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Aircraft Carrier Operating Procedures

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Aircraft Carrier Operating Procedures This document belongs to “Speed & Angels” and shall not be reproduced. Created by: DCS-Sn@k3Sh!t for educational and training purposes only. Aircraft Carrier Operating Procedures This work is licensed under a Creative Commons Attribution- ShareAlike 4.0 International License. For DCS World 2.5 Revision 01 © Copyright Act R.S.C. 1985 c. C-42. This document belongs to “Speed & Angels” and shall not be reproduced. Foreword: Created by: DCS-Sn@k3Sh!t for educational and training purposes only. The goal of every Naval Officer who is selected for jet pilot training is to become a tactical carrier pilot. Carrier pilots are the best because they must be the best. The carrier environment will not tolerate anything less. Landing and launching aircraft as well as moving equipment and personnel in a relatively small area requires precise coordination for safe operation. Handling aircraft on a flight deck is more complicated than at a field due to the high winds across the deck, small crowded deck, the proximity of the deck edge and the ship's movement. Successful and safe operations in and around the carrier depend on a coordinated team effort in which all team members do their job properly. There is no excuse for not knowing and not using correct procedures around the ship and there are no exceptions to this rule. This manual is written with the intent to achieve the highest possible standard of “Carrier Operations” within DCS World. After studying this manual, you should be able to operate safely and expeditiously on and in proximity of the carrier. While this manual is in no way a replacement of the available CV NATOPS publications, it is there to help guide you through the most important baselines, procedures, and patterns. While 99% of this manual works for all USN carrier aircraft, some information will be F/A-18C specific. The main setup of this manual will be a ground-school section followed by flight deck operations ,departure procedures, pattern specific procedures, recovery operations and is ended with recommended techniques and additional information. The focus of this manual will be on the normal procedures. Non-normal procedures will be mentioned but require the use of the CV NATOPS manual to provide further guidance and information. Links to all information used to write this document are available at the end of this manual. This manual is produced with the intent to teach real life procedures. Virtual CVN Carrier Qualifications “CQ” will be graded by adhering to the procedures published in this manual with great accuracy and as correctly as possible. While it is impossible to operate within DCS to the exact detail of real life operation, we will stay as close to official normal and non-normal procedures within the boundaries of DCS. In real life carrier operations published mechanics and patterns are used as baselines. Interpretations of this material, as well as real-life manuals are given in the procedural guidance chapter. Usually pilots and other involved parties such as Marshal, Tower, LSOs, and ground personnel work cooperatively together to conduct safe and expeditious operations within the limitations of aircraft and carrier. The introduction of the SUPERCARRIER in DCS, gives great opportunity to adhere to the procedures published in this manual and efficient use of all in-game provided resources will be needed to successfully operate the procedures described. This work is licensed under a Creative Commons Attribution- ShareAlike 4.0 International Feedback, questions or suggestions: License. For any feedback, questions or suggestions regarding this manual please contact [email protected] , S&A or your squadron LSO. © Copyright Act R.S.C. 1985 c. C-42. This document belongs to “Speed & Angels” and shall not be reproduced. Procedural guidance: Created by: DCS-Sn@k3Sh!t for educational and training purposes only. During the investigation required and the writing of this manual it became quite clear to me, that a carrier, or “CVN” in this specific case is much more than just a moving runway on a water surface. Carrier operations translate more closely to a small city or a moving airbase that operates in a dynamic environment, in where no two events will ever be the same. This means that from a pilot’s perspective, no launch will ever be like the launch before, no landing will be like the previous and no flight will be like your wingman’s. It is therefore needless to say that it is impossible to compare any operations, on or within close proximity of the ship to land aviation. A form of aviation where the runway will not be occupied more than half the time during launch or recovery operations, no dynamic movement is required in a relatively small area, aircraft are perfectly balanced, simultaneous departures are not on order, no vertical or longitudinal movement of the runway, or any of these combined. Often much longer and wider surface areas and high performance fast-jet aircraft keeping visual separation is everything, but the norm and wind speed is often reduced by surrounded buildings. To use the perspective of land based and/or commercial aviation is therefore simply incorrect and incomplete. It is impossible to create procedures for every possible scenario regarding operations on and within close proximity of the carrier, because of the fluid, highly dynamic, and constant challenging conditions navy aviators operate in. This accounts for airborne as well as ground operations. To achieve a substantial reduction in aircraft mishap rate, and to create a basis for the development of a safe, efficient, and sound operational procedure, CV NATOPS has been created. CV NATOPS gives guidance to ground and flight procedures, baselines, patterns, and solid framework, but also contains a lot of unfilled blanks and is deliberately kept vague in certain areas. I am sure that has been noticed, and questions asked through different media sources have testified for this. It is therefore both desirable and necessary to possess the quality and liquidity that enables the pilot to adapt and evaluate, and keep the operations run, smooth, safe, expeditious, proficient, and well. Airmanship in here is more important than in any other form of aviation. I will try to translate this in a plain language by giving some examples: - There is not a single way or speed to fly the marshal. You will have to adapt judgement, bank angle, pull, speed, and more importantly airmanship to arrive at the fix at push time, the correct speed, and the correct altitude. - There is no set way to fly the break that will guarantee you the correct abeam distance every single time, as there are too many variables that will affect you or the airframe during this manoeuvre. Think of different environmental conditions, different weights, speeds etc. - There is no medal for maintaining exact 600ft AGL on downwind in the pattern if you do not contain the skillset that will allow you to adapt your turn, bank angle and rate of descent that will allow you to end up at the correct position behind the ship, at the correct speed, distance and configuration. Therefore, use either CV NATOPS or this manual as guidance that will allow you to create the flexibility to operate safely, efficiently, and expeditiously. Instead of being super precise, sometimes you must make things work, or as Lex likes to say: “Do that Pilot Shit”. Obviously, this does not allow you to ignore the provided regulations, procedures or give you an excuse for not knowing right from wrong. Within the provided guidance and procedures, enough leeway is given to get things done and make you a complete naval aviation operator. The carrier environment will not tolerate anything less. Precise coordination for safe operation, airmanship, flexibility, and adaptability is what keeps the operations safe and smooth. This work is licensed under a Creative Commons Attribution- ShareAlike 4.0 International License. © Copyright Act R.S.C. 1985 c. C-42. This document belongs to “Speed & Angels” and shall not be reproduced. Revision history: Created by: DCS-Sn@k3Sh!t for educational and training purposes only. Revision: 01 First public release Last edited: 04/07/2020 Changes: N/A This work is licensed under a Creative Commons Attribution- ShareAlike 4.0 International License. © Copyright Act R.S.C. 1985 c. C-42. This document belongs to “Speed & Angels” and shall not be reproduced. Table of contents: Created by: DCS-Sn@k3Sh!t for educational and training purposes only. Table of contents: Ground school: The pattern: Case II recovery: Page 7: Nimitz Class Aircraft Carrier Page 33: The pattern Page 71: Case II recovery Page 8: Control areas round the: “CVN” Page 34: Initial and Break Page 9: CATCC: Carrier Air Traffic Control Center Page 36: Downwind Techniques and additional information: Page 10: Carrier Operations Page 37: Approach Turn Page 74: Trim and on-speed AOA Page 11: Carrier Qualifications: “CQ” Page 38: Groove Page 75: IFLOLS and ball Flying Page 12: The island Page 39: Carrier arrestment Page 78: Use of Automatic Throttle Control: “ATC” Page 40: Touch and go/bolter (Case I/II only) Page 79: Rules to live by Flight deck procedures: Page 41: Waveoff Page 80: MOVLAS Page 14: Deck layout Page 43: The Shit Hot Break: “SHB” Page 82: The landing Signal Officer: “LSO” Page 15: Rainbow wardrobe Page 45: Spin pattern Page 84: Pilot Aid Landing Television: “PLAT” Page 16: Taxiing from parking to launch Page 46: Depart and re-enter Page 85: Landing Signal Officer Display System: “LSODS” Page 17: Taxiing from recovery
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