6. If the shuttle did not move aft during the
preceding steps, the deckedge operator shall
direct the retraction engine operator to depress
and hold the manual override on the maneuver
aft valve for 15 seconds.
7.
After receiving assurance that the catapult is
safe and observing that the shuttle is aft, the
launching officer steps in front of the aircraft
and in view of the pilot, gives the throttle back
signal.
The
normal
suspend/abort
are
accomplished for aircraft removal from the
catapult.
8.
After aircraft removal from the catapult has
been accomplished, the launching officer shall
set the CSV command to a no-load setting.
9.
The main control console operator shall
depress the set pushbutton.
10.
The emergency cutout valve shall remain in the
emergency position until the maintenance
officer authorizes rotation of the valve to the
normal position.
11.
The catapult is placed in a down status until the
cause of the hangfire is determined, corrected,
and
two
satisfactory
no-load
launches
accomplished.
SAFETY PRECAUTIONS
There are certain safety precautions that must be
observed by catapult-operating personnel, maintenance
personnel, deck personnel, pilots, and other personnel
stationed in the catapult area.
Flight Deck
Bridle (deck) tensioner pressure, as determined by
calibration, must be precisely adjusted and maintained
at all times. Pressures in excess of those specified may
cause premature holdback.
In the event of a malfunction, suspend, or hangfire,
the signal for throttle back must NOT be given to the
pilot until bridle tension has been released and the
launch bar is raised.
When attaching the aircraft to the shuttle, extreme
care must be taken so that the launch bar properly
engages the shuttle. The catapult officer must ensure
that the aircraft is properly tensioned prior to launching.
Precaution should be taken by the pilot not to taxi
hard against the holdback unit. This may result in a
premature release.
At no time are personnel to walk in front of a
tensioned aircraft.
If operation of the catapult is suspended for any
reason, bridle tension should be released and the
aircraft released from the shuttle.
The shuttle and grab must not be moved along the
catapult track until the track slot has been inspected and
found to be clear of obstructions and all adjacent areas
are clear of loose gear. Using the maneuver forward and
aft push buttons, slowly move pistons forward and aft
while all sheaves are visually checked to ensure the
cables are not sliding over any locked sheaves.
All personnel must be kept out of areas forward of
an aircraft positioned on the catapult, and clear of the
shuttle track area during a no-load firing. All personnel
must be kept clear of the area immediately behind the
jet
blast
deflectors
during
aircraft
turnups
and
launching.
During night operations, do not attempt to speed up
the prelaunch check of catapult components or take
unnecessary chances in an effort to maintain rapid
aircraft launching intervals. Sufficient time should be
taken to double-check each step to prevent accidents
due to faulty hookups, misinterpreted signals, and other
causes.
ICCS, CCP, Deckedge and/or Main Control
Console
Retraction must not be undertaken unless the water
brakes are operating properly and the grab and shuttle
are
latched.
During
preheating
and
throughout
launching operations, the difference in elongation
between the two launching engine cylinders must NOT
exceed 1 inch. The catapult must NOT be fired with the
shuttle out of BATTERY.
The shuttle must NOT be retracted with steam in
accumulators unless the water brakes are functioning.
Do not advance the grab with spears out of the
water brakes because possible grab latch damage may
result, due to impact. Therefore, use the maneuver
forward push button to advance the grab until it engages
the shuttle.
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