Professional Documents
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Aviation Fundamentals
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a. Flap: Gives the aircraft extra lift. The purpose is to reduce the
landing speed, thereby shortening the length of the landing rollout.
They also facilitate landing in small or obstructed areas by permitting
the gliding angle to be increased without greatly increasing the
approach. The use of flaps during takeoff serves to reduce the length of
the takeoff run. Some flaps are hinged to the lower trailing edges of
the wings inboard of the ailerons. Leading edge flaps are in use on the
Navy F-4, Phantom II.
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.9 Identify and state the purpose of the primary flight controls for:
[ref. b, ch. 4]
a. Fixed wing aircraft: The ailerons provide control about the
longitudinal axis, the elevators provide control about the lateral axis,
and the rudder provides control about the vertical axis.
b. Rotary wing aircraft: The collective stick controls the pitch of
the rotor blades, which translates to "up and down". The cyclic stick
tilts the plane of the rotor blades forward, aft or sideways, giving the
helicopter its directional motion. Lateral control is provided using the
foot pedals to control the blades on the tail rotor.
.10 State the purpose of the following: [ref. b, ch. 7]
a. Pitot-static: The
pitot-static system in an
aircraft includes some of
the
instruments
that
operate on the principle
of
the
barometer.
It
consists of a Pitot-static
tube and 3 indicators, all
connected with tubing that
carries
air.
The
three
indicators
are
the
altimeter,
airspeed
indicator, and the rateof-climb indicator. Each
operates on air taken from
outside
the
aircraft
during flight. The tube or
line from the Pitot tube
to the airspeed indicator
applies the pressure of
the outside air to the
indicator. The indicator
is calibrated so various
air pressures cause different readings. The Pitot tube is mounted on the
outside of the aircraft at a point where air is least likely to be
turbulent. It points in a forward direction parallel to the aircraft's
line of flight. Static means stationary or not changing. The static port
introduces outside air, at its normal outside atmospheric pressure, as
though the aircraft were standing still in the air. The static line
applies this outside air to the airspeed indicator, altimeter, and rateof-climb indicator.
b. Airspeed indicator: The airspeed indicator
displays the speed of the aircraft in relation
to the air in which it is flying. In some
instances, the speed of the aircraft is shown
in Mach numbers. The Mach number gives the
speed compared to the speed of sound in the
surrounding medium (local speed). For example,
if an aircraft is flying at a speed equal to
one-half the local speed of sound, it is flying
at Mach 0.5. If it moves at twice the speed of
sound, its speed is Mach 2.
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work.
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.14 Describe and explain the purpose of the main components of landing
gear.
[ref. b, ch. 4]
a. Shock Strut Assembly - Absorbs the shock that otherwise would
be sustained by the airframe.
b. Tires - Allows the aircraft to roll easily and provides
traction during takeoff and landing.
c. Wheel brake assembly - Used to slow and stop the aircraft. Also
used to prevent the aircraft from rolling while parked.
d. Retracting and extending mechanism - All the necessary hardware
to electrically or hydraulically extend and retract the landing gear.
e. Side struts and supports - Provides lateral strength/support
for the landing gear.
.15 Describe the primary purpose and characteristics of autorotation.
[ref. b, ch. 4]
* A method of allowing a helicopter to land safely from altitude
without using engine power by making use of the reversed airflow up
through the rotor system to reduce the rate of descent. Accomplished by
lowering collective pitch lever to maintain rotor rpm while helicopter
is decreasing in altitude, then increasing collective pitch at a
predetermined altitude to convert inertial energy into lift to reduce
the rate of descent and cushion the landing.
* Describe the retreating blade stall conditionAdvancing vs. retreating blades
A rotor blade that is moving in the same
direction as the aircraft is called the advancing
blade and the blade moving in the opposite
direction is called the retreating blade.
Balancing lift across the rotor disc is important
to a helicopter's stability. The amount of lift
generated by an airfoil is proportionate to its
airspeed. In a zero airspeed hover the rotor
blades, regardless of their position in rotation,
have equal airspeeds and therefore equal lift. In
forward flight the advancing blade has a higher
airspeed than the retreating creating unequal
retreating advancing
lift across the rotor disc.
blade side blade
A fuller treatment is provided in dissymmetry of
side
lift.
Compensation
Most helicopter designs compensate for this by incorporating a certain
degree of "flap" in the blades. Rather than being rigid, the rotor
blades are built to have a certain degree of flex. As such, the blade
flexs or flaps up during its advance, creating a smaller AOA and lower
lift. When the blade retreats, the blade flexes or flaps down,
increasing the AOA and generating more lift.
Failure
These compensations can only do so much, and it is possible for a
rotary-wing aircraft to move so quickly that the retreating blade no
longer moves fast enough relative to the air to provide lift. This
situation is called retreating blade stall. All airfoils have a stall
defined as the minimum speed at which the airfoil must move through the
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.20 State the five basic sections of a jet engine. [ref. b, ch. 6]
a. The intake which is
an opening in the front of
the aircraft engine that
allows outside or ambient
air to enter the engine.
b. The compressor,
which is, made of a series
of rotating blades and a
row of stationary stator
vanes.
The
compressor
provides high-pressure air
to the combustion chamber
(or chambers).
c. The combustion chamber where fuel enters and combines with the
compressed air.
d. The turbine section, which drives the compressor and accessories
by extracting some of the energy and pressure from the combustion,
gases.
e. The exhaust cone which is attached to the rear of the engine
assembly and eliminates turbulence in the emerging jet, thereby giving
maximum velocity.
.21 Describe the basic differences in the following engine systems:
[ref. a]
a.
Turboprop:
Propulsion
is
accomplished
by
the
conversion
of
the
majority of the gasenergy into mechanical
power
to
drive
a
propeller. This is done
by the addition of more
turbine stages. Only a
small
amount
of
jet
Thrust is obtained on a
turbo prop engine.
b. Turbojet: Projects a column of air to the rear at an extremely
high velocity. The resulting effect is to propel the aircraft in the
opposite or forward direction.
c. Turbofan: Basically the same as a turbo prop except that the
propeller is replaced by a duct-enclosed axial-flow fan. The fan can be
part of the first stage compressor or mounted as a separate set of fan
blades driven by an independent turbine depending on the fan design, it
will produce somewhere around 50 percent of the engine's total thrust
d. Turboshaft: Delivers power through a shaft to drive something
other than a propeller. The power take off may be coupled directly to
the engine, but in most cases it is driven by it's own free turbine
located in the exhaust stream that operates independently on the engine.
They have a high power-to-weight ratio and are currently used in
helicopters.
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.34 State the purpose of wiring and cable identification codes. [ref. e,
ch. 3]
* THE PURPOSE OF IDENTIFICATION CODES: Cables and wires are marked to
give the technician a means of tracing them when troubleshooting and
repairing electrical and electronic systems. Numerous cable- and wiremarking systems are used in ships, aircraft, and equipment throughout
the Navy. A few of these systems are briefly discussed here to acquaint
you with how marking systems are used. For a specific system or
equipment, you should refer to tile applicable technical manual.
* CABLE-MARKING SYSTEMS: Two typical cable-marking systems you are
likely to see are the (1) shipboard and (2) test equipment cable-marking
system
* WIRE-MARKING SYSTEMS: Wire-marking systems are used to identify
wires in aircraft, shipboard electronic equipment, and power tool and
appliance cables.
* Example of Aircraft Wire-Marking Systems
All aircraft wiring is identified on wiring diagrams exactly as
the wire is marked in the aircraft. Each wire is coded by a combination
of letters and numbers (figure 3-3) imprinted on the wire at prescribed
intervals along the wire run.
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.42 Discuss the potential personnel and equipment hazards when engaging
and disengaging rotors. [ref. p, ch. C7]
* Self explanatory
.43 Discuss the hazards of stepping across the catapult track during
launch and retract. [ref. o, ch. 4]
* Self explanatory
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.44 Discuss how aircraft are tied down to prevent movement. [ref. o, ch.
2]
* Tie down requirements are divided into four categories as defined
by the following:
a. Initial Tie down. This condition of aircraft security exists
immediately prior to aircraft movement from spot and immediately after
aircraft is parked. With the ACHOs approval, aircraft scheduled for
launch on any given cyclic or CARQUALS events, with the exception of
spare aircraft, shall be on initial tie downs. Initial tie downs
installation after recovery or re-spot is the responsibility of the
plane handling crew. As a minimum, initial tie downs are required for
all refueling operations.
b. Intermediate Tie down. This condition of aircraft security
shall exist during flight quarters. Aircraft that are not scheduled for
launch on any given cyclic or CARQUALS events shall be on intermediate
tie downs. Intermediate tie down installation is the responsibility of
the plane captain.
c. Permanent Tie down. This condition of aircraft security is
required when not at flight quarters or when the aircraft is not
expected to fly or be re-spotted. Aircraft parked on the hangar bay
shall be on permanent tie downs.
d. Heavy Weather Tie down. This condition of aircraft security is
required upon the determination of the Aircraft Handling Officer.
The following tie down conditions are provided as a minimum guide
for safe handling operations of shipboard aircraft and may be increased
as conditions necessitate.
Security Conditions
Aircraft Type
E-2*, C-2*, F-14*, EA-6, F/A-18, S-3
AV-8, T-45, H-3, H-46, H-53, H-60
6
4
9
6
12/14*
12
18/20*
16
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movement
on
through
the
the
flight
arc
deck
of
static
during
flight
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Make
sure
the
firefighting crew has pulled out all
the fire hose from the storage box.
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are
marked
with
their
squadron
e. Blue
1. Tractor driver
2. Aircraft handling crew and chock men
f. Purple
1. Aviation fuel crew
g. White
1. Transfer officer
2. Safety
3. QA
4. LOX crew
5. Landing signal officer
6. Trouble shooter
.53 Recognize and describe the following visual hand signals needed for
day and night flight operations: [ref. r, ch. 2]
a. Affirmative (all clear)
b. Negative (not clear)
c. Turn to left
d. Turn to right
e. Move ahead
f. Stop
g. Personnel approaching aircraft
h. Insert chocks
i. Remove chocks
j. Connect ground electrical power
k. Disconnect ground electrical power
l. Start engine(s)
m. Cut engine(s)
n. Fold wings/helicopter blades
o. Spread wings/helicopter blades
p. Fire
q. Remove chocks and/or tie down
r. Insert chocks and/or install tie do
s. Hot brakes
t. Raise hook
u. Lower hook
v. Move upward
w. Hover
x. Move downward
y. Move to left
z. Move to right
aa. Droop stops out
ab. Droop stops in
ac. Engage rotor(s)
ad. Set rotor brake
ae. Install tie downs (LSE)
af. Hold position
* Self Explanatory
.54 Explain the four classifications of fire and the appropriate
extinguishing agent.[ref. s, ch. 2]
1. Class A Fires: burning wood and wood products, cloth, textiles and
fibrous materials, paper and paper products) are extinguished with water
in straight or fog pattern. If fire is deep seated, AFFF can be used as
wetting agent.
2. Class B Fires: (gasoline, jet fuels, oil, and other flammable/
combustible liquids) are extinguished with AFFF, Halon 1211, PKP, and CO2.
3. Class C Fires: involves energized electrical equipment.
Extinguishment tactics are: de-energize and treat as a Class A, B, or D
fire; attack with application of non-conductive agents (CO2, Halon,
PKP); or attack with application of fresh or salt water in fog patterns
maintaining nozzle at least 4 feet from the energized object.
4 Class D Fires: (combustible metals such as magnesium and titanium)
are extinguished with water in large quantities such as high velocity
fog. When water is applied to burning Class D material, there may be
small explosions. The firefighter should apply water from a safe
distance or from behind shelter.
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.56 Discuss the responsibilities of the crash and salvage crew: [ref. s,
ch. 7]
* The crash, salvage, and rescue team is the flight deck repair team.
From its station in the island structure it serves to effect rescue of
personnel from damaged aircraft on the flight deck, clear away wreckage,
fight fires on, and make minor emergency repairs to the flight deck and
associated equipment.
.57 Identify the equipment designation(s) and explain the use of the
following support equipment and their associated hazards: [ref. m]
a. Tow tractor [WP 005]
b. Tow bar [WP 005]
c. Aircraft starting unit (mobile/installed) [WP 012]
d. Mobile electric power plant [WP 010]
e. Nitrogen servicing [WP 007]
f. Oxygen servicing (gaseous/liquid) [WP 007]
g. Carrier crash crane [WP 006]
h. Hydraulic servicing unit [WP 008]
i. Hydraulic power supply [WP 008]
j. Hangar deck crane [WP 006]
k. Oil servicing unit [WP 008]
l. Mobile air-conditioner [WP 011]
m. Corrosion control cart [WP 015]
* Self explanatory
.58 Discuss the responsibilities of the following personnel: [ref. o,
ch. 1]
a. Air Officer (air boss): The Air Officer is directly responsible
for all operational, training, administrative, watch, and equipment
repair functions within the Air Department. He is further responsible
for determining the case launch and/or recovery, the visual control of
all aircraft operating in the carrier control zone, carrier control zone
clearing authority and all other duties specified in NAVAIR 00-80T-105
(CV NATOPS) related to air operations.
b. Assistant Air Officer (mini boss): The Assistant Air Officer aids
the Air Officer in ensuring that the plans, orders, and instructions of
the Air Officer are carried out. He acts as Assistant Department Head.
He also functions as the Air Department Training Coordinator
c. ACHO: The Aircraft Handling Officer, under the Air Officer ensures
the ship is capable of meeting all mission requirements related to
flight and hangar deck air operations, and in many instances, other
departmental requirements as well. He regulates the number of aircraft
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on the flight and hangar deck to execute all evolutions including cyclic
operations,
carrier
qualifications,
vertical
and
conventional
replenishment, and alert postures. He serves as the Team Leader of the
Air Department Training Team and assists the Air Wing Watch Coordinator
in training personnel for the Aircraft Integrity Watch.
d. Crash and Salvage Officer/air boatswain: The Aircraft Crash and
Salvage Officer is responsible for supervising crash crews and fire
parties in handling aircraft emergencies during flight and general
quarters, and for ensuring the readiness of assigned personnel,
firefighting, and salvage equipment. He is also responsible for the
overall training of Air Department and Air Wing personnel in aircraft
firefighting and crash and salvage operations.
e. Flight Deck Officer (V-1 Division): The Flight Deck Officer is
responsible for the safe and efficient movement of aircraft on the
flight deck, aircraft security and flight deck cleanliness. The Flight
Deck Officer is responsible for the training and administration of V-1
Division as well as the overall material condition of all divisional
spaces both internal and external. He assists the ACHO in the execution
of the flight plan.
f. Catapult and Arresting Gear Officer (V-2 Division): The Catapult
and Arresting Gear Officer is responsible for the safe and efficient
operation of the ships Aircraft Launch and Recovery Equipment (ALRE).
The Catapult and Arresting Gear Officer is responsible to the Air
Officer for the operation, maintenance, and readiness of the launching
and recovery systems. He is overall responsible for the operation and
upkeep of the catapults, arresting gear, and visual landing aids.
The Catapult and Arresting Gear Officer is responsible for the
overall training of V-2 Division and the training of prospective
Catapult and Arresting Gear Officers. He shall ensure that a complete,
comprehensive, and vigorous training program is implemented.
g. Hangar Deck Officer (V-3 Division): The Hangar Deck Officer is
responsible for the safe, efficient movement of aircraft and overall
maintenance of the hangar deck, training of personnel, readiness of
damage control and aircraft handling support equipment.
h. Aviation Fuels Officer (V-4 Division): The Aviation Fuels Officer
is responsible for the training of all aviation fuels personnel, safe
and efficient operation of the aviation fuel system, and the management
of the aviation fuel quality control program. He also is responsible for
ensuring strict compliance with all applicable directives concerning the
inspection, maintenance, and operation of aviation fuel systems.
.59 Discuss the function of reconnaissance photography. [ref. v]
* The Navy performs aerial reconnaissance photography of enemy
territory to observe enemy defenses, troop concentrations, troop
movements, enemy strength, and so on. Aerial reconnaissance photography
may also include taking images over friendly territory, both ours and
our Allies. Refer to TARPS.
.60 Discuss the altitude range for the following types of aerial
photography: [ref. v]
a. Low altitude:
0 to 1,500 feet
b. Medium altitude: 1,500 to 10,000 feet
c. High altitude:
10,000 feet and above
* As a Photographers Mate, your aerial photographic assignments
are normally accomplished from low to medium altitudes.
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.61 Define the following terms and explain their use: [ref. w]
a. SLAR photography: SIDE-LOOKING AIRBORNE RADAR (SLAR OR SLR) An
airborne radar that produces an image of a portion of the surface of the
Earth by means of one or more antennas viewing at approximately right
angles to the longitudinal axis of the aircraft
Radarscope photography is a film record of the activity on the
radar screen (scope). Radar normally is a phenomenon involving aimed
radiation through space and its consequent reflection. Therefore,
effective radarscope reconnaissance is possible with radar equipment
operating from aircraft, from ships, from submarines, and on the ground
as long as the objective area is not masked by a mass that cannot be
penetrated by the radar signal. The radarscope image makes possible
effective all-weather operations. Radarscope photographic reconnaissance
provides the following information:
1. Information on prestrike, strike, and post-strike intelligence;
2. Information to assist all-weather offensive operations; and
3. Information used in constructing new maps or correcting
existing ones.
b. FLIR photography: Forward-Looking Infrared (FLIR). In a combat
situation, the imagery obtained from line scan recording systems is
often too late for tactical reaction. In response to this situation,
specifications were set up to provide a real-time readout capability for
aircrews. Many real-time readout line scan systems were tried. However,
the imagery presented on the cathode-ray tube (CRT) was still only that
which the aircraft had just flown over, and no immediate reaction was
possible. This brought about the integration of a forward-looking
infrared, or FLIR, system with an active weapons system, thus providing
immediate reaction to the information obtained.
The FLIR is a passive detection system used primarily for
recognition and identification of surface ships, submarines, and
submarine wakes. Secondary functions include target verification, weapon
delivery observation, and navigation landmark identification.
c. IR system: Infrared (IR) Reconnaissance Systems. Many details of
operational
IR
sensors
are
classified.
This
section
provides
unclassified
information
pertinent
to
current
infrared-sensing
techniques. The most significant difference between a conventional
camera system and an IR system is the source of the electromagnetic
radiation they record. Visible light waves imaged by cameras are the
result of reflections from the target of a light source independent of
the target, such as the sun or a flash cartridge. On the other hand, IR
waves result either from energy within the target itself or from energy
that the target absorbs and subsequently releases or emits. Thus, IR
radiation can be recorded at night when the target releases, as heat,
the energy absorbed from the sun during the day. Daytime IR images,
however, can be both reflected and emitted radiant energy.
.62 Discuss the operational interface between the TARPS and the F-14
aircraft. [refs. v, x]
* TARPS: Tactical Air Reconnaissance Pod System.
* With the development of the F-14 Tomcat equipped with the TARPS,
the Navy continues to improve its photographic reconnaissance
capabilities. The TARPS pod, containing two optical cameras and an
infrared detection system, is attached to a specially configured F-14
called the Peeping Tom.
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N/A
Up to 33 Knots
34 to 63 Knots
64 Knots or more
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.67 State the four weather conditions of readiness. [ref. ab, ch. 6]
* WEATHER CONDITIONS OF READINESS AND ACTION TO BE TAKEN
(1) CONDITION FOUR - Trend indicates heavy weather and/or high seas
within 72 hours.
(a) The CDO shall notify the Commanding and Executive Officers of
condition changes whether aboard or ashore.
(b) The CDO shall make plans to place a higher condition of
readiness in effect.
(2) CONDITION THREE - Heavy weather is possible within 48 hours.
(a) In Port (Command Duty Officer)
1. Notify the Commanding and Executive Officers of condition
changes.
2. If capable, take on fuel and make preliminary preparations to
get underway for sea or a protected anchorage.
(b) At Sea (Officer of the Deck)
1. Rig ship for heavy weather.
2. Take action to minimize damage effects of the weather.
(3) CONDITION TWO - Heavy weather and or high seas are anticipated
within 24 hours.
(a) In Port (Command Duty Officer)
1. Notify the Commanding and Executive Officers of condition
changes.
2. Terminate liberty or grant only on basis of return within four
hours.
3. Prepare to get underway on four hours' notice.
4. Secure ship for heavy weather.
(b) At Sea (Officer of the Deck): Continue action to prevent
damage.
(4) CONDITION ONE - Heavy weather is anticipated within 12 hours.
(a) In Port (Command Duty Officer)
1. Notify the Commanding and Executive Officers of condition
changes.
2. Recall liberty party.
3. If capable of getting underway, sortie (when directed by SOPA).
4. If remaining in port, run extra lines; ready ground tackle;
ballast; set bridge, steaming, and anchor watches as appropriate.
(b) At Sea (Officer of the Deck): Continue action to prevent
damage to ship.
.68 Discuss your ship's/stations forecasting capabilities. [ref. q]