Bad-weather CV approaches - ORM corner - operational risk management and constant velocity

Approach, July, 2003 by Brian Schrum

   1. Weather minimums for our approach.
      a. For an ACLS approach and ILS with PAR
         monitor, the minimums are 260 feet, one-half-mile
         visibility.
      b. If ACLS and ILS are not working, minimums
         are 660 feet, one and one-quarter miles for jets
         and 460 feet, one mile for props.
   2. CAG and squadron paddles experience levels.
   3. Individual pilot training and experience levels.
   4. CATCC equipment and crew experience.
   5. LSO platform equipment.
   6. Ship's instrument-approach equipment.

What was the status of these controls during our recovery? Approach minimums, like those we fly with at our destination airfields back home, are hard and fast. Just like at the field, if we don't see our landing area and cannot complete a safe landing, we wave off--as mandated in OPNAV 3710. Both CAG paddles were on the platform, providing experienced inputs throughout the event. The pilots were mostly cruise-experienced and made informed, judicious decisions as the pilots-in-command. CATCC was doing its best to provide glide slope and azimuth calls and had been working Case III control for two months of our cruise. The LSO-platform equipment operated properly, with the exception of the LSO HUD used for platform correlation of the ACLS. With this subsystem inoperative, it took away one item the LSOs could have used to help wave the aircraft. Finally, bull's-eye was down as the ship was awaiting a part to fix it. Four aircraft remained airborne, and we contunued to push our approach minimums.

A COD diverted before getting the opportunity to fly the approach. A Hawkeye was given a talkdown approach by CATCC that had him flying to the starboard side of the ship, despite being called on-and-on. A judicious waveoff call from CAG paddles kept him from getting too close for comfort. Our last Hornet made his way to the ball call. After four agonizing seconds went by, with no sight of him, we waved him off. We never saw him break out of the haze but heard him climb off the port side. Fortunately, everyone had enough fuel to make it to our nearest divert field. The weather eventually cleared later in the day, and it was ops normal once again.

How far can we wave an aircraft in deteriorating weather conditions? The textbook answer is as far as the approach minimums allow. If CATCC does not hear "paddles contact" or "roger ball" from the LSOs. CATCC is instructed to keep glide slope and azimuth calls coming until the aircraft reaches weather minimums.

What if no divert was available? Our plan was to tank every available aircraft in extremis, even calling in big-wing tanking to help until the ship found clear sea space. If a clear area was not found, and no tanking was available, then we were to bring the aircraft lower than the minimums allowed, or to have the pilot eject near the ship.

How about Hornet pilots flying a Mode 1 approach (basically an autopilot approach to the carrier deck)? The letter of the law states that even Mode 1s can only be flown to ACLS approach minimums. A deviation would require a waiver from higher authority.