intervals
between
aircraft
being
launched
is
predetermined and reflects case 1, 2, or 3 launch.
Normally, intervals are as close as 30 seconds or within
a safe launch sequence. This procedure, alternating
between the catapults (2, 3, or 4), is continued until all
jet aircraft are airborne. Conventional aircraft may be
catapulted or deck launched, depending on the
operational situation. In this manner, an entire deckload
of aircraft can be launched in a matter of minutes.
LANDING PROCEDURE
Landing aircraft on a carrier is one of the most
dangerous operations performed. All hands not
involved in landing operations are ordered to clear the
flight deck, catwalks, and guntubs. Personnel whose
duties require that they be in exposed places must keep
alert and watch incoming aircraft so they can get clear
in case of an abnormal or emergency landing.
WARNING
Personnel should not turn their backs on
landing aircraft or aircraft taxiing out of the
arresting gear.
Before the aircraft landing, the flight deck aft is
checked by the arresting gear officer to ensure the
following:
! Catapult gear is clear of the landing area.
! The shuttle is retracted and the cover is in place
on the No. 3 catapult.
! Sheaves are up in the aircraft area.
! The Fresnel Lens Optical Landing System
(FLOLS) is turned on, or the manually
operated visual landing system (MOVLAS) is
rigged in its place.
! The barricade hatch is clear, and a tractor is
hooked to the stored barricade if it is needed.
! The green rotating beacon at the aft end of the
island is turned on.
! The aircraft are clear of the fouled deck line.
! The arresting gear crews are manned and ready.
! The landing signal officer's (LSO) platform is
manned and ready.
! The gear is set for the first aircraft. (The
recovery officer then calls, "Gear manned and
ready; need a green light from the PRI-FLY.")
NOTE: Aircraft carriers with an angled deck
elevator also have to be checked for the following
items:
1.
The stanchions are all the way down.
2.
The removable coamings are stored.
3.
The aircraft elevators are up and in the locked
position.
The ship is then turned into the wind, and the air
officer switches the aft rotating beacon from red to
green, giving the pilot the signal to begin landing
operations.
The aircraft enters a standard traffic pattern for the
landing approach. The landing signal officer (LSO)
stationed portside aft on the flight deck monitors or
directs the pilot in the final approach. By using various
signals or radio voice communications, the LSO
corrects any discrepancy in the aircraft's speed, altitude,
and attitude. If the aircraft is in the proper position, the
LSO gives the pilot (propeller-type aircraft) a "cut."
The "cut" signal can be a hand signal, a light signal, a
radio transmission, or a combination of any two of
these signals. The pilot then flies the aircraft onto the
deck. If, on approaching the flight deck, the aircraft is
not in the proper position, the pilot is given a
WAVE-OFF by the LSO. This means that the pilot
must again enter the traffic pattern and make a new
approach.
The
Fresnel
Lens
Optical
Landing
System
(FLOLS) is a major improvement in carrier aviation.
This system places the major control of the aircraft in
the hands of one person (the pilot) instead of two. It also
gives the pilot quicker, more certain awareness of errors
in his/her approach.
Using the FLOLS, the aircraft enters a standard
traffic pattern for the landing approach. The FLOLS
provides continuous glide path information to the pilot.
Propeller-type aircraft are given a "cut" signal by light
or voice radio by the LSO. The pilot must maintain
correct airspeed and line up the center line of the
landing area.
If the aircraft is not on the glide path or the deck is
foul, the LSO flashes the WAVE-OFF light located on
the FLOLS. The wave-off is mandatory, and the pilot
must again enter the traffic pattern and make a new
approach.
If a jet aircraft makes a good approach and the deck
is clear, no signal is given by the LSO. The aircraft
continues on the glide path with power on until it
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