LSO calls during carrier operations are identical to FCLP LSO calls.
CAUTION: Not responding or being slow to respond to an LSO call at the ship may result in a
disqual. These commands are mandatory and will be practiced during FCLP. It is imperative that
each pilot responds properly. Carrier qualifications can be very unforgiving and the margin for
error very small.
TOUCH AND GO/BOLTER
The procedures for touch and go landings and bolters are identical. Continue to fly the ball all the way to
touchdown. Upon touchdown, simultaneously advance power to MRT, retract speed brakes, and rotate to
optimum AOA. Maintain wings level and verify a positive rate of climb and maintain optimum AOA. Once
a positive rate of climb is established and your aircraft is abeam the bow, use 10-degree wing dip right to
parallel the ships BRC. Take interval on any aircraft that reaches the bow prior to you, either entering the
break or launching off the cat.
CAUTION: Ensure feet are off the Brakes!
CAUTION: To avoid interfering with aircraft off the cat or in the break, do not cross the ships bow.
Climb to pattern altitude (600 ft) at optimum AOA and turn downwind with proper interval. Turn downwind
when the aircraft ahead reaches your 7 oclock position. Perform the landing checklist. If unable to find
interval, ask tower to call turn.
All waveoffs are made up the angled deck unless otherwise directed by the LSO or the tower. Waveoff
calls are mandatory. Student pilots will not initiate their own waveoffs unless ball call has not been rogered
by the in-the-middle position. Waveoffs may result from a fouled deck, winds out of limits, or aircraft not
being set up for a safe landing.
To perform a waveoff, simultaneously advance power to MRT, retract speed brakes, maintain landing
attitude (not to exceed optimum AOA), level wings, and climb up the angled deck. Verify a positive rate of
climb and maintain optimum AOA. Once you have established a positive rate of climb and you are abeam
the bow, turn right to parallel the ships BRC. Climb to 600 ft, turn downwind with proper interval, and
perform landing checklist.
If a signal Delta is given by the tower while youre in the pattern, maintain pattern altitude and fly the same
landing pattern. Fly the pattern at 130 KIAS in the landing configuration with speed brakes retracted (Delta
Easy). When cleared from the Delta pattern, the first aircraft to reach the 180 position resumes the normal
Execute the approach exactly as you would a touch and go, flying the ball all the way to touchdown. When
the aircraft touches down, advance the power to MRT and retract your speed brakes. Do not anticipate an
arrested landing. Maintain MRT until your aircraft comes to a complete stop and the yellow shirt located at
the 1 to 2 oclock position signals for power back. The yellow shirt will then signal for brake release and a
pull back followed by a stop signal and hook up signal. The pull back allows for the wire to clear the hook.
If the pilot applies the brakes during the evolution, the aircraft will tilt back, potentially damaging the tail
section. Follow the yellow shirts instructions/commands.