a. Designated aircraft directors control all aircraft movement. Aircraft will be moved only with the authority of the aircraft handling officer, flight deck officer, or hangar deck officer. Aircraft handling personnel will report to higher headquarters any unsafe practices or any condition that may affect the safety of personnel or equipment.

b. When the ship is at flight quarters, the OOD ensures that all anticipated turns are passed to PriFly so they may be announced over the flight and hangar deck announcing systems as appropriate.

c. The aircraft handling officer will begin a respot early enough to avoid unnecessary haste. When aircraft are airborne, however, the value of keeping a ready deck for as long as possible should be considered. Deck stability, prevailing winds, weather conditions, and nonskid conditions govern the tempo of aircraft movements. The safety of personnel is the primary consideration.

d. Communications incident to aircraft handling will be according to the existing EMCON condition.

Before any major respot, the aircraft handling officer will brief the flight deck officer, hangar deck officer, and other key aircraft handling personnel. This briefing will include the expected wind and deck conditions and any other safety information.

a. The maintenance liaison officer will ensure that the aircraft handling officer is kept apprised of the aircraft status and maintenance requirements. He also will maintain liaison between the air department and unit line and maintenance personnel. For this purpose, aircraft status and maintenance request boards will be kept in flight deck control.

b. A maintenance liaison officer or his representative should be on duty at all times during flight quarters or general quarters. His normal station is flight deck control; however, he is free to move about the flight deck and hangar deck as necessary. Changes in aircraft status will be submitted to the squadron maintenance liaison officer and entered on the aircraft status board. Entries and changes to the maintenance request board will be handled the same way. To help the maintenance liaison officer, the unit maintenance officer will provide an aircraft status report. This report will include up aircraft, down aircraft, their estimated time in maintenance, special maintenance requirements, and information of interest to the aircraft handling officer. The aircraft status report will be updated--

• Before scheduled flight quarters.

• As early as possible during general quarters and unscheduled flight quarters.

• As changes occur.

• To reflect the status of recovered aircraft.

c. The maintenance liaison officer is responsible for the overall performance of crew chiefs, PCs, and troubleshooters. He will ensure that no aircraft is placed on jacks or is otherwise immobilized without permission from the aircraft handling officer. He also will obtain permission for APU, engine, and rotor maintenance run-ups. Maintenance functions involving electronic emission are limited by existing EMCON conditions.

a. The flight officer will ensure that all tractors, spotting dollies, twin-agent units, tow bars, chocks, and other equipment used on the flight deck are in satisfactory condition and are used properly. The hangar deck officer has a similar responsibility regarding the equipment used on the hangar deck. All aviation support equipment operators will be licensed according to current directives. Tractor drivers will not operate tractors with defective brakes or steering. Discrepancies will be reported immediately to a competent authority. Defective tow bars, chocks, wheels, and tie-downs will be taken out of service and turned in for repair. Tow bars, chocks, and tie-downs not in use will be stowed in designated spaces.

b. Specific requirements for crash and salvage crews and equipment operator requirements are found in the US Navy Aircraft Firefighting and Rescue Manual and the US Navy Aircraft Crash and Salvage Operations Manual.

The minimum deck crew for aircraft movement on the flight deck or hangar deck is two safety observers, a qualified plane director, and two chock handlers or tie-down men. With AH-1, UH-1, or OH-58D(I) helicopters, one handler also must be on the tail skid. A pilot, plane captain, or qualified brake rider will man the cockpit. The duties and safety rules for moving aircraft on flight decks and hangar decks are discussed below.

a. Duties.

(1) Plane director. When preparing to move an aircraft (towing by hand), the director ensures that--

• The cockpit is manned by a qualified brake rider.

• All unnecessary personnel are away from the aircraft.

• Only qualified personnel pump up the ground handling wheels for skid aircraft.

• The tow bar is securely attached to the aircraft and to the tractor. If the aircraft is to be moved by hand, the tow bar must be properly tended by another director or designated tow bar man.

• All chocks, tie-downs, power cables, and other servicing and securing devices are removed before moving the aircraft.

• The ordnance safety supervisor indicates that the aircraft is safe to move if weapons loading or downloading is in progress.

• Adequate clearance exists to permit safe movement of aircraft.

• Safety men are posted as required to clear the aircraft if bulkheads, obstructions, or other aircraft are nearby.

• The qualified brake rider indicates that the aircraft brakes have been checked, adequate braking pressure is available, and the brakes appear to be in working order.

• All personnel except those necessary for the move are clear of the aircraft.

(2) Brake rider. When manning the cockpit of an aircraft to be moved, the brake rider will--

• Ensure that the ejection seat safety pins are installed, and safety pins are in place in the landing gear and auxiliary tanks, as appropriate.

• Ensure that the seat and the rudder pedals are adjusted so that the brakes can be applied and the director can be seen at the same time.

• Ensure that the windshield and side panels are clear of grease, cleaning compound, or any other film that might limit visibility.

• Open the cockpit canopy, windows, or overhead hatches if conditions permit.

• Test the brake.

• Advise the director of any unusual condition or aircraft discrepancy that might make movement hazardous.

• Use available safety equipment such as safety belts, shoulder harnesses, life preservers, and so forth.

b. Safety Rules.

(1) Before the chocks and tie-downs are removed, the director will call for "brakes." The man in the cockpit will give verbal or visual confirmation that he is holding the brakes. The tail wheel and/or nose wheel of the aircraft will be unlocked only after the director gives the signal.

(a) Movement of aircraft will be slow enough to allow for a safe stop within the available clear space. Movement will never be faster than the chock handlers can walk.

(b) The director will ensure that he or another director is plainly visible to the brake rider at all times.

(c) Safety observers will be stationed as necessary to ensure safety clearance any time an aircraft passes near another aircraft, bulkhead, or other obstruction. Only directors or personnel designated by the flight deck officer or hangar deck officer will 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 place a second safety observer in position to relay signals.

(d) During high winds or when the deck is unsteady, chock handlers will tend each main wheel closely. The brake rider will apply partial brakes as necessary to prevent excess speed from building up. Under these conditions, aircraft will not be moved by hand except in extreme need.

(e) Aircraft will be moved by aircraft handling equipment unless deck space does not allow safe maneuvering of the equipment and towed aircraft. When moving aircraft by hand, the aircraft should be moved against the movement of the deck. Therefore, the aircraft always must be pushed rather than being allowed to roll with the movement of the ship.

(f) Tractor drivers will 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) Except in an emergency, tractor drivers must avoid sudden stops when towing aircraft.

(h) Directors, safety observers, and chock/tie-down handlers will be equipped with whistles that they will hold in their mouths while controlling aircraft movement.

(i) When an aircraft with inoperative brakes must be respotted, the cockpit will not be manned. Chock handlers will remain in position to chock the main wheels instantly if ordered. In addition, a deck crewman will be available with tie-downs ready.

(j) As the aircraft nears the parking spot, it will be slowed to a speed that will permit an immediate stop. Tractor drivers must watch the director and often cannot check clearance for themselves. Therefore, directors and safety observers must maintain safe clearance for the tractor during movement in close spaces.

(k) Before aircraft are backed into deck-edge spots, chock handlers will be in position to chock the main wheels instantly.

(l) Sometimes before an aircraft reaches an interim or final spot, the tow bar must be repositioned for a better path of movement. In this case, the aircraft should be chocked and the initial tie-downs installed before the tow bar is disconnected.

(m) When the signal is given, the brake rider will apply full brakes immediately. The brakes must be applied simultaneously, especially if the aircraft is being moved by hand. The brake signal is a sharp blast on the whistle accompanied by the standard visual signal.

(n) The main wheels will be chocked as soon as the aircraft stops. The director remains with the aircraft until the handling crew completes the initial four-point tie-down. The tractor is then unhitched, and the director notifies the brake rider that he may leave the cockpit. When practical, leave the tow bar attached to the aircraft. The crew chief or PC will inspect the tie-downs for the required number and proper installation.

(o) When aircraft are parked on the hangar deck, allow clearance for access to and operation of fog foam monitors and lire plugs and for the operation of hangar bay doors. Do not park aircraft, yellow gear, or any item in a way that prevents the engineering escape chutes on the hangar deck from being opened completely.

(p) Personnel will not ride on tractors except in the driver's seat.

(q) Chock handlers are not safety observers; safety observers are not chock handlers.

(2) Elevator operation.

(a) Elevator operation will be coordinated with the maneuvering of the ship. Only qualified personnel will operate aircraft elevators. A director will supervise the elevator any time it is being raised or lowered. He must position himself so that he is in plain view of the elevator operator at all times. Elevators will not be operated without two-way communications (verbal or visual) between operators.

(b) Directors should position the aircraft on the elevator so that it can be towed directly off without having to be repositioned.

(c) Tie-downs and chocks will be set before elevator movement. Before signaling for the elevator to be raised or lowered, the director will check the safety stanchions for proper clearance then signal for the stanchions to be raised. The elevator operator will sound the warning horn; check to ensure that all personnel, aircraft, and equipment are clear; and raise the safety stanchions. When the stanchions are up, the director will signal for the elevator to be raised or lowered. The only time an elevator will be lowered when the safety stanchions are inoperative is for operational necessity. In this case, directors will be stationed near the elevator to warn approaching personnel. If the safety stanchions on the hangar deck should fail, a temporary lifeline will be rigged as quickly as possible. After the safety stanchions have been raised or the warning given, no person will attempt to board or leave the elevator.

(d) Elevators will remain at hangar deck level for as short a time as possible. An elevator carrying an aircraft to the hangar deck will not be lowered until a crew is standing by to remove the aircraft from the elevator when it reaches hangar deck level.

(3) Aircraft damage report.

(a) Any damage to an aircraft, no matter how slight, will be reported to the aircraft handling officer, flight deck officer, or hangar deck officer immediately. One of these officers will report the incident to the air officer and inform the unit maintenance liaison representative. The aircraft will not be flown until authorized personnel inspect it and declare it to be in an "up" status.

(b) The flight deck officer and hangar deck officer maintain a record showing the director's name, model aircraft, and bureau number. The record also will contain a brief summary of the circumstances that resulted in aircraft damage, whatever the extent of the damage. Reports of these occurrences will be made according to OPNAVINST 3750.6 series.

(4) Aircraft security. Aircraft will be tied down as directed by the aircraft handling officer or his representative. Unless otherwise specified, only chain tie-downs will be used. Tie-downs will run from a proper tie-down fitting on the aircraft to a padeye on the deck. The tie-downs will not press against oleo struts, hydraulic lines, tires, or any other portion of the aircraft. When an aircraft is spotted next to an elevator, tie-downs will not be attached to the elevator or across the safety stanchions. They will be removed only after the aircraft director gives the signal. Tie-downs prevent the aircraft from moving in any direction. To do this, they must "oppose" each other and be as equally distributed on the aircraft as possible. Tie-down requirements are divided into three categories. Under normal conditions, these categories may be defined by the minimums discussed below.

(a) Initial (four-point) tie-down. This configuration is required for all aircraft before launch, when an aircraft is parked after recovery, or before the aircraft is moved. For armed OH-58D(I) aircraft, two chains (left rear and right front) are enough initially. This arrangement prevents the chain handler from having to work in front of loaded weapons pylons (rockets and a .50 caliber machine gun).

(b) Permanent (eight-point) tie-down. This configuration is required when the ship is not at flight quarters or when the aircraft is not expected to be respotted. The crew chief or PC applies permanent tie-downs.

(c) Heavy weather (twelve-point) tie-downs. This configuration is required when an increase in aircraft security is necessary because of high winds or sea state, ship's maneuvers, or for long periods of heavy maintenance.

NOTE: Different models of aircraft may require a different number of tie-downs. The aircraft handling officer may adjust the number of tie-downs needed in each of the above categories. He also may order an increase in the number of tie-downs because of the expected wind, sea state, or ship's maneuvers.

a. The air officer is responsible to the ship's commanding officer for supervising and directing the receipt, stowage, and dispensing of aviation fuels. He also is responsible for the maintenance and security of the aviation fuels system and the enforcement of safety precautions. An effective aviation fuel quality control program is a vital part of aviation fuels system management.

b. The aviation fuels officer is responsible to the air officer for the efficient and safe operation of the aviation fuels system and for management of the aviation fuel quality control program. He also is responsible for ensuring strict compliance with all applicable technical directives concerning the inspection, maintenance, and operation of the aviation fuels system.

(1) Fueling and defueling procedures.

(a) Normally, aircraft will be fueled as soon as possible after recovery. Each crew chief or PC will notify the aviation fuels petty officer or aviation fuels control talker in flight deck control if the fueling crew misses his aircraft. The crew chief or PC also will request that his aircraft be topped off as necessary after a maintenance run-up.

(b) Aircraft will be fueled according to the air plan. If a fuel load other the one shown in the air plan is desired, the squadron sends a request to air operations to have the air plan changed to the desired load. Requests for defueling for maintenance purposes are sent to the aircraft handler through the maintenance liaison officer.

(c) Fueling will be conducted in a way that causes the least interference with aircraft respotting. Before aircraft recovery, fueling crews will stand in or near their stations to break out hoses and start fueling aircraft. Before refueling begins, all aircraft and fuel hoses will be grounded properly. When fueling is completed, all ground wires will be removed. The aviation fuels officer will ensure that the appropriate smoking lamp condition is set before fueling or defueling begins.

(d) The crew chief or PC will ensure that the fuel load is correct and the filler caps are secure. The fuel control talker keeps the fuel status board in flight deck control. This board lists each aircraft on board and shows its exact fuel load.

(2) Special safety precautions.

• Aviation fuel will not be placed in open containers.

• Waste or rags soaked in aviation fuel will be disposed of properly and not left about the deck.

• Except for safety lights, no lights will be introduced into any compartment or space where aviation fuel or flammable fumes are present.

• Aviation fuel will not be transferred without notifying the engineering officer.

• Aviation fuel will not be discharged overboard without permission from the ship's commanding officer.

• If aviation fuel is spilled on the deck, the deck will be swabbed immediately and the incident reported to the aircraft handling officer.

• Lighted cigarettes or exposed flames of any kind will not be permitted near tanks, pipes, or containers of aviation fuel.

• Fuel will not be issued for any purpose other than fueling.

• Personnel will avoid breathing aviation fuel vapors over long periods.

• If aviation fuel contacts skin or clothing, personnel will wash with soap and water as soon as possible.

• To prevent eye injury, fuel handlers will wear protective goggles.

• All measures prescribed for quality control of the fuel being transferred will be complied with before the fuel is delivered.

• The smoking lamp will be out on the flight deck, hangar deck, and all-weather decks.

• Fire protection will be provided according to the NATOPS Aircraft Firefighting and Rescue Manual.

• All personnel must show caution and be alert for dangerous situations.

• Refueling will stop and the equipment secured when a fuel spill is noted. Refueling will not continue until the spill has stopped and the residue cleaned up.

• Only the members of the flight crew and ship's refueling crew who are needed to conduct fueling operations will be near the aircraft.

• Before the fueling nozzle is attached to the aircraft, a ground wire will be attached to the deck and then to the aircraft.

(3) Hot refueling. Aircraft that are equipped for pressure refueling may be hot refueled during training, operational, and combat situations. During hot refueling, the LSE or director will position himself where he can see the pilots, fueling station operator, and nozzlemen. He also will ensure that refueling personnel, equipment, chocks, and tie-downs are clear before he gives the launch or taxi signal to the pilot.

NOTE: Hot refueling on aircraft that require gravity refueling is not authorized.

(4) Hot refueling safety precautions.

(a) Procedures for hot refueling will be according to the NAVSHIPs technical manual and applicable aircraft NATOPS or operator's manuals. The aircraft will be chocked and the initial tie-down applied. The tie-down crew will remain at the aircraft main mounts for rapid breakdown should an emergency launch be required.

(b) Personnel will move from one side of the aircraft to the other by way of the nose. Under no circumstances will personnel work close to a tail rotor.

(c) Passengers will leave the aircraft before hot refueling begins.

(5) Pressure refueling with the aircraft shut down. Pressure refueling with the aircraft shut down is the normal procedure. The aircraft will be completely shut down; only the PC, refueling party, and fire party need to remain on station. More information on pressure refueling is in the applicable aircraft operator's manual.

Medical casualties brought on board by aircraft will be removed from the aircraft and handled according to the ship's casualty handling bill. The ship's medical department will be notified as soon as possible to allow medical personnel to meet incoming aircraft.

a. Airborne weapons handling evolutions introduce a degree of risk that requires careful planning and preparation. The necessity to train for and conduct combat operations requires that certain risks that cannot be avoided in the handling of explosive weapons be accepted. Commanding officers will continually weigh the need to perform each weapons evolution against each additional risk. Only those evolutions where the need outweighs the risk will be accepted.

b. Ordnance must be assembled and delivered to the flight deck in enough time and quantity to meet the air plan. Therefore, ordnance breakout and movement for assembly requires planning and close coordination between weapons personnel and the air department. Backloading requires the same coordination, but timing becomes less critical.

c. The weapons officer is responsible for the breakout of aviation ordnance that is specified in the air plan. Along with the aviation unit armament officer, he decides the quantities and types of aviation ordnance and the times that it will be delivered to the assembly area. By doing so, the weapons officer ensures that further movement proceeds in a safe and timely manner. He also is responsible for moving ordnance from the magazines to the assembly area and from the assembly area to the flight deck. Using crews from the embarked unit, the air officer is responsible for safe movement on the flight deck.

d. The ship's personnel are responsible for moving ordnance from the magazines to the assembly areas. Embarked personnel may help as necessary. The ship's personnel must assemble and move all weapons from the assembly area to the staging areas. Embarked personnel will move all weapons from the staging areas to the aircraft. Movements will be made using the safest and most direct route.

NOTE:

1. During ordnance handling evolutions above the second deck, personnel must comply with the AFFF system and mobile firefighting equipment information in NAVAIR 00-80R-14.

2. When required, electrical power may be applied during the aircraft loading and downloading procedure. It should, however, be held to a minimum consistent with operational requirements. Electrical power will not be applied to the armament or weapon release and control circuitry while weapons are being loaded or downloaded.

e. When aircraft are carrying weapons or ordnance, an EOD representative will be available at the flight-deck level during all launch and recovery operations.

f. During launch and recovery operations, the EOD representative and the designated air gunner and squadron ordnance representatives will be equipped with an SRC-22 (or equivalent) communications set.

a. Modern radio and radar transmitting equipment produces high-intensity radio frequency fields. These fields can cause premature actuation of sensitive electroexplosive devices in the ordnance systems and biological injury to personnel working nearby. Sparks or arcs caused by high-intensity fields are a potential source of ignition for fuel-air mixtures. The most susceptible times are during assembly, disassembly, loading, unloading, or testing in electromagnetic fields.

b. The effect of premature operation of these devices varies with the function of the device initiated. The most likely effects are dudding, loss of reliability or, in the case of rockets and flares, ignition of the propellant or illuminant. In several electromagnetic radiation environments, a finite probability of warhead detonation exists. Therefore, the ship's electromagnetic environment must be controlled when HERO-susceptible ordnance is present or is being handled or unloaded.

c. Before embarkation, pilots, aircrews, and squadron ordnance personnel will familiarize themselves with the latest HERO conditions in NAVSEA OP 3565, NAVAIR 16-1-529, and the ship's HERO/EMCON bill. The technical manual on Radio Frequency Hazards to Ordnance, Personnel, and Fuel gives detailed operating procedures and precautions to include in the ship's EMCON bill.

d. Before starting operations that involve HERO-susceptible ordnance, the proper HERO condition must be set. The HERO condition will be readily displayed so that assembly, flight deck, and hangar deck ordnance personnel see the HERO condition at all times. The OOD will announce over the ship's public address system when the HERO-EMCON condition is set or canceled.

e. The ship's commanding officer will request a HERO survey, which is required by NAVSEA OP 3565 or NAVAIR l0l-529. When the survey is finished, a HERO/EMCON bill will be established.

a. Airborne weapons outside of the designated magazines greatly increase the danger to the ship should a fire or explosion occur. The more weapons there are, the greater the risk. To reduce this risk, only the number of weapons needed to sustain operations will be transferred to the hangar or flight deck.

b. Weapons handlers must have enough time to load the aircraft safely. Therefore, airborne weapons must be placed where they are readily available. Staging areas for assembled or unassembled weapons will be restricted to areas that--

(1) Are supported by jettison ramps on the flight deck or an operable weapons elevator below the hangar deck or are within 50 feet of a jettison location on the hangar deck or sponson areas.

(2) Have at least two clear routes that are kept clear of obstructions in case of an emergency movement.

(3) Are covered by a water/deluge system or an operable sprinkler system or are protected by dedicated manned fire hoses.

(4) Are at least 10 feet from aircraft fueling stations and 20 feet from LOX facilities, converters, and carts.

(5) Are manned continually for rapid jettison by qualified and certified personnel.

c. The flight deck, hangar deck, and sponson that meet the criteria in (1) through (5) above are authorized staging areas. Handling or assembly areas outside of magazines, which may be supported by operable elevators rather than jettison facilities, also are authorized staging areas.

d. The maximum weapon density in staging areas will be limited to the quantities shown below.

(1) On the flight deck, weapons are limited to those required for the next two events. This includes the number of weapons that have been loaded or are in the process of being loaded or staged.

(2) On the hangar deck and sponsons, weapons are limited to those required for one event.

(3) In the handling areas, weapons are limited to those required for immediate strikeup or strikedown.

(4) In the assembly area, weapons are limited to those required to sustain operations.

(5) Flight deck and hangar deck staging of parachute flares is limited to those required for the next two events. Paraflares and dispensers will be downloaded, safed, and returned to stowage at daylight or when the operation that required their use is completed.

e. Staging areas will be used for ready service only, not for protracted stowage nor for extending the total weapons stowage capacity of the ship. All weapons in staging areas will be on mobile trucks or skids.

f. Before flight operations, all ordnance jettison ramps will be fully functional and exercised daily according to the applicable PMS. When ordnance is present, jettison ramps in the staging areas will be rigged and unobstructed at all times. All other ramps will be rigged when required by the weapons officer. Aircraft elevators supplement weapon elevators and expedite strikeup of weapons during heavy ordnance operations. Coordination and thorough preplanning between the weapons officer and aircraft handling officer is essential to meet load/plan requirements and ensure safety.

g. To ensure that safety standards are complied with during all aviation ordnance evolutions, a certified ordnance safety supervisor is assigned from the ship. These safety supervisors will be familiar with this manual and other applicable directives. They have the authority to stop any evolution if, in their judgment, safety is being jeopardized. An evolution that is stopped will not continue until the matter is resolved.

h. A properly equipped EOD and a ship's weapons representative will be readily available to give technical assistance to the aircraft handling officer on weapons and their disposal. The weapons flight deck safety petty officer and senior embarked squadron ordnance representative will maintain a status board. This status board confirms the type, quantity, and location of all weapons on the flight deck and/or aircraft. In addition, weapons cook-off data will be posted in plain view of the aircraft handling officer.

i. With the exception of actual loading evolutions, weapons on skids or trucks will be positioned fore and aft and manned continuously.

On LHA-1 class ships, the restrictions described below apply during the conduct of all live aviation ordnance procedures.

• Unless a bomb barrier is installed on the ship, the bomb assembly area at the top of the vehicle ramp will not be used for live ordnance.

• Only certified ordnance handlers, designated in writing by the commanding officer, will perform breakout, assembly, and staging of live aviation ordnance.

a. Because of the danger involved, the assembly and disassembly of aviation ordnance will be controlled closely. All unpacking, assembly, disassembly, loading, and unloading of weapons will be done according to NAVSEA OP 4, NAVSEA OP 3565/NAVAIR 16-1-529 and the appropriate checklists, SRCs, and technical manuals.

b. Ordnance will be assembled, disassembled, and loaded into launchers or magazines only by properly certified personnel. According to the OPNAVINST 8023.2-series, a safety supervisor will be present when ordnance is being assembled, loaded, unloaded, or disassembled. Normally, all assembly and disassembly will be done in the ordnance assembly area.

c. The assembly area will be kept HERO-safe whenever the ordnance is HERO-susceptible. If HERO-susceptible ordnance is moved outside the normal HERO-safe assembly area, the operations officer will ensure that the appropriate HERO condition has already been set. He also will ensure that the HERO condition has been set if assembly must be done in a HERO-unsafe area.

d. All rockets will be unpacked, assembled, loaded into, and unloaded from launchers in designated assembly areas only.

e. Ships will maintain technical manuals for each type of aviation weapon on board. All weapon systems maintenance will be done by squadron aviation ordnance technicians.

f. All personnel involved in unpacking, assembly, and disassembly will be appropriately certified.

Guidance for weapons loading and downloading is provided in Appendix C.

a. The aircraft handling officer, ship's weapons officer, squadron ordnance personnel, and unit maintenance liaison officer must coordinate closely to comply with the weapons requirements in the air plan. As soon as possible, the unit ordnance officer advises the maintenance liaison officer of any special requirements that apply to loading selected aircraft.

b. The unit maintenance liaison officer ensures that the aircraft handling officer is informed of any special requirements, configuration, or status that may make certain aircraft unassignable for particular types of weapons loads.

c. After coordinating with squadron maintenance representatives, the aircraft handling officer designates the aircraft to be loaded. Adequate time must be allowed to make the required configurations and perform aircraft release and control system checks. Therefore, the aircraft handling officer provides ordnance personnel with the planned deck spot as early as possible.

d. Simultaneous fueling, loading and downloading of weapons and preloaded TERs, and the installation of fuses and arming wires is authorized.

e. No-voltage checks will be made after normal rotor engagement when the electrical system is on aircraft power. The signal to start no-voltage checks will not be given until the flight deck OSS sees the copilot's hands and receives the copilot's acknowledgment. Any deviation from the above procedure must be according to the authorized weapons checklist.

NOTE: The flight deck is the preferred area to load and download aircraft.

f. At times, operational necessity may require that the added risk of fire caused by fuel and explosives in a confined area be accepted. In this case, the ship's commanding officer may authorize loading limited amounts of weapons on the hangar deck. Only aircraft that are scheduled for the next launch or ones that are in an alert status will be loaded on the hangar deck. The weapons to be loaded on these aircraft are restricted to the ones shown in Appendix C.

1. The mechanical latching on aircraft racks and launchers will be completed before the engines on the aircraft are started.

2. The inert conventional weapons and captive air-launched missiles will be loaded and down-loaded and armed and dearmed the same way as live weapons.

a. Weapons arming will be conducted in a designated arming area. When forward-firing weapons are involved and the NAVAIR weapons and stores loading checklists/SRCs require, the area ahead of the aircraft will be clear and kept clear until the launch is completed. Arming will be conducted only while the aircraft is at a complete stop and control of the aircraft given to an arming crew supervisor. All arming signals will be according to Appendix B of this manual.

b. The helicopter will be armed after the pilot signals that he is ready for takeoff and the tie-down chains and chocks have been removed. To provide the least hazard to arming crew members, the air gunner/ordnance officer or air boss will formalize the exit paths for each type of aircraft.

a. The designated aircraft dearming supervisor positions himself on the flight deck to ensure that the LSE/aircraft director and the dearming crew coordinate during recovery operations. The dearming supervisor indicates to the LSE/director those aircraft that require safing before they are moved or shut down.

b. Helicopters that land with hung weapons and/or forward-firing weapons will be dearmed before chain tie-downs are installed. They will be safed according to NAVAIR weapons/stores loading checklists/SRCs, and/or EOD emergency procedures. Aircraft safing signals will be according to Appendix B of this manual.

c. Aircraft landing with unexpended weapons will have those weapons safed according to NAVAIR weapons/stores loading checklists/SRCs. In all cases, they will be safed before any postflight checks or aircraft refueling begins. Appendix C lists weapons that are authorized for recovery.

a. The flight deck is the preferred area for downloading weapons. If a loaded aircraft must be struck below, its weapons will be downloaded immediately after it reaches the hangar deck unless that aircraft--

• Is readily available for flight and scheduled for the next launch.

• Is in an alert condition.

• Requires maintenance or servicing that is allowed only on aircraft loaded with weapons.

b. In an abort/strikedown situation, the abort or after-landing procedures for the weapons prescribed in the NAVAIR weapons and stores loading checklists/SRCs will be done before the aircraft is moved to the hangar deck.

c. Certain weapons are specifically excluded from the provisions of this section. Appendix C shows a list of those weapons that may not be struck below while they are loaded on an aircraft.

a. Maintenance will not be conducted on aircraft loaded with weapons. However, routine service and minor maintenance to ready the aircraft for the next launch may be conducted after applying the restrictions listed below are applied.

(1) Weapons will be safed to the maximum degree specified in the NAVAIR weapons/stores loading checklists/SRCs.

(2) If a WARNING placard and/or control stick cover is displayed prominently in the cockpit, the maintenance or servicing of loaded aircraft that requires application of electrical power is limited to--

• Refueling.

• Replacement and checkout of communications and navigation equipment.

• Replacement and checkout of engine performance and flight instruments.

• Engine run-up or rotor engagement check.

• Flight control and hydraulic system checks.

(3) Maintenance that requires electrical power to be applied to the armament or weapon release and control circuitry will not be done while weapons are loaded or are being loaded or downloaded.

(4) Aircraft that require extensive troubleshooting, engine removal, complete jacking, and so forth are not considered readily available for flight. These aircraft must be downloaded before maintenance begins.

b. Downloading includes removing all impulse cartridges from ejector racks or breeches. It also includes removing all rounds of ammunition from the feed chutes or feed mechanisms of internal guns.