. Ground Safety Precaution*.
amity precaution* aad emergency procedural contained in
Section II and UTuetratlona provided muat be atrlctly adhered to to prevent injury to peraonnel and damage to the aircraft.
The Ground Handling aectioc. Section UI .contain* Information and illuatratione ae to the handling of aircraft during ground operation*. Thia :- information Includes Inttructlona on towarking, mooring, Jacking and
fi-f. The following lUtrd Illustration! wiU locate end Identify alliv^panela andon the upper and lower aurfacee of the aircraft .fuaelmge
^ 'Upper and Lower Fu*el*ge'and wtng'jAcc*ie Panela and
Aircraft External Drain and Vent Location*.
' ' '
li^lO. hi* illustration will locate and identify all drain* and vtati ab*rat
Jwpui el&ge, wink afid nacalle^ectlona of: the air"
Runway/Taxi way Strength Capabilities.
n order lo determine If thin aircraft can taxi on existing taxiwaye or land on existing runways, the following data Is provided :
WH. ONI VI
R. Ft 0NLY1
. im- .-
Of COVER ONE. SILICONE CUSS "'.
WINDOW, ANMRfUlUEL TASK bOYHOLE ,UEL TANK BOYHOLE MX JfUU TANK PUMPS LUMBING INST PITOT.CL 1FUCL TANK BOrt*LfftUEL TAW.' PtUMBINC INST NO. 5FUEL TANK PUMPS:
'plumbing inst,periscope . T
a ide scope and local ITERindow,o. 6fuu tankuel tank BOYHCU
mixlr. fin dump control
AW2t2 AW6 AA2
AW MWO AWMO-J) AW1
lev servo aw elev act cylinders .nac pin joint
accessxhaust nozzle control accesservo cylinders
accessureo eiev servo valve
ACCESS TO CONTROL HIC PIN AW ELEV PUSHflOO DISCONNECT
- .COM TOHOiS TUBE oisc and tire oet sys;r "ACCESS to htd filter .
indoob and EWItttaccess ro EKGItt starter torUELmo ajbCOWocors
B.O B.OtOPIKEPIXESTAlLt O.. ID? TOW.S. HI,
in doc* ako eng. .ow.S. Ul :
""'access TO constant speed driveJVfA'hto ciccowt'r" system
ACCESS TO PLUMBING AG BY-PASS DOOR ACTUATOR ACCESS INSPECT fORCTS PLUMBING ACCESS AND NAC PIN JO
ACCESS TO FUEL system
CCESS TO hydCCESS TO FUEL AMD Ml CONTROL ACCESS TO bend IK fuel CONTROL
ND R.IM SAC
NLK NAC. 0UTB0SI0E
L& NACOUTBD SICC
C VS. KLBO
lm BOTTOM Of FIN
OTTOM Off IN
OVtR BYPASS SYSTEM
ENGINE PILOT VALVE
ENGINE THRO ITU ACCESS
fill CHEMICAL IGNITION
ACCESSWO EMC MOUNT
RlJOOER PUSHROO ANDLC RANK RIG
RjOOIR PUSHROD ANORIC
NOZZU ACCESS CHIMICAIIGNITION
RUDDER POST ACCESS
RUDDER SERVO ACCESS
RUDDER PUSHBCO AND BtUCRANK
RUDDER PUSHROD ANO Bl LLC RANK
ACCESS TO SERVO
Pari els and Openings tRhil-etvA of
Y * *
SCUPPERl'Jl TANK WATER DRAIK
7 lull TANK WATER DRAIN
TAN* WATER DRAIN
SPIKE SYSTEM SEAL DRAINS
HYDRO pumps SHAM orain. REMOTE GEM box Till ano DRAIN
t FORWARD mill COMPONENT DRAINS
ain fuel pump pad
B-HVDRAllUC pump PAD
ower Art COMK'.k
OMPRESSOR HOO ACTUATOR
REAR fSOlM MOUNT RING MAM
ftllKl TAW NAUR DBAIS
El taw VKDir WD DUMP PORT
UDDER SERVO PAN DRAIN
u EXHAUST NOZZLE CONTROLOMBUSTION CHAMBER DRAIN
l> CENTERCOMPONENT DRAINS
VDRAUl IC PUMP SHAFT
CCESSORY OVERBOARD SEAL
OMBUSTION CHAMBER FORWARD OVERBOARD SEAL
ISOMIU BYPASS OVERBOARD DUMP
UEL PUMP SHAH DRAIN
EAT EXCHANGER HEADER DRAIN
LB OIJ-'Ul DRAIN FITTING
NjfllL ANO DRAIN
OXYGEN BLOW OUTLACES1
ATI0NS ARE APPROXIMATE
DRAIN OPENINGS ARE TYPICAL RICKI AND LEFT NACELLE
EMERGENCY PRECAUTIONS AND emergency PROCEDURES
table OF CONTENTS
safety precautions ahd emergency procedures list of illustrations
Plugs and Dust Excluders
PRECAUTIONS AND EMERGENCY PROCEDURES.
order to guard against the ever present dangers of static elec-
tricity, all aircraft must be effsctlvely groundedow resistant ground wire at all times and should be removed only when it is necessary to move the aircraft. Prior to applying all external electrical power, eachpower unit should be independently grounded.
2-S. Ground Run-Up Danger Areas. (See. Ground operation of ths engine can result in damage toand injury to personnel if recommended safety precautions arc not observed.
Movable Surface Ha sards. (See. During ground operation and maintenance of the aircraft It le necessary to operate all movable stir faces. In all cases, personnel and equipment must be clear of the area Involved before operation of any movable surfaces.
internal Ground Safety Devices. (See External Ground Safety Devices. (See. )
!Mf AttANtAK I* INWa DUC'S tvc :m( ixiiAjST isvsuv OAwaHOirtKUPCiiAR.
can cajsi rinwANiowfia
TO IMS WITHIN iPJUl'. USt"ucs. witviw sonn (Aft PiliSS AW PftOTlCIIVl
II BIAS! KFUCTOB IS NOT AVA11ABK.tft AlIOftNCIW
* Rf MAINIC PIAM OSMIAIIONOIIMCIUIIW
IDtf IhRUSI ISIATICI VUOCITY DISTRIBUTION
IDU THRUST (STAIICI TfWPlRAIURl DISTRIBUTION
OPPOSITE SIM OF STOAMiR3BE*WW
. Internal Safety Devices fShec!f 4J
watk mfjuiii ft* LMtftlKMO^lAKM
CHC* CAWIPY COUNlTRBAiAVU
KftROE PRIOR TO Rt MOVING PROP ASSY AKO
Internal Safety Devices
tn A" -
OOtVNlOCK "IN ASSWBIY
NOT niOUIBfO ON DOOR WCHAMSW
/K TOOWI*NAWtKINS IN WW. WtllOWV.
NQM IAN0INC OAR asmCTUATINGCVLINWRDOOR
SAIFTV PIN MOU IDOOR HICHAM SMI
- 3EF0RE FLIGHT
z-^. External Safety Devices.f 5)
. External Safety (Sheetf -5 )
safety precaution* lilted In the following paragraphs and
illustrations shall be strictly adhered to to prevent injury to the peraonnel
The following information is Intended for crash alt* use to assist reecue crews in determining the most practical and safest way to aesiat the
pilot in evacuating the aircraft. CAUTION
All ground resceu crews shall wear asbestos suit* and gloves due to the possibility ofhot aircraft structure reeulting from high speed flights.
Crash Rescue Markings. (See,
emoval of the canopy by the external Jettison method la the primary mean* of gaining immediate access to the cockpit. (See, Sheet
ondition* existing during the emergency could possibly dictate the method required to remove the canopy. To remove the canopy employing the manual opening mechanism, see,nd 4.
A haaardoua condition can exist regardless of which method le used to open and remove the canopy. Itmperative that the ballistic line to the catapult
THIS AIRCRAFTEAT CONTAINING AN EXPLOSIVE
CHARGE. SEE MAINTENANCE MANUAL BEFORE REMOVING
Crash Rescue Procedures
rash Ros.cut; Procedures.
CRASH RESCUE PROCEDURES
. Crash Rescue Procedure
. CrashProce*di:r> J)
be eevered Immediately upon gaining accasa to
Forcible Entry. (Sac, Sheet Thia Information will be added when available.
Once acceai to the cockpit le poeaible rescue personnel can immediately
begin with the pilot removal procedure. (See, Sheet
Shut off normal oxygen supply Immediately upon access to the cockpit.
Procedures as shown In, Sheetepresent the quickest and safest method of releasing the pilot from the arresting harness, emergency equipment, seat and subsequent removal from the cockpit.
Pressure Suit Handling. (See.)
The following sequence Is recommended for normal removal of equipment:
Remove helmet by operating release and lift clear, aevering the two oxygen hoaea from
suit to helmet. time permits, open outer garmet front zipper and open mainpper for access to oxygen disconnects inside pressure suit,
If crew is injured, open face plate only until
a medical doctor Engine Shutdown Procedure.(See, Should the emergency be such that the engines aredeveloping power, the procedures as shown in, Sheetill provide the quickest and safest means of stopping the engines, shutting off the oxygen supply and deactivating the electrical buesee.
Handling of TEB, Chemical Ignition Fuel During Crash Rescue Procedures.
t. WARNING Procedures are established In the Flight Manual which require the pilot to dump the chemical fuel durng an emergency. If this
Z-'i Crash Hescue Proceduresf 9)
ia not possible the condition could become serious. There are no quick opening access panels near the chemical fuel tank and lines. EB Are be the primary concern, the immediate area about the tank location may be flooded with water or COz until it can be determinedazard no longer exist*.
The following information conaiste of data and recommended procedures for the extinguishing of fires by aircraft maintenance personnel.
Fire and Explosion Hazards.
personnel should be familiar with the fire and ex-
plosion hazards this aircraft so that precautionary measures can be taken. Fires and explosions generally occurlarnmable substance, oxygen (air)ource of Ignition are brought together. The primary flammable substances in this aircraft are fuel, hydraulic fluid, lubricating oil and greasos and pyrophoric fluid used in the engine ignition system.
Pure oxygen canire or explosion almply by contact with these substances. Common sources of ignition are electric area, flame and hot surfaces. The following conditions are partieulary hazardous.
mixture of fuel vapor and air In the fuel tank*system is exploeive when ignited. However, PF1 Fuelvolatile a* other Jet type fuels.
hydraulic fluid or engine oil sprayingineexplode or flash when Ignited.
or exploeions can be produced spontaneouslysubstances contact oxygen of high purity.
pyrophorlc fluid (triethylborane) uaed in theayatem will Ignite Immediately upon exposure to atr.
Fir* Fighting Precaution*.'
Maintenance personnel should be alert for poeslble aircraft ground fires and be prepared to act rapidly and affectivelyire Is discovered. It is recommended that maintenance personnel become familiar with the following types of fire hazards and precaution*.
accesa le gained quickly to apply on extinguishing agent.
to notify professional fire fighting personnel Immediately.
agents which are recommended for different kindsand how to operate the extinguishing equipmeut.eg. areafog,CP or chemical and mechanical foam.
and mechanical foam agents leave deposits; ifagents should be removed by flushing thoroughly with water,action is required.
Ansul Plusry Chemical Powder should not be used except in an emergency. If used, all traces of residue shall heremoved by spraying withuel, flushing thoroughly with running water and wiping as dry as possible. The following agents are not approved as fire extinguishing
agents. Inadvertent use must be reported to Engineering:
Soda and Acid type extinguishers
o. The availability ami serviceability of extinguishing equipment
during ground operation*.
General procedures to be carried outire is discovered.
proper agent to fire as soon as possible.
engineollow procedures as outlined on.
yourself upwind and do not stand In flammablsapplying agents.
ground support equipment away so that firewill not be hampered.
When available agent is expended and/or the fire Is out of control, evacuate the area because of the danger of explosion.
Oxygen can cause spontaneous ignition and exploaiona when It comes in contact with flammable substances. ire aided by oxygen will burn intensly and spread rapidly. 0O2 or DCP (dry chemical powder) should be applied to slow the progress of these fires. However, effectiveof oxygen-supplied fires generally require foam. Sourceser cent oxygen in the aircraft are the bottles In the nose wheel or chine area.
Engine Fires. (See. )
engine or nacelle fire may not be indicated by the engine
fire and/or overheat system. Ground personnel should be alert for this condition during engine ground operation.
Ignition Fuel (TEB) Fires.
ire will occur when triethylborane (TEB) is exposed to airesult of spills, line rupture or leaks. To control TEB fires, the fire fighter shall attempt to confine the fire by blanketing the burning liquid with foam or water spray.
tetrachloride and halogenatcdreact with TEB and should neverto combat
Testa have indicated that TEB will ignite when exposed to air at all temperatures to beduring handling.
Hot Aircraft Wheels.
hen an aircraft is subject to excessive braking action, especially an aborted take-off or drag chute failure, the following procedures should be rigidly adhered to:
FIRE FIGHTING PRECAUTIONS
precautions usito nun shah ei observed, in okdir to avoid serious injury ro involved person*.
DO NOT SIAVl INlQU'OS.
OilRSELI IN POSITION' wKBS vguCAS Otl MBt Oft f'JWCS.
DKY CHEMICAlOP CO, AS! Si If AvAl-Afnt
If CO? OR OTHER APPROVED .iQuiDtXIINCUlSiBD MjlNlS,lW L'SE1UI0 OR CAS DOES NOT COTAC'S. STRESS EXPLOSIONS CAS BE CAUSID'AITI- RiSLJANl
CAUTION IU AVOID SUPPINC ONUf* ACi<
'IK'S AmV> ChEUICAi POftWRIROM AfilCnS AH ASiNCRAtl
I MIPEAffECKI ARIAS atlHCUANClOM.
tO CLEAN ARI ASMADIIY ACCISSIfclllON WIPING.
7 WAS"ICUD ARIAS IHORCWGHIY.
FIRE IN ENGINE Al
THESl IIKSUSUAUV OCCOfl DURING STARTING OR WMIlE ING1NI is SUNNING INCASEM PROCHD AS fOUOWS: 1 DVANCE PAST10NOTE
KE DOES NOT BIEW OUT OR PEWSISTS.DOWN ENGINE AND IIQMI AS Oil UNI.
J f!il tCJARD OPI. IAIIOAS SECONDS FQRVAIVILOSET.
* f i.
AS SOON AS POSStBU.
6 INttOOtCCMEMlCAi POWOES OR CO. ACINI INIO IVI ENGINE AIR IMET DUCT
St-iSI AflCTfD ARIAS WITH APWflWlC AM.-Rl.S1 SOlUTIOS ANC RINSE niMCUANWAIlft.
CLEAN AlO INSPECI All ISGISI PARTS IN M
ARIA AMICH IH CHEMICAl AGENT HAStOCJC(D.HOMXJCH ENGINE 'NS^ECTIONMWCtn ft AS INTRODUCED SO IhAI IT pasms THHOUGH THE ENGINE,
R INLET DUCT
IN ENGINE NACELLE
FIRE OCCURS WHILE ENGINE ACCESS OOOKS ARE OPEN IAS DURING INITIAI ENGINERC FIGHTING IS SIMPIIHIO.ENGINl ACCESS DOORS ARE CLOSED. ENTRY FOR IW EXTINGUISHING AGENT IS THROUGH IHE LOWER 'SUCK IN" 0OOR5 AT THE ACCESSORY SECTION. INCASIOfFIRfPROCEEOASfOvLCWS:
I CHEMICAL IGNITION PURCEUMP iSBiTCH CO.
ACTUATE BUMP SWITCHOIKSUIt H'DRAUIIC PWESSUH AM? "OBtlWIUMUABMHI CIS TAW,ONOS.
EMERCINCYIUILSHUIGll SWITCHOU IGUARDuPI.Alvl TOClOSa
1EAVE COCKPII AS SOON AS POSSIBLE.
INIROOUCF DRY CHfAMCAE POWDIR OR CO, ACINI INTO ACCESS POOt OR 'SUCK IV DOOR OPENIVC
AS SOON AS PtACItCAl, OPIN ACCESS DOC* ON WnON
Of FUSELAGE AND CHECK IOR EVIDENCEWXIINGUISHIO
FAIL PISf IIRTS usuauy RESULT from excess FUfl CCUICTlYS
iu mi *itiRBomaa section after shut-down, or wring
SI art INC CYlCLES.CASl Oi :iRi iiYiTt- SROUvfi StART UNII SUMfcDI PROCEED AS IQHOWS.
I IHftOIIlE Off.
' lavrgemcy fUQ SWJT-oef,
5 If POSSIBLES CIRAIIOV UVTIL All EVIDENCERC KAi QlSAPPfABiO. tRi EOfS NO'* persists DISCON'ISji START OPERATIONSH: AS Oil llRi by APPLYING CO, IN SHORT BUflSI INI0 AlliRBUKMK SICIIO't
If available,ortable ground air blower to accelerate cooling,
aircraft should be towed to an isolated location,and brakes allowed to cooleriod of one hour
personnel should approach overheated wheelscautionore or aftever In line with the axl
Wheel Brake Firca. (See
WARNING Excessive brake heating tends to weaken tire and wheel structure and Increase tire pressure. The area inboard and outboard of the wheel shell be avoided at all times.
DCP, water or water fog to brake and wheel.
removing wheels from aircraft deflate tire prior
Aircraft Walkways. (See
ortion of the upper surface of the aircraft Is suitable for walking. Clean rubber soled shoes or shoe covers (wing sox) shall be worn by all personnel performing maintenance in these areas.
Foreign Object Damage.
of gas turbine engines. It is the responsibility' of all maintenance personnel to conscientiously adhere to and follow preventive procedures and policies to eliminate ingestion of forslgn objects by gas turbina engines. Several areas of concern are parking and storage areas, maintenance areas and procedures, engine installation and engine ground operation. Frequent and periodic inspection of engine nacelles, inlet ducts and storage areas Is recommended. When required, careful cleaning of areas should be accomplished. All maintenance personnel must exercise extreme care while performing maintenance procedures In and around the aircraft to prevent foreign object damage to the two turbojet engines. The greater
of the engines creates greater auction pressures and moan larger auction areas. These higher suction pressures enable the engines to pull objects from greater distances into the Intake ducts or the engine
nacelle areae and on Into the engines' compresior sections. Objecta may be picked up from the deck areas or from other areas which ars directly or indirectly open to the engine nacelle and laiet duct. Therefore, it is mandatory that personnel performing maintenance in and around theaccount for all tools, hardware and components after all maintenance procedures and operations.
Duct plugs and dust excluders are required to reduce foreign object accumulation. (See. )
Parking and storage areas should be Inspected for foreignuch material ehall be removed with brooms, sweepers or other suitable equipment.
General maintenance and structural repair procedures canforeign materials for ingestion by gas turbine engines. The following procedures are designed to reduce these materials:
effort should be made to keep areaa as clean aeminimise possible foreign object damage to engines.
filings, metal shavings, pulled rivet stems, andbe removed fromTthe areas and aircraft structure duringafter completion of work. The area should beall spilled fluids.
C. All hardware Items and tools should be accounted (or during and after work completion.
Items should be removed from the areatheir removal from the aircraft.
inadvertently dropped must be found immediatelydropped.
areas must be inspected for cleanliness prior totape, panels or doors.
that close-out panels and doors are properlyenclose the designated area. Mlamating of panels, cracks,workmanship defeat the purpose of the panels and doors.
Ha car da.
Extreme care must be exercised while servicing systems that require liquid nitrogen to prevent personnel Injury. Protective gloves, which may be removed quickly, should be worn at all times whileLN2. Personnel doing actual servicing should wear the gloves, rubber apronull face shield, as direct skin contact can result In extremely painful sores, which resemble burns. Also, symptoms of hypoxia can occur from prolonged contact with escaping GNj In confined areaa.
will cause serioua thermal burns on contact with the akin.
The burned area mayighly absorbent area for this compound; therefore, skin contact must be avoided. The inhalation of theseis extremely unlikely due to their pyrophoric characteristics; however, the fumes are toxic.
Personnel protective equipment must be worn at all times while doing any transfer, filling, Installation, removal or maintenance work with pyrophoric contaminated equipment. All handling and transfer operations must be controlled to prevent leakage and personnel exposure to liquid, gas and fires. All equipment must be thoroughly decontaminated by th* pyrophoric handlers before leaving their custodyontrol tag system shall be used showing the status of all equipment where residue could be trapped. Thesa liquids very often laylanket of combustion product* In unpurged open lines. Proper purging of all equipment and line*ust. Overflow or vent linee must be led offafe disposal area.
When handling TEB or units Involving this material the following protective equipment or equivalent equipment must be worn at all time*:
gloves which will give maximum protection and can
be thrown off quickly.
which will provide full face, neck and top ofprotection from frontal exposure.
glass which will be worn under the face shield as an
allcker type raincoat for body protection. An apron issatisfactory.
The above protective equipment will provide the neceseary time delaypill or splash to allow personnel to get away from the spill area.
It ia extremely Important that barehanded work be prohibited. Personnel protective equipment must be considered as secondary equipment only. Adequate facilities, procedures, and authorised handlers provide primary protection.
ire resultspill.in an enclosed area thereossibilityeduction in oxygen content In the air, and the fumes may be toxic;uitable respirator must be used by personnelthe area. Scott air pake respirators or air Una respirators must be worn by personnel entering the area.
personnel safety showers or any other source of reasonably
clean water will be used to flush burning fuelerson. Preventof the burn area if at all possible. If TEB contact* the eyes, flush immediately with large quantities of water foroinutes or until medical personnel arrive.
Covers. (See Figure
rotective covers are provided to protect external surfacee and Che Internal components of the aircraft during adverse weather condition*.
s ten: ii
i WING LEADING EDGE
COVEB iSIA. WWiSI
COVER iSTA.OVER ISTA
COVER MARKING EXAMPLE
REMOVE BEFORE FLIGHT (
table of CONTENTS
Mooring and Run-Up 4
Wheels Up Landing
Fuselage and Wing
section provides the proper handling procedures, using
approvsd equipment that is required to properly handle the aircraft during routine maintenance procedures. All safety precautions which provide for safe and efficient handling of the aircraft shall be strictly adhered to.
3-of Gravity Control.
control of the CG of the aircraft during ground handling
is required to prevent tipping the aircraft upon its tail. Some of the problems encountered which will move the aircraft CG aft are as follows:
personnel working aft of the main gear onwing.
tho aircraftloped ramp.
release of sticking shock struts.
on the fuselage, nacelle and wing surfacss.
distribution of fuel lo the tanks.
order to safely perform all maintenance functions requiring
removal of aircraft equipment and/or major removable components, in addition to towing orpecified ground handling gross weight and CG is required.
major removable component* and/or equipment are to be
removed from an aircraft fully fueled, this weight and CG condition will allow the maximum removal of such components and equipment without damage to the aircraft during ground handling.
major removable components and/or equipment are to be
removed from on aircraft at its zero fuel weight, this weight and CGwill allow the maximum removal of such components and equipment without damage to the aircraft during ground handling.
If the aircraft Is partially fueled there shell be more fuel weight forward of the landing gear than aft of the landing gear. Thecan then be handled with any configuration of component/equipment removal.
During engine ground operation, transfer fuel to the number one tank aa required to maintain the fuel weight forward of the landing gear.
Aatl-Tipping Prop. (See. }
anti-tipping propafety device used to ensure aircraft
stability when equipment is removed forward of the main gear location or when maintenance is being performed on the wing section of the aircraft.
The anti-tipping prep must be used at all timee when the aircraft is resting on it* landing gearormal ground attitude. The anti-tipping prop shall not be used under the following conditions:
the aircraft is resting onbeing raised or lowered by jack*.
a device to augment or replacejacking equipment.
landing gear maintenance iswhich svlll'change It* geometry,can be determined that such changes willthe prop assembly eg. Inflating orgear struts or tires.
this PROPafety device io PREVENTservice orsed AIAWDMfT If IM
around aitituol PROP MAY Bl utton shI P.
WITH ROD INC screwedIN. aoj-JS' unci"RC* toPIP PIN MOU BITH lowth'wperationNCHES cua* Of ground.
irtll screws fRQW aircraft AND attach prop *ITM HAND scri'.YS. retain HUSH screws tN KEEPER hous OM UPPER
iasl REPiAa fiush scans mtcr
Rt WO VINO prop
chocks MUSI Bt used WHI% prop is atiaclco.
BE sure NlttOCCN pressure IS MAINTAINED AT. I. UttOAOfa. donotalloa
CIOCKS ANO PROP INSTAILEO
0-wjopsi gage 1niir0geni
ISt USED WHEN AIRCRAFT IS BEING JACKED UP OR DENM
PROPO REPLACE OR Al'CMIM AIRCRAfT JACIIMCSYSTEH,
prop IS NO*E -SED DJIIV. MAINTENANCEANQINC UAR.
PROP MAT IE USED DURING INFLATING
OR OEHAMNGSIRuTSORIIRES. ii
SUCH CfMOT WOUID NOT OVERIOAD PROP.
ormal entrance into the pilots cockpit la made by use of an approved external itand after the canopy is open. (See. )
Refer to Section II for emergency access to the cockpit.
Exercise extreme caution when positioning the external stands to prevent damage to the chine sections.
All towing from the nose gear shall be done by means of the nose gear tow bar
noee gear scissors shall be disconnected prior toof the aircraft by towing.
nose gear towing angle shall notbe aircraft longitudinal canterline. Pushing or pullingangle up to the maximum allowable gross weight ishard surface ramps ONLY and for short distances ONLYaircraft in and out of the hanger.
Grot* weight rnuil be lets0 pound* when towing long distances.
an emergency It is parmissable to pull or push on thetow bar when It isegrees to the aircraft longitudinalwith one sot of main gear wheels set, causing rotation of theabout this pivoting mala gear. Such movement is allowedHARDSE EXTREME CAUTION I
nose gear tow bar has built-in shear screws. If aarises whereby the shear screws fall, then the aircrafttowed from the main gears, using the applicable equipmenttho procedures under "Main Gear Towing. "
towing speed shall not exceed) miles
personnel shall be available to ensure thatIs maintained between other aircraft building, andthe aircraft while It is being moved.
aircraft braking shall be used during the towingonly brake pressure available would be from the brakeit may be discharged.
There are no provisionsarking brake. Prior to aircraft movement the brakecharge may be checked by viewing the pressure gage located in the right main wheel well.
aircraft is not designed for stopping reaction forcesin the aft direction. Therefore, wheel chocks shall notbehind the main wheels and used as dynamic stopping devices.
are no restrictions on using chocks as dynamicwhile the aircraft is being towed forward.
person shall be stationed at each main wheel during the
towing operation. Each shall be provided with an approved chock to be used as necessary consistent withnd 1.
the strut clamp assembly ofnd Tow Strap
re used during main gear towing, there are no gross weight or terrain limitations on towing the aircraft.
gear struts shall be pressurised for towing. The nose
gear strut shall be adjusted, If necessary, soaximum ofnches of piston is exposed.
Gear Towing Procedure. (See. )
the nose gear scissors and aecure the boltto the upper link.
the upper aclaaors linkultable strap fromgear safety lock pin. The lower scissors link Is supportedstatic ground strap bracket.
theow Jlar to the nose gear.
aircraft Is now ready for towing provided alletc. are released.
Observe all limitations listed under
Main Gear Towing Procedures. (See
When towing forward or turning from the main gear wheels, under
severe conditions, the following procedures shall be used:
the strut clamp assemblies of, placingInch retaining bolts through the appropriate holes ofStrap into the top pivot shaft of the upper scissorstight is sufficient lor the bolts.
approved cables and clevises between the towthe towing
EUSNI KG ANGUS (PUSH or Puu)
3-J. nose gear towine.
KX MAIN ^AR TOWING IDOM WHIN KDSE
GEAR rtXmG IS IMWtACTlCAL
IWIOCNT PCftSOHNEI TOW USED TO ENSURE
SO DAUAfJME Tl) AIRCRAFT
* sturing no* sari vay sc used it*
COHJUtflTJON WITH maik gear TOWjNC
IriVJ ViKtat attached)
DO mot USt wheel chocks as stopping WYICtSWrftHOiYIWAFT,
SAFETY PIN (ACTIJATIW CYLIifflEfl)
TOWING CABLE ANDTRAP
ATTACH (NO BOLTSREQ'D EACH GEAR LO*rER SCISSORS UPPER SCISSORS ACNATIKGttAftCYllNCCH
necessary, the nose gear tow bar,rattached and used for ateerlng as required. Disconnect thescissors before towing.
the load with the tractor(s) as smoothly asorder to keep tlie dynamic loadsinimum.
Observe all limitations listed under
When towing aft from the main gear under aevere conditions the following procsdures shall be used:
Tow Strapnto the main gear using thebolts fromlamp.
approved cables and cleviaea between theand the tie-down lug on Tow Strap
main gear may be pulled oningleeymetrlcally behind the aircraft abouteetmain gear location. Two tractors may also be used, onepulling straight aft.
ntceieary, the noie gear tow bar,r
may be attached and uaed for ateerlng as required. Dieconaect the nose gear scissors prior to towing.
load with the tractor(s) at smoothly aa possible
In order to keep the dynamic loadsinimum.
Observe* all limitations listed under
towing operation, install approved wheel chocks forward
and aft of the main gear wheels. Reconnect the nose gear eclssors and inatall bolt and nut, finger tight la sufficient, and secureafety
It may be necessary to move the tow bar by hand to align the scissors links.
a ground safety lockpin in each landing gear point,.
safety pins In both seat "D" rings and canopy (See Section II)
all protective cover*. (Refer to Section TJ. )
ground Che aircraft at the nose gear point.
Mooring and Run-Up Tie-Down Provisions. (See
Provisions After Wheels Up Landing. (See
to installation of hoisting equipment the cockpit eeat and
rail assembly will require
Deactivate all ballistics by disconnecting lines
or sever all lines with shears.
maximum gross weightounds shall be adhered
to when Jacking any or all landing gear for puxposea ofire, wheel or brake assembly. All wing panels and latches shall be secured and the nacelle closed and secured.
There shall bo no Jacks need on the fuselage or wing Jack points at this gross weight.1bs.)
maximum gross weightounds shall bewhen jacking the aircraft using wing and/or fuselage Jacks.and wing shall be closed and properly secured.
maximum gross weight that shall be adhered to whenaircraft using wing and/or fuselage Jacks when either or bothwings are open shall be the zero fuel weight of the aircraft.
Winghe removal of inboard wingrequire aircraft gross weight to be at the sero fuel weight
or less and that all fuselage, wing Jack and contour boardsosition and adjusted prior to removal of any inboard wing paneL
- If the aircrafto remain idleerioddays, all wheels shall be rotated oner third at the end ofhour period so as to change complete ground contact area of Aa an alternate, the aircraft may be Jacked upeight
sufficient to relieve casing load. :
Fuselage and Wing Jacking. There are five Jack pads, three primary and two secondary, which require attachment to the aircraft.
b. Position ail Ave tripod jacks under their respective Jack pad location. Operate the forward fuselage, left and right wing Jacks (primary) so that the aircraft is raised smoothly anduntil all aircraft weight Is supported by these three jacks.
both secondary jacks until their wheel springs are
compressed and all Jack feet rest securely on the floor. Extreme care must be exercised so that these Jacks are not relieving tbe primary jack loads. The function of both secondary Jacks Is that of support only.
CAUTION m^^If work is contemplated
will be necessary to raise the outer nacelle and.wing half prior to installation of the secondary jacks.
If it ts decided to open the nacelle and'wing half .while the aircraft is.on Jacks; 'it fssable'tb"^temporarily remove both secondary wing jacks'arid pads. However, installack Pad Base when replacing'the JackaiTA'
Contour Boardosition contour stand undsr each wing, spanning thebeam stations along wing Raise the contour boards until they are firmly in place and aecure In this position,
Shim jack feet as required te ensurebetween the Jack screw andof the contour
Contour'Boards, Jacks and Jack Pads 'Removal.
> All contour* boards. Jacks and pads ehall be-removed in the following All Inboard wing panels shall be "in place before removing fuselageJacks.
Vijfjatf:AH six contour boards shall he-removed first.
Left and right secondaryJacka, .shall be.removed after,
':"jAU threecks ahaU^fJ^mbothly and uniformly j 'j1'lowered.until all aircraft weight re'sts.entirflly'on the
lI jack-pads shall be removed and the areas cleared of allOriginal document.