00-80T-120

J.5

RECOVERY PROCEDURES (V−1, V−2)

Operational Safety Precautions.

a. General.

b. Topside.

c. Landing.

Emergency Procedures.

a. General.

J.6

HELICOPTER OPERATIONS (V−1, V−5)

Helicopter Launch Procedures.

Helicopter Safety Precautions.

Rescue Helicopter Launching Criteria.

Recovering Helicopters.

Recovering Procedures.

Special Safety Precautions.

Emergency Landing.

J.7

AIRCRAFT HANDLING (ALL AIR DEPARTMENT)

General.

Responsibilities.

a. Aircraft Handling Officer.

b. Flight Deck Officer.

c. Assistant Flight Deck Officer.

d. Flight Deck Chief.

e. Aviation Fuels Maintenance Officer.

Flight Deck Safety.

a. General.

b. General Precautions.

Aircraft Handling Movement and Safety Precautions.

a. General.

b. Replenishment At Sea (UNREP) Aircraft Spotting.

c. Aircraft Movement.

d. Handling Precautions (Launch).

e. Re−Spot Forward.

J-3

ORIGINAL

NAVAIR 00-80T-120

f. Recovery.

g. Parking.

h. Downed Aircraft.

i. Standby Aircraft (Spares).

Aircraft Elevators.

a. General.

b. Manning Requirements.

c. Elevator Limitations.

d. Operational Procedures.

e. Procedures When Not at Flight Quarters.

Aircraft Handling Accessories.

a. Self−Powered Equipment.

b. Other Equipment.

Flight Deck Communications Systems (FDCS).

Special Aircraft Handling Characteristics.

a. H−60 Aircraft.

b. EA−6B Aircraft.

c. F/A−18A/B/C/D.

d. F/A−18E/F/G Aircraft.

e. E−2/C−2 Aircraft.

f. H−3 Aircraft.

g. H−46 Aircraft.

h. H−53 Aircraft.

Deck Multiple and Density.

a. General.

10.

Hanger Deck.

a. General.

b. Safety Precautions.

c. Conflagration Stations.

d. Firefighting Procedures.

e. Major Ordnance Evolutions.

f. Petroleum Replenishment Evolutions.

ORIGINAL

J-4

NAVAIR 00-80T-120

INDEX

Page

No.

Aircraft launch and recovery equipment

(ALRE) maintenance officer

1-6

Abort/strikedown

11-8

Aircraft launching bulletins

4-3

Aircraft launching familiarization

4-5

Aborting the launch

4-39

Aircraft maintenance

10-4

Accountability

8-12

Aircraft maintenance (V-1, V-2, V-3)

J-5

Issues

8-12

Aircraft movement

7-4

Receipt

8-12

Aircraft security

2-5

Surveys

8-12

Aircraft security requirements during

turn-up

10-5

Additional requirements

10-7

Aircraft service facilities

10-1

Air bos’n brief

B-1

Aircraft to be embarked

3-2

Air gunner

1-7

Aircraft towbars

7-15

Aircraft turn--ups

10-4

Air officer

1-3

Aircraft turn-up classification

10-5

Air plan

3-5

Aircraft wheel chock

7-15

Confirming aircraft gross weight

4-16

Air transfer officer

1-7

Defueling aircraft (CLA-VAL system)

8-7

Air wing commander

9-2

Downed aircraft

7-12

E-2/C-2 aircraft

7-19

Air wing maintenance support

10-4

EA-6B aircraft

7-16

Additional requirements

10-7

F/A-18A/B/C/D aircraft

7-17

Aircraft jacking

10-6

F/A-18E/F and EA--18G aircraft

7-18

Aircraft maintenance

10-4

Fueling aircraft

8-7

Aircraft turn--ups

10-4

H-3 aircraft

7-21

General

10-4

H-46 aircraft

7-21

Immobilization of aircraft

10-6

H-53 aircraft

7-21

Air wing watch coordinator

2-5

H-60 aircraft

7-15

Heavy weather aircraft spotting

2-15

Air-to-ship communications

3-6

Immobilization of aircraft

10-6

Aircraft:

Launching aircraft (conventional/ICCS

Aircraft crash and salvage officer

deckedge mode)

4-19

(air boatswain)

1-4

Launching aircraft (ICCS)

4-29

Aircraft elevators

7-12

Launching condition aircraft

6-4

Aircraft fueling procedures

8-8

Maintenance on loaded aircraft

11-8

Aircraft handling (all air department)

J-3

Manning and starting aircraft

3-4

Aircraft handling accessories

7-14

Night aircraft handling officer (NACHO)

1-4

Aircraft handling mishap(s)

7-22, 7-23

Removing aircraft from catapults

4-42, 4-45

Aircraft handling movement and safety

Replenishment at sea (UNREP) aircraft

precautions

7-3

spotting

7-3

Aircraft handling officer

1-4, 7-1

Reporting discrepancies in aircraft support

Aircraft handling officer (ACHO)

9-1

equipment

10-3

Aircraft handling signals

7-6

Security of aircraft and equipment

Aircraft integrity watch

2-1

(all air department)

J-1

Aircraft jacking

10-6

Special aircraft handling characteristics

7-15

Aircraft jacking tiedown security

2-14

Standby aircraft (spares)

7-12

Index-1

ORIGINAL

NAVAIR 00-80T-120

Page

No.

Taxiing/spotting aircraft on

Aircraft integrity watch

2-1

catapults

4-19, 4-29

Basic function

2-1

Tensioning aircraft

4-21, 4-31

Composition

2-2

The aircraft handling officer (ACHO)

2-4

Equipment

2-2

General

2-1

Aircraft crash and salvage officer

Guidelines

2-3

(air boatswain)

1-4

Integrity watch stations

2-3

Aircraft elevators

7-12

Other responsibilities

2-4

Training

2-2

Elevator limitations

7-12

General

7-12

Aircraft jacking

10-6

Manning requirements

7-12

Aircraft jacking tiedown security

2-14

Operational procedures

7-13

Aircraft launch and recovery equipment

Procedures when not at flight quarters

7-14

(ALRE) maintenance officer

1-6

Aircraft fueling procedures

8-8

Aircraft launching bulletins

4-3

Fuel loads

8-8

Bulletin identification number

4-3

Fuel spills

8-10

Bulletin revision identification

4-4

Fueling stations

8-8

War emergency bulletins

4-4

Hot refueling

8-8

Aircraft launching familiarization

4-5

Aircraft handling (all air department)

J-3

E-2/C-2

4-8

EA-6B

4-6

Aircraft handling accessories

7-14

F/A-18 series (A thru G)

4-9

Other equipment

7-15

T-45

4-8

Self-powered equipment

7-14

Aircraft maintenance

10-4

Aircraft handling mishap

7-23

Aircraft maintenance (V--1, V--2, V--3)

J-5

Aircraft handling mishaps

7-22

Aircraft movement

7-4

Crunch report format

7-23

Aircraft security

2-5

Definitions

7-22

Aircraft service facilities

10-1

General

7-22

General

10-1

Safety awareness

7-23

High pressure air

10-2

Aircraft handling movement and safety

Liquid oxygen (LOX)

10-2

precautions

7-3

Low-pressure air

10-2

Aircraft movement

7-4

Power outlets

10-1

Downed aircraft

7-12

Aircraft to be embarked

3-2

General

7-3

Aircraft towbars

7-15

Handling precautions (launch)

7-6

Parking

7-11

Aircraft turn--ups

10-4

Re-spot forward

7-9

Aircraft security requirements during

turn-up

10-5

Recovery

7-9

Aircraft turn-up classification

10-5

Replenishment at sea (UNREP) aircraft

spotting

7-3

General

10-5

Hangar deck procedures

10-6

Standby aircraft (spares)

7-12

Safety precautions

10-5

Aircraft handling officer

1-4, 7-1

Aircraft wheel chock

7-15

Aircraft handling officer (ACHO)

9-1

Alert conditions

3-5

Aircraft handling signals

7-6

All departments

9-3

Index-2

ORIGINAL

NAVAIR 00-80T-120

Page

No.

All hands

9-3

Alternate master mode operation

5-28, 5-30

Barricade

B-7

Approach

5-7

Basic function

2-1, 8-13

Approach with the advanced recovery

Basic weight

4-12

control (ARC) system installed

5-36

Below decks

5-3

Approach with the advanced recovery

Brake system

7-17, 7-18

control (ARC) system installed and

Brief:

operating in degraded mode 1

5-59

Air bos’n brief

B-1

Approach with the advanced recovery

Director brief

B-1

control (ARC) system installed and

Safety brief

3-2

operating in degraded mode 2

5-64

Squadron brief

3-2

ARC system sensor malfunctions and faults . . .

5-55

Bulletin identification number

4-3

Arming

11-4

Bulletin revision identification

4-4

Arresting gear

B-5

Arresting gear crew

1-6

Calculation of CVN/CVW multiple

7-22

Arresting gear crew debrief

5-16, 5-43

Carrier air wing maintenance officer

1-6

Arresting gear officer (recovery officer)

1-6

Carrier air wing ordnance officer

Assistant air officer

1-3

(CAG gunner)

1-7

Assistant catapult and arresting gear officers

Carrier qualifications

4-37

(branch officer)

1-5

Catapult and arresting gear officer

9-2

Catapult officer (launching officer)

1-5

Catapult and arresting gear officer

Assistant flight deck officer

1-4

(V-2 division officer)

1-4

Aviation fuels

B-8

Catapult crew

1-5

Aviation fuels maintenance officer

1-6, 7-2, 9-2

Catapult crew debrief

4-38

Aviation fuels officer

(V-4 division officer)

1-6

Catapult inspections

4-14

Aviation fuels operational sequencing

Catapult launching procedures (V--1, V--2)

J-2

system (AFOSS)

8-1

Catapult lube oil system

8-7

Aviation fuels quality control and sampling

Operation

8-8

procedures

8-10

Catapult lubricating oil system

8-1

Introduction

8-10

Catapult officer (launching officer)

1-5

Log books

8-11

Quality surveillance personnel

8-11

Catapult safety observer (ICCS)

1-5

Record of test results

8-10

Catapult spotting

7-8

Sampling procedures

8-10

Catapult steam watch

2-4

Shipping samples

8-10

Test result action

8-10

Catapults

B-2

Aviation fuels security watch

2-4, 8-13

Changing CDP immediately after an arrestment

with ARC installed

5-49

Basic function

8-13

Duties, responsibilities, and authority

8-14

Changing CDP with ARC installed and engine

Fuels watch

8-13

fully retracted

5-49

Index-3

ORIGINAL

NAVAIR 00-80T-120

Page

No.

Changing cross-deck pendant (CDP)

5-21

Landing with the advanced recovery control

Emergency procedures

5-21

(ARC) system installed and operating in

MOB-S-01-CV cross-deck pendant change

degraded retract mode 2

5-71

exercise

5-21

Normal operations with the advanced

recovery control (ARC) system installed

5-31

Cleanliness enhancement

9-3

Preparations for recovery with the advanced

Commencing launch cycle

4-16

recovery control (ARC) system installed

5-31

Crew:

Communications:

Arresting gear crew

1-6

Air-to-ship communications

3-6

Arresting gear crew debrief

5-16, 5-43

Flight deck communications system

(FDCS)

7-15

Catapult crew

1-5

Voice communication system

Catapult crew debrief

4-38

failure

5-23, 5-54

Visual landing aids crew

1-6

Crosscheck system degraded modes of operation

Composition

2-2

(for ships with arresting gear service change

Condition I

6-4

440 installed)

5-30

Alternate master mode operation

5-30

Condition II

6-4

Degraded fully manual mode operation

5-31

Condition III

6-4

Crosscheck system sensor malfunctions (for

Condition IV

6-5

ships with arresting gear service change 440

installed)

5-27

Confirming aircraft gross weight

4-16

Alternate master mode operation

5-28

Conflagration station watch

2-4

Primary mode operation

5-27

Conflagration stations

7-22

Crosswind launch

4-18

Continuing review of practices

1-7

Crunch report format

7-23

Control:

Approach with the advanced recovery

control (ARC) system installed

5-36

Dearming

11-6

Approach with the advanced recovery

control (ARC) system installed and

Debrief:

operating in degraded mode 1

5-59

Arresting gear crew debrief

5-16, 5-43

Approach with the advanced recovery

Catapult crew debrief

4-38

control (ARC) system installed and

Pilot debrief

4-38

operating in degraded mode 2

5-64

Deck:

Aviation fuels quality control and sampling

Assistant flight deck officer

1-4

procedures

8-10

Deck launching

4-36

Constant run-out control valve weight

setting malfunctions

5-23

Deck multiple and density

7-22

Flight and hangar deck security patrols

2-3

Degraded mode operations with the advanced

recovery control (ARC) system installed

5-57

Flight deck

4-2

Degraded retract mode operations with the

Flight deck communications system

advanced recovery control (ARC) system

(FDCS)

7-15

installed

5-67

Flight deck officer (FDO)

1-4, 9-1

Landing with the advanced recovery control

Flight deck officer, assistant flight deck

(ARC) system installed

5-40

officer, or flight deck chief

7-1

Landing with the advanced recovery control

Flight deck safety

7-2

(ARC) system installed and operating in

Flight deck uniforms

3-6

degraded retract mode 1

5-68

Flight/hangar deck lighting

3-5

Index-4

ORIGINAL

NAVAIR 00-80T-120

Page

No.

Hangar deck

7-22

Downed aircraft

7-12

Hangar deck officer (HDO)

9-2

Duties:

Hangar deck officer (V-3 division officer)

1-6

Ship’s duties and responsibilities

1-3

Hangar deck officer and hangar deck chief . . .

7-2

Ship’s duties and responsibilities (all air

Hangar deck procedures

10-6

department)

J-1

Wearing of flight deck uniforms

3-6

Duties, responsibilities, and authority

8-14

Deck launching

4-36

Deck multiple and density

7-22

General

7-22

Deck status light failure

5-22, 5-53

E-2/C-2

4-8

MOB-S-02-CV deck status light failure

Launch

4-8

exercise

5-22, 5-54

Pre-launch

4-8

Definitions

7-22

E-2/C-2 aircraft

7-19

Aircraft handling mishap

7-23

General

7-19

Measure of effectiveness

7-23

Maintenance/servicing

7-20

Reportable/non-reportable

7-23

EA-6B

4-6

Reports/records

7-23

Functional check flight (FCF) engine tests

Defueling aircraft (CLA-VAL system)

8-7

on the catapult

4-6

Degraded arrestment mode 1

5-57

Launch

4-7

Pre-launch

4-6

Degraded arrestment mode 2

5-63

EA-6B aircraft

7-16

Degraded fully manual mode operation

5-31

General

7-16

Degraded mode operations with the advanced

Maintenance/servicing

7-17

recovery control (ARC) system installed

5-57

Electrical continuity

8-14

Degraded retract mode 1

5-68

Equipment

8-14

Degraded retract mode 2

5-70

Elevator limitations

7-12

Degraded retract mode operations with the

Emergency:

advanced recovery control (ARC) system

Emergency actions and procedures

4-39

installed

5-67

Emergency landing

6-7

Emergency lowering jet blast deflector

Description of the aviation fuels system

8-1

(JBD)

4-49

Aviation fuels operational sequencing

MOB-S-03-CV jet blast deflector

system (AFOSS)

8-1

emergency drill

4-50

Catapult lubricating oil system

8-1

Procedures under emergency

JP-5 system

8-1

conditions

4-41, 4-45

Determination of gross weights

4-12

War emergency bulletins

4-4

Basic weight

4-12

Emergency actions and procedures

4-39

Fuel weight

4-12

Aborting the launch

4-39

Ordnance/external stores

4-13

Emergency lowering jet blast deflector

Weight chits

4-12

(JBD)

4-49

Determining CSV setting

4-17

Hangfire (conventional/deckedge mode)

4-46

Hangfire (ICCS)

4-47

Director brief

B-1

Suspend (conventional/deckedge mode)

4-39

Disposition

8-12

Suspend (ICCS)

4-42

Index-5

ORIGINAL

NAVAIR 00-80T-120

Page

No.

Emergency actions, procedures, and

Removal of engine from service during

associated drills

5-16

recovery operations

5-16, 5-43

Changing cross-deck pendant (CDP)

5-21

Returning an engine to service during

Constant run-out control valve weight

recovery operations with ARC installed . . .

5-47

setting malfunctions

5-23

Returning of engine to service during

Crosscheck system degraded modes of

recovery operations

5-20

operation (for ships with arresting gear

Sequence of events for removal of an

service change 440 installed)

5-30

engine from service during operations

5-18

Crosscheck system sensor malfunctions

Sequence of events for removal of an

(for ships with arresting gear service

engine from service during operations

change 440 installed)

5-27

with ARC installed

5-45

Deck status light failure

5-22

Engine start

7-6

General

5-16

Equipment

2-2, 8-14

Rigging the barricade

5-23

Aircraft launch and recovery equipment

Rigging the MOVLAS

5-26

(ALRE) maintenance officer

1-6

Voice communication system failure

5-23

Equipment security

2-14

Emergency landing

6-7

Fuels sample and equipment logs

F-1

Mobile support equipment

10-3

Emergency lowering jet blast deflector (JBD)

4-49

Other equipment

7-15

MOB-S-03-CV jet blast deflector

emergency drill

4-50

Reporting discrepancies in aircraft support

equipment

10-3

Emergency procedures

5-21, 5-43, 11-9

Security of aircraft and equipment

General

5-43

(all air department)

J-1

Removal of engine from service during

Self-powered equipment

7-14

recovery operations

5-43

Equipment security

2-14

Emergency procedures for ships

with ARC installed

5-45

ARC system sensor malfunctions

and faults

5-55

F/A-18 series (A thru G)

4-9

Deck status light failure

5-53

Functional check flight (FCF) engine tests

Degraded mode operations with the

on the catapult

4-9

advanced recovery control (ARC)

Pre-launch

4-9

system installed

5-57

Degraded retract mode operations with

F/A-18A/B/C/D aircraft

7-17

the advanced recovery control (ARC)

Brake system

7-17

system installed

5-67

General

7-17

MOB-S-01-CV cross-deck pendant

Starting requirements

7-18

change exercise

5-50

F/A-18E/F and EA--18G aircraft

7-18

Procedures to change CDP with ARC

Brake system

7-18

installed

5-48

General

7-18

Rigging the barricade

5-51

Handling

7-18

Rigging the MOVLAS

5-54

Starting requirements

7-18

Voice communication system failure

5-54

Failure:

Engine:

Deck status light failure

5-22, 5-53

Changing CDP with ARC installed and

MOB-S-02-CV deck status light failure

engine fully retracted

5-49

exercise

5-22, 5-54

Engine start

7-6

Voice communication system failure . .

5-23, 5-54

Functional check flight (FCF) engine

tests on the catapult

4-6, 4-9

Filling the JP-5 tanks

8-5

Index-6

ORIGINAL

NAVAIR 00-80T-120

Page

No.

Filtering

8-6

Fueling and defueling

8-7

Defueling aircraft (CLA-VAL system)

8-7

Filtering, settling, sounding, stripping and use

Fueling aircraft

8-7

of service tanks

8-6

Hose evacuation

8-7

Fire prevention in catapult spaces

4-2

Secure

8-7

Firefighting procedures

7-22

Fuels sample and equipment logs

F-1

Flight:

Fuels watch

8-13

Assistant flight deck officer

1-4

Flight and hangar deck security patrols

2-3

Flight deck

4-2

Flight deck communications system

General precautions

7-2

(FDCS)

7-15

General requirements for flight quarters

3-2

Flight deck officer (FDO)

1-4, 9-1

General rigging

5-23, 5-51

Flight deck officer, assistant flight deck

officer, or flight deck chief

7-1

Guidelines

2-3

Flight quarters

3-3

Flight quarters for respot

3-3

Functional check flight (FCF) engine

tests on the catapult

4-6, 4-9

H-3 aircraft

7-21

Helicopter flight quarters

3-3

General

7-21

Initiation of flight quarters

3-3

Maintenance/servicing

7-21

Manning flight quarters stations

3-3

H-46 aircraft

7-21

Preparations for flight operations

General

7-21

(all air department)

J-2

Maintenance/servicing

7-21

Primary flight arresting gear controller

1-3

H-53 aircraft

7-21

Procedures when not at flight quarters

7-14

General

7-21

Type of flight quarters

3-3

Maintenance/servicing

7-21

Flight deck safety

7-2

H-60 aircraft

7-15

General

7-2

General

7-15

General precautions

7-2

Handling

7-18, 8-15

Flight deck uniforms

3-6

Aircraft handling (all air department)

. . . . . J-3

Special clothing

3-6

Aircraft handling accessories

7-14

Wearing of flight deck uniforms

3-6

Aircraft handling mishap(s)

7-22, 7-23

Flight/hangar deck lighting

3-5

Aircraft handling movement and safety

precautions

7-3

FOD prevention methods

9-3

Aircraft handling officer

1-4, 7-1

Forced battery procedure

5-56

Aircraft handling officer (ACHO)

9-1

Forced ready procedure

5-56

Aircraft handling signals

7-6

Handling precautions (launch)

7-6

Fuel:

Major ordnance handling evolutions

7-22

Fuel loads

8-8

Night aircraft handling officer (NACHO)

1-4

Fuel spills

8-10

Safe handling of aviation fuels

8-4

Fuel weight

4-12

Safe handling practices

8-4

Fueling, de-fueling, and internal fuel

Special aircraft handling characteristics

7-15

transfers

8-11

The aircraft handling officer (ACHO)

2-4

Fueling:

Weapon handling procedures

11-1

Aircraft fueling procedures

8-8

Weapons handling procedures

Fueling stations

8-8

(all air department)

J-5

Index-7

ORIGINAL

NAVAIR 00-80T-120

Page

No.

Handling precautions (launch)

7-6

Inspection:

Catapult spotting

7-8

Post-rig inspection

5-25, 5-52

Engine start

7-6

Pre-operational inspection

4-10

Taxi for launch

7-7

Integrated launch and recovery television

system — ILARTS

B-7

Hangar deck

7-22

Conflagration stations

7-22

Integrity watch stations

2-3

Firefighting procedures

7-22

Aviation fuels security watch

2-4

General

7-22

Catapult steam watch

2-4

Major ordnance handling evolutions

7-22

Conflagration station watch

2-4

Petroleum replenishment evolutions

7-22

Flight and hangar deck security patrols

2-3

Safety precautions

7-22

Integrity watch messenger

2-4

Integrity watch officer (IWO)

2-3

Hangar deck officer (HDO)

9-2

Integrity watch petty officer

2-3

Hangar deck officer (V-3 division officer)

1-6

Prifly security watch

2-4

Hangar deck officer and hangar deck chief

7-2

Intent to launch weapons

11-5

Issues

8-12

Hangar deck procedures

10-6

Hangfire (conventional/deckedge mode)

4-46

Hangfire (ICCS)

4-47

JP-5 system

8-1

MOB-S-4-CV hangfire on catapult drill

4-48

Hazards of electromagnetic radiation to

ordnance (HERO)

3-5

Landing

5-13

Heavy weather aircraft spotting

2-15

Emergency landing

6-7

Helicopter flight quarters

3-3

Landing signal officer (LSO)

1-7

Helicopter operations (V--1, V--5)

J-3

Landing with the advanced recovery

control (ARC) system installed

5-40

Helicopter safety precautions

6-2

Landing with the advanced recovery

High pressure air

10-2

control (ARC) system installed and

operating in degraded retract mode 1

5-68

Holdback man

1-6

Landing with the advanced recovery

Arresting gear officer (recovery officer)

1-6

control (ARC) system installed and

Hose evacuation

8-7

operating in degraded retract mode 2

5-71

MOB-S-23-CV — manually operated

Hot refueling

8-8

visual landing aids system

Hung/unexpended weapons

11-6

(MOVLAS) drill

5-26, 5-55

Special procedures for carrier qualification

landing

6-6

Visual landing aids crew

1-6

Launch

4-7, 4-8, 4-23, 4-33

Immobilization of aircraft

10-6

Aborting the launch

4-39

Improved Fresnel lens console operator

1-4

Aircraft launch and recovery equipment

(ALRE) maintenance officer

1-6

Improved Fresnel lens optical landing system

Helicopter launch procedures

6-1

(IFLOLS)

B-5

Launch bulletins

4-5

Initiation of flight quarters

3-3

Launch complete

4-29, 4-36

Manning flight quarters stations

3-3

Preparation for launch

4-10

Type of flight quarters

3-3

Taxi for launch

7-7

Index-8

ORIGINAL

NAVAIR 00-80T-120

Page

No.

Launch procedures (sequence of events for

Manning flight quarters stations

3-3

normal operations)

4-16

Manning and starting aircraft

3-4

Commencing launch cycle

4-16

Preliminary procedures — air officer

3-3

Confirming aircraft gross weight

4-16

Manning requirements

7-12

Crosswind launch

4-18

Determining CSV setting

4-17

Measure of effectiveness

7-23

Ordnance arming

4-18

Mission

1-1

Waist catapult launch restrictions

4-18

MOB-D-19-CV rigging barricade

Launch/recovery bulletins

3-2

(CVN) drill

5-26,

5-53

Launching aircraft (conventional/ICCS

MOB-S-01-CV cross-deck pendant change

deckedge mode)

4-19

exercise

5-21,

5-50

Launch

4-23

Launch complete

4-29

MOB-S-02-CV deck status light failure

exercise

5-22,

5-54

Taxiing/spotting aircraft on catapults

4-19

Tensioning aircraft

4-21

MOB-S-03-CV jet blast deflector emergency

drill

4-50

Launching aircraft (ICCS)

4-29

Launch

4-33

MOB-S-23-CV — manually operated visual

Launch complete

4-36

landing aids system (MOVLAS) drill . . .

5-26,

5-55

Taxiing/spotting aircraft on catapults

4-29

MOB-S-4-CV hangfire on catapult drill

4-48

Tensioning aircraft

4-31

Mobile support equipment

10-3

Launching condition aircraft

6-4

General

10-3

Condition I

6-4

Licensing procedures

10-3

Condition II

6-4

Reporting discrepancies in aircraft support

Condition III

6-4

equipment

10-3

Condition IV

6-5

Safety precautions

10-3

Licensing procedures

10-3

Mode:

Light:

Alternate master mode operation

5-28,

5-30

Deck status light failure

5-22, 5-53

Approach with the advanced recovery

MOB-S-02-CV deck status light failure

control (ARC) system installed and

exercise

5-22, 5-54

operating in degraded mode 1

5-59

Approach with the advanced recovery

Liquid oxygen (LOX)

10-2

control (ARC) system installed and

General

10-2

operating in degraded mode 2

5-64

Safety precautions

10-2

Degraded arrestment mode 1

5-57

Location

10-1

Degraded arrestment mode 2

5-63

Degraded fully manual mode operation

5-31

Log books

8-11

Degraded mode operations with the

Low-pressure air

10-2

advanced recovery control (ARC) system

installed

5-57

Degraded retract mode 1

5-68

Degraded retract mode 2

5-70

Degraded retract mode operations with the

Maintaining NVG LSE qualification

D-2

advanced recovery control (ARC) system

Maintenance on loaded aircraft

11-8

installed

5-67

Landing with the advanced recovery control

Maintenance/servicing

7-17, 7-20, 7-21

(ARC) system installed and operating in

Major ordnance handling evolutions

7-22

degraded retract mode 1

5-68

Index-9

ORIGINAL

NAVAIR 00-80T-120

Page

No.

Landing with the advanced recovery control

(ARC) system installed and operating in

degraded retract mode 2

5-71

Officer:

Primary mode operation

5-27

Air officer

1-3

Steps to initiate degraded arrestment

Air transfer officer

1-7

mode 1

5-58

Aircraft crash and salvage officer

Steps to initiate degraded arrestment

(air boatswain)

1-4

mode 2

5-63

Aircraft handling officer

1-4,

7-1

Steps to initiate degraded retract mode 1

5-68

Aircraft handling officer (ACHO)

9-1

Steps to initiate degraded retract mode 2

5-71

Aircraft launch and recovery equipment

(ALRE) maintenance officer

1-6

MOGAS procedures

8-15

Arresting gear officer (recovery officer)

1-6

Handling

8-15

Assistant air officer

1-3

Stowage

8-15

Assistant catapult and arresting gear officers

Movement

(branch officer)

1-5

Aircraft handling movement and safety

Assistant flight deck officer

1-4

precautions

7-3

Aviation fuels maintenance

Aircraft movement

7-4

officer

1-6,

7-2,

9-2

Weapon movement

11-2

Aviation fuels officer (V-4 division

officer)

1-6

Carrier air wing maintenance officer

1-6

Carrier air wing ordnance officer

(CAG gunner)

1-7

NATOPS advisory group

1-3

Catapult and arresting gear officer

9-2

Catapult and arresting gear officer (V-2

NATOPS cognizant command

1-3

division officer)

1-4

Catapult officer (launching officer)

1-5

NATOPS model manager

1-3

Flight deck officer

1-4

NATOPS program manager

1-3

Flight deck officer (FDO)

9-1

Hangar deck officer (HDO)

9-2

Night:

Hangar deck officer (V-3 division officer)

1-6

Night aircraft handling officer (NACHO)

1-4

Hangar deck officer and hangar deck chief

7-2

Night vision goggle operations

6-7

Integrity watch officer (IWO)

2-3

Night/case III operations

4-36

Integrity watch petty officer

2-3

Landing signal officer (LSO)

1-7

No-loads

4-10

Night aircraft handling officer (NACHO)

1-4

Normal operations

5-3

Preliminary procedures — air officer

3-3

Approach

5-7

The aircraft handling officer (ACHO)

2-4

Landing

5-13

Topside safety petty officer (TSPO)

1-5

Post recovery

5-16

Preparations for recovery

5-3

Oil:

Catapult lube oil system

8-7

Normal operations with the advanced recovery

Catapult lubricating oil system

8-1

control (ARC) system installed

5-31

Approach with the advanced recovery control

Operation

8-8

(ARC) system installed

5-36

Crosscheck system degraded modes of

Landing with the advanced recovery control

operation (for ships with arresting gear

(ARC) system installed

5-40

service change 440 installed)

5-30

Preparations for recovery with the advanced

Degraded fully manual mode operation

5-31

recovery control (ARC) system installed . .

5-31

Primary mode operation

5-27

Index-10

ORIGINAL

NAVAIR 00-80T-120

Page

No.

Operation of the JP-5 system

8-5

Other equipment

7-15

Filling the JP-5 tanks

8-5

Aircraft towbars

7-15

Filtering, settling, sounding, stripping, and

Aircraft wheel chock

7-15

use of service tanks

8-6

Tiedown assemblies

7-15

Fueling and defueling

8-7

Other relevant publications

1-2

Operational procedures

7-13

Other responsibilities

2-4

Operational safety precautions

5-1

Air wing watch coordinator

2-5

Below decks

5-3

The aircraft handling officer (ACHO)

2-4

General

5-1

Topside

5-1

Operational safety warnings

4-1

Parking

7-11

Fire prevention in catapult spaces

4-2

Flight deck

4-2

Personnel:

General

4-1

Personnel qualifications

3-2

Quality surveillance personnel

8-11

Operations:

Petroleum replenishment evolutions

7-22

Degraded mode operations with the

advanced recovery control (ARC) system

Pilot debrief

4-38

installed

5-57

Plane guard helicopter/destroyer

3-5

Degraded retract mode operations with the

advanced recovery control (ARC) system

Post recovery

5-16, 5-42

installed

5-67

Arresting gear crew debrief

5-16, 5-43

Helicopter operations (V--1, V--5)

J-3

Post-engagement procedures

5-25, 5-53

Night vision goggle operations

6-7

Post-launch procedures

4-38

Night/case III operations

4-36

Catapult crew debrief

4-38

Normal operations

5-3

Pilot debrief

4-38

Normal operations with the advanced

Shot log review

4-38

recovery control (ARC) system installed

5-31

Preparations for flight operations

Post-rig inspection

5-25, 5-52

(all air department)

J-2

Post-rig procedures

5-25, 5-53

Removal of engine from service during

Power outlets

10-1

recovery operations

5-16, 5-43

400--Hz ac power/28-volt dc power

10-1

Returning an engine to service during

Location

10-1

recovery operations with ARC installed . . .

5-47

Responsibility

10-1

Returning of engine to service during

recovery operations

5-20

Safety procedures

10-1

Sequence of events for removal of an

Pre-launch

4-6, 4-8, 4-9

engine from service during operations

5-18

Predeployment

3-2

Sequence of events for removal of an

General

3-2

engine from service during operations with

ARC installed

5-45

Preliminary procedures — air officer

3-3

Stage four: multiwave launch/recovery

Preparation for launch

4-10

operations

D-2

Catapult inspections

4-14

Stage three: multispot operations

D-2

Determination of gross weights

4-12

Ordnance arming

4-18

No-loads

4-10

Pre-launch procedures

4-13

Ordnance load plan

3-6

Pre-operational inspection

4-10

Ordnance/external stores

4-13

Preparations for flight operations

Organization of this publication

1-2

(all air department)

J-2

Index-11

ORIGINAL

NAVAIR 00-80T-120

Page

No.

Preparations for recovery

5-3

Preparations for recovery with the advanced

Qualification

recovery control (ARC) system installed

5-31

Maintaining NVG LSE qualification

D-2

Special procedures for carrier qualification

Prifly security watch

2-4

landing

6-6

Prifly squadron representative

1-7

Quality surveillance personnel

8-11

Question and answer period

B-8

Primary flight arresting gear controller

1-3

Primary mode operation

5-27

Procedure(s):

Re-spot forward

7-9

Aircraft fueling procedures

8-8

Receipt

8-12

Aviation fuels quality control and sampling

procedures

8-10

Receipts from commercial sources

8-12

Catapult launching procedures (V--1, V--2)

J-2

Receipts from naval activities

8-12

Emergency actions and procedures

4-39

Record of test results

8-10

Emergency procedures

5-21, 5-43, 11-9

Recovering helicopters

6-5

Emergency procedures for ships

Recovery procedures

6-5

with ARC installed

5-45

Special procedures for carrier qualification

Firefighting procedures

7-22

landing

6-6

Forced battery procedure

5-56

Special safety precautions

6-6

Forced ready procedure

5-56

Recovery

7-9

Hangar deck procedures

10-6

Aircraft launch and recovery equipment

Helicopter launch procedures

6-1

(ALRE) maintenance officer

1-6

Launch procedures (sequence of events for

Approach with the advanced recovery

normal operations)

4-16

control (ARC) system installed

5-36

Licensing procedures

10-3

Approach with the advanced recovery

MOGAS procedures

8-15

control (ARC) system installed and

Operational procedures

7-13

operating in degraded mode 1

5-59

Post-engagement procedures

5-25, 5-53

Approach with the advanced recovery

Post-launch procedures

4-38

control (ARC) system installed and

Post-rig procedures

5-25, 5-53

operating in degraded mode 2

5-64

Preliminary procedures — air officer

3-3

Arresting gear officer (recovery officer)

1-6

Procedures to change CDP with ARC

Degraded mode operations with the

installed

5-48

advanced recovery control (ARC) system

installed

5-57

Procedures under emergency

Degraded retract mode operations with

conditions

4-41, 4-45

the advanced recovery control (ARC)

Procedures when not at flight quarters

7-14

system installed

5-67

Recovery procedures

6-5

Integrated launch and recovery television

Recovery procedures (V--1, V--2)

J-3

system — ILARTS

B-7

Safety procedures

10-1

Landing with the advanced recovery

Sampling procedures

8-10

control (ARC) system installed

5-40

Signals and procedures

4-39, 4-42

Landing with the advanced recovery

Special procedures for carrier

control (ARC) system installed and

qualification landing

6-6

operating in degraded retract mode 1

5-68

Weapon handling procedures

11-1

Landing with the advanced recovery

Weapons handling procedures

control (ARC) system installed and

(all air department)

J-5

operating in degraded retract mode 2

5-71

Index-12

ORIGINAL

NAVAIR 00-80T-120

Page

No.

Normal operations with the advanced

Hangar deck officer and hangar deck chief . . .

7-2

recovery control (ARC) system installed

5-31

Ship’s duties and responsibilities

1-3

Post recovery

5-16, 5-42

Ship’s duties and responsibilities

Preparations for recovery

5-3

(all air department)

J-1

Preparations for recovery with the

Your responsibilities

1-7

advanced recovery control (ARC) system

Responsibilities for this publication

1-2

installed

5-31

NATOPS advisory group

1-3

Recovery procedures (V--1, V--2)

J-3

NATOPS cognizant command

1-3

Returning an engine to service during

NATOPS model manager

1-3

recovery operations with ARC installed . . .

5-47

NATOPS program manager

1-3

Returning of engine to service during

Responsibility for security

2-1

recovery operations

5-20

Returning an engine to service during recovery

Recovery procedures (V--1, V--2)

J-3

operations with ARC installed

5-47

Removal of engine from service during

Returning of engine to service during recovery

recovery operations

5-16, 5-43

operations

5-20

Sequence of events for removal of an

Rigging the barricade

5-23, 5-51

engine from service during operations

5-18

General rigging

5-23

MOB-D-19-CV rigging barricade (CVN)

Removing aircraft from catapults

4-42, 4-45

drill

5-26

Replenishment at sea (UNREP) aircraft

Post-engagement procedures

5-25

spotting

7-3

Post-rig inspection

5-25

Post-rig procedures

5-25

Replenishment, disposition, and accountability

Procedures

5-23

of aviation fuels

8-11

Accountability

8-12

Rigging the MOVLAS

5-26, 5-54

Disposition

8-12

General

5-26

Fueling, de-fueling, and internal fuel

MOB-S-23-CV — manually operated visual

transfers

8-11

landing aids system (MOVLAS) drill

5-26

Procedures

5-26

General

8-11

Reportable/non-reportable

7-23

Reporting discrepancies in aircraft support

Safe handling of aviation fuels

8-4

equipment

10-3

Safe handling practices

8-4

Reports/records

7-23

Safety awareness

7-23

Safety brief

3-2

Rescue helicopter information

6-4

Safety precautions

7-22, 8-1, 10-2, 10-3, 10-5

Rescue helicopter launching criteria

6-3

Safety procedures

10-1

Responsibilities

7-1, 9-1

Sampling procedures

8-10

Air wing commander

9-2

Scope

1-1

Aircraft handling officer

7-1

Aircraft handling officer (ACHO)

9-1

Security of aircraft and equipment

All departments

9-3

(all air department)

J-1

All hands

9-3

Self-powered equipment

7-14

Aviation fuels maintenance officer

7-2, 9-2

Sensor:

Catapult and arresting gear officer

9-2

ARC system sensor malfunctions

Flight deck officer (FDO)

9-1

and faults

5-55

Flight deck officer, assistant flight deck

Crosscheck system sensor malfunctions

officer, or flight deck chief

7-1

(for ships with arresting gear service change

Hangar deck officer (HDO)

9-2

440 installed)

5-27

Index-13

ORIGINAL

NAVAIR 00-80T-120

Page

No.

Service:

Night aircraft handling officer (NACHO)

1-4

Aircraft service facilities

10-1

Prifly squadron representative

1-7

Crosscheck system degraded modes of

Primary flight arresting gear controller

1-3

operation (for ships with arresting gear

Topside safety petty officer (TSPO)

1-5

service change 440 installed)

5-30

Ship’s duties and responsibilities

Filtering, settling, sounding, stripping, and

(all air department)

J-1

use of service tanks

8-6

Shipping samples

8-10

Removal of engine from service during

recovery operations

5-16, 5-43

Shot log review

4-38

Returning an engine to service during

Signals and procedures

4-39, 4-42

recovery operations with ARC installed

5-47

Returning of engine to service during

Soundings

8-6

recovery operations

5-20

Spare parts and accessories

3-2

Sequence of events for removal of an

engine from service during operations

5-18

Special aircraft handling characteristics

7-15

E-2/C-2 aircraft

7-19

Sequence of events for removal of an

engine from service during operations

EA-6B aircraft

7-16

with ARC installed

5-45

F/A-18A/B/C/D aircraft

7-17

Use of service tanks

8-6

F/A-18E/F and EA--18G aircraft

7-18

H-3 aircraft

7-21

Settling

8-6

H-46 aircraft

7-21

Ship qualifications

D-2

H-53 aircraft

7-21

H-60 aircraft

7-15

Ship’s duties and responsibilities

1-3

Special clothing

3-6

Air gunner

1-7

Air officer

1-3

Special procedures for carrier qualification

Air transfer officer

1-7

landing

6-6

Aircraft crash and salvage officer

Special safety precautions

6-6

(air boatswain)

1-4

Squadron:

Aircraft handling officer

1-4

Prifly squadron representative

1-7

Aircraft launch and recovery equipment

Squadron brief

3-2

(ALRE) maintenance officer

1-6

Assistant air officer

1-3

Stage four: multiwave launch/recovery

Assistant catapult and arresting gear

operations

D-2

officers (branch officer)

1-5

Stage one: NVG familiarization/classroom

. D-1

Assistant flight deck officer

1-4

Aviation fuels maintenance officer

1-6

Stage three: multispot operations

D-2

Aviation fuels officer

Stage two: single spot operations/NVG LSE

(V-4 division officer)

1-6

initial qualifications

D-1

Carrier air wing maintenance officer

1-6

Standby aircraft (spares)

7-12

Carrier air wing ordnance officer

(CAG gunner)

1-7

Starting requirements

7-18

Catapult and arresting gear officer

Stations:

(V-2 division officer)

1-4

Conflagration stations

7-22

Catapult safety observer (ICCS)

1-5

Fueling stations

8-8

Flight deck officer

1-4

Integrity watch stations

2-3

Hangar deck officer (V-3 division officer)

1-6

Manning flight quarters stations

3-3

Holdback man

1-6

Steps to initiate degraded arrestment mode 1

5-58

Improved Fresnel lens console operator

1-4

Landing signal officer (LSO)

1-7

Steps to initiate degraded arrestment mode 2

5-63

Index-14

ORIGINAL

NAVAIR 00-80T-120

Page

No.

Steps to initiate degraded retract mode 1

5-68

Integrated launch and recovery television

system — ILARTS

B-7

Steps to initiate degraded retract mode 2

5-71

JP-5 system

8-1

Stowage

8-15

Landing with the advanced recovery

control (ARC) system installed

5-40

Stripping

8-6

Landing with the advanced recovery control

Summation

B-8

(ARC) system installed and operating in

Surveys

8-12

degraded retract mode 1

5-68

Landing with the advanced recovery control

Suspend (conventional/deckedge mode)

4-39

(ARC) system installed and operating in

Procedures under emergency conditions

4-41

degraded retract mode 2

5-71

Removing aircraft from catapults

4-42

MOB-S-23-CV — manually operated

Signals and procedures

4-39

visual landing aids system (MOVLAS)

drill

5-26, 5-55

Suspend (ICCS)

4-42

Normal operations with the advanced

Procedures under emergency conditions

4-45

recovery control (ARC) system installed

5-31

Removing aircraft from catapults

4-45

Operation of the JP-5 system

8-5

Signals and procedures

4-42

Preparations for recovery with the advanced

System:

recovery control (ARC) system installed

5-31

Approach with the advanced recovery

Voice communication system failure . . .

5-23, 5-54

control (ARC) system installed

5-36

Approach with the advanced recovery

control (ARC) system installed and

operating in degraded mode 1

5-59

Approach with the advanced recovery

T-45

4-8

control (ARC) system installed and

Tanks:

operating in degraded mode 2

5-64

ARC system sensor malfunctions

Filling the JP-5 tanks

8-5

and faults

5-55

Filtering, settling, sounding, stripping, and

Aviation fuels operational sequencing

use of service tanks

8-6

system (AFOSS)

8-1

Use of service tanks

8-6

Brake system

7-17, 7-18

Taxi for launch

7-7

Catapult lube oil system

8-7

Catapult lubricating oil system

8-1

Taxiing/spotting aircraft on catapults

4-19, 4-29

Crosscheck system degraded modes of

Tensioning aircraft

4-21, 4-31

operation (for ships with arresting gear

Test:

service change 440 installed)

5-30

Record of test results

8-10

Crosscheck system sensor malfunctions

(for ships with arresting gear service

Test result action

8-10

change 440 installed)

5-27

The aircraft handling officer (ACHO)

2-4

Degraded mode operations with the

advanced recovery control (ARC) system

Tiedown:

installed

5-57

Aircraft jacking tiedown security

2-14

Degraded retract mode operations with

Tiedown assemblies

7-15

the advanced recovery control (ARC)

Tiedown requirements

2-14

system installed

5-67

Topside

5-1

Description of the aviation fuels system

8-1

Flight deck communications system

Topside safety petty officer (TSPO)

1-5

(FDCS)

7-15

Training

2-2

Improved Fresnel lens optical landing

system (IFLOLS)

B-5

Training requirements

3-1

Index-15

ORIGINAL

NAVAIR 00-80T-120

Page

No.

Type of flight quarters

3-3

Dearming

11-6

Flight quarters

3-3

Emergency procedures

11-9

Flight quarters for respot

3-3

Hung/unexpended weapons

11-6

Helicopter flight quarters

3-3

Intent to launch weapons

11-5

Maintenance on loaded aircraft

11-8

Weapon definitions

11-1

Weapon loading/downloading

11-3

Weapon movement

11-2

Use of service tanks

8-6

Weapons handling procedures

(all air department)

J-5

Wearing of flight deck uniforms

3-6

Visual landing aids crew

1-6

Weight:

Basic weight

4-12

Voice communication system failure

5-23, 5-54

Confirming aircraft gross weight

4-16

Constant run-out control valve weight

setting malfunctions

5-23

Fuel weight

4-12

Waist catapult launch restrictions

4-18

Weight chits

4-12

War emergency bulletins

4-4

Watch out for others

1-7

Watch out for yourself

1-7

Your responsibilities

1-7

Weapon handling procedures

11-1

Continuing review of practices

1-7

Abort/strikedown

11-8

Watch out for others

1-7

Arming

11-4

Watch out for yourself

1-7

Index-16

ORIGINAL

NAVAIR 00-80T-120 CVN FLIGHT/HANGAR DECK NATOPS MANUAL (15 DECEMBER 2010) - page 3