CHAPTER 4

AIRCRAFT HANDLING ABOARD AMPHIBIOUS SHIPS

The general purpose amphibious assault ship (LHA), the amphibious assault ship, multipurpose (LHD), and the amphibious transport dock (LPD) play an important role in amphibious operations. They transport and land troops and essential equipment and supplies, using embarked transport helicopters, landing craft, and amphibious vehicles. The air-capable ship (ACS) are all ships other than carrier, fixed-wing aircraft, nuclear (CVN) or LHA/LHD from which aircraft can take off, be recovered, or routinely receive and transfer logistic support. The LHA class is a general-purpose amphibious assault ship. The ship has the general profile of an aircraft carrier with its superstructure to starboard, flight deck, deck-edge aircraft elevator to port and aircraft elevator aft stem centerline, and well deck for landing craft. These ships often operate with one Newport class landing ship tank (LST) and one amphibious transport dock and one LPD. This combination of ships can land a USMC battalion landing team with all equipment, using advanced automation. An LHA can carry AV-8B Harrier vertical takeoff (VTO) and/or short takeoff (STO) and landing aircraft as well as the usual helicopters. The LHD is the Navy's newest multipurpose amphibious assault ship. It has the general profile of an aircraft carrier with its superstructure to starboard, flight deck, and aircraft deck-edge elevators to port and starboard. It also has a well deck for landing craft. The LHD can transport and operate AV-8 and MV-22 vertical short takeoff and land (V/STOL) aircraft as well as helicopters.

The LPD is capable of launching or landing two helicopters at the same time. The newer LPDs have retractable hangars that can accommodate one helicopter. When air transportation of the ship's combat troops and equipment to the beach landing area is desired, the LPD usually teams up with and uses the helicopters from the larger deck amphibious ships. When serving on an LHA, LHD, or ACS, as an aviation boatswains mate handler (ABH), you are generally assigned to the flight deck (V-1) or the hangar deck (V-3) division. When serving on an LPD, air department has only one V division, and usually all aviation ratings are assigned to this division. Your duties aboard LHA, LHD, or ACS ships can include helicopter and V/STOL operations, supporting mine countermeasures, and operation of related shipboard ground handling and firefighting equipment.

LEARNING OBJECTIVES

When you have completed this chapter, you will be able to do the following: 1. Identify the requirements and procedures for aircraft handling aboard amphibious ships. 2. Describe the procedures for securing aircraft aboard amphibious ships. 3. Demonstrate the standard helicopter handling signals used aboard amphibious ships. 4. Identify safety precautions associated with helicopter and V/STOL operations. 5. Determine safety hazards associated with aircraft refueling and arming/dearming evolutions.

NOTE All reference towards LHA class ships in this manual is in

reference to USS TARAWA (LHA 1) class ships.

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6. State the composition and organization of the integrity watch team. 7. Identify the equipment requirements of the integrity watch team. 8. Identify flight quarters preparation requirements. 9. Interpret the deck status beacon signals. 10. Demonstrate familiarization with launch and recovery operations.

AIRCRAFT HANDLING PROCEDURES

When NOT at flight quarters, personnel at sea who are designated by the aircraft handling officer (ACHO) may authorize the movement of aircraft. In port, the air department duty officer may authorize the movement of aircraft. To be an effective aircraft director, you must have pride in your work and confidence in your ability. You must be thoroughly trained in all procedures involving aircraft movement and security. You must know the proper signals, when to give them, and how to allow for delayed reaction on the part of the plane captain (PC) and tractor drivers, and you must be a good judge of distance. Good eyesight and depth perception are required. As an aircraft director, you must understand that once qualified, your seniors will rely on you to safely and efficiently direct the movement of aircraft. The lives of your shipmates may also be at stake. An aircraft director cannot afford to gamble or take chances on inattention to duty and inefficiency. Prior to being designated as an aircraft director, you must pass a written examination administered by the V-1 or V-3 division officer. The ABH personnel qualification standard (PQS) is used in conjunction with other applicable instructions. When you become an aircraft director, the air officer will designate you in writing for that position. Personnel who are assigned to handling crews are responsible for the handling of aircraft on the flight and hangar decks. Handling crews (blue shirts) must pass a written examination administered by the V-1/V-3 division officer. This examination covers, as minimum, the applicable sections of the Naval Air Training and Operating Procedures Standardization (NATOPS) and Naval Air Systems Command (NAVAIR) manuals: the LHA/LHD NATOPS Manual, NAVAIR 00-80T-106, and the Helicopter Operating Procedures for Air-Capable Ships NATOPS Manual, NAVAIR 00-80T-122, along with the ABH PQS for amphibious ships

Movement of Aircraft

Designated aircraft directors control all aircraft movement on the flight and hangar deck. Aircraft can only be moved with the express authority of the ACHO, flight deck officer (FDO), hangar deck officer (HDO), or personnel designated by the ACHO. As an ABH, you should report to higher authority any observed unsafe practices or any condition that may affect the safety of personnel or equipment. Safety on the flight deck and hangar deck is a key responsibility of all ABHs. When the ship is at flight quarters, it is announced over the ships announcing system (1MC). The officer of the deck (OOD) ensures that all anticipated turns are passed to Primary Flight Control (PRIFLY) so they may be announced over the flight decks and hangar decks announcing systems (5MC and 3MC, respectively). It is the responsibility of the ACHO to begin a respot early enough to avoid unnecessary haste. However, when aircraft are airborne, the desirability of maintaining a ready deck as long as possible should be kept in mind. The tempo of a respot should be governed by the time available, deck stability, and prevailing wind and weather conditions. Primary consideration must be given to the safety of personnel and equipment.

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Briefing

Prior to any major respot, the ACHO briefs the FDO, HDO, and other key aircraft handling personnel. This briefing includes expected wind and deck conditions, information pertinent to handling crews and aircraft safety, and contingencies for emergencies.

Procedures

The minimum deck crew for towing an aircraft on the flight deck or hangar deck is one qualified aircraft director, at least one safety observer, a qualified tractor driver, two chock walkers/tiedown personnel, and, in the case of H-1 helicopters, one handler on the tail skid. A pilot, PC, or qualified brake rider mans the cockpit of aircraft with wheel brakes. Because skid-configured aircraft do not require chocks, squadron personnel should continuously monitor the brake actuating handle on the ground handling wheels. Duties and safety rules for movement of aircraft on flight decks and hangar decks are as follows:

1. In preparing to move an aircraft (taxi, tow, or by hand), the director ensures the following: a. The cockpit is manned by a qualified brake rider. b. All unnecessary personnel are removed from the aircraft. c. Only qualified personnel pump up the ground handling wheels for skid aircraft. d. The tow bar is securely attached to the aircraft and to the tractor, or if the aircraft is to

be moved by hand, the tow bar is properly tended by another director or specifically designated tow bar man.

WARNING When heavy weather conditions are forecast, as many

aircraft as possible should be moved to the hangar deck, and all aircraft must be secured.

WARNING On AV-8 aircraft, the brake accumulator must be

pressurized to a minimum of 2,000 per square inch (psi) using the hand pump before pushing or towing the aircraft.

WARNING

Towing of AV-8 aircraft with the engine running is prohibited. Towing of helicopters with the rotors engaged is prohibited.

On AV-8 aircraft, the nose wheel steering accumulator shall be depressurized before attaching the tow bar. The nose wheel is then free to caster 179 degrees.

When the flight deck is slick with moisture, hand pushing should not be attempted if the ships pitch exceeds 5 or roll exceeds 10.

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e. All chocks, tiedowns, power cables, and other servicing/securing devices are removed

prior to moving the aircraft. f. If weapons loading/downloading is in progress, receive assurance from the ordnance

safety supervisor that the aircraft is safe to move when weapons are concerned. g. Adequate clearance exists to ensure safe movement of aircraft. h. Safetymen are posted, as required, to ensure clearance if in proximity to other aircraft,

bulkheads, or obstructions. i. The qualified brake rider signifies he or she has checked the aircraft brakes, that

adequate braking pressure is available, and that they appear to be in working order. j. All personnel except those necessary for the move are well clear of the aircraft.

2. Before having chocks and tiedowns removed, the director calls for "brakes" and receives visual

or verbal confirmation from the brake rider in the cockpit that the brakes are being held. The aircraft's tail wheel/nose wheel is unlocked only on signal from the director. When aircraft are being moved, the following procedures will be followed:

a. Movement should be slow enough to permit a safe stop to be made within the clear space available, and in no case faster than the chock walker can walk.

NOTE

Consideration should be given to starting the auxiliary power plant (APP) before H-53 helicopters are moved. Pressurizing the utility hydraulic system with the APP will provide more positive braking action. Maximum continuous APP run time is 30 minutes in any 1 1/2 hour period. Without the APP, both the tow tractor brakes and available H-53 braking may be insufficient to prevent the helicopter from rolling because of ships motion.

The V-22 uses either the auxiliary power unit (APU) or an auxiliary brake pump to power the aircraft brake system. The auxiliary brake pump is the preferred method as it allows for better communication between the brake rider and the tow crew, but either system may be used.

Gas turbine starter (GTS) for fixed-wing aircraft is used in conjunction with the engine components.

WARNING All ordnance safety pins shall be installed in racks,

launchers, and dispensers prior to movement.

NOTE AV-8 aircraft can be chocked without danger to personnel

with the engine at idle and nozzles aft.

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b. The director ensures that he or she, or another director, is always visible to the brake rider in the cockpit.

c. Safety observers are stationed as necessary to ensure safety clearance any time an

aircraft will pass in proximity to another aircraft, bulkhead, or other obstruction. Only directors or personnel specifically designated by the FDO or HDO can act as safety observers. The safety observer and the director in control of the aircraft will either have each other in sight at all times or have a second safety observer stationed in a position to relay signals.

d. During periods of high winds or when the deck is unsteady, chock walkers should closely tend each main wheel. The brake rider should apply partial brakes as necessary to prevent excess speed from building up. When these conditions prevail, aircraft must NOT be moved by hand except in the case of extreme urgency.

e. Aircraft should only be moved with the use of aircraft handling equipment unless deck space does not allow for safe maneuvering of the equipment and the aircraft. When aircraft must be moved by hand, the movement should be against the motion of the deck. This procedure requires that the aircraft always be pushed rather than allowing it to roll with the movement of the ship.

f. Tractor drivers should not move an aircraft except under the control of a director. If a director's signal is not completely understood, the driver should stop and await further instructions.

g. Sudden stops by tractors towing aircraft should be avoided except in an emergency. h. Directors shall be equipped with whistles, which they should hold in their mouths while

controlling aircraft movement. The whistles are used to signal for brakes and chocks. i. When an aircraft with inoperative brakes must be respotted, the cockpit is not manned;

however, chock walkers should remain in position to chock the main wheels instantly if ordered. In addition, deck crewmen should be immediately available with tiedowns ready. Only the ACHO can authorize movement of aircraft with inoperative brakes.

j. As an aircraft nears its parking spot, it should be slowed to a speed that will permit an immediate stop. Directors and safety observers are responsible for maintaining safe clearance for the tractor when maneuvering in close quarters because the tractor driver must watch the director and is often unable to personally check the clearance.

k. Prior to backing aircraft to deck edge spots, chock walkers should be positioned to enable them to chock the main wheels instantly.

l. When an aircraft tow bar has to be repositioned to permit a better path of movement prior to the aircraft reaching the interim or final spot, the aircraft should be chocked and initial tie downs installed prior to disconnecting the tow bar.

WARNING Working or passing beneath a moving aircraft is extremely

hazardous and is strictly prohibited.

CAUTION Tiedowns and chocks shall NOT be removed before

attachment of the tow bar to the tractor.

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m. When moving skid configured aircraft, a qualified PC or maintenance personnel shall closely monitor the ground handling wheel actuator handle.

n. When the signal for brakes is given, the brake rider should immediately apply full

brakes. Care must be exercised to apply brakes simultaneously, particularly when the aircraft is being moved by hand. The brake signal is a sharp blast on the whistle accompanied by the standard visual signal.

o. The main wheels are chocked as soon as the aircraft stops. The director remains with the aircraft until the handling crew has completed the initial four-point tiedown. The tractor should then be unhitched, and the brake rider notified by the director that he or she can leave the cockpit. Where practicable, the tow bar should remain attached to the aircraft. The crew chief/PC inspects attached tiedowns for the required number and proper installation.

NOTE

Utilization of counterweight on the AH-1 aircraft ammo bay doors shall be done only after a proper risk assessment is completed by the aircraft handlers and supervisors to ensure that conditions are safe for use of counterweight on the ammo bay doors.

Utilization of personnel as counterweights on the AH-1 ammo bay door has potential for risk of injury. A thorough brief of the hazards and controls shall be conducted for all personnel involved prior to the towing evolution.

If personnel are utilized as counterweights on AH-1 ammo bay doors, ensure that their feet are positioned to preclude entanglement under skid. Personnel seating and disembarking shall not occur until the aircraft has come to a complete stop.

Prior to utilization of personnel as counterweights, ammo bay doors shall be visually inspected for damage and/or other defects that may compromise structural integrity. Inspection shall examine hinge, cable and all cable attach points, attachment fasteners, and the ammo bay doors. Defects and/or damage shall be repaired prior to use by personnel.

WARNING On a pitching and rolling deck, the nose of skid equipped

helicopters may pitch up and cause the tail stinger to contact the deck. AH-1 aircraft are particularly susceptible to this problem. Handlers positioned on the tailskid should

not try to counter this motion as injury may occur.

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p. When parking aircraft on the hangar deck, you should allow clearance for access to and

operation of aqueous film-forming foam (AFFF) stations and fireplugs, as well as for the operation of hangar bay doors.

q. Personnel are not allowed to ride on tractors except in the driver's seat. r. Chock walkers should only serve as chock walkers when moving and aircraft. They are

responsible for removing and installing wheel chocks and should never be used as safety observers.

NOTE Nothing herein should be construed to require any individual to place his or her personal safety in jeopardy. This practice is particularly applicable at night or during periods of heavy

weather.

WARNING Pushers shall NOT position themselves in front of aircraft

wheels.

NOTE Safety observers shall be stationed as necessary to ensure the safe clearance of aircraft and should never be used as

chock walkers.

CAUTION

Movement of aircraft by hand pushing is inherently less safe than towing by a vehicle. Pushing should only be used as a last resort or because of operational necessity. As rolling and pitching of the ship increases, so does the danger of hand pushing.

When using A/C spotting dolly (AS32A32), on CH-53E aircraft with the forward-looking infrared (FLIR) system installed, the FLIR support boom must be placed in the stow position to prevent damage to the FLIR ball. When using aircraft spotting dolly (A/S32A32) on H53 aircraft, failure to ensure adequate clearance between the spotting dolly and the aircraft may result in damage to the aircraft.

When using aircraft spotting dolly (AS32A32) on AV8B aircraft, failure to ensure adequate clearance between the spotting dolly and the centerline pylon can cause serious damage to stores, including the AN/ALQ164 Defensive Electronic Countermeasures (DECM) and AN/ALQ28 LITENING pod.

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All tractors, tow bars, chocks, and other equipment used in handling aircraft on the flight and hangar deck must be in satisfactory condition and used properly. Only equipment that has been signed out to V-1/V-3 divisions should be used to move aircraft. A preoperational check (dailies) on assigned equipment is mandatory. Chocks and tiedowns should be applied after landing upon signal from the aircraft commander and should remain attached until ready for launch. Short-duration on-deck times (when troops or material are loaded quickly) require only that the aircraft be chocked. Because of the increased possibility of the helicopter entering ground resonance, high-point tiedowns must not be installed while rotors are engaged or turning. Whenever tiedowns are applied, the pilot should be notified of the number used. After tiedowns are removed for takeoff, the chock/tiedown personnel show them to the pilot.

CAUTION The movement of aircraft shall not be attempted if sea state or the maneuvering of the ship produces excessive motion.

Should a maneuver that would result in excessive deck motion be necessary while an aircraft is being moved, an announcement of the impending turn shall be made over the 1MC etc. system in time to permit the application of

chocks and tiedowns before the turn will commence.

WARNING When the word is passed to stand by for a turn, you should exercise extreme caution while moving aircraft. Embarked

aviation units provide qualified personnel to the FDO to ensure the expeditious folding/spreading of rotor blades,

initial breakdown, and final position of tiedowns, rotor blade security, and other similar functions.

NOTE Ground resonance is a condition of geometric imbalance on

helicopters. Ground resonance is caused by offsetting dynamic forces when the helicopter makes improper

contact with the flight deck. If allowed to continue, destruction of the helicopter is imminent. Improper tiedowns

aggravate the onset of ground resonance.

WARNING On a pitching and rolling deck, the nose of skid equipped

helicopters may pitch up and cause the tail stinger to contact the deck. AH-1 aircraft are particularly susceptible to this problem. Handlers positioned on the tailskid should

not try to counter this motion as injury may occur.

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Aircraft Towing

During aircraft towing operations, the general procedure and safety precautions to be observed are as follows:

1. Ensure that all access panels and doors are closed to prevent damage to the aircraft. 2. Remove all loose objects that could fall from the helicopter during towing. 3. Ensure that a qualified person is in the cockpit to operate the brakes. The pilot or PC manning

the cockpit must remove his or her flight helmet or sound attenuators. 4. Station one person at each side of the helicopter just outboard of the rotor blade tip path to

ensure that adequate clearance exists between the rotor blades and any object in the towing path.

5. Connect the tow bar to the helicopter, unlock the nose/tall wheel, and connect the tow bar to the tow vehicle.

6. Remove all tiedowns and chocks. 7. Release the parking brake and proceed to tow. 8. Tow the helicopter smoothly, and do not use the helicopter brakes for steering.

For detailed towing instructions for a specific helicopter, always consult the applicable NAVAIR Maintenance Instructions Manual (General Information Section) for the type of helicopter to be towed. For detailed operating procedures aboard LHA, LHD, and ACS ships, you should always consult the LHA/LHD NATOPS Manual, NAVAIR 00-80T-106 and the Helicopter Operating Procedures for Air-Capable Ships NATOPS Manual, NAVAIR 00-80T-122.

Aircraft Elevators

Elevator operation is coordinated with the maneuvering of the ship. Only qualified and designated personnel should operate aircraft elevators. A director is required to supervise the elevator any time it is being raised or lowered. The director must be plainly visible to the elevator operator at all times. Elevators should NOT be operated without two-way communication, either verbal or visual, between directors and operators. Directors should position the aircraft on the elevator so that it can be towed directly off without repositioning. Tiedowns and chocks should be set prior to elevator movement. Before signaling for the elevator to be raised or lowered, the director checks the safety stanchions for proper clearance, then signals for the stanchions to be raised. The elevator operator then sounds the warning horn; checks to ensure that all personnel, aircraft, and equipment are clear; and raises the safety stanchions. As soon as the stanchions are up, the director signals for the elevator to be raised or lowered. Only under conditions of operational necessity should an elevator be lowered when the safety stanchions are inoperative. Under these circumstances, directors should be stationed near the elevator to warn approaching personnel. If the safety stanchions on the hangar deck should fail, a temporary lifeline should be rigged as quickly as possible. After the safety stanchions have been raised or the warning given, no person should attempt to board or leave the elevator.

NOTE If brakes are inoperative, station a person with a wheel chock at each main landing gear. The chocks should be

used only if an emergency stop is necessary.

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Elevators should remain at hangar deck level for as short a time as possible. An elevator carrying an aircraft to the hangar deck should NOT be lowered until it has been determined that a crew is standing by to remove the aircraft from the elevator as soon as it arrives at hangar deck level.

V-22 LHA (Tarawa Class) Elevator Transit Procedures

The V-22 is equipped with a nose landing gear hiking feature. Once activated, the nose gear hike provides adequate clearance between the aircraft and SD-2 spotting dolly to allow the spotting dolly to engage/disengage the aircraft at any angle up to and including 90off aircraft centerline. However, activating the nose landing gear hike feature reduces vertical stabilizer-to-deck clearance by up to 12 inches.

To accommodate required clearances between the aircraft and ships structure during elevator transit, and to prevent aircraft damage from occurring, separate hiking procedures must be used for V-22 transit on the LHA stern, LHA port-side, and LHD elevators. On LHA stern elevators, the tail of the V-22 will extend beyond the aft end of the stern elevator and will overhang the stern elevator bulkhead once lowered to the hangar deck. The LHA port-side elevator is governed by weight, ship pitch, and ship roll limitations. Use of the LHA port-side elevator for V-22 transit will require the aircraft to be defueled to 40,000 pounds maximum. The V-22 shall be spotted on the designated V-22 wheel boxes.

Engaging or disengaging the V-22 with the SD-2 spotting dolly, even with theV-22 nose hiked, at angles of 60 and higher during moderate and heavy weather conditions may result in nose landing gear door damage due to contact with the spotting dolly. To eliminate the potential for damage during moderate and heavy weather conditions, manually straighten the nose gear using a tow bar prior to spotting dolly engagement, or straighten the nose gear with the spotting dolly prior to disengagement with the aircraft.

WARNING Extreme caution should be exercised when deck edge

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

CAUTION LHA (Tarawa class) dimensions will not allow sufficient

clearance for the H-53E with refueling probe installed to be lowered via either elevator with the current wheel box

configurations.

NOTE Use of the LHA stern elevator for V-22 transit to/from the

hangar bay with fixed in-flight refueling (IFR) probe attached to the aircraft is prohibited. Use of LHA stern elevator for V-

22 will require the fixed IFR probe to be removed first.

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V-22 LHD Elevator Transit Procedures

After ensuring sufficient slack in the tiedown chains exists, activate the nose gear hike. The nose strut will extend on average 8 inches during nose gear hike. Use the MD-3 tow tractor and a tow bar or SD-2 spotting dolly to back the aircraft onto the LHD elevator. Spot the aircraft perpendicular to the ships centerline. After securing the aircraft, lower the elevator to the hangar bay or flight deck level. Attach the tow tractor or spotting dolly to the aircraft, remove chocks and chains, raise the nose gear of the aircraft using the SD-2 spotting dolly, and pull the aircraft into the hangar bay or flight deck for unrestricted spotting. Relieve the nose gear hike nitrogen charge to allow the aircraft to return to its normal state. This may be done any time after the SD-2 spotting dolly has spotted and disengaged the aircraft.

Aircraft Damage Reports

Any damage to an aircraft, no matter how slight, should be immediately reported to the ACHO, FDO, or HDO, who immediately reports the incident to the air officer and informs the squadron maintenance liaison representative. The aircraft CANNOT be flown until it has been inspected and declared to be in an "up" status by authorized squadron personnel. The FDO and HDO should maintain a record showing the director's name, model aircraft, bureau number, and a brief summary of circumstances for occurrences in which aircraft are damaged, regardless of the extent of damage. Reports of these occurrences are made in accordance with the Naval Aviation Safety Program, OPNAVINST 3750.6(series).

Flight Deck Safety

The ship's commanding officer (CO) is responsible at all times for the safety of embarked aircraft and personnel. The CO/officer in charge (OIC) of the aircraft squadron/detachment and the pilots of individual aircraft are directly responsible for the safety of assigned aircraft and personnel.

Operational Safety Precautions

Safety at the deck plate level cannot be understated. As an ABH, you are in a position of frontline defense in maintaining a safe workplace. Your knowledge of standard operating procedures in

CAUTION Nose gear hike must occur before the SD-2 spotting dolly

can engage the aircraft at the hangar deck level. Nose gear hike can occur prior to or after the aircraft is spotted on the

LHD elevator.

CAUTION Engaging or disengaging the V-22 with the SD-2 spotting dolly, even with theV-22 nose hiked, at angles of 60 and

higher during moderate and heavy weather conditions may result in nose landing gear door damage due to contact

with the spotting dolly. To eliminate the potential for damage during moderate and heavy weather conditions,

manually straighten the nose gear using a tow bar prior to spotting dolly engagement, or straighten the nose gear with the spotting dolly prior to disengagement with the aircraft.

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conjunction with aircraft handling and flight operations is essential. Personnel associated with flight deck operations must observe the following safety precautions:

1. While aircraft are being recovered, no personnel other than those required should be in the catwalks, on the flight deck, or on the elevators without the express permission of the air officer.

2. Personnel should NOT stand in or otherwise block entrances to the island structure or exits off the catwalks.

3. Personnel should NOT sleep or lounge on the flight deck, catwalks, galleries, or gun tubs during flight quarters.

4. Personnel should remain clear of all cargo elevator hatches and weapons mounts outlined by danger lines.

5. Personnel should NOT turn their backs to landing aircraft. 6. No director should give signals to a pilot who is being controlled by another director except in

an attempt to avert an accident. 7. During night operations, only the flight deck supervisor or launch officer should use green and

red wands. 8. Taking flash pictures during flight operations is prohibited. 9. To minimize the possibility of an aircraft landing on a foul deck, landing spot/deck edge lights

are NEVER turned on without the express permission of the air officer.

Foreign Object Damage (FOD)

All deck areas, and particularly the flight deck, shall be inspected prior to and monitored throughout flight operations to ensure that they are clear of foreign objects, such as rags, pieces of paper, line, caps, nuts, and bolts, that can be caught by air currents and subsequently cause damage to aircraft or injure personnel. The cleanliness of the flight deck, catwalks, scuppers, and hangar deck and the prevention of foreign object damage (FOD) to aircraft engines 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 petroleum oil and lubrication (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.

Air Officer

When flight quarters are sounded, the air officer shall ensure that: 1. Procedures prescribed in applicable bulletins and instructions for inspection and preparation

for operation of the optical landing aids, elevators, aviation fuel system, and crash and firefighting equipment are followed.

2. A FOD walkdown is conducted prior to flight operations. 3. Communications equipment is tested. 4. All required stations are properly manned.

Discrepancies shall be reported to the bridge as soon as they are detected. A decision to conduct flight operations when discrepancies are known to exist in any of the above equipment shall be made only by the ships CO.

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Aircraft Handling Officer

The ACHO shall be assigned as FOD prevention officer. His or her duties are to perform the following step:

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 aviation combat element (ACE) 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 ACE commander.

Flight Deck Officer

The FDO shall assist the ACHO in the performance of his duties. Additionally, the FDO shall be tasked with overall flight deck cleanliness. His or her duties shall include the following task:

1. Ensure that pad eyes, 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. 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 respotted 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 for improvements to the program.

Hangar Deck Officer

The HDO shall assist the ACHO in the performance of his or her duties. Additionally, the HDO shall be tasked with overall hangar deck cleanliness. The HDO and FDO share the same responsibility with their own areas of concern. The HDO is not responsible for scuppers, safety nets and catwalks.

WARNING Liquid FOD, such as oil or hydraulic fluid, can cause

the deck to become slippery, jeopardizing the safety of personnel working on or moving aircraft on the flight deck and hangar deck. Measures to minimize liquid FOD, including the use of drip pans wherever practicable, should be taken at all times. Spills and leaks shall be cleaned immediately.

Dumping of trash during flight operations creates a serious FOD hazard. Dumping of trash shall be secured prior to flight operations and not resumed until flight operations are completed.

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Aviation Fuels Maintenance Officer

The aviation fuels maintenance officer shall provide the FOD team with two fuel spill carts.

ACE Commanding Officer

The ACE CO, through the ACE maintenance officer, shall implement and supervise FOD and spill prevention training programs for ACE personnel. The focus of the training is to stress points such as tool control and policing ALL aircraft operational/maintenance areas for FOD and liquid FOD along with the associated maintenance equipment and materials used. A dedicated spill tiger team shall be provided to immediately respond to clean up large spills. The ACE is responsible for the cleanup of all POL and liquid FOD from aircraft/aircraft maintenance, associated support equipment utilized, and fuel spills. Landing Signal Officer (LSO)

The landing signal officer (LSO) is responsible for the safe and expeditious launch and recovery of AV-8B aircraft aboard ship. The primary responsibility for determining acceptable pilot performance in a carrier approach rests with the LSO. It is his or her responsibility to wave off aircraft that are not in an acceptable approach position to permit a safe landing. The LSO shall be directly responsible to the ships CO, through the air officer, for the performance of his or her LSO duties aboard ship and shall keep the air officer informed of his or her whereabouts during flight quarters. The air officer and the assistant air officer shall be trained by the squadron to provide assistance as required. The LSO shall ensure that all the equipment and personnel requirements as defined in V/STOL Shipboard and Landing Signal Officer NATOPS Manual, NAVAIR 00-80T-111 have been met before beginning AV-8B shipboard flight operations.

Flight Deck Supervisor

The flight deck supervisor shall be a qualified flight deck fly petty officer, leading petty officer, or chief petty officer. He shall report directly to the air officer for the performance of aircraft launch duties. The flight deck supervisor shall be thoroughly familiar with each type of aircraft and be able to recognize proper and improper aircraft functioning just prior to launch.

Landing Signal Enlisted (LSE)

The landing signal enlisted (LSE) under the supervision of the air officer is responsible for visually signaling to the helicopter, thus assisting the pilot in making a safe takeoff and/or approach and landing on the ship. He or she is responsible for directing the pilot to the desired deck spot and for ensuring general safety conditions of the flight deck area, to include control of the flight deck crew. The LSE shall ensure that on signal, helicopters are safely started, engaged, armed, launched, recovered, dearmed (safed), and shut down and that all tiedowns are removed prior to liftoff and secured after landing. His signals are advisory in nature, with the exception of waveoff and hold, which are mandatory. Fixed-Wing Launch Officer

The fixed-wing launch officer has been trained by aircraft squadron or qualified ships personnel and is designated in writing by the ships CO. He or she shall report directly to the air officer for the performance of launch duties. The launch officer shall be thoroughly familiar with the NATOPS flight manual and/or shipboard operating bulletin for the specific type of aircraft and be able to recognize proper and improper aircraft functioning just prior to launch.

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Helicopter Safety Precautions

Helicopter operations bring on their own special precautions and safety considerations. Whenever you are involved in helicopter operations, the following safety precautions will be observed:

1. Personnel should NOT approach or depart a helicopter while rotors are being engaged or disengaged.

2. Helicopters should NOT be taxied on the flight deck. 3. Helicopters should NOT be towed or pushed while rotors are engaged. 4. Helicopters should NOT be launched or recovered, and rotors should NOT be engaged or

disengaged while the ship is in a turn.

5. A helicopter should NOT be flown over another aircraft on launch. 6. Only spots that afford visual reference to the deck should be used for night helicopter

launches. 7. Personnel required to be in the area of operating helicopters should exercise extreme caution

and observe the signals/directions of the LSE or the combat cargo representative as appropriate.

8. Dual-engine helicopters should NOT be intentionally hovered with just one engine over a deck spot. If topping checks cannot be performed in contact with the deck, they must be performed in flight at an appropriate altitude.

9. Any helicopter being towed should have cargo ramp (if so equipped) in full-up position.

WARNING Rotor downwash created by the H53E and V22 aircraft is

greater than that produced by any other fleet helicopters. Potential downwash hazard may extend as much as 300 feet from a CH53E or MH53E.

Under zero wind conditions, maximum average velocities for H53E aircraft occur at 49 feet from the rotor center (1.25 times rotor radius) and can vary from 50 to 95 knots, depending on aircraft gross weight.

The downwash of the H53E and V22 aircraft is sufficient to blow aircraft chocks, tiedown chains, and tow bars about the deck or overboard and can cause possible personnel injury or death. The presence of high relative winds may increase the hazardous effects of turbulence from rotor downwash to personnel and equipment not secured to withstand these wind velocities.

The H-53E has inherent potential for generating severe electrical shock because of its greater power/load lift capacity. During flight/hover, buildup of shock potential is essentially instantaneous once grounding is removed. The static discharge device (grounding wand) and insulated gloves, with a minimum of 20,000 volts protection, shall be used when working with the H-53E.

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10. The APU/APP shall be monitored continuously by a qualified person whenever it is in operation.

11. V22 launch and recovery operations should not be conducted from spots immediately behind unsecured light- or medium-lift tail rotor aircraft. If V22 launch and recovery operations are required from spots immediately behind unsecured light- or medium-lift tail rotor aircraft, consideration should be given to securing the aircraft with initial (fourpoint) tiedowns and increasing the wind over the deck.

Fixed-Wing Aircraft Safety Precautions

The V/STOL aircraft engines are extremely susceptible to FOD. The engine can ingest any debris in the vicinity of the aircraft. Ingestion may cause the loss of an engine and possibly result in loss of the aircraft. Foreign objects that are propelled by aircraft jet blast can blind personnel. Exhaust gases from V/STOL aircraft have tremendous speed and impact force. Special precautions should be taken to remove or thoroughly secure all loose items, such as missile/gun director covers, deck drain covers, life raft covers, or pad eye covers, which are near the landing area or the approach path. Figure 4-1 shows the danger areas for flight deck personnel from AV-8B jet efflux for start and idle, STO, and VTO.

Taxiing while in a sharp turn under heavy gross weight coupled with a rolling deck could pinch the outrigger tire to the point of deflation. This problem can be solved by pumping the brakes and momentarily straightening the turn to ease the strain on the outrigger and tire. Except in emergencies, the aircraft nozzles shall not be rotated downward unless the pilot is directed by the taxi director or the launch officer.

WARNING Helicopters landing behind engaged tail rotor aircraft shall

not conduct cross-cockpit takeoffs or landings for LSE safety.

WARNING Because of the flexibility of rotor blades, the plane

captain/LSE shall direct the helicopter from a position outside the rotor diameter. No personnel shall walk under the rotors until the rotors have either stopped or come to full speed. Additionally, personnel shall enter and exit only upon direction from the plane captain/LSE after clearance is received from the aircrew.

Because H60 rotor arc can dip as low as 4 feet above the flight deck, all personnel shall enter and exit the rotor arc at the 3 or 9 o'clock position.

NOTE Safe parking line is only for AV-8 clearances during fixed-

wing operations.

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Figure 4-1 Danger areas to flight deck personnel from the AV-8B.

When aircraft are still packed awaiting deck spotting, preflight inspection shall be completed to the maximum extent possible. All pre-flights shall be completed 30 minutes prior to launch time, and pilots shall be strapped in the aircraft with the prestart checklist completed as far as possible.

NOTE AV-8 aircraft can be chocked without danger to personnel

with the engine at idle and nozzles aft.

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Pilots shall be called away early enough to permit a normal preflight inspection, start, warm-up, and completion of, takeoff checks for Conditions I and II, by the time specified in the air plan for the required readiness condition. The aircraft shall be placed in the appropriate readiness condition after the pilot declares it ready for flight. The four readiness conditions will be discussed later in this chapter. The OOD shall ensure that the rescue boat is fully prepared and that the boat crew is detailed and available for launch. The air officer shall ensure that obstructions such as weapons, antennas, cranes, flagstaffs, and lifelines are lowered, trained clear, or unrigged.

Tiltrotor Safety Precautions

1. The maximum safe relative wind conditions for folding or unfolding the propeller (PROP) rotor blades and wing stow/unstow is 45 knots from any quadrant.

2. In the event of an aircraft requiring respotting in the flight-ready position, the aircraft can be towed and manually folded, if required. Other aircraft can launch and recover on spots forward and aft of an aircraft in all configurations.

WARNING During fixed-wing operations, a large volume of high-

velocity gas is emitted downward from the exhaust nozzles. This downwash strikes the flight deck and flows horizontally above the deck and creates dangerous conditions for the flight deck crew. Personnel movement in this high-velocity blanket is impeded very little and is similar to walking in a swift stream of knee-deep water. However, should a flight deck crewman fall, there is a high risk of being blown overboard.

The jet efflux produced during vertical operations will exceed 200 F (93 C) at a distance of 25 feet from the center of the landing spot when the AV-8 is below 10 feet. Flight deck personnel shall remain clear of this area during takeoffs and landings. Additionally, flight deck personnel shall remain clear of the wing tips, nose, and tail area because of the jet blast danger from the reaction control ducts (there is no blast from the reaction control ducts with nozzles aft). The reaction control ducts also present a hazard with the engine off in that they have sharp edges and retain heat after the aircraft is shut down.

The blast patterns of the AV-8 create a hazard not only to personnel and equipment on the deck but also to the aircraft itself. All FOD must be cleared from the flight deck and from all pad eyes and catwalks prior to AV-8 operations. All equipment, such as warning signs, hoses, and hatches, must be securely fastened down.

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3. Ensure adherence to launch and recovery spot limitations as defined in the LHA/LHD NATOPS

Manual, NAVAIR 00-80T-106, and Helicopter Operating Procedures for Air-Capable Ships NATOPS Manual, NAVAIR 00-80T-122.

4. Position the LSE inboard of the vertical lineup line and maintain a safe distance inboard of the vertical lineup line.

5. Deck heating mitigation procedures:

1. With an operable Coanda exhaust deflector system, retard over-deck engine toward idle (~84% Nr) within 10 minutes of engine start or landing.

2. With an inoperable Coanda exhaust deflector system on the over-deck engine, launch aircraft or shut down over-deck engine within 5 minutes of engine start or landing.

3. With an inoperable Coanda exhaust deflector system on the over-water engine, aircraft shall launch or shut down over-water engine within 5 minutes of engine start or landing. If aircraft remains on deck, aircraft shall shut down over-deck engine within 10 minutes of engine start or landing.

6. V-22 launch and recovery operations should not be conducted from spots immediately behind unsecured light or medium-lift tail rotor aircraft. If V-22 launch and recovery operations are required from spots immediately behind unsecured light or medium-lift tail rotor aircraft, consideration should be given to securing the aircraft with initial (four-point) tiedowns and increasing the wind over the deck.

WARNING The LSE experiences intense downwash as MV-22 aircraft

cross the deck edge; danger of being blown overboard during left seat landings exists if the LSE is positioned too close to deck edge. The LSE should be positioned inboard of the vertical lineup line to prevent being blown overboard

during left seat landings. Right seat landings will be conducted from the normal LSE position.

WARNING Personnel burns from the exhausts and ducts of the AV-8 and V-22 aircraft are a hazard. Launch officers shall wear gloves during launches to prevent pad eye burns to the

hands.

WARNING Helicopters landing behind engaged tail rotor aircraft shall

not conduct cross-cockpit takeoffs or landings for LSE safety.

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For all flight operation, the following procedure shall take place:

1. The air officer shall clear the flight deck of all unnecessary personnel. 2. The FDO shall ensure that mobile crash and firefighting equipment is manned and ready. 3. The OOD shall display HOTEL/FOXTROT at the dip and a red deck signal to PRIFLY. 4. The OOD shall maneuver the ship to obtain favorable wind conditions, which is intended to

mean within the established wind limitations. However, whenever possible, optimum winds shall be provided. Wherever environmental conditions or ship motion dictates, these wind limitations shall be reduced to provide safe engine start, engagement/disengagement, launch, and recovery winds. Squadron/Detachments CO/OICs shall ensure limitations more restrictive than that established by NATOPS are discussed and agreed upon with the ships CO.

Weapons Handling

Arming

Weapons arming shall be conducted in a designated arming area. When forward-firing weapons are involved and the NAVAIR weapons/stores loading checklists/stores reliability cards (SRCs) so

CAUTION V-22 high exhaust temperatures can cause long-term fatigue damage to deck plating. Failure to follow deck

heating mitigation procedures may result in permanent damage to the flight deck.

CAUTION A combination of relative winds and rotor downwash during the landing of a helicopter/tiltrotor immediately adjacent to a

spot occupied by a shutdown helicopter not folded or secured by rotor blade tiedowns may cause rotor system damage to the shutdown helicopter. Rotor blade tiedowns alone may not be sufficient to preclude rotor blade flapping

and subsequent damage.

CAUTION The aircraft may shift during wing stow/unstow operations. Ensure all tiedown chains are installed with sufficient slack to allow aircraft to shift during wing movement. Damage to

the aircraft tiedown fittings may occur.

NOTE In the event of an aircraft requiring respotting in the flight-

ready position, the aircraft can be towed and manually folded, if required. Other aircraft can launch and recover on

spots forward and aft of an aircraft in all static configurations.

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require, the area ahead of the aircraft shall be clear and maintained clear until completion of the launch. Arming shall be conducted only while the aircraft is at a complete stop and control of that aircraft has been turned over to an arming crew supervisor. All arming signals shall be in accordance with Aircraft Signals NATOPS Manual, NAVAIR 00-80T-113. Arming of helicopters shall be conducted after the pilot has signified he or she is ready for takeoff and after tiedown chains/chocks are removed. Arming of fixed-wing aircraft with forward-firing ordnance shall be conducted after the launch officers initial walk around inspection and prior to commencing launch procedures. Exit paths for each type of aircraft shall be formalized by the air gunner/ordnance officer or air boss to provide the least hazard to arming crewmembers.

Dearming

A designated aircraft dearming supervisor shall be positioned on the flight deck during recovery operations to ensure coordination between the LSE/aircraft director and the dearming crew. He or she shall indicate to the LSE/director those aircraft that require safing before being moved or shut down. Fixed-wing aircraft landing with hung weapons (attempt made to fire) and/or forward-firing weapons shall be safed as soon as practicable after landing. Helicopters shall be dearmed before chain tiedowns are installed. They shall be safed in accordance with NAVAIR weapons/stores loading checklists/SRCs and/or explosive ordnance disposal (EOD) emergency procedures. Aircraft landing with unexpended weapons shall have weapons safed in accordance with NAVAIR weapons/stores loading checklists/SRCs and in all cases prior to commencement of any postflight checks or refueling of the aircraft.

Weapons Handling Procedures

Airborne weapons handling evolutions introduce a degree of risk 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. COs shall continually weigh the requirements to perform each weapons evolution against the additional risk that is being interjected and accept only those evolutions in which the need clearly outweighs the risk. Breakout and movement of ordnance for assembly requires preplanning and close coordination between weapons personnel and the air department so that ordnance will be assembled and delivered to the flight deck in sufficient time and quantity to meet the air plan. Back loading requires the same coordination, but timing becomes less critical. The aviation ordnance officer is responsible for breakout of the aviation ordnance specified in the air plan. In conjunction with the squadron ordnance officer, he or she shall determine the times, quantities, and types of aviation ordnance that will be delivered to the assembly area so assembly and further movement may proceed in a safe and timely manner. The aviation ordnance officer is responsible for the movement of ordnance from the magazines to the assembly area and from the assembly area to the flight deck. The air officer is responsible for the safe movement on the flight deck, utilizing crews supplied by the embarked squadron. Ships aviation ordnance personnel shall be responsible for movement of ordnance from magazines to assembly

WARNING To avoid exposure to aircraft intake/exhaust, rotors, and

exhaust end of missile/rocket motors, arming crews should use extreme caution when exiting an armed aircraft.

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areas. Embarked personnel may assist as necessary. Ships aviation ordnance personnel shall be required to assemble and move all weapons from the assembly area to staging areas. Embarked personnel shall move all weapons from staging areas to aircraft. Movement shall be via a direct and safe route.

Weapons Loading/Downloading

Compliance with weapons requirements contained in the air plan demands close coordination between the ACHO, the ships aviation ordnance officer, the squadron ordnance personnel, and the squadron maintenance liaison officer. The squadron ordnance officer is responsible for advising the squadron maintenance liaison officer, as early as possible, of any special requirements or considerations that apply to loading of selected aircraft. The squadron maintenance liaison officer shall ensure the ACHO is apprised of any peculiarities in special requirements, configuration, or status that may make certain aircraft unassignable for particular types of weapons loads. The ACHO shall designate the aircraft to be loaded after coordination with squadron maintenance representatives. He or she 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, downloading of weapons and preloaded triple ejector racks (TERs), and installation of fuses and arming wires on the same aircraft is not authorized. Helicopter no-voltage checks shall be made after normal rotor engagement when the electrical system is on aircraft power.

The signal to commence no-voltage checks shall not be given until the copilots hands are in view of the flight deck ordnance safety supervisor and acknowledgment by the pilot is received. Any deviations from the above procedure shall be in accordance with the authorized weapons checklist concerned.

WARNING Loading/Downloading and oxygen servicing, other

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

Loading of forward-firing ordnance requiring simultaneous and/or prior electrical connections for loading is not authorized while fueling of that aircraft is in progress. No other electrical connections to weapons or removal/installation of impulse cartridges shall be accomplished while fueling of that aircraft is in progress. Fuel hoses shall not be positioned under weapons being loaded/downloaded.

Aircraft to be loaded with rockets and/or missiles should be positioned so that accidental discharge will not endanger personnel, the ship, or other aircraft.

NOTE The flight deck is always the preferred area to

load/download aircraft.

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Loading limited amounts of weapons on the hangar deck may be authorized by the ships CO when the operational necessity 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 schedules for the next launch or on an alert condition and is restricted to the particular weapons indicated on page F-1, appendix F of the LHA/LHD NATOPS Manual, NAVAIR 00-80T-106. The EOD representative shall be immediately available on the flight deck during all launch and recovery operations involving fused ordnance. The EOD representative, the designated air gunner, and the designated squadron ordnance representative shall be equipped with an SRC-22 (or equivalent) communications set during launch and recovery operations. Prior to commencing operations involving hazards of electromagnetic radiation to ordnance (HERO) susceptible ordnance, the ship shall ensure the proper HERO condition is set. A visual display (blue HERO beacon or lima flag that is yellow/black checked) indicating the HERO condition in effect shall be prominently displayed so that assembly, flight deck, and hangar deck ordnance personnel can readily ascertain the HERO condition status at all times. The OOD shall make appropriate announcements over the ships general announcing system for the setting and cancellation of HERO/emission control (EMCON) Zip-Lip conditions. A designated aircraft dearming supervisor is positioned on the flight deck during recovery operations to ensure coordination between the LSE, the aircraft director, and the dearming crew. This supervisor indicates to the LSE/director those aircraft that require safing before being moved or shut down. All V/STOL aircraft landing with hung weapons and/or forward-firing weapons are safed as soon as practicable after landing. Helicopters must be dearmed before chain tiedowns are installed. The aircraft safing signals are in accordance with the Aircraft Signals NATOPS Manual, NAVAIR 00-80T-113.

Aircraft Refueling

Pressure refueling with aircraft shutdown is the normal procedure. The aircraft is completely shut down, and only the PC, refueling party, and fire party need to remain on station. Additional information on pressure refueling can be found in the applicable aircraft NATOPS flight manual. Aircraft shall normally be fueled as soon as possible after recovery. Each crew chief/PC shall notify the aviation fuel petty officer or aviation fuel control talker in flight deck control if it becomes apparent that the fueling crew has missed his or her aircraft. The crew chief/PC shall also request that his or her aircraft be topped off as necessary after a maintenance turn-up. Aircraft shall be fueled in accordance with the direction from the squadron maintenance liaison officer. In the event the squadron desires a fuel load other than that specified in the air plan, a request shall be made to air operations that the air plan be changed to show the fuel load desired. Requests for the defueling of aircraft for maintenance purposes shall be made to the aircraft handler via the maintenance liaison officer. Fueling shall be conducted in a manner that will cause minimum interference with aircraft respot. Prior to the recovery, fueling crews shall be standing in or near their stations to break out hoses and start fueling aircraft. Aircraft and fuel hoses shall be properly grounded before fueling, and all ground wires shall be removed after fueling is completed. The aviation fuel officer shall ensure that the appropriate smoking lamp condition is set before fueling or defueling.

WARNING During aircraft arming and dearming, the area ahead of and

immediately behind the aircraft must be kept clear.

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The crew chief/PC shall ensure correct fuel load and security of the filler caps. The fuel control talker maintains the fuel status board in flight deck control. This board shall list each aircraft on board and show its exact fuel load.

Hot Refueling Procedures

Aircraft equipped for pressure refueling may be hot refueled during training, operational, and combat situations. Hot refueling is NOT to be used on aircraft that require gravity refueling. During hot refueling, the LSE/director should ensure the following conditions:

1. The LSE/director is positioned where the pilot can be seen, fueling station operator, and nozzle men.

2. All refueling personnel, equipment, chocks, and tiedowns are clear before giving the taxi/launch signal to the pilot.

3. The AV-8B aircraft may be hot refueled with the canopy open at the pilots discretion.

Hot Refueling Safety Precautions (Helicopter)

The procedures for hot refueling shall be in accordance with the Naval Ships Technical Manual and applicable aircraft NATOPS flight manuals. The aircraft shall be chocked and the initial tiedown applied. Tiedown crew shall remain clear of helicopter rotor arc in the vicinity of the aircraft during hot refueling operations. They shall remain immediately available for rapid breakdown should an emergency launch be required. All personnel movements from one side of the aircraft to the other should be via the nose. Under no circumstances should personnel work in proximity to a tail rotor. Any passengers on board the aircraft should be debarked prior to commencement of hot refueling. All refueling personnel, equipment, chocks, and tiedowns should be clear before the taxi/launch signal is given to the pilot.

Flight Operation

Personnel engaged in flight operations should wear appropriate safety helmets, sound suppressors, safety goggles, flight deck safety shoes, long-sleeve shirts/jerseys, and life vests. Flight quarters clothing should conform to the colors and symbols prescribed in Table 4-1.

NOTE Hot refueling on aircraft that require gravity refueling is not

authorized.

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Table 4-1 Flight deck uniforms

PERSONNEL HELMET* JERSEY JERSEY/FLOAT COAT SYMBOLS Aircraft Handling Crew/Chockmen Blue Blue Crew Number Aircraft Handling Officers, Chief Petty Officers (CPO), Leading Petty Officers (LPO)

Yellow Yellow Billet Title

Elevator Operators White Blue E LSE (Crew Directors) Yellow Yellow Crew Number Squadron Maintenance Crews Green Green Black Stripe and Squadron Designator Medical White White Red Cross Messengers and Telephone Talkers White Blue T Ordnance Red Red Black Stripe and Squadron Designator/

Ships Billet Title Photographers Green Green P Plane Captains Brown Brown Squadron Designator Crash and Salvage Crews Red Red Crash/Salvage Tractor Driver Blue Blue Tractor AIMD Maintenance Crews Green Green Black Stripe broken by abbreviation of

specialty, that is, P/P (Power Plants) Aviation Fuel Crew Purple Purple F Aviation Fuel Officer Purple Purple Fuel Officer Combat Cargo White White Combat Cargo Safety Observer White White Green Cross NOTES:

1. The life preserver, vest type, U.S. Navy, Mk 1, is designed for prolonged wear while engaged in flight deck activity and is available in colors identical to those listed above.

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- by 6-inch piece (or equivalent) on the front shell.

3. Helmets shall have a 2-inch piece of Velcro on the left shell and Velcro on the survival light. 4. Combination cranial helmets marked with three vertical reflective international orange stripes, 1 inch

wide, evenly spaced, placed on top of white reflective tape, shall be worn by the following personnel: a. All officers b. Flight and hangar deck chief petty officer and leading petty officer c. Crash and salvage chief petty officer and leading petty officer d. EOD team members e. Squadrons ordnance officer f. Ships air gunner

5. The ordnance arming/safety supervisor at night shall have two red standard wands banded with two 3/4-inch bands equally spaced on the cones.

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

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

*Combination cranial.

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During flight operations, only essential personnel are allowed on the flight deck. All others should remain clear of the flight deck, catwalks, and gun tub areas. Personnel may view flight operations only from an area designated by the CO. Personnel engaged in flight operations should wear appropriate safety helmets, sound suppressors, safety goggles, flight deck safety shoes, long-sleeve shirts/jerseys, and life vests. Flight quarters clothing should conform to the colors and symbols as described. While flight operations are being conducted, personnel on exposed decks and catwalks should remove all loose items of clothing and equipment, including hats, except for approved and properly fastened safety helmets. Personnel on the flight deck should be trained to take cover immediately on command of the FDO, air officer, or launch officer. Personnel working near an aircraft should observe the aircraft carefully for any signs of malfunction, such as smoke, oil, and hydraulic leaks, and immediately report such malfunctions to the FDO or air officer. Crewmembers, passengers, and troops returning from flights should expeditiously clear the flight deck and the vicinity of the island structure exposed to flight operations. Qualified personnel must escort all passengers and troops to and from aircraft. Dawn, dusk, and night operations increase the hazards to personnel on the flight decks, and greater vigilance is required during these periods.

Flight Quarters

Flight quarters shall be set in time for all personnel to man stations and to complete preparations prior to flight operations. The following stations shall report to the OOD or air officer (as appropriate) when flight quarters are set:

PRIFLY

Hangar deck

Flight deck

Aviation fuels

Amphibious air traffic control center (AATCC)

Rescue boat detail

CAUTION The presence of high winds, high noise levels, fire

hazards, flying objects, turning rotors, taxiing aircraft intake suction, and jet blast make safety consciousness

imperative.

WARNING Smoking is NEVER permitted on the flight deck, hangar

deck, catwalks, elevators, or weather decks. Matches and cigarette lighters must NEVER be used in compartments

where fuel fumes may be present.

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Crash crew and firefighters

Medical crew

Combat information center (CIC)

Helicopter Readiness Conditions

Flight crews assigned the following alert conditions shall be called away early enough to permit normal preflight inspection, start, warm-up, and completion of the takeoff check by the time specified in the air plan for the alert condition to become effective. After the pilot declares the helicopter ready for flight, it shall be placed in the appropriate alert condition as follows:

Condition I/Alert 5 The helicopter shall be spotted for immediate launch with rotor blades spread, starting equipment plugged in, and the LSE and starting crewman and ordnance personnel ready for launch in all respects. When the word is passed to Standby for launch, engines shall be started without further instructions; however, launch shall be positively controlled from PRIFLY. Aircraft should be airborne within 5 minutes of order to launch.

Condition II/Alert 15 The same conditions apply as for Condition I, except that flight crews are not required to be in the helicopter and rotor blades may be folded or tied down Aircrews shall be on immediate call. If rotor blades are folded, the blades shall be run through an unfold/fold cycle to ensure operability. Aircraft should be airborne within 15 minutes of order to launch.

Condition III/Alert 30 The main rotor blades may be folded and the helicopter need not be in position for immediate launch; however, it must be parked to allow direct access to a suitable launch spot. A tow bar shall be attached to the helicopter, and a specific LSE, tractor driver, handling crew, and starting crewman shall be designated and assigned to each helicopter. These personnel must be thoroughly briefed so that when the order is given to prepare to launch, the helicopter can be safely and expeditiously moved into position and readied for launch. Flight crews shall be in the ready rooms or working spaces, in flight gear, and prebriefed for the launch. Aircraft should be airborne within 30 minutes of order to launch.

Condition IV/Alert 60 This condition of the helicopter is similar to Condition III, except that minor maintenance may be performed if no restoration delay is involved. The aircrew shall be designated and available. Aircraft should be airborne within 60 minutes of order to launch.

Fixed-Wing Readiness Conditions

Pilots shall be called away early enough to permit a normal preflight inspection, start, warm-up, and completion of takeoff checks for Conditions I and II by the time specified in the air plan for the required readiness condition. The aircraft shall be placed in the appropriate readiness condition after the pilot declares it ready for flight. The four readiness conditions are discussed in the following paragraphs.

Condition I/Alert 5

The aircraft shall be spotted in the launch position or in a position that affords a clear route to the launch position. The aircraft shall be secured by the initial four-point tiedown, unless otherwise

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directed by the ACHO. Any necessary equipment shall be plugged in. A plane director, starting crewman, PC, required plane handlers, and ordnance personnel shall stand by the aircraft. The aircrafts pilot shall be ready for flight in all respects, with parachutes, safety belts, shoulder harnesses, radio leads, and other personal equipment attached and adjusted as in flight. The launching crew shall be on station and alert. Launching accessories shall be on deck and ready for immediate use. When directed, the air officer shall pass the order over 5MC to launch Condition I aircraft. Aircraft and flight deck crews shall, without awaiting further instructions, go through the normal start and prelaunch procedures. The LSO shall man the tower, and the air officer shall have all recovery aids energized. As preparations are made for the launch, the air officer shall relay wind information to the launching officer and an initial vector, if available, to the pilot. He or she shall obtain permission from the bridge to launch. When all conditions are satisfactory, PRIFLY shall turn on the green rotating beacon, clearing the launch officer to launch.

Condition II/Alert 15

All provisions for Condition I apply, except that flight crews are not required in the aircraft. They shall, however, be on the flight deck near their aircraft or inside the island structure at the flight deck level.

Condition III/Alert 30

Flight crews shall be in full flight gear, briefed, and standing by in the ready rooms or working spaces. Starting equipment shall be immediately available, and flight deck and launching crews shall be standing by near the stations.

Condition IV/Alert 60

All provisions for Condition III apply, except that minor maintenance may be performed on the aircraft if no delay in launch is involved.

APU/APP/ Gas Turbine Starter (GTS) Start

When aircraft are spotted on the flight deck, pilots shall proceed with the prestart procedures and signal the LSE/director when ready to start the APU/APP/GTS and spread rotor blades. The LSE/director shall REQUEST clearance for APU/APP/GTS start from the air officer in PRIFLY via the flight deck supervisor. PRIFLY shall display a red rotating beacon and announce the following information over the 5MC: Check chocks, tiedowns, fire bottles, and all loose gear about the flight deck; helmets buckled, and goggles down; start APU/APP/GTS on LSE/director signal. The LSE/director shall RECIEVE clearance from the air officer prior to starting engines or engaging rotors. The LSE/director shall relay the clearance to the pilot before APU/APP/GTS start can be initiated. APU/APP/GTS starts may be requested while aircraft are in the parking area (slash/bone). Radios shall be turned on and set to land/launch frequency as soon as practicable after APU/APP/GTS is started. Approved shipboard firefighting equipment with appropriate length nozzles shall be manned for APU/APP/GTS or main engine starts.

CAUTION Engine/APU/APP/GTS starts, blade spread, and rotor

engagement shall not be accomplished in wind conditions exceeding individual aircraft NATOPS limitations.

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Rotor Blade Spreading

All blade spreads shall be done under the supervision of a LSE director. The pilot shall request and must be granted clearance before blade spread can be attempted. Blades shall not be spread while the aircraft is under tow or being pushed. PRIFLY shall ensure relative winds are within aircraft limitations prior to blade spread. The maximum nonturbulent winds relative to the helicopter shall be less than 45 knots from any quadrant.

Engine Starts

When ready to start engines, the pilot shall request clearance from the LSE/director by raising his or her hand and displaying one or two fingers to indicate which engine he or she wishes to start. The LSE/director shall request clearance from PRIFLY via the flight deck supervisor. PRIFLY shall ensure that winds are within limits for start/engagements, display a red rotating beacon (amber for skid-configured helicopters and V-22), and then announce clearance for engine start over the 5MC circuit. Upon signal from the LSE/director, the pilot shall start engines. The V-22 may start and wash one engine at a time in the blade fold/wing stow configuration, either on spot or in the slash/bone if nacelle exhaust is the appropriate distance from other aircraft/structures in accordance with the V-22 NATOPS.

Engaging Rotors

When ready to engage rotors, the pilots shall give the LSE the ready-to-engage signal. The LSE shall relay this request to the flight deck supervisor, who in turn shall signal PRIFLY when spotted aircraft have indicated their readiness to engage. Helicopters should not engage rotors while the ship is in a turn, except as approved by the ships CO or his or her designated representative. Anticipated wind parameters and ships heel shall be communicated to the helicopter aircraft commander prior to execution of the turn. Tiltrotors may engage or disengage their rotors in a turn within the engagement wind envelope established in V-22 NATOPS. The air officer shall ensure that proper wind conditions (wind envelope) exist for engagement. If high winds exist, rotor engagements should commence with the downwind aircraft and work upwind. When ready for engagement, an amber light shall be displayed to direct the flight deck supervisor and LSEs to give the engage signal to the pilots. Relative winds shall be provided to the pilots of all

NOTE The mechanical latching of weapons on aircraft racks/launcher shall be completed before the engines on that aircraft are started for launch.

WARNING A rotor brake failure shall be recognized as an

emergency. Prior to disengagement with a known or suspected rotor brake failure, the ship shall provide optimum winds for shutdown and a wind-milling stop of the rotor system.

Certain Army and Air Force helicopters are not equipped with rotor brakes; rotor blades begin turning upon engine startup.

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aircraft either by radio, 5MC, or hand and arm signal indicating both direction and velocity of wind. The pilot of each aircraft shall acknowledge clearance prior to attempting engagement.

Internal Cargo and Troops

Internal cargo normally moves to the flight deck staging areas via cargo elevators near the island, fixed vehicle ramps, or aircraft elevators. Loading is directed by the combat cargo officer (CCO). Internal loading will vary according to the type of aircraft, type of cargo, and deck load. The CCO shall ensure that pilots are given notification of any changes to pre-briefed cargo loads. Troops are escorted by combat cargo personnel (white shirts) to the flight deck via designated troop debark stations/shelters as directed by the CCO. Clearance shall be requested from the LSE prior to the loading/unloading troops while aircraft are turning.

Launch

The OOD shall set flight quarters in time for all personnel to man stations and complete preparations prior to flight. Communications circuits shall be manned as appropriate. The air officer shall ensure that obstructions such as weapons, antennas, cranes, flagstaffs, and lifelines, are lowered, trained clear, or unrigged. Prior to starting engines, the ACHO shall ensure a complete FOD walkdown is conducted of the flight deck and adjacent topside area.

The air officer shall clear the flight deck of all unnecessary personnel and shall require all flight deck personnel utilize appropriate flight deck clothing and equipment. Personnel may view flight operations only from an area designated by the CO. When spotting an aircraft for launch, the LSE/director/crew chief/PC) shall ensure that the parking brakes are set, wheels are chocked, tail or nose gear is locked (as applicable), and safe rotor/wing clearance exists. Chains shall be attached in accordance with applicable NATOPS or maintenance instruction manuals (MIMs). Whenever possible, aircraft should be spotted with first events on the bow in sequential flight order. Figure 4-2 shows the typical arrangements of aircraft for LHD, LHD, and ASC ships.

WARNING

Personnel shall not walk under rotor blades until theblades have stopped or come up to full speed.Clearance shall be received from the LSE beforepersonnel can pass under rotor blades.

Personnel shall not pass under tailbooms or tail rotorsof turning aircraft with the exception ofloading/unloading evolutions on H-53s.

NOTE Starting, engagement, launch, and recovery wind

envelopes shall be available for use by the OOD and air officer during flight operations.

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Figure 4-2 Typical aircraft arrangement.

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The FDO shall ensure that amphibious assault crash crane (AACC) and firefighting equipment is manned and ready. The OOD shall display HOTEL/FOXTROT flag at the dip and a red deck signal to PRIFLY. The OOD shall maneuver the ship to obtain favorable wind conditions, which are intended to mean within the established wind limitations. However, whenever possible, optimum winds shall be provided. Wherever environmental conditions or ship motion dictates, these wind limitations shall be reduced to provide safe engine start, engagement/disengagement, launch, and recovery winds. Squadron/Detachment CO/OIC in charge shall ensure limitations more restrictive than those established by NATOPS are discussed and agreed upon with the ships CO.

The ship must be maintained on a steady course and speed during rotor engagement or disengagement, taxiing, and launch or recovery operations. Deck tilt, centrifugal force, and rapidly changing wind direction or velocity affects the ability to control aircraft aerodynamically and may cause rollover. Permission must be obtained prior to the movement, engagement, disengagement, launch, or recovery of any aircraft. As the representative of the ships CO, the OOD and the air officer have supervisory responsibility for safe operations at all times. When aircraft are serviced, especially at night, extreme care must be taken to prevent overfilling of fuel tanks and spilling of oil or hydraulic fluid. Any oil, grease, hydraulic fluid, and spilled fuel should be removed from the flight deck immediately Relative wind direction and velocity shall be passed to the pilot by prearranged method (5MC, hand signal, or radio) prior to engine start or rotor blade spreading or engagement, and immediately prior to launch. Safe aircraft operations require strict adherence to prescribed wind and deck limitations; the CO may establish more restrictive limitations. Disposition of downed aircraft shall be in accordance with the prelaunch briefing. Except in case of emergency, downed aircraft shall be shut down only on signal from the LSE/director. Pilots shall remain in downed aircraft until the crew chief/PC is on hand and ready to man the cockpit (not applicable to skid-configured helicopters). A downed aircraft on deck shall be shut down expeditiously upon signal from the LSE/director. The maintenance officer or his or her representative shall inform the FDO of the nature of the trouble and also give an estimate of the time needed for repair. If the maintenance required is to be for a long duration, the aircraft will normally be put into the pack or taken below to the hangar deck. If repairs can be accomplished on deck, and succeeding launches will not be delayed, the aircraft shall be launched to rejoin the flight when placed in an UP status by the maintenance officer. Flight deck operations with rotors engaged are particularly hazardous to personnel. The tail rotor of some helicopters revolves in a vertical plane fairly close to the deck. In addition, the possibility always exists that the main rotor may strike the deck, hurling pieces of the blade outward from the helicopter with great velocity and endangering all exposed personnel. Because of this hazard, the number of flight deck personnel should be kept to the minimum needed for operations. The LSE aboard an LHA, LHD, LPD, or ship is normally stationed on a 45-foot bearing to the port or starboard side of the helicopter. He or she will stand to the port side if the pilot in control is in the left seat and to the starboard side if the pilot in control is in the right seat. Just before launch the LSE moves farther to left or right to remain in full view of the pilot.

NOTE When positioning helicopters for launch, ensure that the helicopters are moved with no undue delay to prevent

exceeding APP runtime limitations during start and run-up.

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When you are acting as LSE, you should position yourself upwind of the area in which the helicopter is to be launched and in a position similar to that for launch for a landing. The air officer directs the flight deck supervisor to have chocks and tiedowns removed. The flight deck supervisor directs the LSE/director to remove tiedowns and chocks. On signal from the LSE/director, each blue shirt removes all tiedowns and chocks from his or her side of the aircraft and then proceeds to the LSE/director and faces the pilot. Tiedowns should be carried so that they are within the view of the pilot, and shown to and acknowledged by the pilot. The LSE/director points to the chocks and the tiedowns that were removed, followed by the showing of one finger for each tiedown removed to the pilot. The pilot acknowledges by indicating the number of tiedowns and chocks seen and then replies with a "thumbs-up" signal when ready to launch.

When PRIFLY is satisfied that all conditions are ready for a safe launch, the deck condition light or lights are set to green and the launch begun. When the green deck signal is given, the LSE rechecks that the aircraft is clear of all tiedowns and the area surrounding the aircraft is clear of equipment and personnel. The LSE also checks that all airborne aircraft are clear of the launch area, and only then gives the takeoff signal to the helicopter upon direction of the flight deck supervisor. The pilot does not commence takeoff until he or she receives this signal from the LSE and the winds for launch are received from PRIFLY. Table 4-2 shows the proper flight deck status, operational commands, and display signals utilizing the rotating beacon.

CAUTION To remove tiedowns from helicopters, the tail/nose

tiedowns are removed first. The main mount tiedowns are then removed simultaneously.

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Table 4-2 Command display signals and deck status lights

EVOLUTION COMMAND DISPLAY MEANING (HELO) MEANING (AV-8) 1.Prepare to start engines: Red Deck Aft/Fwd.

Check chocks, chains, tiedowns, fire bottles, and all loose gear about the flight decks. Helmets buckled, goggles down; start APP/GTS on LSE/director signals.

Red signal in flight deck area.

Verify starting wind limitations, chocks and tiedowns in place, and boots removed and stowed. Secure all loose gear. Man fire extinguishers.

Intake blanks clear GTS wind limits met; chocks, tiedowns in place; loose gear secured. Man fire extinguishers.

2. Start engines. Start engines. Red signal in flight deck area.

Authority for responsible flight deck personnel to signal for starting engines. Ship is not ready for flight operations.

3. Engage/Disengage rotors.

Stand clear of rotors (20-second pause); engage/disengage rotors.

Amber signal in flight deck area.

Ship is ready for the pilot to engage rotor. Authority for responsible flight deck personnel to signal for engaging rotors when the immediate area is cleared. Ship is not ready for flight operations.

Squadron personnel conduct poststart checks (i.e., controls); clear exhaust areas.

4. AV-8 Engine Run-Up.

Cleared engine run-ups A/C__. AV-8 launch officer conducts water activation and aircraft configuration check.

5. Removal of tiedowns: None.

Remove all tiedowns. Not applicable.

Note:

EMCON(Red, Green, Red)

Remove tiedowns from aircraft and show to pilot. LSE points to tiedowns and shows one finger to the pilot for each tiedown removed.

6. Aircraft arm/ de-arm: Amber Deck Aft/Fwd.

Arm/Dearm aircraft. Amber/Green. LSE turns aircraft over to arm/dearm supervisor.

7. V-22/AV-8 taxi. Taxi. Any signal in flight deck area.

Authority for responsible flight deck personnel to taxi V-22/AV-8 when pilot is ready and tiedowns and chocks have been removed.

8.Launch: Green Deck Aft/Fwd.

Launch aircraft. Green signal in flight deck area.

Ship is ready in all respects for flight operation; aircraft is in safe configuration for launch. Authority for responsible flight deck personnel to launch aircraft when pilot is ready and tiedowns and chocks have been removed.

9. Aircraft approaching: Red Deck Aft/Fwd.

Standby to recover aircraft, spot ____.

Red signal in flight deck area.

Prepare designated landing area to land aircraft. Ship is not ready to recover aircraft.

10. Recover: Green Deck Aft/Fwd.

Land aircraft.

Green signal in flight dec