__DOCUMENT RESUME

- ED 109 344 CE 004 125

.TITLE , Aviation: Boatswain's Mate E 1 and,C;RateTrdining Manual. "INSTITUTION Naval Educatioii and Training Command,Pensacola, Fla. REPORT NO NAVEDTRA-10305-C

PUB DALE . 74 NOTE 223p.. __AVAILABLE FROM Superintendent, of Documents, U.,S-,,..Government Printing Offi4e, Washington,'D., 20402 (Stokk Number 0502-L11-051-5260; No price given) . . 1 EDRS PRICE MF-$0.76 HC-$1D.78 P/US POSTAGE . DESCRIPTORS Course Content'Emplayment Qualifications; Equipment .Evaluation; Equipment MaintenanCe; *Instructional' Materials; Job Skill's; *Manuals; Mechanical Equipment; Military Personnel; Military Service; Military Training; Occupational Information; Performance Specifications; Promdtion (Occupational);

*Seamen; Skill1Development; Supervisory Activities ,

- IDENTIFIERS *Boatswains Mate E; Navy

. ABSTRACT- . The rate training manual'has.been prepared for enlitted-r(ersonnel of the Navy and Naval Reserve who are studying for advancement in the Kviation Boatswain's Mate E rating. It is primarily based on, the professional requirements or qualifications for ABE 1' and ABE C, as contained'in the Matuarof Qualifications for, Adv'ancement'N'avPers 18068: (seriesChApter 1'discusses the various requirements'for,.advancement in .the toatiwain't Mate t rating., Chapters 2 through '8 consist of information on: leading 'petty o'ffiers; shop'supervision'and administration, steam' catapultsu , catapult deck gear and,accessories, shipboard arresting and barricade . gear, visual-r aids, and special tests and test procedures. 'Numerous illustrations and diagrams are interspersed throughout the docubent. A sObjeat.dndex is appended. (BP) . ., ;.( , -

*****4***************************************************A************ * DocuMentsacquired by ERIC include many informal unpublished. * * . * materials not available from other sources. ERIC, makes every effort * to obtain the best copy available. nevertheless, items gf marginal * * reproducibility are ofteirencountered and this affect'thequality, * t* of-the miCrofiche, and hardcopy reproductions ERIC makesavailable * * via the' ERIC Document Reproduction Service (EDRS)",EDRS is not * * * responsible for the quality-of the original document. Reproductiarns * * supplied by EDRS are the bett that can be made from the original. * ****************************************t***********.***************** U S DEPARTMENTOF HEALTH EDUCATION & WELFARE NATIONAL INSTITUTE DF EDUCATION BEEN REPRO THIS DOCUMENT HAS DUCE() EXACTLY ASRECEIVED FROM oRGANIZATIONORIGIN THE PERSON OR VIEW OR OPINIONS AT ONO IT POINTS OF REPRE STATED 00 NOT NECESSARILY INSTITUTE OF SENT OFFICIAL NATIONAL EDUCATION POSITION ORPOLICY

.EE J1975

NAVAL EDUCATION AND TRAINING COMMAND [ PREFACE e

This Rate Training Manual is one of a series of training manuals prepared for enlisted personnel of the Navy and Naval Reserk who are studying for ' advancement in the Aviation Boatswain's Mate E rating. As indicated by the title, the manual is based on the professional qualifications for ABE1 and ABEC, as set forth in the Manual of Qualifications for Advancement, NavPers 18068 (Series), Combined with the necessary practical experience, thisman ual will greatly assist the ABE2 and ABE1 in preparing for advancement exams. This manual 'was prepared by the Naval Education and Training Program Deyelopment Center, Pensacola, Florida, for the Chief of Naval Education and Training. Credit for technical assistance is given to the Aviation Boatswain's Mate School, Lakehuist, New Jersey, and the Naval Air Engineering Center, Philadelphia, Pennsylvania:

-1974,Edition

,

Published by NAVAL EDUCATION AND TRAINING SUPPORT COMMAND

Stock. Ordering .0502,LP-05;4260

I- UNITED STATES ,,; *GOVERNMENT PRINTING OFFICE, - WASHINGTON, D.C.: 1974

I THE(MITE!)STATES NAVY

GUARDIAN OFOURVCOUNTRY The United States Navy is responsible formaintaining control of the sea and is a ready force on watch at home andoverseas, capable of strong action to preserve The peace or oflinstant offensive actionto win in war. It is upon the maintenance of this control thatour country'S glorious future depends- the.United States Navy exists to make it,so. ,, WE SERVE WITH. HONOR c Tradition, valor, and victory are the N vy's heritage from thepast. To these may be added dedication, discipline iand v dance as,the watchwords

of the present and the future. II

At home or on distant stations we serveith pripe, confident in the respect of our country, our shipmates; and our amines.

Our responsibilities sober us; our adver j.,ties strengthen Us.

Service to God and auntry is bur special,privilege. Wserve with honor.

1 THE FUTUREOAF THE NOY .00 ! . . IThe Navy will always ysemploy new weapons, techniques, and greater power to protect and defend the Unitell-Sttes on thesea, under

the sea, and in the air. V* , i . Ift-: , Nowand in the'future, control of the sea givetthe United Statesher greatest advantag&for the maintenanceof peace and for victory in war. Mobility, surprise, dispersal, and offensive power are the keynOtes of Ahe new Navy. The roots of the Navy, lie in a strong belief in the future, in continued dedication to our tasks,. and in reflectionon our heritage from the past. t me , Never have-our-opportunities and our responsibilities beengreater:'

ti CONTENTS

, 1 Page Ch a pte r t.

1 _, I. Aviation Boatswain's MateE rating A

2. Leidirig petty 'officers_ 11. - 3. Shop supervision and administration -19

4. Steam catapults 46

5. Catapult deck gear and accessories 06

6. Shipboard arresting andbarricade gear .

7. Visual landing aids l'79

8. 'Special tests and test procedures 197

lixtex '215

t,..rCrt

1 t

CHAPTER l AVIA 19N110ATSWAINIS MATE E RATING

This Rate Training Manual. is designed to Navy: and Naval Reserve personnel may hold assist thAE2Be and El inperforming the service ratings. ta,sks associated' with it rates and to,aid then, in preparingfor advcementthe ABE2 to - ABE RATING ABE1 and the ABE-1o ABEC. It is primkrily based on the profesOoftial requirements or quah- The ABE rating isa service rating and is acations for ABEL and ABEC, as contained in included in Navy Occupational Group IX (Avia- the Manual of QualifiCations for Advanceinent, tion). The general rating, AB, applies at the E-8 NavPers18868(Serifes)..To° prepare for an and E-9 leveg. advancement examination,' this Rate Training Figure 1-1 illustrates all paths of advancement Manual should be studied in conjunction with for an, Airman Recruit to Master Chief Aviation Military Requirements for Petty Officers 1 & C, BoaisilVain's Mate, Warrant Officer (W-4), or NayPers 10057 (Series). The latter covers the Limited Duty Officer. Shaded areas indicate Military.Reepiirements for all first class and chief career stages where qualified enlisted personnel petty officers. ° may 'advance to Warrant Officer (W-1) and . . I 'selec ed Warrant Officers may. advance to Lim- .ENLISTED RATING STRUCTURE ited Duty Officer. Personnel in enlisted rates and warrant ranks ndt in a shaded area may advance e The present enlisted' rating structure includes only as indicated by the lines. two types of ratings. general ratings and service The Manual of Qualificatibns for Advance- Tatingsi ment, NavPers 18068i(Series), states that ABE's GENERAL RATINGS are designed to provide are responsible for the operation and mainte- pats of advancement and career development. nance of catapults, barricades, , A general rating identifies a broad occupatiorial arresting gear engines, and associated equipment field of related duties and funtetions requiring ashore and afloat.. similar aptitudes and qualifications. Central One or more ABEC's are generally assigned to ratingsprovidethe, primary means tise4 to the catapults aboard' a eyarrier.' An ABE1 is identify billet requirements and pirsonnel quali- normally assigned to each catapult as catapult fications. Some general ratings include service aptain.Senior ABE's assignedto catapults ratings, others do not. Both Regular NaVy and pervise lower rated ABE's and nonrated men Naval .Reserve personnej may hold general rat- the operation and maintenance of the cata- . ings.` ults and associated ecluipmentz . Subdivisions of certain general ratings are An ABEC is assigned as arresting gear chief identified as SERVICE RATINGS. These service and.is in overall charge of the operation and ratings identify areas of specialization. within the 'maintenance of arresting and barricade gear,and. scope of a general rating. Service ratings are/the operation of visual landing aids. The arrest- established in those 'general ratings in which ing ,gearchief isgenerally assisted by ;two specialization is essential for efficient utilization ABE one who supervises the operation and of personnel. Although service ratings can exist maintenance of the arreiting,gear, and one who at any petty ,officer level, they are most coal- supervises the operation and maintenanceof the mon at the P03 and P02 levels. Both Regular barricade gear. Either one of these men may 4 t 1 \ g g

AVIATIO OATSWAIN'S.MATE E1 & t , - i

WARRANT OFFICER W-1

5.

I APPRENTICE .. . E- 2, WARRANT OFFIER INPUT TONE

LOO -4,1 OUT ZONE- AB:1 Figure 1-1.Paths of advancement.

-4.41

S

e l. .r,' r. ...! g, .. ... f. ChapterlMIATION,BOATSWAIN'S MAT, RATING supervise the operation of the- visual landing Florida, as'a Technical Writer to assistin the aids_Maintenance of landing aids is normally-40, preparation of'Rate Training Manuals andNon- performed by personnel of the IC rating. resident Carer Coupes (formeirly called Enlisted In order to properly perform hisduties, the Correspondence Courses) for the AB ratings, and preparation of NaVy- ABE 1 must be able to analyze malfunctionsof as an item writer in the for en- catapultsand arrestinggear andassociated wide advancement-in-rating examinations equipments; dis'assemble and replace defective listed personnel. tothe parts; and supervise lower rated ABE'sin routine 3. Senior ABE's may be,assigned maintenance procedurs-c for the above. men- development and testing units at Lakehurst, Naval tioned equipment. .; New Jersey; Patuxent River, Maryland; or Air Engineering Ceiiter (NAEC), Philadgphia, In addition ..to the above listedrequirements PennsVIvania. qualified to For a listing of other special programsand for ABP413-., the -ABEC must .be the i inspect and evaluate the operationof repaired projects,reference shouldbe made to Enlisted Transfer Manual. Others are also an-`. and newlyinstaheoparts and components; interpret results of dye penetrant andmagnetic nounced from time to time in BuPers Notices. lo'wer rated .Personnel masc.andicate their desire for assign- ,-. particleinspections; and supervise project by ABE!s in the various maintenanceprocedures. --ment to a - specific program or ,-indicating it in the "remarks" blockof their Rotation Data Card. of assignments ashoreis In today's modern Navy there is ,an awesome - A widevariety Who can say which available tO the ABE!. and ABEC. Inaddition to ,array of weapons and ships. and 'one is the most important? It is'a kndvjn tact, theroutine AB type billets, the ABE1 of ABEC are eligible for assignment toinstructor however, thatour modern carrier force is one the big detertents to any world powerthinking duty as well as a number of otherdesirable the billets. Most of these .pilletsare under the of armed conflict. The striking power and of Naval maneuverability of our, carriers are whatmake management control of the Bureau the free Personnel and are directly associatedwith train- them so important in the deferise of ing. Others are associated with research,testing, world. But one factor concerning our aircraftcarriers or evaluation. Someof the more desirable billets useful would to which the ABE,1 andABEC may be assigned must. always be understood: How they be without the catapults andarresting gear are deStribed in thefollowing paragraphs. how could an 1. Instructor duty is availableto both the units installed aboard them? Also, at fulfill its mission'if eitherof these ABEL and ABEC inthe ABE Schools of the" NATTC, Lakebu'rst, N. J: Anotherpossibility for components were inoperative' The truth is with the Aviation Funda- 'matter is, "The carrier would beinoperative." , instructor duty This is why you as senior Mori in theABE mentals Course at Orlando, Florida. rating should realize the importance of your above mentioned position. You, as ABE's, play a veryimportant' In additioiS to the ship. instructor billets, the ABET'and ABEC may be part in keeping your, ship a fighting duW at Millington, As a result of the Naval Leadershipprogram, a assigned to instructor considerable amount of material related tonaval Tennessee. leadership for the senior petty officer isavail= Instructor billets, are' normally filled on a able. Studying this material will make you aware voluntary "basis., Detailed information concerning of your many leaderghip responsibilities as a assignment to instructor duty is contained in the senior petty officer and will also be of greathelp Enlisted Transfer Manual, NavPers 15909 (Ser in developing leadership qualities. Itwill not in Liader- , ies). itself, however, make you a good leader. , good leader 2. ABEC's are also eligible forassignment to ship principles can be taught, but a duty with the Naval Education and Training acquires that qu4lity only through hard work Support 'Command 'headquartered atPensg-Ola, and practice.

a AVIATION BOATSWAIN'S MATE E 1 & C ( As you' study this material containing leader-c 2. Complete the requiredmilitary and profes- ship traits, keep in mind that probablynone bf sional training manuals. our most successful leaders possessed all of these 3. Demonstrate the ability to perform all the traits to a maximum degree, but a weakness in PRACTICAL requirements foradvancement by some _traits was more than compensated forby completing applicable portions of the Record of :strength in othirs. Critical self-evaluationwill Practical Factors,NavEd.Tra1414/1. enable you to realize the traits in whichyou are 4. Be recommended by his commanding gf- strong, and to capitalize on'-them.At the same ficer. time you must constantly strive to improveon 5. Demonstrate his KNOWLEDGE by passing the traits in which you are weak. a written examination on (a) military require- Your success as a leader will be decided, for ments, and (b) professional qualifications.. the most part, by your achievements In inspiring Remember that the,.recWiirements foradvance- otherstolearn and perform.Thisisbest ment can change. Check with your educational accomplished by personal example. services office to be 'sure that, you know the most recent requirements. ADVANCEMENT' When you are training lower rated personnel, it is a good idea to point out that advancement By this time,you are probably well aware of is not automatic. Meeting all the requireme the personal advantages of advancementhigher makes a person ELIGIBLE for advancers nt. pay, greater prestige, more interesting and' chal- Such factors as the score made on theritten lenging work, and the satisfaction of getting examination, length of time in sece, per- ahead in your chosen career. By this time, also, formance marks, and pens enter o the final you have probably discovered that one of the determination of who will actuall, be advanced. most enduring rewards of advancement is the training you acquire in the process Of preparing HOW TO PREPARE FORA ANCEMENT for advancement. 'The ,Navy also p cats by your advancement. Preparation for adv cement includesstudy- Highly: trained person are essential 'to the ing the qualificati , working on the practical functioning of the Navy. By d ancement, you factors,stud the required Rate Training increase your value to the Navy in ways. Manual d studying.any other material that First, you become mo e valuable asa person may bespecified. To prepare yourself for who can supervise, le d, and. train others and advancementctrto help others prepare for second, you becomeore valuable as'a technical advancement, you will need to be familiar with specialist and thusake far-reaching contribu- (1) the "Quals" Manual, (2) the Record of tions to the entire N vy. PracticalFactors, NavEdTra 1414/1, (3) a" Since you are sdying for advancement to NavEdTra publication called Bibliographyfor P01 or CPO, you 'are probably already familiar Advancement Study, NavEdTra 10052 (Series) with the require ents and procedures for ad- and (4) Rate Training .Marivals. Thefollowing vancement. How vet you may find it helpful to sections describe these materials, and givesome read the follow g sections. The Navy does not information on how .to use them to the best starid still. Thi gs change all the time, andit is advantage. c) possible thatome of the requirements have changed' sinethe last tinie you went up for "Quals" Manual .advancemen Furthermore, you will be re- sponsible ftraining others for advancement, The Manual of Qualifications for Advance- therefore,ou will need. to know the require- ment, Navpers 18068 (Series), gives the mini- riients in s e detail. mum requirements for advancement to each rate . within each rating. This Manualis usually HOW TO QUALIFY FOR ADVANCEMENT called the "Quals" Manual, and the qualifica- tions are of two -general types:(1) military To qtialify for advancement, a person must: requirements, land (2) professionalor technical 1. Have a certain amount of time irigrade. qualifications. Militak requiremeiarapply to all 4 Chapi4 1AVIATION BOATSWAIN'S MATE ERATING ratings 'rather than to any orie ratingalone. As changes are made periodically to the "Quals" Manual,. new NavEdTra forms1414/1 Professional qualifications are technical or pros ?iecessary. Extra space is fession al requirements that are directlyrelated are provided when' allowed. on the Record of PracticalFactors far to tire wbrk of each rating. they are the pro- entering4additional practical factors as Both the military 'requirements and "Quals" Manuals. fesiional -qualifications are -divided into subject published in..changes to the subject matter The Record of Practical Factorsalso provides matter grou,ps. Then, within each demonstrated proficiency in into PRACTICAL FAC- space for recording group, they are -divided' skills which are within the general scopeof the TORS and KNOWLEDGE FACTORS. identified as minimum The qualificationsfor advancement and a rate but which are not in qualifications for advancement. Keep this in bibliography of study materials are available mind when you are trainingand supervising your educationil servicesoffice. The "Quals" Rate other personnel. If a persondemonstrates Manual is changed more frequently than proficiency in some skill which is notlisted in Training Manuals are revised,. By the time you within the g neral manual, the' "guals" the "quals" but which is are studying this training scope of .the rate, repo,rtthis fact* tthe may. have been changed.Never trust any set .62f entry "quals" until you have checked thechange supervising officer so that p appropriate UP-TO-DATE copy of the can be made in .theRecoid of Practical Factors.° number against an When yon aretransferred, the Record of "Quals".Manual. emphasize Practical Factors should be forwarded-with your In training others for advancement, service record to your next duty station.It is a these three points/about the "quals": require- good idea to check and be sure 'thatthis form is I. The "quag" are the MINIMUM actually inserted in your servicerecord befofe ments for advancement.Persopnel who study will Piave a you are transferred.If the form, is not in your MORE than the required minimum all over great adiantage when theytake the written record, you may be required 4o. start. again and requalify inTractical.factorsthat have examinations for advanceinent also take 2. Each "qual" has a designated .ratelevel already been checked off. You should class, second clas's, or thirdclass. some responsibilityfor helping rower rated chief, :first personnel keepArack of their practicalfactor . You are respon'gible for meetingall '"quals" records when they are transferred, spedified for the rate level to which youare Of Practical seeking advancement AND all "quals"specified A second copy of the Record Factors should be made available toeach man in for lower rate levels. through E-8 for his be onal '3. The written examinations foradvancement pay grades 1E-3 will contain questions relating tothe practical record and guidance. factors AND to. the knowledgefactors Of BOTH NavEdTra 10052 the military, requiremeflts andthe professional qualifications. Bibliography for Advancement Study,Nav-7 EdTra 10052 (Series) is a veryimportant publi- Record of Practical Factors 'cation for anyone preparing foradvancement. This publication lists requiredand recommended A special form known asthe Record of Rate Training Manuals and otherreference PraCtieal Factors, NavEdTra 1414/1, is used to material to be used by .personnelworking for record the satisfactory performance of the prac- advancement. NavEdTra 10052(Series) is re- tical factors. This form lists, all military andall vised 'and issued once each yearby the Naval professional practical factors. Whenever a person Education and raining Suppat Command. demonstrates his ability to perform a3racticall Each revised ditidrn is identified*by a letter factor, appropriate entries must be madein the following the NavEdTri .number..When using DATE and INITIAL columns. As a P01 or'PO, this publication, be SURE youhave the most you will often berequired to cheCk the practical recentodition. factor performance of lo er rated personneland The required and recommendedreferences are 10052 (Series). toport the results to yo r supervisingofficer.. listed by rate level in NavEdTra

S - ,biATI011 BOASWAIN'SMATE E I & C Itisimportant to remember that.you are responsible for all references at pare for advancement: By this time,you have lower rate levels, pfobably,developedyour own way of studying as well' as those listed for the rate.to which you, are seeking advancement. these-manuals. Some of the personnelyou, tiain, however, may need guidante in Rate Training Manuals that, the use of Rate are marked with Trathing Manuals.Although there is no single an asterisk (*) in ,NavEdTra 16052(Series) are "best' MANDATORY at the indicated way to, study a 'training manual, the rate levels. The following suggestionshave proved -useful for completion requirementsof a mandatory train- many people: ing manual may be satisfied'by (1).passing the I. Study, the 'unitary requirementsand the appropriate Nonresident Cancer Coursethat is based on the mandatory training professiOnal qualifications foryour rate before manual, (2). you Study the trairling- manual, and refer passinglocally preparedtests \ based on the to the information, given' in the Vandatoiy_ "quals" 'frequently--as you study. Remember, training you are' studying the training manual Primarily manual, or (3)in -some;-ca,ses; successfully to 'beet these "quals."- -completing an appropriate Navyschool. When training personnel foradvancement,. zio 2. Before you begin to studyany part of the Dot o*erlook the section of 'NavEdTra10052 i`training manual intensively,get acquainted with (Series) whichlists the required andreeomr the entire manual. Read thepreface and the mended references relating to themilitary re- table of contents. Checkthrough the index. / quirements forAadvancernent-Allpersonnel must Thumb through the manual withoutany particu- complete the mandatory military,requirements lar plan, looking at the illustrationsand -reading training.manual for the appipiiaterate level bit here and thereas you see things that interest before they can .be eligibleto 'advance. Also, you. . make sure that personnel workingfor advance- 3. Look atthetraining manual in more ment study the 'references whichare listed as, detail, to see how it is organized.Look at the recommended but not mandatory inNavEdTra. 'table of contents again.' Then, chapterby chap- 10052 (Series). It is importantto remeintier that ter, read the introduction, theheadings, and the ALL references listed in NavEdTra10052 (Se- subheadings. This All giveyou a pretty clear ries) may be usedas source material for the 'picture of the scopeAandcontent of the,manual. . written examinations; at theappropriate-levels. 4. When you h,avea general idea of what is in the training manual and how*it is Rate Training Manuals organized, fill in the details by intensivestudy. In each study period,. try to cover a complete There are Iwo' general types pf unitit may be a Rate Training chapter, a section of a chapter,or.a subsection. 'Manuals. Manuals (suchas this one) are prepared The 'am` ount of material for most enlisted rates and ratings, you can cover at one giving infor- time will vary. If you knot'! thesubject well, or .matioir that ,is directly ,relatedto the proles-. if the material 19 Sionalqualifeations easy, you can cover quite a lqt for advancement. Bate -at one time. Difficultor unfamiliar material will manuals give infomiation, that applies,to more require more study time. than one rate and rating. 5. In studying each unit,write down ques- Rate Training Manuals,are revised from time tions as they occur toyou; Many people find it to time to bring them up-to-date.The publica- helpful to make tion, List of Trajining Manuals a written outline- of the unit as and Correspond: they study, or, at leastto write down the most ence.Courses, NavEdTra:10061 (Series),which is important ideas. revised annually, contains a listingof current 6. As ybu study, relate the Rate Training, Manuals andtheir identifying information in the training manual to thekriowledp you already , numbers. The letter following' the number iden- have. When you 'read aboutotprocess, , tifies the latest revision; for or example, A situation, ail yourself .sates firstreviSiOn, B indicatessecond revision, sonic questions. Does etc. this information tie in withpast experience? Is ,, this something new and different? Rate Training -Manualsare designed for the How does this informationrelatetothequalifications for purpose of helping naval personnelpre- advancement? - ,

a . Chapter IAVtATION.-BOATSWAINtMATE E RATING . . ' liy'officlers into detailed, 7. When yob have finishedstudying, a unit,'.general orders given have learned. practical, on-the-job language thabcanbe under- take time out to see what-you inexperienced Look back over yobrmites and questions. ,stood and 'followed by relatively manual, write personnel. In dealing with your juniors,it is up Without looking at the training perform 'their jobs down the main ideas youheave learned from to -you to see that they the correctly. At the same time, you mustbe able to studying thisunit. Do not -just quote problems or manual. If you cannot givethese ideas.in'Your explain to officers any important that you have not needs of enlisted personnel. In allmilitary and own words, the chances are professional matters, your responsibilities(will -really mastered the information. extend both upward andddwnward.- 8. Use Nonresident CareerCourses. wbenever courses, are based on Rate Along With your increasedresponsibilities; you can. 'These increased authority.'Officers Training Manuals or other appropriatetexts. As you will also have POSITIONA uthori- mentioned before, completionrequirements of a and petty officers have 15e satis- tythat is, their authority over othe es in mandatory Rate Training Manual can If your CO is -relieve for fied by passing a NonresidentCareer, Course their, positions. You will probably example, he no longer has the degreeof autho based on the training manual. your CO, find it helpful to t:ake other courses, aswell as ty over you that he had while he was although he still retains the militaryauthority those basedorr mandatory-training manuals'. information that allseniors have over subordinates.Ai Such courses help you to master the degree of posi itt the training manuals, andalso give you P01, yob will have some . given authority; as a CPO, you will" have evenMore. an idea of hoikmuch you have learned. When exercising your authority,remember that INCREASED RESPONSIBILITIES it is positionalit is the4rate youhave, rather Than the person you are, that gives youthis When you 'assumed the duties of aP03, you responsibili- authority. began to accept a certain amount of A Petty Officer conscientiously andproudly ty for the work of others.With each advance- exercises his authority, to carry out theresponsi- ment, you accept an increasingresponsibility in interest in relathig-to the bilities he is given:-He takes a personal military matters and in matters thesuccess of bOth sidesof the, chain of professional work of your rate. When you command .. . authority andresponsibility. For advance to P01or CPO, you willfinda does not for it is true that the Petty Officer who ndticeable increase in your responsibilities seek out and accept responsibility,loses his leadership, supervision,%fraining, workingwith authority and then the responsibilityhe thinks others,-,and keeping up with newdevelopments.. he deserves. He, must besure, by his example As your respofisibilities increase, yourability Petty Officers ust and by his instruction, that the to communicate clearly andeffectively. under him also accept responsibility.In short, he dict ,also increase. The simplest and most must be the leader his titlePettyOfficer says is'a common Iapgue. means of communication he is. 'The. basic requirement for effective comuni tionistherefore a knowledge of your own Training language. Use -correct' language inspeaking and in-writingiRemember that the basic purposeof :As a P01 or CPO, you will haveregular and understand,Prg., To lead, continuing iesponsibilities for trainingothers. all cojnmunication is of supervise, and train others, you must beable to Even if you are lucky enough to have a group others can subordinates Who are all highly skilled andwell speak, and -write in such a way that is understand exactly What you mean, °trained, you willstillfind that training necessary. For example, youwill always be personnel Leadership and Sukivision. responsible for training lower rated for advancement.Also., some Of your, best workers may be transferred, andinexperienced 'As a POI or CP100,; wi .,be regarded as a atIth o fict *nd enlisted., or poorly trainedpersonnel may be assigned to leader and.supervisor;, call for skills that personnt will expdct you t',totranslate the you. kparticular jOb may i ' y 7 12 , AVIATION BOATSWAI 'S.MATE E 1 -& C none of your personnel have.These and similar 'problems require that On-the-jobtrainingisusually controlled you be a training sPecial- rough daily and istone whb can conductformal and, infonnat weekly work assignments. training hen you are workingon, a tight schedule, you programs to 'qualify -personnelfor 'll generally want _to -advancement, and one who -assign each. persori to the can.train individuals ;p rt of 076Db that you know hecan do test In and groups in the effbctiveexecution of assigned tasks. e long inn,-howeli,ei, you will gainmore- by signing Personnel, to In' usingthis = training manual, a variety of jobs so that study the e ch on, catt acquire broad- experience. information from twopoints of view. First, By ,-Chanee to do carefullysupervised - what db you'yoUrself need to learn from it?And - M;° which they second,., how.. wouldyou go about teaching this are relatively information to others? d, you will increase 'therange of r Training s of each, pefsbri 'and,thus improve the goes on all the time. Every,time a xibility Of your workin4group___ person does a particular piece ofwork, some learning is taking place. As a supervisor and as a orking with Others "- ; k ,training expert, one ofyour biggest jobs is tosee that your personnel learn As you advance to PRI.or - the RIGHT things CPO, you will find about each ibb so thatthey will not form bad at many of your plans,"anddecisions affect a work habits. Anerror that is repeated a few 1rge number of -people, some'bf.whoraare not times' is well on its e way to becoming a bad habit. en in your own occupational field.It becomes You will have'learnthe difference between creasingly important,therefore,, for you to oversupervising and not supervisingenough. No uderstand the duties and the one can do MS best work- with responSitAities_of a spiprvisor ,prsonnel in other ratings. Everypetty officer in constantly supervising. On theother ltanil, you e Navy is a technical specialist in 'cannot turn an entire his-own field. job- over toan Mex.: arn. as rhuch, as you can' about thework_ Of perienced person and' expecthim. to do it hers, and planyour own work so that it will correctly withoutany help'ortuperyision. t into the overall missionof the, organi2ation. In training lowerrated personng15.-,empietasize. the iniportahqe- of eeping Up With learning and using coiect' ew Developments terminology. A commandan 'ofthe .technIOal guages -or your oceuPational field enables you Practically everything in the receive and convey informatiOnaccurately and Navypolicies,' td-rx-e4ouge ideas. with procedures, publications, equ,iPmentsygterns:7-is-- others. A person who. does not ,u0erstand .subject to change anddevelopment. As a Palor the precise meaning of- CPO, you must keep ' terms wea connection With his workis yourself informed- about definitely ata Disadvantage changet and new developmentsthat affectaffect you when he tries to r'ad or your work in any Way. Offidial tions relating to,. his work. 4 . He is Some changes will be called also at a Brea: disadv4ritagewhen he, takes the directly to your, - attention, but others Will .beharder to find: Try examinations or advancement. Totrain others to develop a, gpectaWcind "the correct use of .technicalterms, you i411 of gertness for new, need to,,,,be information. When 'you hearabout anythingnew ry 'careful in your ownuse of`-in theNavy, find outwhither words.., 11'e Coct terminology and insistthat there is-any way Pegonneryou', re supervising in Whieh might affect y'our work. If'go, find use it cal, out mareabotit it. .will findthe Practical, .. '-FaZiors,--NavTra. 1414/1, a - useful guide inz SOURCES, QF INF.OMATION planning .and irying, out. trainingprograins. FrOm teco d, you can- tell which praetical 4%.s a:POI or CPO,you !Mist have an.extensive, factors 'have be; -cheeked'offand.Which ones:.knowledge of the references have not yet be;'done. Use this information to consiilt for, ro accurate, authoritative,up-to -date information plan a training p ogmm-thatwill fit.the needs-of onall subjects related the personnel, yo to themilitary and aye training. professional requirements , . for advancement.

4 1* Chapter 1AVIATION BOATSWAIN'S MATE ERATING Pay).- A Publicattaris mentioned inthis chapter are 1. Shortage Specialty, (Proficiency subject to change or revision fromtime to monthly amount of pay in addition to any pay timesome at regular intervals,others as the and allowances/to which otherwise entitledthat eed arises. When using.any publication thatis may be' awarded' to an eligibleenlisted member '"e..ct to revision, make sure that you have the who possesses a critical rating or NEC.Shortage to assist atest edition. When using any publicationthat is Specialty (Proficiency,Pay) is designed ' kept current by means of changes,be surge you. inattaining and sustaining adequate career Have. a copy in which all official changes,have manning levels in critical ratings andNEC's. .- been made. 2. Special DutyAssignmerie(ProficierikPay). A mon'thly amount of pay- in additionWany 10. pay and. allowances towhich otherwise entitled' Training manuals that are applicable are .that may tie, awarded to an eligibleenlisted available thraugh your educational services' member who is assigned to certain special duties. officer. In addition to- training manuals and Special Duty Assignment (ProficiencyPay) is publications,- training films furnish a valuable designed fo assist in attaining andsustaining an critical source of supplementaryinformation-Films that adequate Volunteer manning level in the may be helpful arelisted in the U. S. Navy Filth special' duty assignments. Catalog, NavAir 10-1-777. ADVANCEMENT TO SENIOR 'AND MASTER CHIEF ADVANCEMENT OPPORTUNITIES FOR . PETTYOFFICERS Chiefs petty officers inay qualify for the advanced grades of Senior and MasterChief Making chief is not-The end ofthus far which are now provided in the enlisted pay is:epricerneA. Advancement to structure.. These ,advanced grades providefor as advancement substantial increases in pay, together, with in- Senior '-(E-8) and"Master (E-9) Chief, Warrant creased responsibilities and additionalprestige. 'Officer, and Commissioned Officer are among Senior the opportunities that are. available, toqualified The requirements for advancement to of adtrance- and Master Chief are subject to changebut din petty officers. These special paths grade; 'inent tare open to personnel whohave demon- general, include a certain length of time ih .a certain length oftime in the naval service, "a' strated.outstanding professionalability,the highest order of leadership andmilitary.responsi- recommendation by the conimanding, officer, and a sufficiently high mark on the1Taity-wide bIlity, and unquestionable moral integrity. -examination. The final selection for Senicir and Master Chief is made by a regularly convened selection board, PROFICIENCY PA?, The determination as to which Navy ratings, Aaminatiori Subjects NE C's, and Special Duty Assignments are .au- thorizedproficiencypayisaccomplished Qualificationsfor advancement to Senior through an annual review, within the Bureau of Chief Petty Officer and Master. Chief Petty Naval Personnel, of all Navy. ratings,-NEC's, and Officer have been" developed and publishedin Advancement, Spial Duty 6.ssignments. Those ratings, NEC's the Manual of Qualifications for pecial duty assignmerlts which fulfill the NavPers 18068 (Series). They officially establish Department of Defense criteria for an award of minimum military and professionalqualifica- proficiency pay are included in a proposed fiscal . tions for Senior and Master Petty ChiefOfficers. Study, year Profioiency,Pay PrPgramsubmitted to the lo The Bibliography for Advancement .SecTetary of Defense ,for approval. NavEdTra 10052 '(Series) conTains a list of study The Secretary of Defente has authorized two references which may be used to study forboth categories of Proficiency Pay for Navy: military and professionabrequirements.

4 t. AVIATION BOATSWAIN'SMATE E I & C

I The satisfactorY .completkon of the and above enlistedpersonnel. E6's, to be nonresident career course titled .Military eligible, must have passedan E-7 rating exam Requirem'erits forSenior and Master'Chief Petty prior to selection. Officer, NavTra 91209, is mandatory for The LDO program provides a path of advance- advancement to E-8 and F -9. ment fr9m warrant officer to commissioned. officer. LDO's are limited, asare warrants, in their duty, to the broad technical fields asso- ADVANCEMENT TO WARRANT diated with their former rating. AND COMMISSIONED, OFFICER' If 'interested ins becoming 4 warrantor comt anissioned officer, 'ask your educational stnices .The Warrant Officer program prOvidesoppor- officer -for the latest requirements that aptlyto tunity for advancement to warrant rank for E-6 your particular case. /

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10 %S. a f

el c L.

46,

CHAPTER; 2 LEADING. PETTYOFFICERS

Senior petty officers of-the Aviation Boats- their eyes although he may nQt realize it at the wain's Mates E rating have one of the most time. responsible jobi aboard an aircraft carrier. They The moraje of the men under him is of, vital ,inust handle large groups of men, supervise the importnce to the leading petty 'officer. Only operation of catapult and arresting gear ma- when his men exhibit Zeal in their work, hhve chinery, and' perform many other jobs with a pride in their accomplishments, show confidehce maximum 9fsafety.'TheirabilitY as.leaders and in their leading petty officer, and possess ef- supervisorsThas earned them the respect of their ficient work habits ie,the leading ABE' certain seniors and also the men.. under them. It has that his leadership is of the highest quality. taken much thought, study, planning, manual Another element directly 'connected with the -labor, and an unsurpassed,attention to details to art of leadeiship is that ^cifetligs. Here, ethics is earn this respect. thought of as the exercise .of duty alongltioral Each of theseleading- pettyofficers has lines.. The leading ABE must have developed a played an important part in the formation of strong sense' of-what is right and wrong by ,the plans of action, has taken direct steps to insure time he reaches the leading petty officer status.. that these-,plans were explicitly carried out, and His ability to stand firMly by his convictions has exercised great care to treat the men under concerning 'correct moral ethics, sometimes in him with fairness, respect, and consideration. the face of-poorly conceited disbrlief on the part of his men, is a factor which will ultimately win for him the confidence of his men.* By LEADING PETTY OFFICERS' DUTIES adhering toa high standard of honor and integ,rity, he wins the confidence not only of his The most importaht duty of any petty officer men, but also that of his superiors. . Two other important characteristics of a/ ._is,leadership. Leadership is the art of influencing human behaytor or the 'ability to handle men. conscientious leading petty officer are hisability/ The leading ABE began geveloping this art at the to train and to supervise the men under him, time he was given his first responsible job before Leading AllE's must, employ variouelechniquis in the training and supervision of the men under r - being ,advanced to ABE3. It may have been an , them. These techniques may have been acquired .unconscious effort on his part at this time or he may have actually realized that he was being ,in formal training-schools, or through experience given an opportunity to develop certain leader- since their striker days. Regardless of how they ship, qualities. ABE's seeking adyancement,to the were attained, good techniques are essential higher rates must show continuing improvement the effective and proficient training and super- in their leadership abilities and techniques. vision of men. If k leading petty officer will Military leadership, like arty other form `dvaluate himself on how effectively he is using leadership, requires -that certain factors or ele- the betterttechniques which- he has learned ments be exhibited, to make it a vital and driving through the"years, he will realize his value to the i force. The leading ABE, by, virtue- of his posi- Navy. tion, must demand discipline from his men. This queOlon is often asked: "Whys do some Permitting undisciplined actions on the part of leading ABE's with equal time in the Nayy make his Then actually marks him as a pdor.leader in better instructors and supervisors than others?"

7

* -

AVIATION BOATSWAIN'S MATE E 1 &C

- There are, several, reasons. Some ,of thesemein The instructor performs his job muchmore have a natural' flair for teaching andan innate precisely and the trainee learnsmore quickly ability to supervise men, others do not. Sothe.,and accurately when the instruction is given ina .will have had More, experience in supervisionand logical sequence. For thisreason a lesson plan is instruction than others due to the; nature of needed which sets down the various steps of their past billeti. Moreover,, some actually enjoy instruction: For example, the 'instructorcannot 'teaching and ?supervising; others avfnot de- apways afford to trust tomemory while ex- veloped this liking: However, it:has-beenfound plaining the procedures for checkinga control that most reasonably intelligent personsmay station. He should have a prepared lessonplan at 'become proficient instructors aM supervisors his disposal which notes the varioussteps in provided they-apply themselvei "and receivethe detail. " proper training,either through schoolingor-,. through PersonaLexPerienceon the-job. I , There are manyiPirst Class and Chief Aviatfol' .r METHODS OF INSTRUCTION Bpatswain's Mates .E. doing excellen0obs.id _ the .=, - - Navy today who have acquired 'theirexcellence Three commonly. employed methods of in- .In these two areas' through pgisonal_exp_erienct -!" struction are the lecture, the discussion, andthe alone.Thesepettyofficershaik, advanced '.tdemonstration. Each has its advantages and through reading, self-study, and obsetving close!.' disadvantages.- -Quite often one ormore of these ly the effects of their supervision ..,andeinStruction.3 methods may be combined to be advantageous on the' men Dlaced'in their charge.;-They have -z. it .certain types of instruction. In otherin-. alsii changed their tecfmiqtles when:hey foUnd.'"stances, one of these methods may work better ,the old ones_to be ineffective, and have generally if.employed by' itself. However, too much kept an alert and open rpiitd regardingtheir dependence should not be placed in anyone of responsibilities as an instructor .and supervisor. these methods for all occasions. I./ 1 The lecture method is considered to be the ileast effective of the three formost purposes. TRAINI\-RG 'However, the leading ABEmay effectively use n , '"2the lecture method wheninstructing a large Border for tlie leading ABE totivethe most class. effective instruction to his men, hi must devote A large portion of the teachingperformed in considerable Vrought to the pfankiing of his,the Navy is accomplished through thediscussion presentation, including the type Ottslcind of ' 'method. This method requires student instruction to be used. Maximum use must be participa- made of all "),tion to a degree not found in theother methods, available instructiondl4ch and,.;anti for that reason, isa :much more effective demonktration models. The advisabitfl'of using:"c-,m'ethod of instruction inmany situations-. insfructional4tith 'and demonstrad4'1 models' The leading -ABE will find the discussion ,-. --carnfot --be overemphasized, -particularly when'1 methodto be =a great help in "getting across" to the actual piece 'of equipment is not availableor a class, or informal group, the knowledge neces- tis, totally unfit for classroom use due. to size, sary to safely and effectivelyremove and install cost, or complexity: -Often times, demRstra- various types of packing. By commencingthe lions may be made clearer through the -iiielof session with a brief models than with the actual equipm0t. Tliisis summary of what is to be learned, the instructor sets the stage.for 'especially true in instances involving ;fie giiitig utilizing the discussion method ofinstruction. of instruction to large numbers, of Men simul- He can create trainee interest by drawingout taneoUsly. They are able lo.see the modelwhen automatic answers tohis ,carefully planned property' displayed, Whereas they mightnot all questions on the topic. The leadingpetty officer be able to see the actual piece of equipment never calls on his students in any set pattern but clearly enough to Observe the details. al random. This procedure keepsthe trainees The first step in setting upany effective more alert, as they are never certain when they program of instruction in any field is-planning. may be called Upon to answer a question. , . 12 ( .

Chapter221-5A.DINGPETT,Y OFFICERS , k . .1 obierved at The demonstration method of instructionis 'experienced man is being closely , kupwn, work, many of the finer points aswell as some Nob sly the most effectiVe method of the performance are whereby trainees iearn exactmethods of per- - of the basic points observer. He simply, cannot0° formance in technical work.This methoth-suc- missed by the it attractirthe-. observe `them all; thereis,taro much to be seen. ceeds where others ,fail, because Aueexample of this is a man notfainiliar with. attention of ,the trainee and arouseshis direct their skill at the dye penetrant inspectionwatching an ex- interest. Trainees will. want to try have _ perienced man interpreting results. He must doing thejob. II, be used the techniques. explained to himpiior to corn-- The demonstration- method may , theper- opegation, inencingther?..,rformanceandas effectively in teaching principles l'of trainee and othe't pha- formance progresses.This helps, the maintenance, testing, inspection, ,-because "he knows what tolook for" and ses connected withthe equipment operated by though lie findthis an "underStands what is going on," even ABE's. -Leading petty , officers all..The trainee should excellent method in the trainingof strikers and . may not be able to see if allphas6s ! of the. performance men in the lower rates onhow 'to calibrate gages then practice l'-,he instructor himself. using the calibrating instrument. isthe reuse of calibrates a gage, showing theprocedure. He! 1' The transfer of learning previously gained knowledge in newsituations. then lets each trainee calibrate agage-Through, hastworked on one demonstrations' the instructor isable to insure For example,' a man who performing the type of arresting ged wouldfind it easier to that his students, are capable of of4rresting,gear than would a required Work in a shorter lengthcif time. ` learn another type .,; man who has noexperience in arresting gear at transfer some of his ,LEARNING AND LEARNING , all. He wouldabeable, to earlier learning to tire new situation..The com- PROCESSES . -. ponents with which he previouslyworked and -. in common. leairting pr.-mess is those he now uses have something The iii structor's role in the -Therefore, it may be said that atransfer of I td expedite learning by causingit to take place 1. and' in a `£-leateng has taken place, thusfacilitating learn- in the trainee's mind more effealively - ; shorter period of time. It isfound; however, that e ing in the new situation._ which take One of the most .expeditiousand effective there are certain learning processes methods of learning is that oflearning by doing. place in the mind of the trainee y;ritha minimum This is not a self-teachingmethod; it requires .of guidance from theinstructor. Examples of,. leamirig by trial ''that the instructof's servicesbe utilized. The these processeS include instructor andithe trainee mustwork togetheri error, 'by observation,by transfer, and by doin this method in the The trial, and errormethod, lends itself / Learning takes 'place under / reaped to following manner: The instructorfirst performs Waste of time and energy with the trainee whathe learning. The' 'period' of learning underthis") 'what is to be done and tells isdoing while he works, Next, ,,the trainee method is necessarily longer thanunder guided' while the 4 'attempts to tell what is being done instruction. Once an' error ismade in the the work. Now it learning process, progress haltS; and a newstart' instructor once again performs becomes the trainee's turn toperform the work must be undertaken. Grossneg'igence would be he.#44ing. involved in allowing an inexperienced manto and at the '-same9time, tell what Finally, the trainee practices whathelailearned -:'" attempt to repair adelicate and costly pressure supervises the work. ,- It might even 'be dangerous to himana while the instructor closely . gage. Learning, by` doing is the basicmethod for damaging, the gage 'e. - ' others nearby, as well as training in the Navy. beyond repair. The trial -and Tor,method, I most types of on-the-job For example, the leading pettyofficer' has an should be used with discretion. , infinitely easier time teaching an ABEstriker how to Learning by means of observationis disassemble and reassemble a controlvalve, V better than hiring to:acquireknoWledge by trial of instrue; d "error. However, there are'a 'number of i using the learning by doing 'Method ,,,, tion. Conversely, it is easier forthe 'striker to d advantlg ,this method, Even when an ' -I -I^ i , (13 AVIATION BOATSWAIN'SMATE E 1 & C lea disassembly and reassembly of this valve in 'PRINCIPLES OF SUPERVISIN nimum of time by workingc4ely with tire ructor. United States Navy Regul'cins (1948) states ,that Navy petty officers "shallaid to the utmost of their ability,and to the extent of their authority, in maintaining.good border and disci- CONDITIONS,ATTITUDES, pline, and in all that concerns' AND HABITS the efficiency of the Command." This isa major responsibility of the 'petty officer. It islikewise a major duty. To Many factors affect the efficiencywith which -comply. with Navy Regulations, the trainee will learn. The, a leading ABE physical conditions (supervisor) must direct theactivities of the men undet which .instructionis given is a major being supervised in consideratio,ti in determining a Manner to cause them to its effectiveness. It take pride in jobs that theyhave performed well. is asonably certain thata discussion conducted b Further, in order to direct an instructor would be 'less thansuccessful activities' com- u der adverse conditions of petently, it is necessary forthe supervisor to temperature, light- _have a working knowledge ing, noise-, and other distractingelements. of the principles of the alert instructor supervision. Supervisionconsists .of exercising will think of Rd do commonsense and good judgment, something about ,.the mentalcondition?. and the applic tion of certaiii basicprinciples, an understan conditioning of his trainees. Hemust kriow how g to cope with of human natureto the greatest extent possibe, the various types of Mental ability to make decisions, distresses and take positiveaction to remedy the practicing of them. His approach to the treatment to all, and an intenseioy,ty problem should be to both superiors and the from a sympathetic viewpointrather than one of men being supervised. rebuff or anger. By the timean ABE becomes a -leading petty - officer he has already In some cases the'instructor assigns his stu- developed many pf these attributes and needs onlyto concentrateon dents specific homeworkwhen time dpes-not_those few that he 0,enytit411-of-thp,t4hifidb.1 data not entiiely grasped. 9,Jae,a4quately The 'militaryan specialty cpVered in regular study perioa;either ashore or duties and re- sponsibilities- of the leadingABE go hand in tifloat. He shotild test the-menperiodically on hand. Certain outside work to insuc that areas of the ABE's responsibility t they understandd are inherent by the nature of his ttisat theyth have accomplishedon their own. For work, others as tance,if the subject being a result of his being a petty officerin theNavy. covered isa His duties lie, toa great extent, in accomplish- apult control valve, hemay assign outside ments in the areas of work reading in Fluid.P6wer,NavPers 16193 (Series) for which he is fp cover the ..tlasic theory. responsible. The leading POmust perform the Other areas of theory relatedfunctions of a_ military 4,nd. all possiblet:practicalwork are discussed in leader and a lass. technical man simultaneously.He may not work b at one to the exclusion of the By questioning' the. traineesduring the study other. The leading petty officer must knowthe technical aspects of nods and giving testson the areas assigned in the ABE rating; otherwise e collateral reading, the instructor his usefulness asa may check supervisor andasatechnical man will be n their study habits and their totalprogress. He severely curtailed. He must constantly reviewthe basic concepts of must,have the _attributes of a' good militaryleader; otherwise his useful- good work habits' and sttiVyhabits with..the nesS as a supervisor tr inees. Through repetifiOn,they should be- and leader will be equally me second nature to the trainees.' limited. Thus, he isdefinitely limited inie A more detailed discussion fields of leadership andsupervision,, as well on the factors his usefulness to the involved in learning andthe methods of in- Navy, if for instance, he:s - / unable to explain theoperation of a fluid cooler, ,structing is contained in the Manualfor Navy or is unable to effectively supervise }Instructors, NavPers 161dcurrent editio,n). a.group of men hooking up an aircraft toa catapult.

.14 Chapter 2LEADIG PETTY OFFICERS understood a supervisor is onewho is enough fortheir meaning to be' By .definitiOn, clearly. Orders given to a trainee or agroup of responsible for and directs the workOf.others. 'take the form actually trainees by a supervisor normally This means 'that the leading ABE must requestsior perform- 'oversee- and instruct the menunder his super- of directions, assignments, work of the ance of certainwork, etc. The only military vision. A mere inspection of the of obedience men under him is not supervision. Thefunction implication in these orders is that the 'trainee. Otherwise,there is of suyervision ,is not consideredto hav'e beery, on the part of similarity inthe two types of orders. fulfilled until positiveactionlias_been taken to little or However, ",die supervisor mustexhibit considera- iitipiove a program, to expedite a process, he gives. He must to improve a givensituation. The tion in anyltype of order that otherwise have the military and supervisoryqualities that supervisor,has a tremendous job when allfacets his duties and are considered. He mustsatisfy the demands of will enable him to carry out busy and responsibilities in the most advantageousmanner his superiors, he must keep his ,men do likewise.. content intheir work, and,as a check on and insure that his subordinates himself, he must constantly analyzehis abilities in the job to determineif he is successfully QUALITIES OF A accomplishing the goals of aninstructor and GOOD SUPERYI leader. . To attain th, of a good supeisor, one must possess a of qualities traits PERSONNEL RELATIONSHIPS which directly or indirectlyinfluence the men relationship exists be- The everyday *contacts of thesupervisor with supervised. A definite tween the supervisor,the instructor, andthe .the men under him and othersassociated wi ocotipy one point relatiAshiPs. The lea leader. Each might be said to him constitute personnel triangle; so closely are theyrelated. The ing ABE is toncemed withthe everyday c of attributed to a Maintain and improve traits and qualities normally *tacts, as well as trying to to an instructor personnel relationships. Herealizes that when supervisor are equally applicable or leader. Eachemploys the same techniques the men under hissupervision, are generally principles in a broad satisfied with their working conditions, a sense and adheres to the same exists. Althouglt sense. By the timethat the leading ABE be- of good personnel relationship comes qualified as asupervisor, he will have this condition exists, he muststrive ,to improve/ and traits 'of an the relationships on a continuingbasis. He also attained the desirable, qualities realizes that the manner in whichhe pprsonally instructor and leader. It is neither feasible nordesirable to detail in. , handlei his own contacts influencesthe attitude and, qualities t, It matters not thismanualallof, thbtraits fi of his men toward his supervision. good supervisor, whether these contacts are on a group or onan intimately associated with the just as much tact, instructor, and leader. However,itis important 4 individual basis. It requires through self-appraisal; interest, enthusiasm, and effort inmaking one that the leading ABE, time. constantly remind himself ofthese traits and working contact as in making many at one improve his personnel relationshipscon- qualitiesin order to mairitain and Effecting good value to the Navy. A reviewof supervision,' stitutes a great portion of theresponsibility and be found in military leader. instruction, and leaders' hip ma), duty of a supervisor and Military Requirements, for PettyOfficers 1 8c_C, One of the factors influencing the supervisor's NavPers 10057 (Series).- ability to maintain good personnelrelationships is the manner in which he gives orders.Quite. Noften there 'isa failure on the partof the supervisor to note the close connection\existing DIVISION ORGANIZATION giving or- between .discipline, cooperation, and V-2 division dert. Orders given in connectionwith military Although the organization of a clear varies slightly with the type ofship and the drill, etc., should invariably be given in a equipment'on crisp voice devoid of excitement andslowly amount of launching and recovery 15 ..

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-AVIATION BOATSWAIN'S MATEE 1 & C

board\- thh chapter covers the fundamentalsetup 3. 'Insure the readiness of catapult engines, for -a CVA. You will see thatwe go into detail controls,and other pertinentapparatus by only in the functionsof the V-2 division officer,m-Uns of frequent tests and inspectionsand by leading 'chief; other chiefs assigned,and the insuring. that necessary repairs and, preventive leading petty officers. In later chapters,the maintenance proceduresare mformed. duties of the- other men assigned- to-a -W.62 4. Initiate action in. case of crash, fire, or division are broken down. --Oilier damage forward on -ffieflight deck until To get a better idea of the functionof a V-2 relieved, by, the ,,officer,or aircraft diviOn the following is quoted: crasirAded salvage offi ce r. "The mission of the V-2 division ofthe air 5. Insure the upkee,p of sp department is to conduct launehing aces and shops and landing assigned to catapult and arrestinggear, including operationi and to operate andmaintain the the pbsting and enforcement of operagng in- catapults, arresting gear, and visual landingaids structions and safety( precautions. so that the. embarked aircraft *squadrons 'and 6. Insure that spare parts requiredare req- .detachments can most effectivelyconduct air uisitioned, and sign the requisition form.. operations in the application of their .military 7. Insure. that logbooks and recordsare potential." . maintained and that pertinent informationis properly recorded and reportedas required by higher authority.. V-2 DIVISION OFFICER g: Maintain ,current files 'of.pertinent publi- cations,' bulletins, operating instructions, and other directives of higher authority. The basic functions of the V-2 divisionofficer are the supervision of the operation and upkeep Supervise- the .training of assignedper- sonpel in the operation and maintenance of Of the ship's catapults and arrestinggear, and the directing operations in the Fly Onp area _ catapults and brief all pilotson catapultproce- during dures. flight quarters. He has cognizanceover catapult. and arresting gear personnel. He also perfprrns 10. Request permissio4 of the air officeror primary fly controi to ietivate the functions or arresting gear officer inthe or deactivate absence of an assistant catapult and arresting catapulfi. gear officer. Other duties and responsibilities are 11. Act as division officer in the administra- to: tion of the V-2 division. 1. Supervise the operation of the catapults 12. Prepare requisitions for general supplies ,in the launching of aircraftas follows: and material for transmittal to theaircraft handling officei. a. Designatecatapult.pressure/constant steam valve (CSV) setting to 11 used during each 13. Insure' the preservation and cleanliness of assigned spaces.- faunckand such changes inpFssures as may be required_ during launching operations. 14. Perform such .other duties may be required. ;IxUpervise the spqtting of aircrafton the catapults.. c. Check catapult hookup andaircraft LEADING CHIEF PETTY OFFICER ;alinement, , "OW. d. Visually chedk aircraft to insure that The leading CPO has authorityover all en- wing flaps are in, the desired piosition andwings listeepersonriel of the, V-2 division locked in position. and insures . that the material upkeep andmaintenance of the e.-Give the signal for firing the catapult arresting gear and catapult systems areproperly .after ascertaining that the pilot, aircraft, and perfonbed. He is alio responsible forthe.cleanli- qatallult machinery are in all reppects ready.for ness of the spaces assigned to the -division the l'aunch. to conform with the highstandards` 2. InsUre established for . that safety precautions are ob- the ship. The leading CPO is thesenior CPO of served by catapult personnel in the launching the division. All other CPO's -of the diviiion'are area and catapult machine,ry spaces. subordinate to him. - N 1.6 Chapter 2LEADING PETTY OFFICERS

Specificdutie>areto: Tlie specific duties' and responsibilities of the 1. Pursue a vigorous training program in leading petty officer correspond closely with accordance with departmental and divisional those of the leading CPO. These duties may be policies. considered to be performed on a more personal 2. Maintain logs and submit repofts as re- basis, in that the leading petty officer deals quired. directly with the junior pap/ officer and men 3. Control the personal appearance of all in the division, and serves_as liaison between personnel of the division. them and'the leading CPO. 4. Muster the diVision daily and make= a Some of the more impbrtant responsibilities report of this muster to the division officer. of the leading petty officer are the maintenance 5. Maintain an ,up-to -date watch, quarter, of the training program; enforcement of safety and station.bill for the division. regulations; and the upkeep of; the division 6. Supervise the upl-r-ep, repair, and clean- watch, quarter, and stationbill. The leading .ing of all assigned spaces and machinery. petty officer also prepares the klivision daily 7. Recommend to the division officer the watch list and insures that all personnel standing assignment of men to billet numbers. the aviation security watches are properly quali- 8. Screen special requests and indicate ap- fied. proval or disapproval in the prescribed form.. 9. Assist the division officer in the, prepara- OTH,FR ADMINISTRATIVE, tion of reports of Enlisted Performance Evalua- PERSONNEL tion (NaNiPers 161/5 for personnel assigned to -the division in pay grades E-1 through E-6,and Other key` billets of a V-27division include the NavPa11616/8 for other CPO's assigned to the education and training peak officer, the safety division). petty officer, the damage control petty officer, 10. Advise the division officer ofthe need for and the police petty officer. These billets are an extension of the normalworking day, when generally filled by ABE2's andABE3's and may necessary, m order to maintain materialupkeep be assigned as collateral duty. When assigning and cleanliness of his spaces, to conform to perwnnel to these billets, the senior ABBE should division standards. choose the, most qualified ipersonnel available 11. Disable vital machinery only after permis- and insure that they are propetly trained and sion has been obtained from thedivision officer. checked out in their assigned duties. This helps 12. Perform such other duties as directed by assure a smooth-running division andrelieves the proper authority. senior petty officers of many small details in Other CPO's are assigned to the division, order that their attention may be directed to the depending upon the total number of catapults more important duties. and arresting gear units installed aboard ship. GENERAL SAFETYPRECAUTIONS These CPO's aid the leading cPq, in all of the ft above duties and one of them acts as the leading CPO in his absence. Safety in 'itself is a subject that covers just about every phase of thelkBE's work. Safety must becotne secOnd nature to a man'working LEADING PETTY OFFICER around lauhchirig and recdvery equipment. It 'makes no difference whether he is working The leading petty officer isprimarily -re- above or beloNV decks; mart), lives inducing his sponsible for, the administrative functioning of own depend 6%,tow thoroughly andsafely he the division. During Operations, he acts as a clops his assignetask. 1 roving supervisor to coordinate theactivities of The following are considerations and practices the entire division..e* leading petty officer is that are fundamental to, a good safety program the senior o icer (other than CPO's) for aircraft launching and rftovery personnel. assigned toe clivis on. All other petty officers 1. Use tools properly. FOr many yearsspecial are subordinate to him. 'tools have 'been designed for specific catapult

17 AVIATION BOATSWAIN'S MATE E I & C

repair jobs. At the present timemore and more 4. Enforcement of all safety precautionson - special tools are being designed and used for the the flight deck is a major responsibility of senior repair and maintenance of both catapults and petty officers. It should also be kept in mind 'arresting gear. These tools .have frequentlyre- that the accident potential is greatly increased - suited from problems' met an& ideas conceived during periods of darkness. Inexperiencedper- by ABE's both ashore and 'in the fleet. They sonnel should not. be used for night operations were designed to make it easier to do specific until they are thoroughly familiar with daytime jobs properly and safely. Use them. wiselyusp operations. these tools for the jobs forwhich they were 5. Insure thatall maintenance and repair , designed. work is- done correctly as prescribed in the 2. Many jobs done by V-2 personnelare done applicable MRC or maintenance manual. There under less than ideal conditions; however,no are many publications that can be followed, so matter what the job is, safe working conditions tat a job can be made easier and safer. can be set up. It is your responsibility as a senior Maintenance manuals are always helpful. Also, petty officer to insure they are setup and catapult and arresting gear repair proceduresare followed. In seeing that safe working conditions prepared by the Naval Air Engineering Centerto 'are carried out, always keep a close' watchon show methods of repair for specific pieces of men perforMing hazardous jobs, for fatigtee is launching and recovery equipment. Study these -alwayb a problem in carrier operations; there- . publications and make application of the in- fore, be ,alert for its first sympIoms. No matter formation contained °therein, for it willsave you how good your safety program is, the physical time and effort, and will get the job done ddndition of the personnel doing the jobmust As a responsible petty officer, you should make always be taken into consideration. these and other suitable publications availableto 3. Insure that the proper uniforinsare worn your men to assist them in the job of mtitain- on the flight deck, including helmets, goggles, ing their equipment in the best condition possi- sound attenuators, and life jackets. bid.

V

YW

it

18 :CHAPTER 3: ' SHOP SUP ENVISION, AND ADMINISTRATION

- A supervisor is one who is responsible for and 8. Planning and scheduling work. directsthe work of others. When ypu first 9. Procuring tools and equipment to do the .became a pettyofficer yOu also became a work intended. supervisor. As you advance up the ladder in the 10. Giving orders, making decision's. chain -of-eonimand you will 'be responsible for 11. Checking and inspecting work. the supervision of more and more men. You will 12. Promoting good teamwork. not only. be responsible for the supervision of Some of the above techniques will have been the men assigned to your division or crew, but learned through past experience; others will hive will also plan, organize, direct, and coordinate to be learned during the actual supervision6f the many jobs A'E's are required to perform. thedivision.Stillother techniques may be How well a petty officer plans and ..dis tributes learned from self-study. courses and technical the workload within the scope of his responsi- publicatiOns. The purpose of this chapter is to bility is a determining factor in analyzing his acquaint the new Al3EI/ABEC with some of the' ability as a successful supervisor. more important aspects ofsupervision. Briefly, the ol5jectives of shop supervision are MANAGEMENT Of' SHOP as follows: AND PERSONNEL 1. To, operate with maximum efficiency and safety. i As an AB41 or ABEC, you will have increased 2. To operate with minimum expense and supervisory. duties which require greater knowl- waste. edge and ability in administrative duties and 3. To operate freefrom interruption and procedures. The job of supervising is a mlny-sid- difficulty. ed task. It involves the procurement of equip- Personnel who are under your supervision ment, repair parts, and other materials, planning, must always be made aware of the dangers sche uling,and directing work assignments, involved while working around the machinery or mai tabling an adequate file of applicable tech- the aircraft aboard a carrier. They must move nicpublicationd maintaining required logs and quickly, efficiently, and safely. . records; making reports; and carryiion an While theseare the primary objettives of effective trainin:rogram. , supervision, it is well for-the ABED or ABEC Some typical i uties and responsibilities are as who may be assigned these duties to keep in 'follows: " . mined the fact that his:fsignment is important tb '1. Gettinge right man on the job. him personally.Itaffords him art excellent 2. Using an << placing materials economically. opportunity to gain practical experience toward . 3.. Preven accidents and controlling haz- eventual advancement to ABCS and ABCM. ards. . A supervisor should. knoN,& his men's limita- 4. Keeping sorale at i high pitch. -, tions and capabilities in order to get the most 5. Maintaig quality and quantity of work wctk out of them. He shouldutilizethe accomplished. capabilities, of his, best men in a twofold manner. 6. Maintain g accurate and up-to-date rec- If at all possible he should assign 'a well-qualified ords and ',repo man to do a certain job and add to the team 7. Maintai g discipline. other individuals wbq are less qualified, but who

!.;

19 AVIATION BOATSWAIITSMAYE E1. &

. . . are professionally:ready for advanced On-the-job; accomplishrnent.Itisprimarilya means of training. relieving the supervisor of details. A supervisor The supervisor must..anticipa the ejentual who allows himself to become too involved loss or his most experienced workers with though details loses his effectivenessas a supervisor. transfers, dischargei, etc, andoffset this by the A system of stowing tools must be devised. establishment of an effective arid ;ontiniiing An efficient system cannot beset up without_ training prograni. In addition to raisingthe skill' first determining from allowance lists what level of his division, the training program tools will will be requiredlor satisfactoryoperation Of the insure that personnel, otherwisequalified, will shop. The place for all tolls should be be ready for the advancement examination. marked or otherwise specified,. and'those not being used A` safety prOgram must beorganized anti should be kept in that plate. administered if the divisionisto 'function, The shop layout plan should make provisions efficiently. Current Navy directivesand .local for an information or bulletin boardupon which policies are quite specific as to theestablishment may be posted safetyposters, maintenance of safety training'progratns. posters, instructions and notices, plans-of-the.: The keeping of accurate and complete records day, and such other informationas is appro- is another factor in the efficient operationof a priate. The bulletin board'should be locatedin a division. This includes records ofusage data, prominent place in the shop, preferablynear the work accomplished, and personnelprogress. The entrance where everyone assigned willhave to 'most efficient recordkeepirig isone who has pass it at some time during the day. Materialon 'enough records Without hdving his filesbulging the bulletin board should lie changed frequently, with dieless and outdated material.. expired notices' promptly removed, thecurrent The supervisor has' responsibility fqr ordering plan-of-the-day posted early, and other posters and accounting for spare parts and material.He and material rotated periodically. If thesame Must impress upon his Men the need forbeing material is presented in the same formatevery thriftyinth:.e use of these materials.' The dayvit will not be long before themen begin to, efficiency of any operation is directly'related to ignore the bulletin board and thepurposes for the relative expense involved. Thereare many having it will have been defeated. Newarrange- ways to economize, and the supervisor and his ments are noticed and interest is stimulatedwith senior petty officers should always beon the variety. -04e. alert for opportunities to point out theseways to the less experienced individuals. Methods of avoidingwaste arid unnecessary expense should be included inthe training PERSONNEL' WORK ASSIGNMENTS program. Work assignments should be rotatedso that MAINTENANCE SHOP each .man will have an opportunity tp develop his skills in.all phases of the ABE work. When A smoothly run maintenanceprogram de- assignments are rotated, the work becomesmore pends ,largely upon the extent to whichthe.,.interesting for.the men. Another goodreason for maintenance shop files and equipmentare main- rotating work assignments is that if, one. highly tained. Equipment in good working order, tools skilled man performs alljthe work ofa certain in good shape and of theproper type and tyPe, the supervisor and the division would be at qtlarrtity, and an 'up-to-date file of applicable a great disadvantage in 4he event the man is publications are all important factors.indicating transferred. ,Less experienced personnel should a smoothly ran maintenance, shop. "7 be assigned 16, work with, him in Order to The shbP fanctionimay be'further smoothed become proficient, in his particular skill. Also, to by the judicious delegation' of authorityto broaden his knowledge,of his rate, the experton individuals next in benioritY to the supervisor. one job should be rotated to other tasks. This The delegation 'of authority does not relievethe will (hake him more valuable to his.division and Supervisor of the final respOnsibility. for work to the Navy in general.

' 20

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. Chapter 3SHOPSUPERVISION AND ADMINISTRATION

Strikers should be assigned to various tasks so SETTING OP SAFE that they will: acquire experience on all 'kinds of ,WORKING CONDITIONS jobs. A special consideration for the assignment i, . \ of strikers to jobs is that they shoUld 'be assigne.d progressively. to jobs of 'ascending levels of Operational readiness of the maximum num- difficulty. A striker may be a useful assistant on 'ber of catapult or arresting gear engines is a complicated job;-;but he maYnot understand necessary if is .to successfully what he is .doing unless he has worked his way perform its mission. Keeping all machinery in- top operating condition is the principal function up from basic tasks. of ,Aviation Boatswain's Mate E personnel: It is",, essential that maintenance wprk beperforMed I without injury' to personnel 'and damage to --1- . ALLOWING FOR PLANNED equipment . INTERRUPTIONS . Maintenance is,to some extent, naturally hazardous due to the -nature of the wotk, the During an average workdays occasions will equipment and tools involved, and the variety of arise when personnel have to le14e their working materials required to perform many repairs and spacesfor, one reason of another,thereby maintenance functions. Factors which can func- delaying thecompletion of the scheduled work. tion to increase or decrease these hazards are (1), Some delays can be anticipated, some cannot. the experience levels and mental attitudes of Among the delays which can be, anticipated are assignedpersonnel, and (2)the quality of training lectures, immunization schedules, flight supervision of the maintenance tasks. Thorough operations,rating examinations, meals, and indoctrination of new personnel and a continu- watches or othefmilitary duties. ing safety program are the most important steps Befpre making personnel work assignments, in maintaining safe working conditions. the supervisor sliovld determine what delays can The ,concept of maintenance safety should be anticipated. It may be. possible to arrange extent beyond concern for injury to personnel assignments so that work interruption is held, to and damage to equipment. Safe workpabits go a minimum. When estimatingthe completion hand-in-hand with flight operation safety Tools time of a maintenance task,the supervisor left adrift, improper torquing of fasteners, and should allow for these predinableflelays. poor housekeeping,arOund machinery can cause conditions which may:claim .the lives of person- nel as well as cause strike damage td aircraft. INSPECTION OF,COMPLETED WORK Safety in machinery Spaces is equally "as impor- tant as safety on the flight deck. All work completed 'by the divisiois subject While the increased complexity of our Mod- . to inspection. This fact in no way relieves the em equipment is a factor, it is noted that _,alarge supervisor of the responsibility for checking on number of accidents and incidents are dile, not the quality of, work accomplished by his divi- to complexity of eqUipment,' but to lack of sion.Frequent inspections should be made supervision and technical knowledge. Many mis- during the progress of the work as well as after takes are simple ones in routine maintenance. completion. The supervisor's inspection should Safety in maintenance depends largely upon provide affirmative answers to the following the superVisory personnel. The standardsof - questions: , quality which they establish are directly re- 1. Isthe work being done according to flected in the quality of the preventive mainte- current directives? nance. The primary, duty of thesenior petty 2. Do the materials used conform to specifi- officers is to supervise and others rather cations? than to become totally ossed" inachial 3. Is the job complete* in all respects? production:Attempts to perfo both functions 4. Does the workmanship measure up to invariably result in inadequate pervision and desired standards? greater chance of error. Supervisors must exer-,,,

21 AVIATION BOATSWIN.'S MATE E.":1 cise mature ju.d a ent when igning pertonnel. There- are 'several 4/areas in which, the shOp1. to maintenance jobs: 'Conderation mirst'be supervisor can 'effeCtively work to minimize- given to each mart's experencez: training,, and accidents due to maintenance. Annobg theseare ability. . con tinning ins'pectionAof work --areas: tools, and Sometimes oVerlookedn a maintenance pr equipment, organization and adininisamtion, of gram, are the cOnsiderat ons generally grouped- safety pro s,' correct interpretation of safety- under the term '"hurn factors." These factors. directives and *Cautions; 'and energetic and - are 'important in "thathey determine if .an imaginative enforcement of them. 'individual is ready anphysically.,able to db. the. work safely and _WI qiiality.Supervisory per- . INSPECTION OF WORK AREAS,' ionnel should be costantly aware of ConditiOns TOOLS, AND EQUIPMENT such as general health, °hysical and' mental fatigue, unit and i,l(dividual morale,)training and Most accidents can be prevented if the full, experience levelsf personnel, and 'other condi- "Cooperation of personnel is gained andyigilance tions which can Contribute in varying degrees to Its exercised to elimi_nate unsafe acts. Thesuper- unsafe. work. Not only is it important that visor should diligently inspect workareas, tools, proper tools, protective clothing, and'equipment..and equipment to detect potentially hazardous, 0 are available for use, but also the insistepce.by and unsafe conditions andtake,,- .appropriate maintenance supervisor that. they ark used is of correctiie actiop. They ABEmay be -working in, ' utmost importance. For example, maintenance the shop,. in the machinery space,or on the personnel are sometimes negligent in the wearing t.deck7all of these areas should be included 14 of sound 'attenuation devices in high noiseai,'eas. the supervisor's inspection. He should chedk Technical-knowledge also plays'a large partin for aplo.sion and inhalation hazard's due to a good maintenance safety program. The, com- 4-improper ventil4ion of workingspaces,,or care- plexitY of our modern eq4ipfilent demands the less handling of materials. attention of well-informed and 'expert mainte- Fire hazards 'present anotter serious problem. nance personnel; otherwise, the machinery can-' "No Smoking" rules should,e strictly enforced., not be operated arid maintained properly. Tech- Spilledoil,grease, and Chemicals should be '' .nical knowledge is a function of education and wiped up promptly, and allrags used should be training which, incidentally, does not.end with disposed of in approved containers. graduation from Class A school.. Graduation is Handtools should be in good shbe,., of the only the beginning Any ABE worthy of the proper type, and used only for the.purpose for ratingiscontinuallytraining and teaming which. they were designed..i r Through self-study and application, and through Insure that equipment is operated only a personal desire for proficiency and self-better- qualified personnel, and that safety-,devices and ment. Technical knowledge by itselfisndt nartiS are installed and in good condition. The sufficient, but must be coupled with gratific4- equipment should also be inspected iOr brOken don and keen satisfaction in doing arka well. or damaged components. Check to,see that The ABE who wishes to contribute to safety and ' periodic maintenance, servicing, and/or calibra- reliability improvement must know his job !and tion are performed as required. must deielop professional pride in the quality of . his e. . It a continuing duty of. 6ez.j, person ORGANIZATION AND '- 'connect with maintenance to try to discover ADMINISTRATION OF and eliminate unsafe work practices. Accidents SAFETY PROGRAMS 4 which are caused by such praciicma ot take place until a much later date 'and di severity' In accordan with the Navy policy of son- cannot be prediCted. The consequences may serving manpow r and material,-all naval,activi- range from simple material 'failure to a major ties are required tconduct effective and contin- accident resulting in serious,injuries or fatalities. uous accident prentiort programs. The 6rgani- 1

r . 22 Chapter 3.-LSHOP SUPERVISION AND ADMINISTRATION

. zation --and administration of a safety program It may be well to mention the new man in the are part of the .requirementsof the supervisor. division at this point. A separate safety indoctri- The safety, program must be in accordancewith nation lesson which covers all the major hazards local instructions and based on information of the work should be given to, a new' man as contained in official .bnited States Navysafety soon as he reportsfor work. No supervisor will precautions. .Work methods must be adopted expose the new man to air operationswithout which dO.,not exp,ose personnel unnecessarily to pointing out the dangers involved. awry. - or occupational healthhazards. Instruc- In the third area of safety program adminis- tions in. appropriate safety precautions are re- tration,' followup, tire supervisor will do well to quirpd and disciplinary action should b_ etaken in delegate -authority to his subordinate -petty cases of willful violations. officers to assist him in monitoring the program. The shop safety program will generallYin- Also included in the followup area is wthe volve three areas of attentionthe posting ofthe responsibility Of the supervisor to inquire as most importantsafety4precautions in appro- quickly Md thoroughly -as possible into the circumstances of accidents and reports of unsafe . ,priate places,thincorporation of safety lestons iri the formal training program, and frequent Practices".. followed by 'appropriate action to 'checks for understanding duringthe.day-to-da'y correct an y -d ell den cies uncovered. 0 - supervision of work. TECHNICAL PUBLICATIONS Posted safety precautions are more effective if they May be- easily cornplied with. Forexample, .Technical publications used by ABE's in the a sign on a tool_ grinder reads "goggles required," operation, inspection, and maintenance of all so one ,or more pairs ofsafety goggles should be- launching, recovery, and related equipment are hanging inclose proximity of the Machine. published in two forms manual, type pUblica- Similarly, the protective clothing poster in the' tions and. letter type publications. It is extreme- shop should be backed up with readily available ly ,important that ,senior ABE's know how to aprons, gloves, shields, etc. supervise the use, filing, and maintenance of Fixed posters and signs should ,be-renewed these publications. "frequently- and not` allowed tda become lusty,' faded; or covered , with dust and dirt. General LETTER TYPE' 'safety posters on -bulletin boards and other' technical' publications of -, places shouldbe rotated often Jo stimulatee The letter type interest interest .and of prime concern to the ABE are The formal safety trainingsessions should Launching Bulletins, Recovery Bulletins, Service utilize films, books, visual aids, or any other Changes, Service Bulletid, Catapult Repair Pro- suitable technical material. The men should be cedures, and Recovery Eqiiipment Repair ProCe-: told more than just wha(to do or whatnot 'to dures. These publications are prepared by NAEC do. Each safetysubject should be, explained in (SI), Philadelphii, and subsequently distributed detail. Causes of accidentsandan contributing by Naval Air Systems Command (NavAir- factors should be reviewed and analyzed. Many SysCom) to all ships, stations, and units having good ideas. for ac,cidept prevention- have been need for them. A list of those bulletins and /developed in training sessions devoted to such changes in 'forceisprovided inthe ,Ships analysis. InStallations section of letter publications in the An extensive series lessons may .be de-most recent issue of NavSup Publication2002, veloped over a period ofof times as latenthazards Section- VIII, Part are recognized: The dramatizationof the results In addition, TypeCommanders 'issue Aircraft of unsafe acts around 'catapults and arresting Launching and Recory Bulletins. These bulle- gearisusually a very effective method oftins set forth increased maintenance/operations emphasizing the danger of.such acts, This will procedures: They are issued 'as a result of an aid, in keeping the sessions interesting while accident /incident,covering, areas not clearly avoiding too frequent repetition. defined in operation /maintenance manuals.

A -s 23 AVIATION BOATSWAIN MATE E I & C

In short,' there areapplicableletter type NOTE: The maximum engaging. speeds in technical publications concerning all aspects of columns 4 and 6 are for deck pendant arrest- the equipment related to ABE's. Every effort ments; colunik 8 gives the maximum engaging shoulft,be made by the supervisor to acquire and speeds for barricade arrestments. mainiTincomplete' and up-to-date file of these 6. Arrestingsengini control valve settings for publications concerning the equipment under his pendant and barricade engines. cognizance. 7. Special conditions. What action is to- be Descriptions and illustrations of the various taken when an adverse condition arises. letter type publicationg'Of interest to the ABE areresented on the following pages.

Recovery Bulletins Aircraft Launching lletins o Recovery bulletins are published to furnish The puipose of the Aircraft LaunchingBulle-. the governing instructions for recovering air: tinis, tosetforth uniform instructions for craft..Allarrestinggear officers mustbe launching with safety within the perforMance thoroughlyfamiliar with the contents of all capability of the aircraft and the catapults. The recovery bulletins pertaining to their particular bulletin _establishes the MINIMUM conditions 'equipment. Senior ABE's should, also be familiar which must exist prior to .the launch. These with the information found inrecovery bulle- conditions ehable operational commanders to tins. There are recovery bulletins covering land- know the ultimate capability of the launch, and ing operations with Mark 7 Mod 1, 2, and 3 to plovide_ a measure of safety involved in arresting gear, and also bulletins that give in- launches made above minimum conditions. Ev- structions for operations using the Fresnel Lens ery known precaution has been included. Optical Landing System or the Manually Oper- insure additional safety, operations should ated Visual Landing Aid Systfni (MOVLAS), ways be conducted above:minimum conditions Some of the information found inrecovery whenever possible. bulletins for shipboard arrestinggear is listed iSircraft launching bulletins contain thegov- below (See fig. 3-1.) Thetample aircraft bulle- erning instructions. for launching specified air- tin shown in the figure is an actual Mark 7 Mod craftfrom specifiedcatapults. An aircraft 1 aircraft recovery bulletin, and is included in launchingbulletindoes snotauthorizethe this manual for trainingpurposes only. During lau;Ching of aircraft, but sets forth the mini- recovery operations, refer only to the current m& conditions under which the aircraftcan be recovery bullOin that is applicable to the equip- launched when authorization isreceived._ Au- inent being used. Data of the following typecan thority to launch and other restrictions for ;be obtained. launching aircraft are found in the applicable I Aircraf(model, see'column 1 Of figure 3-1. flight manuals, Adherence to the provisions of 2 Actual Nrcraft landing weight in pounds. both aircraft launching bulletins and flin. man- 3, Recommended airspeedofthe (4ip- uals is mandatory for safety of operations, and prOaching ,aircraft in knots. (Note that the an activity must consult both documents prio recommended approasch airspeed is different for to commencement of aircraft launching. the same aircreirat different weights.*) A numbering system is use odentify 4. Columns 4 and' 5 show the maximum aircraft _launchingbulletins.Some craft engaging speeds of aircraft and therecoil"- launching bulletins pertain to a specific type mended recovery headwind (RHW) kir the catapult or .type catapult and ship. The number speeds in column 3 when operating witha. preceding the dash is the type catapult designa- 4.0-degree glide slope setting. tor. For example, an aircraft launching bulletin 5 Columns 6 and 7 provide the same in for- with the,identification number e.13.pertains fo mation -as columh(4 and 5' f9r operations when almost all C-11-I catapults; exceptions are the a 3.5-degree glide slope settit1is used. few that differ in operation from all other

24' z . , . It, '.. 0 ( ChapterSHOP SUPERVISION AND ADMINISTRATION

(AIRCRAFT. ENGAGING SPEED LIMITS DECK SHEAVE DAMPERS MARK 7 MOD I ARRESTING GEAR 95' SPAN WITH OPERATING ..- . BARRICADE .c, TYPE OF ARRESTIABIT DECK PENDANT GUDE SLOPE SETTING . CO DEGREES 3.5 DEGREES

ACTUAL MAXIM Unarm /MP MAXIMUM smite' rev TIMM" CZCOOTUTDCD Ammo, in itigiNg ttC0180 X00 ENGAGIND Jac' mow= TATCACINO art= MOOT AI 7r me A! APT NM LUCISO .AMMO SPEED "0 "UM SPEED 702'nut TITONT (DAM (KNITS; °3 CC333° 3 {KNOTS( e3 CCU"' ' Ca"! Tnen (PCUKDS) mars) (CAM) 5 COL. I COL. 2 COL. 3 COL. 4 COL. 5 .1COL. 6 CDC. 7 COL. 8 .. , A-3 Series Up to 47,900. 128 110(C) 18 111(t9 17 100 knots . up to 47400-50,000132 114CD) 22 1100:4 . 22 50,000 lb

Up to 12,000 120 109(8) 11 109( 11 105 knots A-4 Series 12,100-13,750 127 114(A) 13 114(A) 13 up to 13,800-14,500 130 113(A9 17 113(AI) :17 14,500 lb (r) - , Up to 47,000 143(F) 105(1i 38 105(19 ,38 ' RA-5C . . (A 47,)00-50,000148(7) 105(1.1) ..43 105(M) 43

A-6 Series Up to 30.000 108 88(14 21. 88(14 rn 105 knots up to T.O.PlaPe/S1sis 30,100-33,500115 USN 27 88(8) 27 Extended, 33,600-36,061 120 - 94(A1) 26 94(11)' 26 33,000 lb 110 knots ' Up to 25,300 135 125(D) 10 125(7), ` '10 tip to A-7 Series 25,300 lb , . t (C8- S. . ,\ .- 85 knoknob C=1A Series ...bp fo 24;200 93 8S(A) 8- 85(A) 8 up to 23,500 lb '

' Up to 40,000 93' 74(X) 19 1 749Q .19 C-2A , (A 24 81(A) :24 's 40,100- 46,000105 81(A) ....

.. ' 85 Icoots up to E-18 'Up to.25,200 95(0) 82(A) 13 82(A) . 13 , .24,700 lb

"-..

Up lo 3R, 000 95 74(U) 21 i 74(U) 21 7,-2A./-28 '' ", (A 39,10041, 200 99 74(A 25 74(A) 25 # 4 Up to 34,000 140 102(11) 38 102(M) 8 10,5 knots up to F-413 Series I06(14C, 42 isepsc, 42 33,000 lb to 34,100-38,000148 ' . Up to 34,000 131 102(M) .29 10201) 29' 105 knot', F-413Series . up to . with AFC-2I8 34,10-38,00 139 newt:, 33 I06(140; 33 33,005 lb 45 105 Icnots ,Up to 28,000 133 I 88(H) 45' 88(H) A46 Series . , NO FLAPS/ .UP e0 NO.SLAIS 28000404000.138 68(H) 50 88(H) 33,000 lb A-I Series J., 110 knob FLAPS UP Up to 25,300 164 125(H) 39 125 (H) 1 39 up to .. 23,20011) . t.(Q)

F",-8 Serie* Up to 19,000 154 117(8) .37 117(8) 37, 115 Icnote W/NG 19,10042,000 164 124E9 . *39 125(3) 39 upAo LNCIDENCE 22400-24,00 171 126(DN) 45 126 (HN) 45 , 22,000 lb 809M AB.320 Figure 3-1.Aircraft RecOveryBulletini 0 .r an 25. 0 AVILION BOATSWAIN'S MATE E I & C

Key to figure 3-1. , (Ai Miximum engaging speed limited by aircraft arresting hookstrength. (B) Maxim um engaging speed limited by aircraft limit horizontal drag load factor (mass item limit "G"). (g) Maximum engaging speed limited by airc=raftft strength. (D) Maximum engaffing speed limitet4y ap:esting gear capacity. . (E) Emergency recovery of aircraft with *sae* not recommended., - . (F) Recommended approach speed based op° degree flap setting. For 50 degree flap setting subtract 5 knots from reCommeiyied approach speed and mini um recovery head wind. (G) Single engine approach speed has been jecommended to maintain control and provide wave-off capability in the event of engine failure during the appro4h. However, normal twin engine approach airspeeds specified in NATOPS.

Mnual are permitted when operational commitments demand. .., . (H) Maximum engaging speed based on a co trof valve singlifweight setting. Maximum permissible engaging speed is 104 knots up to 28,000 pounds and 1 knots up to 30,000 pounds when control valve is set to actual aircraft

gross landing weight . (0 Incorporation of ASC No. 191 is mandatory for mcdels A-481--4C for gross weights between 13,750 and 14,500 pounds. - . i (Jr I ncorRoration oi_complete AFCNo.117-intandatory for maximum arrested weight of 50,000 pounds. (K) Maximum engaging speed based on a control valve single weight setting. Maximum permissible engaging speed is 89 knots when control valve is set to actual Aircraft gross landing weight (L) Maximum engaging speed based on a control valve single weight setting. Maximum permissible engaging speed is 100 knots up to 30,000 pounds and 93 knots up to 33,500 pounds when control valve is set to actual aircraft gross. landing weight . . (M) Maximum engaging speed based on a control valve single weight setting. Maximum permissible engaging speed is 118 knots up to 34,000 pounds and 110 knots up to 38,000 pounds when control valve is set to actual aircraft gross landing weight (N) For F-8D/E with ASC No. 439, and F-8K/L, the maximum arrested landing Weight is 22,500 pounds. The maximum arrested landing weight for the 0,8J with tILC off and the F-8H is 24,000 pounds. (6) Total fuselage fuel for carrier arrested ,shaltrt exceed 5,100 pounds. AFC No. 230 must be incorporated for arrested landirgsebove 34,000 pounds. 43 (P) Maximum arrested landing weight foraircraftwithout wing tanks with full internal and no tip tank fuel is 11,174 pounds. ,Aircrif4with wing tanks witivjull intemaffuel and no tip tank fuel, the maximum arrested weight is 12,000 pounds. -'Is -41 4. (Q) Barricade clearance recommended only f wing pylcrnsilrepylons) re installed. , (R) Maximum engaging speed based on a control valve single weight setting. Maximum permissible engaging speed is 109 knots when-control valve is seto aoival aircraft gioss landing weigtitt , (SY Maximum engaging speed based on a control valve single weight setting. Maximum permissible engaging speed is 128 knots when:o . ntrol valve is set to actual aircraft gross landing weight , 4 (T) A-6A/B, KA-6 must have AFC 244 incorporated for arrested landing weights above 33,500 pounds. (U) Maximum engaging speed based on a control valve single weight setting. Maximum permissible engaging speed is 78 ., -knots when controrvalve is sotto actual Sri:raft gross landing weight , * , (V) Maximum engaging speed based on acon valve single weight setting. Maximum permissible engaging speed is 85 knots when control valve is set to actual aircraft gross landing weight '

NOTE: When operations permit,. recommend ten (10) knots be added to RHW in columns 5 and 7. To . compensate for a hot day (90 degrees), variit,lon in WOD velocity and direction, pilot technique, approach speeds,turbulcnce and to minimize roads on the aircraft and/or arresting gear.

s

26- $.

Chapter 3SHOP SUPERVISION AND ADMINISTRATION

( C-11-1 catapults. As an example, the C-11-.1 flying attitude after launch, control effectiveness catapults installed aboard U.S.S. Ticonderoga and pitthing rates resulting in accelerated stall; CVA-14, and U.S.S. Hancock CVA-19, are overly stringent pilot technique required;; or equipped with the wet accumulator system.The stickforces or movements beyond limits in launching bulletins that pertain to the C-11-1 event of failure of an air-craft system. Further, catapults aboard these two ships have a 10 the, minimum airspeed is reduced to a preceding the-dash. Aircraft launching bulletin standard 59°F day and is established with the ,9-.13 pertains to many, but not all, C-13 type ,following conditions existing at- the time of catapults. launch:. Launching bulletins that are applicable to all 1. peck steady. types of catapults begin with,.zero dash (0-).The 2. Pind-over-deck steady and from dead zero dash is followed, by a two-digitnumber ahead of catapult in use: which identifiesthesubjectmatter of the 3. Sea calm. publication. The subject matter identification .4. Catapult performance normal. number isthe. same forall .catapults: -The' 5. Operation unhurried. information contained inthe.6- aircraft-- launch- 6. Skilled pilot qualified in type. ing bulletins is listed below. 7. Engine deliveOng full takeoff power'. 1. (-10) Ge4eral data on preParation and use 8. Maintenance condition of aircraft excel- of aircraft launching :bulletins for all catapults: lent 2. (-11) A status bulletin that provides a list 9. Immediate clearing turns not attempted. of aircraft launching bulletins in effect, super-ft 10. Pilot trained in minimum techniques and seded, or canceled. Al;o, makes changes to the mentally prepared for minimum launch. -12 accessory bulletin. The -11 bulletin is issued I I. Accurate aircraft weight known. Monthly. 12.-3Vind-over-deck measuring device yielding. 3. '(-12) Provides a list ofaircraft launching' accurate indications. accessdries required for all aircraft. Any changes that arise prior to revision to the-12),Inilletin 13. Highly trained personnel available to im- will be found in the -11 bulletin. mediately advise On any and all phases of the 4. (13) Provides data usedin the preparation operation. of aircraft launching bulletins for alraircraft .14. PrediCtion of aircraft performance under atmospheric conditions existing for the test _5. (-14) Provides data used for oPeration of steam catapults with reduced receiver volume. 15. Aircraft spotted on center., 6. (15) Provides infomiatia pertaining to Restrictions are necessary when launching preparation, philosophy, and use of the data for.certain critical aircraft from waist catapults. The cross-wind operations. applicable Aircraft Launching Bulletins specify 7. (16 through -20) are reserved for issuance these restrictions. The factors which cause these of special .or general launchi*stiuctions. restrictions are the proximity of ships structure 8. (-21 and subsequent) contain information ahead-of the waist catapults, the airflow discon- .for launching specific aircraft. tinuity caused by ship's Strikcture, sink off the The MINIMUM takeoff airspeed for launching flight deck, and the possibility of overrotating is determined by theFlight Test Division of the and damaging the tail due to, the fact that the Naval Air Test Center while conducting thewaist catapult lias More deck ahead of it than carrier suitabilityportion Of the Board of. the bow catapult. Due to these factors the Inspection and Survey Trials. The minimum is minimum takeoff; airspeed required must be determined for the selected configurations by higher for waist datapults than bow catapults successive launches with ci,creasing airspeed when launching the critical aircraft. until a limit is approached or reached. This For the critical aircraft, the offcenter spotting minimum takeoff airspeed may limited by limits are more .restricted for Waist catapults aerodynahtic stall, excess thrusavailable for than for bow catapults. The combinatioh of acceleration after launch, loss aileron, 'eleva- postlaunch oscillations and proximity of ships tor, or rudder control, time req ired to rotatetostructure may be hazardous. This offcemte,r

Oa 27 AVIATION BOATSWAIN'S MATE E 1 tec, C

. . . limitfor waist catapults is indicated in the fied pilots. HOWEVER, IT IS RECOMMENDED applicable Aircraft Launching Bulletin,. THAT WHENEVER PRACTICABLE, WIND IN The Aircraft Launching Bulletin is established EXCESS OF THAT LISTED BE USED AS A, on the basis of the best, performance that should SAFETY PRECAUTIONthe maximumexcess be anticipated under essentially ide'al conditions. air speeds along with the recommended excess The margin that must be provided to maintain air speeds are listed in individual aircraft launch- this minimum degree of safety, under other than ing bulletins. Minimuin takeoff airspeeds on ideal conditions, can only be determined by which this bulletin is based are listed in the weighing all of the factors.involved in light of operating bulletin figures. the environment existing just before the launch.. 4. Signals. Know the routine exchange of The operation commander is logically respon-otignals. The catapult officer mist stand at the siblefor the degree of safety, involved in a ct station on the deck to enable the pilots launch, since this is the one conispod to which to clearly see the catapult officer's signals. allthe required informattak!is immediately 5. Headrest. The headrest should be. used available. . i , when catapulting. An uncomfortable neck jerk, The figures in the operating bulletins provide possibly producing temporary loss of control, tables of minimum wind requirements as a results if the head is not held firmly against the function of accumulator launchfrig pressure and headrest during the launching run. aircraft gross,weight Values in the tables which are preceded by a minus sign indicate that the '6. Aircraft Equipment. Looseness of the catapult end speed ,of the aircraft (catapult throttle and similar controls must be avoided by dead-load end speed pliis speed due to aircraft a check of adjustments to ascertain that they are thrust) isthat many knots in excess of the sufficiently stiff to prevent easing back during minimum requiredaircrafttakeoff airspeed. -launching. (Total excess airspeed isthis value (withoiit, 7. The win* cl-over-deckfrom, dead ahead minus sign) plus actual WOD from dead ahead.) available for any given launching condition must Some of the points that must be kept in mind be equal to or greater than the minimum when using Aircraft Launching Bulletins and requirements for that condition listed in the when launching aircraft are: . . figures. 1. Selection of the Launching Pressure. The 8. LAUNCHING THE AIRCRAFT UNDER tablein the operag bulletinisnormally CONDITIONS FOR WHICHIst?' MINIMUM entered with the ai t gross weight and wind WIND REQUIREMENT IS NOT SHOWN. IN available from whichata the minimum launch- THE FIGURES MAY RESULT IN DAMAGE .ing pressure is deteriTutted. If actual gross weight TO THE AIRCRAFT OR CATAPULT MA- is between the values shown in the table, use the CHINERY OR BOTH; AND IS PROHIBITED. next higher gross weight value in the table. The 9. Horizontal ,shiittle tensioning isto be as maximum launching pressure is that value for required by launching bulletin. which a minimum wind is shovin in the gross weight column. A single launching pressures 1Q. Catafiult Hoiik_Inspection. After aircraft which falls within the acceptable range for each is tensioned on the catapult, examine the air type, may be selected for several different types craft catapult) hook or hooks and shuttle tow of aircraft hook to insure .proper seating of the launching 2. Aircraft Strength Requirements. At a pendant, or bridle. EXTREME PRECAUTIONS given gross weight, the aircraft and pendant or MUST BE TAKEN AT ALL TIMES. bridle have adequate strength for catapulting at 11. Aircraft Arresting Hook. Prior to launch- any accumulator launching pressure for which a ing aircraft, check the arresting hook to insure minimum wind requirement is shown. that it is securely/locked. 3. Minimum Wind Requirements. The mini- 12. CONSULT APPLICABLE CATAPULT mum wind data listed are the results of Naval BULLETINS FOR LIMITiLAUNCHING PRES- Air Test Center and shipboard tests and are SURES WHICH AFFORD RUNAWAY SHOT considered to be safe minimums for well-quali: PROTECTION. 28 1 SI Chapter 3SHOP SUPERVISION AND ADMINISTRATION

13. MAINTAINCATAPULT CYLINDER I Catapulting of the subject aircraft is limited ELONGATION IN ACCORDANCE WITH CUR- by the following condition: , _RENT OPERATING INSTRUCTIONS .Figure 3-2 shows a typical- Aircralft Lauhching Bulletin (C13). GROSS WEIGHT: TEMPERATURE, With figure 3-2 as an example, the following (lb) (°F) problem shows how a launching bulletin is used *. to set up launching pressures for aircraft of a '21,000 90 certain weight and a known wind over the deck: 1. Optimum Condition and Qualifications. Temperature is below 90°F for the 'given- Gross weight 22,000 pounds, WOD 25 knots. weight; therefore, the launch ispermissible. Recommended use of 180- to 200-psi accu- Recommend the use of 180 'to 200 psi. At mulator launching pressure. At 22,000 pounds, 21,000 pounds the excess end airspeed appears the end speed would then be 11 to 16 knots to be 26 to 31 knots. However, 3 knots are above minimum takeoff airspeed required. needed for temperatureccorrection due to air 2".- Limit Excess Airspeed Condition. Gross density,-and 14 knots are needed for thrust weight 23,000 pounds, WOD available 35 knots. corrections dde to temperature; therefore, the The maximum allowable excess airspeed for this excess airspeed is 9 to 14 knots. example is 30 knots. 4, Optimum Launch for Minus Wind Condi- A launch could be made at an accumulator tion. Grogs weight 22,006 pounds, WOD launching pressure of 240 psi. The excess air- able 5 knots.

speed woljld.then be 30 knots (35 knots WaD Recommend the use of 260 to 280 psi. At available minus 5 knots WOD required) which is 22,000 pounds the minimum takectfi airspeed the maximum allowable for this aircraft. Rec= requiredequi is-5to -9;therefore, e excess ommend the use of 160 to 180 psi-which would airspeed is 10 to 14 knots. result in 9 to 15 knots excess airspeed: 3. Optimum- Coiutitian With Temperature Correction. Gross weight 21,000 pounds, WOD Recovery and Launching available 35 knots, temperature 89°F. Equipment Service rulletins a. Aircraft thrust notcritical. and Repair Procedures b. Temperature correction due to aiidensi- isto ty is that for each 10°F above. standardfree air The purpose of thesepublications temperature of 59°F, the minimum WOD should provide pertinent information concerning the be increased 1 knot operation, malfunctioning, and checking of Recommend the use of 140 to 160 psi. At certain gear or component. They are issued by 21,000 pounds the excess end airspeed appears NavAirSysCom in series for each type pf cata- to be 14 to 20 knots.However, 3 knots are pult They result from investigations and,experi- needed fnr temperature correction, therefore the ments conducted by fleet wilts, test sites, and Air Engineer- excess airspeed is 11 to 17 knots. deyeloprnent projects at the. ing Center test units. Whenever discrepancies or Withthrust critical,fullflaps down, the typical thrust correction due to temperature is unsafe conditions are found during operations, a service bulletin is published. as follows: . For launches with flaps in FULLDOWN A service bulletincontains the following information: ,position, the following correction is added to the WOD requirements of figure 3-2: 1. The identity of the type of equipment to which the bulletin pertains GROSS WEIGHT CORRECTION 2. The purpose,. and reason 'for information (lb) -1 contained in the bulletin. 3. 'The method of remedying such malfuno- 21,000 1 knot for each " lions,including precautions- that ,should - be degree above 75°F observed.

29- I r- AWATION BOATSWAIN'SMATE E 1 & C

information as which type catapult 'accessory is to be modified, for-examp16, bow bridle,arrest- YINMIUY WINO OM CEEK CCRIPONEKT FROM 0E40 MEAD FOR CAEAPULEDP3 FROM CU CATAPIA.T SAUDON A STANOMM SerOM ers, waist bridle arresters,: and 'changes to be ABICRAFT OltOSS MIME .B made to the nose gear launch equipment. A 1111111111110M Min catapult deck gar and accessories change in ...... mg...... forms the personnel concerned as to who will IIIIIMMIIII1MMIMPIMMII...... make the change.' If the change is within the IIIIMIIMMIIIIMEMEM1111IIIIIIMIIIIIMMERMIEM capability of the ship's force, it is so stated, and _ nMEM if it must be made by a shipyard at the next IIIIIMIMMMIIMMM11lMEEIIINIMMEZIRMIINNII yard availability, this is noted. MIRIIIMIII00if0it091295111 The purpose of the catapult deck gear and IMMIIIMIBRIIIIMMIMICEILIU INENERMIIIIMMI3ENSICIS accessories bulletins is to make available to all IMINIIMMIIIMMINCIMMECI hands concerned correct procedures for the INIIIIillUMM111 1211:1111200CI MIIIIIIIIIIIIMIIMMEMENZIUDIC1 hookup of the different, bridle and pendant 11111111111M 1111111196=2110g13 arrester lanyar' di The lanyard hookup will vary 11111111M1011111111111:151211:111110EMIE3 IIIMMEMIIMEINIEDIMIDENICIGI L for each type aircraft, necessitating a specific IIIIIIIM11111=911100111E3C111710 .60 s. INEMIRMIONIIIIIIIMMIDEHICIMMI bulletin for all the current carrier aircraft. There IIIIINEMIIMENECIMICISIMEICII311 are bulletins issued for different holdback secur- IIIIMMIIMMIIII11111-212111122121221F311 OlafIMMENO22SIESCEICIMII ing assemblies if they are deemed necessary. 11111111111111111CCEEMICE Special information, whether itis for bridle S. AIRSPEED RECPARED -KNOTS arresters or for nose gear launch equipment is COSI MOS VX, Oa OM.L1111Mao. comm.= ana70 0X.011. IMO =MX= &COMM AMMO OM 21:1 issued: Safety precautions, securing instructions, mon0126:116316.03 =Da mama 01666 nor =an nonson's no'IWO UM Of OM= ROYIS.aTO AM= 6 M:=1 TKO MIMEO and any new or additiOnal information that is 2/. AM C'S Ufl MOM NO COMI MSC. TM IMO ON KO MDarms11017M,rat inn. aMSC =MX= UMan=OM 101=3NO not yet published in the applicable handbook for that specific type of equipment are made AB.324 available through catapult and deck gear acces- Figure 32. Aircraft Launching Bulletin. soties bulletins.

Recovery and Launching 4. Information as to when to comply with Equipment Service Changes the procedure outlined in the bulletin. 5. Any special informationthat may be Experimentation at the test center and experi- needed. ence in the field often make it necessary to These bulletins are sent to'all'applicable ships, Take changes to recovery and launching equip- stations, and units. ment. NAEC (SI)directs and provides the necessaryinformationforeffectingthese Catapult Deck Gear and Accessories changes to the concerned activities, and the Bulletins and Changes L service changes are published by IiavAirSysCom. Included in each service change is-such informa- Catapult deck gear and accessories bulletins tion*as the following: and chges are issued in the same Manner as the 1. Type and model of equipment to which cat t and arresting gear bulletins and changes. the change applies. ere is a status bulletin issued that lists.all the 2. Reason for making the change. bulletins and changes that have been issued and 3. Information applicable to the change. the*ones,that are still in effect. It is identified by 4. When the change is to be accomplished. the calendar year preceded by a "0." Examples 5. Who. is to make the changeship's force of status bulletins would be 0-72, 0-73, etc., for or shipyard persorinel. the years 1972,, 1973, etc. 6. Description and installation instructions. Changes furnish information for the modifica- 7. Source of necessary parts. tion of existing*machinery, Incluaed will be such 8. Distribution of technical drawings.

30 drii= .11. . Chapter 32--SHOP SUPERVISIONAND ADMINISTRATION:

9. Disposition of materials or parts removed gives the applicable safetypre- cautions. This type in effecting change. publication serves as a referencd for operating, 10. Weight and,momentchangea- information. maintaining, and correcting ihe malfunctions of 11: Change record. the equipment. It also serves as a textbookfor .12. Acknowledgement. studying optimum operation and maintenance 13. Address for correspon)ence. procedures which have been established bypast experiments and experiences. New and recently revised manuals do rtot Instructions and Notices contain detailed descriptiont or procedures con- cerning preventive maintenance since this infor- The Navy Directives System is usedthrough- mation is now contained on MRC's. out the Navy for the issuance ofnontechnical Technical manuals do contain the following- directive type releaies. These directives may9 1. Description Of Rquiprn:ent. establish policy, organizatio,methods, or pro-, 2. Theory of operation. cedures. They may require n to be taken or 3. Troubleshootingtechniques. contain information affectingoperations or ad-. 4. Corrective maintenance infornatibn. ministration. This system provides a uniform 5. Specific safety requirements. planfor issuing and mairitaihingdirectives. 6. Parts breakdown and numbers. Conformance to the system is requiredof all 7. Sketches, diagrams, schematic, operating .00 bureaus, offices, activities, andcommands of the and design limits, etc. Navy. Two types of releases areauthorized All manual type publicItions pertaining to,- under the plan Instructions and Notices. catapults and arresting gear and associated Information pertaining to action of acontinu- equipment are assigned a code numtiter (NavAir ing natureiscontained in nstructions. An 51 series) and, listed in the Navy. Stock Listof and is Instruction has permanent reference value Forms and Publications,. NavSup 2002, Section effective until the originator supersedes or can- VIII, Part C, when -avail*ble for issue, (This cels it. Notices contain informationpertaining to stock list (index) is discusseill in more detaillater does not action of a one-time nature. A Notice in this chapter.) have permanent reference valueand contains Listed below are some 'examples of manual provisions for its own cancellation. type publications of interest to the ABE. For purposes of identification and accurate NavAir -51-15ABB-1, Operating Instructions, filing, all directives can be recognizedby tip C-13 Catapultd , originator'sabbreviation,the type of release NavAir 51-15ABB-2, Maintenance and Over- (whether an Instruction or Notice); asubject haul Instructions, 'C-13 Capita classification number; and, in the caseof In- NavAir 51-15ABB-3; nhistrated Parts Break- structions only, a consecutive number.Because down, C-13 Catapult. of their temporary nature, theconsecutive num- NavAir 51-58AA-1, Operation, Maintenance, ber is not assigned to Notices Thisinformation and Overhaul Instructions withIllustrated,Parts is assigned by the onginato andis placed on Breakdown, Mark 7 Mod Aircraft Recovery each page of the directive. Equipment. , ABE's' will be most concerned withNavAir, Operatibn, Maintenance, and These are NavAir SysCom Instructions and Notices. OverhaulInstructionswith IllustratedParts issued to aviation commands and concernair- _ Breakdown, Mark 1 Nose:Gear Launch Equip- . craft oraviationequipment. theca MANUAL TYPE lirthe above list of manuals, it will be noted that mere are three' separate manuals or the The technical manual type publication makes C-13 Catapult, while only one for the Mark7 available' information necessary for the proper Mod 1 Arresting Gear. There is also onlkonefor operation and maintenance 'of the particular Mark1 Nose Gear Laurich Equipment. The equipment abdut which it is written,and also determining factor 6 generally the complexity

31' AVIATION BOATSWAIN'S MATE E I, & C of the equip ent- the more complex the item, ordnance publications and are of no interest to the more mans required. the ABE.) Part C. of the index (manual type publica-

PUBLICATION INDEX tions) is divided into subject matter groups, and < (NAVSUP 2002) all, publications within a group are then listed in numerical order according to cdde number. For NavSup Publica on 2002isa13-section example, all manuals in the-00 series (Aircraft, index of all the fos and publications used General) are listed first then followed by the 01, throughout the Navy. of the 13 sections, the 02, 03,etc.,through the 51series (Ships ABE is most concerned:th sections VI and Installations). All catapults and recovery equip- VIII. All required publicatc8nutat these two ment manuals are listed under the 51 series by sections list are issued directly to new vessels code number, federal stock number, title, and about 6 months prior to commissioning. Re- date of issue. (A complete listing of the various quests for commissioning allowances should not subject groups is given in the front of the index.) be submitted unless the publications are desired Part D of the index (letter type publications) at a date earlier than automatic distribution will is further divided intoa number of subsections, satisfy, or unless they have not been received a< one of which is titled Ships Installations. The month before the commissioning date. Ships Installations section is further divided into the following subject matter groups: Landing Section VI (NavShips Publications) Aids, Arresting Gear, Catapults, and Aircraft Launching. All letter type directives of interest Section VI of NavSup Publication 2002 is a to the ABE are listed under the applicable basic list of all Naval Ship Systems Command subject matter group by Code number, title, and Publications. This section is fluther subdivided date of issue. into six partsA, B, C,' D, E, and F. Parts A, B, C, and. F are of little interest to ABE's because they contain lists of publications that are of primary interest to other departments and divi- PROCUREMENT OF PUBLICATIONS sions. of -the ship. The ABE is primarily interested in parts D Manual type publications may be obtained by and E of section VI which list-S. all NavShips properly preparing and submitting DOD Single manufacturers' technical manuals. In part D, all Line Item Requisition System Document (DD publications are listed in numerical order accord- Form 1348 or 1348m) to the nearest supply ing to stock number. Part E lists the same point (indicated on the inside front cover of publidations in ...ilphabetical order according to NavSup Publication 2'002, Section VIII, Part C). titlejnomenclature. List the publications code number, federal stock number, and title of each manual desired. Section VIII (Nay.Air Publications) Letter type publications should be ordered using DD Form 1149, in accordance with the Section VIII of NavSup Publication 2002 is a instructions given on the cover page of NavSup basic index of the Naval Air Systems Command 2002, Section VIII, Part D. publications and contains a numerical listing of Requests to be placed on the mailing list for all aeronautical publications by code number, NavSup 2002, Section VIII, Parts C and D, and title, security classification, and the date of the supplements should be submitted to NATSF, latest issue. 700 Robbins Avenue, Philadelphia, Pennsylvania Section VIII of the index is further sub- t19111. NavSup 2002 is revised and_ reissued divided into four parts -A, B, C, and D. Part C is semiannually. During the interval between is- the riumerical listing of manual type publica sues, supplements are issued containing listings tions, and Part D contains listings of letter type of Publications distributed or canceled since the publications. (Parts A and B contain listings of last issue.

itt 32 Chapter 3SHOP SUPERVISION AND ADMINISTRATION

MAINTENANCE AND FILING issued, listing all bulletins and changes currently OF PUBLICATIONS in effect.

;-: There are four mandatory requirements to be ,LOGS AND REPORTS met in maintaining an allowance of publications. These requirements are as follows: It" is necessary that' catapult and recovery 1. That the prescribed publications be on reports and records be properlymaintained' to oard: insure that changes are promptly incorporated, 2. That the publication be corrected up-to- proper history of the equipmentis maintained, date. and responsibility is properly placed. 3. That they be ready for immediate use. Senior petty officers in charge of the various 4. That applicable security provisions be ob- stations in the catapult must maintain a day-to- served. day record of their respective stationsand/or Changes to publications are issued either in equipment. theformof .looseleafpages,pen-and-ink Recordkeeping inrelationto launch and changes, or complete revisions. When changes recovery equipment is as important is operation are issued in the form ofnumbered pages, the of machinery or maintenance procedures. Due" old page with the corresponding number is to the many 3-M maintenance schedules that, removed and the new replacement page inserted must be adhered to and periodic reports that in its place. Specific instructions are normally must be made, the importance of accurate logs, given with each change on the method to be reports,and recordS should be emphasieed. usedinincorporating the change. Changes Senior ABE's charged with the responsibility of should be made immediately upon receipt maintaining machinery or equipment are also A checklist of pages that are to remain in the responsible for maintaining and submitting prop- publication after the. change has been incor- er and correct catapult and recovery records. porated is provided with changes issued for some Activities engaged in launching aircraft from publications. This checklist should be compared steam catapults must maintain Catapult Launch- against pages remaining in the publication to ing Log Sheets, NaVAir Form 13820/1 for steam insure they agrec. Extra pages are removed and catapults. (See fig. 3-3.) It is also recdmmended missing pages ordered to bring the publication that a Catapult Daily Maintenance Logbook be up to date. Obsolete pages removedshould be kept. Secured together and retained until the next change is received. Sometimes the wrong pages are removed from a publicationwhen a changeis entered and the error is not discovered, even STEAM CATAPULT LAUNCHING with the checklist, until the next change is LOG SHEETS entered. When pen-and-ink changes are made, the Steam catapult launching log sheets are. avail- ,change number and date should be entered with able in pad form of 100 sheets per pad'. They each change for future reference. Sometimes it is can be requisitioned from the forms andpublica- convenient to cut out pen-and-ink changes and tions segment of the' Naval Supply System in insert them in their proper place in a publication accordance with instructions found in NavSuii by fastening them with transparent tape or glue. Ptiblication 2001. Not more thanl year's supply A complete file of manuals, bulletins, changes, of log sheets shall be stocked. . and repair proceduresis maintained in looseleaf A steam. catapult log, NavAir FOnn 13820/1 binders aboard ship for the catapult machinery shall be kept by all 'activities operating steam, and arresting gear. Letter type directives should catapults for all launches, including no-load and be filed numerically in binders with the newest deadload launches. Each log sheet has space to bulletin or change filed on top. This means that record to for 21 launches. Completed log as the binder is opened, the latest publicationis sheets' twined for a period of 1 year. Those always the rust one. An annual status, bulletin is more than a year old are discarded.

33 . , AVIATION BOATSWAIN'SMATE E 1 C

STEAM CATAPULT WORK (ROUGH) LOG RECOVERY WIRE ROPE HISTORYCHART BOOK A wire rope histOry, chart (fig. 3-5) is kept for A catapult work '(rough) logbook is main: each arresting gear serving a deck pendant. This tained for each catapult in service, All pertinent chart provides a uniform system of recording information acquired daily during _operation, invaluablianformation ; pertaining to the wire testing, and repair of .the catapult is recorded in rope used on recovery equipment the logbook. This is a ,ledger type book with a makingaking each entry on the chart, be sure hard;cover and ruled pages. A logbook that has to include the lastrecovery number of the been filled With entries shall be kept for a period applicable arresting gear. This information can of 2 years arid' then discarded: be- obtained from the recovery log (fig. 3-4). An entry is to be made on the wire rope RECOVERY' LOG history chart, each time one, or more of the following occurs: The recovery log (fig 3-4) is maintained by I. After regularly required inspections of the arresting gear personnel assigngd to Pri-Fly to purchase cable. provide a uniform system of recording invalu- 2. After replacement of the purchase cable. able arresting gear data. With the exception. of 3. After replacement of the deck pendant. the "remarks" column, an entry must be made 4.- After torque removal in the cable system. in each column for, every recovery, excluding 5. After cropping of the purchase cable due barricade arrestments. - to stretch, recession of wilts' in the terminals, The number recorded` the "recovery num-. defectiVe terminal, etc. bee.' coluzim must be arraccurate rUnning total The rope 'gap and rope ,diameter shall be of arrestments. Jt isjmperative that all informa- measured as instructed by A representative from tion be recorded accuratelyat' the time of the carrier andfield service unit (CAFSU). arrestment. Those columns on the wire rope history chart Particular Care must be exercised to be as that require a specific type of entry are so noted accurate as possible when making entries in the by footnotes. "distance-off-center" and "landing type" col- The wire rope .histoiy chart forms, ,like the umns. Refer, tofootnotes 1 and 2 on the recovery log forms, come in pads of noncarbon recovery, log sheet (fig. 3-4) for information as reproducible paper. to the nature and requirements of the entries. Any unusual aspect of a recovers' is to be noted accordingly ht the "remarks" column. If a FLIGHT DECK OPERATIONS REPORT lengthy explanation is necessary, explain on a separate sheet of paper and attach it to the log This report is the responsibility of the com- sheet.Entries made inthe "engine weight manding ,officer, however, the responsibility for setting" and "ram travel" columns shall be its completion is usually delegated to the arrest- obtained from the ingmeroom. ing gear' officer. It is to be submitted quarterly Recovery log sheets come in pads of non- on NdAir basic form 13810/r. The Flight'neck carbon reproducible paper. When entering data Operations Report is sent to NavAirSysCom, on the log sheets, it is necessary to remove the with copies to the Type Commander, Command= number of sheets required or place a hard spacer ing Officer, NAEC (SI), and to theNaval Safety under the proper number of sheets to prevent, Center, Norfolk, Virginia. Quarterly reports are reproducing more than the desired, number of required even when there have been no recovery copies.. - . operations. Additional copies of the recovery- log sheets The fixed wing information, required is as (NavAir4 1381014) can be obtained from .the follows: forms, and publications segment of .the Navy 1. Ty,p.e aircraft. supply department, in accordance with NavSup 2. Number of landings for each type. 'Publication 2002. . 3. Nuniber of crashes. ' 34 sn4MAIN otoz.6239010 FO*14 13820/1 (069) CATAPULT TYPE STEAM CATAPULT LOC C13-q CATAPULT. NO. CV/1-AL RECEIVER Pressure YYYYYY I , AMIENS TILIWYNATNItZ_f_g_ SF STEAM neuter eerocsm Put. IEDr c , SATE zAllcIART DATA VINO ELORCATIOR_CYLINOERIIIIGNESI ' "...4-.:".."t"....41 r..LIVI,G 011"--- ' ) mom RECEIVER OATA LAUITI411, "`' 4120 ORIOLE ARRESTER Api REMAKES ' Tim("... LID ' WEIG47 11101 NO. ' avIR - , LEFT RIGHT SELECTORCAPACITY AFTERIPSIIMSS. STEAMTEN, °F or IINCNESI LEVELwATER "":",....4 ' '""r.11011 s PAESS. mu. NNW OEC4 4 SETTING WM . 000 0200 A5TYPE 44000 MOS! 250491( Z'k 7.2. 73 700mu 51.5 522 2.47 13.4 f 130 3g0 40 NO .." ve..- .. O. li, C.) 1011C.1 0 SI . DATE STCSATVAt (C.reowit Oft.cor) . 0 . ich.A., R. .Sko4tga. . f 7,...46.4.44.4;af,, 1.975 0.33374 . Figure 3,3. -,SteannattarultlaurWhing log sheet.. A13.321 4- N

. . AVIATION BOATSWAIN'S MATEE 1 & C

RECOVERY LOG tFOR USE IN PR1-FLY) . USsAftvex . cwii, 66 3 2. OM WIND,DISTANCE NICCHINT PENDANT AIRCRAFT DATA . MINE ,__, Offle Off 'AMMO VT, NM NO DEER NO '. bait TYPE 1110E VD REMARKS' IHSWIT r Stlfr, eermr"p 7T";FT"orm"" - < 'gig 3 0915r44812.*It000140$40 ROUXnog.PI/ ' .... 1120 .2. 0416P41312133,90g,14:0 35 If __,RoaimAra17/ jeni 3,_o917F1141-10332,600/38Ss 0Rocusigog169 . ,....- 1622 lb`0116P911 101 310001583' opoILINIx,oge169 Hook BouticE 192.3 2.0'919A91) 607-#0,poo139 346 312ULMrio,oCie17/ 1924 2.,09:t00351140139,000/39 33 oi;lifomoo.°.Jilt' . 1925 3 092(ASA 619 .39,5-40.MISo. o'Rooliftsgog-17i-- . - 1926 2.0129£2.4 71323,000.99286 !ROL(Mnow145 .

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IF ON-CENTER WRITE 'Er IN BOXI INDICATE WHETHER OFF-CENTER PORT OR ATM I.E.1211.4,12 FT OFF-CENTERTOSTUD. r I- -4- 13,,t4g 'FREE ANT: OR"ROIL -IN.' ... OAS OBTAINED FRON ENGINE COLIPT. , 4i 1 ., . ,

AB.327 Figure 3-4. Recovery log sheet.

4. Was therai strike, major overhaul, b. The number of engagementson each --_, or other damage. pendant prior to 1eplacement. 5Total landings this report t 2Z Helicopter landihg data sus-as: .61 :Total landings to date. . a. Under aircraft model,. listhelicopter -. ,7: TAtal landings by deck pendent model. 8. NWmber of catapult launches thisreport. b. Under touch andgo or helicopter land- 'If 9. Numbe of catapultlaunches to date. ings,-list helicopter landings in theappropriate qv 10. Any pertinent remarks. ") space; i.e., night dr day.- ,1n addition to the agove informationthe c. Under column landing crashes XcleRk), -following is required: list crash inTonnation 'ifany, such tas mak. 'itr '1.. beck pendant service life. minor. NOTE: Helicopter landings a. The number replaced d.fuing -the peii6d must NOT '13 of this report. included in the tally or total arrestedlandings this report, or total arrested landingsto date, 36 .44-

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3111 11111111111111 AVIATION BOATSWAIN'S MATE E 1 & C .?*

UNSATISFACTORY MATERIAL/ ject damage, but the condition CONDITION REPORT was not itself critical in nature. Other specialsituations, such The Unsatisfactory as not meeting expected performance lifeor Material/Condition Re- other parameters which requirereporting, fall port (UR) was created toobtain service experi- into this category. ence information from the most reliablesources. The major aspects of 2. SAFETYindicatesa priority over all oth- the program- are the er reports: The originator selects thiscategory collecting, compiling, andanglyzing of service when reporting deficient material experience with aeronautical`materials conditions to deter- whicii, if not corrected,would result in fatal or mine areas of immediateMales and trends of serious injury to personnel impending failures, and to or extensive damage coordinate efforts to struction to 'equipment;or for conditions_ correct material deficiencies .and improve flight that. contribute to or couldcontribute to an safety, ,operational utility; aridlogistic support accident or incident. A .SAFETY for operating aircraft. Unsatisfactory The rapid collection and Material/Condition Message shouldbe initiated dissemination of on the date the, trouble occurs. Themessage 4 service experiencedata to cognizantgovern- megg activities must be assigned a :priority'; rating;The SAFE- are .necessaryin. order to TY UR message must befollowed up by a rapidlyi itiateappropriate .actionto insure SAFETY.UR. more reli ble equipment,in fleet service.In this The VIZ is regard, th provided in a carbon backed assignment of competent.. personnel four-pige set. To obtain legiblecopies, it is tos.0 pery i seandreview Unsatisfactory recommended that either typewritenuppercase Material/Condition Reportpreparation is man- _letters or a ball-pointpen be used. datpry. . . , . The ba.se form used The instructions for preparation ofthe Unsat- for reporting failures, is factoryMaterial /Condition deficiencies; or malfunctions Report *(UR), of equipment is the printed on the first_page of the four -pate UR Unsatisfactory Material/ConditionReport (U11), set, must be followed completely. NavAir Form 13070/5. (Seefig. a-6.) Read all , instructibns thorotighly beforefilling,in the UR. The UR provides forsubmission of specific The UR set is prepared in all information consideredessential to conduct cases when an a accountable part is removed andreplaced by a complete evaluation andanalysis, of problem part drawn from supply,or when a part is areas associated with catapultsor arresting gear. delivered to a supporting The UR isrequired in order' that 'complete maintenance activity for repair or replacement. Thepurpose of each statistical data and recordsconcerning unsatis- section is as follow_s: factory material and failuresmay be compiled and appropriate 1. The first sheet in the set is theORIGINALA" corrective action taken. The document whichistransmittedto the UR reports include sudden failures'(broken part's, Center, NATSF (MR). Pertinent data etc.) as well as 'gradual failures from the (due to corrosion, UR is entered on the otherparts of the UR set foreignparticles,stress?cracks,g)c.).Con- by the carbon backed sheets. scientibus reporting and subM.issionof detailed. 2. The FILE copy is retained opinions and observations by the UR on failed or tinsatis- report originator for record -Prposes.A file factory items willgreatly help in the processing of this data.. .copy should be retained for 6 monthsby the rejlortingtactivity qr the supportingmaintenance The UR form has provisionfor the originator acWity, as appropriate. to submit a report in various categories. Space 5 3. The TAG copy (hard"'cop) ia complete of the UR must indicate.thecategory as deter- carbon -copy of the UR mined by the reporting that is attached to activity. Guides for ,this material; being turned into supply or. released selection are as follows: for investigation. 1. SPECIALindicatesthat the particular 1' Failed materialshould be retained at the field condition is a, result of discrepanciesin design, site with a legible TAGcopy (hard copy) of the maintenance, technical data,.quality control UR report securely attached (new manufactureor overhaul to it. ALL ORIG- foreign} ob- INAL UR's or first sheetof UP, sets,c" with 38 ) Chapter 3.-SHOPSUPERVISION ANDADMINISTRATION

s,- ...... _ 3, uR , UNSATISFACTORY MATERIAL/CONDITION REPORT,. - II R RepOtt toebOt OPRAY4 7404 Na typewrar e DO 961.0 peti 1,, (S.. fintrttfeas ER Iftpintke M Fin Is OPKEYTILST4712) A DATE OF TROUBLE5 REPORT CATEGORY 6 ALSO DIG 1. REPORTING AMITY T. LOCATION , 3. SER. NO 3-10-73 6371.41. CD SAFETY USE RANGER (CVA 61) 0090 711,1tisaN I Tn. littiet72114I. BUREAU /SERIAL/SERIAL/ HULL NO.Y. TEENNKAL DATA DEFICIENCY TECHN.PEAL DATA IDENTif ICAPONm.99 - ....., &lP rEs Otto . , ARRESTING GEAR *r 13. TYPE EQUIP. 114. so, rot c9mitotNLHARER 1 I.14kINT. CONTROL WAVIER 12. WUC/ DC ORG. DATE SEQ. NO.TSUf ONSI.LOW UP REPORT

DEFICIENT ITEM DATA 17. SERIAL NO. 11. QUANTITY 15. MANUFACTURERS PART NO. 16. NOMENCLATURE 1' NAEC 607969-9 CABLE GUIDE 21. CONTRACT NO. 22.AULITARY/COmMERCIALOYEHIAMACT. Iv.FEDERAL STOCK NO. EFItc i.20. FEDERAL OAF KS.CODE R1710-601-0715-AG 80020 25. NUMBER OF EVENTS (Cpci..tart.. 416.) n . 23. TINE COUNT SINCE NEW 74 WM =no SINCTOYMNAUT 600 ,ARK. 26 INSTALLED ON EDNEER9E9 m/9, RomPrament mut onef thea on sthleb 4e(66614 Ma Ix MatsNd or opplkoblo to) TYPE/MODEL 0 SERIES SERIAL tiarIBER PART NUMBER NOMENCLATURE T' SY6TOrd - MK 74.13D 2 . 1,14411M. NAEC 612602-1 ARR. ENG. INSTL. , a.Votion . OR EQUIPAGE . SLIASSEMMY . CAN SE 27. REASONFOR REPORT DAMAGEDDUE TO DAMAGED FAKUREETISPECTED INWR (Plaro X In ;rope r St.)10 IllalINCTION 40 OVXKI4r411-`"Ancti 30 SADREEagrE -RELEASED FOR REPAIRIA, 11141/110 TO StIttlY/ 26. DISPOSITION (0CArt, to ejaCO 26) 4 (ATIMPEr.p/K21) (PW9R1,, P/00." b.,..?'0FORT,',3s70°.;;Cfm 1E1I,A,JillgAln opal no 2P) 3 1 ...wog yr., 11. 43 W AP MN pmNaN). 4. OP ..o.4r4 ferAtt 1111 101141410.1 041/-1 $11.444144.J41141 IN 44.4.1 7. THE MIDDLE CABLE GUIDE /MAKI DURING ANORMAL ARRESTED LANDING.

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AB.323` Figure3-6.-URreportform. , . N

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AVIATION BOATSWAIIN'S MATEE 1 & C. . photographs andtor drawings,.are "forwarded to. include much data never used aboard ship, and the Naval Air Technical Services FacilitY_(MR); require an excessive amount of time to maintain. 700 'Robbins Avenue, Philadelphia,Pennsyl- The FOCSL was developed in orderto substan- vania, 19111, tially reduce the number of supply'catalogs- required to be maintained .by reducingand tailoring'catalog information to those itemsof ,interest to Navy personriel. SUPPLY Prior to the 'development of the FOCSL,it , ecessary to search thibugh several cross-ref- It is essential that the ABE1 and ABEC know ere ce listings published by the various inven- certain phases of supply in order to pr4iireand tory managers to cross-referencea manufactur- Maintain equipments in accordance withcurrent_ er's part number of a federal stock number.Part regulations. They must be familiar withthe number for Navy interest itemsare now consoli- publications used in identifying material,equip- dated into the MASTER CROSS-REFERENCE gnent,' and spare parts utilized-in the gerfonn: LIST section of the FOCSL regardlessof the ince of the duties of their rate. In additrOn, the *controlling inventory manager. This section isa ABE Iand ABEC._ must be familiar with the one-way listing from part numbersto Federal quantities of material and equipment author-.Item Identification. Numbers (FI1Ns) andin- iled,:ana the authorization for these aliplwances., chides the federal supply code for manufactur- They must also know procedures used in`prOcur- ers. The part numbers ere in alphanu- ing, expending, inventorying, and maintainingI,./mericalsequence. custody of material.- -. /Bimonthly CHANGE BULLETINSare pub- ilisheci to update the `Price andManagement Data IDENTIFICATION- OF SPARE ection and the Master Cross-Reference List PARTS AND EQUIPAGE ection; a',separate bulletin is issued for each. -',qhese change .bulletinsare cum-illative and list In order to procure the desired material cifto,,,,necessary current informationto update the properly conduct an inventory of materialson applitable FOCSL sections. The information hand, the ABE must be able to identify the ,presented in the same formatas the basic .tnaterial or equipMent concerned. The rdrne- 'section. 'Plate attached to sdme equipment furnishesdata helpful 'in identifying the equipment. HOwever, when procurement requests are initiated, itis' . very important _that. the correct federal stock CURRENT WEAPONS EQUIP- number, complete nomenclature, part -nrinper, MENT LIST (WEL 1090) -and referencp befittnished the supply officerto prevent ordering unsuitable material. This infor, This List contains FSN (Feder& Stock Num- ..mation can, normally be obtained from; Navy ber)to P/N (Part No.) and P/N to FSN stock listsand applicable technical manuals, cross-reference listings. This List is invaluableto parts lists, NavAirS)JsCom change bullttin.and the ABE. ,,aliowanci - -.',.-gAVY STOCK LIST 5. 3 OF .FLEET QRIE ITED CON- AVIATION SUPPLY OFFICE, SOLIDAD'STOCK LIST The Navy Stock List' of the Aviation Sgpply The Fleet Oriented Consolidated Stock List Office lists and identifies material,under the (FOCSL) is prepared by the Navy Fleet Material inventory management of the AviationSupply Support Office and,is designed to afford relief of Office (ASO). This material is identifiedby the workload for shipboard personnel: Themany cognizance symbol E or R prefixingthe federal stock catalogs are impractical fdr shipboard'use stock number of the item. The NavyStock List because they are billky.in size, differ in format, of ASO is published in four parts:. Chapter3:81710P SUPERVISION AND ADMINISTRATION

Cross-Reference C0009 Afloat, the request document is presented to 'technical aero- (FSN to Manufacture Part- ',the aviation stores division for Number and Code)' nautical material or to the supply office for other than 'aeronautical material. While individ- --- such One part of the ASO stocic list publication is a ual ships may employ different procedures, cross-reference from federal stock numbers to as a credit card system, the DDForm 1348 is manufacturer's ,part-numbers and code. normally the request document. When it is necessary for the ABE_to draw parts or material and Price and Management'Data Section from supply, he prepares a DD Form 1348 presents it to the air officer or his authorized 0representative for signature. The DD Form 1348 The second AMO stock list publication con- for tains the following information: the federal is then presented to the supply department stock number of the item, its unit price, unitof prodicing and receipt of material. issue and accountability code; new items; and AsTore, the requisition may be presented deleted items. All classes of material are in- directly to a supply warehouse or to an estab- cluded in these sections. lished retail issue outlet. Procedures may differ. between shore stations, _ because of assigned Descriptive Sectioni levels of maintenance, geographical location of shops relative to supply , facilities, and' other The thigl ASO stock list publication contains factors. Normally the DD Form 1348 is the a cross-reference fromthe characteristics of0 proper request document whichis prepared and items to the federal stocknumbers. submitted in accordance with local instructions. t Parts List Sections Requests foiln- The fourth ASO stock list publication con- excess Material tainsa cross-reference from partnumber to stock number, supersedure of numbers,ad- Aboard 'ship requisitions for the following are ditional model applications, equivalents,change considered as in-excess: of design information, maintenance,and over- 1. Equipage not on the ship's allowance list. haul percentages, accountability codes,perish- 2. Equipage on the allowance list but in ability and salvageability information, and indir greater quantities than allowed. cations as to whether items are included on 3. Repair parts not listed with quantifies in ship's allowances for which a request can be allowance list. justified. Request 'for in-excess material must be ac- REQUEST FOR ISSUE companied by a complete justification as to why . the item is required and why authorized material" The ABE may encounter a variety oflocal" will not suffice. If the item is required for use by requisitioning channels, all designed to satisfy all similar type activities; a recommendation material requirements. Procedures at the con- Should be made to include the item in an sumer level are somewhatflexible. Normally, the applicable allowance list. Except in an emer- single line item requisition, -DD Form1348, is gency, in-excess material cannot be issued by the the form on which material is procured fromthe supply, officer until the request has been ap- sup* department. It is important that the prove( by competent authority. correct stock number,manufactureris part num- Ashore, the ABE is not normally confrOnted ber, and nomenclature be included onall re- with in- excess ,AccoUntable (plant and account) material requirements are included in quests in order to expedite identification , issue. Incorrect or omitted information canlead the activity's 'budget submission to the Manage- only to confusion and delay inissue, or possibly ment bureau, and the granting of funds normally the wrong part or Material may'be issued. constitutes approval of the requirement

08 41 dig

a AVIATION BOATSWAIN'S MATE E-1& C

Requests for Each activity normally prepares loCal regulations Nonstandard Material outlining the circumstances which will deter- mine whether a formal or informal survey will Nonstandard material is material for whicha be made. However, the commanding officer will federal stock number has not been assigned. order a formal survey in any case he deems it. When preparing a DD Form 1348 for nonstand- necessary. ard material,itis imperative 'that complete information be furnished in order that the supply officer may positively identify the exact material, equipment, or part that is required. Formal-Survey The following information should be furnished, . if possible, when requesting nonstandard mate- A formal survey is reguired for those classes rial: of materials or articleSso . designated by the 1. Complete name of item. bureau or office concerned, or when specifically 2. Complete nomenclature of item. directed by the commanding officer.A formal 3. Manufacturer's name. survey is made by either 'a commissioned officer . 4. Manufacturer's part ol drawing number. or a board of.three officers, one of whom, and 5. Name and address of a dealer where the as many as practicable, must be commissioned, material can be obtained. appointqd in either instance by the commanding 6. The document or publication authorizing officer. issue of the item. Neither the,commanding officer, the officer 7. Justification as to why standard material on whose records the material being surveyed is 11 not suffice. carried, nor the officer charged with the custody Requests for nonstandard materialare pre- of the material being surveyed Mayserve on the red on DI) Form 1348 and forwarded to the survey board. s ply officer in the same manner as a request fo standard,material. Informar Survey

SU VEYS Informal surveys are made" by the head of the ,depairtnt having custody of the material to be The Survey Request, Report, and Expendi- survePed. Informal surveysare used in cases ture (NavSup, Form 154) is thedocument used when a formal survey is not requiredor directed to reevaluate or expend lost, damaged, deteriora- by the commanding offieet. ted:\ or worn material from the records of the acc untable officer as required by U.S. Navy PREPARATION OF A Re Rules and regulations governing 'REQUEST FOR SURVEY surveys and the responsibility connected with the a counting for government propertyare of A request for survey may be originated bya prim importance to every man in the naval department; division; or section head,or a service. designated subordinate; as prescribed by local Theesurvey request provides a record showing regulations. Normally, requests for surveyare thecause,condition,responsibility, ecorn- originated in the department having custody of mendaiion for disposition, andauthority to The material being surveyed. The initialsurvey is expend material fromthe-records. Rough survey made ona rough copy of Form 154. A requestare prepared by the person or depart- statement 'by originator is placed on or ment head responsible for the material to be attached to thethe request for survey. Included expended or reevaluated. this statement is information relativeto condition of material; causeor condition s Types of Surveys rounding the loss, damage, deterioration,br obsolescence of material; responsibility forcause There are two types of surveys.with which the or condition of material, or reason why responsi- ABE should be familiar- formal and informal. bility cannot be determined, and recommenda- 42 .f 6.1 Chapter3SHOP SUPERVISION AND ADMINISTRATION

be respect to the material involved mustNOT, tion for disposition of material or action to disciplinary act- taken. however, be withheld pending Upon 'receipt of the rough copy, the desig- ion. (See art. 1953, U.S. NavyRegulations.) nated group or section prepares a sufficient INVENTORIES number of smooth copies of the requestfor distribu harm accordance with local regulations. In the, first quarter of eachfiscal year an The smooth survey request is filled indown to annual inventory of equipage_isconducted. The the the caption "Action by CommandingOfficer or supplyofficer coordinates and sets up _Delegate." It is then forwarded to the command- beginning and endue annualinventory dates ing officer who will determinewhether the With the approval of' thecommanding officer. If formal, the Each department is advised ofthese inventory survey will be formal or informal. officer. It is survey request is forwarded tothe designated dates in writing by the supply surveying officer(s); if informal, it is forwarded responsibility of each departmenthead to,inven- to the HEAD of department forsurvey action. tory the equipage assigned-to his department. The statement by the originator as to the ABE's are normally required tophysically inven- cause, condition, etc., is attachedto the smooth tory at-equipage assignedto them on a custody request for survey for evaluation by the survey- receipt] froin the air officer or theirdivision ing officer(s). After the survey hasbeen com- officer. When equipage isinventoried, special pleted by the head of department or surveying care should be taken tonote if it is serviceable, properlyfpreserved and stowed, and toascertain officer(s),it is returned to the commanding to officer for review action. After approval by the if itisstill required by the department commanding officer, the survey request is for- perform its assigned mission. TheABE using the best position to warded to the.cognizant fleet commandand/or equipage is the person in the bureau for ,final review and approval when. so determine this. Therefore, he shouldmake officer or to required. In the absence of specificinstructions, recommendations to the division surveys ate not forwardedto the Na to the need for survey, Systems Command for finalreview and expenditure, disposition, oracquisition of approval. additional equipage. expends The most important.inventory is The oneheld After, approval, the supply officer within the division. There is no answer inthe items as directed by the approved survey. Requests for replaceMent of surveyed items event acertain spare part is heeded and it Form..1348, and must be suddenly comes to light that one is notavailable. must be made with DD cogniz- ap- Not one piece of equipment under the accompanied by a certified copy of the allowed to be inoperative proved survey request. ance of ABE's cawb'e at any time. Therefore, if somethingis in a down status due to the lack of a properinventory of Culpable Responsibility `spare parts, someone is in trouble; and as a who it When a person in the naval service is found to senior ABE, there is no need to point out be culpably responsible by a surveyingofficer or is. refer the entire To operate efficiently and toinsure that spare board, the reviewing officer an matter to such a personfol.; a statement. The parts are properly stowed and inspectd, discipli- inveVory is held every '30 days. Thereshould reviewing officer must then ake such aboard; nary action as thecircumstances require. He will alvfaSig be a 90-day supply of spare parts and inform therefore, inspect your spares as often as neces- note on the survey the action taken have a complete stock and the Chief of Naval Personnel andthe bureau sary to see that you concerned as to the disciplinary actiontaken. In that it is in good condition. recommenda- When storing spareparts they should be the case of officers, he must make from rust tions as to the inclusion of asMement of the properly preserved to prevent damage action taken in the recordof/ide person con- or corrosion. Theyshould be stowed in as clean' cerned andinform that person ofthe final and dry a space as possible. Sparivebbings must decision in the matter. Action on the survey in be stored lila clean,dpj,well-ventilated space to

43 AVIATION BOATSWAIN'S MATE E .1 & C

prevent dry rot and mildew. Always store spires CARRIERAND FIELD to proVide easy accessibility. Time is usually SERVICE UNITS important when replacement partsare required. If possible, spares should be distributed in The Carrier and Field Service Unit (CAFSU) several storerooms to preventloss of allspares in was established in 1953.-The need for experi- event of bombing or if a fire sii?uld break out in enced and highly trajned personnelwas rec a storeroom. Try to s spa zear the area nized bthe.read of Aeronautics (currey where they are to be N. alAir System's Command), irkordeto rovide technically experienced personnelma continuing basis to span the 2-year millary rotationalpolicies.This specialized grouof CUSTODYCARDS technicians provides continuity of service,even _though military personnelare transferred fre- Equipage is the .term normally used to identi- quently. fy nonexpendable material for which custodial CAFSU 'technicians are usually responsibility is designated by means of custody selected from Navy military personnel whohave a wealth of 'cards. An inventory count of ,equipageon hand experience and have distinguished must be brought into agreement with themselves the through years of operational experience.Most of amount shown on the custody Cards. Any items the present 'tec'hniciansare retired officers and - missing at inventory, or found to be unservice- petty officers who service the fleet and able, must be surveyed and expended from shore- the based activities throughout the world.All tech- custody record cards. Equipage, on which custo-' nicians are under the administrative dy cards must be maintained, is defined control of as those the Naval Air Engineering Center (SI),Philadel- items having an accountability code designation phia, Pa. 19112. These technicallyqualified and of D, E, R, or L Code D and E itemsare diversified techniciansare on call 24 hours a day maintained- on a custodial signal' basis. Code to furnish technical assistanceas requested by R and L items, dependingo the Df the naval message,. letter, or- other method.Such item, are in some cases maintainedon a custo- requests should be referred to commandsas dial basis. All of these four coded itemsare follows: COMNAVAIRLANT, COMNAVAIR-. normally exchanged on an item-for-item basis. PAC, and the Naval Air EngineeringCenter. The There are two designations of custody record Type Commands should be action cards, NavSup Form 306 or 460. addressee for fleet requests, and the Naval AirEngineering Equipage is issued by the supply officer to the Center (SI), for shore activity head of the applicable using department. The requests. Occa- sionally, problems of routine*nature can be department is held accountable to thecom- solved by a personal visit to thenearest CAFSU manding officer for this material. It isapparent field office, located as follows: that the head of a department cannot personally 1. Naval Air Station, Norfolk, Virginia. keep track of all equipage for which he is held 2. Naval Station, Mayport, Florida. accountable. Thirefore, he must delegate custo- 3. Naval Air Facility, Naples, Italy. dial responsibility to the division officers andtor -4. Naval Air Station, SanDiego, California.' leading petty officers Using or having the mate- 5. Naval Shipyard, San Francisco, rial in- their custody. When an ABE is assigned California. 6. 'Ship Repair Facility, Yokosuka,Japan. custodial responsibility, he is required to signa 7. Naval Air Engineering Center,Philadel- memorandum receipt to his division officeror phia, Pa. department head for the material for which he is 8. Puget Sound Naval Shipyard, Code275, held responsible. Bremerton, Wash. The ABE should keep strict control over and 9, Ship Repair Facility, Subic Bay,R. P. know the location of his equipment at all limes. CAFSU technicians provide technicalassist- He can be held culpably responsible for material dnce to shorebased and shipboard personnel who lost or damaged due tahis negl!gence. . operate and maintain catapults, arrestinggear, A

4.q Chapter 3SHOP SUPERVISION ANDAD +RATION -7

repairs at sea = in port. During major and Fresnel lens, PLAT systems, and flight. deck equip- lighting. Various types pf technical sc.istance are minor overhaul -of aunching artd recovery available to activitiesfor example, trainingof ment, CAFSU representatives inonitorthe prog- personnel, rdutine operational and maintenance ress and workmanship toassure'compliance with instruc- procedures and problems, troubleshooting, anal- Bulletins, Changes, plans, s and applicable ysis of equipment alties, and emergency tions., F's

,-

s

rr

45 CHAPTER 4 STEAM CATAPULTS

c

The modern aircraft carrier isone of the most man should know and be able to perform any versatile weapons our countrypossesses; being duty at any time called-upon. able to launch as wellas recover some of the world's largest and fastest combat aircraft.The CAPABILITIES AND LIMITATIONS modem aircraft carrier also has the abilityto travel quickly to operAtionalareas anywhere on- The C-13 catapult is a steam-powered, ,direct- the high seas, which allows the carrierto attack drive, flush-deck catapult. Ascan be seen 'from or defend almost any selected target in the table 4-1, it ,is capable of launching world. an aircraft weighing 74,000pounds at an end speed of 128 Catapult equiptnent is just one ofmany knots. The steam pressure is greater thanthat systems vital 'tot)roperational status of the normally used inany of the previous catapults. aircraft carrier. Without this equipment,the The C-13 catapult has.anenergy potential of 60 heavy attack and fighter, aircraft couldnot million foot-pounds, which makes it capableof become airborne with the variety of payloads launching any of the presentor planned carrier required As carrier based aircraft became larger aircraft with an adequate margin of safety. You and heavier, catapult development moved along, will find as you proceed through this chapter resulting in larger launching weight capabilities. that there are many differences between the Since 1951, when the United states testedand C-13 catapult and all the others inthe fleet evaluated the British type steam catapult and today. found that it .could be modified to work with This chapter deals chiefly with the C-13; the higher. steam pressures developed bythe hoWever, the newer rotary retraction and drive boilers of. American Mips, our engineers have system-4sed with the C-13-1,installedon 'progressively improved the bask' designand CVA-41 and CVA-67 and subsequent_carriers, launching capacity ofour catapults. are briefly discussed. The principal differences Senior ABE's assigned to the steam catapult between the C-13 and the C-11are also pre- tdivisions ,are charged with the responsibility of sented. maintaining the machinery in accordance with applicable- Maintenance 9- - Requirements Cards DESCRIPTION OFCOMPONENTS (MRC's), and of organizing, supthising,and training crews in a manner that will insure SAFE Each C-13 type catapult consistsbasically of and efficient operation of the catapult. . eight major systems: To perfoup this .conthilious and demanding 1. Launching system. This task in an exemplary manner, senior ABE's system may be must defined as those corripqnents to- whichaccess strive to maintain versatile, knowledgeablecrews can be gained at the flight deck Level. These with the use of training -manuals, Maintenance. components include: Management and liaterial (3-M) procedures, a. Trough covers and track assembly. on-the-job training, and duty rotationon a b. Power cylinders. scheduled basis whenever possible,so that each c. Cylinder covers. individual w_ 411 be qualified inas many duties d. Sealing strip and.spring tensioner., concerning the operation and maintenance of e. Launching shuttle. steam catapults as time allows. Ultimately,every f. Launching pistons.

46 -f; Chapter 4STEAM CATAPULTS

Table 4-1.Types of steamcatapults

Item C.77 '' C-11 & C-13 C-13-1_ ..C-11-1 . . , 309' 8 3/4" Power stroke (in feet) 253 211 249'10" 324'10" Track length (in feet) .267 225 264'10" 115 108 128 140 .End speed (in knots) . - . Maximum operational - 80,000 ,- aircraft weight in pounds 73,000 i-,--68,00b 74,000

2 Steam systems. a. Linear retraction engine system. a. CVA-63 through CVA-66. (See fig. 41.) (1) Retraction engine cylinder -and pis- (1) Flow control valvsystem. ton. (2) Steam receivers. (2) Advance stroke buffer. (3) Launching valves and assemblies. (3) Retract stroke buffer. (4) Main hydraulic accumulator. , (4) Exhaust valve. (5) Steam preheating systems. (5) Sheaves. (6) Steam smothering system. (6) Cable equalizers(retract and ad- (7) Orifice elbow assembly. Nance). (8) Steam operated pressure switch. b. Rotary retraction engine system(fig. b: CV A-67. 4-3), (1) Steal-ft-charging valves. (1) Retraction engine hydraulic motor. (2) Steam wet receiver (constant pres- (2) Cable tensioner assembly. .suresource).-(See fig. 4-2.) (3) Screw and traverse carrage installa- (3) Launching valves and assemblies: tion. (4y Exhaust valve. 0 (4) Sheaves. 4. Drive system. This system providesthe (5). Thrust-exhaust unit; of the retrac- (6) Steam preheating systems. ,means of transferring the motion (7) Steam smothering system. tion engine to the grab Air advance and retrac- (8) Orifice elbow assembly. tion of the shuttle and piston assemblies. (9) Steam operated presSure switch. a. Linear retraction system.. retraction (1) Grab. 3. Retraction system. The two (2) Advance and fetriction cables. engine systems in use are thelinear and the catapultsinstalled (3) Fah-lead sheaves. rotary.' The majority of b. Rotary retraction system (fig. 4-4). aboard carriers areequipped with the linear engines are (1) Grab. retraction engine. Rotary retraction (2)' Advance and retraction cables. installed aboard CVA-41, ZVA-67,and - subse- quent* carriers. The rotary isthe newest of the (3) Fairlead sheaves." will be installed on (4) Drum assembly. two retraction systems and (5) Screw andtraverse' carriage(fig. 'all future carriers. The retraction engine provides 'the powerto 4-5). retract the shuttle and the launchingengine The screw and traverse assembly physically fired. It is prevents the advance and retract cablesfrom pistons after the catapult has been the also used to advance andManeuver the grab being crossed or tangled on the drum when forward ank'aft. retraction engine is in operation. The traverse 47 AVIATION BOATSWAIN'S MATE. E 1 &C

,;

LAUNCHING VALVE

THRUST UNIT

TEAM PRESSURE PRESSURE BREAKING SWITCH' S5 ORIFICE ELBOW

EXHAUST VALVE

FLOW CONTROLVALVE .

SLOWDOWN VALVE

AB.334 Figure 4-1.Steam system (typical) CVA-63-CVA66.

THRUST - EXHAUST UNIT

LAUNCHING VALVE t

STEAM-PRESSURE SWITCH (S711)' FtfigssuRE-BREAKING ORIFICE ELBOW

STEAM SUPPLY FROM SHIP BOILERS tpuoust VALVE. .1

STEAM- CHARGING VALVES

NAVSHIPSYSCOM STEAM' WET-RECEIVER SYSTEM

WATER SUPPLY WATER-CHARGING VALVE

AB.336 Figure 4.2.- -Steam wet receiver (CVA67 and future).

48 Chapter 4STEAM CATAPULTS,-

VENT VALVE PANEL(REF) 'CABLE TENSIONER

I fd 4r trts e VENT t . VALVES

/ 0

PINNGTO,RETRACT DUMP VALVE DRUM PIPING TO ADVANCE DUMP VALVE TENSIONER ACCUMULATOR' MANIFOLD ASSEMBLY (REF) FRONT VIEW

HYDRAULIC MOTOR

6,1r Al1Altr 1.16

e awe

poi /

SCREW AND TRAVERSE CARRIAGE INSTALLATION

JUNCTION BOX

REAR VIEW

AB.336 Figure 43. Rotary retraction engine.

carriage, driven by the screw, slides in tracks set pays out or unwinds. When the drum -and mounted on the retraction engine frame. screw rotate, the carriage movesslowly ,along the The screw is geared to and driven by the tracks that are mounted near,.the top ofthe drum. Rotation of the drum causes one set of engine fraffie, guiding the cables on andoff the the cables to wind on the drum while-the other drum.' 49 54 AV IATION/BOATSWA1N'S MATE E,1 &c 4 .11

GRAB

0 I - LEAD SHEAVES

ADVANCE CABLES

4

RET BLES

'off ag its

AP

4

t at..

4

s.

4 AB.337 4 figire 4-4.Drive system (rotary retractionsystem).

.5. Hydi.aulie4ystem., ss-' (4) A gravity tank and external cooler. a. system. (5) The associated piping and control ; (4); Two main hydraulicpumps. -valves. .(2) A circulating pump. (6) The main hydraulic AccuthulatOr. (3) A-drain pump. (7) An air flask:

50 41.

Chapter'4STEAM CATAPULTS

SCREW CAMS - SHEAV,E.ANIAPTER ASSEDMBLY

TRACK

GEARING

SHEAVE MID ADAPTER ASSEMBLY

DRUM

yi ..

AB.338 Figure 4-5.Screw and traverse carriage.

(8) The retraction engine manifold as- draw fluid from the gravify tank and pressurize. sembtY. it. The fluidistheir directed into the main hydraulic accumulator where the fluid is kept at (9) An auxiliary tank a relatively constant pressure. The circulating b. Rotarysystem (fig. 46). .pump ,draws' hydraulic fluid from the gravity (1s) Three main pumps. '9 tank and circulates it through the coplingjacke,ts (2 A citculating pump, of the launching-valve operating-cylinder. This (3).A gravity tank and external cooler. .continuous flow of 'Cooled hydraulic fluid pre- (4) An auxiliary tank. vents overheating of the operating cylinders (5)A main hydraulic accumulator. duringcatapultoperations.Thecirculating (6) -An air flask: (7) The associated piping and control pump is also used to fill the gravity tank with hydraulic fluid from the.auxiliary tank. The valves. external cooler is located near the gravity tank, KO A draiii pump. and when the hydraulic pumpt`amnot pumping (9) The retraction engi manifold as- fluidto the accumulator,thefluidpassis sembly. through the external cooler to the gravity tank, The hydraulic system supplies pressurized this maintaining the fluid at a constant tempera- fluid to the hydratlic components of the cata- ture. The drain pump transfers the hydraulic pult. The main pumps of the hydraulic system fluid from. supply drums to the auxiliary tank. * SI AVIATION BOATSWAIN'S.MATE E 1 & C

LEGEND: TO OPERATING CYLINDER COOLING JAGKETS

=> => HYDRAULIC LOW PRESSURE OVERFLOW LINE FROM PUMP in HYDRAULIC MEDIUM PRESSURE GRAVITY TANK TO PRESSURE GAGE AT CHARGING PANEL "/ RETURN TO GRAVITY TANK THROUGH -- EXTERNAL COOLER

'7 TO MAIN HYDRAULIC ACCUMULATOR 4!).

TO PRESSURE GAGE

MAIN PUMP

TO PRESSURE GAGE.

. FROM -AUXILIARY TANK FROM SUPPLY TO AUXILIARY TANK DRUM

DRAIN PUMP AUXILIARY PUMP

AB.339 Figure 4-6.a-Hydraulic system (rotary retraction engine)... .:

The auxiliary pump runs continuously and is in The main hydraulic accumulator (fig. 4-7) parallel with the main pumps. The auxiliary consists mainly of a cylinder anda free piston. pump is used to take care of leakage in- the The accumulator maintains a relatively constant system so that the niain pumps will not have to pressure' in the hydraulic system.,Hydraulic fluid run` for that purpose. . on one side of the piston is maintained an a The main hydraulic pumps (fig.. 46)run pressurized condition by air ,pressure on the continuously during Iiiinching operations and other side.As hydraulicfluidis used,air supply high-pressure fluid to the catapult hy- pressure causes the piston to move toward the draulie system. The hydraulic output fromthe fluid end Of the accumulator cylinder,-maintain- pufnps is controlled by operation of the delivery ing pressure on the fluid. Fluid used from the control unit. The delivery control unit is°per- accumulator 4 replenished, by the main hydrau- atedv-by the stroke control "actuatorlocated at licpumps or the auxiliary pump, the main hydraulic accumulator: When the A stroke control actuator is mountedin the volume of hydraulic -fluid in the accumulator is bottom:of the accumulator cylinder..Theact-o, less than normal, the pumps go" oil- stroke and uator is a lever operated. cam which operatesa fluid is supplied 'to the accumulator. When the' limit switch. When the piston reaches the top of accumulator isfilled, to the proper level, the its normal opting stroke, the actuator causes delivery -control unit shifts andcauses the main the hydr u.116 pumps to puny hydraulic fluid hydraulic pumps to go off-stroke.. Whenthe (go on-s roke) to the accumulator. When the pumpi go off-stroke, the hydrauliC fluidis no piston the bottom of.its normal operat- longer supplied to the main accumulator, buf ing stroke,the actuator -causes the delivery rather is pupped back-to the gravity tank. control unit to shift and cause the main hydraui Chapter 4STEAM CATAPULTS lic pumps.to go off stroke. (See fig. 4:7.) A volume normal actuator is-located in the tbp of the Cylinder. When the piston reaches a position near the top of the cylinder, it actuates a leverwhichoperatesthehydraulic- acciimidator-volume limit switch. This breaks the interlock to prevent firing of the catapult -when there is insufficient hydraulic fluid in the accumulator to operate the launch valves. The airflask(fig.4.8) is a container of compressed air .which is used to maintain nearly constant` hydraulic fluid pressure in the accumu- lator. As the fluid in the accumulator is used, theairpressureforces thepiston upward, displacing the fluid. Because of the large volume of air. in the air flask, the pressure change in the accumulator is -relatively 'small. Bridle Tension System. The.major com- ponents of the bridle tension system are: a. Tensioner cylinder and piston. b: Holdback cleat. c. Solenoid-operated air valves. d. tontrol valves. e. Air charging and blow down valves. f. Reducing valve. g. Surge accumulator. 7. Lubrication System. All lubrication on the C-13 catapult is accomplished through nozzles located in the cylinder covers. The components that make-up the system are: a. 'Injector nozzles. b. Metering injectors. C. Solenoid-operated air valve. 43.340 d. Control valve. e . Figure 4-7.Main hydraulic accumulator. e. Pump motor set. f. Supply tank., .-- g. Gage and piping arrangement ., 8.- Control.System.Thecontrolsystem ence areas and tome comparisons between the (CVA-63 throikirCVA-60) allows for control.of two catapUlts: the catapult during all phases of operation. It is- 1. Launching sjrstd.m, CI13. divided into seven major panels: a. Increased cylinder secfions. a., Control console (fig. 4-9). . b. Longer trk and pOwer run. b. Deck edge control panel (fig. 410). c.' Longer)aclingstrip. c. Auxiliary 'deck edge light 'panel (fig. 2. Steam system, C-13: a. Higher -pressure and steam. temperature; d. Primary fly panel. b. Different control system for launching e. Retraction control panel. and.exhaust valves. f. Water brake panel. -3. Retraction'system differences. g. Boilerroom panel (optional). - a. The length and construction of the main The C-13 and C-11 catapults differ in several engine cylinder and piston. areas. 1~ollowing is a listing of the major differ- b. Main hydraulic accumulator.' 53 A ,

AVIATION- BgAiSWAIN'S,MATE E 1 & C.

machinery'.In addition, they operate and main- tain the bridle arrester machinery, deck cooling panelsr jet blast deflectots, ancimachinery as o2 ciated with each catapult-they are also respon- sible for hooking the holdback release units to the aircraft and the bridles or pendants to the shuttle and to the aircraft. The knowledge they have and the teamwork and organization dis- played in the performance of their assigned tasks contribute ina 'large measure to the attack capabilities of the carrier. rt is also a responsibility of the catapult crew to think about.theirduties,perform their assigned tasks willingly and to the best of their ability,and increase"their knowledge (both operation and maintenance) of, the catapult. 'File catapult crew consists of: 11 Catapult Officer. All catapult operations tf are -made under the direct supervision of a AB.341 commissioned officer trained for this work.. This Figure 4-8.:Air flask offttej must have an intimate knowledge of the catk3ult -and all applicable Naval Air Systems cl Advance buffer pressure.. Command technical publications pertaining to d. Operating solenoids and control valvo....his Particular catapults. He need not-be a naval 4. Bridle tension systerb differences. aviator. a. Operating solenoids and control valvs,.;, The catapult 'officer is responsible for the b. Air charging and blowdown valves. t-- prdper inspection of the catapult and for the c. Electrical circuit. observance of all safety precautions. Before each 5. Lubrication system differences. day's operation, he insures that the catapult is a.. Location, of nozzles. inspected in accordance with 3-M preoperational b. Metering injectors. inspections as described on applicable Mainte- c. , Operating solenoid aridgcoritrol valve. nance Requirements Cards (MRC's). He desig- d, Location of supply tank and pump nates, the catapult pressure or constant steam motor set. valve (CSV) setting to be used during launching Control system, C-13. . operations, supervises aircraft catapult spotting, - a. The control-ipnsole has no handcranli, and gives the signal for firing the catapult. Also,

and is divided into four-panels. he has authority to delay a launching if some b..'The deck edge panel controls retraction, adverse condition arises, even after the signals to and has additional lights and switches. fire have been exchanged, by initiating suspend c. The auxiliary deck edge panel and the emergency HANG FIRE procedures. incorpbratesEafire" light. The catapult officer must insure 'that catapult d. The retraction control panel allows for logs and records are maintained on each c control at one panel, and has retract engine. pult These logs and records must contain suspend switch. data regarding launchings, overhaul, and repairs e. The water brake panel has a suspend to the catapult as requird by current directives. switch and a suspend-light. The catapult officer Makes a special report to , .1he Naval AirSystems" Command in the event CREWORGIVIZATION any unusual condition arises in the operation of . - this catapults. z, The cataptVcrews are assigned the responsi- The assistant catapult and arresting gear offi- -Nifty of operating and maintaining the catapult cer acts as the catapult officer in the absence of

54 t Chapter 4 STEAM CATAPULTS

PRIMARY FLY TRANSFER SWITCH

RECEPTACLE STEAM GAGE MALFUNCTION PANEL

DECKEDGE TRANSFER SWITCH OPERATING PANEL

AUXILIARY BOILERROOM EMERGENCY DECKEDGE TRANSFER SWITCH PANEL TRANSFER SWITCH

we I

SI2 114 a 1 If e. C5.TAPULT INTERLOCK* RELEASE SWITCH

.LAUNCHING VALVE CUTOUT VALVE

AB.342 Figure 4-9.Control console of C-13.

the catapult officer. He is usually the arresting 3-M systhm, and all applitabletraval Air Systems officer.. .. Command catapult service changes, service ,bul- An assistant catapult officer is responsible to letins,and repairprocedures. However, the the catapult and arresting gear officer for the catapult officer is held responsible for proper waist catapults on ships with four catapults. inspections, test, repairs, and preventive mainte- Maintenance is accomplished under supervi- nance proceduresof the catapult. sion of the catapult and arresting gear mainte- 2. Catapult Chief. Under the catapult of- nance officer. He must have complete knowl- ficer, the catapult chief is responsible for proper edge of the catapult, the catapult manual, the operation, maintenance, cleanliness, and security

55 AVIATION BOATSWAIN'S MATE E 1 & C

la

01.

AB.343 Figure 4-10. Deck edge control panel.

56 ,Chapter 4STEAM CATAPULTS

AB.344 Figure 4-11.Auxiliary control and light panels.

of the catapults assigned to him. Some of the f. Insure that safety precautions set forth catapult chiefs duties are: in pertinent instructions are rigidly adhered to at a. Insure that all catapult personnel under all times his jurisdiction arethoroughly familiar with g. Report any malfunction or any unusual applicablejnstructions. circumstances involving the catapults immediate- b. Supervise operation of the catapults ly to the catapult officer. No major part of the during launching operations. catapult machinery may be disassembled for c. Direct preparation of the catapults for repairs withoutfirst obtaining authorization launching by insuring that the proper 3-M from the catapult officer or higher. authority., preoperational inspections are performed in ac- cordance with the applicable MRC's, and re- h. Direct and supervise all, repairs pertain- ported to the catapult officer prior to each`day's ing to his assigned catapults. operation. L Insurethat the training program is d. Insure ..that all changes and bulletins are carried out. complied .with. j. Plan,. schedule, and control the ac- e. Insure that only authorized personnel. .complislunentof thePlanned Maintenance , are permitted in the catapult spaces. System.

57 AVIATION BOATSWAIN'S MATE E 1 & C

k. Perform such other duties as may be The catapult chief may assume the duties of assigned. the catapult officer only upon the specific The catapult chief reports to the catapult authorization of the, air officer. The catapult officer and the assistant catapult officer,all chief reporti to the catapult officer and the other personnel assigned to his catapults report personnel assigned to a catapult captain's re- to the chief via their supervising petty officers. spective catapult crew report to him. The catapult chief needs more than technical 4.- Deck Edge Operator. The deck edge skill. He must assume responsibility, not only operator, although assigned under the catapult for his own work but also for that of the ABE's captain, is directly responsible to the catapult who serve under him. He is the master techni- officer during launching operations. This oper- cian, leader, supervisor, inspector, and instruc- ator must carry out the orders and signals of the tor. The catapult chief must train a first class catapult officer under allcircumstances. He petty officer to take over for him in his absence. must be thoroughly familiar with all catapult 3. Catapult Captain. The catapult captain is signals (both verbal and visual), the sequence of directly responsible for proper ouration, maim operation, and ther mecliaitcal actions te narice ; cleanliness, aitcrScurnSrtf" h is`As lined"associated witi' the deck edge'control station, catapult. His duties and responsibilities include including the proper use of communications the following: between all other stations directly concerned a. Insure that all personnel operating any with firing the catapult. He must be thoroughly part of .the catapult 'machinery are thoroughly familiar with the emergency hang fire proce- trained and qualified to perform such duties. dures. b., Perform the preoperational inspection 5. Console Operator. The catapult console and inform the catapult chief of the operational operator, under the catapult captain, is responsi- status of the catapult. ble for proper operation, maintenance, cleanli- C. Insure that all stations are "manned.and ness, and security of the console panel and ready" for and during flight operations and associatedmechanisms.Heshouldalso be reporting same to the catapult chief or officer. I thoroughly familiar with the .sequence of oper- d. Insure that all personnel in his crew are ations resulting from his console movements. In familiar with damage control instructions. ,addition, he should .be familiar with the opera- e. Insure that all instructions and safety tions of the deck edge operator and the retract precautions are posted and that personnel are engine operator. He is normally assigned the ,familiar with such instructions. following duties and responsibilities: f. Insure that no one operates any station a. Be thoroughly familiar with the opera- without proper authorization. tion of the console and its component parts. g. Insure that catapult changes and bulle- b. Insure that only qualified personnel tins are complied with. operate the console. . h. Maintain daily maintenance and shot .. c. Insure immediate manning of the con- 16gs. sole at the sounding of FLIGHT QUARTERS. i. Insure thatall unauthorized personnel d. Remain on station unless directed stand clear of catapult spaces both during flight otherwise by the catsIt captain or higher operations and nonoperating periods. authority. j. Observe safety precautions at all times. e. Keep unauthorized personnel out of the k. Adhere to all operating instructions as console oom at all times. outlined in directives from higher authority. f. Observe safety precautions at all times. 1. Perform such other duties as may be g. Carry; out existing damage control in- assigned. structions. . The catapult captain is responsible for each' h. Adhere to catapult operating instruc- man in his crew. He may never disassemble any tions as outlined from higher authority. portion of the catapult without first obtaining i.InsurethatproperSound-powered permission from the catapult chief. phone procedures are utilized at all times.

58 0 Chapter 4STEAM CATAPULTS

j. Be thoroughly familiar with the emer- The retraction engine operator repo gency. \hang fire procedures. a. Catapult officer. The console operator must never deviate from b. Catapult chief petty officer. the designated launching pressures as prescribed c, Catapult captain. by the catapult officer. All personnel assignedto his engineroom 4 report to the engineroom operator: 6. WaIer -Brake Operator. Under the cata- 8. Chronograph Operator. This man is also pult captain, the water brake operator is re- supervised by the catapult captain. He is respon- sponsiblefor -proper operation, maintenance, sible for proper operation, maintenance, cleanli- cleanliness, and security of the water brake ness, and security of the chronograph machine, equipment assigned to him. He also has the component pasts, and chronograph compart- responsibility of suspending the catapult due to ment. During- catapult operations, his job is to a malfunction of the water brakes. This is operate the chronograph machine and convert accomplished by throwing his suspend switch on readings to ascertain shuttle end _speeds, and C-13 catapults, and by calling for a suspend over report end speeds to the main control console. the sound- powered phone system when oper- 9. Recorder. The recorder is responsible ,to ating-C-7/11 catapults. theconsole pettyofficer and the catapult, captain for maintaining the catapult logs in an 7. .Retraction Engine Operator. The retrac- up-to-date status. He records data such as the tion engine operator; under the catapult captain, following for each launch: catapult shot num- isresponsiblefor proper operation, mainte- ber; date and time; aircraft type; CSV setting, nance,. cleanliness, and security of his assigned weight, and side number; wind over the deck; retracting engine. He must be thoroughly famil- ,steam pressure before and after launch; cylinder iar with the sequence of operations and the elongation; end speed; launch valve clock timer mechanics associated with the retract control indicators; and such other information as the panel. His duties and responsibilities are outlined catapult officer or other authority may cause to in the following, list: be kept. 10. Topside Petty Officer. Under the catapult a. Insure immediate manning of the retc- captain, the topside petty officer is responsible tingenginewhen FLIGHT QUARTERS for proper holdback and bridle/pendant hookup sounded. during launching operations, safety of-all per- b. Insurethatproper ound-powered sonnel in the hookup crew, and for maintaining phone procedures are used at all es. a usage log for launching accessories (bridles, c. Inform the deck edge operator of any bars, pendants, holdbacks, etc). He is responsible malfunctions immediately inorder that the for the inspection, 1 brication and functional catapult-officer and/or catapult captain may be testing of: notified. a. Jet blast deflecrs. d. Keep the engeroom clear of unauthor- b. Launching access ries. ized personnel at all times. c. All topside gear. e. Allow only qualified personnel to oper- The following personnel report to the topside ate rnathineri. petty officer: holdback man/crew, bridle hook- f.Supervise the training of assistant re- up man/crew, bridle arrester crew, and jet blast tracting engine operators. deflector operator.. g. Observe safety precautions at all times. 11. Holdback Crew. The holdback crew, un- h. Insure that all personnel working with der the topside petty officer, is-fspon.sible for the retracting engineare aware of. existing proper holdback and hookup procedures. In damage control instructions. addition, it isresponsiblefor maintenance, L Adhere to operating instructions as out- cleanliness, and security of the holdback assem- lined in directives from higher authority. blies and tension bars. j. Perform such other duties. as may be 12. Bridle Hookup Crew. This crew is respon- assigned. siblefor proper bridle hookup, and main-

59.

C4 AVIATION BOATSWAIN'S MATE E I & C tenance,cleanliness,and security of Rid les/ tolerances, pressures, inspection .requiremen pendants and bridle stowage compartments. etc., some are subject to change based They are supervised in the ptiformance of their accumulated operational and maintenance d duties by the topside pettyofficer and the When actually performing the proved Tres catapult captain. discussed, use of the applicable Mainte 13. BridleArresterOperator.The bridle Requirements Cards is mandatory, however; arrester,'nose tow operator, under the catapult they should be considered the minimum rather captain, is directly responsible to the gretarCult than the maximum amount of maintenance to officer during launching operations. This oper-. be performed ator carries out orders of the topside safety It is essential that all maintenance personnel petty officer and aircraft spotter, as applicable, be thoroughly familiar with and knowledgeable and is responsible for the bridle arrester and of the operational functioning of the catapult. nose tow equipment, including operation, Main- This intimate understanding of the machinery tenance, cleanliness, and lubrication. enablesthe trainedobserver to detect any 14. Jet Blast Deflector Operator. The jet abnormal operation and correcta potential blast deflector operator, under the topside petty cause of trouble before ,a breakdown occurs. officer and catapult captain, is responsible for Visual inspections are not enough, because the safe and proper operation of his assigned blast majority of catapult components are hidden deflector. He is also charged with maintenance, from view. cleanliness, and security of his deflector and its The following notes appIto general main- associated equipment. tenance throughOut the entire catapult: . 15, Catapult Center Deck Operator. The cen- 1. Keep* the entirecatapult as clean as ter deck operator, under the catapult captain, is possible. Wipe down daily to remove excess responsible to the catapult officer during launch- grease, oil, and dirt. Remove rust, and paint as ing operations for relaying the correct steam often as necessary. Do not paint threads of pressure settings (CSV setting) from the catapult finished surfaces. If these surfaces are painted in officer to the console operator, and for monitor- trror,,use paint remover to remove Paint ing the setting with a steam pressure gage 2. Check for loose or damaged bolts, screws, located in the center deck control station. He is and nuts. Tighten or replace as necessary. Grease responsiblefor maintenance,cleanliness, and replacement fasteners to retard rusting. High- security of the center deck control station. pressure joints are likely, to leak if unequal bolt 16. Catapult Bow Safety Man. The bow tensionexists; therefore,allbolts must be safety man, under the topside petty officer and torqued equally if sealingability,isto be the catapult captain, is responsible for insuring maintained. Replacement bolts must be equal to that personnel and equipment are clear of the or greater in strength than the original bolt. Use catwalks and flight deck area'at the forward end proper tools at all times. of the catapults. He is equipped with sound- 3. Check frequently for hydraulic and pneu- powered phones for voice communications with matic leaks. These can occur at any time. the deck edge operator. He also controls the 4. Inspect, clean, and oil all machined sur bow safety lights (red or green) during night faces regularly. The moist salt air to which the operations to indicate to the catapult officer and catapult, machinery is exposed induces a strong deck edge operator a safe or unsafe deck. corrosive_ effect on steel. ,Grease the ,extended portion ofpiston rodi when it is anticipated that the catapult will be inactive for a week or MAINTENANCE PROCEDURES longer. This prevents rust and preserves the finish. Wipe off excess grease when the catapult The instructions contained in this section are is reactivated. limited to maintenance procedures that are to be S. Be constantly alert for unusual sounds or performed by personnel who operate and main- action of the machinery. Report any unusual tain this equipment. U should be borne in mind condition to the catapult officer for immediate that of the material that follows, such as investigation.

60 14:7- Chapter 4 STEAM CATAPULTS

6. Each .day,duringperiods when the 3. B&r AsharnOtrojection of metal from .catapult is inactive, run all pumps and actuate all an *edge, usuallythkesult of drilling, boring, retraction engine valves if possible. countersinking, etc., -Tut may alsO'be caused by 7. Check condition and amount of spare excessive wear of one or both surfaces adjacent tools, tension bars, and bridles/pendants on to the burred edge. hand against allowance lists. Requisition antici- 4. Concentricity. Having a common center; pated needs on a monthly basis. usually refers to the. closeness of tolerance 8.. -Whenever componentg are deanedTith between the common center of two or more an Alkaline material, be sure.,that, the residue is circles (bore and OD bore,bolt and circle Completely removed- before reassembly. This is diameters, etc.). necessarytopreventformationofsoapy 5. Corrosion. Deterioration of a surface, products in Lubrication systems and close toler- usually caused by oxidation of metal: ance-components. Use a jet orwet steam from a -6. Deformation. Deforming of a component suitable nozzle for .this purpose whenever Pos- due to overstressing or repeated wage. sible. In all other instances,. remove alkaline 7: Elongation. An increase in lengthdue to residues by repeated flushing and brushing with stretching, heating,' hammering, etc. a mineral spirit solvent. Payparticular attention 8. Erosion. Pitting or eating away of metal crevices,holes, and cavitia, .where such due to action of steam, chemicals, water, or residue may accumulate. After parts have dried, . atmosphere. -1frok- for surface film or powder indicative of 9. Fretting. Scuffing or deterioration of 'a incomplete rempl of alkaline material. Any Metal surface ,,cauSed by vibration or chattering such indication will require recleaning with wet against another part. A f'ed steel surface may steam or solvent appear dull, scuffed, o rroded, depending on 9. Finished surfaces of machined or plated the length& of time i'ected to the action, parts should not be buffed, abraded with wire dissimilarity and kin f contacting metal, and biusties or abrasive cloth, or polished with any presence or absence of moisture. polishing compound for the purpose of re- ,10. Misalinement. Parts not in correct related moving discoloration or restoring smoothness. ii6sitions as specified on manufacturing draw- Exercise caution in handling and storing these ings,. parts .to avoid.soratching And indentation, since Pitting.small, deep cavities ',with sharp fatigue- failures may tegin at sections weakened edges. May be caused in hardened steel surfaces by such local dimensional reduction. by high impacts, or in any smooth steel partsby 10. Do not blast any piston skirts or ring oxidation. '- grooves with any but the finest vapor blast grit 12. Scoring. Deep grooves in a surface caused of scraper by abrasion when fine, hard particles arelorped or fine soft grit. Do not use any form between moving- surfaces, as in a bearing' and to clean ring grooves, since any scratch or root joAmal, or by galling when a moving cart is not fillet will weaken glands and increase the pos- supplied with lubricant. sibility of ring seizure following definiticms apply to terms-used 13. Security.Tightness,, snug fit 'betwpen to describe the kinds of.damage for which parts 'related-parts. should be inspected during routine inspection 14. She_arin,g. Cutting, caused by force ap- and troubleshooting: plied perpendicular to major axis of a corn- , 1. Abrasion, Wearing away cif a. surface, by portent.' friction, either by motion while in contact nth , 15. Warping: Bending or twisting out of another 'Art or by mechanical cleaning or shape in an irregular manner. , resurfaing with abrasive cloth or lapping com- LAUNCHING ENGINE SYSTEM -' pound. - . 2.. Binding. Stopping oi;yimpeding motion between two surfaces due to foreign matter, The hunching engine and associated com- unequal expansion, ol unequal wear between 'ponents are disassembled in the.fitowing order: surfaces. 1. Tiough covers, ;.

A 61 3. AVIATION BOATSWAIN'S MATE ,E 1 & C

2. Strip tensioner. pounds and ounces is stamped on the side of the 3. Sealing strip. barrel in black letters at least -2 inches high. . 4. Expansion indicator. The spear, piston, guide, and barrel must be 5. Cylinder covers. inspected as noted below. This inspection-may 6: Water brake cylinders. be accomplished without removing the piston 7. Shuttle. ' from thefengine cylinder. 8. 'Pistons. SPEAR.The spears are inspected as follows: 9. .Cylinder elongation indicator. 1. Withdravi the spears past the glut open- 10. Launching engine cylinders. ings (cutoff sections) of the 9-foot forward It is not necessary to remove the transition cylinders to a point where the forward edges of section, thrust unit, and thrust unit support the water deflector rings are immediately inside unless a crack or other defect is noted in one of. the solid walled section at the aft end of the these units. -9-foot cylinders. - All components upstream of the thrust unit, 2. Examine the circumference of the water including the flow control valve, are under the deflector rings for signs of scraping against the cognizance of Naval Ship Systems Command. cylinder walls.If any evidence of scraping is The trough, deck plates, supporting structure, found, investigate for water deflector ring flaring and piping (except where otherwis¢ specified) and/or piston guide wear. also come under NavShipSysCom, and matters , 3. If no evidence of scraping is found, use pertainingtothesecomponents should be feeler gages to determine the clearance'dinien- referred directly thereto.. sion at the FORWARDEXTREMITY (bottom Past experience has shown -that salt atmos- side) of the water deflector ring. If clearance phere, steam leakage, and high ambient tempera- between the deflector ring and cylinder wall.is tures cause rapid rusting of screws and bolts reduced to 0.031 inch or less, due to flaring of Used in the launching engine corrypdnents. This the deflector ring, the spear must be rotated 90 condition can seriously impede replacementor degreesatthe earliest possible opportunity. repair of a catapult component. Therefore, a However, with daily inspection of the deflector schedule is set up to remove trough covers and ring, operations may continue until the clear- deck plates every 6 months (preferably just prior ance is reduced .to0.010 inch, after which to deployment) and replace bolts, screws, and operations must cease until the spear is rotated nutsasnecessary.Greaseallreplacement or replaced,. fastenerSwith.asuitable 'high. temperature 4. Itshould be noted that reduction, of lubric ant to retard rusting. clearancebetweenthedeflectorring and Inspection and Removal of cylinder wall is not always due to flare of the Pisions, an d Spears deflector ring. With either the reinforced type spear or the new contour type spear, reduction Repairs to the piston assembly may be made of clearance to below 0.031 inch has been found as a result inspection or a malfunction.Minor to be caused by GUIDE wear.. repairs are those which may be observed and 5.If a spear_has_beep itsatatyd three times due repaired' without removal of the piston assembly to flare of the deflectOr ring, kmust be removed from the catapult. Due to the basic function of and replaced. If, possible, the spear should be the pistons in the operation of the catapult, it, Salvaged for further use. maybe necessary 'to make major repairs as well PISTON GUIDE.Thepistonguideis asmindr repairs in order to keep the catapult in inspected as follows: . operation. . 1. Move the piston assemblies into the 9-foot Piston assemblies must be supplied, installed,' forward power cylinders -until a positionis and 'stockedin matched Pair' s, and the two reached where the piston guides begin to enter assemblies of each pair must weigh, within 10 the aft end of the lateral openings (cutout pounds of each, other. The scale weight in- sections). ., I

62 , Chapter 4STEAM CATAPULTS

Using.k.eler,ges, determine. Piston guide OD al the top of the piston. These marks can wear by' ineasurinwaterdeflector ring clearance facilitate piston inspection if they are used as a at-AFf. EXTREMITY with lower portion of the gtiidefor determining 'maximum wear on a cylinder. If this ,,clearance is 0.047 inch or less, piston. If a piston is worn up to or beyond these replace guides at earliest opportunity. In no case marks, it should be removed at the earliest is the guide to be used if the clearance is 0.031 .opportunity. Piston wear not reaching these inch or less. marks isconsidered within acceptable wear STEAM PISTONS.Measure the piston dia- limits. meter at two places by using the method described below: . RunawayShiot Inspections I. Tow piston assemblies Tinto the inter- . mediate. powercylinders until a position is ' , reached where the, spears will be clear of tIte .Immediately after a runaway shot (end speed sulid willed section at the aft nd of the 9-foot over 185 knots) certain components of the forward cylinders. ' catapult must 6e inspected for damage. The 2. Measure the ID of each 9-foot forward determining factor on. the type of inspection cylinder at two places, approximately 1. o'clOck that has to be made is the shuttle end speed. and 11 o'clock on each side of the cylinder's If the end speed recorded is between 186 centerline; at a point 13 inches forward of the knots and 250 knots (or as specified in the the following 9-footcylinder flange joints.Recordthese current technicalpublication) 'measurements. inspection must-ust he performed. 3. Tow pistonassembliesforward -*Until NOTE: Blow down the steam in the steam bottomed in." the water brakes; then measure receiver to zero pressure and keep the blowddwn with feeler gages the dimension between the valve open prior to entering the water brake' cylinder wall and outside diameter of the piston. reservoir. Measurements are taken at both top and bottom 1. Examine the §huttle ramp pin for bending of the piston at the I o'clock and I1 o'clock and replace if deformation exceeds 0.010 inch dracks exist. positions. Record thege'measurements. or if elongation, shearing, or 4. Add together the top and bottom fe,eler 2. Enter the water brake tank, reservoir and gage dimensions for the 1 o'clock position;then., inspect the entire screenedarefor loose or subtract this total from the ID dimension ofthe broken pieces. Inspect all visible portions of the launching pistons, 9-foot cylinder sections, and cylinder taken at the 1 o'clock position. The difference gives the OD of the piston at this adjacent components. Patticular point. Add together the topand If an end speed between 250 knots and275`' bottom dimensions for the 11 o'clock position; knotsisrecorded,performthefollowing then, fmd the OD of the piston at this particular inspections in addition to those listed above: poinVRecord all measurements. 1. Inspect piston guides. Tighten any loose piston guide' bolts and secure with lockwire. , If wear on the piston,at the points described above, ha's reduced the OD to 17.78I 2. Check clearance between the spear deflec- .inches or less, replace the piston at the earliest tor ring and cylinder walls at various stations possible oPpofiunity. If piston OD is 17.750 around the circumference for radial flaring. inches or letR the piston must be rep)&ced Check condition of spear, hiamediately. (Check these tolerances against 3. Check shuttle connector and strip-guide current applicable technical publications, MAO attaching bolts to see that they are in place and' are subject to change.) not sheared. Look for evidence of deformation Whenever a piston(fig. ,.4-12). has to be of fasteners'and elongation of holes, and cracked replaced, it is,recommeilded that a scribemark or welds. series of punchmarks be put on the "leading 4. Inspectvisible 'portionsof launching edge" of each new piston at points three pistons for cracks, paying Particular attention to thirty-seconds inch from the OD at the bottom the upper forward edge aft of the cylinder cover of the piston, and one thirty-seconds from the seal stud boss.

63 r

ti AVIATION BOATSWAIN'SMATE E 1 & C

# NUT RUBBING COTTER PIN STRIP CONNECTOR Ill II DEFLECTOR Ill RING CYLINDER I COVER

SEALING- STRIP. SPEAR GUIDE

SUPPORT GUIDE

BOLT

OISTON GUIDE 0 STUD 4.4

BARREL

PISTON RINGS

AB.345 Figure.412LLaunching piston ambly. \\

.Check the water supply hose and tighten 3. _Inspect1 visible portions of the shuttle. * anloose hose fittings. Check piston barril 4... 4. Check chko ring Measurements. .Check the clearance betweensthe 'annulus rin: and jet ring. Replace any loose jet ring 5. Look for arances developing between ser ws. stools and bearingates of the forward power . cylinder sections. .Inspect the cylinder cover seal assemblies. f the components mentioned above are 6: Removeany loojbtring screws fo nd to be free from defects and clearances are check for "necking down.If necking down is safactory, observe the retraction. If the retrac- evident on loose 'scres, the'all others in the tiois normal, catapult launching operations vicinity by removing and me. tiring. (See fig. ma be.continued. *444.) Replaceallloosescre;4 torques all Ithe runaway Shot caused a shuttle end replacement screws to 245-255 ft-1 sp d df 275 to 3Q0 knots, do the following: 7. Check concentricity of annulus ring and 1. ?rform Stepsi through Zas above. choke ring. .Pay paiticular attentiontopitting of 8. Check visibleportion of the bronze spears,e ormation of brackets, and othersigns piston guide, paying particular attention to the oftrain. Take spear measurements at various shoulders of boltholes where 'deformation or stations and check for correctness. fraRtites may be evident ti 1:1 +Pr 64 da .' 11. At ,...

*Chapter 4-STEAM CATAPULTS

9. Check .andtightenanyloosespear 11. Check- tightness of allvisible 'bearing and securing screws. pads, blocks, and strips..on theconnector 10. %heck for cracks inthe web of, the .guide. . forward ppwer cylinder section slotat the 12. peifoim tow ' test of the shuttle fotward end above the, waterbrake cylinder. piston assembly, using ar dynainometer Measure s ' r 4

6 23 29 P 4 24

20

.15

14

13 26 26L A_ 21 25a p- "6,3-6 202 6 19 28

15-

. 13

t 1. Screw. 11. End plug. 23. Body. .1a. Screw. 12. Self-locking screw. 24. 0:ring. lb., Dowel pin. 13. Self rockLing screw. 25. Plug, 2. Left clamp. 14. Striker, ring. 26. Gasket 3. Right clantp. 15. Screw. 27. Cylinder. 4. Support. 16. Jet ring. 28. Cylinder. 5. Chock. 17. Jet ring. 29. Chokeringseat (Ref)- 6. LoCkwire. 18. Annulus ring. for repair only. 7. Bolt. 19: 0-ring. . 30. Shim. ----- 8. Pin. 20. Choke ring. r 9. Body. ei 21. Screw. 10. Vane.: . 22" Plug. AB.348 4 Figure 413:-Water brake assembly, exploded vie*. ;, 65 AVIATION-BOATSWAIN'S MATE E I.& C

the average force required to pull at a constant 8. Disconnect the two forward cylinder , velocity. It should _not exceed normal towing covers on each cylinder and remove the forward force ,for,the catapult, whicig 1,500 pounds. cover from each side. Removal of the forward 13. Repair any defectsnotedabove prior to covers from the 9-foot sections requires breaking any. further operations. the butt joints and pulling covers forward about 14. Inspectthe-cylindercover sealsfor 6 inches followed by movement of the covers in cracks. an inboard and downward direction prior to If there is a runaway shot in which shuttle' lifting (fig. 4-14 (C)). end speed is in excess of 300 knots, do all of the NOTE. After the- forward cylinder coversare above arid, in addition, lift the track covers at removed, remove the sealing strip guide and the water *brakes and inspect the launching inspect it for signs of wear and corrosion. shuttle. Look for bowing of the frame, loose or 9. Disconnect the lubrication lines leading deformed rollers, looseness of roller shafts, and to the second cylinder cover aft on each row of cracking or deformation of memo rs and driving cylinders and remove the covers by pushing them forward andliftingatthe same time Whenever replacinga choke ring, always. disengaging the sealing strip. Removal of these check the choke ring NAEC part n mber. Some covers provides freedom of movement when the choke rings can be used opt y withwater brake sealing strip is shifted to one side. spear having a ceftain NAEC' art umber. 10. Remove the bolts securing the water PISTON REMOVAL. Due totormal wear ortbrake splash plates to the 9-foot cylinder sec- to a malfunction of the catapult, it ntay be tions. The bottom plate may not be removable deemed necessary to remove and replace the prior to lifting the cylinders. In this case secure piston assemblies. This job can be accomplished the bottom plate to the 9-foot cylinder with while at sea. If ,you are the senior ABE in a safety wire or light Elie. Care must be taken to steam catapult crew, the *responsibility for this mark the forward end of the bottom splash plate repair procedure falls on your shoulders, The, to insure proper reinstallation. _applicable manual of overhaul and maintenance 11. rf necessary, remove the upper and lower instructionsfor the typecatapultinstalled track support bars to expedite removal of the aboard your ship Will have a step-by-step proce- 9-foot cylinders. This is not always necessary. dure to follow in removal of these components. 12. Remove the bolts that secure the water Some of the important steps are brake clamps to the buttress plate and, lift the 1. Secure,allpreheating and blowdown water brake clafnps, loosen but do not remove receivers and the hydraulic system, and close the the supports to the buttress plate to allow for main steam valve... removal of thechock. Screw an eyebolt into the 2. Move Ithe shuttle approximately 50 feet chockandliftthe chock away fromthe aft of thewaterbrake cylinders. cylinder.

3. Rem* . thetroughcovers and deck 13. Blow 'down the cable equalizers on the plates. retracting engine and run out adjusting and 4. Place the tension tool over the end of the locking nut on the equalizers to throw maxi- strip tensianer rod and tighten the bolt on the mum slack in the towing cables. Keep count of- tool' to compress the tensionerspring and release the number of turns made on each adjusting 'nut tension on the sealingotrip. so that updn reassembly it will be easy to return 5Disc tthe sealing strip from the the cable equalizerto iy original adjustnient. strip to sioner gui.(fig. 4-14 (A)). 14. N'ow bring ,,the piston-shuttle assembly 6. Disconnect d. remove any structural forward to allow removal of thd shuttle, taking piping Supports w ch would interfere with precaution to prevent the shuttle froin dropping. lifting the 9-foot cyl'ert. Lift the shuttle from the pistons and remove it 7. Remove the rel ining bar and two retain- with a suitable hoist (fig. 4-14 (D)). 3r ing guides from between he forward ends of the 15. Move the piston assembly aft until the tip 9-foot cylinders (fig. 4-14 (B)). of the spear cleats the 9-foot section.

t /A 66

4' Chapter 4STEAM CATAPULTS

a

dw AB.348 Figure 4-14.Piston removal.

CAUTION:Thesealingstripmustbe to remove a9-foot forward power Cylinder anchored with a chain -fall before moving the. section and water brake assembly. Handle the pistons aft. sealing strip with care. If it is necessary to roll 16. After removing the studs, nuts, spgcers, up the strip, the inside diameter must not beless and clamps from. both 9-foot power cylinders, than 16 feet. Do not twist or kink the sealing move the 9-fdot power cylinders forward ap- strip, as this may cause pernianent deformation. proximately 2 inches onto the water brake 18., Rig for removal of the water brake and cylinders. This can be accomplished by means of 9-foot forward power cylinder section. Be surea a cylinder. jack(fig. 4-15), a hydraulic jack, or that the hoist or crane can safely handle the by a chanifall rigged on deck. 11,000-pound assembly. A hydraulic jack should 17. Pull the forward part of the sealing strip be installed under the water brake to assist in and cables to the side,opposite the cylinder to breaking it loose. Remove the cylinder sec be removed. This will result in ample clearance and place it on the deck.

67 V2 AVIATION BOATSWAIN'S MATEE 1 & C.

231

.-J

. 1. Cylinder. 5. Bas 2. End flange. 6. Hose and valve ism*. ,c 3. Ram. 7. Pump. 4. Hose. AB.347 Figure 4-15,-Cylinder Jack. ,

19. Remove the piston by pulling it forward 20: After removal of the. piston the same with a chainfall. As it is being removed, place a procedure is to be followed if the other cylinder loop around the spear, after first prote6ting its and piston are to be removed. Reassembly is the finely machined surfawith rags or packing. As reverse of the stepsoutlinedabove. When the piston barrel is eTosed, place another loOp reassembling, grease is applied liberally to the on the after end of the assembly between the chocks and brackets. Also apply grease to all piston barrel and the strip guide.. The rigging;--bolts and screws to retard rusting. should be capable of handling an approximate' 2,000:pound assembly. This rigging should be LUBRICATION SYSTEM secured to the crash crane. Provide adequate blocking under the assembly asit ii being The lubrication system control salve is the rerinyLd to prevent a 'down drop. After the connection betiteen the lubrication system and piston is removed, place it on the deck (fig. 4-14 the control system. It is a three-way valve, (E)) actuated pneumatically when .the lubrication Chapter 4STEAM CATAPULTS

valve is tubing which runs the entirelength of the solenoid valve is energized. The solenoid pistons .are energized _automatically at the FINALREADY catapult trough, of if shuttle and steam and RETRACT catapult conditions, ormanually forward. at the water brake, by admitting the directlyinto the launching enginecylinders when the LUBRICATION pushbutton on flow approximately through the steam bypass valve. The control console is depressed for from 10 seconds. This admits 150-psi air pressure into control valve controls, the flow of steam hydraulic the ship's boilers to the steamreceivers. The the control valve and permits the the catapult pressure to reach themetering injector pistons steam receivers store the steam near lubricant for use during launching operations. which send a pressurized shot of points, through the injector nozzles, locatedin the One of the most important lubrication cylinder covers, into the launch cylinders. daring the time the catapult is being priorto or is coolinxoff toambient temperature, is the Manuallubricationisrequired located in maneuvering for other than a short distancesuch pdwer cylinder foot pads which are. the bottom of the catapult troughand provide a as during bridle tensioning bearing surface for the powercylinders during expansion or contractio Lubrication of the- Troubleshooting the foot pads is to be accomplished inaccordance Lubrication System - with current maintenancerequirements cards. the foot pads are actuallytaking If ,thelubrication systemasa whole is To insure empty grease, twenty complete grease gunstrokes are inoperative, the probable cause is an that the of 150-psi air-supply, required per fitting. It is recommended .lubricant supply, tank, lois warming up the or an electricalmalfunction; fill the tank or foot pads be greased prior to components andcon- power cylinders, prior tocooling the cylinders checktheelectrical anytime salt water nections. to ambient temperature, or when full, holds ap- has entered the trough. lifted, all -_PitkT,itiately 220 gallons.It is located at the Whenever the power cylinders are provide foot pad -Ittrangs should be cleaned,inspected, midpoint of. the power cylinders to insure that the equal distribution of the lubricant and pui0ed full, of grease- to inoperative fittingsind lines are free of obstructions. -If, there are leaky hose fittings or cooled : "'injector nozzles, it is peirnissible toplug lines Whenever the launching cylinders are to ambient temperature,visually inspect the temporarily; however, these Should be .repaired and the first as soon as operations perit. - bolts securing the exhaust tee Inspect the lubrication system, using the power cylinder, Lubrication System Periodic InspectionChart found-in the applicable maintenance require'- ment cards. During operations, keep thelubrication pump Launching Valve running. The launching valve'assemblies admit steam into the power cylinders to drivethe, power They are STEAM SYSTEM Pistons and to latTnch the aircraft. lockted between the exhaust tees and -thetransi.; Steam foropeiation of tyre catapult is sup-, lion imit, and are essentially a set of hydraulical- from the ship's main propulsion boilers, ly operated globe type valves. Thelaunching lantern The -steam piping and!ajoints areinstalldd in valves consist of a steam valve section, a accordance with applicable sections ofNaval section where a trunnion connectsboth launch Ship Systems Command Manual. Inaddition to valvestogether,* andahydraulic-operating' steam cylinder section. (See fig. 4-16.) supplying steam to drive the pistons, the launching valve is a system is used to preheatthe-launching cylinders. - Located on top of each isac- removable blank flange. These flanges-ire used before firing the catapult. Preheating hydrostatic complished by admitting steam into thefumed te bleed air from the system prior to

.69 AVIATION BOATSWAIN'SMATER 1 & C

,EXHAUST VALVE O

AB.349 Figure 416.--Launching engine.

testing of steam receivers and are accessible prevent opening of the exhaust valve while the when the portable cover is removed. The launch- launching valves are open. A connecting shaft ingvalves are operated hydraulically through the (fig. 4-17) between the launching valves insures action of solenoid valves. The solenoidsare simultaneous opening and closing of the valves. energized and deenmized by the electrical The slotted metering rod, in -conjunction with controlsystem,admittingor_ "releasingthe" the prifriary orifice, controls the rate of opening 2,500-psi hydraulic fluid from the retraction of the launching valves and provides consistent engineaccumulatorto the launching valve operation of the catapult for aircraft of different operating cylinders by way of the launching weights. The metering rod is locatedin the valve controlvalve.Each launching valve operatingcylinder.' The primaryorificeis operating cylinder is equipped witha jacket located in the piping between the launching through which the fluid from the temperature valve control valve and port B of the operating control system( flows to maintain thecylinders Cylinder. . at a constant temperature during operation. The Varian ns in launching valve strokingrates.. launching valves and exhauSt valvtarehy- may se t oi sly affect catapult performance. The, r'` draulicallyandelectricallyinterlockedto launching v.. ,e stroke timer providesa means of .

. 70 Chapter 4STEAM CATAPULTS

. .STEAM VALVES

NONRETURN VALVE LIMIT-SWITCH LAUNCHING-VALVE-STROKE- ACTOATINGARM TIMER CAM AND SWITCH- INSTAL/ATION

CONNECTING SHAFT

SPINDLE LAUNCHING-VALVE LIMIT SWITCH(S3) OPENING CHAMBER

7TOP COVER CLOSING CHAMBER METERING ROD OPERATING CYLINDER

AB.G50 Figure 4-17.Launching valve assembly.

detecting deviations in the launchingvalve valve piston to move three-foUrthsof an inch is it takes stroke. The timer measures the lengthof time it indicated on one of the clocks; the time takes the steam valve piston to move'through to move 3 inches is indicated onthe other clock. during the launch- Deviations in the launching valve stroke canbe two predetermined distances with ing stroke. A cam mounted on oneof the valves detected by comparing the timer readings (fig. 9-17) actuates three switchesirhith start previously established timer readings. locAted on the control Minor repairs consist of replacingdefective and stop -two clocks correct- .copsole (fig. 4-9). The time it takesthe steam packing rings, tightening fasteners, and

71 AVIATION BOATSWAIN'S MATE E 1 & C ing alinement of -limit switch and valve com- When the steam pressure is removed from the ponents. Be sure hydraulic lines are completely cylinders the launching-engine pistons may be depressurized before disconnecting them. returned to battery position. Replacement of worn or 'defective parts of the The lantern type exhaust valve (figure 4-19) launching valye operating cylinder may be ac- used on the C-13- type catapults of aircraft complished without disassembly of the steam cornets CVA-63 and -64 consists of a steam valve. Relative location of the components 9f valve and an operating cylinder. The operating the operating cylinder is shown in figure 4-17. cylinder opens andcloses the steam valve. When The nonreturn valve (fig. 41,7) is installed on hydraulic flud.4mthee exhaust-valve control the launching valve lantern.It prevents the valveenterstheoperating-cylinder opening exhaust valve from opening before the launching chamber, it move the spindle to open the steam Valves are completely closed. valve. An orifice in the lower cover controls the Minor repairs to the nonreturn valve consist rateof escape of fluidfrom the operating. of replacing 0-rings and scraper caps, stopping cylinder. This stops_ the moving parts from leakage, and making minor, adjustments. Be sure slamming open and possibly being damaged. the valveiscompletely depressurized before During the closing stroke, the fluid enters the disassembly. Replace all 0-rings and lockwire closing chamber and acts on the spindle to close whenreassembling.Reassemblecarefully, .the'steam valve. Limit switch S4 is on keeping 0-rings properly located. Locate adjust- The lantern a the exhaust valve, andand when the able striker very carefully to provide for proper exhaust valveisclosed, the limit switchis operation. depressed by the upper coupling of The piston Adjust the striker on its bracket to allow the rod. When the exhaust valve opens, the upper exhaust valve to open when the launching valves coupling moves to the exhaust position and the have completely closed, but not sooner. After limit switch is released. adjustment, secure the striker in position with Construction and operation-of the launching the loclaiut There is no lubrication required for and exhaust steam valves are sufficiently alike to the nontetum Valve. permit a discussion of both with reference to Lubrication of the launching valvesisas only one illustration (fig. 4-18). For a view of follows. Keep the oil cups on the launching the haust valve operating cylinder refer to valve operating cylinder. full of lube oil. As figu required, lubricate the fittings on the'trunnion or repairs to the exhaust valve consist of assembly. Foot pad grease is used as the lubri- replacing defective packing, tightening fasteners, cant Clean and lubricate all spindles, shafts, and and correcting alinement of the limit switch and sliding surfaces daily with lube oil. components.Besurehydrauliclinesare The steam valves are essentially the same in completely depressurized before disconnecting the launching valves and the exhaust valve. Note them. the location of the steam valves in figure 4-17. Replacement of worn or defective parts of the The main difference between the laupching and exhaust valve operating cylinder may be ac- exhau$ valve steam valves is that the preheat complished without ,disassembly of the steam piping (15, fig. 4-18) is found onIjv on the valve. All parts, except the orifice (fig. 4-19) and launch valves. & operating cylinder are similar to parts of the launching valve operating cylinders. Parts are accessible by removing the lower cover or by Exhaust Valve removingtheoperatingcylinderfrom* the lantern:. There-are two types of exhaust valves. One is The limit switch is atijusted as folloQ. When the lantern type and the other is the butterfly the exhaust valve is fully closed, the switch must type. ach one is hydraulically operated and be bearing against the upper coupling (fig. 4119), 'opens to release steam from the launChing with the roller depressed eleven thirty-seconds engine cylinders after the launch is completed. inch from free position. In this position, the

72 '77 1. Chapter 4STEAM CATAPULTS

13 14 15 12

110 6 4 7 lk2 5 3

17

18 16 19

12. Piston rod. 1. Setscrew. 2. Piston rod nut 13. Steam inlet flange. 14. Removable blank flange. 3. -Upper coupling. 15. Preheat piping. 4. Washer. 5. Locknut 16. Globe valve. 17. Steam outlet flange. 6._ Gland. 18. Drain flange.' -7. Packing. 19. Piston and insert. 8. Spacer. 9. Flange cover. 20. Locking busbtrill. 10. Gasket 21. Setscrew,------11. Piston mber. AB.351 Figure 4-18.=Steam valve breakdown. - I

, valve consists switch must indicate on the controlconsole that The butterfly Type exhaust the limit switch _principally of a valve b.$,,,a disk, and a the valve is closed. Also, shim araulicactuator when necessary to bring the rollerof the switch hydraulicactuator. The centerline of the upper opens and closes thevalve. en hydraulic fluid- tothehorizontal from theeahaust-valve 4ifriraulio-lockvalve coupling. to is not evident enters the opening port, ttii piston moves If the cause of a malfunction valve:Ifiuid entering the from inspection of the exhaustvalve, inspect the open the butterfly electrical closing chamberthroughepeclosing port acts on control valve, solenoid valves, and valVe.yirnit switch S4 is system to determine the_ cause oftrouble. the piston to close the exhaust mounted on the side ofthWiaust valve. When `The only lubrication necessary on the clbsetrite limit switch-is valve operating cylThder is-to keepthe oil cup the exhaust valve is actuated by a camattache'clqo the crank, and full-of oil. . valve is used on when the texhaust valve opens,-the' cam rotates The butterfly type exhaust aturthe limit switch is the C-13 catapults aboard a her carriers (fig. to the exhaust position 'released. 4-20), .

73 AVIATION BOATSWAIN'S MATEE 1 & C

CLOSING CHAMBER

ORIFICE OPERATING CYLINDER

SPINDLE

TOP COVER

OPENING CHAMBER

UPPER COUPLING

EXHAUST -VALVE LIMIT SWITCH S4

PISTON ROD. STEAM VALVE

1.7 AB.352 Figure 4-19.Lantern type exhauit valve (CVA63 and -64).

Exhaust Valve Control Valve CVA-64. The control valve opens and closes the exhaust valve by controlling 'the flow of fluid The exhaust valve control valve (fig. 4-21) is into the exhaust valve operating cylinder. When \ used withthe' lanterntype exhaust valves hydraulic fluid from the hydraulic lock valve installed aboard aircraft carriers CVA-63 and enters the control valve at port B, the piston of

74 Chapter 4STEAM CATAPULTS

EXHAUST-VALVE / LIMIT SWITCH 1S4')

HYDRAULIC

- ACTUATOR

CLOSING PORT FROM EXHAU.ST- VALVE LOCK VALVE)

CLOSING CHAMBER

PISTON

OPENING PORT (FROM EXHAUSTVALVE . LOCK VALVE)

AB.353 Figure 420. Butterfly type exhaust valve.

.thecontrol valve 'shifts. The shiftedpiston hydraulic lock valve to the gravity tank, the allows hydraulic fluid from the main hydraulic piston of the control valve will shift. This Allows accumulator to flow through the control valve, hydraulic fluid from the main hydraulic ac- through port A to port G, to the dinning port of cumulator to,flow through; the control valve, the operating cylinder, and caustig the exhaust through port A to port F, to the closihg port of valve to open. When the pressurizafluid at port the operating cylinder, A.nd causes the exhdust Bof the control valve. returns. through the valve to close. AVIATION BOATSWAIN'SMATE E 1 & C

' FROM MAIN' HYDRAULIC FROM EXHAUST-VALVE ACCUMULATOR (PORT A) HYDRAULIC- LOCK VALVE FROM MAIN HYDRAULIC THROUGH NONRETURN ACCUMULATOR (PORT C) -VALVE (PORT B) PISTOL

TO GRAVITY TANK (PORT D)

TO GRAVITY TANK (PORT E)

TO' OPERATING CYLINDER TO OPERATING CYLINDER OPENING CHAMBER (PORT G) CLOSING CHAMBER (PORT F)

AB.325 Figure 4-21.Exhaust valve control valve (CVA-63 and -64).

Hydraulic-Lock-Valve Panels valires from closing before launching is complete. Whenthelaunch - pilot -latchsolenoidis There are two hydraulic-lock-valve paneli, one energized,_ a plunger is released from the hole in for the launching valves and one for the exhaust the hydraulic lock valve, allowing air pressure to valve. The principal difference between thetwo shift the piston of the lock valve. when the panels is the manual lock, launch pilot latch, and opening (fire) solenoid is. energized. Hydraulic the indicator flag on the launching-valve fluid' flows from port A through the lock valve hydraulic-lock-valve panel. (See figures 4-22 an& to port B. The fluid_flows,through the normally 4-23.) open launching -valve cutout valve, then enters 'The launching-vahe hydraulic-lock-valve panel . the launching-valve control valve causing the (figure 4-22) consists essentially of two solenoid- piiton of the control valve to shift. The hy- operatedairvalves,ahydraulic-loclovalve draulic fluid also passes back- into port D of the solenoid, a lock, a caution plate; anda hY- lock valve, and pressure on this side, holds' the draulic-16ck valve. The paneland -piping con- piston in this shifted 'position until the closing nections 'essentially complete the assembly. solenoid valve is energized. . There is no external linkage and the operation Is When the piston is .in the position shown in highly reliable. The launching-valve hydraulic figure 4-24, pressure acting on the, arger surface lock valve (figure 4-24) prevents the launching of ,thelock valve piston through port A locks the 4 76 (-% 4 4 L Chapter 4STEAM CATAPULTS

OPENING (FIRE) SOLENOID VALVE (FS)

MANUAL LOCK

LOCK POSITIONER LAUNCHING-VALVE HYDRAULIC-LOCK VALVE .. LAUNCHPILOTLATCH SOLENOID LPL

CLOSING INDICATOR FLAG SOLENOID VALVE (CO CAUTION PLATE

s. A8.326 Figure 4-22.Launching-vaivehydraulic-lock-valve panel.

closed when the the liunching valve that the launching valves remain valve in this position to keep is secured or during certainmain- closed. The valve is alsolocked, in this position catapult solenoidisde- tenance procialiresTDUringcatapult operations, whenthe launch-pilot-latch the manual lock is in the unlockedposition. energized and the'plunger hasreturned into the The Position of the The exhaust-valve hydraulic-lock-valvepanels body of the lock valve. (figure 4-23) installed aboard CVA-63and ;64 plunger is indipated by aflag located below the are slightly differentfrom the lock valve panels solenoid. (See figure 4-22.)The flag shows red CVA-66. The and the solenoid is installed aboard CV.A(N)-65 and when tile Plunger is down two panels differ in the typeof kick valve energized, and shows white when theplunger is piping con- valve installed on the panel and the up and thesolenoid is deenergized. The nections to the lock valve. Theexhaust-valve also has a manual lockwhich can be screwed the piston. 4 lock hydraulic-lock valve aboard CVA-63and -64 has into the valve to lock the exhaust-valve hydraulic-lock p"ositioner determines the positionof the manual fourports; valve aboard CVA(N)-65 andCVA-66 has five lock. The manual lock jsonly, placed in the to insure ports.. locked position as a safety measure 4

. f;12 rSt

AVIATION BOATSWAIN'SMATE E l.& C

a EXHAUST-VALMHYDRAULIC-LOCK VALVE FOR CVA63AND 64 .

SOLENOID VALVE (OE at.

(II

e)(HAUST-VALVEHYDRAULIC- LOCK VALVE (FORCVACN)65 ANDCVA66 ONLY).

SOLENOID tALVE(DE)

. , .'

, AB.327 Figure 4-23.Exha*Ust-valvehydrautitockvalve panel:

, . The -exhaust-valvehydraulic-lock valve used ti 'the' sti enin aboard CVA -63 and -64 chamber of the exhaust -valve, holds the exlaustvalve thus openg t open during the retraction cycle 'ofthe cat exhaust 'valve.' and keeps the exhaust valve When t a closing solenoid(CE) is energized, ,closed during air pressure admitted launchhig cycle. Whenthe.opening solenoid (OE to thq close side (rtie hydraulicAoc'valve assembly shifts ip fig. 4-23)is energized, air pressureadmitted the piston t9 the opening Siple of the t6 release thpressure egom exhauit-valye. hydraulic.lock-valve ,control valve assembly, thifts thepiston and allows hydraulic d the nonrettlm valve,allowing `fluid underpressure from thvnain hydraulic the fluid to return to thegravity tank. Then, the piston of thddxhaust-valveControl valve shift4 accumulator topass through t1N.. vat's,'to 'the and shuts off the nQdre turn valve. Thefluid; passes roug.1 the pressure to 'the opening chainber of the exhaustvalve; this 'allows hy- nonretum vale' *to the exhaust-val4econtrol valve and causes the draulic pressure from themain hydraulic ac- piston' in the exhaust-if/lye cumulator to pass through rol ,valve to Shiftand allow fluid under the control valve to 2ressure ,from the main hydraulic the -closing chamber oftheexhaustvalve, accumulator. causing the exhaust valve To pass thrOligh"theexhaust-valve controrlthe to close: Hydraulic, pressure working on the lirgesurface of,,the z .78 Chapter4/(STEAM CATAPULT'S 4

PORT C (TO LAUNCH(KG- VALVE CONTROL VALVE) MANUAL LOCK LOCK POSITIONER PISTON (SHOWN IN UNLOCKED POSITION). PORT E (TO -GRAVITY TANK. THROUGH L.V. CUTOUT VALVE)

HOLE ;FOR PLUNGER FROM LPL SOLENOID

FROM CLOSING SOLENOID CL

PORT A (FROM MAIN FROM OPENING (FIRE) HYDRAULIC ACCUMULATOR) SOLENOID PORT D-('TO LAUNCHINGSPORT B (TO L.V. VALVE CONTROL VALVE CUTOUT VALVE) AND 'L.V. CUTOUT VALVE)

AB.328 Figure 4-24.Launching Valve hydraulic-lock valve. hydraulic -lo ik valve piston locks the valve in the cumulator to flow thrdugh The lock valve to the close. position,,keeping the exhaust valveclosed. closing poft ,of the exhaust valve actuator, The exhaust-valve hydraulic-lock valve (figure closing the exhaust .valve. Hydraulic pressure valve 4-23),opens, andclosesthe butlefflY type acting on the lafge surface of the lock exhaust valve by controlling the flow of hy- piston locks the valve in the closeposition to draulic fluid into the exhaust-valve actuator. -keep the exhaust valve closed. (See fig. 4-20.) When the opening solenoid (OE) Minor repairs consist of tightening hydraulic is' energized, air pressure enters the opeNsideof and electrical ,connections. Panel bolts mustbe the hydraulio:lock valve and shifts the pistons to kept tight at all times, since rigidity 'isrequired allow hydraulic fluid from the main hydraulic to assure sMooth operation ,of thehydraulic-lock accumulator to flow through the lock valve to valve without binding or chattering Very,little. the'nonretunr valve. The fluid passes thr trouble should be experienced with the assembly the .nonretuint valve to .the opening Port of th. since there are no external moving parts. exhaust valve actuator and causes the exhautt Normally, no parts replacerhent is required valve to open. Hydraulic pressure acting on the except at overhaul. If leakage ormalfunction lock; valve. piston locks the lock valve in the open occurs, fittings'or 0-rings should bereplaced as. -position -untilthe,closing solenoid (CE) is required. Apply a thin coating of grease to 4 energized.When.. closingsolenoid. is energized, ail- pressure entering the close side of securing bolts to retard rusting;< and keep the the hydraulic lock valve shifts thepistOn and caution plate clean all times. Before installing or replacing 0-rings, apply a,light coating of allowsfluidfromthe main hydraulicac-

r 79 .R4 . AVIATION BOATSWAIN'S MATEE 1 & C grease to 0-rings located on the pistons in eeh air cylinder of the hydraulic-lockvalve assembly. ' . No adjustment is required afterthe initial or ovetliaul alinement of.the twosolenoid valves, 7 the hydraulic-lock valve spooloand'theassembly : panel; and rig Iubricatan is required. for the hydraulic-lodk valvepar il assembly.

Pressure Breaking Orifice EIbQw

The pressure breaking orificeelbow assembly (fig. 4-25) issafety feature incorpo the exhaus, em to ent steam pressure b nching ,pistons with the launching pisto i e baterk- posi- -tion and the exhaust valve-csed. The orifice elbow asse.ly is located on the exhaust manifold betweethe exhaust tee and ORIFICE the exhaust valve. (Reer to 'figure 4-16 for location of the orifi elbow.).,The presgire breaking orifice elb permits steam that may leak through thclosed l'aunching valves, to ,TO OVERBOARD EXHAUST LINE escape by byp sing the exhaust valve,thus preventing a buildup ofpressure in the pov7e'r cylindersbehindthelaunchingpit Ions. A. -buildup- of pressure behbithepittbnscoiri AB.67 causepiematufebreaking of the holdback Figure 4-25.Pressure breaking orificeelbow assembly. tensionbar,possiblyresulting inipjury to personnel working around the ajrciaft,or to loss of the aircraft The pressure breaking orifice elbow- assembly 4 consists of elbow piping flangedto-the exhaust,s valve manifold with Maintenance procedures and inspectionsfor - a 0.750 orifice in the Piping.., both the rotary, and linear systeniiare to be accomplished by use of the current RETRACTION SYSTEMS Mitintenance Requirements Cards, as directed by the weekly (LINEAR AND ROTARY), schedule of preventivethainte,nance. Missi of the -common problemsthat will arise The function of both the linearand rotary- retraction engines is to hydraulically with the retraction engines will haveto do with control the air or hydraulic fluid leaks. Wheneyer movement of the grab and tomaneuver the there is a' shuttle forward and aft leak, the remaining pressureFist . be blown then slow:movement is down and the torque value of thbretainingboltt required. Normally, the engines willbe located checked and, if necessary, corrected. If directly'thebelow flight deck in close proximity this does not correct the problem, the leakingcomponent to the launching engineso that excessive Cable and/or packing must be replaced.When there is reeving and hydraulic lines and pipingare not itrequired. The basic description chattering or binding, it may be dueto misalined of the newer parts, binding. ofothe packing, oftworn 4- rotaryretraction system has been ,discussed pacts.. Slime of the malfunctions thatmay occur, along previously in this chapter; and dueto the limited with their probable- causes and correctionsare number of these units in the fleet,only' the shown in table 4-2 for the linear linear retraction system is discussed retraction in detail. engine and table 4-3 for the rotaryengine.

80 -

Chapter 4 STEAM CATAPULTS

Linear Retraction Engine Linear Retraction Drive System

Essentially, this system consists of the retrac- The drive system (fig. 4-27) consists of a grab, tion engine cylinder,andpiston,the main two advance cables, two retrieving cables, an hydraulic accumulator, air flasks, the, grab, the -advance, cableequalizer, .aretrieving cable cables which coeple the grab to the retraction equalizer, a crosshead, and various sheaves. The engine, the crosshead, sheaves, gable equalizers, drive .system operates in conjunction with the systemto, associatedvalves, and electrical controls and retractionengineandhydraulic piping. The general arrangement of the retract- advance the grab ttthe shuttle afterlaunchings if* engine is shown in figure 4-26. and retract the gib and shuttle to battery position. The retraction'engine cylinder and piston convert the hydraulic piessure into motion of the .crosshead tb causeadvancement or retrac- Grab tion. The components are so designedthat when operating ineither direction,there- When driven by the retractionengine, the traction engine piston starts slowly,travels at grab advances the length of the shuttletrack, maximum speed through the greaterportion of automatically engiges with the shuttle, with- the stroke, and comes to agradual sfop. The draws the -shuttle' tobattery position, and fired. Figure 4-28 flow of. hydraulicfluid to and from the retrac- secures it until the catapult is tionengine cylindef iscontrolled by three is a drawing of the gel?. solenoid-operated three-way valves, onesole- The grab is a spring-Waded latch, mounted on noid-operated fourway valve, onehydraulically a wheel frame andinstalled within the shuttle operated blocking valve, and threehydraulically track behind the shuttle. The tworetrieving of the grab, 'operated three-way valves. cables are fastened to the aft end The function of fire retraction systemis to and the two advance cables to theSoNard end. position theshuttle and piston After a launching, the grab is pulledforward the retract and system, assemblies to battery positionafter each aircraft length of the shuttle track by the drive is ac- and. automatically latches to the shuttlewith a has been launched. Grab advancement 4-29 complished by forcing 2,500-psi hydraulicfluid positive-locking device. Diagram A of figure into the advance end of the retractionengine shows the grab in the unlockedposition, ap- cylinder by operation of the retractionengine proaching the .shuttle. When the grab latch(5) advance three-way control valveand solenoid comes in contact with theshuttle clevis pin (6), valve. Power is transmitted to thecrosshead and the latch rotates and the latch camfollower (8) thence through.,the cable, system toadvance the moves out of the camdetent (7) the lock .grab to the forward end ofthe track, causing block (9) and, continue's upward untilit reaches automatic engagement of the grabwith the the top surface of the lock block.The spring- shuttle. The advance stroke bufferslows and loaded lock block then moves underthe cam stops the forward motion ofthe grab, crosshead; follgwer, trapping the latcll'and lockingthe grab and retraction engine piston atthe end of the to the shuttle clevis'pin, as s ownin diagram B. _advance stroke. After the grabhas engaged with The grab w,lll, not release the uttle until both the shuttle, 2,500-psi hydraulicfluid is admitted .been returned to battery positionand the to the retraction endof the retraction engine grab unlocking mechanism isactuated by the cylinder. The motion of the crossheadis then 'bridletensioizer.Wheli the ,bridle-tensioner reversed and the grab brings theshuttle and piston rod moves forward, thebridle-tensioner piston assemblies to battery position._;The re- buffer cap- (11) pushes thegrab pushrod (1) tract buffer slows and stops themotion of the inward until the buffer cap contactsthe 'grab shuttle ,and piston assemblies, ,grab,crosshead, block (2). When the pushrod ispushed inward, ancL piston in the retractionengine cylinder at the lock block (9) is pulled fromunder the latch the end of the stroke. cam folloWer and thelatch is fre,e4o rotate and

81 AVIATIONBOATSWAIN'S MATE E 1 & C .

0

AB.184 Figure 4-26.--Linear retraction engine.

rd 0iilf15',''Jele* the shuttle, a as shown in diagram C. When Cable Equalizers v, 01fieAspade and bridle tensionermove away from Arab, rab, the grab remains in the unlocked The advance and retrace cable eq ualizers(fig. - position, as shown in diairam A. During no-load 4-30) operate hydraulica11), to keep the A-tests the grab and shuttle tetrac- must be unlatctied. tion-engine cables tight;z1-1ydraulic fluidunder The grab is manually' released from the shuttle, pressure flows directly 4nto Ale cable equalizer, as shown in diagram D. A manual-release dis- keeping tension on both sells of cables. engaging lever (12) is placed' over th\gvarimal- When one set of cables is loaded, the otherset release arm (3), which is 'accessible thr the.becomes slhck. Slack is taken out of theretrac- 'track slot. Theidisengaging lever is then lifted 'up tion- engine cables by motion the equalizers. and pushed forward; This motion pulls the loCk A.check valve in the supply to each cable block 'from under. the latch cam follower.and equalizer allows rapid flow of fluidto the frees the latch so that the stab and shuttlecan equalizer when the cables becomesslack, and be separated: prevents any retuin flow in this piping. When WARNING: the manual-release disengaging cable` load is appliedto. the equalizer piston,'' lever must be eremoved from the 'grab. during `fluid flows back to the reservoir_through the - normal operations. vent piping. When one cable equalizer . is work- ' 82 . Chapter 4,-STEAM CATAPULTS

Table 42.Malfunctions,linear retraction engine Correction Trouble Probable cause

Catapult will not retract or Wiring to applicable pushbuttonRepair as necessary. advance. is open. ransferiitchon EMER- Turn transfer switch to CENCV making the deck- NORMAL after determining edge panel in. : Live. that deck edge panel ig not- damaged.

No hydraulic pressure. 'Start main hydraulic pump.

Hydraulic leakage or cloSed Repair leak or open valve. valve.

Broken or bound cable. Repair reeving asnecessary. valve. One or rriore solenoid valves Repair or replace solenoid inoperative. Check electricalconnections to solenoid.

Defective relay. Repair or replace-relay.

Retract or advance three-way Check for Nemal-binding of valve inoperative. piston. 9 / Retract or advance buffer Realine limit switch for correct limit switch not actuated. tripping action. Check limit switch and replace if faulty.

Bridle tensioner full in limit Checktensionon limit switch switch not actuated. control cable. Replace limit- switch if faulty., Reposition aircraftF dead load No bridle tension. Bridle tensioner piston fully extended. and retension.

Wiring to pushbutton open-, Repair as necessary. pushbutton defective, oz transfer six/itch on EMER- GENCY, making the deck edge panel inoperative. valve. Solenoid valve inoperative. Repair or replace solenoid, Inspect and repair cause of 4 Bridle tensioner piston binding. binding. ti HydratIlic leakage in bridle Repair leakage as necessary. '99 tensioner piping.

83

4::1°-` s AVIATION BOATSWAIN'S MATEE 1 & C

Tpble 43.Matfunctions, rotary retraction engine

O

Trouble Probable cause Correction r Extetnal fluid leakage. Faulty sealsr04ings,or , Replace faulty parts. packing.,'

Cracked welds. . Repair welds. Excessive noise. Air in hydraulic system. Bleed air from system.

Bearing wear. Replace bearing(s).

Binding or excessive Lack of lubridaLtion. Lubricate sffafts. vibration Of drum.

Burrs or scoring of drum Hone out as necess lubri- grooves.. cate grooves and 'able.

Loose cable clamps.. Secure cable clamps.

Uneven or erratic operation Air trapped in cylinders. Bleed-off air. from hydraulic of cable tersfoners. fluid.

Accumulator not pressurized Adjust pressure setting. properly.

Traverse carriage misalfned.. Worn slippers, or slippers im- Replace or shim slippers to properly shimmed. alinement. :

Faulty electrical syitern. 7. e connections. Secure. connections. 4 -Faulty componenti 'Replace as required. . NOYE Electrical systein repair tror.k shOuld be handled bya gfialified Electrician's Mate. i

r

i Chapter 4STEAM CATAPULTS

AEC.185 Figure 4-27.Linear retraction engine drive system. . . A

the adjustingntiii on the opposite equalizer Ca es and'Lea_ oiSheaves. . is bottomed and actis'cable anchor. The cable equalizrs are alsopsed to adjust ;The :cable system, as shown in figure 4-27, the position. pf the.grab to obtain ideal battery transmits energy from the retraction engine to positi91 of 16 inchek± 1 inch, measured from ,.thegrab. The cables are reeved around the- .the after ,end of the'ab to the after end' of the 'sheaves in the retraction system to obtain a catapult track., `reeve ratio of 16 to 1. The cables are made of Maintenance and adjustment of the table 9/16-inch -diameter wire rope. There are fOur equalizers. is performed in accordance with the cables:, two for adyance and two for retract. applicable maintenance requirements Gird. The NOTE: Where zeplacing cables always replace most frequent maintenklice encountered with both advande or retract cables at the same lime. cable equalizers is replacement .Orpacking, and Each cable is equipped on one end with a making routine ,adjustments to maintain ideal swaged cable fitting' which is attached to the i battery position... - grab. The cables. are connected at' the opposite

it 85 I AVIATION B OATSWAIN'SMATE E I & C

,1. Pushrod. 11. Block: 2. Block.. 12. Cam follower. 3. Spring. 13. Upper tie bracket 4. Manual-release arm. 14. Latch. 5.$lide shaft 15. Buffer plate. 6. Link. 16. Bracket'. 7. Lubrication fitting. .17. Shaft 8. Spring. - 18.. Wheel assembly. 9.- Plate. - - 19. 10. Support. 20. Lever.

AB.186 : Figure

end at the...retract engine by reevingone `cable be compensated by adjustment of the cable 'around the cahle. Mualizer sheave andover:-.,: .equalizer, the cable' clamps must be removed;` -lapping the other- c' kip. Theyare then held repositioned, sand. new cable clamps installed to together by means o ca le clamps. (See insert; clamp the ends -of .the twOsables togetler. figure 412'7"..) . .- Sheaves -guide aridesuppoft the cables between New Cables will stretch wruse, end ifiafter the shuttle ...track and the retraction entine. operation of the retraction, engine, theca Numerous lead sheaves are used to guide the have 'stretched in excess of the amount-thatcan cables fro_ m the grab to, the retraction engine and

-.4 Si I

Chapter 4STEAM CATAPULTS

3 4 5 DECK LINE DECK LI/tE,

:=171.444-,f=4111111 .:. A ILAWA,au-amiumiikiiik_*At: 9 10 9 7 6 DIAGRAM A DIAGRAM B . KEG POSITIONAPPROACHING SHUTTLE LATCHED r,- LOCKED TO' SHUTTLE --s

12 3 'DECK LINE DECK LINE ti

II 10 8S9 7 10 DIAGRAM C DIAGRAM 0 . NU KSHUTTLE FRETO MOV RWAR MANUALLY UNLOCKED

1. Pushrod: 7. Cam detent 2. Block. . B. Cam follower. . 'a Manual release arm. 9. Lock block. 4. Latch spring. .10. Manual-release-arm stop. 11. Bridle-tensioner buffer cap. t 5. Grab latch. 6. Shuttle clevis pin. 12. Manual-release disengaging lever.

a AB.187 Figure 4-29.Grab operation sequence.

410

change theable direction as required by the pressure set regulator valve, a relief valv .= shjp's installtion. accuhiulator, two bridle tensioner limit s . Twofixesidler sheaves are mounted on the and associated valves and Piping.' Associ cylinder.extsion and two oh the retract buffer with the bridle tensioning system is the hold end of thetraction engine. These sheaves lead back installation which proirides a means Tor the cables toe cable equalizers. securing the aircraft during bridle' tensioning. The 'two fed lead sheaves mounted near the During hookup, the aircraft -itApOtted in posi- cylinder exte sion on the retraction engine turn d'art; attached to thevlauttle spreader by a bridle the retrieving cable 90 degrees as It enterstile or pendant, aild the aircraftholdback assembly A p retraction en is attached to the aircraft. The ricbiletensiowl then -activated,to apply force against the grab `BRIDLE 1014ING-SY§TEM and Move the shuttle forw'ard to tensionthe The bridle tensioning syStern'tonsists of the bridle. A relief valve is installed in the piping bridle tensioner (fig. -4-30, a bridle tensioner systehi to preVent excessive -hydraulic pressures control valve which is actuated by a solenoid from apiising premature release of the aircraft operatedair 'valve,a press4reregulator,a from the holdback. - 87

C 0 AVIATION BOATSWAIN'S MATE E 1 &lc

ti DIP STICK CABLE-EQAUL R RESERVOIR

VENT PIPING DRAIN VALVE

ADVANCE CABLE EQUALIZER

RETRACT CABLE EQUALIZER

CHECK VALVE

- RUSTINGNUT

VENTED TO CABLE- EQUALIZER RESERVOIR

SHEAVE-7 - 'kWst 116 Cis,011!.

PIS N

FROM CABLE-EQUALIZER, -TO DRAIN VALVE RESERVOIR -

/, St AE3.355 Eigure 4-30.Cable equalizers.

Bridle Tensioner the thrust unit, and a saddle which fastens to the track cover. The,advalice chamber is connected The bridle' tensioner (fig. 432)' is located at by piping to .the bridle Pensioner control valve; the aft erld of the catapult. It consists ofa the retraction chamber is connected by piping to two-way hydraulically operated piston,a piston a reducing value. Hydraulic fluid for bothImes is rod fitted with a ram Support and buffer cap,a supplied -from the retraction engine accumula- 'cylinder, a cylinder support which. mountson tor, but is redu'ced by a reducing valve--to the , 88 Chapter.4STEAM CATAPULTS , ACTUATING ARM BRACKET

111111-Itif VENT VALVE.

BRIDLE-TENSIONER FULL-OUT I I UMIT SWITCH S28 140. ARM

- sforgiiji-

N BRIDLE-. TENSIONER BRIDLE-TENSIONER SOLENOID FUL IN VALVEITD) LIMIT SWITCH S4I

AIR Ll.NE

BRIDLETENSIONER THREE-WAY CONTROL VALVE Cr

HYDRAULIC FLUID LINE (RETURN TO GRAVITY TANK)

4-7 'P.RESSU REGULAT AEI FROM MAIN -..., BRIDLE-TENSIONER HYDRAULIC SURGE ACCUMULATOR ACCUMULATOR

PRESSURE SET REGULATOR VALVE (MANUALLY OPER.)

0

FROM AIR SUPPLY LINE .

AB.354 Figurcr4-31.Bridle tensioning system.

pressurerequiredtoproducethedesired the systems. There isa constant supply of horizontal force against the grab. An accumula- hydraulic pressure to-the forward end of the tor is provided between the reducing valve and bridle tensioner when the system is charged. the bndle tensioner controtealye sto protect the During bridle tensioning, pressurized fluid enters reducing valve and maintain constant pressure in theafter end of the bridletensioner. An . .

.4 a a AVIATIONBOATSWAIN'SMATE E 1 8a .0 unbalanced force is set up due to the difference in ,surface area on the two sides of the piston and the piston is driven forward. The buffer cap PISTON on the 'piston r hits the aft end of the grab, FROM BRIDLE.TENSIONER forcing the gra THREE11 Y CONTROL VALVE and shuttle forward. The rollers' Foo on the ram support ride along the shuttle track, 40'1 keeping the piston rod properly alined. After the catapult is fired, the control valve shifts, venting FROM PRESSURE REGULATOR _ >100 VALVE the pressure in the:bridle tensioner advance CYLINDER chamber back to gravity and causing the bridle tensioner piston to return to its battery position. There are two limit switches in the bridle AB.192 tension system, FULL OUT and FULL IN. The Figure 4-32.Bridle tensiorier (typical). bridletensioner,, FULL OUT limitswitch rtgthehe-catapult from firing unless there is bridle tension. Bridle tension cannot be insured. ifthebridletensioner pistbn rod :is fully pushbuttons,limitslid' toggle switches, extended. When the bridle tensioner piston rod panels and associated fuses, wiring and junction is nearly FULL OUT, an actuating arm moves a boxes, relays, solenoid 7alves,TUmp-motor sets, cable which actuates a limit switch, deenergizing and special indicator systems (cylinder elonga- the STANDBY relay and preventing STANDBY tion indicator and velocity indicator). All panels, Condition from being 'completed. The bridle solenoid valves, and relays (except two individ- tensioner piston rod must then be retracted, the ually holised 440 -volt relays for the main hy- aircraft respotted,, ancl,bridle tension reapplied: draulic pump and motor set) use a conventional The bridle tensioner FULL IN limit switch 115-viirt, single-phase, CM-cyclea-c supply. prevents damage to the grab and bridle tensioner When troubleshooting the 115volt,`60-cycle by insuring that the bridle tensioner piston rod , eledtrical- system of the Type C, Mark 13 is FULL IN before retracting the grab, shuttle, catapult, considerable assistance can be obtained- and pistons. When the bridle tensioner piston in tracing' a specific circuit, by using the ap- rod is fully retracted, the actuating arm moves a pliCable. wiringdrawing.Overallfunctional cable which actuates a limit switch and allows operation cabest be understood by studying the retraction operation to be completed. the electrical schematic diagrams; which show in , simplified formthe interrelationship of the -components of the electrical system throughout Holdback Cleat Installation the cycle of operation. While conducting the control- system' test procedure? observe where' The holdback cleat '(fig.4-33) provides a deviations occur from ticipated Jesuits; then, means of holding the aircraft in place during use these indicators as clue in locating the bridle tensioning. It is installed inthe, deck cause of malfunction.' directly behind the bridle tensioner. Cutouts WARNING: Always observe extreme care to along the entire lengthof the cleat .permit,prevent electrical 'shock while troubleshooting. attachment oNifferent length aircraft. A link_ . When replacing a component, open the, main coupled to a holdback unit, attached to the supply switch and hang a warning sign on it to aircraft, is inserted into the appropriate cutout. Prevent inatlyertent closing of the switch by When the_ catapult is fired a tension bar or ring c otherperionnel. in the holdback unit breaks, releasing, the air- The following miscellane'ous notes apply to craft. electrical troubleshooting throughout the, cata-- . . putt: s. ., EleccSystem 1. Ifafter replacenient of an apparently defective light, switch, or other component the e edtrical system, of the 013 catapult, component continues to malfunction, check for includes ontrol components such aslights,' a ivose or disconnected wire at the component, .s

V 0 : 4

Chapter 4STEAM CATAPULTS

1. FILLER BLOCK 2. RETAINER BLOCK 3. LINK 4s HOLDBACK UNIT 5. HOLDBACK CLEAT ..*:" 6. SCREW Z DOWEL PIN 8. SLOT SEAL

1. Filler block. 5. Holdback cleat. 2. Retainer block. 6. Screw. 3. Link. 7. Dowel pin. 4. Holdback unit a Slot seal.

AB.93 Figure 4.33. Cleat installation.

4

. . 1 or the other end of the wire at the terminal stri? 4. If lines are open or shorted in the trough or junction box. or conduit, check for defective lineS: Investigate 2. Repeated blowout of the circuit breaker or areas along the run of the line, Cable, or conduit where welding or drilling has been done recent- fuse indicates overload or short circuit. Be sure , an overload coil of the correct valUe is used in ly. the circuit breaker, and a fuse of the correct 5. If insulation appears to be breaking down valueis used in the fuse box. or) a particular line, replace the line as soon as 3. Th case a defect is suspected in a relay or possibledo not wait for a short circuit. If lines .solenoid valve, check for the following: break down repeatedly, investigate the cause. It a. Visible signs of coiloverheating due to may be dampness, high ambient temperature,or overload. .* b. Visible broken wire in coil winding. an object cutting through theinsulation. If c. toOse wire connection. potsible, move the conduit or trough 'to a new d. Damage due to steam, water, or oil location. Be §ure. all terminal tubes and packing .having leaked into the component. are secure an; watertight.

91 AVIATIONB0\TSWAIN'SMATE E 1 & C

6. Replace or repair switch,and relay contacts, advance, check 'visually whether the advance which spark during operation. Sparking is a buffer is out. If the buffer is out, depress the potentially dangerous- condition and 'should be MANUAL ADVANCE' pushbutton on the con- corrected at once. - trokonsole., .... 3. Chea whether a transfer switch has been i turnedto EMERGENCY, causing a control 1 TroubleShoosting'Electrical System panel to be deactivated. . 4. Check .sheaves, 'cable, hydraulic pressure NOTE: Troubleshooting and maintenance of supply, and other nonelectrical ,componen6. electrical systems will be accomplished by an which may be causing the malfunction. Check EM designated as the catapult electrician. The thoroughlyanysymptoms ina component Senior 4BE should know the electrical iystem to which indicate that it may be defective. enable him to assist the catapult electrician in 5. Check supply voltages with a voltmeter... finding an. electrical problerii, thus expediting 6. Observe mechanical actuation of the limit retunii. of the catapult to the up status. switches. Be sure ,that each switch is securely In frou,bleshOoti,ng the laiiching, lubrication, bolted in its proper position. and stearnsysteins, proceed, as follows: 7. If retraction and tensioning engine compo- , 1. Be "Sure the main power switch is ON and .nents appear normal; investigate other compo- that SUSPEND ;witches have not been placed in nents such as relays and pushbuttons in the same the SUSPEND positiOn. . circuit. , 2. 'Check for malfunctions by means of lights .8. Check for open or shorted lines between on the malfunction panel of the control6nsole. components. Check applicable junction box and f 3. Check the follwing by, puskb,utton, if . terminal strip connections., 'pertinent: During a sequence of operations,certain a.ManualLAUNCH COMPLETEon malfunctions may..,occur, which will remove the emergency panel of control console. catapult from operation. As a senior ABE you ..b. _LUBE on control console. should be able -to recognize when a malfunction 48 Checks whether the transfer switch, has does occur and where the trouble lies,, and been turned- to the EMERGENCY position, thus immediately initiate the proper steps that must deactivating a control panel. be taken. 5. Investigate the possibility that the trouble A malfunction of any of theelectrical compo- is, nonelectrical (stuck valve, low hydraulic or nents. in' the system, or disconnection of _any 11' pneuniatic pressure, or similar ,cause). Check electricalwire, may rault infailure, of the thoroughly .thecomponentorcomponents,,. catapult to launch when the FIRE ,button is which the symptoms indicate may be defective. pressed. Binding of mechanical parts, or hy- 6. Check supply voltages with a voltmeter. draulic blockage, may also cause a hangfire. 7. Where possible, observe mechanical actua- Proper diseharge of op rational and maintenance tioniof a suspect limit switch. Be sure the switch duties is the best guarantee against hangfire and is securely bated in its proper position. its resultant danger to perSonnel and equipment. 8. If launching engine components appear If the catapult .ddes not 'fire within 10 seconds normal, investigateother components in the after the fire pushbutton 'hasbeen depressed, a circuit such as relays and pushbuttons. _hangfire 'exists and the .following procedures 9. Check 'for an open or shorted line between roust be followed to remove the aircraft from components. Check applicable junction box and the catapult. (NOTE. The procedures to remove termirral strip connections. an aircraft from the catapult after a hangfire has -

1 In troubleshooting the retraction and bridle been declared by the launching officei are tensioning control system, .proceed as follows.. .. changed and updatedperiodically,andthe 1. Be sure the RETRACTION ENGINE SUS-, actual proud to be used for individual ships PENSION switch has not been operated. and catapul are d in the applicable hand- 2. Check for malfunctionstby means of lights book of op rating. instructions (NavAir 51-15 on auxiliarypanel.If the catapult will not (Series), Se ion 1 1 1).)" The hangfire procedures

92 s- >. ;"*. 4 0.1 .

Chapter 4STE AM CATAPULTS.

discussed below are the procedures for theC-P. WARNING: The launching-valve cutout valve and C13-1 catapults installed aboardCVA-63 handk SHALL NOT be rotated from the emerg- through CV A-66. erity position until steps f through j have been 1. Procedures in case °fa hangfire during dtly accomplished. 'flight operations (conventional bridle /pendant f._ If the harigfire was caused by an electri- rotating hookup). cal failure, the console operator, after a. 4f the catapult does not firewithin 10 the launching-valve cutout valve to the emerg- seconds after thefire button, ispressed,a, eqy _position, shall call OA retraction engine hangfire exists and, the aircraft must be removed' /operator to inform him of a power'failure. The Inthis, casethe catapult retractionengine . operator shalldepress the from the catapult. ? suspend signal is given. manual override pushbutton on, the maneuver WARNING: Personnel will not_go under the shuttleaft valveto manually maneuver the aircraft until the throttleoback 'signal has been shuttle aft. given. Under normal conditions the aircraft will g. The catapultcrew' shall removes the stay at military power until thebridle/pendant bridle or pendant from the aircraft andshuttle has been disengaged from the aircraft. If the, h. The catapult officer shall then giile the bridle/pendant cannot be, disengaged using the throttleback signal to the pilot. procedures below because the shuttle cannotbe i. The aircraft it then removed froin the moved forward or aft, other procedures dis- catapult by the, catapult spotter (director). cussed later in this chapter most be used. j. After the aircraft is removed from the catapult, the steam pressure in the receiver shall ' b. The, catapult officer signals hangfiretb the deck edge operator by pointing,the.index be reclined to no-load pressure. finger of one lhand' to the palm oflifs other le: The launching-valve cutout valve shall hand. be returned to normal positiOn with the: stop c. The catapult officer followsthe hangfi screw properly installed.'The control system signal with the untensionaircraftsignal by shall be operated through the entire operating pointing onetand in thedirection' opposite to cycle, to determine and eliminate the causeof 'the liangfire. Two no-load shots shall be fired launching. II d. The deck edge operator observing these prior to resuming normal launching operations. signals shall immediately actuate the suspend 2. When using conventionalbridle/pendant . of a sv,htch' and phone the console operator to doge hookup; the procedures to be taken in case the the emergency cutout valve. hangfire- during night flight operations are NOTE: When the deck edge control panel same as those Used for dayoperations except for operator observes the signal 'from thecatapult the signals used. During night operations,the officer that a hangfire exists, he relays it\to the catapult officer gives the signal forhangfire by the .console operator via sound-poweredphozie..Dur- holding, aredwand over his head in ing the verbal communication betweenthe deck horizontal position. edge control panel operator and theconsole 3. The procedures to be followed in case of a operator the word ."HANGFIR'E"will NOT be hangfire during nose gear launching day opera- used: The deck .edge operator will say, "CLOSE tions are: THE EMERGENCY CUTOUTVALVE," and a, Follow thesteps above for hangfire will repeat it to insure there is nomissunder- prwdures for conventional bridle/pendant _day standing. .-operations through step f. e. The console operatorshall remove the The launch bar is disengaged from the _cotter pin, unscrew the stop screw, androtate shade and the shuttle is maneuvered forward. the -handle of the latinching-valve cutoutvalve t6 NOTE: Each catapult crew shall be prOvided the emergency position. He shall thenpush the withA suitable tool to manually raise 'the launch maneuver shuttleaft :pushbutton S39 on the bar'(which is under spring load) while maneuve- 4. emergency panel andhold it for 15 seconds to ring the shuttle forward. The tool insuresagainst 'release bridle tension. hand injuries when handling the launch bar. A

1), '93 S 11,

AVIATft BOATSWAIN'S MATE E 1 84C'

.c. The catapUlt officer shall then give the under the aircraft, the catapult . officer shall pilot the signal to throttle back. positively determine that the catapult is in a safe d. Thecatapult,officer 'then turnsthe condition, then step in front of the aircraft wing aircraft over to the catapult spotter (director). and give the throttle back signal to the pilot. e. The director signals thd nose gear launch a. Attempt to remove the bridle/pendant operator to move the aircraft by .piessingthebridlearrester returnpush- f. The nose gear launch operator presses button. the buffer aft pushbutton, causing the aircraft to b. If the lanyard tension is insufficient to move aft. pull the bridle/penda'nt from the aircrafthooks, g. With the buffer and the aircraft in the the catapult officer shall signal the pilot to. aft position, the director signals the pilot to hold throttle back, and the catapult crew will attempt brakes. - to remove the bridle by shaking the bridle or h. The nose gear launch operator, ob- Oiling on the lanyards.. serving the hold brakes signal, presses the buffer c.If the bridle/pqndant cannot be removed forward pushbutton to slack 'off- th'e trail bar. as described above, the shuttle mast be towed The catapult crew disconnects_ the trail bar., aft utilizing a cable assembly provided with a' i. With the traiL bar removed the director hook on one end and an eye on the other. (The removes the aircraft from the catapult. cable must be of sufficient length to clear the j. With the aircraft removed, the console\ widestaircraftlandinggear.) The hookis operator can now reduce, the Steam receiver nchored to an* aircraft tiedown that has been pressure to no-load pressure. marked for quick identification, and the cable is k. The launching-valve cutout valve shall stretched across the deck in front of the.shuttle be returned to the normal position, and the spreader, with the eye end of the cable attached control systein Shall be operated through the to a tractor. entirecycleto determine and eliminate, the 6. Listed below are the procedures to follow cause of the hangfire. Two no-loads shall be when using the nose gear launch system and the

_fired prior to resuming normal launching opera- launch bar fails to raise automatically after ibEL,_ tions. shuttle has been maneuvered aft, or if thee" 4. The prpcedures to betaken in case of a shuttle cannot bemaneuvered aft. hangfire at night during nose gear laimching a. Failure of the launch-bar to raise auto- operations are the same as for day launching maticatly after the shuttle has been moved aft it operations except for the signals used. Signals* constitutes an emergency situation that requires usedduring day and night flight operations personnel, to go under the aircraft and manually aboard carriers can be found an Section III of raisethe launchbar. The aircraft must be the applicable catapult handbook of operating throttled back before personnel are allowed to instructions, NavAir 51-15 (Series). go under it. 5. The following procedures' shall be used during a suspend or hangfire situation 'using b. If the shuttle cannot be maneuvered aft conventional bridle/pendant hookup when, due after the untension signal, the nose gear launch to failure of the grab to latch onto the shuttle, deck edge operator shall press the buffer aft the shuttle cannot be maneuvered aft folloWing pushbutton to pull the aircraft and shuttle aft tensioning. approximaiely 8 to 10 inches. This may, not be, WARNING: The catapult- officer shall not possible with the aircraft turning up at military. signal the pilot to throttle back until he has power, an emergency condition then exists that positively determined that the bridle/pendant is requires the aircraft to be throttled back to idle. no longer attached to the aircraft, or, when After the aircraft is throttled back, the nose gear. operating with nose tow launch, the catapult launch deck edge operator again pushes the shuttle is forward of the launch bar, except for bufferaftpushbutton, holding ituntilthe thefollowing emergency, conditions.If the shuttle and aircraft are pulled aft. When 'the bridle/pendant cannot be removed or the launch buffer is fully aft, the pushbutton is released and bar cannot be raised without sending personnel the 'aircraftwill move forward under its idle

94 a Chapter 4 STEAM CATAPULTS- thrust. After the aircraft-moves forward and the engine, and water brakes. These "safety men" launch bar raises, move the catapult shuttle must be qualified, catapult crewmen, properly forward of the launch bar. 0 instructed, in the safety procedures and hazards involved in 'catapult maintenance. They man PERIODIC INSPECTIONS sound-powered phones and maintain communi- cations with all stations' to insure proper co- . Prior to conducting any 3-M prelaunch inspec- ordination. - tionor maintenance ,on catapult equipment WARNING: Strictcompliance with these (waterbrake ;,retraction enginespace,etc.), safetyrequirementsismandatory. Only an where injury could occur due to inadvertent or extreme emergency will justify an.y deviation. In careless operation, insure "'thatthe following any event, if an inspection of the water brake safety requirements have been 'accomplished in tank area is required, the catapulis deactivated , the order indicated below: to preclude any possibility, of injury to the I. Topside, control console, and retraction inspecting personnel due to inadvertent ipove- safety watches on stations. Tent of the machinery. 2. Reduce steam pressure in receivers to "-7. Open the retraction engine accumulator atmospheric. 04N blowdown valve FULLY. blowdown valve and reduce. the hydraulic pres- When sconducing a postlaunch inspection, do sure in the main accumulator to ZEROpsi. (Do the following: not blow off ail pressure if the main accumula- 1. Disconnect the grab from the shuttlesand tor.) move it fully aft.: 8. Upon _completion of water brake inspec- 2. Secure the main steam supply to the steani tion, charge the retraction engine accumulator receivers. and shut the receiver blowdown valve and-charge, 3. Reduce steam pressure in the receivers to the receiver to applicable holding pressure. atmospheric. OPEN blowdOwn valve FULLY. Lubrication of the catapult is a great aid in 4,. Insure that the exhaustvalve is in a fully the inspection of the catapult and its compo- OPEN position and that the catapult is in a safe nents. Almost allof the components of the condition by placing all the suspend switches in catapult must be lubricated daily, or if they have a SUSPEND position. oil cups, these must be checked daily, because . 5. -tuspend retraction engine and maintain they 'must be kept full at all times. Make sure retraction engine hydraulic pressure at :2,500psi thatthe personnel making these checks are during water brake inspection. aware of' the impottanee of _their task.Many 6. Station a ?.safety man" at each of. the lives and countless millions of.dollart have beep followingstationstopreventunauthorized saved . becausea hazardous condition or an operation Of catapult Controls and to keep all imminent failureof a component has been unauthorized personnel out of danger areas: observedby., an alertperson going about a control console; deck edge panel, retraction routine task.

- + r f

95 1 .C,'411 0 *4.

CHAPTER 5 CATAPULT DECKGEAR AND ACCESSORIES

This chapter deals with the deck gear and torest,the arrester performs the additional accessories that work hand in hand with cata- function of return- ing the bridle to its approxi- pults covered preViously.' This equipment in- mate starting point. cludesthe bridle -,:irresters,blastdeflectors, holdback and releaqi,unitg, flight deck cooling system, launching bridles and pendants, and the TYPES nose gear,laurich (Ng) equipment. Some types tl of each of the above 'Ouipmentg, the inspections type of bridle arrester in use today, but that must be Made, --and. some of the malfunc- only aboard the U.S.S. Lexington, CVT-16 and tions that may - arise are also covered. U.S.S. Intrepid, CVS-11, is the Mark 1 Mod 0 As a senior ABE,'it is your respotibility to (All American). This arrester was designed for make sure that all personnel are fafhiliar with use with steam catapults, but as aircraft in- the operation of various types of deck gear and creased in size and weight, the size and weight of accessories, and also That safety precautionsare the launching bridles and pendants increased established and follai;ved. accordingly, as well as the end speeds of the Safety is not, in itself, accidental. Safety is aircraft being launched, thus a better type of the result of trained personnel knowing their bridle arrester was needed. This brought about jobs and doing those jobs to the very best of the design and manufacture of the Mark 2 and their ability. Attention to every detail, concern Mark 4 bridle arresters. These arresterswere for every function, and awareness of the pos- designed and manufactured by yan Zelm Associ- sibilityof malfunction helps to nullifythe ates, Inc., Baltimore, Maryland, and are com- probability of accidents due to improper opera- monly referred to as Van Zelm bridle arresters. ting procedures. Mechanical failure cannot be The bridle arresters currently in use aboard car- completely eliminated,but trained personnel rier§ in the fleet are the Mark 2 Mod 0, Mark 2 'can make sure a failure is a rarity. Mod 2, Mark 4 Mod 1, and the Mark 4 Mod 2. The Mark 2 Mod 2 and Mark 4 MOd 1 were BRIDLE ARRESTERS designed for use with bow catapult installations, and the Mark 2 Mod 0 and Mark 4 Mod 2 were The bridle arrester is designed for ease of designed for use with waist catapult installa- operation; however, bemuse of its association tions. with the catapult, which requires a considerable ,Both the Mark 2 and Mark 4 bridle arresters, expenditure of energy to produce high-speed, are discussed in detail iithe ABE 3 & 2, Rate short-run launchings, there is a potential danger Training Manual. Coverage of the operation and initsoperation. (Hereafter, "bridle" means maintenance of the Mark 2 is included, in this "bridle/pendant.") chapter. Figure 5-1 shows the generalyrange- The bridle arrester is used to halt the bridle ment of the Van Zelm bridle arrester. and absorb the bridle energy after separation from the aircraft, thereby preventing bridle loss PRINCIPLES OF OPERATION overboard. The bridle is broughtto a safe and smooth stop on the deck without strikingor , The following paragraphs explain the mechan, damaging the aircraft or any of its external ical, hydraulic, and electrical functions in the stores. After they bridle has been brought safely operating cycle.

96 Chapter 5CATAPULT DECK GEAR AND ACCESSORIES

RUNOUT MARKINGS

FROM RETRACTION MOTOR TO GRAVITY TANK 3 13

12

VIEW ROTATED 180 FOR CLARITY

1.2. =ger 4 3. Shuttle 4. Slider S. Primary Track 6. Secondary Track 7. Deck Edge Control Panel 10 8. Control Console HYDRAULIC SYSTEM RETURN TO GRAVITY TANK. 9. Heat Exchanger If 10. Motor and Pump Assecbly 3000 PSI AIR PRESSURE INLET SOLENOID VALVE RETURN TO GRAVITY TANK. 11. Water Reservoir, 2500 / 2700 PSI HYDRAULIC PRESSURE INPUT 12. Engine FROM CATAPULT. 13. Header Tank - AIR SYSTEM OUTLET TO SURGE ACCUMUL ATOR

AB.124 Figure 5-1.General arrangemenquf abrid le &rester.

Tension and the retract clutch disengages. The arrester is tensioned and ready for the launch.

, After the bridle 'or pendant is tensioned on Braking (Secondary) the catapult, the arrester return pushbutton is depressed. (See fig. 5-2.) Fluid from the catapult See figure 5-3. Dtuihg the catapult power retraction engine accumulator is directed to the stroke, the strap unwinds, rotating the druin, cam reset clutch cylinder, releasing the clutch brake dish, brake cams, and return cam. At 90 and allowing spring tension to set the brake feet (110 feet for C-13- Icatapult) of power cams. The limit switch cloAes, lighting the green stroke, the secondary cam opens the secondary ' CAM RESET light, on the deck edge panel. brake valve, directing low hydraulic Pressure (90 Simultaneously, fluid is directed to the retract Psi) to*the brake cylinders.. This brake force puts clutch cylinder and the pilot section of the a drag load 'on thd strap, preventing unwrapping' retract, three-way valve. The retract clutch en- at the drum due to centrifugal force. The check gages and the three-,way valve strokes, directing valve. in ?the primary brake line at the engine fluid to the hydraulic motor. The strap rewinds restricts the secondary' pressure from backing up slowly, removing slack from the lanyards. The through the primary brake valve, which is open return pushbutton is released. The cam reset to gravity. The carfi-reset limit switch opens, the clutchengages,' the tirree-way valvestrokes,, CAM RESET indicator light goes out, and the cutting off fluid flow to the hydraulic motor; CAM NOT RESET lights comes on.

97 AVIATION BOATSWAIN'S MATE E I & c'

PRIMARY TRACK BRIDLE TERMINAL

PRIMARY LANYARD

e. WIRE BRIDLE'

NOSE TRACK LANYARD- SLOT

SLIDERR

SEC LANYARD

SEG TRACK TRACK SLIDER

AB:123 Figure 5-2tTypical bridle hookup on Van Zelm bridle dretter.

Braking (Primary) ,iiefraction

; The primary cam opens theprimary brake Hydraulic and electrical functions during the valve, directing the main brakingpressure to the retract phase are the same as explained in the brakeafter power stroke travel asfollows:, paragraph on tension. r" Retract speed is controlled through the cam- For C7 and C13 catapults 235feet operated deceleration valve. At the start of the For C11-1 catapults 195leet return phase, the deceleration valve is wide open.. During the return stroke the "-return cam This pressure is torevented from backing up into rotates, closing the deceleration valve, gradually.. the secondary system by the double check valves building *up-a back press* in the hydraulic in the secondary line at the engine. After the motor dischargelineto retardthe motor's bridle ieparates from the aircraft catapult hooks, rotation. Near the end of the return stroke, flow it is smoothly arrested within 35 to '45 feet. through the main spool of the deceleration valve Longer runouts are permissible on ships. with - is completely shut off. However, a small flow longer runout areas. through the bypass section of the valve affords a slow return speed in the battery area. Prior to Braking (Third Brake System) engaging the snubber (approximately 1 ft), the full aft limit switch opens, deenergizing a relay.. Near the en of the required runout, the third and. lighting the FULL AFT POSITION Iskie..! brake cam (atthed to the secondary cam) light. opens the third brake, valve and directs hydraulic pressure r750 psi) to the brake cylinders. This Low Energy ,Operation pressure is applied after 288 feet of runout' on class 59 and above aircraft carriers, and 241 feet Bridle arrestments during low-speed launches on class 4 and below carriers. . of aircraft would result in extremely shqrt brake '98, Chapter 5CATAPULT DECK GEARAND ACCESSORIESL-

' Brake "Off' Aircraft Tow Brake Disk 'El Fitting Britllp Strap Lanyard

Strap Drum V Multiple Disk Catapult Clutch Disengaged Shuttle ReturriVrive "Off" Secondarybrake applied with low pressure to keep strap taut,

4. t - I.,- Brakes "On" Lanyard,

Multiple Disk Clutch Disengaged Arrester brakes applied just prior to the 4 catapult brake stroke. Return Driye "Off" ( 11'

[2] Brakes "O(V' Lariyard Bridle

Multiple Disk Clutch Engaged Hydraulic motor turns the strap drum for rewind. Return. Drive "Oa"

O

AB.360 Figure 5-3.pperation sequence of Mark 2 bridleairier.,

.9.9 "; n4

.1., L. \- .

AVIATION BOATSWAIN'§MATE"E 1 & C.%' runs with the full brake system effective. There- To tension the bridle arrester: fore; when launching aircraft at low catapult end 1. Aftei the aircraftistensioned on the speeds (70 to 100 knots), provision is made to Catapult, and at the signal of the petty officer in shut off half the brake system. Operational charge of hookup, the bridle arrester deck edge events remain the same except the brake pres- operator depresses? and holds the return push- sure is appliedto two instead of four brake button until all the lanyard slack is removed. pucks.Thisisaccomplished' by closing the WARNING: Make sure the tea is clear of LOW-ENERGY valve located under the engine.' personnel prior to giving,the.tension signal. 2: After the pushbutton is releaied-, the shut- Brake Cooling tle will slut) forward a very short distance and

the trailing lanyards will relax. This istnormal. 4 See figure 5-4. When the bhdle.arreste power CAUTION: Do not launch with the return sAdtch is turned on, the electric-motor-driven pushblitton. depressed. This will result in late pump delivers fresh water to the cooling tubes brake application with attendant loss of .strap, mounted in the top and bottom sections of the possible damage to the retractor motor, an(I brake enclosure. A continuous spray is emitted possible premature bridle/pendant release. through holes in the cooling tube onto the brake disk. The expended water is returned to the 35-gallon fresh water tank. A separate salt water heat exchanger maintains an approximately con- Setting Primary Brake Pressure stant temperature of the-fresh water. . The,catapultofficer must determine the proper primary pressure depending on the type aircraft being launched and the catapult end Emergency Operation speed. He will find this pressure in the tables furnished in the Catapult Deck Gear and Acces- -In the event the deck edge control station is sories Bulletin pertaining to the operation of the damaged, itis possible to ,operate the bridle Mark 2 bridle arrester: arrester from .the main console below deck. This CAUTION: Excessive brake pressure will re- is accomplished by shifting the :selector lever suit 'in short brake runs and probable aircraft located on the main console from the deck edge damage. to the console position, and the bridle arrester transferswitch The bridle arrester operator sets thepressure from NORMAL to EMER- at directed by the catapqlt officer. GENCY. All phases of operation are the smileas previously explained' except that the primary NOTE: Minor deviatiOns to the primary brake pressure settings arepermf,ssibleto brake pressure is adjusted, using the regulator.on attain a the main console, and retract is accomplished by minimum of 35 feet of total runout when using. lighter weight bridles, or to complete the arrest- using thepushbutton on the main console. ment of heavier weight bridled in the space OPERATING INSTRUCTIONS available on vessels in the CVA-43 class and below. However, 'any deviation in excess of 100 Prior to each -day's operation, complete the psi necessitates a thorough inspection of the equipment. 4. PMS.preoperational MRC. Insure that thereare .sufficient bridles and/or pendants .available to satisfy the scheduled launch. To hook up the aircraft: Ready for Launch la Pull the `arrester shuttle forward to the aft end of the deck tensioner cover. This position The arrester _operator checks the pressure willyieldsufficientlanyard slack to permit setting and the CAM RESET indication (green hookup of all types of aircraft. light on). 2. Attach the bridle ofpendant to the\ shuttle The operator signals the catapult officer that and sliders as shown in figure 5-2. the arrester is ready for launch.

100it es 6. 66716 Chapter 5 CATAPULT DECKGEAR AND ACCESSORIES

SEA WATER RETURN

,SHIP'S SEAWATER SERVICE

0

FLUSHING BRAIN 4 SHIP'SFRESH WATER SUPPLY 8 FLUSHING SERVICE

DRAIN

'5. Drain velvet, 1. Cooler, 6. Pump-motor set. 2 Engine. 7. Relief valve. \ 3: Spray tubes. 4. Reservoir. AB.361

Figisre systeM.

The signal, CLEAR TORETRACT; is given . ;Retract (Bow.Catiipults) by-the bow safety man.' The petty officer in chargeof hookup, signals complete, the bow the arrester operator to retractthe bridle. After the arrestment is track is clear safety man notes the runoutand positions the WARNING: Make sure the shuttle spreader cover. before retracting. 101 I. AVIATION BOATSWAIN'S MATE E 1 & C

The arrester operator depreisses the RETURN CAUTION: If the LOW-ENERGY valve is p shbutton and holds it until the hookup petty closed prior to retraction, brake pressure will be Aficer gives the signal to stop. trapped in one het of the brake cylinders and' ' NOTE: Stop the arrester shuttle at the aft end retract cannot be. accomplished. of the deck tensioner cover. As soon 'aS 2. Prior to giving the READY TO LAUNCH the bridle clears thd catapult signal, the 'arrester operator must infOrm the shuttle; the bow safety man removes the shuttle "catapult officer of the valve status. spreader cover and returns to the catwalk. 3. All other .operational proceduresare the same as for high-energy operation. Retract (Waist Catapults) -Due to the physical arrangement of waist MAINTENANCE catapults, a different retract procedure is re- quired, as follows: Maintenance instructions, for the bridlear- 1. After the arrestment is complete, note the rester delineated in' this section ire limitedto brake run. general procedures, that can be usedas a basis for 2. Retract the catapult shuttle. supervision by the ssenio5 ABE who is charged 3. Retract the bridle. with the maintenance and operation of this' CAUTION: Prior to launching an aircraft equipment. from the opposite catapult ,(waist), makesure A maintenance program, to be effective, must.. the bridle is, clear on the other catapult. If not, encompass the following objectives: the aircraft maym be damaged by rollingover the .1.Safe condition of the equipment before use. bridle. . 2. Effieient operation to insure safety of Low Energy Opiation cpersonnel and maximum service' life of the

equipment. ' , B ?idle -arrestments duringlow-end-speed 3. Minimum downtime by adoption ofcor- launches, and when operating With lightweight rect and efficient repair procedures. bridles/pendants,wouldresultinextremely 4. Thorough familiarization with the equip-' short brake runs if the full brake system were in ment to enable maintenance personnel torecog- operation. Therefore, for operation at low cata- nizeabnormal operationsor indications of, pult. end speeds, a remotely controlled high-low malfunctioning. energy brake valveisinstalled on the bridle Maintenance personnel. should bringto the arrester engine, in the line that supplies hy- attention of the officer in charge allcases of draulic fluid to one set Of the brake pucks. malfunction, wear, looseness leakage, damage, During normal operation, the valve is controlled or any other irregular conditions pertaining to by a toggle switch located at the deck edge the etiuipment. They should also knowthe control' panel; during emergency operations, it is physical, location of all operating parts, electrical controlled- bya toggle' switch located on the. supply fines: valves, switches, fuse boxes,tools, main control console. Indicator lightsare pro- and spare parts: . vided at each location to shoW the position of Some of the general maintenance procedures the valve. A red light indicates the valve is closed and' considerations are: and in the low- energy position, agreen light 1. Keep equipment as cleanas possible. Using indicates the valve is open and in the high-energy a clean cloth, wipe down daily to remove excess. position. grease, dirt, .and Al. Remove rust and paintas During operations, the high-low energy valve often as necessary. Do not paint threadsor is normally in theopen (high-energy) position. If finisheesurfaces. use of the low-energy system is required, the NOTE: If tfireads or flashed surfacesare procedure is as follows: painted in error, remove the paint by applying 1..After retraction of the bridle arrester is rtaint remover. completed; the bridle arrester, operator closes 2. Check for loose or damaged bolts,nuts, the low energy valve. screws; 4,ndJocgwire: Tightenor replace as

102 . , / i 417 Chapter 5CATAPULT DECGEAR AND ACCESSORIES lithe following necessary. Use correct tools of. propersize at all uring launching operatibns, times. Replacement loblts mast be equal to or sches must be made: greater in strength-64 the originalbolt, and all 1. ater level. replaceinent parts should be greased to retard 2. Se .ndary &on slippage. 3. Seco. dary' brake pressure. rusting. * . 3. Check frequentlyforhydraulic leaks. 4. Fluid Its. of bridles, lanyards, and shack- ,` These ,are most likely tooccur at joints, 5. Conditio plings, or around packings. les. 4. Inspect, clean, and Oil all machined sur- To clear the covery area after thelast . . launch on No. ..3 apult, the bridle arrester Faces regularly. d. To do so, proceed as i 5. Grease exposed surfaces of engine compo- shuttle must be remo nents when it is anticipatedthe equipment will follows: be inactive for one week orlonger. Wipe off 1. Retract the arresteruttle to the slotted excess grease when theequipment-is reactivated. section of the primaii, track. 6. Mainiain a constant alert for anyunusual 2. Lift the shuttle out of ttrack and ,stow sound or action of the equipment.Report any it in the catwalk. unusual condition to the catapultofficer for 3. Remove all sliders. 'In the event the deck edge conof station investigation. control 7. Check condition and quantityof spare suffers a casualty, the bridle arrest . below deck tot 'Main parts Against: allowance list.Requisition antici- may be transferred console. To do so, proceed as follows: pated needs as required. gansfer-swh 8. Whenever componentsare cleaned with an 1. Rotate the bridle arrester residue is (TSR) to the EMERGENCY position. alkaline solution, make sure that the main con- completely removed before reassembly.This is 2: Shift the selector lever* on the forination of soapy prod\ sole to the CONSOLE position. necessary to prevent accomplished ucts in the lubrication systemand between close 3. Tension and retract are now tolerance components. Use a jet of wetsteam by using the RETURN pushbutton onthe main from a suitable nozzle for this purposewhenever console. alkaline 4. Adjustment of the primary pressureis possible. In all other instances, remove (pri-. residUe't0 reated flushing and vigorous brush- accomplished by adjusting the regulator -i,ing with a mineral spirit solvent.Pay particiklar /nary) on the main console. cavities where 5. All commands between thedeck and the attention to. crevices, holes, and be such residue may accumulate: After partshave arrester control station (main console) must dried, look for surface film or powderindicative delivered via sound-powered telephones. material. Any /NOTE: When bridle arrester operations are of incomplete removal, of alkaline the main control ,such indication necessitatesrecleaning with wet controlled below deck at console, LOW-ENERGY operations are. accom- steam or solvent. valve, 9. Finished' surfkes of machined orplated. plishedby closing the LOW-ENERGY buffed or abraded with using the toggle ,switchon the main control parts should not be console. In the event of electricalfailure in/the either wire brushes or abrasivecloth, or polished of high-low energy valve system; the Valve canbe with any polishing compound for the purpose manually operated by use of thehandle pro- removing discoloration or restoringsmoothness. onto the these vided with' each valve. Place the handle Exercise caution in handling or storing f the valve, depress the handle parts in order to avoid scratchingand/or 'dent- spindle on top sections weal,, and spindle, anthen 'turn the valve to the ing; fatigue failures may begin at der open or closed. ened.by such local dirnen ionalreduction. desired position, ei Periodic inspection sc edules should be con- .: sideredas' minimumpreventive' maintenance Securing After Opera ons requirement's and be performed in accordance Before this equipments secin reliability of with the MRC's provided each shirr:These cards m t be as- are located in each workcenter. its operation forsubset" light u, 103

it

0 ;4:AVIATIONBOATSWAIN'S MATE E 1 &C . sured. The Mg postoperationalMRC must be 12. On waist catapults, make completed, all malfunctions Musl sure the bridle be corrected, is clear on the 'opposite' catapult-beforelaunch- and all needed repairsor adjustments made.' This equipment does riot requirecontinuous 13. On waist catapults,remove the bridle morkitdring by personnel dining the,secured arrester shuttle and slider -.froni fhenumber 3' period: .: -; ; ,,, , s: cafal.--5!rlt priortorec.oyery operations...... The follOwing-proadure.'is usedto'secure thie, . 14. Make ,surer the -primarypressure is set eqUipment for short shutdownsperiods : ..prior to the laurich. e . 1. Retract the shuttle tothe ''FULL AFT All personnel -Stationed belowdecks must position. , , . , . .'0 become familiar"with thefdllbwing-precautionsi 2. Reduce the primarypressure to ZERO. 1. All .personnel stand clear ofthe arrest= 3. Turn thetelectricapowei OFF.,, engine while ft is :operating. -' 4. 'Close the main fluid , supply valVe. 2. Make sure the biake systemis thoroughly 5. Close and look thedeckedge console. vented and wedges are removed. The following procedure is usedto secure tte 3. Make periodiC 'checks' of (hewater leyel equipmentforextended shutdown periods. and secondary brakepressure during operations. '1. Retract Alie, shuffle to the FULL AFT 4. Check for -cam slippage duringextended position ii,: launching'periodS: . 2. Close ofttniin fluid supply valve. 5. Change -the'pOsition of theLOW-ENERGY 3. kedirce 'allfluidandair pressures to valve only when directed, bythe, catapult deck ZERO. '''-' . edge opetator. AKNOWLEDGEall changes. 4. Drain, clean, flush; and 'refill thewater . 6. Report all! , equipmentdiscrepancies, such tank . as fluid leaks, lobse dompOnents, unusual-noises, 5. Flush the coolant discharge lines by using etc., without delay. the flushing valve. . , , 7. Do not permit greaseor oil to get on the 6. Turn the electrical power OFF. brake disk br puckSi 7. Close and lock the deck edge console. 8. Use only fresh water'jnthe cooling syste,m All personnel involved with launchingopera- reservoir. tions must become thoroughly familiar with the Prior to the first laundi of theday's opera- tion, following precautions:, all prebperational cheCkson the bridle 1. Clear the dedk of all unnecessaryperson- arrester must be Completed andso indicated. on nel when firing no-lods with bridles, and station the weekly PMS ithedule locatedin each work a watch to insure' continued compliance miter. 2. Avoid congestion at the deck edgecon- 1Thrre-4-also an operation checkto be made : . of the bridle Arrester,. During trol station. -,,` no -.load :3. A not anticipate commands. ,,, 1. Use an inverted A-4 bridle. 2. Set the Primary:brake press* 4. Execute readiriesS ,signals in deliberate,t-. in 'accord- and precise fashiOns. . ance with the appliCable catapult. deck , . gear and 5. Make' sure all deck hardware is ,in good, accessories servidebulletin: conditid4. , " 3. Fire two shots at catapult endspeeds of . 110 to 120 knoti. 6.Check all fastners for security ., 44--Check for average, brakeruns of 35 to 45. 7. Do not depress the return button at.the eet. Start of or during a launch. , :, At the completion Oreach day'soperation they 8. Make, sure the arrester-is tensioned before following checks must be made: Iiithellifig.'eL '-`, . 1. Check the strap for Viear, kinks,and nicks., 2. Th& green CAM RESET'' ight must beon 2, Inspect the 'shuttle for damage,excessive . priofto4aundhifig. wear totshoes, pins, springs, and cover. 10. ibii ribt cross the tracks while the bridle is 3. Inspect the snubber for security. retracting. . . . 4. Inspect the, bridle impact 11.: Avdid standing in the, bight of the bridle area for tootle at any time. track, holddown.screws, anddarnage.. Pull . track slot gage thtough the impact,area.:-?' Chapter 5CATAPULT DECK GEAR AND ACCESSORIES

5. Check the engine for loose bolts, nuts, and .lic system of he catapult. The contpgurations fluid leaks. . utilizing a power source other than the cata- 6. Main supply valve CLOSED.; pult's Main hydraulic system can be operated by 7, Valve in the pitot line to three-way either an electric motor or a separate hydraulic C/ valve CLOSED. - system.' Reduce the primary pressure to Zer e Mark 3 Mod 0 and Mark 3Mod 1 JBD's the deck edge). e' of the multipatieled, water-cooled type. The ' .,difference between-the Mark 3 Mod 0 and the Replacingthe Brake Pucks Mark. 3 Mod :1. is the power sourcethe Mod Q has aseparate hydraulic system, ina the .Mod I The 4-inch.brake pucks are-replaced between utilizes the cataliult's main hydraulic system. 600 and 700 shots regardless of the amount of This chapter deals only With the Makk 3 Mid mean To replace the brake pucks the following I installed aboard. the carriers C.VT-16, CVA-34, steps are taken. (Sep gigs. 5-5 and 5-6.) and CVA -43. The Mark 6 Mod 1 installed aboard , 1. Remove the brake and disk lower cover by the carriers CVAL42, CVA-59, CVA-61 through disconnecting the water hoses and removing the CVA-66 iscoveredin ABE 3 & 2, NavTra attaching thumbscrews. S 10302 -C. A listing of IBD's by model number 2.. OPenthe vent valves. and applicable NAVAIR handbooks for each ,3. Using 'a pry (fig. 5-6 (A)), move the brake model can be found,in JBD service bulletin No. pistonback againstthecylinder cap, then 1, revision B. 11' remove the-tydke puck as in (B) of the figure. 4. Install the new brae puck. DESCRIPTION AND OPERATION ,CAUTION: insi00,. grease or hydraulic fluid does not get the brake puck or disk This sectioncontainsadetailed physical while installing new pucks5. and also that the description of the JBD panels and 'a detailed brake cylinders are yented of all_air prior to functional description of the mechanical linkage operating the equipment. and the,operating systems, including the hydrau- 5. Close the vent valves and pressurize the lic and the water systems. system. All JBD panels are of unit construction. The 6. Reiristall the brake and disk lower cover panellstruCture consists ofnetwork of cross- and the water hoses. stiffeners weldedto an extruded aluminum panel. On all water cooled 'panels of JBD's 1, 2, . and 3, the extruded sections :are mitered to ,JET BLAST DEFLECTORS provide an intake, internal flow, and outlet for circulating water. The -water enters and leaves There are various types of jet blast deflectors the panel' through transition pieces that are (.113D's) in use, For identification of the dif- welded to'the panel. ferent configurations, a model number has been The mechanical linkage is hydraulically actu- assigned to the "various JBD's used in the fleet ated to raise and, lovier a deflector panel. (See and those planned Tor future installation in the 5-7.), Each panel has a hydraulic cylinder, fleet. The model number for JBD's consists of.a clevis,and driving arm. The small JBD '1 r Mark and Mod number, such as Mark 1 Mod 0, outboard panel has' two lower and two upper _Mark 1 Mod,, 1, Mark 3' Mod 0, Mark 3 Mod 1, actuating arms, whereas all other panels have .etc. TheMOst common type of JBD in use is,the four each. The driving arm and lower actuating multipaneled, water-cooled type. Until recently, arm e welded tq a trunnion shaft which turns tile power source for JBD operation ,w4.s sep- in r trunnion bearings. arate frgin the catapult system. Although wine of the' existing JBD installations still have a R.;isitig and Lowering Panels separate power source, recent service changes have (or will in the near future) modified most To, raise a panel, hydraulic pressure is applied of the configurations to utilize the main hydrau- to the hydraulic cylindet whose piston actuates -1105., 1,4 - AVIATION BOATSWAIN'SMATE'E 1 & C

.

KENT VALVES ,MANIFOLD

0 "0 0

6.

BRAKE DISK LOWER COUR QUICK DISCONNECT,FITTINGS( . t'-`

AB.356 Figure 5-5.Britile arrester engine, brake side

, . , the driving arm which turns the trunnion shaft. To lower 4. pixiel,hydiaulicpressure is applied As a result, the lower and upper actuatingarms to the olipdsitg ensf of the hydraulic cypidere arq extended, as shown in the lower portion of This reverses the direction of motion-cf,the figure 5-7, to raise the panel through'a 60- degree piston and the mechanical linkage, andcauses angle (55 degrees for all inboard and outboard the panel' to lower to its normal position flush panels on cVA-34 and CNIT-l6, and only the with the deck. JBD 3 inboard and outboard panelson CVA- For maintenance purposes, auxiliarysupports 43). The actuating arms travel sightlybeyond should be fabricated to hold the panet in the an inline position, thereby locking the panel in raised position. fi an overccntef'ppsition. The lover arms contact A chain fall is required in order to release the positive stops in this position. arms and links from the mechanicalstop posi-

tp6 ,z , .,4( 4 Chapter 5CATAPULT DECK GEAR AND ACCESSORIES

PANEL LOWERED

(A) PANEL

UPPER ACTUATING - ARM.

1. -DRIVING . ARM' LOWER ACTUATING ARM

CLEV1$ , , TRUNNION SHAFT

HYDRAULIC 'CYLINDER

1/4 PANEL RAISED

(8) A11358 Five 5.7. Mechanical linkage. 1 AB.3570 Figure 5-6.FitirirovalOfbrake puck. hydraulic system. In the following paragraphs, a, basic JBD tydraulic system is described in . Sion when lowering the- panel by manual deans detail. (fig. 5-8). igure (C) 'shows several components of the catapult hydraulic *system, and those items 4. valve. ''Hydraulic Systeth . of the JBD system that lead. to the 4-way . . This valve, which' has three possible settings, is Each jet blast deflector has a hydraulic system shown in: the NEUTRAL position. Pressurized which is an extension of the associated catapult _fluid from the catapult puiripsfis.,apithed through 107 112 AVIATIONBOATSWAIN'S MATE g I &C

The fluid is applied to port A of thecylinder by way of an isolation valve. Fluid pressure forces the piston, forward and raises the J13)) panel. Fluid ahead of the piston flows fromport B the cylindertbport B of the 4-way valve an returns through the valve by way of port T to the gravity tank. The rate of ascent is controlled by 'the size of the orifice in the orifice Anon. As the panel approaches its upper limit, the rate of ascentisslowedbyhydrauliccushioning, brought about by_hydraulic cylinder design. This cushioning is necessary, to prevent damage to the mechanical linkage- as the lower actuatingarms contact the pcisitive stops in theover - center position.' iFifufe (B) shows the 4-way valve in the DOWN position and the reversal of fluid flow in the cylinder. lines. Fluidnopasses through the valve from 'port P to port B and fs appliedto tort B of the cylinder. Thp piston isforced back and 'the JBD panel is lowered. Fluid leavesport A of the cylinder and passes through the orifice and ttre 4-way valve, by way of ports A and T, to the catapult gravity tank. The rate. Of descent of the panel 'is determinect by the Size of fhe. orificeinthe orificeunion. As the panel approaches the deck, its descent is slowedto prevent it from slamming into the deck ;.this is accomplished through the design Of the hydrau- lic cylinder. ltiping 'diagrams of JBDhydraulic systems are -shown in figure S-10. Those in (A) of thetfigure A8.39 have identical hydraulic systems. Note that the Figure 5-8.Vanel-manual lowering arrangement system-in figure 5-10 ,(A) is similar to the basic system juit described in figure 5-9, but has ; additional 4-way valves and cylinders to operate a filter assembly of the JBD system to pressure the two additional JBD panels. The diagram in port P of the 4-way 'valve. With the valve in the (B), of figure 5-10.also shows three 4-way valves, NEUTRAL of the 4-Way valve. With the valve in but their orientation is, different from those the NEUTRAL position, the fluid path termi- shown in (A). Note that the UP and DOWN nates at the valve. The return line fromport T of positions are reversed and that the A and B lines. the valve goes to the,,catapult gravity tank. The are likewise reversed at the valve. These are filter assembly is equipped witha bypass valve physical' differenCes that permit the UP position which calif be positioned manually to bypass the to be in the forward direction at all control* filter elernentinthe event that it, becomes stations on. these two vessels. Functionally, there clogged. is no. difference since the flow is still from port P Figure 5-9 (A) shpws the 4-way valire in the to port A to _raise the panel, and from port P to UP position and the resultant fluid flowto and port B to lower the panel. Thus, the 4-way fromthehydrauliccylinder.Fluidpasses valves on CVA-41 are oriented to permit raising through the valve from port P to port A, and and lowering with the control valve handle in through an orifice which limits the rate of flow.' the same position relative3o the. JBD operator. 108 la a Chapter S,CATAPULT DECK GEARAND ACCESSORIES

DOWN UP HOSE HOSE ASSEMBLY ASSEMBLY HYDRAUUC HYDRAULIC CYLINDER CYLINDER

4. ISOLATION ISOLATION VALVES VALVES

ORIFICE ORIFICE (N)

A B A 44VAY VALVE 4-WAY VALVE 'IN UP POSITION 11111113 IN DOWN POSITION P T P

RAISE PANEL LOWER PANEL

( A) (B)

(

Eak..--A B 4-WAY VALVE IN NEUT POSITION

GLOBE VALVE FILTER ASSEMBLY .

SHUT-OFF VALVE CATAPULT GRAVITY TANK CATAPULT-, PUMPS NEUTRAL CONDITION'. (C)

AB-302 ' Figure b8. -Basic hydraulic sclidmitic.diagram.

109 iA4 a AVIATION BOATSWAIN'S MATE E 1& C

UP HOSE UP ASSEMBLY UP HYDRAULIC CYLINDER 0°. ppv SOLAT ION ORIFICE:(- VALVES

[UP A 4 -WAY VALVE A ON ---1 P T 01:2D0 I 4 P T P GLOBE VALVE

t, BLEEDER . 1p VALVES FILTER ASSEMBLY --...... 0 4

,.. ____ SHUT -OFF vAt.vE---1 ='-i ,_i, CAT ii ; fpTai p_ CAT. GRAVITY ..,-.,1 PUMPS (A) TANK

EOR CVA-34, CVT-16 J8D.2 a CVA-43JBD 1,2,e.3 HOSE 1UP ASSEMBLY UP 13' UP ----%...f ,.HYDRAULIC CYLINDER A

t A A i. 4-WAY VALVE SOLATI 0 N ) VALVES

UP

L BLEEDER VALVES GLOBE nrFILTER y ASSEMBLY SHUTOFF VA LVE--'I CAT. GRAYITY -TANK

FOR T-16, cVA -34 J1:16)

A13.363 Figure 5-10.System hydiaulic schematicdiagram.

110 4 . N . r ,. Chapter 5 CATAPULT DECK GEARAND ACCESSORIES

S. 1, sefit 0 . , $ DOWN NEUTRAL UP DOWN NEUTRALAUP DOWN NEUTRAL UP

r--;\ r,

INBOARD PANEL CENTE- R PANEL OUTBOARD PANEL FWD 31!"`' CVA-34aCvT-16 JBD I UP NEUTRAL DOWN UP NEUTRAL DOWN "UP.NEUTRAL DOWN,

OUTBOARD PANEL CENTER PANEL INBOARD PANEL FWD CVA-43 J131) i

UP NEUTRAL DOWN UP NEUTRAL DOWN UP NEUTRAL. DOWN ( 10 0 0 0 0

OUTBOARD PANEL CENTER PANEL INBOARD-PANEL -gat FWD CVA-'34, CVT;I6 JBD 2gtCVA-43 JBD 2 & 3

AB:364 Figure 5.11.JBD operating controls. 4

AVIATION BOATSWAIN'SMATE E 1 & C

. , Each JBD catapult hydraulic systemties into its cooling siatioils supply water from the ship's associated catapult hydraulic system. firemain to the respective JBD panels. These The (itratingcontrolsfor ,allJBD's are stations are equipped With 'a pressurejegulator located at the deck edge control stations.Each and hytrol valve to 'regulate and control the JBD panel is separately controlled by means of a, water to the panels. A pilot valve is locatedat 4-way, 3-position valve. These valvesare grouped each JBD 'deck edge control station, to control together as shown in figure '5-'11. The valvesate cooling water to That JBIYs water cooled panl., arranged so that the outboard control and UP CAUTION: MI water-cooled panelscan be positionareforward, except for JBDI. on damaged by excessive- heat from jet engine7 CVA-43 where they are aft. exhaust if cooling water is not flowing into the CAUTION: During launching operations,be panel under full pressure of .40.psi. Water leaving sure the tail of the aircraft is clear of the panel's tile. panels is forced througha small orifice, travefarc before raising the panel. which retains a solid head of water in the panels. Should a leak occur in the JBD portionof the JBD I on CVA-34 and CVT-16 is equipped hydraulic system, this portion can heisolated with an electrical interlock. Thy prevents raising from the catapult system by clog' the shutoff the center and outboard 'panels while the bomb valve on the high pressure sideo the JBD filter elevator, immediately aft of these panels, is, in assembly. the down position. This is accomplished by limit In the event of failure of the catapult hydrau- switches which are tied intoa motor-operated- lic system or the JBD portion of thesystem, the bomb-elevatof-interlOckvalve.Theelectrical JBD panels can be lowered manually.If the system is under the cognizance of the Naval Sea 4-wayvalveisoperative, -seletttthe DOWN Systems Command, position. Attach a chain fall to the clevis andto a pad eye on the bulkhead as shown in figure MAINTENANCE. 5-8, and then pull the actuatingarms past dead center with the chain fall. The chain fall only Maintenance procedures for JBD'sare covered breaks the knuckle. It has no controlover panel in ABE 3 & 2, NavTra 10302-C. Allmaintenance lowering; the panel's own weight will lower itto on the JBD's is performed in accordance with the deck. applicable Maintenante Requirements Cards. If the 4-way valve cannot be movedto the DOWN position, or if fluid cannotflowthrough SAFETY PRECAUTIONS' the 4-way valve, close the isolatiqnvalves to the, affected hydraulic cylinder and !bleed fluidt As mentionedatthebeginning ofthis the cylinder by using the cylindercsvent valver chapter, safety is a prime concern of thesenior by disconnecting the cylinder's 'hydraulicho ABE. Safety is the result of trainedpersonnel After v ,enting 'the cylinder, proceed .withthe knowing and performing their duties well with chain fall as described above. attention to detail, concern for every function, WARNING. To avoid injury topersopnel and awareness of the possibility of malfunction. preparing to lower the panel manually, thepanel Safety precautions must be observed by all must be held' in the up position bysupports operating, maintenance, and deck personnel, and. until actual lowering is commenced. any other persons- located in the area of related catapult equipment. Copies of safetyprecau- 3BD Cooling System tions are normally, posted in conspicuous loca- tions to enable all personnel to become thor- The center panels Of all JBD's,tas wellas the oughly familiar with them. inboard panel of JBD 1, arid 2on CV3-16, are' provided with a circulating watersystem to FLIGHT DECK COOLING SYSTEM remove, heat that is generated by the jet exhaust. Thepanel inlet and outlet water linesare Ffight deck cooling panelsare installed on all flexible hoses which interface withpiping froth operating carriers..They are for the protection of individual salt water cooling stations.These theflight deck from the high temperature 112 Chapter 5CATAPULTDECKEAR AND ACCESSORIES exhaust gases of that are launched aircraft by observafig the pressure gage at the -* after-burner and/or in a nose-high attitude. catapult donsole. The panel is mounted 'flush with the deck in a The catapult personnelAiould check for location between the catapult track and the jet proper operation artdcleanlinessof the flight blast deflector. It is made of aluminum or steel deck cooling system. At timesit may channelwelded together so that sea water is necessary to make adjustnients or minor repairs circulated evenly through the, panel to carry to the system. When making' repairs or adjust- away the heat. Cooling water is supplied tothe ments to anyofthevalves,refertothe panels from the-ship's amain. manufactufer's instruction book for the proper The sea water Supply to each cooling panel_ procedures. . passes through, a cutout valve (1, fig. 5-12), a reducing valve (2), and a remotely operated spring-loaded hytrol valve (6). A bypass with a manually operated throttling valve (3) is fitted FLIGHT DECK .around the reducing valve (2). A relief valve (4) COOLING PANEL,: and a test gage (5) are fitted in a reclucingvalve . discharge line. Remote operation of the hytrol valve(6)is from a point near the catapult console.'For remote operation,a manually 10 controlled pilot valve (7) is used. When the pilot valve is turned to the., ON position, water at ,firemain pressure enters under the Jlytrol valve Im c diaphragm, opening the valve and allowing water _ _ mil to enter the cooling panel. When the pilot yalve CATAPULT kturned to the OFF position, the water is CONSOLE drained froni under the diaphragm, closing the. 3 vafve. After the hytrol has closed, the pilot valve is turned to the NEUTRAL position. When the reducing valve is inoperative, it is necessary to throttle the supply to the cooling OVERBOARD panels by using the manually o erated throttling valve. When this 4ve is used, the cooling water

io,longer passes tlrough theytrol valve, and 13 the remote control system is not in effect. Downstream of the hytrol valve, the line branches into two lines (8) to enter the cooling -1.<3/ panel. Two discharge lines (9) from the panel combine into one dischargeline. This line contains a pressure gage connection and an orifice. FIREMAIN The pressure )gage (10) is mounted near the catapult console. The orifice (11) is installed to, hold a back pressure on the panel as an aid in. 1.Cutout valve. '8. Inlet lines. the control of the water flow through the panel. 2. Reducing valve. 9. Discharge lines. The discharge line from the panel discharges, . 3.Throttling valve. Pressuregage. overboard near the ship's waterline through a 4.Relief valve. 1f. Orifice. remote control scupper valve (12) installed in 5. Test gage. 12. Scupper valve. the discharge line near the shell of the ship. The 6. Hytrolvalve. 13. Hose valves. scupper valve's controls are located on the deck 7. Pilot valve. 11

above fOr convenience of operation. c2 NOTE: lyie upply ocooling water should be AB.207 checked bere andduringoperation of jet Figure 5-12.Typica(piping schematic for deck cooling panel. 113 . AVIATION BOATSWAI/s14'MA.TEE 1.8c. C JP' In an emergency,coolirig water may be used and any added precautions that must be supplied tethe panel through two 21/2-inch taken with ,a certain type aircraft. hose valves (13). Firehose may be used froma A maintenance requirements card is provided nearby firepitig. foralllaunching accessories and gives such CAUTION: To prevent a pressure buildup in information as inspection and replacement cri- the panel when operating aircraft fromthe teria, and stock number and length of lanyards catapult withodt the use of the panel,.insure used with each. bridle or pendant. that the scupper valve isopen to provide a vent. HOLDBACK AND RELEASEUNITS LAUNCHING BRIDLES AND PENDANTS The holdback and release units providea An ideal situation when launching aircraft means of holdilig an aircraft in position on the from the flight deck of a carrier would befor all catapult until the catapult is fired. A holdback aircraft to have nose gear launch capability.This and release unit is provided for eachtype of is notIlit case, however, andmany aircraft .aircraft being launched. Each unit is designed for utilizea bridle ora. pendant as a means of a particular type aircraft and cannot be used transmitting the force of the catapult shuttleto with another type. Holdback unitsare made up the aircraft.' of either chain links,. cable,or metal straps. All As a senior ABE assigned toa catapult crew, holdback units are equipped with a ,deck cleat itisyour responsibilityto insure that the link at one end and a tension bar retainer bridle/pendant hookup procedures for eachindi- assembly at the opposite end. The deck cleat vidual type aircraftare strictly adhered to. link is fitted. into a dot (designated for that One of the greatest hazards incatapulting particular type aircraft) in the holdback deck aircraftis premature bridle/peridant shedding. cleat that is located in the flight deck immedi- Ai an ABE,you must always be alert and aware ately aft of the catapult track and forward of of the importance of proper hookupof an the deck cooling panel. The tension bar retainer aircraft. Some of the factors thatmay occur end of the holdback unit is connected, to the singly or in combination to cause premature aircraft tension bar fitting bymeans of a tension bridlependant shedding are: bar that is also designed and manufactured fora 1. Mispositioning on the aircraft's catapult particular aircraft. The tension barsare designed hook by the hookup crew. for a -particular holdback unit, and color Coded 2. Mispositioning caused by relativemotion to prevent using the wrong bar. Each tension bar between the terminal and the aircraft's catapult is designed to break at a predetermined strain. hook after catapult tension has been applied. The breaking point 'at which the tension bar is 3. 1Ndle mispositioning becauseof bridle designed to break is istampedon one end of the twist: bar. 4. Tension barmispositioning,. For instructions in the ptoperuse of aircraft 5. Aircraft brakes, being applied duringten- sioning. holdback units, refer to the applicable catapult Tests of 'aircraft hooks indicate that, deck'.gear and accessories service bulletins,Main- to some tenance Requirements eards'are also provided extent, all hooks are subject to bridle misposi- for each unit. tioning,.Therefore,_ continuous emphasisin. 'proper_ bridle hookup and rigorous inspection NOSE GEAR LAUNCH SYSTEM after aircraft tensioning are considered theonly practicgt solutions to the mispositioningprob; There-, are two types, of tem. nose gear launch equipment, the Mark and the Mark 2. The When catapulting aircraft, always referto the Mark .1 is the more widely usedat the present -applicable catapult deckgear and accessories time. The Mark 2 (flush deck type) is installed service Bulletin. The bulletin includes suchin- aboard the U.S.S. Nimitz,. CVAN-68, and will formation as the type bridle be or pendant to be installed on all new constructions. The Mark1 r.

Chapter 5CATAPULT DECK GEAR ANDACCESSORIES* being the more promtnent of the two nose gear components. He supervises repair and mainte- launch units, is chosen f6r discussion in this nance functions..In addition to assuringthat the chapter: equipment is maintained in operating condition, Some of the advantages of the nose gear he is responsible for detailed .procedures such as launch (NGL) equipment over the conventional routineinspections,lubrications, and adjust- bridle/pendant hookups are better and faster ments.. alinement of aircraftonthe'catapult, and Allvessels which operate NGL equipment elimination of .the change of bridle shedding and keep a log in which is recorded all data regarding the need for a bridle arrester. (See fig. 5-13.) equipment operation, repairs, and overhaul. This The MafIc1 NGL equipment isdesigned to log need not be submitted to Naval Air Systems assist in launching aircraft by attaching the Command Headquarters, but is maintained as a nosewheet strut to the towing mechanism Of the record from which information may be supplied .catapult. This means of launching aircraft per- when requested.' Any unusual conditions ob- mitspositiveand automatic engagement of servedduring equipment operation, mainte- aircraft to catapult, thereby eliminating the need nance, or overhaul may, at the discretionof the for personnel in close proximity, to the aircraft catapult officer, be made the subject of a special during engagement, thus enhancing the safety report to Naval Air Systems Command: factor. Also, this means of launching aircraft On carriers with NGL equipment installed, provides smooth and rapid operation. the deck configuration in the catapult area is The Mark 1 NGL equipment is suitable for such that it is a routine matter to make the use with existing steam-operatedcatapult sys- change from conventional brie or pendant tems. and features minimum maintenance Ye- launching to nose wheel launching. quirementp. It can be quickly 4and easily inter- When installing NGL equipment on steam' changed with conventional launching systems catapults, it is necessary to remove the conven- supplied as Original equipmentThe major coin- tionalramp,ramppin; spreader pinand ponents of the Mark 1 equipment are the spreader. After the bridle/pendant components launching hardware assembly (deck ramp), con- are removed, reinstall the NGL shuttleramp.and trol, system (controlpanels,transfer switch, spreader. The shuttle ramp and spreader are valve box assembly), approach ramps, shuttle installed as a unit. spreader, and ramp. Retraction of the shuttle into the deck' ramp All personnel involved in the operation, main- with the conventional spreader and/or launch tenance and Qverhaul of nose gear launch equip- daniage the NGL equipment; thus, ment are responsible for attaining a thorough priortoinstallationof thedeck' ramp, the knowledge of its operation and upkeep. This catapult shuttle must' be checked to ascertain if may be accomplished by careful study of appli- the correct spreader and ramp combination have cable technical manuals, 'engineering drawihgs; been installed. service changes and bulletins, and through gain- NOTE. Conditions may exist where theshut- ing actual experience by undergoingintensive tle has been replaced during an overhaul and not drills, to become acquainted with both theeadapted to receive the components for NGL physical and functional aspects of the equip- operations; therefore, upon installation of the ment. shuttle spreader"and ramp for NGL operations, a The. catapultofficerischarged with the Check of the shUttlblade must be. made for responsibility for overall operations. He super- proper pin bOre di ter. vises, with the assistance of the seniorABE, the The deck ramp should be installed utilizing training of personnel and ascertains that training the special lifting tool (fig. 5-14). This tool is is conducted in a manner that resultsin com- designed for carrying, installing, or removing tfie plete familiarizaion with equipment operation ramp assembly: and maintenance. He insures readiness of the Procedures, for installation of the deck ramp equipment by assuming responsibility for con- are: (See fig, 5-15.) ducting frequent tests and inspections of launch- 1. Prepare the deck to receive the deck ramp ing hardware,controls, and their associated byfirstremovingthe. deck flushing cover

115 AVIATION BOAT AIN'S MATE.E 1& q

1. LAUNCHING HAR9WARE (DECK RAMP) ASSEMBLY

CHECK VALVE (RETURN TO GRAVITY TANK)

DECK iDGE CONTROL PANEL. HOUSING SADDLE ASSEMBLY

VALVE BOX TRANSFER SWITCH ASSEMBLY °

EMERGENCY CONTROL PANEL it I ORIF1..-- (SUPPLY FROM RETRACTION ENGINE)

AB.375 Figure 5-13.Nose gear launch, `general arrangemeht.

ROtate the saddle locks counterclockwise (with dust plugs into the dust caps before installing Special tool) and remove the deck flushing cover. the deck ramp intothe deck. Connect the 2. Remobe the deck ramp from the stowage quick-disconnect fittings to the hydraulic mani- box with lifting tools installed. Move the deck fold in the deck ramp. ramp into position over the housing saddle. Wipe, NOTE. The starboard coupling connecits to clean the mating surfaces of the housing saddle ports pf the forward (head) end of the cylinders, and the *hydraulic manifold. Insure thatall The port coupling-connects to ports of the aft 'moving parts are free of dirt and foreign matter. (rod) end of the cylinders. 3. Lubricate the housing saddle tee h. and 5. Vent thb .cylindets, then lower the deck. f orward deck locking pins on the deckmp as ramp tothe deck position by releasing the required by the lubrication chart. , locking pin on the liftin:tteols, insuring that the 4. Remove the dust daps from the deckramp forward locks on the side 'Kates engage. the holei hydraulic manifold and the dust plugs from the in the deck. Pull the chains. (attached to the exposedquick-disconnectfittings. Place the handle) to release the stopi, rotate the handle

A 116 1K. 1 1,,

, Chapter 5-:CATAPULT MACKtEAR AND ACCESSORIES 1. Improper deck ramp handlingtechniques have resu. fted in damage to the quick-disconnect fittings. To. avoid this damage, insurethat the _dust caps and dust plugs. areinstalled When the flexible lines-are uncoupled. NOTE: If damage has occurred and it is not expedient to immediately renewquick-discon.=

. nect couplings, aircraft hookup andlaunch may accomplished by taxiing into the penetrated .bufferata DEAD' SLOW speed(to avoid overloading the tension bar on engagement).If the buffer: is not already penetrated,keep, the forward vents open while the aircraft engages and penetrates the buffer. .2. _AmbienttemperaVeincreaseduring

. stowage resulted, in pressurebuildup within the

, buffer cylinders. To relieve this pressure, vent the buffer cylinders by opening the bleedplugs. NOTE: Venting will only be accomplished when it has been determined that pressure ;y AB.376 buildUp is the.reason.for preventing hookup Figure 5.14. Manually carrying the deckramp., the quick disconnect fittings. Arbitrary,venting . prior to installationof, the deck -ramp will assembly in a-clockwise direction until the Idol introduce air into the hydraulic system and must disengages. Remove the lifting tools and return be avoided. Repeated cycling ofthe buffer theni to stoitag box. cylinders will eliminate small amounts of ,en- 6. Place the pry bar end of the bar assembly trapped air -by gradually working it back tothe' (special wrench) into the rectangular hole in the gravity tank. saddle and pry the deck, , , at end Of the housing Setting the deck ramp 'assembly, in direct ramp forivard (apprOximatbly 11/4 inches) until 3. the manifold teeth engage the teeth of the contact with the deck, without the dust caps housing, saddle assembly. At times it may prove- being installed On the hOraulic' manifold, re- difficult or impossible 'to slide the deck ramp sulted in fluid cOntarninattOn. Foreign matter into full forward engagement with the housing 'adhered to the qul\ck-discontiect coupling and, saddle due to thermal distortion of the latter. As on the next hookup, was introducedinto the saddle hous- hydraulic system. Strict adherence to reason one ;an interim measure, loosen the 12 of ing holddown bolts (working from the--center noted above should "eliminate introduction foreign matter from this cause. . out)isufficiently to allow, full ramp engagement Retighten the bolts, but do not slug. 4. Damage to and/drcontamination ofthe 7. Check to make sure the hydraulic mani- cylinder sugace§ occtiried _becausethey were fold teeth have meshed with the lousing saddle leftexposed, for long- periods of time. To teeth and the forward lockpins (on the forward eliminate this potential damage duringperiods Lside plates) a're. in their matingholes.' when the nose .gear laundh equipmentis' in 'a periods of 8. Close the hinge fittings. . standby condition (inactive for long 9. Using the special wrench, rotate the hous- ime), or when the nose gear launchdeck ramp 'Catapult, stow -4,-..ing -saddle _lock 180 degrees clockwise to lock assembly is removed from the the hihge fittingi. vt- with 'the buffer penetrated: NOTE: The buffer' mug be 'fully penetrated , For ones; of the- following reasons, difficulty may be experienced- in:malcing up the quick- by actuating the BUFFERFORWARD push- disconnect fittings: '" button on the control panel. / 1

a.; a *AVIATION BOATSWAIN'S MATE E 1 C

nr,

4 5'

%

4 5.4

4:3

3. , 1. Deck ramp structure. 13. DUst"c*. 2.,tioisling pin. ' 14. Deck flushing cover.

3. Hinge fitting. , 15. Housing saddle. 4. Strap. .16..HydraUlic manifold. 5. Yoke. 17. Quick disconnect fittings. 6. Thumbscrew fitting. 18, Flexible hoie._ 7. Pciiich. 19. Speciafwrench. 8. Forward deck lockpins. 20. Front section guide track. 9. Deckanchom. 21. Carnloeks. 10. Spreader. 22. Housing saddle lock. 11. Shuttle ramp. 23. Hinge fitting. 12. Dust plugs., 24. Catapult track.slot.

6 sot, A8.37i Figure 515.Installation of launching hardware.

.4

,4 118 0 ,Chapter 5CATAPULT DECK GEAR AND ACCESSORIES

PRELAUNCH PREPARATION 6. Set the BliFFER SETTING in accordance ofit with.' the, applicable aircraft launching bulletin The 'follOwing preparations should be made before the launch or trail bar contacts-the'nose prior to each launch or launch cycle. , gear debk ramp. If' ot otherwise indicated, set ' 1. Determine the type, or types of aircraft to the buffer metering Valve dial to 8.:5. ja launched. NOTE:, To avert the possibility of premature 2. Obtain applicable aircraft laurrching bul- tension tar failure, do not actuate- BUFFER letinfor each type aircraft included in the ,FWD. or BUFFER,AFT pushbuttpns during the launch cycle. *(This bulletin contains information airoraf buffer stroke. - .pertinent .,toaircraft launching weight, wind-, 7. eck the launching bulletin for additional over-deck, airspeed, pressure setting buffer set- prelach functional checks. ting;and-the required launching accessories.,) . 3. Beforemoving thebuffersfromthe OPERATION stowed -(penetrated) position: wipe' the slider ; area of the housing manifold, clean to remove all The following' terms are defined herein for grit and foreign matter, paying parlicular at- purpose-Of tention to the area adjacent fo the upper slot. .Aircraft' Positioning. Taxiing the aircraft to, Relubricate the housing before cycling the -the entrance'of die approach ramp, with launch -r-slider, as required by the pielaunch functional `bar raised.

, check. Aircraft Engagenftnt.. Engagement of the air,- 4. Check the forward deck locks for firm craft A trail bar with the buffer slider of the launehing hardware assembly (deck ramp). The seating: 1 ,.i. 5. Check the lock securing. the launching launch bar must be loweied and the aircraft hardware to the hou,sipg saddle. If loose, tighten aQed forward into the equipment to accom- f. 4/ 'with thespecial wrench. . ,, plish engagement. 6. Check the hodsing saddle mounting bolts. Aircraft Hookup. Engagement of the launch Tighten-any loose bolts. ..- - , bar with the shuttle spreader, and tensioning. 7. Make sure, that the, hydraulic.systern, is (Trail bar has engaged slider.) .charged.with no leaks e froiwthe piping..., Launch Bar. .A T-shaped bar fbcated on the 8. Clear the decof allqabstacles in the forward section of the nosewheel strut which aircraft approach ar a,the guide track, and iengages the shuttle spreader, launching hardware track, and the deck area Trail Bar. A T-Shaped bar (on the aft 'side of the nosewheel) which engages the buffer slider.` -forward of the launChing hardware. . 9. Check the launching bulletin for any addi- Launching Hardware Assembly (Deck Ramp), tional prelaunch preparation. 'That portion of the nose gear launch equipment which retains the aircraft for launch:thereinafter k. PRELAUNCH FUNCTIONAL,CHECK referred to as deck ramp. Buffer Stroke. Engagement of the trail bar Thefollowing 3-M preoperational checks with the buffer slider and stroking thereof to shouldbe made to insure that the launch slow' and to stop the aircraft within the 18-inch equipmetfils in readiness for operation: buffering distance. 1. Check the transfer switch, and all push- The cycle of operation consists 'basically of ', buttongand switches on thdeck edge and three phasesaircraft positioning, aircraft en- emergency control panels to make certain they gagement, and aircraft hopkup. are operative. 2. Cycle the slider forward. 3. Cycle the slider aft. . Aircraft Positioning. 4. Locate the slider in the BUFFER AFT position. The aircraft to be launched, with nose gear 5, Cycle the valve setting to the DECREASE accessories installed,, is taxied to the mouth of and INCREASE limits. , the approach ramp ,(fig. 5-16 (A)), where the . 1 124 - 9

AVIATION BOATSWAIN'S MATE (E 1 & C,

,,--

aill11111111117,

, ---(1"40; (A) AIRCRAFTPOSITIONING (Di BU,FFER STROKE

(B) AIRCRAFT ENGAGING {E) AIRCRAFT BEADY-FOR -\:',-..PPROACH RAMP . LAUNCH

actilammancumez.."--- -.71,4R-'71"1,limaria,1714_,..kienwawr

34'

4.-V2 4-t'r:k It) STEERING FUNCTIONOF (F) TRAIL BAR AT OATCH GUIDE TRACK PLATES.AFTER LAUNCH

Figure 5-16.=-Nosigear launch operation. 4 t

Chapter 5CATAPULT DECK GEARAND*ACCESSORIES I. launch bat is lowered from taxi (raised) position .5. Buffer setting in accordance with aircraft fo the dO, launching bulletin.. 6. Obstacle,elearance. Aircraft Engagement MONTHLY EXERCISE The. aircraft is' steered into the aft section-of the approach ramp (fig. t...16 (B)), where the ,,. To insurrifirsictional adequacy of the equip- steering function is taken over by the launch bar ment during prolonged periods of inactivity, the which engages the track built into the approach following monthly exercise procedure is Out- ramp and deck ramp (fig. 5-16 (C))1 The aircraft lined: -continues forward until the trail bar engages the 1. Remove the bridle/pendant latmch i.:oinpo- buffer slider,.causing deceleration of the aircraft. nents and install nose gear launch hardware in During deceleration -of. the aircraft, the launch accordance with, the handbook for the nose gear bar ndes in grooves constructed within the deck launch equipment. Record the time required for ramp (fig. 5-16 '(D)). When the aircraft sfop's, the the changeover. -launch bar drops into position to receive the 2. Insurethat'thehydraulicsystemis shuttle spreader (fig: 5-16 (E)). charged, arid that there 13 no leakage. 3. From the deck edge control panel: Aircraft Hookup a.3 Actuate the slider forward and aft 10 complete cycles. The bridle. tension pushbutton on the catapult b. Cycle the buffer setting dial from 0 to 8 deck edge control panel (or the catapult emerg- 3/2, through two complete cycles. ency .control panel) is depressed,: causing the c. Retract. the catapult shuttle into the shuttle spreader to move forward, engaging the nose gear launch deck nirrip. launch bar and.tensioning the gear. ProAdures WARNING, Insure tha(the nose gear launch for a normal catapult launch cycle are followed. shuttle ramp and spreader have replaced the As launch pressure builds up, the trail bar load conventional ramp an'ep re ad e r be fore retract - increasesuntil the/ tension bar Tails and the ing the shuttle into the hose gear launch deck -aircraft starts, its catapult run. As the trail bar ratrip .- separates from the aircraft, it recoils toward the 4. Frdm the emergency control panel, repeat deck. in the aft directiOn, engages the vertical Steps 3a and 3b,poted.above. catchplates on the approach ramp, and comes to 5. Problems encoCuitered With the equipment rest below the level of the ramp. (See fig. 5-16 must be recorded for eventual' reporting to: (F)). The trail bar' must be retrieved from:this a. Type Commander. ramp position prior tothe next launching. b. NAVAIRSYSCOM(Attn:apPlicable code). LUBRICATION c. Naval Air EngineeringLaboratory (SI) "(Attn:applicable code). . to determine if the applicable MRC d. NAVS4ASYSCOM. daily lu rication procedures of the deck track MALFUNCTIONS key slo d slider have been completed. .When malfunction ocuis,,. the catapult INSPECTION officer, and 'hisassistants ,should. be able to recognize WheLe the trouble lies and should Beforecommencinglaunchingoperation, immediately initiate the proper repair proce: make a final inspection of critical points. dures. PrciRer diScharge of operational and main- 1. Forward deck locks. tenance,,Checks will greatly reduce malfunction 2. Launching - hardware -to- 'housing' - occurrence and resultant danger to personnel saddle security. and equipment 5. Housing saddle mounting bolts. Sonieof thecauses of malfunctions are- " 4. Hydraulic system described in fife following paragraphs, and the iIATION BOATSWAIN'S MATE E I & C procedures for correcting them are listed. 4. During Aircraft Hookup. Possible causes I. Electrical Components. Burnt out speed for the launch bar failing to -seat in the spreader reducer, switch, relay, solenoid,_or other eleCtri- are tow bar or spreader misalinement. Remedy cal component. Remedy this malfunction by by tightening loose connections or replacing replacing inoperative components. -misalined part. 2. EleCtrical System. Disconnected, broken, . 5. Trail bar failing to engage the slider. Check or shorted electrical wires will cause malfunction trail-bar-to-releasd-element connections. Tighten of the electrical sfStem. Repair any such wires if any loose connections and check the slider slots practical; otherwise replace them. and the slider mounting cutout, (in the deck 3. HydratilicComponents,Rupturedor ramp manifold) for damage. Damage to the blocked hydraulic lines can cause a malfunction. glider or the slider housing necessitates removal Any ruptured line should,be replaced immedi- and replacement of the launching hardware. ately; blocked linesAhould be air cleaned. CHAPTER 6 SHIPBOARD ARRESTING AND 'BARRICADE GEAR I t The recovery equipment discussed in this Table 6-1 lists all the leading particulars of the e chapter it the Mark (MK) 7 type arresting gear. Mk 7, Mod 1, Mod 2, and Mod 3 recovery It is recommended that chapter 5 of ABE 3 & 2, equipment. This table can be used to compare NavTra 10302-C, be studied in conjunction with the Mk 7 Mod 1 with they Mod 2 and Mod 3 this chapter. - which are discussed later in this chapter. TYPES OF ARRESTIN9 GEAR ENGINES MARK 7 MOD 2 MARK 7 MOD 1 As carrier-based aircraft became heavier and The Mk 7 Mod 1 is the smaller of the three faster, an arresting gear engine was needed that Mk 7 type arresting engines discussed in this would provide a greater Capacity to absorb the chapter. This equipment is installed aboard all increased amount of kinetic energy up by carriers in commission that were built prior to the force of the forward motion ofof an aircraft the U.S.S. Forrestal, CVA-59, with the excep- during an arrestment. This -need led to develop- tion ,of the U.S.S. Coral Sea, CVA-43, and U.S.S. merit of the Mk 7 Mod 2, and later the Mk I Midway, CVA -41, which are equipped with the Mod`3, arresting engines. Mk 7 Mod 2 and Mk 7 Mod 3, respectively. e Mk 7 Mod installed aboard the U.S.S. The Mk 7 Mod 1isdr:sivied to absorb Co Sed, CVA-43, and all carriers built after theoretical maximum energy of 29,300,000 the Coral Sea except U.S.S. John F., Kennedy, foot-Pounds at peak fluid _pressure and maxi- CVA-67, and U.S.S. C.W. Nimitz, CVAN-68. mum cable runout is equivalent to stop- The Mk 7 Mod 2 is designed to ,recover a ping a 50,000-pound- aircraft at an engaging 50,000-pound aircraft at an engaging speed of speed of 105 knots (110 knots if the equipment 120,,knots in a distance of 310 feet. is equipped with sheave dampers) in a distance of 228 fest. -MARK 7, MOD 3 Each carrier the fleet is equipped. with five arresting engines (four pendant and one barri- The Mk 7 Mod 3 has the capability of cade), with the exception. of the U.S.S. Intrepid recovering a 50,000-pound aircraft at an engag- ,which has a total of six engines (five pendant ing speed of -130 knots in a distance of 340- feet and one barricade), and the U.S.S. Midway Mk 7 Mod 3 arresting engines installed which does not have an endless reeved barricade aboard the U.S.S. John F. Kenndy, CVA-67, engine for emergency use. Tie Midway has a U.S.S. C. W. Niipitz, CVAN-68, and ,U.S.S. complement of four arresting engines, all single Midway, CVA-41. reeved, with only three connected to a deck pendant at any one time during flight opera- OPERATING PRINCIPLES ThQfOurth engine, engine number 3A, is a 'MARK 7 MODS' 1,1, AND 3 standby or alternate to engine number 3. It has been structurallyaltered,as has number 3 The operating Principles of ,the different engine, to function as either a pendant or a modifications of the Mk 7 type- arresting gear are barricade engine. When either is rigged as a basically the same. The primary differences are pendant engine, the other is a, standby for use as their sizes and, capabilities, -- be seen in a barricade. table 6-1.

123 ii

AVIATION BOATSWAIN'S MATE E I. &-C.,

Table 6-1.Leading particulars of Mk 7 recovery equipm

Mod I Mod 2 Mod 3

MAXIMUM ENERGY ABSORPTION: Service stroke 29,300,000 lb-ft 38,373,000 lb-ft 47,500,000Tb-ft ENGINE DRIVE SYSTEM CABLES:- Diameter 1-3/8 in.* 1-3/8 in.* 1 3/8 in.* Breaking strengths -Deck pendant (6 x 30 188,000 lb 188,000 lb 188,000 lb flattened strand) Purchase cable (6 I 25 175,000 lb k 175,060 lb 175,000- lb round strand) Reeving ratio 18 to 1 18 to 1 18 to I ARRESTING ENGINE: Length 41 ft 50 ft .5A031r Weight 32 tons 37 tons 43 tons Engine fluid Ethylene glycol Ethylene glycol Ethylene glycol Engine fluid capacity 250 gal 320 gal 380 gal (without cooler) Engine fluid capacity 430 gal 500 gal 560 gal (with coiner) Ram diameter 20.00 in. 18.495 in. 20.000 in. Effective ram area _314.16 sq. in. 268.8 sq. in. 3l4.16 sq. in. Length of maximum stroke 133.875 in. 186.00 in. 192 in. Length of service stroke 118.000 in. 171.00 in. 183 in Crosshead battery position 1 to 7 in. 1 to 7 in: r to 6 in. (distance from stop) Accumulator operating mediuni Ethylene glycolair Ethylene glycolair Ethylene glycolair Maximum pressure 650 psi 650 psi 650 psi Initial working pressure 400 psi 400 psi 400 psi Type of cdolant Sea water Sea water- Sea water Length of runout 228 ft 310 ft 340 ft

* I 318-inch diameter purchase cable is being replaced by 1 7f16-inch cable upon depletion of 1 3/8-inch cable in stock.

The Mk 7 -Mod 2 differs froni the Mk 7 Mod I of the Mk 7 Mod 3 arresting engine during an and Mk 7 Mod 3 in thai the Mod 2 operates on engagement. Notice the total displacement of the hydraulic (volume) displacement principle. the fluid as the ram moves into the cylinder. The This means that the Mk 7 Mod 2 has the packing Mod 1fluid flow is the same as the Mod 3 installed in the mouth of the engine cylinder, except that the Mod 1 is not equipped with and not on the end of-the ram. The Mk 7 girds cable anchOr dampers. I and 3 operate on the positive displacement The function of the arresting engine is to principle and have the packing installed on the absorb and dispql the energies developed when a end of the ram. Figure 6-1 shows a fluid flow landing aircraft it- arrested. As shown in the diagram of the Mk 7 Mod 2 arresting engine diagrams in fighres 6-1 and 6-2, the fluid is during an engagement. Notice the volume dis- forced out of the cylinder by the ram, through placement of the fluid as the ram moves into the the constant runout (CRO) valve, to the ac- cylinder. Figure 6-2 shows a fluid flow diagram cumulator. A smooth controlled arrestment of 7 124 DECK SHEAVE .** 1 va DAMPER SHEAVE INSTALLATION ACCUMULATOR EssinuiDIZERO11111111.8.1.R PRESSURE LEGEND Egg1111111FLUID,IST° AIR FLUIDAIRFLUID 1500 PSI 1.0I 65040750 PSI TO PSI TO CONSTANTCONTROVALVE RUNOUT rC00LER FLASKAIR EXPANSION FLUID -400 PSI TO 10000 PSI FILTER DAMPERCABLE ANCHOR FIXED SHEAVE VALVERETRACTION ______Figure 6-1.Mk 7 Mod 2 fluid flow diagram during.arrestment. 'CYLINDER RAM - 413.305" DECK SHEAVE DAMPER SHEAVE INSTALLATION ACCUMULATOR NM FLUID f AIR. land LEGENDPRESSURE li:M5MaBESEIEMI FLUID 1500 PSI AIRFLUIDAIR 1.750 650 PSI PSIPSI TO TO COOLER FLASKAIR EXPANSION MIIIIIII FLUID FLUID-75 750 PSI TO 1400 V:OPOSIUIO3000'PSI FILTER RETRACTION FIXED SHEAVE VALVE CROSSHEAD CYLINDER RAM ii=oceLen-me" _ Figure 6.2. -Mk 7 Mod*3 fluid flow diagram during arrestment. S ______AB.366 Chapter 6SHIPBOARD' ARRESTING ANDBARRICADE GEAR4

equipment is used either to adjust the initial the landing aircraft is accomplished by the fluidy being metered as it passes through the CRO opening of this valve for aircraft of different valve. weight, or to activate the Valve during the arresting stroke. The retracting; valve is used to MAIN PARTS return the fluid from the accumulator to the- cylinder and is operated independently of the_ Constant Runout Valve con 6,31 valve: 'A When a landingaircraft ogages a deck The Mk 7 constant runout valve is installed on pendant, or barricade, it withdraws purchase the fixed end of the. arresting engine as illu- cable from the arresting engine. This action strated in figure 6-3. The CRO valve system is causes the crosshead to move towardthesfixed comprised of four major partsarresting valve, sheave end of the engine. In addition tt; aircraft weight selector, drive system, and con- placing fluid from the cylinder, this movement trol system. of the crosshead activates the -drive system (2, The arresting valve is, the heart of the equip- fig. 6-4), causing rotary. motiqp of the cam in ment. It is the main valve which controlsthe the cam and plunger assembly. To keep the drive flow of fluid from the cylinder of.the'arresting system and cam always in battery position, the engine to the accumulator. The remainder of the adjustable anchor (3, fig. 6-4) is used.

;it ireri I

U 5

6

S

1. Accumulator. 8. Cylinder and ram assembly. 4 2. Fluid cooler. 9. Controlpanel. ;?"Auxiliary air flask. 10. Cable anchor damper. 4. Air expansion accumulator. 11. Fluid replenishing system. 5. Crosshead. 12. Control valve. 6. Control valve drive system. 13. Fixed sheave. 7, Enginestructure. AB.379 engine. Figure 6-3.Mk 7 Mod 2 arresting 1,4 A q. 127 .4 2 4 AVIATION BOATSWAIN'S MATE E 1 &

-0.704.14° 2 7/7 4-414: 3 , ---zed-Vd..06.-e0044,.. - 14;1. IrrItaril-s-24

1. Control valve. 3. Adjustable anchor. 2. Drive system. 4. -Control system.

AB.84 figure 6-4.General arrangement of the Mk 7 CR0 valve systarri.

It is necessary to have a smaller valve opening initial opening of the control valve upon engage- to . arrestheayier aircraft, and a larger, valve ment of an aircraft is maximum. The levers are opening to arrest lighter aircraft. The aircraft ina1:1ratio infigure6-5. The resulting weight selector (fig. 6-5) makes it possible to rotation of the cam, caused by the crosshead adjust the valve for aircraft of different weight moving inward, forces the plunger downward. A by varying the valve opening. plunger movement of 1 inch, acting thrgugh the Thesizeof theinitialvalveopening is upper lever, would move the lower lever I inch, adjusted while the arresting engine is in battery the lower lever, in, turn, would move the valve position. The lead screw receivers rotary motion sleeve and stem 1 inch. from the motor unit or handwheel and converts The cam of the disk plate type with the it into linear motion. This linear motion posi- desired con r chined on its periphery. As tions the upper lever and drives the local and the cpni rotat forces the plunger down. The remote indicators. plungerls fitted with rollers, top and bottom. In each of the two levers (upper and lower), The bottom roller on the plunger. acts against the distance between the fulcrum and roller Is the top flat bearing surface of the upper lever. constant. On theupper lever,the distance The pivot end of the upper lever has a bushed ;between the fulcrum and the point 'of applica hole which mates with the clevis end of the lead tion of force from the cam is variable, jts strew yoke. T.fie upper lever is connected to the, , greateit length being twice that of the lower clevis end of the yoke by a pin. This pin extends' lever. The lever arm ratio of each lever, there- beyond the sides of the yoke and acts as a shaft fore; is variable between 1:1 and 2:1. and has. a bushed roller mounted on each When the upper lever is fully extended, the extended end. The rollers ride inside the guide -9 ratio' of each lever is 1:1. In this setting the attached to the housing. The block end of the

128 il

. Chapter 6SHIPBOARD ARRESTING AND BARRICADE GEAR

CAM

LEAD SCREW

LOCAL INDICATOR PLUNGER'

UPPER LEVER

LEVER

WEIGHT SELECTOR so flANDWHEEL I VALVE SLEEVE LOWER LEVER PIVOT PIN pia 41.1 AIL"- riz ,410- 4111 VALVE STEM

- VALVE iii SEAT

' $4

AB.380 Figure 8-5.Sectional view of the Mk 7 Mod 3 CRO valve.

129 I 34. AVIATIONBOATSWAIN'S MATE E 1 & C. yoke isconnected to the lead screw by means of pendent upon the weight of die, aircraft, to be two dowel pins. This connection provides the arrested. The setting is made with the engine in Means by which the lead screw adjusts (moves) battery position prior to landing :the aircraft. the upper lever. Adjustment of the setting" determines the, The bottom of the upper lever is fitted with a positionof thevalvesleeve, ,and therefore roller which bears. against the flat surface of the determines the dinount the valve will be able to lower level. One end of the lower lever has a open at the beginning of the arrestment stroke. bushed hole to receive a pivot pin. The pivot pin It also determines the. rate of closure during the passesthroughthelever and through two stroke, so that the valve 'will always seat at the Mounting holes in the stanchion. - same runout The bottom of the lower lever is fitted with a, The valve stem sleeve allows a relatively roller which bears on the 'stem screw on top of unloaded and cushioned opening at the. begin- the valve sleeve. The vertical position of the ning of the stroke.. roller on the lower lever determines the vertical The lever system, if set for a heavy aircraft, distance that the valve sleeve may move. Thus, it reduces the allowable valite 'Stem opening and controls the size of the initial opening of the. thus Increases die reilitanCe Of the valve to the control valie. flow of. fluid.. The energy of the aircraft is The levers are mounted in such a way that, as dissipated in forcing fluid through the restricted, the upper lever is withdrawn, thelever arm ratio valve opining. of both levers' is increased by an equal-amount. When the upper lever is fully withdrawn, the Electrical System ratio of each lever is.2:1, and the ratio through the lever system (upper and lower levers) is 4:1. The function of the electrical system is to. In this case the initial contrdiyalve opening is provide, control, and safeguard the distributionv minimum. A plunger movemeiftbf 1 inch, acting of electrical energy .to the lever change motor through the upper lever, would move the lower and the synchro indicators. The electrical cir- lever 1/2-inch; the lower lever, in turn, would cuits(fig.6-6) are the control valve .weight move the valve sleeve and stem 1/4-inch, selector circuit and the indicator circuit. A critical point ,to consider is the position of the levers when the valve stem is seated by cam Control Valve Weight actioh at the termination of each arrestment Selector Circuit stroke. The levers are so mounted and adjusted that the bearing' surfaces of the levers are level This circuit provides control of the weight when the valve is .seated. When the bearing. change m. Contained in this circuit are a surfaces are level, the distance across the lever masters ch,a motor controller, motor system is the same regardlesstf the ratio setting. increase-decrease limit switches, two momentary Because of this, the point of closing of the valve contact pushbutton stations, a handwheel limit is independent of :,the aircraft weight selector. It switch, and a terminal hox. is a function of the cam only; therefore it is With the handwheel pushed in to close the constant. hdndwheel limit switch, the master switch is As the engine is retracted, the upper lever thrown to energize the circuit prior to landing rises a distance equal to the movement of, the operations and remains on until the arrepng plunger. If the ratio is 1:1, the valve sleeve rises engine is secured. If a change in the weight is the same distance. In this case the initial valve desired, it is normally accomplished from the opening is maximum. If the ratio is 4:1, how- pushbutton station near the control valve. If an ever, the valve sleeve rises only one-fourth the increase in the kweight is ordered,. the button distance that the plunger moves. In this case the Marked INCREASE is gepresseinind held. de: initial valve opening is minimum. pressed until the desired, weight is reached as The lever setting may be adjusted to any. shown by the local weight indicator mounted, on setting withinthe two extremes previously the control unit. When the INCREASE button is discussed; the particular setting used isde- depressed, the electrical energy acts to rotate, the . 130 Chapter 6SHIPBOARD ARRESTING AND BARRICADE GEAR

PRIMARY FLY REMOTE CONTROL STATION VALVE SETTING PUSH' BUTTON ANO SYNCHRO RECEIVER MOTOR CIRCUIT' POWER SUPP,XY FUSED SWITCH 440 V, 60 , 3 0 BOX

SYNCHRO DECK EOGE RECEIVER VNCHRO RECEIVER. FUSED SWITCH BOX' VALVE SETTING PUSH BUTTON INOICATOR CIRCUIT POWER SUPPLY II0V,60"-;10

AIRCRAFT WEIGHT SELECTOR MOTOR UNIT

MOTOR CONTROLLER

AB.50 Figure 6-6.Electrical "circuits.

. weight change motor in the correct direction as tor* motor controller so as to rotate the shaftof determined by the contractors. The motor may the motor in the properdireclion to increase or be stopped at any\ point by release ofthe decrease the weight setting. pushbutton. If the limit is reached, the geared There are two pushbutton stations.One- is valve, increaseljrnit switchwill open, due to the mounted adjacent to the main control mechanical actidn of the levers_ against the another is remotely mounted in the primaryfly gearing, and the motor will stop. .contrbl station. Each station has twopushbut- Operationisidenticalfor a decrease of tonsone for increase and one fordecrease. weight, with- the direction of the motor.being reversed by the action of the 4ontactors. Action Weight Selector of overload relays, fuses, and the emergency run Indicator Circuit switch are conventional and need no detailed The function of the indicator circuitis to 4$ description. The master switch, is thrown off . after 1?nding operations have been completed,43 energize the elements of the synchro system so 'deenerkize the complete circuit. that remote indication of the weight selector is obtained. I the. necessary Pu:shbutton Stations The indicatbr circuit 'includes wiring and fusing; and a master switchfor the The function of the pushbutton stations is to operation of bne synchro transmitterand three synchro receivets located at the maincontrol select the proper contactor ofe weight selec- 1 3G 131 `AVIATIbisl,liOATSVVAIN'S MATEE 1 & C

panels primaryy, and at the deck edge control the greater the engine cylinderpressure acting station. . on a ,shoulller of the stem the tighter the seal. When the indicator circuit master switch" located on the main control panelis thrown on, the indicator circuit is energized. The synchro Retracting'Lever tiensmitter is mechanically connected to the local indicator of the weight control mechpriam. There is %retracting lever for each arresting, This connection is made atone end of ti-Uotor engine, locatEd at the deck edge control station. shaft of the -transmitter. When thesetting'f the The flinction of the retracting lever is to provide Weight selector is changed, therotor 'of the a remote means of opening the retracting valve transmitter turns. This rotor movement istrans- in a location where the operator will have full milted electrically to the remote synchrdre- visibility of recovery operations. ceivers whose rotors turn thesame angular The retracting lever (fig. 6-8) isa T-shaped distance as the rotor of thetransmitter. The 'lever which" pivots ina support bolted to the ' 'receivers have an indicating dialon one end of. flight deck catwalk bulkhead. their rotor shaft;thatihows the Weight setting When the retracting lever (1) is pulled -down, by., the positia of the rotors.' If thesystem is tensions She cable (3) leading to the retracting = properlytzeroed, the receivers Will indicate the ate operating lever(5)` and opens_ the valve. .'same weight setting yadiniaas the local indit lease of the -lever allows the spling-loaded cator. -' operating lever' to tower, thus closing the' re- tracting valve (6). A shock absorber (7) is Retracting Valve installed-To cushion the closing of the valveand to 'eliminate chattering of the valve-when it is The retracting valve permits the' controlled. opened.-- return of fluid: displaced by. theen rani, from the accumulator Of fluid, cool to_ the .cylinder. The general location of the retracting Accumulator System . Valve is shown in figure 6-7. . -; Therefractingvalveisa self-contained The accumulator system (fig. 6.9) consists of .poppet-valveassembly composed principally ofa an accumulatoitylinder with its floating piston, 'housing, a plunger, an operating lever, a valve and two air expansion flasks mounted in saddles stem, and a valve seat. on topz of he enginestructure. The accumulator e retracting vain. operates as a check valve is the receiving_ chamber for the fluid that is against the flow of fluid from the accumulator displaced by the engine ram' duringan arrest- to the 'engine 'cylinder. Fluid at accumulator ment. Alit receives fluid during an arrestment, pressure enters the housing and bearson the air pressure on.the air expansion flask side of the stem in the direction which would open the accumulator piston,is increased from the initial ,Valve; howeier, the presSure also bears against 490 psi to40 psi. The increasedpressure is the base of the Olinger, tending to close the °rewired in orderto return the system to its valye. Since the area of the plunger end is-greater "battery" positidn,for the. next. arrestment. than tb-aT of the stem, the differential in force Fluid and air within the accumulatorare sep-. keeps the valve_ closed.. arated- by the floating V-ring pacldpgs fitted on When the engineis_retracted to battery the aaumulator piston. Thepistdn is also fitted 'position, force is applied to .the operating lever. °With. replaceable slippers which its motion -This force, transmitted thro unger toti within the accumulator cylinder.y1 the stem, aids the accum tor ,pressure, on the At battery position, the 400 psi airpressure in stem and overcomes theessure on the plunger, the air expansion flasks holds the accumulator thus opening-the valy4 an' permittingfluid flow. piston at the nozzle end of the accumulator.In The retracting valveffectively blocks fluid this position the quid levels indicator registers flow from the engine der to the accumuli-- the fluid level in ;the entire engine. The fluid tor, except by via' the 'control valve, since level indicator registers three conditions: P . 4 Chaptei 6SHIPBOARDARRESTING AND BARRICADE GEAR

AB.38 Figure 6.7.General loeiWn of the-retractingvatic.

1. Battery..proper amountof fluid in the engine is in battery condition (readyfot arrest- system. men . 2. Fillinsufficien1fluid in the System. A safety head is installed at the airexpansion 3.. Drainexcessive fluid inthe system. flask end of the accumulator toprovide a NOTE :. The top of the fluidindicator rod tafe,guardagainst excessive pressure buildup .' must indicate "battery"when the arresting gear within ,the 'accumtilator.

133 . AVIATION BOATSWAIN'S MATE'E 1 & C of the cylinder. The body also has equally spaced holes on each end, extending from- the' rim of each Iflangejo-the_interior surface of -the body. These }Ales; normally closed'by pipe plugs (1.1) of venfvelvesk.5)1 proyidea means of draining and venting 'the copier. The tube assembly throtigh which the coolant flows and which acts asa cap forthe container holding the enginefluy,--"is-.6Pmu,p_sed of a bronze tube head, copper tubes, bra4s baffles, gaskets, facing plates aiidmarigolds ,1 . Auxiliary Air Flasks

-air-- flasksprovide -a means- 4 stowing ship's at 3,000 psi. In -the event of failure of the ship' air system, the ,air stowedin the auxiliary air fl .can be used to recharge the arresting engine. The air flask is a cy rical container with hemispherical ends; Ole end of the iaii-4140 1. Retracting lever. .5. Lever (operating). proyided with a pipe tap for connectipg ati air 2: Sheave. 6. Retracting valve.' line which is used for charging and-venting. 3 Cable. 7. Shock absorber. Air can be...supplied to the air AT of the 4. Turnbuckle. arresting engine from the auxiliary air flasks by use of the valve mounted on the main control .AB.89 panel. - Figure 68. Retracting lever installation. Main Control Panel

4 r The function of the main control, paneliszto provide an easily accessible and CentrAklocited Fluid Cooler control center from WhichAhe 'arrestingengine may be adjusted or activated. 'The cooler unit lowers the temperature . of the The main control panel (fig. 6-11) consists of engine fluid by permitting the hot engine to contact the cool exterior surface Of a rectangular panel containing two air preSsure a number'gages, an engine fluid "temperature in. of tubes containing cool, circulating salt , a water. synchro receiver, a cable ,anchor dam X tterZ Each cooler contains anodes, which aidin position indicator light box (on "4 preventingcorrosioninthecooler.(Fluid engines), and three coolers are not installed. on engines used only for sets of air, vaIRCe4ith associated, piping. . barricade pcisitions.) The fluid copier(fig. 6-10) is Mounted in saddles on, top of the engine The- valves of the arresting engine air'system are manually operated. Piping of the ail' system structure, adjacent to the accumulator. The Is so arranged. that the accumulator' may be main parts. of the coolerare the body (6), the charged tubes(7),the two heads (3 and either from ship's high-pressUreair 10), the supplyor frbm the iliary air flasks. i manifold (2), the, .baffle supports (8),and the facing plate (I). Cylinder and Ram Assemblies The body_ assembly consists of hcylindrical steel shell with studs on,each flanged . . end. These -The cylinder acts as a receiver for theram and studs are used for securing the headsto each end as a reservoir for the fluid to be . placed by the - 134 1"5 , e Chapter 6SHIPBOARD ARRESTING AND BARRICAD GEAR

At,ft ,EXPANSION. FLASKS

. PACKING'

FLUID INDICApOR ROD PISTON AJog.

..>"

NOZZLE

SLIPPER

AB.382 Figure 6-9.=The accumutator system. ./ -rt ram. Figure 6-12shows illu tions of the and to house , thelluid neeetsary foraircraft e Mods 1, 2, arrestments. It -ins supported within the engine cylinder and ram assemblies cylindei *support saddles. On the and 3 arresting engines. structure The cylinder and ranissembly constitutes Mod .2 and Mod 3 engines,. one end of the the actual engine of arresting gear and is cylinderisclamped and bolted with- fOur located within the e structure between the Cylinder clamps and Allen bolts to the cylinder movable crossh and the cylinder outlet elbow outlet elbow ( .o the pressure valve body on the and Mod 3 engines, and between Mod ,1). Thy other end receives the ram. The on the Mod cylinder is stepped the movae crosghead and the pressurevalve ram end of the Mod 2 engine body he Mod 1. and counter'bored on 'the inside diameter to The cylinder is a. machined, forged .steel., accommodate a slipper and cage assembly, a set smooth-bore tube, open on both ends, and large of V-ring (chevron) packing, 'a retainer,and Aims. A split . wiper and wiper retainerare enough to provide a working area for the ram , tr, t 135 t. 4g-)

X 4,

-

z. 4 AVIATION3 OATSiAlsi'S MATE EI 8CC

ii to

-INLET

AC

4

1. Facing plate. 5. Vent valve. :8.Baffle. 2. Manifold. 6. Body. '10. Head. . 3 Tube head. 7. Tubes. 11. Plug. 4. Lifting hole. 8. Baffle support .4

AB.92,. Figure 6.10.Fluid 'cooler, , , , . 9 secured to the end of the cylinder to clean the and the'ram. The inner end of theram on the ram as it moves into the cylinder. The Mod L Mod 2 and Mod 3 is stepped to accommodatea and Mod 3 differ from the Ittod- 2 in that the, cage and slipperswhich provide a bearing surface packing isinstalled on the erid of the -om for the ram, as, itslides in and out of the instead of at the mouth of the cylinderas On the cylinder. Mod 2. /The ou (open) end of the hollow*steel ram The rant is a large hollow steel piston that is` Cramped_r to a socket on the crosshead by a moved i and out, of the cylinder by the split flange "ch fits into an annular groove crosshead. It is bored to 'reduce' the weight; near the end cife ram. although it 'is not bored completely through.' The inner end (the end 'that fits in the mouth'f, Crosshead Assemb the Cylinder) is solid and provides a workingarea _ .41 between the rani and engine fluid duringarrest- means of the cr and d fixedsheaves, merits. arrestmenf mittedby the deck__ As previously inentionecli the inner end of the pendant and, purchase cable are applied to the ram on the Mod 1 and Mad 3 contains-a set of arresting engine. V-ring packing to provide a seal for the engine The crosshead(fig.6-13) consists of two fluid 'between the cylinder wall and theram, and groups of nine sheayes each. Due to the similar- on the Mod 1, a bronze liner on the ram serves ityof. the crosshead and the fixed sheave as a bearing surface betweeri the cylinder ,wall. assembly, only the crosshead is discussed in

136 Chapter 6SHIPBOARD ARRESTINGAND BARRICADE GEAR ,--

4

FLUID TEMP4.?ATURE FUSED TO INDIC OR SWITCH BOX '

FROM HIGH. PRESSURE AIR SUPPLY

SYNCHRO' RECEIVER

dig..FURM CABLE ANCHOR DAMPER FLASK LIGHT BOX

CAGE VALVE -

FROM',FROM' AUXILIARY AIR SUPPLY__

AB.56 . Figure 6.11. Main control panel.

I and detail. e major differencebetween the two is means of lubricating the sheaves, spaders, that th- crosshead is movable and has phenolic roller bearings, . been slippers as a bearing surface. . An automatic lubrication system has The sheaves ,azeamounte.c1 on two shafts designed to maintain, lubrication betweenthe the contained in,three weldmenes. The ?niter sheaves high speed spacers and bearing pads on both are 33 inc es in diameter,and the inner sheaves crosshead and the fixed sheave assemblies. This are 28 inetes in'diameaf. This diameter dif- automatic lubriaktiOn system utilizes the high speed lubricators shown . in figure6-13. The ferential nacessary for purchase cable clear- ance. The sheaves areseparated by slotted system is operated by air pressure, andlubricant bearings. A' lubri- is delivered to the high-speed spacers oneach spacers and rotate on roller the cator extension installation connectslubrication engagement. In the event 'of- a breakdown .fittings to the ends of the shaft to provide the system can be disconnected and the spacers 137 1 AVIATION BOATSWAIN'S MATE E 1& C.

V-RING PACKING

FEMALE ADAPTER SPLIT LINER WIPER .' CYLINDER SPLIT RETAINER

MALE ADAPTER MOD i fool RETAINING RING ID RAM

V-RING PACKING 0 SLIPPER

AB.307 Figure &1Z Cylinder and ram afsamblies.

in

138

I Chapter 6- SHIPBOARDARRESTING AND BARRICADE GEAR

Olt

SHEAVE (241 PO)

/ON PLATE

FAIRLEALL

-SHEAVE (33 PD)

SUPPERS

. LUBRICATOR FITTINGS ROLLER BEARING

EXTERS1ON SHAFT HIGH SPEED SPACERS TUBING LUBRICATORS

1:4 :t.JI r'

SHEAVE (33 PO) FAIRLEAD SREAVE (28PD)

CAUTION PLATE

t

LUBRICATOR FITTINGS ROLLER SEARING

AB.384 Figure.6-13.Crosshead and fixed sheaves.

C 139 AVIATION BOATSWAIN'SMATE E 1 & C

lubricated'by hand at the lubefittings. This protection against foreign matter. Each damper system is not used for barricade engines. assemblyis mounted on a base (7) before Stiffeners welded to the outer, center, and installation. A battery positioner (9), actuated inner sections of the crosshead act to strengthen by means of the retracting lever, is provided to the assembly. Sheave guards ate mountedat the insure the return of the damper assembly to tap and bottom of the sheaves to provide battery Rosition after an arrestriient. A battery protection for operating personnel and topre- position fndicator is provided to indicate when ventcables from jumping sheaves. Fairleads the cable anchor damper is in battery position, provide a guide for the-purchase cable at the Top ready for aircraft engagement. The limit switch and bottom of each sheavenest.Slippers and cam actuatorforthe battery position mounted on each corner of the, crossheadare indicatorare locatedonthecableanchor held in place by brass retainer plates and dowel damper assembly, and the indicator lightsare pins. Thee is a total of 16 slippers. These located on the arresting engine control panel. slippers, 'support and level the crosshead, and The end of the purchase cable is attached to provide h bearing surface when the crosshead is the operating piston rod which is attached to the moving.' The crosshead and flied sheaveas- opecotihg piston. When the forceon the oper- sembly operate on the principle of a block and ating piston, due to engine cylinder pressure, is tackle,,with a reeving ratio of 18:1. Thismeans greater than the tensile force in the purchase that the deck pendant topside moves lalimesas _cable, the piston moves away from.its battery-A_ fast and 18 tithes as far as the crosshead onan position. Movement of the operating-piston into arrested landing. the-cylinder removes the cable slack during the-% firit portion of the arrestmerit7When the slack is Cable Anchor Damper taken up, the operating piston resists the return e of the cable, thus keeping it talit and preventing The cable anchor damper installation consists. excessive cable vibrations. of two identical cable anchor damper assemblies Upon engagement of the deck pendant by the Which are either deck' mounte(fig. 6-14) or aircraft,theengine crossheadisaccelerated overhead mounted. Compartmenonfiguration toward the fixed sheaves. This movement forces determines which units are installed. the ram into thearresting engine cylinder, The purpose of the cable anchor damper is to increasing the fluid pressure in both the engine eliminate excessive purchase cable slack between cylinder and the operating head of each cable the crosshead and fixed sheave assembly atthe anchor damper. (See fig. 6-15.) beginning of the arrestment stroke. Through Due, to the acceleration rate of the engine service use and experimental testing, itwas crosshead, the tension in the purchase cable (2) found that when this slack was takeri up by the between the engine sheaves and the cable anchor landing aircraft, excessive cable vibrationsoc- dampers decreases momentarily. The instant the curred with the Mods 2 and 3 engines. The cable tensile force in the cable becomes less than the anchor darriper removes this slackas it occurs, force on the operating piston (4), fluidpressure thereby eliminating vibration of the purchase moves theoperating piston away from its cable. The cable anchor damper assembly is used battery 'position until all slack is removed and with pendant engines Only. the cable tension is again greater than the fluid Each cable anchor damper assembly consists pressure force acting on the operating piston. of a cylinder (2) which connects toan operating The engine fluid has free flow through the flow head (5) and a ctishioning head (1). Piping control valves (1), to The operating end of each connects engine cylinder fluid to the operating cable anchor damper, The flow control valves head through a manifold tee 4),...Two lines open as the operating pistons accelerate away branch from the manifold tee, one to each from the flanges to allow equal fluid.pressure to damper assembly operating head. Each of these be exerted on the entire forcearea of each lines contains ;a flow control valve (3). Acover operating piston. When the tension of the (6) is placed over the operating pistonrod and purchase cable Is transmitted to the cable anchor coupling ass*bly fax safety of operation and ends, the fluid pressure force on the,operating

140 A ryI.J.:11 CA Chapter 6SHIPBOARD ARRESTINGAND BARRICADE.GEAR,

1. Cushioning head. 6. Cover. 2. Hydrati lic cylinder. 7. Base. `3. Flow control valve. 8. Light box assembly. 4..Manifold tee. 9. BatteryPOsitioner. 5. Operating head. '4 AB.385 deck mounted. ) Figure 6-14.Cable anchor damper installation,

4 t.

pistons is overcome by this cat* tensionand the The battery positioner consists of a3-way air operating pistons are pulled back towardbattery valve (3) which is connected the 100-psi air position. Resistance to their return isfurnished supply and to the air containe mounted onthe by the engine fluid pressure and thecontrolled cushionihg end of each dampe assembly.An lir flow of fluid through the flow controlvalves strainer (4) is located in the stilisly lineahead tt back to the engine cylinder. A2-inch buffer the 3-way valve. The 3-way air valve ismounted stroke between the operating pistons andflanges on a base plate (5),secured. to the arresthig engine retracting valve,, andoperated by means .prevents a hard impact betweenthe two as the pistons bottom against the flanges. of a cam (1) mounted on maretracting valve actuating lever. When the actuatinglever is . The sole function of the cushioningpiston is from slamming' moved to its retract position, the campositions to, prevent the operafigg piston the air 0.-into the opposite end, of the cableanchor, the 3-way air valve to ,admit 100-psi air to damper assembly if the purchase cableshould .' containers. From the air container, the100-psi break or in the event of an extremeoffcenter air passes through a hole the cushioning landing. In either situation, the operatingpiston piston rod and acts against thpeliting piston, accelerates away from its battery _position and moving it to its fully retractedosition. As soon rams the cushioning piston. as the actuating lever isreleased, the air pressure The battery positioner (fig. 6-16) functions to is shut off and the air container isvented return the cable anchor damperpiston to its through an exhaust line (2) at the 3-wayair battery position during the retractingcycle of valve. A line coAtaining a liq 'd sightindicator at each the arresting engine. (7) and a drain plug (6) ,isprovided 4

141

4 --::AVIATION BOATSWAIN'SMATE E 1 & C

TO ACCUMULATOR HYDRAULIC SYSTEM

TO ARRESTING ENGINE HYDRAULIC CYLNXR

REfax-DNG WIYE

ip:4, Fu za

1.. Flow control valve. 4. Operating. piston. Purchase cable. 5. Cylinder. 3. Operating head. 6, Cushioning piston.

AB.386 FigUre 6-15.Cable anchordamper fluid flow, arrestment.

container. The fluid sight indicatorpermits DtSCRIPTION.Each, sheave detection of fluid leakage into the air container. , damper as- sembly consists of a movable crossheadas- sembly damper cylinderassembly, dampdr piston, damper accumulator and fluidpiping, Sheay.e Damper buffer assembly, anda charging panel. The system is also equipped .witha common fluid Due to the high engaging velocities ofmodern. stowage tank that provides a stowage space, for carrier-based aircraft, cable tension and vibration fluidinthe sheave damper assembly while `Would be exdessive unless easedby shoa ab-. maintenance is beingperformed. The tank is sorptioninthe sheave damper. The sheave capable of stowing- all the fluid inone sheave dampet reduces peak cable tensionand lessens damper installation. Cable vibration. The' crosshead assembl(nsists ofone roller $ A sheave damper assembly(fig.6-17) is bearing- sheave ,mounted between mounted to the ship's structure `below each a steel base port plate and a side plate thatare bolted together. A. and starboard retractableor fixed horizontal sheave shaft, mounted through deck sheave. The pdrt and starboard the bottom of assemblies the base plate, is securedto the .side plate by a are identical; therefore, only one will bedis- cussed. cap and setscrew. A yoke is bolted between the side plate and, the base plated,and provides a , .1

142 thapter 6SHIPBOARD ARRESTING ANDBARRICADE GEAR

Yf

aor 100 -PSI AIR SUPPLY

RETRACT ING

AIR CONTAINER .

1. Cam. 4. Strainer. 2 Exhaust 5. Base plate. a hree-way 6. Drain plug. 7. Sight indipator. air valve. .00

A11387 'Figure 6.16. Battery positioner.

r fluid manifold means -of connectingthe crosshead to a clevis, between the cylinder and the of a piston rod. The piping leading to the damper accumulator.The that is screwed onto the end cap at crosshead rides in a' trickmounted in a hori- damper piston rod extends through the zontal position on the bulkhead.- Phenolic slip- the crosshead end of the cylinder. Thedamper oppOSite end of the -, pers,atall .four corners of the base plate, piston is secured onto the provide a bearing surfac6 betweenthe crosshead piston rod and held in place by a castle nut the crosshead is a cotter pin. When the damperpiston is in its and the track. Attached to rod cam that actuates alimit switch when the battery position, 3 1/2 inches of the piston adgreen extends from- the cylinder atthe crosshead end. ,crosshead is fully retracted and causes top and light 'to light at the de,ckedge control station. The fluid manifold is bolted to the This indicates to the deck edge operatorthat the bottom of the cylinder cap. Areducing tee .,sheave damperis in its batterypdsition. connects the upper and lower manifoldpiping The damper cylinderassembly. is secured to and serves to divert fluid flowfroin the accumu- lower" mani- .theship's structure by brackets which are lator equally into the upper and welded to the, bulkhead andbolted to the folds. A flow control valve is locatedbetween cylinder. A 'cylinder cap is, strewed ontothe the reducing tee and the accumulator.The flow crosshead end of the cylinder and held inplace control valve has a flapper type(swing gate) by setscrews. The cap provides afluid passage orifice plate that allows free flow of fluid froin

: _ "143 _ 4

AVIATION BOATSWAIN'S MATE E .1&

A

LIMIT CAM SWITCH .:-

- RON HIM PRESSURE AIR SUPPLY

STORAGE TANS

LEGEND - 2g1AIR NIGH' PRESSURE IMO PSI)

AIR }MEDIUM-PRESSURE I750PSI TO ZERO) .7- OPEN VALVE

ZERePRESSURE jr CLOSED VALVE ME3 AIR

Aik k A8.61 Figure 6-17. Sheave damper assembly. <

the cylinder to the accumulator, anda restricted The end of the cylinder opposite theecross- flow through an orifice in the center of theplate head end has a flange threaded on it that mates from the accumulator to the cylinder. With a flange on the buffer assembly. Thetwo The accumulator acts as a fluid stowage tank, flanges are bolted together. The buffer assembly and has a high pressure air connection from the consists of a cylinder, buffer ram, spring, anda upper head to the charging panel. The charging fluid sight indicator. The purpose of the buffer panel his a charging valve and agage valve with a assembly is to buffer the damper piston when gage mounted between them, a high pressure air returning to its battery position. supply valve, and a vent valve. The accumulator PREOPERATION.Before operatingthe,. is charred to 750 psi arid must have 'a readingof sheave dampers, the hydraulib system must be 2 (tI)inches of fluid on the fluid sight indicator . filled and an air charge must be supplied. when the 'sheave damper isin' its battery. Use the following procedure in filling the- position. hydraulic system: A 144

V -

Chapter 6SHIPBOARD ARRESTING AND BARRICADEGEAR

1, 'Block the arresting engine crosshead and BARRICADE pullout the deckpendant until the crosshead of each sheave damper is fully extended.' is approNi- Except for the reeve of the engine and the \2. Fill, dig, accumulator until it mately one-fialf full: absence of- a fluid cooler, the arresting engine 1. Pressurize the accumulator to 100 psi. This used for the barricade is identical to the pendant wilrretract the .sheave damper crosshead. engines used for normal arrested landings. The 4. Open all needle valves in the hydraulic barricade engine 'isendless reeved instead of system until the flow of fluid is free of air and single reeved likethe pendant engines, and foam. because of the infrequent use of the barricade 5. Fill or drain fluid from the accumulator to. engine, a fluid cooler is not needed. obtain a fluid level gage reading of 3 inches The actual ,barricade is a webbing assembly maximum,,1 inch minimum.. stretched across the flight deck and connected 6. Increase the damper accumulator pressure to fs,vo stanchions, one port and opestarboard. to 750 psi. The stanchions are hydraulically operated to OPERATION.An incoming aircraft engages' raise the webbing assembly when an aircraft the deck pendant, causing an increase of tension cannot make a, normal arrested landing on: the purchase cable. Thepurchase cable is The' barricade stanchions house the winch reeved around the Sheave damper crosshead in a assemblies which tension and support the upper Omer that any increased tension experienced loadingtraps of thebarricadet webbing as- by4he purchase cable will cause the crosshead to sembly. "The stanchions are pro' ded with a move . away from its batteryposition. As the pivot about which they are raised and lowered. crosshead moves, the damper piston -moves, Included in the hydraulic barricade assembly forging fluid from the cylinder,through the isa power package located belowdecks, a' fluid manifold, flow- control valve, and fluid hydraulic control valve operated at the deck piping into .the accumulator.The resulting pres- edge control station, hydraulic pig and hose sure; buildup in the accumulator wilt be propor- assemblies, and the hydraulic op rating cylin- tional to the purChase cable Pull. Retraction of ders. the sheave damper is automatic and occurs when The power package (fig. 6-18)rovides and accumulator pressure becomes greater than cable maintains the fluid pressure req iced by the .tension. Retraction normally occurs prior to full hydrauliccylinderstoraisean lower the runout of the aircraft. The pressure buildupin barricade stanchions. It consists of a base weld - thefluid from the ment, gravity tank assembly (7), cOntr11 panel the accumulator forces ller accumulator,throughthefluidpiping,the assembly (8), accumulator (1), motor co orifice in the flapper of the flow control valve, (9), pump (2), 'electric motor., electrical system, thereducing tee, and the fluidmanifold to the and a -piping system. damper cylinder, thereby forcing the damper . The gravity tank assembly has a capacity of piston back to its battery position,. Just prior to approximately100 gallons and is the fluid the damper piston reaching its battery position, reservoir in the power package assembly. Dis- the end of the damper piston rod comesin placedfluid from the cylinder assemblies is contact with the buffer ,ram. The buffer as- returned to the gravity tank and from there'it is sembly Works on the liquid pressure control pumped back to, the accumulator. The gravity Principletobuffer. the damper piston. The tank is welded steel, closed at the tops and spring only extends the buffer ramduring bottom by flat.plates. The top cover plate has an arrestment. access hole which is covered by a capplate and /. As the sheave damper crosshead reaches its gasket held n place by bolts. Tapped bosses batteryposition,thebatterypositionlilnit welded to the cap plate aiefor breathef.vents. A switch is engaged and ligh& the battery position liquid level gage is connected to the side `ofthe indicator light at deck edge.-i. gravity' tank. An indicator plate is attached to

.,

145 .AVIATION BOATSWAIN'S MATE.E 1 &C

441

-'17,-*

4 --;;./ 3

4

r

4.

Accumulator. 0- , 11 t 6. Flexible hose. Z P:- 7. Gravity tantsassembly. 1,0 er supPOrt.. 8. Control panel assembly. lic cylinder.. , - 9. Mob?' dontroller. 5. HydrauliC control valve.

r ABi8 ° . Figure 6-18.Barricaae hydraulic Control installation.-

.

. he tank at the level gage to show the proper" sure gage (6j, pressure sensing switch (7), -gage. luid levtl. . valve-(3); 'air ,charging'-yalve (5), vent valve (2), , The control panel assembly' .(fi& 6119) ils, ail -. supply valve. (4), cautiOn plate (8), and =cached- to. he gravity.tank,by four bolts. operatingkinstructionplate(10).Necessary The panel consists of the'panelfree (1), two copper ng and sil-bra4e fittings connect the dping support brackets' (9);accumulator panel to the accumulator assembly, toa shT's

.P 1/4. '10 /,", 1.44.14 .... -- ; Chapter 6 SHIPBOARDARREST' INatI4Dt3ARRIC4DE GEA

... _ . 10 `5

ti

O

.4

1. Frame.. 6. Accumulator pressure gage. 2 Vent valve. 7. Pressure sensing switch. .4 Gage valve. 8. Caution wale. 4. Air supply 'valve. 9. 'Bracket. 8. 'Air charging valve. 10. Instruction plate. AB.389 Figure 69.Control pan I assembly..

N. exhaust line,, and to the sWs high pressure air pump thotor. The pressure switch .operates only supply line. The accumulator pressure gage (6) is when the motor controller switch is set at 4R. indicate, pressures ranging from 0 .to AUTOMATIC position. The -caution plate (8)-is 2,1300 psi', in-the accumulator. located next to the vent valve" (2). It cautions all , The pressure sensing switch (7) is a piston concerned to keep tlie vent valve open at all type, contained in a_splappreof housing. It is limes except when charging the accumulator,

t1 press line from the ac-,; , and contains instruction0 for closing the vent connected to It cumulator with a threaded adapter and. a coil'olvalve when charging the accumulator. tutng betWeen the adapter and tee in the gage valve (9) is furnished to maintain pressure.. line. The functionof. the ptesiure pressure in.. the accumulator wn it is necessary sensing switch, is to main accumulator pres; to remove the pressure gage (6). The air charging sure. between 1,250 .psi and 1,504 psi. jt,,c1Oes valve (5) regulates the charging .flow. The air si this by spelling Or closing to stop or start the supply valve (4) controls the flow intake of air

-,147 1P2 rT

AVIATION BOATSWAIN'S MATE E t & C to the . control panel and accumulator. The . . which ruptures, at approximately_2,000 psi is operating instruction plate (l a) contains basic connected to the airline betwegtheaccumula- operating instructions and a piping schematic:.` for and control panels It actasa safety to The accuniulatdr has a threaded boss welded, pre.e.,nt charging the accumulator,_ ;and. related to the top of the shell to provide for venting comp° editsabove their. design-limits. Two when hydrostat? testing. A liquid level, sight breathe vents at the top of the gravity tank glass gage is connected to two portson the,,..'provide for Passage of air out ofor into the tank accumulator. as the liquid level rises or lowers, A screen in the The motor controller regulates the starting breather vent, removes any foreign matter from and stopping of the pump motor in conjunction incoming air. with the pressure sensing switch. The controller, The hydraulic cylinder assembly (fig. 6-20) operating maketically, provides:.a switch con- raises or lowers the barricade stanchion when trol for OFF, UTOMATIC,or RUN positions. hydraulic fluid under presstire is introduced into The OFF positionis used when' the power the cylinder on the proper side .of-thd-piston. package is secured. The AUTOMATIC position A front cap (3) and a is rear cap,,,(4) are each used when the power packageis to be .attachedtothe cylinder ends by,yf bolts and operated, and the RUN position is used when it washers and sealed byan 0-ring (1.3) and backup is necessaryto bypass thd pressure sensing rings.. Contained in the cylinder (2) -isa piston switch. Prbtective, features of the controller_ rod (5), two plungers (6), anda piston (1). The include pilot circuit and motor overloadprotec- piston and plungersare helli in position on the tion and undervoltage release. .A white lightis rod by a castellated nut secured bya cotter pin.-- ntottfited on the- controller to indicate when The piston and piston trodare seated by an power is available. When the switch is in the 0-ring (13) and backup rings. The- piston:is OFF position, the circuits from the controllerto fitted with two packing followers,two sets of the motor and pressure sensing switchremain V-ring packings (12) (four rings each), andtwo open, or dead: In AUTOMATIC position, the piston glands (11) secured by bolts, each safety motor starts when the contacts are closed in the wired. Shims (14) are provided between the pressure -sensing sir/itch, and the motor stops pistonface and piston gland to obtain the when the contacts open. The RUN position is proper packing float. The piston rod is sealed,,..,.. Spring returned, and themotor runs only as long where it extends through, the front as the switch is manually depressed. cap (3) by a LA, :-'=A set of V-ring packings (12),a spacer, and the ''''-=':-' In the piping system, manual valvesare placed piston rod gland (10) secured by. bold and in the lines to provide for operating and standby washers. Shims (14) are provided to obtain conditions and for maintenance. Each valveis proper packing float. A terminal is attached to - tagged with a nameplate giving its number and the end of the piston. rod 'and is secured bya normal operating position (OPENor CLOSED). setscrew. The front and rear cais are each fitted Miscellaneous equipment includes a check valve, with tailpiece, adapter, orifice plate;union nut,#0%, fluid strainer, hydraulic pressure relief valve,and and an elbow for hose attachment; joints are an air safety head. The check vaNe between the s, sealed by 0-rings and packing. A vent valve -;,,,ef?:-.-; accumulator and pump preventi fluidpressure assembly (8), plug (9), and two 0-ringsare p from backing up to the pump. The fluid strainer'' located at each end of the hydraulic cylinder tot in the line between the gravity tankand the vent air or-drain fluid. puny removes foreign matter before it enters the pump. The hydraulic relief valve connected Hydraulic Barricade Operation to the line between' the check valve and,pump iii417-g provides for pressUre relief. The hydraulic relief During normal op.erations the system lsput in valve is adjusted to crack _open at 1,600psi READY condition' (minimum) and open full at 1,750 psi. This line 1. Accumulator pressure at 1,500 psi. , is equipped With a 'liquid sight !indicatorfor 2. Accumulator and gravity tank liquidat . visual checking of fluid flow which would operating level. indicate an open relief valve. The air safety head 3. Proper valves open or closed.

148 1 71%7 11 ' Chiptei. 6SHIPBOARD ARRESTING AND BARRICADE GEAR

4

1. Piston. 13. Vent valve assem y. 2.- Cylinder. 9. Plug. 3. Front cap. 10. Piston roc; Aland. Rear cap. 11. Piston gland. 5. Piston rod. 12. Packing. _ a Plunger. 13. Oring. 7. 'Rose. 14. Shim.

AB.390 Figure 6.20.Hydraulic cylinder assembly.

4. Motor controller switch on AUTOMATIC. deck edge control valve lever in midposition 5. -Controls checked for. proper operation, (No. 2): 6. Barricade tensioning pendants inspected The deck edge control valve lever midposition for fraying. (No. 2) is for standby position. It blocks all After the holddOwn litch at the top of the valve ports, and all passage of fluid is stopped stanchion is relgped and the deck edge dontrol when the valve is in this position. This position valve lever is placed in the UP position (No. 1), is used to stop stanchigns during raising or the stanchions will raise simultaneously. Raising lowering, and to hold the stanchions either up or operations may be stopped and stanchions held down. in any position by placing the deck edge control CAUTION: The control valve lever must valve lever.inmidposition (No. 2). never be held or left in any position between 1 To lower stanchions, the deck edge control and 2, or between 2 and 3, since this will allow valve lever is placed in the DOWN position (No. fluidto drain from the accumulator to the 3), and the stanchions will lower simultaneously. . gravity tank. Loweringoperations may be stopped and The gravity tank is not of sufficient size to stanchions held in anr position by placing the contain the fluid if the stanchions are raised 149 AVIATION BOATSWAIN'S MATE E 1 & C more than three times without the Rimy oper: defective parts or improper rigging of a barricade ating. Approximately 20 minutes is required for could result in premature failure of barricade the pump to replenish fluid to the operating_ components, which would, render the barricade level in the accumulalor if stanchions are cycled useless and resultinproperty damage and three times without the pump operating. The serious injury or death to the pilot and/or flight READY CONDITION for normal operation deck personnel. specifies 1,500 psi accumulator pressure.; how- The preassembled triple webbing should be ever, stanchions will raise and 'lower, taking a stowed ina space (or area) where it will be longer period of time, with a lower pressure, as protected from exposure to of the elements, and is experienced if stanchiont are cycled without where it, rhaY be readily transported onto the the pump operating. Pressure at the start of the flight deck for installation. third oycle 'Will be apprOximately 850 psi With- NOTE. The doublewebbilig assembly MAY' out the pump operating. BE USED FOR E2/C2 AIRCRAFT ONLY. It-is NOTE: If stanchions are cycled more than preassembled and stowed in a box at deck edge three times without the pump operating, air will wady to be rigged. enter the piping and cylinders and fluid will Constant inspection and checks must be made overflowthegravitytank.Itwillthen be to determine that_ the nylon webbings are free necessary to fill, vent, and charge the system as from signs of wear or deterioration and fraying. specified in the applicable operating manual. A barricade that has been used for two or more During READY and SECURE conditions, the practiceortrainingrigs,or that has been following checks are to be made: , exposed to direct sunlight for 100 hours OF 1. During READY condition; at 1-hour inter-_ more, will not be used for an actual aircraft vals, checks of the accumulator pressure, ac- engagement. Barricades will be covered with cumulator and gravity tank liquid levels, control- canvas if conditions require stowage preas- ler switch for AUTOMATIC setting, and a check sembled barricades or component parts on deck. to ascertain that the pump is not operating when If.a tractor is used to remove a barricade from accumulator presstire is 1,500 psi or above. the stowage locationonto the flight deck, 2. During SECURE condition, daily checks special care must be exercised to prevent any of the accumulator pressure, accumulator and tearing or fraying of the webbirig, extension gravity tank liquid level, valves for position loops, loading straps, etc, on deck hatches or' (open or closed), and controller switch for OFF other protrusions. setting. The system must be operated weekly to raise SHEAVES. 4 and lower the stanchions, to vent air from both ends of hydraulic cylinders, and to check the .There are four types of sheaves used in. Mk 7 operation of -the system. It is not necessary to arresting ge'ar. These are the horizontal deck attach the barricade webbing-during this exer- sheave,.the vertical throtigh deck sheave, the cise. fairlead sheave, and the retractable sheave. All these sheaves are designed to accommodate 1 Webbing Assemblies I 3/8-inch diameter purchase cable and are made of forged aluminum alloy. When the need for an emergency barricade A typical sheave consists of a base and cover riggingarises,ft is too late for checkingor that retains the sheave assembly. Two lubricato insuring that the webbing assembly is properly fittings provide access for lubricating the sheave assembled or properly stowed for ease of instal- bearing and spacers. The sheave assembly con- lation. To operate effectively,itis of prime sists of three racesan inner race, a bearing race, importance thatthe barricade be correctly outer race. Mounted with each Sheave' is a rigged, and that all of its component parts be of two-pie concentric spacer. The inner spacer is the latest _specification and issue, and in opti- made of steel and is the lubricant distributor. mum 'condition to accomplish a successful en- The outer spacer, made of phenolic, is bonded gagement and subsequent arrestment. Use ,of to the sheave and provides a bearing surface and .4

150 Chapter 6 SHIPBOARD ARRESTING AND BARRICADE GEAR

isa lubricant retainer for the sheave.The starting torque electric motor, a geared drive horizontal and vertical sheaves are identical system, and limit switches. except for the lubrication arrangement. The motor (2) is coupled to a wormshaft (12) NOTE; Mark 7 Arresting Gear Service Change' which has a worm (15) splined to the shaft. The #230, dated 30 September 1966, directs the worm (15) engages the worm gear (102,which is replacementofall24 -inchpitchdiameter free to rotate on the sleeve (4). There are two sheaves with 28-inch pitch diameter sheaves. The lugs on the back Of the worm gear' (10) which, larger pitch diameter sheave decreases purchase after some free rotation, engage two lugs on the cable bending, thus improving cable reliability. back of the clutch bevel gear (8). The free Unkess specifically directed, this service change rotation is to prevent putting an immediate load does pqa include they anchioridamper assembly. on the electric motor (2). The clutch bevel ge I sheaves. Pairlead tubing of 2 1)2-ilich cl.fairietn fi3)1 Is the slecqt tz1)); thaian505C1 is installed whenever necessary between fairlead rotation of the clutch bevel gear (8) rotates the sheaves. This is to protect the purchase cable sleeve (4). and to prevent any dangerous whipping in the The sleeve is directly keyed to the lead screw event of purchase cablebreaking. The purpose of the retractable sheave so that rotation of the of all fairlead sheaves is to change the direction sleeve raises or lowers.the sheave. The amount or of the purchase cable so that it can be led from sleeve rotationAwhile the sheaveis rising is the engine to the flight deck. governed by the adjustable geared limit switch (1) which opens the motor circuit when the Retractable Sheave sheave is fully raised. An adjustable torque limit - switch (16), actuated by the tripping plate The funt.,tion of a retractable sheave is to washer ,(9); opens the motor circuit when the provide a means of lowering deck sheaves whicp_sheaveis, fully lowered and further - provides would interfere with the passage of aircriffand load protertion for the unit. The worm is deck equipment when in the raised operating irdimall5c held in position with a heavy torque position. siring (13). If an obstruction under the sheave Each retractabsheave is operated by an prevents the sheave from lowering, the sleevs.. electric motornit controlled by a deck push- cannot turn. Then the torque exerted -173,1-tite,_ buttontatio .In addition, an indicator light .worm exceeds the normal torque,causing ,*9-e-jf-- bo isins ailed adjacent to the deck edge worm to slide along the wormshaft(12), pushing p hbutton station to show theposition oiR the the tripping plate washer (9), and opening the sheavea green light when the sheave is fully torque switch. A handwheel (11) is provided for raised, or a red light in all positions, other than manual operation, and a declutch lever (14) is fully. raised. The retractable sheaves may also be provided to change from motor to hand oper- operated by means of handwheels fin' case of ation. emergenty. The handwheel is located below it is imperative that the deck edge operator ,decks on the -operating unit. To ciuiiuiate the knows whether the retractable sheave is in the chance of the retractable sheave being lowered raised position during landing operations. During inadvertently during landing operations, the nightoperations,visual, sighting of the re- handwheel is removed from the unit whenever it tractable sheave is impossible. is not actually being used., An arresting gear SHEAVE-UP and BY-PASS The retractable sheave operating unit is bolted switch and indicator panel (fig. 6-22) is locate to the bottom of the retractablesheave as- aft of the arresting gear deck edge control sembly. It is,,accessible for maintenance and station to indicate the retractable sheave status. .manual uperation from that compartinent on The panel is wired into the clear/foul deck light the gallery deck which is directly belowthe and will prevent the 'arresting gear officer from retractable sheave. giving 4 clear deck signal if one br'more of the The retractable sheave operating unit (fig. retra7Table sheaves is not in the fullyrup posi- 6-21) is a self-contained unit consisting,of a high tion. Green lights indicate that all sheaves are

151 rytt-,,'g AVIATION BOATSWAIN'S MATE E 1 & C.

5

It

. . 4i BOTTOM 0'. :UNIT

1. Geared limit switch. 6, Pinion. 11. Handwheel. 2. Motor. 7. Clutch fork spring. 12. Wormshaft. . 3 Housing. 8. Clutch bevel gear. i3. Torque spring. 4. Sleeve. 9. Tripping plate washer. 14. Declutch lever. 5. Lower bevel gear. 10. WOrM gear. 15. Worm. 16. Torque limit switch.

AB.391 Figure 6-21.Reiractable sheave opeititiug unit.

152 1 Chapter 6SFPBOARD ARRESTING AND BARRICADE GEAR

INDICATOR LIGHTS.

A/6 SHEAVE-UP & BY-PASS SVIITCHSyNOICATOR PANEL NAEC-PART NO 617486 -I UFO SY HAEC, PHILA,PA.

O N A u . rfrm t s s > s w u m 1'0 MUM 0i THE 'on POSITION UNLESS OTHERWISE DIRECTED SY THE R/O OFFICER.

RIM

AB.368 Figure 6-22.SHEAVE-UP and BY-PASS switch and indicator panel.

up, a red light indicates a sheave is down and then lowering one sheave at a time. As each will prevent the clear deck signal from being sheave is lowered, the panel is checked for a given. A BY-PASS switch is provided for each RED light indication for the pendant served by pendant to enable recovery operations to be the =sheave that has, been loweredWith the continued13'y removing the pendant` from the BY-PASS switch in the ON position, the panel is engine with a down retractable sheave and checked for an AMBER light. When the. BY- placing the BY-PASS switch in the ON position. The indicator lights can be readily checked by PASS switch is in the ON position, capability to raising all sheaves to the fully-up position and give a GREEN clear deck signal is restored.

153 a

AVIATION BOATSWAIN'S MATT; E r & C

Sequence of Operation with a setscrew. The declutch lever must then be

thrown in a counterclockwise direction. This,_ Energizing the motor to raise the retractable movement will slide the clutch bevel gear along sheave, by pressing the RAISE pushbutton, the splined section of the sleeve to engage a gear causes the motor to rotate a helical gear keyed on the handcrank shaft. When the handcrank is to its shaft. This transmits the motor force to turned, the sleeve will turn, rotating the sheave another helical gear on the wormshaft. The screw to raise or lower the sheave. The declutch wormshaft turns the worm and drives the worm lever will iemain in the declutch position until gear on the sleeve. The worm gear rotates freely operation under motor power is resumed, at on the sleeve for part of, the rotation, thus which time the handwheel is disconnected auto - ,permitting the motor, 40,4ain actw ,.beCcve matically by ,thee .cluicbe.trippers:There is no loading. As the worm gear,rotates, the lugs on its danger to an operator if heis turning the face engage the lugs on the face oW.the clutch handwheel when the motor is started, becaUse bevel gear. Rotation of the clutch bevel gear, the handwheel is disengaged instantly without which is splined to the sleeve, rotates the sleeve shock or jolt. which is directly connected to the screw of the Listed below are instructions for the removal retractable sheave, and thus, the sheave is raised. of Rarts necessary to gain a5,cess to the unit to When the sleeve rotates, the limit bevel gear, be sdrviced or inspected: keyed to the sleeve, rotates to turn the pinion of 1. Shut off the power. the geared limit switch. This is the only function 2. Remove the limit switch cover. 'of the limit bevel gear, When a predeterinined 3. Disconnect the power and control wires point is reached by the rotor of the geared limit from the operating unit. switch, the RAISE circuit is broken and the 4. Remove entire operating unit from the raising operation'ceases. As the geared limit mounting pad. switch is actuated, the green lamp (sheave UP 5. Remove the electric motor. ,lamp) will light in the deck edge light box. 6. Remove the mounting screws and take Energizing the motor to lower the retractable out the geared limit switch. sheaVe by depressing the LOWER pushbutton 7. Remove ,the pipe flange (end opposite. causesthe motor and the drive system to mounting 'pad), and take out the gland thrust operate in the reverse direction. Again there is ring. free rotation until the lugs on the worm gear 8. Remove the housing cover from the end make a .complete revolution before striking the opposite the mounting pad. Remove the gland other. side of the lugs on the clutch bevel gear. follower and packing cover. The sheave lowers until it is completely seated 9. Remove the lubricant from the housing. and opens the torque limit switch to break the 10. Loosen the setscrew in the declutch lever motor circuit. 11 an obstruction prevents lower- hub and remove the declutch lever. ing of the sheave, the worm, still rotating due to 11. Remove the three capsctews from the. the force of the motor, will ndt turn the worm handwheel thfough the cap and pull out the gear but Will be driven axially along the worm- entire handwbeel pinion assembly. shaft until the torque limit switch is opened by 12. 'Loosen the jamnut and setscrew in the the tripping plate washer. By adjusting the clutch fork and remove declutch lever. torque switch, the sheave can be made to seat 13. Remove the cotter pin and trasher, with- with a predetermined force before the circuit is draw the clutch tripper pin, and tke out the interrupted. The torque spring will absorb the clutch trippers and clutch'tripper springs. remaining inertia of the system after the circuit 14. Remove the clutch fork trunnion retainer is broken,. During* lowering and raising of the and clutch fork trunnion. sheave, and until the RAISE geared limit switch 15. Draw the clutch fork out of position and is tripped, the red (sheave NOT UP) lainp will remove from the housing._ glow on the deck edge light box, 16. Remove the external retaining ring on the For manual operation, the hand wheel must wormshaft and pull the wormshaft gear. be mounted on its shaft and secured to the shaft 17. Remove the wormshaft blind cap'.

154 Chapter 6SHIPBOARD ARRESTING AND BARRICADE GEAR - 18. Remove the wormshaft assembly by pre's= 4. According ,to the applicable MRC, check, sing on the end from which the shaft gear has for bearing and spacer condition on fairlead been removed. sheaves. 19.- Remove. thedrive assembly from the NOTE. If time permits, the inspections listed housing. above may be accbrriplished at more frequent The assembly removed in step 18 can be ntirvals; however, the times 'specified on the further disassembled without further instruc- MRCs are the maximum between inspections tions, Bearings are a press fit. and must-not be exceeded. NOTE. Adjustments onthe geared limit The ,sheave groove gage is used to accurately switch are made only by a qualified electrician. .determine the exact cable groove depth of all -- 'Ms, following procedureis to be used for arresting gear sheaires. The sheavi groove sage setting the torque limit switch: (fig. 6-23) consisIs"of a 'depth indicator, indi- 1. Turn off the power. cator face, gage .bddy, centering disc, screw, and 2. Remove the limit switch cover from the ,tensioning spring. The indicator face is divided housing. into seven equal sectors and has six equally 3. Loosen the jamnut on the adjusting screw calibrated steps, each r/32 inch in depth. The . on the torque limitswitch. steps begin at the. BASIC position, which rep- 4. Move the adjusting screw in if a lighter resents 1 1/4 inches normal sheave groove depth, seating of the sheave is desired. Move the screw and descends counterclockwisein1/32-inch out if a tighter seating is desired. increments to The sixth step which indicates 5. Turn on the power and lower, the sheave 3/16-inchtotal depth. To properlyuse the b; depressing Ihe LOWER pushbutton, allowing sheave groove gage, the following procedure the torque switch to function in stopping the should be utilized. motor. 1. Pull up -the' depth indicator until the depth 6. Readjust as necessary. The final setting is indicator shoulder is above the BASIC position obtained by means of this "trial and error" ,Insert the centering disc in the sheave adjustment. groove and press the gage body firmly against 7. Installthelimitswitch,, o5;rer on the the outside diameter of the sheave. hoUsing. NOTE: The gage must be positioned carefully with the depth indicator and centering-disk on a direct line with the atis of the sheave. Sheave Inspection ; 3. Hold the -gage all-11y in this position and depress the depth indicator *until it bon-6ms in All sheaves on the arresting engine are subject the sheave groove throat (indicator face can be to the following checks along with the sheaves in read at this point when in an accessible the fairlead system: _ 1. -Visuallyinspectthe sheaves for. cable 4. Release pressure on the gage body, being faulead system nisalinement. This is evidenced careful not to misaline centering disjc and depth' by the fact that one side of the Sheave throat indicator. - shows more wear than the other side. If this CAUTION: False readings will result if the

condition is found, the:sheave should be re- _ depth indicator binds in the centering disk while placedandthefairleadsystemalinement releasirfg.pressure. . checked. 5. Remove the, gage and read the indicator 2. Examine' the sheave grooves for cracks. face. . The existence of cracks requires replacement of NOTE: The totalwear, is the aniount indi- the sheaves., This does not include surface cated on the sector of. the indicator face even scratches. with the depth indicator shoulder. Should the 3. According to the, applicable MRC, check . depth indicator shoulder be located' between for groove condition of all .engine and fairlead two sector levels, read and record the greater of sheaves. . the two increments.Figure 6-24 shows groOve

155 CA AVIATION BOATSWAIN'S MATE E 1 & C

INDICATOR FACE GAGE BODY

CENTERING DISC

0.

DEPTH INDICATOR SHOULDER SCREW .TENSIONING SPRING DEPTH INDICATOR

AB.392 ' 'figure 6:23.Sheave groove gage.

AB-.3911

Figure 6.24.Using sheave groove gage. ,

^11 - 156 a Chapter6:-SHIPBOARDAltRESTING AND BARRICADE GEAR depth readings being taken with the sheave 1. Mechanical inspection is performed while partially disassembled. .the engine-is at rest. It consists- of a. security NOTE: All sheaVes must be rotated and a check, exercising the engine, and manipulating depth gaging done at four points (spaced aPj the controls. This insPectionis. a check for proximately 90° apart) on the sheave groove .looseness, excessive 'play, improper operation of throat. hidden parts,- lack of . lubrication, or any ab- The retractablesheaves and anyfairlead normal resistance to motion. sheaves that .do not have access openingS will 2. Operational inspection consists of run- have to be partially disassembled% to measure ning all operable sy,stemS through a full cycle of their groove wear: operation, checking' for smoothness of opera- When inspecting engine sheaves,' using the tion, proper timing, and synchronization. sheave grOove gage, obtain four . cable groove 3. All maintenance performed on recovery equipment should be noted in the maintenance depth readings for each sheave.. Rotate each sheave and establish the groove depth- reading log for that particular unit. approximately 90° apart. (See fig., . 4: Changes in critical measurements should Record all groove depth readings taken and be.logged so they can be used to predict trends ake appropriate action in accordance with the and avoid-possible troubles. placement criteria. S. Wipe down all _arresting gear equipment After all-,arresting gear sheaves have been daily to remove dirt and grime. properly ...inspected and gaged, charge the ac- 6. Remove rust and-paint wheri ,necessaiy. 7. Do notpaintthreadsorfinished cumulator to 400 psi and tension the purchase . cable by retracting the-system. Inacliined surfaces. 8. Check for loose or dalmaged. bolts, nuts; MAINTENANCEPROCEDURES -and screws. Tighten or replace as -'reqUire.d. Replacement bolts should 'be of-dqual.or greater In' order to be effective,a maintenance strength than the original. . program Flust attain the follovirig -objectives: 9,- All bolts should: be tightened to the Safe - condition of the equipment before use, proper torque value. 4 efficient operation to insure safety and maxi- Check for hydrauliC and pneumatic leaks. mum service life, discovery of trouble. before . Be alert for any unusual sounds which can cause damage to equipment, minimizedbwii ma' indicate malfunctioning equipment Report time by adoption of correct and efficient repair - these O9nditiong to theofficer in charge procedures, and familiarization with the equip-. 12. Check spares on hand against allowable ment, to recognize abnormal operation or .spaies list. Replenish spare parts monthly. cation of trouble. 13. Maintenanceper4onnel must establish Maintenance by the arresting gear crew must and Carefully maintain the Recovery Wire Rope go beyond a wipedown and periodiclubrication. History Chart, recording all wire rope data 4 14..The replacement of any 0--ring, V-ring, or f The arresting gear personnel must be instructed ,to bring to the, attention of the officer incharge, other pressure seal .necessitates a high:presSure any sign of malfunction, wear,1Qoseness, leak: test of the equipmt before resilinint arresting age, damage, or any other irregularconditionsin -operations. When a1dng a pressure test of the arresting gear equipment. They should also, newly installed seals, iPis necessary that the unit learn the physical location of all operating parts, stand for a period of 4 hour before thesea) 'can cable runs, air sitly lines, valves, electrical be lecepted. t". supply lines, swit hes, fuse boxes, to_ ols and Once.eac ear (or 'is modified by appropri- spare parts. ate to cal Pu jications); drain the ethylene Inspection of tyt engine should includevis ual, gl col froVihe 'system and replace With fresh mechanical, ands- operational inspections The fluid.- -. following gener-11 notes apply to maintenance The'mainfenance .protedtires and inspections throughout the Arresting geaf equipment. outlined in this chapter should be verified by

157

10 AVIATION BOATSWAIN'S MATE E 1 -84C

6

AS.394 Figure 6-25.Gaging groove depth of engine sheaves.

0 checking them against the requirements con- 3. Remove the screws and slide ,the retainer tained in tge latest applicable technical publica- (1*1) and wiper (11) along the rani (15) to the tions when actually performing the jobs dis- crosshead end. cussed. Experience and later findings frequently 4. Remoye nuts (10) and slide retainer (9), resultinmodificationstoprloceduzesand _shims (7), and follower (8) along the ram to the changes irj specifications. crosshead. Remove the pacicing (61. 5. Instali the ram-74ixture approximately . - rindWay between the cylinder and the crosshead, REPLACING CYLINDER Adjuit the fixture to receive the full Weight AND RAM PACKING; -therain when the :crosshead 'and iam are separated. " In the. Mk 7 Mod 2. arresting engine cylinder 6: Remove the bolts secuiing.the ram two, mere are two sets of chevron packing, 0.TIP set is' bloolc assembly to the ramand,remove the rain- ;-; in the mouth of the :cylinder and is; the seal two-block asseMbly. between the cylinder and the ram. The Other-set 7. Remove the screws securing the-split ring 'of packink seals the cylinder from the fluid. retainer to the crosshead. outlet 8. Separate the 'ram and the crosshead and Whenever, the packing at the mouth of the remove the split ring front the ram. cylinder needs replacing(fig. 6726), use the 9. Slide the parts removed from the cylinder following prtite dures: . off the ram. Discard the pagldng (6) and the 1. Blows' dOwn the accumulator. and drain shims (7). the hydraulic system. 10. Installnew,packing assembly on the'rani. 2. Pullout the deck pendant untilthe NOTE: This procedureisnecessary when crosshea(,1.is moved tohaltstroke position. repackingthecylinderbecause NON-SPLIT Block the crOsshead,in this position to frovide packing must be used in the .mouth of the -working access.. cy4der.: 158

I G'AVD BARRICADEGEAR'S

12

7 8. 6'

AL

1. Cylinder. 8. Follower. 2. Rubber 9. Packing retainer, aCylinder per cage 10. Nut . retaini It 11. Wiper ring. A. Cylin slipper-cage.., 12. Wiper retainer. Spa 13. Ram slipper cage retainer. Pac 14. Ram slipper.cage. - 15; Ram. . 2 AB.39t , Figure6-264Cylinder and ram. assembly.

\

Reinstathe follower (8), retainer (9), packing is seated evenly.Akidshims to fill the 'wiper (11), anretainer, (12) on the end of the gap jand also to give the proper packingfloat. Then install the packing-retainer. .12. Reinstall thee split ring retainer on the end 1.6. Secure the retainer with the nuts and of the ram, slide the ram and crosshead together, 'tighten to the proper torque value. and securethe ram and crosshead with the 17. Slide the wiper and the wiper retainer securing screw's. into plice and secure. 13. Reinstall the two-b ck assembly. Renve the block from the crosshead, 14. Remove the ram fixture from the engine refill the iqrgulic system, and recharge the structure and slide the packing assembly and the engine. follo.wer along the ram into the proper position. If it becomes necessary to remove the ram 15. Slide _the packing retainer into place net complgtelY from thee Cylinder, the following to the follower. Hand tighten and measure the Method 4s used to replace the slippers on the diitance between the face of the cylinder end ram and cylindei slippercages and to replace the the retainer in four places to makesure7the 'packing assembly in the mouth of the cylinder:

159

4 4.1

I ti . AVIATIO OATSWAIN'S MATE Erl & C tb.

1: Blow down- the accuantilat and drain the outside diameter of, the cylinder by means of the hydraulic System. the adjUsting 2. Block open the retra alve. ; NUM": Because ,ofspace limitations,itis 3. Pull out the.Purchase cable to get slack ne,ceSsary,to remove the adjustment bracket and on the flight deck. rollersupaert on one side of the cylinder 4. Block the purehqse cable and cut off the,support-in order to place the cylinder support topside terminals. assemblies in place:, .5. Butt braze approximately 350Jeet of 7. Loosen, both cylinder saddle caps that 1/2-inch-diameter' cableto each. sideqS., the sere the cylinder to the saddle assemblies.

purchase cable on the flight deck. 41, 8. Remove the four cylinder .Clamps That 6. Remove the crosshead stopfrorri the secure -the cylinder to the elboW assenibly. engine frame. Turn in the jacking boltson the cylinder Install the ram fixture to the engine ape supports-evenly to take the load of the cylinder it until it supports the weight of theram. offie supportirkg saddles so that the cylinder emove the screws and the slide wiper rita.y slide back freely during subsequent Packtin: aa. :retainer and wiper along the ram. opefation. , ' 44' 9. Remove the nuts and slide the packing 10. Place the jacking block assepbly on the retainer and shims along the ram. engine cylinder. Make certain that the ruiners. oft 10. Remove Ilefourboltsholding .the the jacking" bloCks are firmly placed In -tge cylinder slipper cake in Rive. groove of thecylinder. 11. Pull the crosshea"long the tracks until 11. Jack the engine cylinder...itri the elbow the inner slippers are at irt end of the track. As 'assembly as follows: the tarn is withdrawn from the cylinder, the ram a. Insett the plunger end of the ram and slipper cage will contact the cylinder slipper cage pump assembly (fig. 6 -27) _between the face of and pull it out of the ,cNnder 'along with the the elbow assembly and the takeup screw of the packing 'assembly. , jacking block assembly. Pumps may be placed in When this is accompliSlied, the slippers can be any location suitable for operating the ram leplaeld and the cylidder.can be inspected. plunger. JJsing the reverse procklure,Ainstall the compo-. -b. Operate the pumps simultaneously to nents, replacing thee -pyjcing assemblyiand shims pr1vide equal jacking action of theram plungers. at this time.' After the maximum stroke of the ram plunger (2 The packing between the fluid outlet elboV 1/2 inches) nis been reached, return theram to and the cylinder may' be replaced using the they starting position by turning in the takeup following procedure: screw. Repeat the jacking procedure until the 1. With the crosshead in battery position,*fixed sheave end of the cylinder has been.inoved blow doWn the accumulator' and drain the 18 inches from the elbow assembly1 ,arresting engine. 12. ,Remove the jacking unit. 2. Remove the two -block assembly. from the I Remove the lockwire' and bolts securing ram. fr the packing retainerito the end of the ,elbow 3. Remove thefairlead mounted w the assemlily. Remove the packing assembly from fixed sheave end of the cylinder. the, end of the elbow assenibly. Inspect all parts 4. Remove the vent valve bracket from the fordaniage. itenginestrbcture and the gent valve tubing. . 14. Reinstall the assembly using new packing,, 5. Move the crosshead forward. by pulling ankshims, and safety -wire the bolts. both erins of the purchase cable equally until tflb . it. Slide the engine cylinder backinto posi- crosshead is within 23 inches (minimum) of the tion with the elbow.assembly as follows: cylinder. Block the crosshead in this position. a.°11old,the rain and pump.assemblies with 6. Install two cinder support assemblies as one end of the ram plunger contacting the wiper,. showti infigure6-27. Adjust the roller as- retainer bn the end of the cylinder. Contact senilties of the cylinder supports firmly against should be made' as close as possible to the outer ..

160' ;f-,, 0 go J. Chapter 6SHIPBOARD,ARRESTING ANDBARRICADE GEAR ,

"*`

JACKING BLOCK ASSEMBLY A

CYLINDER SUPPORT ASSEMBLY

4. RAY AND pump ASSEMBLY

AB.396 Figure 6-27.Special equipment for moving the Loylinder.,

edge of the wiper retainer-The opposite end of runout _valve allowi aiftaft of differing weights the ram plunger shpuld be against the crosshead. and landirit speeds lo" get the same amount of b4 Operate the pumps simultaneously to deck runout. Allowing all aircraft to get maxi- provide equal jacking action of the ram plungejs. mum runout makes it easier on thelanding After the max sum stroke (2 1/2 inches) oMe aircraft and the arresting en . ram plunger has been reached, return the ram Due to theimportance,o bonsiantNtIt plungers to the retracted position. Repeaf the valve, half *ay measures o"aintenance d jacking procedures using progressively longer, inspection cannot be tolerated. The valveis extensions between the ram plungers and the closely inspected daily for prop& operation and wiper retainer until the ,cylinder has been pushed "adjuitment. Its failure to function could 'very .` ,'back into position against the elbow assembly. well mean-the loss Of life. NOTE: The above ensions can be made by The torque required to rotate the cam to the ship's personnel, using any suitable.materials ax DWELL position shall be checked after approxi- hand. mately every 300 *arrestments, or MOnthly,, 16. Remove the extensions and the ram and. whichever occurs first, to Sermitze if torque pump assemblies" then reinstall° till> cylinder Valuesarewithin theall ablelimits: The clamps to. securft the cylinder to the elbow.tallowable_ limits are: assembly, and secure the bolts with theiproper Torque (Pound-Feet) torque value,. Aircraft Weight Setting 1-7. 'Reinstallall cothponents removed and tighten down the cylinder saddle caps that 1'4,000 80-110 110-125 secure the cylinder to thesaddli assemblies. 50,000 18. Fill and charge the system and return the The procedure for checking and,setting cam crosshead to battery position. torque is: INSPECTION AND SETTING OF 1, Blow off engine accumulatorpressure. CONSTANT RUNOUT VALVE 2 "Using the motor unit, set thelevers at the 14,000 pound weight position; Ten disengage The heart othearresting engine isthe the motor unit by pulling out onthe manual .constant runo alve. Operation of the constant handwheel. (See fig. 6-28.) 161 . Ik liCgc AVIATION BOATSWAIN'S MATE E1 .t 3. Disconnect the roller_ chain at. the mister link and _remove the >thainfrom, the cam sprocket:,(See fig. 6-251) 4. ,ilnlock the key washer at:, the stem screw and,loosen the spanner' nut. (See fig. 6 -30.) 5. Adjust the stem screw until- the upper and lower levers are approximately parallel. Tighten the Spanner_ nut. (See,fig. 6-31.) 6. Ming a .torque wren,ch, rotate the cam to the DWELL ,posicion.Read torque on the indicator dial -and record. ROtate the cam off the DWELL pcisition. (See fig. 6-32.) 7. Settheleverstothe?; 5b,0,00 pound weight position Sand' again rotate the cam to the DWELL position. Read.-torque on t1indicator dial and record. Rotate the cam off the DWELL A13.307 position. s 8. Repeat forque readings at14,000 and Figure 628.Decreasing weight settings. 50;060 weight settings atleastthree times, alternatirig from one to the other, to determine -consistency .citceadings. Record.all readings. NOTE: If torque readings are inconsistent at either position, check component parts for wear, deformity, or,damage. Replace worn or damaged components to-insure consistent readings. _9. The cam torque chart (fig. 6-33) can be utilized as an aid in obtaining the desired cam torque values. (Use of this chart is intended as a_ guide only. Due. to the variations in valves and torquing Jechniques, the exact positions of the guide lines are indeterminate.) Perform correc- tivg Functions, if necessary, as indicated in the .card torque chart uneer applicable situations and take new readings. (See fig. 6-34 for procedures to rotate the adjusting ring.). . 1- NOTE: Each, tune the adjusting ring is ro- -tated, be certain to retorque the cam housing .bolts carefully tothe required torque (240 pound-feet). Variation In torquing. these bolts will-causecorrespondin&variation'incam torque. Also, each time the stem screw is turned to'accomplislicam torque adjustment, be certain to securely tighten the spanner nut. . CAUTION: When 'arresting heavy jet aircraft, cam torque Value should be kept, as close as possibleto the 125 pound-feet Iiinit of the 110-125 pound-feet. torque :range at the 50,000 'pound weight setting to lessen the possibility of ram overtravel. 10. Make a final check for torque readings at A13.398 the 14,000 and0,f)00 pound weight positions. Figure 629. Removing !taster link.

162 . Chaster 6SHIPBOARD ARRESTING AND BARRICADE GEAR

.SCREW.

SPANNER KEY NUT WASHER

AB.409 Figure 6-31.Setting stem screw to adjust roller levers.

AB.399 FigUre 6-30.Unlocking key washer. operations with the tension indicator shown in figure 6-36. During opergtions, the problem of purchase If all values, are within the acceptable torquecable stretch' always presents itself.As the range, secure the key washer by folding a tab up purchasecablestretcheS,the crossheadwill into a slot in the spanner nut, and another down . movecloser to the crosshead stop: As the into a slot in the valve sleeve. crosshead moves inthis directiOn, the drive 11. Rotate the cam until the BAT. POSIT. system of the constant runout valve will .over- mark ort the cam is alined with the zero index rotate the cam, putting it out of position. The mark on the cam housing indicator plate. With adjustable anchor is used to realine the battery the engine crosshead in battery position, rein- index mark on the cam wish the mark on the stall the chain and master link, and attach the cam housing. (SeeN. 6 -37:') appropriate cable ends to the chain and to the If, dub to, continued stretch of tfivpurchase adjustable anchor on the Vosshead. Make sure, cable, theie are no more threaas, left on the 4,the screw on the adjustable anchor is centered screw of the adjustable anchor,' theadjustable befOre attaching the cable ends to it. (See fig. anchor screw must be repositioned tci center, the . . 6-35.jt cam- drive chain removed, the cam manually Recheck for coincidence of the-index marks repositioned to battery position, and the turn- on The cam. If they are out of. position, use the buckles adjusted to retension the Jarive system. 4.. adjustable anchor-,to position there. The drive system is the Critical 'part of the The drive system of the constant runout valve constant runout valve. Therefore, it is checked its tensioned by meanglof the turnbuckles to 400 daily prior to operations for proper tension and 3-,pounds. This tension is checked daily prior to far broken wires..:

163 QA1 4 AVIATION BOATSWAIN'S MATE E 1 &

TOROUNIANGE

110 MAX. CAM

SOCKET

ADAPTER

TORQUE. WRENCU WITHDIAL INDICATOR

UPPER PLUNGER ROLLER

DWELL POSITION ON CAM

AB.401 Figure 6-32.Checking cam torque.

. ,

The complete drive system is replaced if there If galcage still exists, proceed as follows: are one Or more broken wires in the.drive sys 1. Blow down the accumulator. -or iPthgle is one clacked link in the chain of the 2. Drain the system.,,...ti* drive system. 3. Remove and discard4 old O -ring. . 4. Clean the mating surfaces, with special .7-. PcEPLAGING SHEAVE care given to the 0-ring grooves. DAMPEI", PACKING 5. Lubricate and install the new 0-ring. 'Maintenance on the .Sheave dampers consists 6. Reassemble the joint and tighten to the alibi of replacing worn packing when ,leak- applicable torque values. age 'occurs.(Seefrg.6-38.) Shea.ve- hamper NOTE: Improper use of the torque wrench packing consists of CI-ring and V-ring packing. Willcause variations in the torque actually 0-ring packing is installed at alt flanged Con- imposed on bolts and nuts. Turn the wrench nections, vent valves, and plugs, while V-ring slowly and smoothly to obtain the most ac- . packing is used as a seal between the buffer ram curate readings. Wand gland, the damper piston rod and cylinder 7. Refill the system with fluid. cat, and 'the damper piston and cylinder. 8. Charge the abcumulator to 750 psi and Fluid leakage at one of the flanged jojnts is an check again for proper seal against leakage. indication of either a bad 0-ring or improper Whin the flow control valve is disassembled torque on bolts or nuts. The procedure to follow to replace the seals, make sure the flapper *the ---- when lead occurs' where an 0-ring is used as a flow control valve is installed properli when seal is: replaced. The vale housing must be installed so 1. Blow down the accumulator pressure. Olaf the flap'per*Will swing open and allow free 2. Check for proper torqueon bolts and nuts. tlOw of fluid from .the cylinder to the accumul- 3: Recharge theaccumulafor. atop 1lb 164 fzig Chapter 6SHIPBOARD ARRESTINGAND BARRICADE GEAR

180 II TURN RING , cr TJRN STEM SCREW-OUT TO DE- 11 AND CREASE TURNRNG T9DECREASE , T RN RING TO DECREASE-TORQUE . . TORQUE TORQUE AND TURN . STEM

. SCREW OUT

. IF ,/ ' REQD . . , . < '110 . LIJ TURN STEM SC EW OUT ACCEPT- TURNSTEM SCREW IN 100 . ABLE I 1 1 AND . cc AND/1 O TURN RING TO-, CREASE TORQUE'TURNRING TO INCREASE TORUE IF REQ() 1' TIORQUE IF AEQ1D, ,, W,

It80 TURN ,1:.-.---- atn -., RING 'STEM SCREW IN TODE- TURN ANDi *0 TURN-RING TOINCREASE-.".,;, -,----,R 'RING TO INCREASE TORIIIIEidig_ :SEM SCREW- la TORQUEI H 30 30' -;110 125 150 180 POUND-FEETTORQUE AT50,00,0 LBSETTING r: A8.402 Figure 6-33.Cam torque chart

:"- the damper and, reinstall shims to insure properpaeking Fluid leakage-th,at occurs between flat. piston rod and The gland, orbetween the gland damPe and the cap assembly, indicates afailure of the Fluid leakage that occurs between the piston and the cylinder isdueito faulty V-ring f V-ring packing. Drain the system as;negessari,-.then remove packing on the damper piston. tlancf and slide the gland Leakage that occurs between. thedamper the bolts Aecuringothe failure of back,on the/A-ton rod. Removeand discard the piston and the piston rod is caused by and follower. the 0-ring seal. Onemethod of replacing the bid packings.. Retain the sac,er the cap Check the Tistop rod for possiblescoring, burrs, V-ring and the O-ring seals is to remove irregularities which may have damaged assembly and rerhokrethe piston from the or any 'damper cylinder at 'the forward end. Sincethis the pack/mg. Lubricate andinstall new packings, , o 165 -AVIATION BOATSWAIN'SMATE E 1 & C

forward violently (away from the clevis end of the 'piston rod) whenthe crosshead is discon- nected from the clevis. 4. Secure a length of rope. to the sheave damper crosshead, as Shown in the figure, and pull the crosshead 3 to 4 feet from the clevis end of the , piston rod.' This will provideroom for installing the piston rod extension. 5. Loosen the setscrew on the clevis enough to allow removal of the clevis from the piston f ROD rod. Remove the clevis from the piston rod and the gland from.the cylinder cap as shown in the figure. 6. Install the piston removal kit (piston rod

TO extension, packing guide, and piston rod,sup- DECREASE port), as shown in figure 6-40. TORQUE 7. Disassemble the piston and replace-. the V-ring packing. The 0-ring seal between the

TO piston and piston rod must be replacedevery INCREASE time the V-ring packingon the .piston is re-. CAM TORQUE ADJUSTING placed. BEARING RING PLUNGER 8. Reinstallthe Sheave damper cylinder HOUSING components in the reverse order of disassembly. I/GAP STANCHION HOUSING 9. Fill the sheave damper .system with fluid DETAIL 'A and charge the sheave damper and arresting 'engine accumulators to operatingpressures. AB.403 10: Functionally-check the assembly. Figure6-34.Rotation of adjusting ring. REPLACING ANCHOR DAMPER PACKING

Cabeianchor damper installationsare0(two procedure entails a lot of unnecessary labor,an types, The deck. mounted' installation and the alternate method of repaCking the piston hg overhead -mounted installation. Each installation. been developed.' - / consists mainly of two cable anchOrdaMper The alternate method consistsof removing assemblies, fluid piping- to the engine accumilia.7-.. the buffer assembly and extending the piston for and retracting valve, a battery positioner, cleat of the, cylinder to gain acress for replace- and abattery. position indicator. The cable ment of the packing seals, and is accomplished. anchor damper installation; used onlywith, as follows: pendant engines, removes slack as +tours:: 1. 'Blow down the pressureonthe arresting between the engine sheaves, and -the anchored engine accumulator. ends oftile.piirsliassaklegt the _beginning.a.ajt,.- V Blow down the/Sheave damper accninul-.'arrestment. :atorand &pin the fluid. . . 0-rings are' used as seals between all 3. Disconnect flanges in thesheave damper crosshead the anchor damper assembly. Theseare the most from, the clevis. removing the. clevis pin (fig. Common points of fluid leakage..The fiist 6-39). ftep in Correcting these-leaks isto remove all pressure at WAR : Be absolutely certainiihat no the seal, after which thetorque value of the ot tension e &ts in the cable system thit would securing bolts is checked. If theproper ,torque cause the 'sheave 'damper crosshead tomove . does not stop the, leakage, the. joint must be 11

. 166 Chapter 8-SHIPBOARD ARRESTING ANDBARRICADE GEAR

ADJUST TURNEIUME TOPRE-ING TENSION DRIVE_ CABLEAYS704 AT 400 LOS -

AS.404. Figure 6-35:Adjustable anchor andtensioning turnbuckle.

TESTING'CABLE TENSION WITH CABLE TENSION INDICATOR

)- AB.405 Figure8-38.Drive system tansioninclicator.

disassembled to determine the cause of leakage. .insert new 0-rings. Reassemble the joints and Reniove.. and discard old 0-rings. Inspect the . torqueto proper value. mating surfaces for evidence of faulty_contack, NOTE: Theliyilranlic,systems must -be will be ,Dean mating facei, -giving special` attentionto .drained to such an extent that no fluid discs- the cleanliness of 0- ring grooves. Lubricate -present when the piping connections are , '1g7

.r. 7,1 V2 / ' AVIATION BOATSWAIN'S MATE1 &C

.4> 4 - GEAR LOCK

N., ADJUSTABLE ANCHOR N

yi

!.!

AB.406 Figure 6-.Adjusting batterii mark.

sembled.This. involyes blowing off theac- rings, or by excessive clearance cumulator, then drainihg the hydraulic between the system. ,flange and head in the sealingarea. To replace There are four possible points of visiblefluid the 0-ring i and_backup. rings,_takeoff- -the leakage from the operating. end Of -thecable removable- sections of thecover and track to anchor damper.Someof these "pointsare allow .additional working covered here: (See fig. space. Remove the 6:41.) There are two bolts securing the flange to the head:Support points of possible internal leakagewhich are the:coupling assembly and invisible. In all cases, the system must be move the flimge, the drained gland, and the piston out of the head.Clean all asnecessary before disassembly can begin. mating surfaces of the flange and Visible fluid leakage can occur between head, giving The specialattention to 'the- 0-ring groove. To operating end head and the Operatingend flange, reassemble, slip the new 0-ring and is caused by failure of the Q-ring and backup rings or backup over the piston to the flange. Movethe piston 168' Chapter 6 SHIPBOARD ARRESTING AND BARRICADEGEAR

DAMPER PISTON

CASTLE NUT (DAMPER PISTON ROD)

BUFFER RAM

BREATHER V-RING PACKING BUFFER ASSEMBLY t eft.INDER MANIFOLD (DAMPING END)

SPRIN

CYLINDER CAP SIGHT V -RING PACKING INDICATOR TER PIN

q:11 141 1 FLANGE f -3LAND itOijiir"Y; BEARING. V- RING PACKING DAMPER PISTON ROD

AB.369 Figure 6-38.-Sheava, damper cylinder components.

. -

.-, back into the cylinder and bolt theflingeto the along the rod and the packings splitbefore head. Replace the cover and track. installation. On rOtiolial of the gland, the rod Fluid leakage can occur between the gland ..niust be inspected :for :burrs,'sleratchts, or other and- the operating piston rod br between .the. surface irregularities which may have damaged gland and the flange due to failure of the V-ring the 41,ackings.ale;clearances before reis- packings to seat-properly against engine cylinder setif3W Lubricate and install new V-ifitg pack- pressure developed in, the-head. Ifadjustment of ing!, g the retained shimsvd:lidapters. Re e cover andAracic. ,the-gland Mails, to halt the leakage, thepackings must be replaced. The removablesections of the *fluid leak past the,operating piston and cover and track areremoved, but thegland need thelcyliider wall into the cylinder. Leakage past not be completely removed. It may be slid back the! V-iings of the operating piston willbe t g47 i P74. 169- 4 'AVIATION BOATSWAIN'S MATE E I & C

DAMPER PISTON ROD

CLEVIS ROPE USED To PULL DAMPER SHEAVE CROSSHEAD APPROXIMATELY 3 TO4 FEET FROM CLEVIS TO FACILITATE INSTALLATION OF PISTON ROD EXTENSION. )45

DAMPER SHEAVE CROSSHEAD CLEVIS PIN

GLAND LOOSEN SETSCREW ENOUGH TO REMOVt PRESSURE FROM CUSHION BEFORE REMOVING CLEVIS FROM DAMPER PISTON ROD.

CLEVIS

DAMPER PISTON ROD f.

Figure 6-39.Disconnecting. the,sheave damper crosshead.

--detected only-on'disas't-dralyo-r- manner 'as7repiking ,the O -ring between th function It leakage p4t the piston is excessive, cylinder and the operating head, with 1h the damper will fail to remove the slack from following additional steps: the cable, and d engine fluid Will accumulate in I. The piston rod must. be moved. fixthe 'the damper cylinder, eventually flowing out of awal, from the operating head to allow sufficie4

the `cylinder through the hollovi rod of the working space to replAce the packings. . .T cushioning end piston and into the.* container. 2. Disconnecttheanchorcable the Replacement of the Wrings on the operating coupling and pull the piston completely ut of pistonnecessitatesdisassembly in the same the head.

170 , A.

- Chapter 6 SHIPBOARD ARRESTING ANDBARRICADE GEAR

'CAMPER PIST ROD

SLINGS CYLINDER CAP

BUFFER ASSEMBLY CD PISTON ROD - EXTENSION CYLINDER CAP 4010111111°°1

STEP 0: PISTON ROD EXTENSION

CYLINDER CONTAINING FLANGE DAMPER PISTON

r PACKING GUIDE -* LOOSELY, INSTALLED

DAMPER RISTON SUPPORTED IN SLING (EXTEND 8.1/4 INCHES FROM FLANGE),

DAMPER PISTON STEPS 0 and 0 PACKING GUIDE

PISTON RODSUIM"ORT

T\--WASHER BOLT

AB.371 Figure 6-40--Installation of piston removal kit. :- 3. Discard V-ring packings and retainshims faulty O -ring. Disassembly to replace the0-ring and adapters; Inspect and clean all parts re- is the same as that to replace pistonV-rings moved. Replace any damaged components. mentioned previbusly, withthese additional 4. Install new ring packings and reusable steps: adapteis and shims. 1. Remove the nut and boltsecuring the 5. Push the piston back. into the head and piston rod nut, and remove the pistonrod nut connect the cable at the Coupling assembly. from the piston rod. Fluid can leak past the piston and piston rod 2. Back the piston off the rod and discardthe of the operating end into the cylinder 'due to a 0-ring.

171 MI. I. OPERATINGROD PISTON IRACK COUPLINGTORQUE(ROTATED RELEASE ISO GLAND SCREW KEY DEGREES fORCLARITY) e CYLINDER SADDLE HEADOPERATING END HINGED COVER ROOCUSHIONING 'PISTON CUSHIONING PISTON CYLINDER 0 COTTER PIN CUSHIONINGHEAD ENO' ROD GUIDE VENT VALVE OPERATING PISTON REMOVABLESECTIONTRACK SHEAR BLOCK LIMIT SWITCH CAM AIR CONTAINER GLAND AMP 4 1. a.2.Cushioning Cushioning end piston.rod. head. CushioningOperatingCylinder. piston. end head. N4. Cam.16,15.13.12. Liners.-CouplingVentLimit valve.switch. assembly. TrackCoder.Operating end gland.flange. 20.19.18.17. Cushioning ShearClamp.Ope;ating blocks. end piston. fl ge. Key.Operating piston rod. Figure 6-41.Cable anchbt dampiti assembly: 22::Air,container. Cushioning end nil. t. . AB.372 . Chapter 6SHIPBOARDARRESTING AND BARRICADE 'GEAR ' '3. Cleanf the .0-ring groove and mating sur, lubricate,yondinstalla new 0-ringand new . ,backup rings, run the piston rodback through faces: the- head, and 4. Lubricate the new 0-ring andinserf it in the gland; mount the flange to .. and nut, and the the piston. replace. the piston rod washer 5. Replace the piston, piston rodMit,'did aircontainer.Reconnect theaircontainer piping. securing nut and bolt. . , Fluid leakage between the adapterand the 6. Insert the piston in`ihe operating head and cushioning -end head is caused by failureof the I'reassemble the same as for leakagebetween . 0-ring. TO replace the 0-ring, breakthe ac- '' under and piston. . fluid icuinulator pressure line *nnection and back the There are three possible points of visible surfaces, leakage froin the,, cushioning end of thecable. adapter out of the head. Clean mating lubricate, and install a new 0-ring. anchor damper, and three points ofpossible leakage can invisible. An ac- / The points wherenvisible fluid i 'internal leakage which are method of correction follow. noted' occur and the `.cumulation of fluid in the air container, as luid leakage can occur between thegland and on the sight glass; is anindication that the fluid the rod due to failure of the V-ringpackings. is leaking at one or,more of the invisiblepoi ts. container, then .remove the cushioning end Remove the air A Fluid can leak between the cotter pin, slotted nut, and washerfroth .the head and cylinder due to failureof the 0-ring or cushioning piston rod. Pass a wirethrough the backup ring, caused fromimPropr torque, of hold in the threaded end of the rodand secure the flanged joint, or fromimprciPer aliriement. the wire so that it can be used to pullthe rod To replace the 0-ring and backupring, remove,. out of the cushioning headflange. Carefully the air container, piston rod nutand washer, and push the pist9n rod into theflange until the bolts holding the cylinder tothe head. The V-rmg packings are exposed. Care mustbe taken si cushioning end head can be slidback after not to allow the rod to falloff the flange surface breaking. the connection to theaccumulator and into the cushioning head.Remove the gland, pressure line. Push the pistonand rod into-the slums, V-ring packings, andadapter-S. Pull the ,cylinder to provide. working space, andtelti!tive piston rod out by using theattached wire. and discard the 0-ring from diecylinder Clean Replace the V-rings and adapters inproper order mating surfaces and check the clearancein the over the piston rodand secure them in place sealing area. To reassemble, lubricateand install with the gland and shims.ReplacOhe washer, a new 0-ring and newacknp rings, pull the slotted nut, and cotter pin ont4 end of the piston and rod out of thcylinder, and run the the air container and re- ... piston rode Replace , piston iod back throw the gland. Slide the connectthe piping. cushioning head over the cylinder andreplace Fluid leakage. can occurpait the cushioning the bolts and washers to secure thecylinder to end piston into the cylinder.This is caused by the head. ..Replacethe piston rod nut and the failure of the V-ring packings.Itis evidenced washer. Realine and shim the cushioninghead, by an accumulation of fluidin the air container replace the air container, and reconnectthe and is detected by means of thesight glass The piping. Reassemble the accumulatorpresSure air container' and flange mustbe remcived to line connection, installing theorifice and two allow the cushioning piston to bedrawn out of new OrrIngs atthe orifice. Tighten the clamps to the cylinder. The packings mustbe replaced secure the cushioningend head. Fluid leakage past the piston and pistonrod flange in the cushioning end is caused'by a faulty .." .Fluid leakage , can occur between the 0-ring. Remove the fringe andslide the piston 4. andthe cushioning end heed, due tofailure of out of ,the cylinder. Removethe nut and bolt . the 0-ring or backup ring, or' fromimproper backup ring, securing the piston rocfnut and backthe nut off. , . torque. To replace the 0-ring and the 0-ring, remove the air container,the pistal rod nut and Back the piston off The rod, discard washer, sand -the bolts holding the Tang to the and clean the 0-ring groove. Libricateand insert head. Then remove the flangeAd attached a new 0-ring. Reassemblethe pistcin and insert it gland. .Clean mating : surfacesand: check the into the cylinder. Replace the flange and secure it to the cushioning end head. .in the sealing area. To!reassemble, clearance 1 ' -. . 173 . . 0

- AVIATION BOATSWAIN'S MATE E1 & C

PURCHASE CABLES e 'There11 are two ways in which.purChase'cables WIRES PER STRAND are raved through the, arresting enginesingle (19 MAJOR WIRES)

re ving for pendant engines, and endless reeving El FILLER WIRES CORE *cade engines. A -single weved enginehas (HEMP, FIBER). twourchase' eables which are connectedto a r. *deck.pendant at one end and reevedthrough then engine And connected to anchordanipers at the, other end. .(Mod I engines donot have anchor INTERFACE dampers; the,engine end of the purchase cables -ate connected, ty anchor couplings.)The endless N reeved barricade engineshave a single purchase ',cable reeved through the enginewith both, ends term,.!-,ating on the flight dEck. 6 STitANQS Purchase cables are tang lay Cables,and are MANUFACTURER'S PER CABLE . manufactured right lay or left lay. Rightor left co IDENTIFICATION TAPE lay depends gn whether the strands ofthe cable rotate to- the right or left while receding from the observer and whenaipiwed frgmabove. Lang, lay, denotes cables in which the wire, AB.373 pf the Figure 6.47 Cross section of preforWrecrpurchase strands and the strap-cis-of the cableare twisted cable. tht'same difectionso that the outer wires in the lang lay cable run diagonallyacross the s, longitudinal axis, of the cyrble. Lang,lay right - chapter 5 of ABE 314 2, NavTra hand' airchase cable is 10302-C; manufactured:. pre-4therefore, this section deals chiefly withinspec- 'formed cable. tidn procedures and replacement,crite,ria: The1 3/8-inch odiam ter purchtse ,cable is Due to high .engaging speeds ofaircraft being - made up of 6 steel strands, each ?If whichis-a recovered, ths purchase cables- twisted 'bundle 'of_ must be fre! 91-1ajor wires 'and £, filler quently Inspected and 1-eplace, when certain wires ,(the filler4fts provide shaPeStabilityto conditions exist. Inspections and'replacementof, the strand, vtithiittle stremitircontributio I "twisted about an oiled:heinp purchaie cablesare geared to time in service, size center in of,deck and fairlead sheave§ usednumber of which is buried a paper Or plastictape strip arrestitnts,`/hd types of aircraft -bearing the name of the 4kble manufacture. arrested. Also, certain adverse conditions fequire thepurchase (See rigUre 6-42.) By 'ruttinga short length. of- cables to be inspected and/or cable and uhlaying thestrands fro replaced.. The, around the*_ purchase cables musbe inspectedwhen ahy.of center, the manufacturer's tape cane re/TR:fed. the fdlowing occurs: The maker of any arresting gear cabla# be l,: ,When an arrestment ismade '20 fe determinedin, this, fashionincase .any- more 'off centerline. . . abnormal conditions of failure ofcable. .The '2. When the. engine Ono-blocks curing arrest purposes of the oiled hemp center are to provide, .r -' a-"cushion" for each strand (as tension in the 3. After any unpredicted shortrunout.' cable acts to squeeze the strands together),and Thp purchase cables must-be feplaced.Under als to supply lubrication when' tht'cableis any of the tolIoWing conditionsf4: nndar tension. I. KINK 11:49. (See sfi 6-43.Kinkin* is a,

light, small-ludius.loop , Oa Inspection and Replacenzen1 Criteria, ay He formed' by exssive torque ,t)uildupor an ,abluptly Malted ,retraction cycle ofthe arresting engine. NeWly The actuarieplacenient of purchasecables en installed purchase_cables .must be detorqued Mk 7 arresting engines is coveted, thprotoghly-in after the first 50' engq0ents (and . . not more s' .t . . . ., 1 -'114 '4..1n.i ' , ! . A., 't 1, 1 4

Chapter 6 SHIPBOARD ARRESTING ABARRICADE GEAR

O

STRAND1,4 I CABLE PITCH LENGTH MO. G 2 .3 4 5

A AB.408 Figure 6.44.Bro ken wires. ,

AB:407 Figure 6-43.Kinicecf cabl&and straightened cable with . kink pulled through. STRAND INTERFACE CORROSION

than 60), and must be detorqued every,200 engagements thereafter. 2. BROKEN WIRES.Close inspection will - .revealbroken wires. Broken wires may occur at any ppint in . the, cable.The henip core pushing out , betWeen the cable'strands could be an a.* - indication of a broken wire. When thiscondition 'carefully. Four or exists, inspect affected area AB.409 more broken wires within one table pitch length f is cause for replacement of theentire cable. Figure 6-45.Strand.interface corrosion. 4.? -Note ,broken wires (A, B, and C).in figure644. 3. EXCESSIVE STRAND INTERFACE of L the fifth Wire CORROSION. (Seefig.6-45) External and one, :wire and the beginning measurement isko 'internalcablecorrosion, caused by trapped away on the same strand. This moisture in the fairleading system, cah cause known as the "Q" dithension. Figure6-46 shows reduction in theecable. strength and .even subse- how the "Q" dimension is obtained. The"Q" quent purchase cable. failure. Strand interface dimension decreases as 'cable wear igpreases, taken coneosion will be evident on close insction and therefore two or,more. readings should be may occur at any pointin the When from each strand within a cable lay to assure obtained corrosion exists, inspect like-41Xected-afed care- . that the MINIMUM "Q" dimension is fully.' Corrosion on the interface of all the., for each strand. Excessive wear of lapg laycable strands within a cable pitch length is cause for is defined,as a condition in which the sumof the replacement of the entire .purchase cable. MINIMUM' "Q" peasutements taken front each EXCESSIVEWEAR OF CABLES. Because' strand of a cable 14 is 8 inclies or less whenthe . 4t of the angle that individual wires 'make with the measurements are taken from the firstIt5 feet of axis of the -purchase le, the crown of these the cable (measured from the -flightdeck pur- wires, when worn,, is trgmely elqngated. Wear ch'ase cable poured oterminals). *hen measure- `- of Ian lay. cable is detertnirie4 by measuring the mentsare takerl from theremainder' of the distance; between 'the end of the worn portion of cable, it is considered excessive wear ifthe sum 4

175 RIR 0

AVIATION BOATSWAIN'SMATE E 1 & 4101 of the -MINIMUM `.`Q''measurements taken from each of the six strands of cableis 9 inches or less, or.if the minimum "Q" measurementson any three strands is 1 1/4 inches or less. Cable r/. replacement is mandatory when .either`'of the above conditions is reached. ft( ; Figure 6-47 shows the inverserelationship between the amount of cable wear.and the"Q" dimension. The flat spots on the lower cableare considerably larger than thoseon the upppr cable, indicating greaterwear, however, the "Q" dimension of the lower cable is substantiallyless than that of the upper tableth- as the *ear increases, the "Q" rlimensionjlet 6 5. INSTALLED MORE MAN. 2MONTHS. The purchase cable must be replaced,, regardless ofl condition, if it has been installedmore than 6 12 months. To permit study of failed purchase cablesfor the purpose of establfing inspectionand re-; placeMent criteria, samples of the failedpur- AB.410 chase Cables are taken (fig. 6-48). - Figure 6.46. Obtaing "O" dimension to determine The' sprocedure for taking sampIes Ofa failed excess' wear of fang lay cable., pukchase cable are: 1. Remove a 50-foot sample from eachside of the break. 2. Remove a 30-foo*mple, 100 feetfrom the topside terminal 3. Wire a metal tag to each sample-.The tag must have an identifying letter stamped-on it FLAT I 23 4 5 (See fig. 6-49.) 4. On a separate sheet paper, record the identifyingletter and the fo owing data: a. Carrier number. NI" -4,,\"%cokL. b. Engine number. , c. Date the puichase cable was placed in NOMINAL WEAR service. z d. Section of the-failed purchase cable the* FLAT I 2 3 4 5 '6 sample was taken from, e.g., 50-foot, engineside 'of\ break, port cable; 30 -foot, 100feet from. topside terminal, port side, etc, NOTE: If a 'break in the purchase cable occurs at a location where one of the prescribed samples cannot be taken; obtain another sample EXTENSIVE WEAR . as near as possible to the ope.that is desired. Ifa sample is taken- from ailocation other than thg. ones prescribed, the sample shall be cleailY anti precisely.idenflfied as above. 5. 'insert the recorde'd informaticti ina sturdy f manila envelope and staple it to the insidecover A8.411 of the shipping box. Figure 6-4704:Relationship betweenthe "O'" dimension and the extent of cablewear.

176 ,1,$, Chapter 6SUIPBOARD ARRESTING AND BARRICADE GEAR

.4 TOPSIDE TERMINAL 50-FOOT CABLE SAMPLE (PURCHASE CABLE) FROM EACH SIDE OF BREAK

SEIZE CABLE AFTER PULLOUT

(FOR CUTTING AND SHIPPING PURPOSES) ti

0 FEET

50 FEET

. 50 FEET ^30-FOOT CABLE SAMPLE 100 FEET FROM TOPSIDE TERMINAL BREAK -IN FAILED PURCHASE CABLE APPROXIO-FOOT MESSENGER CABLE SPLICED BETWEEN BROKEN ENDS

AB:412 Figure 6-48. Obtaining samples of a failed purchase cable.

the seriousness of the failure, and provide the, ship with disposition instructions.

WIRE SAFETY IN INSPECTIONS SEIZING , The 'recovery of aircraftinvolves various inherent dangers due to the complex coordina- tion of men and machinery. Personnel engaged CABLE in operation of the arresting gear equipment SAMPLE must be thoroughly trained and initiated in the _operatrons.n,Disregard for the fundamentals of caution and safety will create .hazards far * METAL TAG' excess of the inherent.dangerfadtors. Arresting gear must be kept ready foinstant. ..use. There is only One way such, a condition may effected; that is, by cor6tant inspection, El u re 649.Cable sample with identifying metal tag. repair, and maintenance. ,Prelanding and post-. landing inspection Of all, compOnents is a neces- sity and mandator5h, . as directed by the apish- 6.;A peport by messageis made to the cable MRC. Evc>ry section, topside, belciw deck, applicable Type Command, with information engine areas, and ready stowage must be prp-..- copies to NAVAIRSYSCOM and NAEC, re- pared to function on command. uesting diSposition instructions. 'The necessityfor act ,racy I. of, command; The Type Command will select the procedure attention *to command, and care of contmuni- best suited to the particular ship's location and cation systems, whther such system be by

177 AVIATION BOATSWAIN'SMATE E 1 & C

synchro signal, or lights, must be empha- tive maintenance. PreVentive maintenance con- sized and thoroughly understood -by all opera- sists of routine shipboard procedures designed.to, tingpersonnel.Accuracyinraking proper increasetheeffectivelifeof equipment. or settings of gears and indicator systems, and forewarnof impending troubles.Corrective Tiiii5Ei=tension and pressure' 'testsmust be maintenance includes procedures designed to emphatically impressed on all p nel. analyzeandcorrectmaterialdefectsand During an arrestment; all e and deck troubles. The main objective of shipboard pre- edge perso.nnel should be aware of all movement Ventivv maintenance is the prevention of break- on and about theflight deck, with strictest down,1 deterioration, and malfunction of equip- attention paid to what the landing aircraft is ment. If, however, this objective is not reached, doingBecause of the posSibilitY; of pencee alternative objective of repairing or replacing failure, deck edge control operators should duck failed equipmentcorrective maintenancemust below the deck level during pendant\Test- be accomplished. ments. Pendant failure could cause cable whip, Shipboard preventive maintenance programs or cause the aircraft to go over the deck edge. in the .past have varied from one command to Catwalk personnel should be as few as pos- _ another, resulting in various degrees of opera-, sible, so they can move freely and get out of the tional readiness- The 3-M system, a uniform way should they be placed in jeopardy. system of scheduling, reccfiding, reporting, and Hookrunners should approach, aircraft from managing all maintenance, is noilt in use. the front and side. This will place them away The system is not to be considered a "cureall" from danger of jet blast or broken cable back- for all equipment and maintenance problems. lash. The'system does, however, envision a logical, Rapid fuel consumption by jet aircraft re- efficient approach to these problems by launch- quires highly trained, well drilled, responsible ing a forthright attackon electrical, mechanical, cre.ws for the rigging of barricades. Regular drill and other types of disoirders. The system also schedules in rigging should be held to reduce produces a large.4eservdir of knowledge about rigging time to a minimum. equipment discairs, which, when fed baJc to The greatest safety factor in the operation of the appropriate sources, should result in correc- the arresting engine i§ constant attention to tive steps to prevent recurrences. inspection, maintenance, and overhaul. Preyen- The maintenance system, like any other sys- tive maintenance is particularly necessary. Daily tem or program, is only as good as the personnel inspection,inspection after each arrestment, who make it work. Your role in the system as a and, depending on the unit involved, inspection POI or CPO will, include the training of lower and maintenance at regular intervals will nullify rated .personnelinits 'use,aswell as the Tany of the conditions that may ariseto scheduling and supdrvision of maintenance. Asa endanger personnel. leading petty officer, you must keep abreast of Maintenance can be divided into two broad new developments and changes to the mainte- categoriegpieventive .maintenance and correc- nance syitem.

178 / CHAPTER 7 VISUAL LANDING AIDS

Visual landing aids (VLA) used to aid pilots safety for personnel responsible for the opera- while opefating aboard carriers include. deck tion of the Fresnel lens. markings,lights,lighting controls,a closed- Both of theseunits,. the mirror and the circuit television ,system incorporating a video Fresnel lens, are stabilized to compensate for tape recorder to record and play back landing ship's pitch and the vertical component of its mformation, and other optical devices which roll. These units would befuseless if the ship was improve operational safety on theflight deck, 'Roving about due to rough seas. For this reason, particularly during take-off, approach; and land- the, Manual Meatballor manually operated iftg of aircraft. Visual Landihg Aid System,. (MOVLAS) was The mtroduction of the optical landing sys- introduced. As the name implies, this unit is tem to carrier aviation in 1955 offered the most operated Manually by the landing signal officer radital change in decades in flight operations, in -(LS),It alerts the pilot a high or low that it provided consistent, standardized, and appr ach conditiony the position of a meat- optimum carrier, approaches. This capability; ball relation to a row of horizontal datum along with the angled deck, made. it ideally lighthe same as the MDLS and FLOLS. The suited to the increasing demands of new, high unican be installed vickly with verylittle performance . aircraft. Coupled with the .flight de y in landing operations. These 'units,along' deck lighting system, the opticarglide indicators w th the Pilot Landing AidTelevision (PLAT) added appreciably to the safety of air operations ystem, are discussed in detail in this chapter, around the clock from a carrier. The first type z..2 Of optical landing system developed was the FRESNEL LENS Mirror Deck Landing Sight (MDLS). After many years-of-operations it proved itself by the steady OPERATING PRINCIPLES decline in landing accidents. The mirror had the disadvantage of being large ancumbersome; The 'Fresnel systemlkan electro ptical land- and when set upeafor some types of aircraft, it ing system for use on aircraft carriers. By use of 'presented a hazard.beoause it was elevated high the Fresnel, system, a pilot whoseaircraft is above theflight deck level. -Also,to make approaching a carrier may vishjlly establish and changes insettinge foi different types Of aircraft maintain the proper glide sloA angleI t _for land- a man hadto make these changes at the ing. , mstallation itself. This was extrefnely hazardouS All of tile Frednel,uni4srare poitside, with the portable mirror installed oii he star- nent installations. TheFresnel system provides a board side of the deck.' horizontal bar bf light that appearsin the deck After. test andvaluation, the Freel Lens edge assembly.. The position of this bar oflight, Optical Landingjystem(ILOLS) w devel- with respect 'to a set of fixed horizontal datum, oped. /is will 'b7 seen, its basic functi n rs.the lights, indicates to the pildt of an approaching same as the mirror, but it does not have tobe aircraft whetherhe is above, below, or on the .elevated by different type aircraft. Therefore, correct glide slopt..The bat oflight is formed by no obstiopon to aircraft ispresepted. Norm- the combined actions of source lights;Fresnel ally, hit settings on the Fresnel Jens are made. lenses,and,; lenticular lenses. Because of the e tely. pis lends itself to greater flight deck optical system, %e bar of tight appearsabove. , . -"`

179 1R4 r s .

AVIATION BOATSWAIN'S MATE E1 & C - - the horizontal datum ligh'ts If ',the glide slope from this control panel-atulurall,the lightscan9 be- ; ankleis too great, and below the horizontal turned on from this station, ;their brightness datum lights if 'the glide slope is too small.When controlled, and the basic and roll .ogle set into thepilotalinesthebar of light with jhe indicator .assembly. Figure' 7-1 shows the horizontal datum lights, his approach is correct general arrangement of Fresnel lens components.' for a carrier landing. _ Located belOwihe flight deck in.the FLOLS Different typesof, aircraft hate, different room is -the main power, panel and remote . structural characteristics and capabilities;there= control panel .2. The power panel is the, central,- fore,' different glideslope angles should be power and 'signal distribution station for the established. However, "as a matter of pfactice, resne.I syitem,Reniote control -kpanel 2 , is , the batic angle settings of 3.5 and 4.0,aremost ocated adjacent to thepowpr 'panel, and it can commonly used. These settings, represent pre/alsobe 'used to make allthe settings and basic angles that are considered to.be acceptable adjustmentsZat remote control panel 1 makes. in most recovery operations. Formore informa-, Remotecontrolpanel 2 is used only in- an tion concerning the exact recommended basic emergency. If remote panel 1suffers battle . angle settings for threcovery of each of the damage,t can be isolated; and then all settings different types of aircraft, always refer to the and 'ad' stments would be made fom remote, applicable recovery bulletin. panel During normal operati.- -' mote panel Although, the basic angle setting is 'seldom (2 isocked.in the OFF position'.' changed for different types ocaircraft, the roll i the LSO platform, tetare two indicator angle is Changed. The roll angle-comparesto the panels. These panels inform the LSOofthe basic height corrections made with the mirror. The and roll .angle set, into the unit, hook-to-iamp reason for it being called a roll' angle in the (H)I) clearance, hook-to-eyesetting,and -the Fresnel lens is because the. height of the Fresnel *brightness oT the source, .loth cell, and datum unit never changes. To compensate for aircraft lights, , .. __having different7hook-to-4e -I-1/E values-, -the-, Fresnel unit is rotated about its roll axis. the'roll angle) that is selected isnot altered as DECK EDGE UNIT . aresult of the-stabilization signals received froth the ship's stable eleinent. Once the basic and roll The lens unit located at the deck edge consists angles are selected, they are maintained regard- of a. lens box approximately 22 3/4 inches wide less of the pitch and roll of the carrier in respect and 4 feet high. The leris box is madeup of five to the true Horizontal, in the line mode of individuil cell ,assemblies. A vertical coluinn of operation The indicator assemMy maintains tfie four red waveoff lights is located on each side selected basic angle in accordance with stabiliza- about 3 feet away from thelens,box. (See fig., tion.signalsreceived', fromthe' ship's stable 7-1.) element The relationship of the stabilized light Twelve green datum lights, sixon each-side, plane to the hoiizontal plane Of the deck is.are- mounted, in line with the horizontal altered', so that the hOok. touchdown point is centerline 9f the lens box. Four' green "cut" Within- the cross-deck pendant pattern, while lights appear near the top of the display, two on maintaining a 'safe hook clearance above the each side, arranged horizontally between,the top stern ramp on approach, I waveoff lights and`thelens box. The basic differences between the Fresnel lens A yellow bar of lightis .displayed over the full system and the mirror 'isthat, changes to the ,width of the lens box. The lens boxmay be settings' are normally made remotely in the?'considered a "widdbw through which the pilot FreSnell system and the mirrorkisa -reflection views the bar of light. The bar of light appears as, system while the Fresnel lens is a"projeaion though it ivere located approximately 150 feet system All settings can be made remotely froth beyond the window. When view5d from any- either one of two stations. Remote. control panel where on Ahe.prescribed.ilide slope, this bar of.. is located in priinary fly. This ig where all light (meatball) will appear in.line with the:green settings are normally made. Theunit is energized 4 datuiti lights, (S.ee fig. 7-2.)

. - - 4(, -180. C'tr=te k

.14 1 :,.

Chapter ANDING AIDS

444

..;

,of

A s'

.o.

. . . ..: 1. PoWer panel. .. , . 9. H/!t strati rwists 1 ma 2: . . 2 Line stabilization panelassembly., 19.. Dec-kali* aserliy. a 'Lbw cell flasher assembly. it A1410111,1look 4.SCARCE,light failure indicator assembly. 12. Flak 5. Transformer enclosure. titO per41 6. Disconnect and Monilor assepiblif. 14. Waal*, stanitur. 7. Control box assembly 15. 1.1014/111 aleolisc; 8. Remote contral,penerassembliei 1 and 16. .ilatra MC I AR.416 Figure 71:Ge0eral atrangementof KOLA 00,11Pililtts, .;

40 ,

.

181

It 7.- AVIATION BOATSWAIN'S MATE 1 & C

EYE. PATH

61..IDE SLOPE ANGLE

CENTER CELL ASSEIABLY.

HOOK PATH

/.--LINE 'PARALLEL TO E,ARTH'S SURFACE

/.."FLIGHT DECK

OPTICAL TOUCHDOWN 'POINT HOOK TOUCHDOWN POINT .

AB.417 Figure7-2.-71111;i* ofglide sIbpe angle. . The bar bf light will- rise above the datum landing area to be raised or lowered: This.,is lights as the pilot rises Above the glide slope,. possible_kecadse. the-center_of _the bar of light eventually sliding off the fop of the lens .bdx: from the indicator assembly.isshining parallel to when the pilot is "more than three- fourths of a the centerline of .the laitding area. (See fig. 7-4.) degree above the glide slope. The same holds Rolling the indicator assembly makes It pos- true ai the pilot drops below the glide slope". The sibletti accommodate the hook-to-eye values meatball will drop below the datuln lights .and TH/E) of the various aircraft models without 4.1 finally slide off the bottom of the lens box. haing to -elevate the indicator assembly. (See Therefore, Alen the meatball i's high, i.e., above fig;-7 -2 for H/E distance.) This is known as the the datum tights, the pilot is above the glide roll angle indicator setting of the lens unit. slope, and when it is law, the pilot ig below thee . The prescribed "glide slope is defined as the glide slope. In either Case; the Object is to line up gVde slope dictated. by the lens Unit wheri the meatball with datuin lights. Because flying dewed from the vertical-plane 'the landing be-19m; the proper glide slope sets up. a hazardous. area centerline, This means that to'be on the condition,the bottom cell inthe indicator - prescribedglide slope, THE PILOT MUST BE assembly ha.4 a red lensinstalled. Whenever the. LINED UP WITH THE. LANDING AREA pilot, can see a red bar oflighi, he immediately CENTERLINE while "maintaining the meatball knows he is lbw. in line wjth the datum lights.,Once again, the Referring.tonigure 7-3, Or lens box (8) itself` Fresnel leni unit does not line the pilol up with (indicator assembly) is capable of.lieing tilted the denterline.If he is to either, side- of the. about two_ axes at right :angles to one another:, center .s:4-the landing aa, Ile. will be' Hying a These atiee correspond roughly to the pitcl and glide, slope parallel to b t much higher or lower roll axes of'the carrier. than that prescribed bye lens settings. ,tilt in pitch deteniiines tile_ glide slope The ,,indicator asse ly ,consists of rive -cells angle to he, flown. This is known as thT basic and a stacking framEach cell cont three angle setting 9f the lens unit. The tilt, in roll sourcklamps with associated lenses to 1!)rVi*e a causes .the, glide slope'at the centerline of ,the bar. of lightat the front of the for I - . 182 R7 . Chapter 7VISUAt LANDING-AIDS

S.

19 18 17 16 15

1. Outboard-fixed datum!phis. 10., Waveoff indicator. 2. Outboard conditional datum lights. 11. Inboard auxiliary vtaveoff lights. 3. Outboard waveoff Iights' 12. Inboard waveoff lights. "4. *Outboard auxiliary waveoff lighls. 13. Inboard conditional datum 5. Outboard Cut lights: 1'4- 14. Inboard fixed datum lights. &Pitch power drive,assembly.. 115. Indicator junction box. . . . 7. Roll 'power drive assembly. 16. Auxiliary waveoff junction tio:.*, & Source light indicator assembly (lens box),' 17. Inboard junction box. 9. Inboard cut lights. 18. Stowlock assembly. 19 Oboard juection.box. a

A8:23(1 S. . .Figure 7.3.Fresnel legs eck edge assembly. ;

. . s . , , assembly. Each cell is prOvided with a heating the lens to the edges. The sibike 9f each facet is system to mintain e constanttemperitukejor independent of.the slope of all the otheifacets. ,the Fresnel lens. These sloPes, are designed So 'provide a perfect There are ,two txp'es of lenses used in the focus of the liglIt rays which pass through the lens. This provides An advantage over a convex opticalportion of the Fresnel systemthe- , . , spherical lens as seown in figure 7-45. F resnel lens and the lenticular lens. 'The Fresnel, . lens is composed Of a..lightweightand relatively A convex- .spherical lens has spherical abera- . thin, sheet of transparent , Lucite. The Fresnel tion When the rays of: light par611e1 Itto theA lens differs in configulatiou from a Olanoconvex 'principal, axis of a Corivex spherical lips pass as shown in'figure 7-5. through zones neaii.the edge, the principal focUs One surface of the Fretneflens consists of a oc'curs' af a point which is closer_to the'lens thari number of stepped facets. 'These facetsare the focus for rags which pass through the lens circular (similar to a' phonograph recdrd), con- near the prIniipat axis. Therefore; thelight lays - centric grooves that extend from the center of from a convex spherical lens tend to Stattes. _ . - - . . , . . ;---. "4 183 . . r ; .!

a , 11 _ a I oi AVIATION BOATSWAINS MATE E 1 & C

PLOT'S POSITION FAN.9f LIGHT CINTLO CENTER Of LAPPS

P 0

ry AB.418 figure 7-4.Characteristics of, stabilize(' light

-

The Fresnel lens' can also be formed around a eliminate the need for a color filter..Thebottom- suitable radius tOlminimize astigmatism. Astig- Cell, as mentioned. previously, has -a lenticular, .matism of a lens is the inability of the lens to lens colored red in manufacture ai- a safety bring all of the light rays Trom a point on an feature to indicate -to a pilot that he is below the object to a sharp focus at the image. proper glide slope. Also, the sunglare from the- A lenticular lens is placed in front of the lenticular lens is reduced due to its. shape. If a v; Fresnej lens. It is sometimes referred to asa smooth filter were used to cover the "Fres.nel spieader,lens. Even though the lenticular lens is lens, the sun's reflection might obliterate the molded In one piece, it consists of several long, image. convex, cylindrical lenses placed side by sideas.. The inrlicatot. assembly contains 15 source shOwn in figure 74. Each individual lens has the lamps, the Fresnel and lenticular lenses, .apd a same short fecal length. The viewing,area of the heating system. The interior of the cells is object is spread by the short focal length of the paintedlack to reduce:internal reflections from len-licular lens. The object consists ora multiple the sour light source with spacing between the lights,as The Isource lamps are contained in five in the Fresnel lens landing'system_ (three source separate Is, each cell containing three source lamps in a cell); but the objectappears to an lampsarrang-edhorizontally.The ,cells: are Observer lodking into the lens as a continuous stacked vertically to provide a light source Which band of tight which fills the .sVidth of the lens. is three lamps Vide and, five lamps high. The top; Tlie object ap'p'earsas a continuous band, of light four lainPs are wired in three vertical: series regardlessof theobserver's positioninthe strings. As the lamps age, there'is a tetiden_for, 'azimuthal' range Of view of the lenticular lens. :adjacent coils of the filaments tocshort together. The azimuthal range of the lenticulai lens used The net result is that the tamps age.together. As., in the Fresnel system is'40°..'the appearance of the lamps age, the inner surface of the envelope the height of the object is not affected by the blackens, and the light output is greatly reduced. lentichlar lens.- 'If one lamp fails during operation, the top.'four ' The lenticular lens in each cell assembly is .lamps ift that vertical series will go out, but no,. colored aviation yellow during manufactureto apprecrable effect is noticeable on the bars of

184 Chapter 7 VISUALLANDINGAIDS

narrow bar of light 12 inches across the frontof

PLANO- the cell assembly. CONVEX Theoptical characteristics of the Fresnel LENS' lenses will Vary appreciably with a change in Crf-Trr temperature. 1 To maintain' design characteristics of the zerf Fresnel lenses,` lens- heating compartments. are THIN FRESNEL maintainesi at a relatively constant temperature. The Fresnellensesareeach enclosedina . separate Compartment with the lenticular lens as

PARALLEL the front and optical glass as the back of the LIGHT diSmparttnent. Hot air-is circulated in the coml. RAYS: partment under thermostatic control., A source .light failure indicator is used to PLANO-'CONVEX LENS POINTS 'indicate source light failure. The indicator is located in the FLOLS morn. In llie event of an O open lamp filament,a loss of current., to a 6 . sensing circuit causes 'the failure indication lamp PARALLEL to 'light.

LIGHTRAYS. REMOTE CONTROL PANELS FOCUS POINT FRESNEL. LENS Two remote'control panels are included in the. Fresnel system. -Because the- operation .of the O. . A13.419 two panels is identical with the xception of the Figure 7-5.Ccimparison of piano-convex lens to . Fresnel lens. low cell "steady /flash'-'- mode itch and the interlock ,block -for the remoteand sOlector switch located on remote control panel 2,. brily the Operation ot remote. control pel I located FOCUS POINT in pri fly,is discbssed, (See fig. 7-1.) 77;""^77.' When remote control pal 1 .is in use, the remote Bartel selector switch Is 'in pOsition .1.. The' datum, cut, and wavebff lights- clutch, .-LIGHT source light 'clutch, and low Cell "clutch (all slip,' FROM 40 DEGREES MULTIPLE- %clutches) are mechanitally engaged. When the LIGHT SOURCE 'circuit breakersin the power panel assembly are

.' closed, current js applied through -fuses to the panel illuthinatign transformer,.clatum, cut, and waveoff brightness synchro, low cell brightness TOP VIEW fr ' LENTICULAR LENS-- synchro, and the source' light brightness synchro. .., , AZIMUTHAL The cell temp, unit ON,.-source light, waveoff l,. RANGE light, cutlight, and datum light indicators bri the, remote MIttiol panel will light onlyif the corresponding switches are-Actuated. The cell' Figure 746.-:qharacteristics oflenticular Ions. telnp indicator-will light only after the cells In.. I - tyre indicator asiebbly have reached the 'proper light fOrmed by the lenses. The bottom Cell operating temPeratUre:. cell) has its three lamps connected in parallel. ;THe lightintensity dialindicators on the The arrangement of the lenses With respect to fenlote control panel are calibrated dials Which i the source lamp and the physical properties of are Cannetted to therrotor Shaft ' f the datum, the ,lenses -cause the source lamps to appear as a cut, and wa;reoff brightness synchro, low cell )05

911 t 1 AVIATION BOATSWAIN'S MATE E 1 & C

brightness synchro, and source light brightness roll drive motor directio.The roll angle dial is synchro,respectively. The datum,cut, and calibrated from 0 units to 15 units. When the ://1, waveoff intensity dial, low cell intensity dial, dial reads 7 1/2 units,/t /indicator assembly is and the source light inteity-on the LSO panel perfectlyvertical: The dialsin both remote and remote control panel 2 track the movement control panel 2 and the LSO panel track the dial/ ofthedatum,cut, and waveoff brightness of remote contrbl panel 1, giving remote react- control, low cell brightness control, and source ings. light brightness control of remote, control panel All changes to the basic angle are made/ from_ 1. the remote control panel in, operation and 'the When the unit ON pushbutton on remote dial at the LSO panel and the other remote control 'panel lis,pressed and released, a relay in control panel track the dial in operation. the powerpanel assembly is energized. A'current th is completed, to light the unit ON indicator. H/R REMOTE CONTROL PANEL ontacts in the power panel assembly cjose, and, current is applied to other circuits in the Fresnel Even tholgh this is a separate con trql panel' ,system. With these contacts energized,,the stabil- from the remote control panels previouS4, men ization circuits, begin to Operate, and the source tioned,itis located alongside remote control lights,datum lights, waveoff lights, 'and cut panel '1 and remote control panel 2, and for all lights can be operated. The waveoff light ON general Purposes .it is a part of that station. push switch and, cut light ON push switch are Beeause the -operation of the two ,H/R remote momentary, switches. When the source light ON control panels is identical, only theAPeration of push switch and,-the datum light ON push switch H/R remote control panel 1 fs.discussed. I-1/R are set to. position ON and released, latch relays. remote control panel 1 is in use when the are energized. The waveoff light ON:push switch remote panel selectorswitch on remote control and the cut .light ON_ switch .mustr:fbe held in panel 1 is'in, position 1.. position QN to 'keep the waveoff and the cut All aircraft have a specific hook-to-eye value light relays` energiied. (H/E). This'iSthe.Vertical distance from the path of the pilot's line, of sight to the path of the Control ,ofthe' Fresnelsystem may be switched to 'remote control panel k by setting tailhoolc. (See fig. 772.) Tp comOensate for this the remote panel selectd switch &I remote H/E fatfor, the H/R remote, control panels are control .panel1 to position 2. This permits used to indicate clearance of tailhooks from the remote control panel 2 to be used for all the aft end craiftp. the carrier. functions 'described above except for remote, LSO PANEL ',, - . control'panel selection. This can be performed ,. at remote, control panel 2 by removing the . The LSO panel, supplies a visual indication of,' , # interlock block. Another fanction of mote systemstatustothe landinsignal 4Officer. 1 control panel 2 is to switch the low cellode of Operation of the waveofflights dthe cut lights', operation to-either steady or flash. and control of the brightness of source, datum,,,,/. When remote control panel 1is in pos tion 1, waveoff, lbw cell, and cut lights can. be,' per- the roll angle lever switch and the basiangle, formedt from the LSO panei.,the indicatOrs on / control are 'energized. When this lever sitch is the Lsp panel indicate the positions of the held in position INCREASE and "Push to Set corresponding controls and switches onfit R/A" is pressed, the roll drive motor is o erated remote 'control panel which is in use. and produ-des, a torque which increases the.roll When the, unit ON .pushbutton Q n the remo angle readings. 44..s soon a the roll angle 'dial' control panel in use is pressed and released, reaches the required setting, the lever switch is circuit is completed to the unit ON inilicat r., released. A spring setums the switch to position Wheri the lens temperaturein the, indicator OFF, and the roll drive motor is stopped. There assembly at the deck edge reaches a preset leel, is a small amount of oveishoot which can be a set of contacts closes and provides a current anticipated with a little practice. Holding the path which lights ,the system GO on the LSO, lever switch in position DECREASE reverses the panel. .. ,.

. ' 186 Li

Chapter 7- VISUAL LANDING AIDS'

When the waveoff light momentary switch on panel cones under the cognizance_ of the IC the remote control panel in use, the pushbutton electricians in the V-2division. on the LSO panel, or the 'hand held pickle The A100 power panel assembly is the central switch. is pressed and/held, 4, relay in the power power and signal distribUtion station for the panel, assembly is energized, a, set of contacts. Fresnel system. It contains the circuit breaker closes, the waveoff, light ON indicator on the and fuse assemblies for all the compoRents; the LSO panel lights, and the' waveoff lights flash. lightc4trol assemblies for soUrce, ditum, cut, When the cut light momentary switch on the and waveoff lights, the conty&s that cause, the remote control panel in Ose, the pushbutton, on waveoff lights to flash, the -computer assembly the LSO panel, or on, the ,hand. held pickle for .pdint,stabilization;, he dimmer synchro switch is. pressed and `"held, the cut light ON assebly, and the hook t9 ramp monitor as- 'indicator on the ISO:panel and the cut lights sem y. The A500 power panelcontains the ,come on. (See fig. 7-70 nec, ssaryelectronics and computors for line op ration. . 'MANUALLY OPERATED VISUAL .. WAVEOFF / LANDING AID (MOVLAS) LIGHT-SWIT CUT LIGHT SWITCH.* The manually operated visuallanding system (MOVLAS) is an emergency sign/ling system intended to be used when thepri1iary optical labeling system is rendered ineffective. As PICKLE SWITCH i/ a substitute for the Fresnel lens opticallanding system, it provides two basic visual. displays. The first of these displays is the source light image or "meatball" seen by the pilot when making-an approach with the lens system. The second display, "datum," consists of -reference lights, out lights, and waveoff lights. The meatball display is provided by:three principal items of equipmentthe light, box visual display unit, a power control box, and the LSO controller, which controls the movement of the meatball picture 'up and ,down the face of the light box.' .The datum. display is provided by four princi- iteMs of equipmenttwo datum box visual diSplayunits,a datum control bok, and a transformer box. The equipment Is designed so that the meat- ball display element(light box assembly) may AB.421 be used in conjunction with an existing lens 'Figure Pick? switch. unit, dr the entire system may be used com- pletely' Independent of Fresnel lens at either .the . A port or starboard installation fixtures. Figure 7-8 POWER PANEL ASSEMBLY illustrates an independent manually operated visual landing aid systeni (port installation). The power panel assembly (fig. 7-1) is located NOTE: MANUALLY OPERATED VISUAL below the flight'deck in a compartment in the LANDING AID SERVICE CHANGE #9 (appli- vicinity of the deck edge unit:It is commonly table to MOVLAS Mark I Mod I shipboard referred to as the FLOLS' room/the power. system) provides the technical information to . 187 1542 AVIATION BOATSWAIN'S MATE E 1 & C

s- LIGHT 130k ASSEMBLY DATUM SOX'ASSEMEILY ( RH ) oN,

DATUMBOX ASSEMBLY, (LA)

DECKEDGE:BRACKET

SUPPORT GUY

POWER CABLE-

/-

. AB.236 Figure 713,Manually operatedvisuallanding aid syst.em (port inEtallation).

I

, - accomplish the addition of A starboard_ installa- is positioned by the landing signal officer. Power tion. The reason for this change is to increase to operate the system is regulated by the power the opefating effectiveness of the MOVLAS by control box. The selection for use of the port or adding th,e starboard installation, thus providing stbd MOVLAS insjallation is accomplished by PORT or STBD operating capabilities. the dual connector box,. 'which,is bulkhead The system. contains thelight- box, ISO mounted at the landing signal officer control controller, datum. box assemblies, and 'poWer area. control boxes, together with adequate mounting NOTE. It is mandato ry that the location of facilities. The principal unit of the system is the this box' be in an area that is readily viewed by light box. The light box is designed to prese\nt the LSO and accessible to the installation crews. landing glide slope information to the pilot pi' an There are two MQVLAS systemsthe Mark 1 approaching aircraft in the same visual form Mod 2, 'designed for shipboard use, and the Mark presented by the FLOLS'unit. The second unit 2 Mod I, designed for land-based operation. of the system isthe LSO controller., pled to, *hen the system is 'needed, it takes only a ad)ust the" presentation of the light box. The few minutes to install the components and hav,e LSO controller funaions when a control handle it in operation. Mdunting and power receptacles

188

4 Chapter 7VISUAL LANDING AIDS

. should be previously fnstalled. A good feature of the system is its' light weight.' The two compo- nents ihat,have to,be handfed andinstalled when 0® the primary optical landing system fails is the 8 light box, which-; weighs only 46 pounds, and O the LSO controller which weighs 25 pounds. The light box can be mounted in front of the LIGHTING indicator assembly of the Freanel lens system, 88 SEQUENCE _ ',directly into a receptacle provided. The light 08 O box is shown in figure 7-9. The front of.the light box contains a pair of perforated doors which may be latched in either (Al (B) le) a closed -position- in front or an, open position agairist the sides of the .box. When the doors are closed, tire light output from the unit is reduced to approximately 3.5' percent of the light inten- sity. obtained with the doois open: This effec- tively doubles the range of light intensity con- trol available froin the 'power control box. A large adjustable range is necessary forsatisfac- torrperformance over the extremes of night and .day' operations. The front plate of the light box contains23 lamps, individually mounted in position by separate retaining rings. Electrical power and control are supplied to the light box through a multiplein 'type Connector, located at the rear of the unit. The light box may be quickly diSconnected, -dismounted, and stowed to permit normal laridin't operations. The LSO controller consists of an altim'mum DOORS CLOSED DOQRS OPEN REAR VIEW casting, housing a series of 23 switches cam AB.237 operated through,individual actuators, a support Fjgure 7-9.Light box. 'tube, and a control handle.. It installs-into, the deck at the LSO platform (shipboard) by insert- ing the mounting tube into a receptacle which* This connector provideS an alternate path for has been welded, into the deck.A series of holes the pickle 'switch wiring. This wiring is for use in the support tube allows the unit to be pinned with the portable datum light unit. This is a , at various heights to suit the opeiator. The unit complete unit in itself andis not dependent on is free to rotate through 360° in the deck fitting, the lights supplied with the Fresnel lens unit. allowing the LSO to move about While holding A switch is located on the connector plate to the control handle. The eontrol handle itself has allow the LSO to change the mode of operation. 25° of vertical travel in controlling the full range This switch, when thrown, shuts off power to of light positions on the light box. This,handle is the bottom three lights on the 'light box. This terminated in an adapter which attaches to thiitr.means that when the LSO has the handle all the pickle switch. e way, down; there will be no light indication to The LSO coutrollei is designed to be removed the pilot Approaching. It also means that when and stowed when not in use. The the LSO leaves the unit unattended and the connections to the unit are made by means of a handle at the bottom, there is no chance of an multiple pintype connector located on the jerroneous presentation being presented to a bottom .of the housing. A second, connector is pilot approaching an unattended unit (See' fig. also located on the connector plate of the unit. 7-10.)

189 11(44. AVIATION BOATSWAIN'SMATEE I & C

FUNCTIONAL OPERATION t The visual display element of the system is the light box, containing 23 lamps arranged in two rows. The light lox is mounted directly in fronrof the Fresnel lens face, and substitutes for a normal "meatball" presentation. The light box replaces the lens unit of The Fresnel lens optical

landing system. , In operation, only three adjacent lamps in the light box are normally turned on atany one time.' IndividUal lamps cannot be distinguished in the light box at a distance .of 100or more feet; therefore, the pilot sees'a single ball of- light.Each lampislightedby aseparate, cam-operated switch in the LSO controller. The existing datum, waveoff, and cut lights continue to be used, for the system as they were fbr the 'Fresnel system. The pilot continues to fly the "meatball." The difference ,isthat theposition of the meatball with relation to the datum lights is. controlled directly by the LSO. If the approach- ing aircraft is high, the LSO must give the pilot the indication by manually moving the contrdl- ler lever up. As soon as the pilot corrects this high' altitudes and the LSO thinks the pilot ison AB.422 a proper glide slope, he then gives a ROGER Figure 7-10.LSO controller. indication by moving the controller lever down to themidpoint position,lining the lights (meatball) with the datum lights and therefore giving the approaching pilota ROGER indica- tion. . A ball and detent arrangement is providedon In actual practJ, a slight overlap of switch the controller handle so that the LSOcan positions exists, so .that a fourth lamp is turned readily identify the ROGER MEATBALL posi- onforasmall period of time before 4the tion. A thumbscrew adjustment on the ball corresponding lamp at the other end of the allows the LSO to set the feel' of the control clusteris shut off. The results of a typical handleras desired. switching sequence is shown in figure 7,9. The bottom lanips in the light boXare red to POWER CONTROL BOX quickly alert the pilot ofa dangerously low. approach. The power control box is normally mounted Operation of the circuit breaker switchon the on a bulkhead in the lens control room. The power con Vol box provides ship's power to the front cover serves as the thounting for the.light preheat. transfOrmer and the intensity, control., interisity pontrol adjustment dial, two yoked The preheat transformer is always supplying circuit brehkers, and a power indicator light. The some voltage to .all.of the lamps. The voltage is front coveris a door,,'hinged to alloweasy access not enough to visibly light the lamps but it does to internal components. (See fig. 7-11.) This is keep the lamps warm. Then, as the LSOmoves th'e unit that supplies controlled power to the the controller lever, the lamps (by being warm), LSO controller and the light box'. light immediately.'

cr.10- 190 1:4471 Chapter 7VISUAL LANDING AIDS

bottom lamps are re.moved from the circuit,.aznd when the LSO controller handle is moved to its extreme down position,- the meatball appears to move towtrd the bottom of thelight box and thendisappearcompletely.Thedescribed change in the mode of' operation results in the pilot apparently seeing. the meatball go off the . bottomof the lens. The change in the mode of operation may also be used by. the LSO to leave the system unattended and be assured that no erroneous presentation ks. being presented tk an approachiiig aircraft by The light box. A detent positionisreached justbeforethe control handle moves into this' off the bottom"' posi- tion, ;Naming the LSO that he is about to

present this condition. . ,.

,SETUP INSTRLICTIOICIS

Under normal operating conditions, the light box and the LSO controller will be stowed in the lens control -room. To use the manual operated visual landing aid, it is only necess to mount and connect the power cables tofhe units after ascertaining which installation is to be used (port or starboard). If it is to be used in front of the Fresnel lens- AB.423 system, mount the unit according to the follow- Figure 7-11.Power control box. ing steps: 1. Remove the light box from its stowed : location and mount it immediately in front of The arms of the switches are connected the Fresnet lens by inserting the end. of the through the power Control box to the individual support tubs into the deck receptacle. lamps inthe light box. The position of the .2. Check that the light box has seated all the' control handle determines which lamps have full way into the deck mounting receptacle, and that voltage applied to them. Therefore, under the The slotted end of the support tube has located conditions described above, every lamp in the the deck receptacle pin so that the light box will light box has power applied to it continuously; not rotate. either preheat voltage,or full lamp volt4ge. 3..Removetheconnectorcfrom the Normally, thiee lamps, have full lamp volthge connectors on the rearOf the light ,box and and the remaining 20, are in the preheatcondi- connect the power oable to thelightbaZ. tion. 40, For daylight operations, the doors on the' The equirient includes provisions for contin- light box are latched in the open position. uously adjusting the Intensity of the presenta- S. If the lighf box is mounted iront of the tion at the power control box. A switch on the Fresnel §ystem, its height be 76,irect So that connector plate of the LSO controller allows the the 'datum arms of the Fresnel system are at the LSO to change the mode of o'peration.-When the center of the light box. switch is in One- position, the system operates as 6. Install the tiedown cable on the rear of the described alipve. When the _switch position is light box. reversed, tire three bottom lamps on the light WARNING: Failure to secure a tiedown to box are removed from the circuit. When th .this unit may allow it to come out of the mount

P 191 AVIATION BOATSWAIN'S MATE E 1 & C during operations with resulting loss, damage, Adjust light intensity control knob on the and/or posSible injury to personnel. power control panel as instructed by the LSO to If the MOVLAS is to. be used as an independ- obtain the desired brightness seging. It may be ent unit, mount the unit:, accordingtothe necessary to open or close'the,p.erforated doors- following steps at either the pat- or starboard on the light box to obtain a satisfactory setting. installation At the LSO platform, slowly move the con- L Remove the light bctx from its stowed trol lever on the LSO controller over its ex-.. location and install it in the base assembly. The . tremes of travel while obierving the light boa. light box must be secured by use_of the tiedowna Move the control lever to the center or detent eyebolts on the rear of the light box. Position and verify that the meatball lines up 2. Install the datum boxes on the support with the datum arms. Move the control lever tubes in the base assembly. through the bottom detent position and verify 3Secure the datum boxes with the four that the mode is as desired. Adjust the control auxiliarytiedown cables to theflight deck lever handle friction setting as desired. padeyes (two fwd, two aft). To securethe- system,' throw the circuit 4. Secure the forwird eyebolt on the base breaker.switch on the power control box to the assembly to a forward padeye, and the aft base OFF position. If shutdown is other than mo- 'eyebolt to an aft flight deck padeye. (Starboard mentary, close and latch the doors to prevent installation only, see fig.' 7-12.) damage to the lights in the light box. If the 5. Remove the conneitor caps from the system is to be stowed, reverse, the steps for connectors on the rear 0. the light box and setting-up the unit.. da,tum bokes and connect.the appropriate power cables. PILOT LANDING AID TELEVISION 6. For daylight operations, theadoors on the (PLAT) SYSTEM light box are latched in the open position. To mount th,e LSO controller, the following Experience with anew closed-circuit televi- steps are followea: sion system has shown that video tape recording 1. Remove the LSO controller from its can be effectively employed to increase the stowed location andmount it iii the LSO area safety of aircraft landing and improve both-pilot by inserting the end of the support tube into the and landing control personnel proficiency. The deck receptacle. Pilot Landing Aia Television (PLAT) is a Com- 2. Adjust the unit to the proper' height by pletely integrated system of electronic picture inserting the adjustment pin in the appropriate and sound recording designed to monitor and holes of the supporting tube. simultaneously record aircraft landing opera- Remove- the connector caps and connect tions from approach through final .touchdown, the power cable to the controller. under day and night conditions, and to im- '4.. Mount the LSO's pickle switch on the LSO mediately play back the recording for post-flight controller handle adapter. Slip the notch in the analysis and evaluation. finger guard over the .adapter and insert the retainer pin. The '-PLAT system, introduced as a landing aid The system requires no warmiap time, and -to pilots during carrier operations, consists of may be checked and operated immediately after four television cameras with associated power turning on the power. supplies, monitoring, control 'synchronization, WARNING: Beforeoperatingthis system, anddistribution equipment; 'and, a standard verify that the source lights for the Fresnel lens video tape television tape recorder. (See fig. system have been turned OFF. Failure to do this 7-13.) may result in the presentation of confliCting Two unmanned centerline cameras (one regu7, double image glide slope information, resulting lar,one emergency), stabilised to the ship's in aircraft damage or the loss of a pilot's life. opticallanding system, pick up -and follow Turn the system on by thrOwing the circuit aircraft. through approach and landing. Aircraft breaker switch on the power control box to ON. attitude and glide slope are displayed on picture Check that the power light illuminates. monitors in combination with the output 9f a 192 Chapter 7VISUAL LANDING AIDS.

'.

1. . AFT LIGHT BOX 4014

1, DATUM LIGHT , BOX FLIGHT DECK PADEYE lrl:' 1 ya,t. '''':: . KrNN'l .,:zil ii '--'.'-! .:'''''°- ",.....' i , ' .

':.,,,!:::; TO DATUM;;; CPITROL BOX i: cTr-.%:;. ,,,1 4' k: .,:.r... 4. rX,c; " ''%%. (---bel-. /4- ''rc:t. ....t.4. DATUM LIGHT BOX t:c 4ii-- ..1.4.4J..tit1441;

FLIGHT DECK STARBOARD BASE PADEYE ASSEMBLY

OF MEIT64,4-53AR. TO ANGLED DECK 9

AB.424 Figure 7.12. Independent MOVLAS (starboard installation).

special effects camera focused, on a data ,board .Prior to the introduction of PLAT, carrier carrying time, date, wind velocity, and, aircraft landings, and takeoffs were recorded on 1 Omm landing speed.. After touchdown and, .11urini film. Processing of the film took a minimum of rftcovery, the aircraft monitored by a fourth 3 hours. The time lag between recording and (manned) camera on the ship's island structure presentation was an obvious drawback since the as it passes over the centerline cameras and the film could not be used for immediate debriefing information is again displayed with the output of pilots. in addition, no permanent visual of the data board camera. The entire operation record of approach speed and other data board' is recorded on video tape at the same_ time it is information was available. With the development monitored by the television cameras, of the PLAT system, limitations of the standard o

193 AVIATION BOATSWAIN'S MATE E1 &

'SECTOR GEAR BOX ASSEMBLY ISLAND TV CAMERA AND INSTALLATION TYPICAL LOCATION' .LOOKING FORWARD

Ir

APERTURE CLEANING - SYSTgM f

4 CENTERLINE TV CAMERA AND HOUSING INSTALLATION

GENERAL ARRANGEMth4T PLAT' CONTROL:ROOM

172 - 1 8 INCH MONITOR (WEATHERPROOF)

RADIO PHONE SELECTOR SWITCH' 17 IN04.MONITOR TYPICAL INSTALLATION LSO PLATFORM -TYPICAL ARRANGEMENT

AB.425 r Figure 7-13.PLAT system, general arrangement.'

-G C .14 . 4 . I Chapter 7VISUAL LANDING AIDS . . -gun camera were overcome. Video tape record- A small camera is permanently focused onthe 'rigsof landings,completewith ininute-, data board in the control room to record date, minute visuals of numerical data and audio time, wind velocity, aircraft approach speed, and recordings of conversation between pilot and waveoff signal. This camera output is difplayed .carrier landing personnel, could be played. ,back simultaneously,..;iththe output of either the within minutes of the actual operation. . centerline cameras or the island camera. Landing a jet with a touchdown speed ofloVFK., A manned camera, located on the island 130 knots on a pjtching deck is a demand structure approximately 40 feet above the flight task foir the pilots despite the improved 4ed deck, picks up the aircraft as it passes over the decks and optical landing system of mode centerline cameras, "zooms in" for a closeup,' carriers.Installation of the PLAT system on and follows the arresting wire back to its battery carriershas .resulted fewer incorrect ap- position to determine which of the fotir, wires proaches, quicker assimilation of landing tech:" was engaged. If the aircraft bolters, theCamera- niques bypilots, and ,provided indisputable man follows it as it departs the ship. Theisland accident investigation evidence. PLAT's value in camera is also used to pick up launches, provid- the possible, saving of pilot's lives cannot be ing the ship's combacinformation center with estimated in 'Monetary terms. It-is derhonstrably .immediate takeoff information and permitting evident, however, tic; cost Of 'the PLAT all ready rooms to keep direct contact with deck: system is minor to replacement Of even one Operations. . . aircraft. =.4-3The video tape recorder, located in the PLAT ,,control4v. room, records One video signal and fwo -audio signals on a standard 90-minute reel of video tape 2 inches wide. As the tape requires no processing, the recording can be played back OPERATION immediately. Later it can be erased and the tape used again to capture the next landing opera- Essentially, PLAT is four television cameras in tion. One of the two audio channels records different locations aboard an aircraftcarrier, .conversation between landing operation person- connected to a, closed circuittele,iision system nel and the pilot. The second is a "cue" track mcorporating,a video tapeinstallation to record which can be used for additional commentary and play back landing information. during pilots' debriefing or for accident analysis. Two unmanned cameras, each fittedwith a An integrated system of picture monitors (TV relay lens, and mirror assembly, aremounted. on sets)keepscarriercontrol and information vertical rails approximately 50 feet apart'under centers in constant toUcli with each step of the flight deck (landing area) centerline.Adjust- landing or.. takeoff. A monitor in theOmbat able crosshairs with variable illumination are informatiOn center, for example, lets bel deck positionedinthe center of the relaylens technicians actually see aircraft approach well Mirrors on top of each relay lens look through as 'f,readiton a conventional radaricreen. wmdows mounted in the flightdeck', and are ,Landing operation , personi4 cross-cheeT the stabilized with signals generated by the Fresnel `physicals! landing with -the monitor Victure Lens Optical Landing System; while movement of the attested aircraft to A horizon taftrosshair, boresighted,long the forward areas can also ,be plotted from the s e glide slope, identifies the "on course" glide path. stiven. Readyroom monitors allpw pelsor iel A vertical crosshair is alined to Coincide with the not involvedin the operation to evaluate a centerline of the\angled deck. As the pilot sights .pilot'sgeneralperformanceorreactionto the optical landing systerh and follows it down, specific-emergencies. theaircraftispicked by the centerline cam&as.The aircraft's lineup with the crosshairs After a missioniscomple ed, pilots and displayed on the ship's monitor screens coin- landing operatiOn personnel canatch a thinute- cides with the pilot's optical landing system by-minute playback of the entiret landing opera- alinement. tion. Errors in judgment or procedure -tan be S 195 AVIATION BOATSWAIN'S MATE E I & C pointed out while the operation" is still fresh. can be used to help train new pilots long before Details impossible to remember are re-created in theirfirstcarrier landing is ever attempted. their entirety on tape to lend authoritative These tapes can also beKinvaluable for training reference to the hasty and often cryptic notes new personnel who have never seen aircraft made during the operation. Later the same tape making actual carrier armaments.

11.

.r196 CHAPTER 8 SPECIAL TESTS AND TESTPROCEDURES

TESTING HYDRAULIC FLUID For catapult hydraulic fluid 'analysis,a 1- quart sample is removed from each gravity, tank Catapulthydraulicfluidisa water-base IMMEDIATELY after launching operations and synthetic fluid. The fluid is 50 percent water, placed in a clean plastic bottle. The identified which provides its fire resistance. The remaining samples are sent to the materials laboratory at 50 percentis made .up Of a water soluble the nearest shipyard, naval air station, naval polymer which increases the viscosity of the operating base, or naval air rework facility for water, a freezing point depressant, and selected determination of: additives that provide lubrication an& protect \ 1. Viscosity in Saybolt Seconds at 100° F. against' corrosibn. 2. pH number. With use, the water-base fluid loses water and 3. Percentage residual oil present by volume.{ other volatile inhibitors. Water losses, which are the Most pronounced,are indicated by an increase in fluid viscosity. Lo'ss of inhibitors is SHIPBOARD TESTING'OF . indicated by a change in the pH number of the HYDRAULIC FLUID fluid.(External contamination- also causes a -change in the pH number.) Nornial values for During an extended cruise, or when condi- De viscosity and pH number. of unused fluid tions are such that the facilities of an industrial are:*viscosity (fluid temperature)00° F) 190 to test laboratory cannot be used, analysis may be 210 Saybolt seconds;pH number 8.8 to 9.2. made on shipboard by the use of Saybolt The fluid is nontoxic and no special handling Viscometers. (These are available in the ship's procedures are necessary. Leakage or spillage can engineering department on all carriers.) be cleaned up easily with a wet cloth, or flushed down the drain with water. If the:catapult- 11. hydraulic fluid or any part of it is remoyed from the catapult for any reason, it must be placed in Viscosity clean containers and filtered with a fine metal screen before being returned to the system. When using the Saybolt Viscometer (fig. 8-1), NOTE. Do notuseagalvanizedscreen, viscosity is determined by noting the amount' of *fuller's earth, or similar earth type filter. time required, for a known amount of fluid, at a All activitig,s operating steam catapults are known temperature and head (initial height), to required to Piave the hydraulic fluid of each .flow through an orifice of a known across- catapult analyzed in accordance with the appli- sectional area. cable MRC's and during shipyard overhaul to To test the viscosity of the hydraulic fluid, determine if the viscosity and pH number are proceed as follows: within safe operating limits and to insure that 1. Placethe stopper (10, fig.8-1) in the residual oil is -within the tolerable limit. ff water bottom of the Saybolt Viscometer so that it will was added as a result of the viscosity analysis, trap air in the small chamber beneath the orifice the viscosity should again be checked to insure when the fluid sample is poured into the well that the proper amount of water was added. (9). This will prevent the flow of oil through the NOTE. Added water must be thoroughly outlet tube until the stopper is removed at the mixed into the, system prior to making the final beginning of the test. Be sure the stopper is not check. inserted far enough to touch* the orifice. Place 197 -AVIATION BOATSWAIN'S MATE E1 &-C .

.....5. . sample to remain in the viscometer well until it attains a temperature -of 100° F. Turn the well or table to agitate the fluid andulaintairfan even temperature. 4. Using the drawoff pipette (1), carefully- remove fluid from the enlarged area (gallery)\ around the top or the well until the well is exactly full. This will provide the correct head 1 and volume to begin the test. 5. Place aflask (11) beneath the proper orifice. Prepare 6 start the timer (3) andremove the stopper (10)-simultaneously. 6., Note the temperature on the thermometer, 0 - (5). When fluid and-bath temperature have been , held at 100°F for 1 minute, remove the stopper and start the timeatthe same instant:\ 1 1. Drawoff pipette: 7. Whet) fluidhat, tiledic. the flask 0 2. Well cleaner. to the 3. Timer. height of the etched ma near thetop, stop the 4. Immersion heater ON-OFF.switch. timer and note the exact elapsed time. Allow the 5. Thermometer. remainder of 'the fluid to flow through intothe 6. Neon bulb. flask. (The timer reading is in SayboltSeconds 7. Immersion heater power cord. Universal (SSU), anda normal reading is 190 to a Immersion heater. 210,SSU.) 9. Well. 10. Stopper. 8. At the completion Of thetest, clean the 11. Flask. Saybolt Visconieter thoroughly, and carefully by 12. .Thermometer "and guard. first removing the orifice from the bottom of, 1 13. Strainer. the well (using the special T-wrerich provided) and then cleaning the well with the special well cleaner (2). (To prevent scarring the sides;use AB.426 only the cleaner provided.) . Figure 8-1.Saybolt Viscometer. When the viscosity becomes 235 Saybolt Seconds- or greater, 'add distilledor de-ionized (boiler 'feed) .water in accordance with 'the WATER ADD CHART. (See table 8-1..)Water of the instrument as level as the motion of the ship - potable quality from the ship's distilling plants is -will permit. acceptable. Viscosity less than 190 SSU indi- 2. Plug in the power cord (7) and turnon the cates either excessive water additionor water 'switch (4)tostartthe electrical immersion leakage into the S'ystein. If the latter condition heaters (8). The heaters will go on and off exists,the cause, should be determined and automaticallYtomaintaintemperature. The repaired. If 'analysis reveals the viscosityto be as neon bulb (6) at the top of the viscometeris low as 1,70 SSU, immediate steps must be taken used to indicate this cycling: to discard and replace the fluid.

3. Pour a volume of the fluid sample . through . a strainer (13) into the well of the viscometer; CAUTION: Do.not use tap water from shore - Insert -abath thermometer (12) into the vis- installationsto reduce the viscosity number; cometer to test the temperature of the bath such water isnot sufficiently pure .for this surrounding thehydraulicfluid.Allow the Purpose.

198,

1 Chapter 8SPECIAL TESTS AND TEST PROCEDURES

, , Table 8-1.Water add chart . systemorintoclean drums for temporary storage. Saybolt seconds Gallons to be added 3. Drain the fluid and its oil from the gravity universal at per 109 gal of catapult tank tato containers by opening the petcock on I bo° -F-- hydraulic fluid the, 'bottom of' the liquidlevelgage or by removing the gage glass. 4. SlOwly increase the level of the fluid in the . 235 , 4.5 , ,240 5'2 tantcsr to permit removal of any oil trapped 245 5.9 below the exit port, . 5. Add sufficient clean fluid- to'the systemto' 250. 6.6 ., 255 7.3 make up for the Mid drained as above. 260 8.0 265 - 8.7 QUANTITATIVE AND .. QUALITATIVE ANALYSIS TH Number Allvessels andactivities operating steam If a fluid sample test shows a pH number less, catapults must submit fluid samples in accord- than 8.8 or greater than 9.2, the Naval Air ,ance with the applicable MRC's andinimediatery Engineering Center (Ship Installation) must be prior" to a shipyard overhaul. Each sample must notified immediately by message, with a copy to be placed in a clean plastic container, packedin thvcogilizant Type Commander. In addition to a carton, and sent to E. F.Houghton and Co., the message notification, a1 -quart sample must 303 ,West 'Lehigh Ave., Philadelphia, Pa., marked be forwarded to NAEC (SI). The fluid sample Attention: Control Laboratory. The information must. be clearly identified, and the information shown infigure8-2 must accompany each shown in figure 8-2 must accompany the sample. *sample. Mark the outsid$ of the shipping carton No corrective action is to, be taken if the pH "CATAPULT HYDRAULIC FLUID SAMPLE number is outside the_limits unless spetified by (FIRE RESISTANT)." Do not use a red label. NAEC after laboratory analysis of the sample. * RESIDUAL OIL NONDESTRUCTIVE TESTING OF METALS To -make a residual' oil -test, poiir some of the fluid sample into a transparent graduated cylin- It is highly important that all metallic parts of der, or any convenient straight-sided clear re- a catapult or arresting gear machinebe free of ceptacle. Allow the sampleto stand inthe corrosion, cracks, and other, defects that might receptacle for a minimum of 8 hours. Measure cause failure during operations.Several methodt, the height of any oil that appears on top of the of nondestructive testing of metallic parts are in fluid. Compute percent by volume. Note oil in use for -detecting flaws that are invisible tothe excess of 1 percent. naked eye. Wo of these methods the dye When the residual oil exceeds 1 percent by penetrant and magnetic particle -are.discussed in volume, remove some of the oil as follows: the following paragraphs: .1. Completelyfillthe gravity tanks with fluid. Allow the fluid to settle for a minimum of DYE PENETRATION DIRECTION 8 houis to permit residual oil to rise to the surface. NOTE. Increasing the length of settling Dye p"Lietranl inspection is a nondestructive time will permit .better separation' of oil and test for defects open to the surface inParts fluid. made 'of any nonporous material. In addition to 2. After the oil has separated,lowly drop being Used on all nonmagn,etic metals, it may be the level of the fluid in the gravity tanks .to used with equal ess on ceramics, plastics, within 2 inches of thellgttom of the liquid level molded tuner, powpow ered metal products, or gage, eith-et by pumping fluid back into the glass. 4 f99 1 A0 1 !-

Al " AVIATION BOATSWAIN'SMATE E I &

CATAPULT; HYDRAULIC FLUID

HISTORY REPORT

Vessel or Unit

Catapult, Number

, SampleRemoved FrOs' / GRA vi rP i ay SacOe Number . Air, 4 Date Sample Removed - 3/.. I/ -.? 1 'System Capacity, / 0o_ Dute:Aait Complete Fluid 3/3+0/7/ Replacement -.9. 4., W$-ter Added;'(Gal/Date) &,4,4

rIF°

(' Flui d AddecGal/Date) /1/oxi.-

Tolal,,Launchts Sitice-Comilete 3a/ Repl ement A Reason foAnalysis (pledbe Check (x) one.40.444L,

Periodic 9Month test 0 pH outside acceptable limits

0 Pre-overhaul test 0 Seawater Contamination 4 'ROTS: Haik outside of shipping container"CATAPULT HYDRAULIC FLUID SAMPLE (FIRE RESISTANT)". e Do not Use red label.

,

AB.427 Figure 8.2.4atepulthAlraulle flitidhistorY repOri .41

tr 6 200 - Chapter 8 SPECIAL TESTS `AND TEST PROCEDURES

Dye penetrant inspection detects such defects fluorescent dye penetrant. However,'variations as' surface cracks, porosity, and through leaks.. Of the basic types further divide the processes These defects maybe caused by fatigue crack's, into seven types. The seledtion of the process to shrinkage cracks, shrinkage porosity, cold shuts be used depends on thesensitivity required, the (a portion of the surface:of a forging that is number of parts to be Inspected, thesurface separated; in part, from theziain body of metal condition of The part, the configuration of the by oxide or a discontinuityrat appeSrs the,part, the effect of penetrant chemicals on surface of cast metal as a result of t material or system beinginspected, and the of liquid meeting and failing to unit availability of water, electricity, compressed air, and heat-treat cracks, seams; forgih , 'd and suitable area for inspection. bursts. Also important is lack of bond between The seven types of processes are discussed in joined metals. detail in Chapter 3 of ABE 3 & 2,,NavTra , The main disadvantage of the dye penetrant 10302-C. . inspect-low is that the defect must be open to the surfacefir the penetrant to get into the defect. MAGNETICPARTICLE1NSPECTION" For this reason, if the part in question is made , . of a magnetic material, use of the magnetic Magnetic particle inspection is a rapidnon"- particle inspection is generally recommended. destructive means of detecting discontinuities in Success of the dye penetrant inspection de- parts made of magnetic Materials, such asiron pends upon' a penetrating liquid 'entering the and steel. These discontinuities may havebeen surface opening and remaining inthat opening, put into the,parts or metal duringfabrication or' making it clearly visible to the operator..The processing, or may have been formed by actual , penetrant used in .this process consists of a use. They may be at or near thesurface ando-nay solvent base to which a visible dye has been be shallow or extremely .deep. If theinspection added. This dye penetrant is 'abrilliant red, process iis performed correctly,the usefulness of visible undeltdifilry light after- the necessary the part will not be affectedby' the inspection processing.. and all harmful discontinuities will be revealed. The materials used inthe dye penetrant If, however, the principles of the Method are not inspection are available in Aliation Supply stock clearly understood by the operator, and un- in the form of a kit. Included in the kit are two sound' methods are used, then some discontin- spraycans of dye penetrant, dye remover- uities may nOt be detected and defective parts emulsifier, and developer. For replenishment may be accepted which could fail in use,causing ' purposes, these materials are also -availableas loss of equipment and personnel. individual items. . . It is, therefore, vitally important that every Briefly, the steps to be taken when perform- operator, inspector, and supervisorknOw the ing a dye penetrant inspection are: principles of magnetic pirticle -inspection and 1. Thoroughly clean the metal surface. hov; to apply these principles to specific inspec- 2.. Apply the penetrant. tipn problems. . . 3. Remove excess penetrant withremover- -In rapidly rotating, reciprocating, vibrating, emulsifier. ...and other highly stressed parts, small defects" 4. Dry the 'part. often develop' toa point that theycause 5. Apply the developer. complete failure of the part. Magneticparticle 6. Allow sufficient, time for the developer to inspection has proved extremely reliable for the Indicate the penetrant in cracks of .the metal rapid detection of such defects on ornear' the surface. surface'. In using this meth; of inspection, the si dicated, and -the 1---' 7.-Inspect and interpret results. 7 location of the defect is. approximate size and shapee outlined. Types of Processes The inspection process consists 'of magnetiz- ) . ing the part and then applying- ferromagnetic There are two basic processes of penetrant particles' tothesurfaceof thepart. ,If a inspection -the visible typepenetrant and the discoiltinuity is present', the, magnetic lines of ( '2b1 AVIATION BOATSWAIN'S MATEE 1 & C force will be disturbed and opposite. poles will: exist on either side of the discontinuity..The magnetized particles thus forma pattern in the magnetic field between the opposite poles..This _pattern, known as an "indication,,assumes the '.approximate shape of the surface Projection of the discontinuity. Theferromagneticparticles(indicating medium)may be held in suspension in a liquid that is 'flushed over the part, the 'partmay be Immersed in the liquid, or the particles, in dry A8,431 pOwder form, may be dustedover the surface of Figure 83.-LFlux Lakage at transverse discontinuity. the part. NOTE: 'A discontinuity may be definedas an interruption in the normal physical structureor configuration of a part such-as a crack, forging lap, seam, inclusion, porosity, and the like. A. discontinuity may or may' not affect theuseful- nesS of a part. ti Development of Indications

Wh'en.a discontinuity ina magnetized material '; is open to theturface anda magnetic substance in .the fOrm of an indicating medium is available on the surface, otihe flux leakage at the discontin-- uity tends, to form the indicating medium into a A8.432 path of higher permeability. (Permeability isa Figure 8-4.Flux Idakage at longitudinal discontinuity. term used to refer to the ease with whicha , - magnetic fluxcan be established in a given magnetic circuit.) Because of magnetism in the' partend the adherence of the magnetic particles -Cracks, lap's; seams, cold shuts, inclusions,splits, to each other, the indication remainson the tears; pipes, and voids. tall thesemay affect the surface of the 'part, in the form ofan approxi- realiability of parts in service. mate outline.of the discontinuity thatis im- *Cracks, splits, burst, tears,seams, voids, and +nediately below it. pipes are formed byan actual parting or rupture The same action takes place whenthe discon- of the solid metal. Cold shuts and lapsare folds tinuity, is not open to thesurface; butsince the that have, been formed in the metal, interrupting amount of flux leakage is less,, fewer particlesare itt con tinn4Si. held in place anda fainter and less sharply Ingiulionsareforeign material formed by defined indication is obtained. impurities in the metal during the Metalproces- If the discontinuity isvery far below the sing stages. They may consist, for example,of surface,there may be no °flux leakage and bits of furnace lining pickedup during the therefore no Indication on the surface. Theflux melting of the basic metal,or of 'Other foreign leakage at a transverse discontmuityis shown in constituents. Inclusions interrupt the cOn.tinuity figure 8-3. The flux leakav ata longitudinal of the metal because their piesenceprevents the discontinuity is shown in figlfre 8-4. joining or welding of adjacent.faces of the metal. Types of Discontinuities Disclosed Preparation of Parts for Testing

The following types of discontinuities'are .All parts must be- cleaned ofgrease, oil, and normally detected by the magnetic particle test: dirt before they are tested. Cleaning isimportant 202 - Chapter 8SPECIAL TESTS 4ND TEST PROCEDURES A

since.agnetic particles may adhere' to any grease, or other foreign material presentand (A) LONGITUDINAL MAGNETIZATION thereby produce nonreleVant indications. Grease orforeignmaterialinsufficient amount over a discontinuity Tayalso prevent e formation of a pattern atthe discontinuity. Evenifthe wet method isused, itis not adyisable to depend upon the magnetic particle suspension. to clean the part. Cleaning.by the suspension.will.not be .thorough, and the foreign materials removed from the part willcontami- effectiveness. nate the suspension and reduce its ATTRACT ON OF PARTICLES AT In the dry procedure,, thorough cleaning is .DEFECTS necessary as greaie or other foreign material will , hold the magnetic powder, causing nonrelevant (B). CIRCULAR MAGNETIZATION indications and making it impossible toy evenly distribute the indicating medium over .the_sur- k1\ , kkkj% I; pp . . . \IONytM face of the part.. \I\\ All small openings and, oil holes leadingtO \s0 3,i11141111)/0 110010111111. obscure passages' or cavities should be plugged 111 withparaffinor other suitablenonabrasiVe - materiat Primers, paints, entmelS, and similar non- metallic coatings, as well as- coatings of cad- mium, copper, tin, and zinc, do not interfere ATTRACTION OF PARTICLES AT with the satisfactory pei'formance of magnetic DEFECTS particle ffispection, unless the coatings are un- usually 'heavy,orthe. discontinuities be detected are unusually small.' AB.433 Chromium and nickel plating will not general- Figure 8-b.Effect of direction of flux on stroll-oh of indication.' , ly interferewith the formation of indications of cracks open to the surface of the base metal, but , . will prevent the formation of indications'bf fine EFFECT OZe FLUX DENSITY.The effec- discontinuities, such as inclusions. Because it is tiveness of the magnetic particle inspection also more strongly. magnetic, nickel platingis more depends on the flux density or field strength effective than chromium plating in preyenting that exists at the surface of the part when the the forination of indications. indicafin4- mediumisapplied. As theflux 'Magnetization density in thepxrt is increased, the sensitivity of the test increased because of the greater flux EFFECT OF DIRECTION OF FLUX(LINES leakages .at discontiniiities and the resulting OF FORCE). In order to locate a defect in a irnprOved,, formation of magnetic particle pai- part, itis essential that the magnetic lines of tirnS, force pass approximately perpendicular tothe Excessively high flux densities, however, may defect.Itisthereforenecessaryto induce' form nonrelevant indications; for example, pat-- magnetic flux in more than one 4ftectionsince teirns of 'the grain-flow in the material. These, defects are likely to exist at any angle to the indicationswilltend.to_ friterfere .with the major a)isof thepart.This requirei two dete9tion of patterns resifting from significant separate magnetizing operationreferred to as discontinuities. It is therefore necessary to use a circular magnetization and longitudinalmagneti- field strength high enough to reveal all possible " zation. The effect. of directionof flux is illu- harmful diScontinuities, but not strong enough strated in figure.8-5. to roduce confusing nonreleyant indications. ..203 r 2rA

r ,.AVIATiON BOATSWAIN'S MATE E I &C

gAQNETIZINGMETHQDS.-When a part is features of indications are shape, buildup, width, magnetized, the field-strength in thepart in- and sharpness of outline.. These characteristics, creases to a maximum for the particularmag- in gerietal, are more valuable in distinguishing netizing force and remains at this, maximum as between types of discontinuities thaninde- long as the magnetizing force is maintained. termining their severity. .However, careful obser- When the magnetizing force is removed, the vation, of the character of the magnetic particle field strength decreases tqa lower residual value, patterresh'ould alWays be included in thecom- depending on the magnetic properties ofthe plete evaluation of the significance ofan indi- materialandthe 'shapeof the- part> These eated discontinuity. magnetic characteristics determine whether, the The most readily'distinguished indicationsare continuous or- residual method is used inmag7 those. produced. by cracks open to the surface. netizing the part. Thesediscontinuitiesincludefatigue cracks, In the continuous inspection method, thepart heat-treat cracks., shrink cracks in welds and is magnetized and the indicating mediumapplied castingsz and grindinf cracks. while the magnetizing force is maintained.The FATIGUE CRACKS give sharp, >clear pat- available flux density in the part Is thusat a terns, generally uniform and unbroken through- Maximum The maximum value offlux depends out their.' length and with good bdildup. They directly upon the magnetizing force and the are ofterfiaiged. in appearance as compared with permeability of the material of which thepart is the straigift indications of a seam andmay also made. change' directionslightly' inlocalizedareas. The continuous. method provides greatersen- Figure 8-6 illustrates a fatigue crack ina gear. sitivity than the residual procedure, particularly Fatigue cracks are found in parts that have In locating subsurface ,discontinuities, andmay beer? inosetvice,_ butare never found, in new be used in practicallyall 4citcular and Jongi- partethey are usually in the reas tridinal magnetization piocdiures. Thehighly of the 'part, of Where a stressconcent n- critical nature of catapult and wresting 'gear existsfor some reason.Itis' important -to parts 'andassemblies andthenlecessity for recognize, that even a small fatigue crack indi- subsurface inspection inmany applications have cates positively that failure of the mvolved part. restflted in the:continuatis methodbeing more is in progress. widely used by ABE's. GRINDING CRACKS are fine and sharp, but Inasmuch as the continuous procedure will seldom have, a buildup, because of their limited reveal more nonsignificant discontinuitiesthan depth. They vary from single line indications to the residual procedure, careful and intelligent, a heavy network of lines and are generally interpretation and evaluation of discontinuities, related tthe direction of (grinding. For ex- revealed by this procedureare necessary. t ample, th- crack usually begins and continues at The residual: ifivection procedure involves right angleto the motion of a grinding wheel, magnetization of the part and application ofthe giving a r.er symmetrical pattern. Indications indicating medium after magnetizing forcehas of grinding cracks can frequently be identified been removed: This procedure relieson the, by means o this relation. residual or permanent magnetism inthe part and., Indicatio s of ,seams are usually straight, is more practical then the continuous procedure sharp, and e. They are often intermittent and 1' when magnetization is accomplished by flexible sometimes h ve very little buildup. coils wrapped around the parr.. In general, the residual procedure is used only. Magnetizing quipment with steels which have been heat treated for stressed applications. S STANDA D GENERAL-PURPOSE UNIT.- IDENTIFICATION OF INDICATIONS.-The A standardeneral-purpose magnetizing unit is correct identification of indications is extremely -used extensi ely at naval, air activities. This unit important, but Ts sometimes difficult to make provides d'ct current, for we continuous or from observation of the appearance of the residual ma etiiation procedures. Either circu- indications alone The principal distinguishing lar or longitudinal magnetizationmay be used, 204 Chapter 8SPECIAL TESTS AND TEST PROCEDURES The strength of the magtiiing current is controlled by an 8-point tap stitch, and the length of time for Which it is applied isregulated by an automatic cutoff. , This portable unit also serves as a demagnetiz- er and supplies high- amperage,low-voltage, al- ternating current for .this purpose.or demag- netization,thealternating 'currentis-- passed through the part and gradually reduced by means of a current reducer.

Magnetizing Materials LIQUID VEHICLE FOR WET SUSPEN- SION.The liquidvehicleusedinthe wet procedure provides the mobility for the sus- pended magnetic particles. Although most any liquidof a viscosity approximating that of kerosene may be used when making the mag- netic particle inspection test, the MILspecifica- tion covering magnetic particle inspection re- quires that the' liquid be a drycleaning solvent, a lightoil such as kerosehe, or an acceptable equivalent. INDICATING .MEDIUMS.The various types' AB.434 of indicating mediums available for magnetic Figure 8-6.Fatigue crack in a gear. parficle inspection may be divided into two general typeswet process materials and dry process materials. The basic requirement for any and it may, be powered withrectified alternating indicating medium is that it produce acceptable current as well as. direct current. indica/ions of discontinuities in parts. tir GENERAL-PURPOSE PORTABLE UNIT.It The contrast' proVided by a particular indi- isoften necessary to perform the magnetic cating medium on the background or part particle inspection at locations where the stand- surfaceisparticularly' important. The colors ard general-purpose unit is not available. The most extensively used are black and redfor the general purpose portable equipment which sup- wet procedure; and black, red, and grayfor the plies both alternating-current and direct-current dry piocedure. magnetization is suitable for this purpOse. Foracceptableoperation,theindicating This unit is only a source-of Magnetizing and medium must be of high permeability and low demagnetizing current and does not provide a retentivity. High permeability insures that a means of supporting the -work or applyingthe minimum .of magnetic energy will be required to suspension. It operates on ,`200-volt, 60-hertz attract the matehal to flux leakagecaused by alternating current and contains a rectifier for discontinuities. Low retentivity insures that the producing direct current when required. mobility of the magnetic particles will not be The magnetizing current is. supplied through, hindered, that is, the particles themselves, will the two flexible cables as shown in figure 8-7. not become magnetized and attract oneanother. the cable terminals may be fitted with probel, It is important that new magnetic substance or .with contact clamps. Circularmagnetization always be used in preparing suspensionsWhen may be developed by using either theprobes` or the suspension becomes discolored or otherwise clamps. Longitudinal magnetization is developed contaminated to the extent that the formation by wrapping the cable around the part. of magnetic pai-ticle patterns is interfered with,

205 I AVIATION BOATSWAIN'SMATE E I & C 4

J

40.

ENGINE CYLINDER

PORTABLE UAGNAFLUXUNIT

A11436 Figure 8- 7. Applying probes toa Cylinder.

the unit should be drained, cleaned,and refilled tumbled or rotated in various with clean suspension*. directions. Allow- ing a part to reinain in theenergized'demag- netizeraccomplishesverylittlepractical Demagnetization demagnetizations .The effective operation in the demagnetizing NECESSITY FOR DEMAGNETIZATION. procedure'is that of slowlymoving the part out' Parts of operating -mechanismsmust be demag- of the coil and away from the netizedtoprevent magnetized magnetizing field. partsfrom As the part is withdrawn, itshould be kept attracting filings, grindings,or chips inadvert- ently directly opposite the opening untilit is l or 2 leftinthe system, or steelparticles felt from the, demagnetizer. resulting from operational wear. An accumula- The demagnetizing current shouldnever be tion of-such particles ona magnetized pail may cut off until the part is .sause scoring of bearings or other working I. or 2 feet from the parts. opening'kherwise the part willmost likely be STANDARD DEMAGNETIZINGPRAC- remagnetized. TICE.The simplest procedure for developing a PORTABLE -ELECTROMAGNETTYPE- reversing and gradually decreasing'magnetizing fdrce in a part involves the DEMAGNETIZER. A portableelectromagnet use of a solenoid type, demagnetizer -is shown infigure 8-8. It energized by alternating current.As the part is consists of a flat slab electromagnet, moved aw wound in from- the alternating field of the the long direction. The faces of theexposed pole solenoi,he magnetism in the part gradually ends are rounded to permit decre access into localized es. areas, such as holes or corners. Parts that do not readily lose they magnetism The demagnetizer producesan external alter- should be passed slowly in andout of the nating field when excited 'derilagnetizer several times, and by alternating cur- at the same time rent. When itis slowly movedaway from the

206 Chapter 8SPECIAL TESTSAND TEST PROCEDURES . , needed to handle the 'equipment; one to hold the probes while the other brushes on Magnaflux fluid. The cylinders are tested as follows: 1. Remove thecylinderplugs from plug holes; using a wrench. . WARNING:- NEVER use an acetylene torch or other' means of applyinglocal heat on the cylinders to facilitate the insertion or removalof any plug. 2. Abrade and clean the surfaces *about the hole areas to insure clean, positive probe con- tact. 3. Grasp a probe firmly in each hand and apply probes sinniltateouslYto the cylinder periphtt. The shauld be 6 to 8 inches frome.edge of the.hole and 180 degrees apart before the current is turned ON, as shown in figure 8-9. WARNING: Do not apply probes to cylin- ders after the current is turned ON because this will cause arcing of the probes and produce hard spots in the cylinder. 4. Apply 800 amperes minimum magnetizing current. AB.435 5. While currentisturned ON, brush on 44-ura 8.8. Hand type dernpgnetizer. Magnafldx fluid around the cylirider hole areas being tested as shown in figure .. NOTE: Fluid must be flowing when current part, it de-magnetizes the adjacent area inthe is ON. usual;manner. 6. Visually inspect 'the cylinder hole areas for This tclol is convenient for use on localized sub-surface cracks, as shown in figure 8-10 areas difficult to demagnetizeby the standard 7. Repeat steps (1) through (6) for each procedure. It requires a power source of about 3 45-degree application of the probes about each amperes and 100 volts at 60hertz, and may thus cylinder hole being tested. (See fig. 8-11.) be pluked into most lighting circuits. Indications' as shown in figure 8-10 Would be cause for immediate cylinder replacement. Inspectgg Arresting of" Engine Cyjindef HARDNESS TESTING .

. During 'the overhaul of an arresting engine, Hardness testing is a method of determining -the cylinder drain plugholes and vent holes are the results of heat treatment as well as the state subjected )to a magnetic particle inspection to of a metal prior to heat treatment. Since detejmine if there fare any cracks, hard spots, or hardness values can be tied In with tensile 1:other deects. An, ,defetts fognd are sufficient strength values and, 'in part, with wear resist- cabse-te-iejest-tbie.eylinder. ance, hardness tests are an invaluable check.on This inspection procedure requiret the use of heat-treat control and of material properties -,a portable Magnaflux unithaving two cables, Practicallyall hardness testing equipments utilize the resistance to penetration as a measure ,.each equippedwith a lead sheathed probe .approxinptely 4 inches long and 1 inch in of hardness. Included among the better known dianieter (See.fig. 8-7.) At least two persons are hardness testers are the Brinell and Rockwell,

207 -2,1 AVIATION BCIPTSWAIN'SMATE E I& C

ENGINE CYLINDER r

PORTABLE MAGNAFLUX UNIT

... , A8.437 Figure 8.9.Applying Magnaflux to cylinder.

ENGINE CYLINDER

PORTABLE MAGNAFLUX UNIT

A8.438 Figure 8- 10. Indication; of subsurface cracki.

208 AOs A -1.1. Chapter 8SPECIAL TESTS AND TEST PROCEDURES

PRESSURE ENGINE CYLINDER GAGE

11YDRfiU6C ACTUATING UNIT 6708 INCHES

HOLE

AVER FOR BUILDING UP HYDRAULIC ,PRESSURE

PENETRATOR, a AB.439 , Figure 811. Locating probes about cylinder hole, ELEVATING SCREW

both of which are described and illustrated in this section. Also included , are two popular MICROSCOPE portable type hardness .testers being used by many operating activities

BRINELL TESTER The Brinell tester (fig. 8-12) uses ahardened spherical ball, la millimetek,(0.3937 inch) in diameter, which is forced into the surface of the metal. A pressure of 3,000 kilograms maintained for at least 10 seconds is used for ferrous metals, A8.440 and 500 kilograms maintained for at least 30 Figure 8- 12. Brinell hardness tester. secondsfor nonferrous metals. The loadis applied by maans of hydraulic pressure built up by a hand pump or an electric motor, depending on the model of tester. Includedwith the tester is a pressure gage to indicate the amount of' In order to determine the Brinell hardness pressure, h release 'mechanism forrelieving the , number for a metal, first measure the diameter pressure after the test has been made, and a .of the impression. Figtire .8-13 illustrates~ an calibrated nlicroscope for measuring the dia- impressionas seen _thrOugh the microscope meter of the impression in, millimeters. The After measuring the dianTeter of the impression. machine has various-shaped anvils for supporting copvert the measurement into the Brinell hard- the specimen and an elevating screw for bringing ness number utilizing the conversion table furn- the specimen in, contact with the ball penetrator. iihed with the tester. A !portion of the conver- Also included are attachmenti for special tests. sion table is shown in table 8-2.

. 20'9 ?M4

A AVIATION BOATSWAIN'SMATE E I & C

Table 8-2.Portion of conarsion.table furnisAed with the diameter of the impression, the Rockwell Brinell tester , tester measures the depth, and the hardness is indicateddirectly on a dial attached to the , . machine. The shallower. the penetration, the Vs higher the hardness number. Diameter . Hardness- of -ball number Two types of penetrators are used with the impression for load of Rockwell tester, one being a diamondcone, the. . other a hardened steel, ball. The load .which (mm) kg . forces the penetrator into the metal is called the major thad and is measured kilograms. The 500 3000 results of each penetrator and load combination 2.0 155. 945 are reported on separate scales, designated by letters. The penetrator, the major load', and the 2.95 1/11 150 899 . scale vary with the kind of metal being tested. 2.10 -1.. 143 856 . For hardened steels, the diamond penetrator 2.15 136 817 is used, the major load is 150 kilograms, and the hardnessisread on the C scale. When this ,° 2.20 130 780 reading is recorded, the letter C must precede 2.25 124 , '745. thenumber- indicated by the pointer. The 2.30 119 C-scale setup is used for testing,metalTranging in 712 hardness of C-20 to the hardest steel (usually 2.35 114 682 about C-70). If the metal is softer than C-20, the /.40 109 653 B-s.cale, setupisused. With this setup, the 2.45 100 1/16-inch ball is used as a penetrator, the major 627 load is .100 kilograms, and the hardness is read on the B In addition to the C arid B scales, thereare other setupsfor specialtesting. The scales, penetratkors, major loads, and dial numbers to be read are listed in table &3. The dial numbers in the outer circle are black, and the inner numbers are red. The Rockwell tester is equipped with a weight pan, and two weights are supplied with the machine. One weight is marked in red; the other is marked in black. With no weight in the weight pan, the machine applies a- major load of 60 kilograms. If the scale setup calls fora 100 - kilogram load, place the red weight in thepan. For a 150-kilogram load, add thejblack weightto N.( AB.441 the red weight. The black weight is 'always used Figure 8-13.Impression as seen throbgh the in conjunction with thered weight, it is.never Brinell microscope. used alone. It Practically all testing is done with either the B-scale- setup or the C-scale setup. For these scales, the colors may be used asa guide in ROCKWELf. TESTER selecting the weight (or weights) and in reading the dial. For the B-scale test, use the red weight The Rockwell hardnesstester(fig.8-14) and read the red numbers. For a C-scale test, add measures the resistance to penetrationas does the black weight to the red weight and read the the Brinell tester; however, instead ofmeasuring black numbers.

219 ?lc Chapter 8SPECIAL TESTS AND TEST PROCEDURES such error, grind a small flat on the curved surface if possible.

RIEHLE TESTER

The Riehle tester is a portable unit, designed for making tests comparable *-to those of the Rockwell bench type machine. The instrument is quite universal in.its application, being readily adjustable to a wide range of sizes and shapes which would be difficult, or impossible, to test on a bench type`tester. Figure 8-15 shows the general_ arrangement and identifies the various components of the tester. It may be noted that the adjusting screws AB.442 (4) and the penetration indicator (12) are set Figure 8-14.Rockwell hardness tester. back some -distance ,from the penetrator enclof4 the clamps. This makes it practicable to use the tester on either the outside or inside surface of tubing as well as on many other applications In setting up the Rockwell machine, use the where the clearance above the penetrator. or diamond penetrator for testing materials which. below the anvil is limited. The indicator brackets are known to be hard. If in .doubt, try the are arranged, so that it is possible to turn the diamond, since the steel ball may be deformed if indicators to any angle for greater convenience used for testing hard materials. If the metal tests in a specific application, or to facilitate its use below C-22, then change to the steel ball. by a left-handed operator. Adjustment of the Use the steel ball for all soft materials- those lower clamp is made by the small knurled knob testing lesi than B-100. Should an overlap occur beloW the clamp. The larger diameter knob, at the top of the B scale and the bottom of the extending through the slot in the side of the C scale, use the. C-seale setup.' clamp, is used for actual clamping. Before the major loadis applied, the test Each Riehle tester is supplied with a diamond specimen must be securely locked in place to penetrator and a-1/16-inch ball penetrator. The prevent slipping and to properly seat fhe anvil ball penetrator, should not be used on materials and penetrator. To ,do' this, apply a load of 10 hander than B-100, ndr oil, a load heavier than kilograms before tripping the lever. This prelimi- 100 kilograms. This is to avoid the danger of nary load is called the minor load. The minor flattening the ball. - load is 10 kilograms regardless of the scald setup. The diamond penetrator,.when .used with a When the machine is set up properly. it'auto- 150- kilogram load, may be used on materials matically applies the 10-kilogram load from. the hardest down to those giving a reading The metal to be tested in the Rockwell' tester of C-20. must be ground smooth on two opposite sides When the hardness of a material is completely and be free of scratches and foreign matter. The unknown to the operator, it is advisable to take surface should be perpendicular to the axis of a preliminary reading on the A scale as a guide in penetration, and the two opposite ,ground sur- selecting the proper scale to be used. faces should beparallel.If the specimen is. tapered, the amount of error will deperidon the taper. A curved surface will also cause a slight Testing Procedure error in the hardness test. The amount of error depends on the curvaturethe smaller the radius The basic procedure in making a test with the of curvature,. the greater the error. To eliminate Riehle tester is as follows:

211 AVIATION BOATSWAIN'S MATEE C

Table 8-3.7-Standard liocicwellhardness scales which extend through the penetratoron either side ?.)f,the point are retained in the tester when the penetrator is removed.

. - To replace a penetrator, it must be turnedso that the flat side,faces the clamp Scale penetrator Major Dial screw, and the symbol road (kg) number locating pin on the penetrator is in linewith the slot provided to take thepin. The contact pins should be guided int() their 'respective boles A Diamond 60 - Black through the penetrator. With the penetritor in B 1/16-inch ball 100 Red place, it should then be clamped securely by turning the clamp screw. Before makingan ,..-.. G Diamond 150 Black actual test, one or two preliMinary tests should D-' Diamond 100 . Black be made to properly seat the penetrator. E 1/8-inch ball' 100. Red' BARtOL TESTER F 1/16-inch-ball 60 Red G , 1/16-inch bail 150 Red The Barcol tester (fig. 8-16) is d portable unit H -1/8-iKeh ball 60 Red designed for testing aluminpm alloys,copper, 4 briss, arid ,other relatively soft material's.Ap- K 1/8-inch bill 150, Red , proximate range of the tester 'is 25 to 100 Brinell. The unit caa be used in any position. and in any space that will allow for the operator's , hand. The hardnessisindicated on adial I Apply a minor load of kilograms. conveniently divided into 100 graduations. . 2. Set the penetration indicator to zero. The lower plunger guide and pointare ac- - 3. 'Apply a major load Oft 60, 1,00,or 150 curately ground so that attention need be given kilOgrams (depending on the scale),and then only to the proper position of the lower plunger '-reduce the load back to the initial 10-kilogram guidewithin the frame in order to obtain --. load. accurate operation when a point is replaced. ' 4 Read the hardness directly on thepenetra- The frame, into which the lower plunger `don indicator The hardness reading isbased on guide' and spring tensioned plungerare screwed, the measurement of the additionalincrement of holds the point in the proper position. Adjust- penetration produced' by appIyirifA major toad ment of the plunger upper guidenut, which after an initial penetration has been producedby regulates the spring tension, g made when the ")-- the minor load. Inreporting a hardness number, instrumentiscalibrated at the factory; the the number must be prefixed by the letter position of.this nut should not be changed. indicating the scale on which tie readingwas Tht leg is set for testing surfaces which permit obtained. the lower plunger guide and the leg plate,to be , c on the same plane. For testing rivets or other Removal and Replacement Of f.. raised objects, a.block may be placed under the Penetrator leg plate to raise to the same plane. For permanent testing of this type, the legcmay be The penetrator is retairfed in thetester by removed and washers inserted. The poirit should 'means of a small knurled clamp screw extending always be perpendicular to the surface being from- the end of the 'weigh' bar'To remove a tested. ^ -penetrator, ,there should be. at least 2or 3 inche,s bf space between the upper and lower clampsso that one hand can be placed underneaththe Testing Procedure upper clam.j),:to: catch the penetrator when it is -;--released. Two or turns of the clanip screw ..The den of the 3arcoi tester is such that Will release the penetrator. The twocontact pins operating experience is not necessary. Onlya 212 e- Chapter 8SPECIALItESTS AND TEST PROCEDURES

`o

Olh

1. Upper clamp. 7. Penetrator clamp screw. - 2. Lower clamp. ,.8; Weigh bar. '3. Anvil. 9. Loading screw. 4. Adjusting screws. 10. Grip. 5. Adjusting knob. 11. Load indicator. 6. Penetrator. 12.' PenetratOr indicator.

AB.443 Figure 8-15.Riehled:lortablehardness tester.

#

.lam M 213" .41e.

f AVIATIONBOATSWAIWS MATE E 1 & C To preIent damage to the point, avoid ilidfit or scraping whenit 'is. in contact with the material being. tested. "If the point should. be- come damaged, if must be replaced with a new one. No-atlempt shbuld be made- to grind the point. Each tester is supplied with a" test disc for checking the condition pf the point, To check the point, press the instrument down on the test disc. When; the downward pressure brings the end of the lower plunger guide against `the surface of the disk, the indicator reading should be within the fangeshown on the test disk.. Tp replace the point, remove the two screws which hold the halves of the case together. Lift out the frame,, remove the'spring sleeve, lOoseri I the lockriut, and unscrew the.. lower plunger guide; holdjng the point upwardso that the spring and plunger, will: not fall out of place: Insert a new point and replaceAhe lovier plunger guide, screwing it back into the ;rune. Adjust the lower plunger guide with the Wrench that is AB.444 Figure8 -16.Barcol portable hardness tester. furnishe'd until the indicator reading and the,test disk average number are identical. -After tl3f lower plunger guide is properly set, tighten the locknutto 'keep the lower plunger .guide in light pressure against the instrument is needed to place. This adjustment should be made citily drivethespring-loadedindenterintothe after installing a neNg pOint, any readjustment on material to be tested. Thg hardness reading is a worn of damaged ,point will give erroneous instantly indicated on the dial. readings.

1

2.14,

CI) og 4

go- INDEX

o c'

.1 ". , . ABE Rating.1-4 Barcol Testei, 212-214 -; Acleessories to Catapult:Deck Gear, 96-122 Barricade for Arresting Gear Engines, 145-150 Administration and Shop Supervision, 1,9-45, Barricade and ArrestingGear, Shipbdard, Administrative ,personnel,. 17 ..120-178 Advancement, 4-10- - Barricade 'Hydraulic Control Installation, increased responsibilities', 7 Figuie -6118, 146 dppdrtunities for petty officers, 9 ' IBattery positioner,,Figure 6-16, 143 preparing for, 4-7,, Boatswain's Mate E Rating, Aviation, 1-10 ,qualifying for, 4 Bridle Arresters,-96-105' senior and master thief, 9 maintenance, 102-105 warrant and commissioned officer, 10 operating instructions, 1,00-102 Aids", Visual Landing, 179_7196 _principles of operation, 96.4-100. Aircraft Launching -Bulleting, Figure3-20 types, 96 30 - Bridles and Pendants, Launching, 114 Aircraft Recdvery Bulletin; Figure 3-1, Bridle Tensioning System of Steam Catapults, 25 87 Air Flask, Figure 4-8, 54 ' . Brinell Tester, 209 Acdumulaidr System, Figure 6=9, 13:0: Butterfly.Type Exhaust Val -e, Figure 4-20, "Arresters, Bridle, 961105 -75 , Arresting and Barricade Gear, Shipboard,. 1123-178 , C Arresting Lear Engines, 123-178.- barricade, 14k5=150 Cable Anchor Damper Assembly, .Figure 6-41, main parts, 127-145 172 maintenance procedures, 157-174 Cable Anchor Damper Fluid Flow, Arrestinent, inspection and setting of constant Figure 6-15, 142_ runoxit valve, 161-164 Cable Anchor Damper Installation, Deck replacing anchor'damper paclang,' Mounted, Figure 6-14, 141 166 -174 Cable Equalizers, Figure 4-30, 88 replacing cylinder and ram packing, Cam Torque Chart, Figure 6-33, 165 158 -161 Carrier and Field Service Units, 44 replabing sheave damper packing, Catapult Deck Gear and Accedsories, 164-166 96f-122 I'- purchase ciiriles, 1741E77 Catapult Hydrablic Fluid History RepOrt, safety in inspections, 177. Figure 8-2, 200 sheaves,-150-157 Control Console of C-13, Figure 4-9, 55 types, 123 Control Panel Assembly, Figure 6-19, ADO mark 7mod 1, 123 147 mark 7 mod 2, 123 Cooling System, Flight Deck, 112'114 mark 7 mod 3, 123-127 Crew`Orgattization of Steam Catapults, Aviation Boatswain's Mate E, Rating, 1-10 54-60 I 0 AVIATION BOATSWAIR'S MATE E, 1 & C

Crosshead and Fiked :Sheaves, Figure 6-13, H .. 139 , Current Weapons Equipment List; 40 Custody' Cards, 44. _ 'Hang fire, 92 Cylinder and Ram Assemblies, Figure 6-12, Hardness Testing, 207-214 and 6-26, 138, 159 Barcol tester, 212-214. * Brinell tester, 20 . D Riehle tester, 211 ".. Rockwell tester, 210 Deck Cooling System, Flight, 112-114 fioldbeck and Release. Units, 114 Deck Edge Control Panel, Figure 4-10, 56, H/R Remote Control Panel, 186 Deck Gear and Accessories, Catapult, LSO Panel, 1136 - 96-122 power panel assembly, 187 DeflectopsiletBlast, 105=112 , Hydraulic Cylinder Assembly, Figure 6-20, Demagnetizer, Hand Type, Figure 8-8, 207 149 Division Organization, 15-17 Hydraulic Fluid Testing, 197-199 leading chief petty officer, 16 quantitative and qualitative analysis, 199 leading pdtty officer, 17 residual oil, 199 other administrative personnel, 17 shipboard testing, 197-199 V-2 division offiCer, 16 .hydraulic System (Rotary Retractioi Engine), Drive System (Rotary Retraction System) Figure 4-6, 52 Figure 4-4, 50 Drive System Tension Indicator, Figure .6-36, 167 Dye Penetration Inspection, 199-201 Inspections (Periodic) of Steam Catapults, 95

2 E Inspections - Purchase Cable, 173-175 Inspections Sheaves,-155 'Electrical System, 90,, struction Methods, 12 troubleshooting, 90-92 Inntories, 43 . Engines, Arresting Gear, 123-178 Enlisted Rating Structure, 1 J Exhaust Valve Control Valve (CVA-63 and -64), Figure 4-21, 76 Jet Blitst Deflectors, 105-112 Exhaust-Valve Hydraulic-Lock-Valve description and operation, 105-112 Panel, Figure 4=23,18 maintenance, 112 safety precautions, 112 F I Field Service and Carrier Units, 44 ,Fleet Oriented Consolidated Stock List, 40 Landing Aids, Visual, 179-196 Flight Deck Cdoling System, 112-114, Lantern Type Exhaust ,Valve (CVA-63 Flight Deck Operations Report, 34-38 and -64), Eigure 4-19, 74 Fluid Cooler, Figure, 6-10, 136 Launching Bridles and Pendants, 114 Fluid Testing, Hydraulic, 197-199 Launching Engine, Figure 4-16, 70 Fresnel Lens, 179-186 Launching Engine System of Steam Catapults, deck edge unit, 180-185 61r68 'operating principles, 179 Launching Piston Assembly, Figure 4-12 remote control panels, 185' 64 ;,.. Fresnel Lens Deck EdgeAssembly, Launching Valve Assembly, Fig ure 4-17, 71 Figure 7 -8,188 tatinching-Valve Hydraulic-Lock-Valve Panel, Figure 4-22, 77 Launch System, Nose Gear, 114-122 4 Leading Petty Officers,.11-18 Gear Engines, Arrestilig, 123-178 duties, 11 ,Grab, Figure 4-28, 86 training, 12

216 221 7 .-.- INDEX

Learing anciLearning Processes, 13 Lens, Fresnel, 179-186 . Letter Type Publications, 24 aircraft launching bulletins, .24 -29 Nondestructive Testing of Metals, 199-207 O Catapult deck gear and accessories dye ,penetration 4nspection, 199-201 bulletins and chEinges,'30 magnetic partic/e".thspection, 203,-207 -instructions and notices, 31 Nose Gear` Launch System, 114-122 recovery bulletins, 24 ->" Ifsppcffori,"121 recovery and launching equipment sorvicb lfiU'rication, 121 bulletins, repair procedures, and' malfunctions, 121 changes, 29-30 monthlyexerCise, 121 Linear Retraction Engine, Figure ,926, 82 operation, 119-121 Logs and Reports, 33-40 prelaunch factional check, 119 flight deck operations report, 34-38 prelaunch preparation, 119 recovery log, 34 ' recovery wire rope histoli, chart, 34 Q steam catapult launching log sheets, 33 steam catapult work (rough) logbook, Officers, Leading Petty, 11-18 34 Organization, Division, 15-17 unsatisfactory material/condition report, 38-40 P LSO Panel, 186 Lubrication System of Steam Catapults, 58 Pendants and Bridles, Launching, 114 Petty Officer Advancement Opportunities, 9 M proficiency pay, 9 senior:and master chief, d Magnetic Pa,rticle Inspection, 201-207 warrant and commissioned officer, 10 demagnetization, 206 Petty Officers, Leading, 11-18. development cd indications, 202 Pickle Switch, Figure 7-7, 187 inspecting arresting engine cylinder, 207 Pilot Landing Aid Television (PLAT) magnetization, 203 System,192-196 magnetizinequipment;204 operation, 195' . magnetizing matevials, 205 Pressure Breaking Orifice Elbow Assembly, preparation of parts for testing, 202 Figure 4-25, 80 types of discontinuities, go 2 Proficiency Pay, 9 Main Hydraulic Accumulator, Figure 4-7, Publications Index (NAVSUP 2002), 32 58 . . . Publications Procurement, 32 Maintenance for 'Arresting Gear Engines, Purchase Cables, 174-177 157-174 ,. "Q" factori..176-177 Maintenance and 'Filing of- Publications, 33 Maintenance Procedures for Steam -, R Catapults, 60-95 Maintenance Shop, 20 Rating, ABE alfunotions,,90-92 Rating StrUcture, Enlisted, 1. Pang fire,9394 . Recovery Log, 34 M lly Operated. Visual Landing Aid Recovery Log Sheet, Figure 3-4,86 OVLAS), 187 -192 Recovery Wire Rope History Chart, 34, 37 - functional operation, 190 Release and Holdback Uhits, 114 power control box, 190 Remote Control Panel, H/R, 1/16 setup instructions, 191 Reports ad Logs,. 33-40, Manual Type Publications,`31 - Request fdr Issure, 41 Mark 7 Mod 1, 123 Retractable Sheave Operating Unit, Mark 7 Mod 2, 123 Figure 6 -21, 152 Mark 7 Mod 3, 123-127 r Retracting Lever Installation, Figure 6-8, MOVLAS (Manually Operated Visual Landing ,134 , Aid), 187-192 . Retraction Systems of Steain Catapults, 8087

217 292 AVIATION BOATSWAIN'S MATE /E 1 & `C

Riehle Tester., 211 Supply continued) Rockwell Tester; 210 f/e t oriented consolidated stock list, 40 Rotary Retraction Engine, Figure 4 -3,,49 ntification of spare parts and equipage, 0 nventories, 43 Navy stock list of aviation supply. office, Safety Precautions,; 17 '40 Saybolt Viscometer, Figure 8-1, 198 preparation of a request for survey, Screw and Traverse Carriage, Figire 4-5, 42 51 request for issue, 41 Senior and Master Chief Advancement surveys, 42 Opportunities, 9 Sheave Damper Assembly, Figure 6-17, 144 Surveys;42 Sheave Damper Cylinder Components, T Figur46_!.-.38, 169 Sheave 00.roove gage, Figure 6-23, 156 Sheaves, 150-1-5.. TechniCal Publications, 23-33 Shipboard Arresting and Baiiicade Gear, letter type, 23-31 a23-178--- maintenance-and filing of publications, Shop Supervision and' Administration, 33 19-45 manual type, 31 allowing for planned interruptions, 21 procurement of publications, 32 inspection of completed work, 21 publications Index (NAVSUP 2002), 32 inspection of work areas, tools, and equipment, 22 Television System, Pilot Landing Aid maintenance !shop, 20 tPLAT), 192-196 ,management of shop and personnel, 19 Tests and Test Procedures, Special, organization-and administration of safety 197-214 programs, 22 Training 12-15 personnel work assignments, 20 conditions, attitudes, and habits, 14 setting up safe working conditions, 21 learning and learning processes, 13 methods of instruction, 12 Special Tests and Test Procedures, personnel relationships, 15 , 197-214 principles bf supervision, 34 Steam Catapult Launciiing Log Sheet, :qualities of a good supervisor, 15 Figure 3,-3 33, 35 Steam Catapults, 46-95 Troubleshooting, 90-92 capabilities and limitations, 46 electrical systems, 90-92 . crew organization, 54-60 description of components, 46-54 U maintenance procedures,: 60-95 bridle tensioning system, 87 Unsatisfactory Material/Condition launching _engine system, Report, 38-40 lubrication system, 68 4 UR Report Form, Figure 3-6, 39 retraction systems (linear and rotary) ,.80 -87 V steam system, 6940 1 periodic inspections, 95 V-2 Division Officer, 16- Steam Catapult Work (rough) ilogtook, 34 Visual Landing Aids, 179-196 Steam System of Steam Catapults, 69-80 Steam Valve Breakdown, Figure 4-18, 73 Supervision Principles, 14 Supply, 40-44 Warrant and Commissioned Officer current weapons equipmeiit list Advancement Opportunities, 9 (WEL 1090), 40 Webbing Assemblies, 150 custody cards, 44 - . barricade, 150

218 *U.S . GOVERNMENT PRINTING OTTICI: 1976..640403/47, vi.." 223