Be sure that steam pressure and temperature gauges read correctly for the specific type of aircraft to be launched. 6. Check that all gauges read the required pressure and that all switches are in their correct position. 7. Charge the bridle tensioner regulator to give the required tensioning force. This force must be checked daily and recorded to determine the consistency of catapult operations. 8. Check the cylinder elongation indicator gauges for the correct cylinder elongation, with no more than 1-inch difference between launching cylinders. 9. Check the pumps for proper operation. 10. Place the control console in the FIRST READY position, and check the lights on all related panels for proper operation. BRIDLE TENSIONING. —Prior to the start of the first aircraft launch during day operation, a green beacon is displayed by the Pri-Fly station to indicate all is clear for commencement of operation. With the catapult at FIRST READY and all FIRST READY (white) lights on, the aircraft is readied for tensioning. With the aircraft in position on the catapult, the director signals RELEASE BRAKES by opening and closing his or her fists several times. With one hand remaining open overhead, the director gives the TENSION AIRCRAFT signal to the catapult crew by sweeping his or her other hand across his or her chest in the direction of takeoff. When the catapult director gives the hand signal that tension is to be taken, the deckedge operator immediately presses the BRIDLE TENSION button and verbally relays the message to the console operator via the sound-powered phone by saying the words TAKING TENSION. Under normal conditions this is the last word spoken until the launch is complete. This is to prevent misunderstanding; for example, misfire, hangfire, fire. Only after correct bridle tension has been applied is control of the aircraft passed, as follows: The director, upon completing bridle tension, immediately passes control of the aircraft by pointing both hands toward the catapult officer. Once the bridle tension is completed, proceed with the launching operation as follows: NOTE Aircraft to be launched receive a preliminary engine check before being spotted on the catapult; therefore, normal operational procedure is for the catapult officer to go directly into the FULL POWER TURNUP signal after the aircraft has been tensioned. FIRING CATAPULT (FIRST LAUNCHING). — The catapult officer verifies steam pressure readings on the gauges at the center deck panel. The catapult officer observes the FIRST READY signal from the deckedge operator, and acknowledges the signal by holding two fingers overhead, hesitates, and then rotates the hand rapidly for FULL ENGINE TURNUP of the aircraft. When the catapult officer starts giving the FULL POWER TURNUP (two-finger) signal, the launching operation proceeds. The deckedge operator, observing the catapult officer’s FULL POWER TURNUP signal, immediately presses the STANDBY button. As soon as the STANDBY (green) light comes on at the deckedge panel, he or she holds two fingers overhead. The console operator, observing that the STANDBY (green) light is on at his or her console, immediately checks all gauges and lights. If everything is OK, he or she puts the catapult into FINAL READY condition. When the FINAL READY condition is reached, all FINAL READY (red) lights come on, and the launching operation continues. As soon as the FINAL READY (red) light comes on at the deckedge panel, the deckedge operator immediately holds both hands open above his or her head. With the aircraft at FULL POWER, the pilot checks all instruments and gauges. If everything is OK, he or she gets set and indicates ready by turning his or her head slightly toward the catapult officer, executes a right- or left-hand salute, and then positions his or her head against the cockpit headrest. (The pilot may refuse to be launched by shaking his or her head negatively, in which case the catapult officer gives the SUSPENSION signal.) 4-68