equipment is not being driven. They should be removed only upon command from a plane director. Both ends of the chock should be snugly against the wheel with the adjustable end toward the rear of the plane. This ensures easy removal when engines are turning up and the wheel is set hard against the forward end of the chock. NOTE: You should exercise caution when using wheel chocks. If aircraft chocks are not loosened during fueling operations, they will be close to impossible to remove after the aircraft is fueled because of the added weight. The opposite occurs when the aircraft is defueled; chocks must then be tightened. Fittings are provided on all aircraft for attaching tie-downs. These fittings are usually located on each of the landing gear struts. On some aircraft additional fittings  may  be  found  on  the  fuselage.  In  all circumstances, tie-down chains are attached to each of these points when the aircraft is being secured. Tie-down assemblies are used to secure aircraft and support equipment aboard carriers. These assemblies are equipped with attachments for deck fittings (pad eye). Deck fittings are provided on both the flight and hangar decks for securing aircraft. Methods of securing aircraft or support equipment and the quantity of tie-down assemblies will vary, depending upon the type of aircraft, equipment, scheduled operations, and weather conditions. NORMAL WEATHER CONDITIONS In general, the following procedures apply when securing aircraft under normal conditions: 1. Plane captains of landing aircraft stand by with tie-downs on the flight deck in a designated area. They join their aircraft as they are being parked. If an aircraft is moved to the hangar bay below, its plane captain should board the elevator with it if he can do so safely. 2. Aircraft-handling crews stand by in a designated area during recoveries and act as chockmen while aircraft are being taxied and parked. They put on the initial tie-downs and are assisted by the plane captain when possible. 3. When the aircraft reaches the final spot, the director will signal the pilot of the aircraft to lower its tailhook. This automatically straightens the nosewheel 10-27 PERSONNEL COLOR NO TYPE* Aviation Fuels Checker Amber 1 Stubby Catapult Hookup Petty Officer White 1 Stubby Catapult Safety Observer (ICCS) Red 1 Standard Green 1 Standard Flight Deck Officer and Aircraft Directors Amber 2 Standard Hook Runner Red 1 Stubby Launching and Arresting Gear Officer/Helicopter LSE/LSO Red 1 Standard Green 1 Standard Ordnance Arming Crew Red 1 Stubby Banded** Ordnance Arming/Safety Supervisor Red 2 Standard Banded*** Plane Captain Blue 2 Standard Squadron Aircraft Inspector Blue 1 Stubby *  Standard and stubby denote cone shape. Standard denotes full length cones; stubby is a modified cone providing 3 inches of lighted cone. Any suitable battery and switch housing is authorized if cone is brightly lighted. All signal wands/flashlights must be equipped with heat-shrinkable sleeving to prevent possible cone separation. **  One 3/4 inch band on the cone (plastic electrician's tape is recommended). ***  Two 3/4 inch bands spaced equidistant on the cone (plastic electrician's tape is recommended). Table 10-2.—Taxi Signal Wand Identification