1 (Reverse Blank)15 DECEMBER 2010

CVN FLIGHT/HANGAR DECKNATOPS MANUAL

THIS MANUAL SUPERSEDES NAVAIR 00-80T-120 DATED

1 APRIL 2008

ISSUED BY AUTHORITY OF THE CHIEF OF NAVAL OPERATIONS ANDUNDER THE DIRECTION OF THE COMMANDER,

NAVAL AIR SYSTEMS COMMAND.

DISTRIBUTION STATEMENT C — Distribution authorized to U.S. Governmentagencies and their contractors to protect publications required for official use or foradministrative or operational purposes only, determined on 15 December 2010.Additional copies of this document can be downloaded from the NATEC website athttps://mynatec.navair.navy.mil.

DESTRUCTION NOTICE — For unclassified, limited documents, destroy by anymethod that will prevent disclosure of contents or reconstruction of the document.

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2.3.8.2 Air Wing Watch Coordinator

An Air Wing Watch Coordinator shall be assigned by the Air Wing Commander and shall be directly responsible forthe coordination of training and assignment of qualified Integrity Watch personnel from the air wing. The WatchCoordinator shall maintain close liaison with the Aircraft Handling Officer in matters relating to the Integrity Watch.

The Air Wing Watch Coordinator is responsible for establishing a schedule of training lectures for all air wing watchpersonnel requiring indoctrination/qualification in watch procedures and responsibilities.

2.4 AIRCRAFT SECURITY

1. Aircraft shall be tied down as directed by the ACHO or his representative. Chains shall be maintained ingood condition, and any damaged or incomplete chain assemblies shall not be used.

2. Tiedowns shall be arranged to provide an even restraint in all directions and against twisting movements.(See Figure 2-1, Tiedown Restraint.) If the required number of tiedown points cannot be established dueto the availability of padeyes, then the existing tiedowns may be doubled to give the required total ifadequate directional distribution can be maintained. Doubling may be accomplished by utilizing the firsthook to oversize chain link of the second tiedown assembly. Use of two tensioning devices is notacceptable.

3. Tiedowns shall be installed only on approved padeyes and approved aircraft attachment points. Tiedownsshall not chafe against hydraulic or electrical lines, or against the aircraft skin. They shall not be attachedto scuppers, coaming, elevators, holdback cleats, or catapults. The proper way to install the tiedown isshown in Figure 2-2.

4. Tiedown requirements are divided into four categories as defined by the following:

a. Initial Tiedown. This condition of aircraft security exists immediately prior to aircraft movement fromspot and immediately after aircraft is parked. With the ACHO’s approval, aircraft scheduled for“launch” on any given cyclic or CARQUALS events, with the exception of “spare” aircraft, shall beon initial tiedowns. Initial tiedowns installation after recovery or re-spot is the responsibility of theplane handling crew. As a minimum, initial tiedowns are required for all refueling operations.

b. Intermediate Tiedown. This condition of aircraft security shall exist during flight quarters. Aircraft thatare not scheduled for launch on any given cyclic or CARQUALS events shall be on intermediatetiedowns. Intermediate tiedown installation is the responsibility of the plane captain.

c. Permanent Tiedown. This condition of aircraft security is required when not at flight quarters or whenthe aircraft is not expected to fly or be re-spotted. Aircraft parked on the hangar bay shall be onpermanent tiedowns.

d. Heavy Weather Tiedown. This condition of aircraft security is required upon the determination of theAircraft Handling Officer.

2.3.8.1 The Aircraft Handling Officer (ACHO)

The ACHO is responsible to the Air Officer for the overall training of Air Department personnel with regard to theIntegrity Watch duties. He, or his direct representative, shall review the Integrity Watch Log daily and shall take actionas required to correct any problem areas or discrepancies noted therein. He also shall assist in the training of air wingpersonnel by providing a brief in all areas of Integrity Watch procedures, responsibilities, and equipment. When notembarked afloat, the Air Wing Watch Coordinator may delegate this brief to a qualified airwing watchstander.

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Figure 2-1. Tiedown Restraint (Sheet 6)

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Figure 2-1. Tiedown Restraint (Sheet 7)

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Five-Star Padeye Four-Bar Padeye

Figure 2-2. Tiedown Installation

2.5 TIEDOWN REQUIREMENTS

The following tiedown conditions are provided as a minimum guide for safe handling operations of shipboard aircraftand may be increased as conditions necessitate.

SECURITY CONDITIONS

AIRCRAFT TYPE INITIAL INTERMEDIATE PERMANENTHEAVY

WEATHER

E-2*, C-2*, EA-6, F/A-18 6 9 12/14* 18/20*

AV-8, T-45, H-3, H-46, H-53, H-60 4 6 12 16

2.6 EQUIPMENT SECURITY

Aircraft handling/crash and salvage mobile equipment shall be parked with a minimum of two tiedowns (oneforward/one aft), rear wheel chocked, and parking brake set. Crash cranes shall be parked and secured with aminimum of 13 tiedowns.

All rolling stock (e.g., air-conditioners, nitrogen carts, weapon carts) shall have parking brake set and a minimumof two tiedowns tending fore/aft. When not at flight quarters, mobile equipment shall be “packed” fore-and-aft withthe vehicles at each end secured with two tiedowns. All vehicles shall have one rear wheel chocked and parkingbrake set.

2.7 AIRCRAFT JACKING TIEDOWN SECURITY

The following procedures are required for shipboard aircraft jacking:

1. The ACHO or his representative shall approve jacking aircraft for maintenance.

2. Squadron personnel shall refer to the Maintenance Instruction Manual for procedures during jackingoperations.

3. When underway, the ACHO shall coordinate jacking of aircraft with the OOD.

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2.8 HEAVY WEATHER AIRCRAFT SPOTTING

When a heavy weather spot requirement has been determined by the Commanding Officer, the ACHO shall ensurethe following:

1. A maximum number of aircraft shall be spotted on the hangar deck in such a manner to permit access to firestations at all times.

2. Remaining aircraft on the flight deck shall be spotted fore-and-aft as far from deck edge and the fantail aspossible and no farther forward than the bow JBDs.

3. The bow catapult JBDs shall be raised to assist in decreasing wind over deck.

4. Chocks shall be secured to wheels with 21-thread (or greater) manila line to prevent them from working free.

5. Maximum tiedowns shall be applied and parking brakes shall be set.

6. Deflating of struts and/or tires shall be accomplished as directed.

7. Fuel load adjustments shall be made as directed.

8. Aircraft integrity watches shall be doubled to function as two-man teams (buddy system).

NoteDuring heavy weather, aircraft integrity watches shall not venture ontothe flight deck without permission from the ACHO or his representative.