in
GENERAL rNFOKN.round Safety PTecasrlojfts,
The safety precaution! andonteined tn
nd illustrations provided mull be strictly adhered to to prevent Injury to personnel and damage to the aircraft.
Handling.
The Groundction.contains Information and
as to tha handling of aircraft during ground operati jtu . i itioa lnclades instructions on towing, parking, mooring, Jacking andthe aircraft.
. Access Openings." Wfollowing listedtrati cm- *iU locate and identify nil access' ^eSa-lpid openings on dM^par-and lower 'surfaces oftftalsVft
Upper and Lower Fuselagsliuf Access. Pa-itli and Openings.
teri^ DgfAnjuir^yijj-g: 'This lllus tration will locate pind identify all drains and veaU aboutusftlage, wing and nacelle section* of the aircraft.
m
order to determine If this aircraft can taxi on existing taxi waysland on existing runways, the following data, is provided :
MLG Tire Foot Printnches.
NG An AIN.S. BW
r.k. nacelle
PMO-2
cover location .
sta ju-war huit
siaue-rop of nacou.
7 AW
WW.38
ra-ir
1 .:
i bieetjinb0) inbo side mac abovesidef
n.0 ft h. inbo side hac. *
-inbdsioi
Sis.sol iniilut
.Eli dc nac,
fWDOf ElEV HINGE
f elevsta12wtqsta 1w
im. MACNI
NLK NAC OLUBD SIDE"lOiOONLG. NAC OUTBD SIDE V UB.OW.S..SPIWfeXV*!* WOft .
pilot valw engine throttle acqss throttli access
FiaCHMICAi IGNITION ACasS TO fwd ENGNMMT hozm ACaSS chem IGNITION rucDER fmshrod aw BLLLCRANIC rig. hjdbk FTiSHRCO and BCUCSAN" RIG,EMOVE OUTBD ELEVON servo PACKAGE THfiOTTIi ACCESS
cxessMm
FILL CHEMICAL IGNITION
dgagchuie meck
landing oar PLUMBING
LANDING gear PIVOT ACCESS
bypass system
ACCESS to SPIKE control MKH
"1
aPad'
m
bottom view
CODE
NUMBER
243
Iff
.
R
U6-*
st
U6-M
.
R
UtrAUB
IR
NLY)
16W3 UR
10
247
R
226
Of cover
F.s.
uel taw BOYHOU .
uel tawuel task pumps .
F.S.
plum3ing wstlJ?
' :fjno. 4fuelhole .plumbing inst pitot
aSFljElTANKBOWOli: -
MRfiMiCPuws;
UEL TANK pumps
PLUMBING INST.LUMBING INST.INDOW, reRISCOPE- -
OO^PURGlRlO LIDE SCOPE AND LOCALIZER ANT 'WINDOW.. NO. 6FUL TANK PUAtfS .' O.ANK BOYHOU MIXER. FUEL DUMP CONTROL .j
BOTTOM VIK'.V
*. .
f
NO.
267
MS
A,
iw-;a
-
<
PURPOSE OT COVER ACCESS TO IMBDELEV. SERVO
ACCESS TQ IMBO ELEV SERVO ANO ELEV ACT CYMNQERS
NACNT
ACCESS TO EXHAUST NOZZLE CONTROL ACCESS TO OUTBO SERVO CYLINDERS
ACCESS TO OUTBO ELEV SERVO VALVE
ACCESS TO CONTROL RIG PIN ANO ELEV PUSHROO DISCONNECT
QLI TUBE DISCRE DEITO
ti BLOW INDOOR AND ENGINE ACCESSSr' ACCESS TO ENGINE STARTER , vACCESS TO FUELONT DOORS LOW IN DOOR ANO [NG ACCESS.'
VSTEM
ACCESSONSTANT SPOO DRIVE mn HYD GIG COR*Yflkwl
.CCESS TO PlJHaiNC
ENG BY CASS DOOR ACTUATORCTS
FlijiABINGACaSSAMNACPINJOINTS :
ACCESS TO tUUSYSTTM
ACOSS TO HYD FILTER ' ACCESS TO FUELONIROl ACCESSLNOIX IUEI CONTROL
' , lEVON PUSHROD AND BEUCRANK RIGGING
cow
i
:
A*I
m -i
ROMC'll
Al
AH-JB
AI4-M
AlH-16
AIH-II
Aii-24
LOCATION
SPIKE STA
5PIKI BLEED AIR OUTUI
KS. WTONBD SIDE, R. H. NAC
. US..
is.
US.
TOINBD SIM NAC ABOVE IILIIT ND INBD SIM HAC IODR.K, INBDSIMNAC VIOONTOPC.P ANOLihflUITM R. INBO SIDI? ON UN. NAC, OUTBD. IOWONLC, NAC OUTBDB BROTTOM Ot UN KS. KNO,N STAOOTTOM
PURPOSECOVER BYPASS SYSTEM
ENGINE PI10TVALVE
ENGINE THROTTLE ACCESS
TWOTTU ACCESS
[1UCHWICAL IGNITION
ACCESSWO EHG MOUNT
kjimr PuSHROO AND BEUCRW tic
R.OM* 'USHROO AND
NOZZLE ACCESS CrtMICAL IGNITION
FIU CHEMICAL IGNIMON
RUDMR POST ACCESS
RUDDER SERVO ACCESS
RUDMR PUSHROC AND BELLCRANK
RUDMR PUSKROO AND Bill CRANK
R'JDCER Cl.DGION
RUDDER GUDGEON
ACCESS TO SER.0
POIIOM VIEW IOC-KIM UP
FUELING RLCEPIACII SCUPPERUti lAWWAIIfl ORAIN
I fUtl 'AW HAIR DRAIN
I IAW WATER DRAIN
ift TIM WATER DRAIN
SPIKE SYSTEM SEAL DRAINS
t HYDROSHAfT DRAIN. SEMOI GEAR BOX Fill ANO DRAIN
B FORWARD ENGINE COMPONENT DRAINS
AIN FUEL PUMP PAD BHYDRAULIC PUMPAIN FUELAIN fllll PUMP SSAl E- Art PUMP DRAIN PPER AlOWER AVBOAIPRfSSOR BUID ACTUATOR
1 A3 MANIFOLD Ok MP LINC.
REAR ENGINE MOUNT RING 3RAIN
UMBERS FUEL TAW WATER DRAIN
* FUEL TANK WATERFUEL TAW VENT AND DUMP PORT
RUDDER SERVO PAN DRAIN
EXHAUST NOZZLE CONTROLOMBUSTION CHAMBER DRAIN
CENTER ENCINE COMPONENT DRAINS
YDRAULIC PUW SHAFT
CCESSORY OVERBOARD SEAL
OMBUSHON CHAMBER FORWARO OVERBOARD SEAL
INDMILL BYPASS OVERBOARD DUMP
PUMP SHAFT ORAIN
EXCHANGER HEADER DRAIN
DftAIS FITTING
Fill AND DRAIX
BLOW OUT DISCS I? PLACES)
note
t
LOCATIONS ARE APPROXIMATE ORAIN OPENINGS ARE TYPICAL RIGHT ANOLEITNACELLE
EMERGENCY PRECAUTIONS AND EMERGENCY PROCEDURES
TABLE OF CONTENTS
Paragraph
Precautions and
Procedures
Safety
Rescue
safety precautions and emergency procedures
PRECAUTIONS AND EMERGENCY PROCEDURES.
Saf*ty Prwcaution*.
ading Aircraft.
In order to guard against the ever present danger* of staticall aircraft must be effectively 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.
Ground Run-Up Danger Areas. (See. Ground operation of tha engine can result in damage tosnd injury to personnel If recommended safety precautions are not observed.
Movable Surface Hasards. (See. During ground operation and maintenance of th* aircraft it is necessary to operate all movable surfaces. In all cases, personnel and equipment must be clear of the area involved before operation of any movable surfaces.
InUrnal Ground Safety Devices. (See External Ground SafetySee
DANCER AREAS
mote
DjCtS
# Im[ wa MAS THE iNTAjU ANDUAUSl IS VERYfEPCUAfi.
NOISE
CANMAM NT DAMAGE
KB'fll. USE EABPlKS.
ear PUCS AAA PROTECTIVE
COVERS.
if BIAMOLIUUOR IS NOT AVAILABLE. CliAR AREA tOR .CO UETAITOT ENGINE
mum cua*tam
lNT SECTIONZI
lOLF THRUST ISTATICI VEIOCITY DISTRIBUTION
THRUST ISTATICI TEMPERATURE DISTRIBUTION
MAX AB THRUST ISTATICI TEMPERATURE DISTRIBUTION
Run-up Danger Areas.
SEAT ASSEMBLY
HAMII (PRIMARY!
KIT
D-RIKG LANYARD
SAFETY PIN AC-TO
TEECONDARYl
INITIATOR CABLE
INTENSION CYLINDER ANO TUBELACES)
LOOP (AROUND CONTROL SUCK)
vnvr C
IKOf STRtAMK STEtKllfO-'SPIttaWAKIfr
. Internal Safety Devices.f 4)
NOTE
CHOI.M) MANC* INCl INSIMUC-A1 Ml *in
IKIMUBII
PtMilKMlKIOIIiBXT.
C**OPf lAICHHUAIISEC POSIIlOHtCURI PROPAVS' BASE.
CHECK CANOPY COUNTERBAlANCt SYSHMfDR Nj CHARGE PRIOR TO RlMOVING PROP ASSY AND ClOSINC CANOPY
It} GAGE AKOIIUER
VAIVE lOCAtlOH.
Internal Safely Devices
f 4)
3
on Ait C
DIM-hOCK PIN ASSEMBLY
A
1
2
3.
5
*
T.
t
ia IL ii i'
14
NOT RECinRiO ON DOOR VCCKANISfA
l USED WHEN WORKING IN WHitlWEl; ONI*
ND INC CIAIMBl* ACIbAItNGCniNOIR IDRAC STRun OAR DOOR (ATD
SAHIl PlNtACTJAIlN^CYlCNMRI
IAN'At 0
scissors iiwnj
M ROD ASSEM!.'
SAfirt PIN idoor MCHUMSM
LEVEL
LPLOC* ASSLMBIV
SAICTY PiNi'OU IACriiAIINGC1IIND(lllPINHOLE IDOOR MECHANISM!
. External Safety Devices.
f
NOTI
ACCtSSPtKITU u
owm vsm OVICI SWUC
MUtiWI
i 'mhwy sf nc cmc.'n IfXAtfAt os cowr covyw vcjio
0UBI1CNV-IM1 MWCt
SMirPIKCSAIUY / VJHVAi COC-jSD SmllTy
I in
> N019
ramuMCAa
IIUM>iii
AcitCKBS GACt DURING HOSTftlCHTIWPTCIKMlOR:ONDITIO*
on au
Q
CP
CD
DllAll
Safety Devices.
Figure1 of 5
charge. see maintenance manual before removing
. Crash Rescue Procedures.
l- f
Rescue Procedure*.
Tbe safety prscautlons listed In the following paragraphs and Illustrations shall be strictly adhered to to prevent Injury to the personnel Involved.
Note
The following Information Is Intended for crash site mac to assist rescue crews in determining the most practical and safsvt way to assist the pilot in evacuating the aircraft.
CAUTION
All ground resceu crews shall wear asbestos suits and gloves due to the possibility ofhot aircraft structure resulting from high spaed CrashMarkings. (See, Sheet
Crash Rescue Procedures.
emoval of the canopy by the external Jettison method is the primary means of gaining Immediate access to the cockpit. (See, Sheet
onditions existing during th* emergency could possibly dictate the method required to remove the canopy. To remove the canopy employing the manual opening mechanism, see,nd 4.
warning
A haaardous condition can exist regardless of which method is used to open and remove the canopy. It is imperative that the ballistic line to th* catapult
be severed immediately upon gaining acceea Co the cockpit.
Forcible Entry. (See. Sheet Thie information will be added when available.
nce acceaa to the cockpit ie poaaible reacue personnel canegin with the pilot removal procedure. (See, Sheet
CAUTION
Shut off normal oxygen supplyacceaa to the
Procedures as shown in, Sheetepresent tbe quickest and safest method of releasing the pilot from the arresting harness, emergency equipment, seat and subsequent removal from the cockpit.
Emergency Preaaure Suit Handling. (See,e The following sequence is recommended for normal removal of equipment:
Garment
Note
Remove helmet by operating release and lift clear, severing the two oxygen hoaea from
Crash Rescue Procedures.
.f
suit to helmet. If timepes outer garmet front xipper and open main suit zipper for acceaa to oxygen disconnects Inside pressure suit.
WARNING
U crew Is Injured, open face plate only until
a medical doctor Engine Shutdown Procedure.(See, Sheet Should the emergency be such that the engines are still developing 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 busses.
Handling of TEB, Chemical Ignition Fuel During Crash Rescue Procedures.
WARNING Procedures arc established in the Flight Manual which require the pilot to dump the chemical fuel durng an emergency. If this
cNOINf COilROISATT.d
aNUfico*>sou. TosHinoowN mows,oth fhnoims
backOn pc tints.
battery switch isiocateo on lower right instrument
pawl forward and AiOVl 3ighi console. turn to'off" position,
ffl
et possible the condition ceuld become serious. There are no quick opening access panels near the chemical fuel tank and lines. EB fire 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 exists* '
.'
Damage Prevention.
The following information consists of data andfor the extinguishing of fires by aircraft maintenance personnel.
:". Fire and Explosion Hanards.
Maintenance personnel should be familiar with the fire andAl*rda o( lhu aircraft so that precautionary measures can be Fires and explosions generally occurlammable substance, oxygen (air)ource of ignition are brought together. The primary flammable substances in this aircraft are fuel, hydraulic fluid, lubricating
oil and greases and pyrophoric fluid used in the engine ignition system.
iflaaMiiti^
1
oxygen canine or explosion simply by coatsct with these substances. Common sources of ignition are electric arcs, flame and hot surfaces. The following conditions are parti aula ry hasardous.
mixture of fusl vapor and air in tha fuel tankssystem is explosive when ignited. Howevor, PF1 Fuelvolatile as other Jet typo fuels.
hydraulic fluid or engine oil sprayingineexplode or flash when Ignited.
or explosions can be produced spontaneouslysubstances contact oxygen of high purity.
pyrophoric fluid (triethylsorane) used in thesystem will IgnlssiHromedlatsly upon exposure to sir.
j Fighting Precaution*.
Maintenance personnel should be alert for possible aircraft ground
and be prepared to act rapidly and
? -
Is recommended that main tea sacs personnel beoorae familiar with the/following types af fire ha sards and precautions.
access is gained quickly to apply on extinguishing agent.
to notify professional firs fighting personnel immediately.
agents which are recommended for different kindsand how to operate the extinguishing equipment.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.
WARNING
Ansul Plusry Chemical Powder should not be used except in an emergency. If used, all traces of residue shall beremoved 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:
Ansulry Chemical
Chlorobromomethane <CBM)
Soda and Acid type extinguishers
e. The availability and serviceability of extinguishing equipment during ground operations.
General procedures to be carried outire Is discovered.
a> Apply proper agent to fire as soon as possible.
engine fires, follow procedures as outlined on.
yourself upwind and do not stand in flammableapplying agents.
c. Move ground support equipment away so that fire fighting equipment will not be hampered.
e. When available agent is expended and/or the fire is,but of control, evacuate the area because of the danger of explosion.
Oxygen Fires.
Oxygen can cause spontaneous ignition and explosions when It comes in contact with flammable substances. ire aided by oxygen will burn intensly and spread rapidly. CO2 or DCP (dry chemical powder) should be applied to slow the progress of these fires. However, effective extinguleh-ing of oxygen-supplied fires generally require foam. Sourceser cent oxygen in the aircraft are the bottles in the nose wheel or chine area.
if
Engine Fires. (See
engine or nacelle lire may not be indicated by the engine
fire and/or overheat system. Ground personnel should be alert for this condition during engine ground operation.
Chemical Ignition Fuel (TEB) Fires.
ire will occur when tristhyiborano (TEB) is exposed to atresult of spills, line rupture or leaks. To control TEB fires, the fire fighter shell attempt to confine the fire by blanketing the burning liquid with foam or water spray.
WARNING
Carbon tetrachloride and halogenatedreact with TEB and should neverto combat
Note
Tests have indicated that TEB will ignite when exposed to air at allares to be en-countered during handling.
; Hot Aircraft When an aircraft is Subjsct to excessive braking action, especially an aborted take-off or drag chute failure, tha following procedures should be rigidly adhered to:
warning
FIRE FIGHTING PRECAUTIONS
USC OBV CHEMICAL POWDERflNi if AVAILABLE
ii CO? OR OIKH APPROVED UCRIIO EXTINGUISHEDSED USE EXTREME CAB!ici 8IAST CT COLO LIQUID OR CAS DOISTAC1 MOI "ETA! SUftlACES. STRESS EX-lOSIONS CAN BE CAUSED WITH RESUI1AM IN;ilBVERSONNEL
precautions listed mow shall be obshmo. in order io avoid serious inwrynvolved personal.
nChtnnc. when possible ircmumiivjsigi.
donoisianq is ilAWABUi BO not PUT YtXJflSLU in POSlIlCW WHIRi YOU can BE
TRAPPED BY1IRL OB fUMlS. USE CAJIIONVOO Sll PPINC ONS JRIACES
CLEANING PROCEDURE
IXimCJISHIO REMOVE CKMlCA! POWDER (ROM Af litltD AREASIBCRAJI AS FOLLOWS;
WIP! A'fCCTED ABE AS WIIH CLEAN CLOIK USl AIR BLAST TOCIIAN AREAS NOT READILY ACCESSIRIf '0 CLOTH WIPING.
? WASH AIL AilKTEO AREAS THOBOuGIILY.
RINSEC "is AREAS WITH APPROVED AMI-RUST SOLUMON ANO RINSI WIT" CLEAN WATER.
THOROUGHLY CLEAN AND INSPECT ALL ENGINI PARTS IN THE AtttAtYHIC" THE CHEMICAL ACENI HAS BEEN INIRODUCED. THIS WILLKWOltCII ENGINE WHENEVER POWDERWAS 1NIB00UCEDSOTHAT II PASSES
IHRGUGH
IN ENGINE AIR INLET DUCT
I IRIS US' AilY XCUR DURINGG OR WHILE LNCIM IS RUNNING, INCASIIRE PROCEED AS FOLLOWS:
" ADVANCE PART WAY TO MILITARY POWER.
ii EIRE OOiS NOIBLOWOUlORPERSISIS, SHUTDOWN ING'NIi ASre.
-
) EMERGENCY iue1 SHUTECONDS FOR VALVE lOClOSO.
I BATTERY SWIICH-OFF.
LEAVE COCI pi'AS SOON AS POSSIIU.
INTROOUCI DRY CHEMICAL POWDfR OR CO, AGENT hlO IK ENGINI AIR INLET
IN ENGINE NACELLE
FIRE OCCURS WHIIE ENGINE ACCESS ooors ARE OPEN IAS DURING INITIAL ENGINEfiHTING IS SiMPllIIED. WHEN ENGINE ACCESS DOORS ARE CLOSED. ENTRY FOR THE EXTINGUISHING AGENT IS ITHE LOWER 'SUCK IW DOORS Al THE ACCESSORY SECTION. ihcasioffibepbociedasfoaowv
I CHEMICAL IGNITION PURGE SWITCHDUMP iSWITCH UP).
ACTUATE DUMP SWIICH IMMEDIATELY to INSURE HYDRAUIC PWfSSuRt ANJ fOAIS WILL St AVAIIABUHE CIS TAW. POWER Will KfllWiREDiOR upWCawDS.
2 FF.
J EMERGENCY lull SHUTOff SWIICM-OTI IGUARO UPi,R VALVE TO CLOVIL
i IEAVI CCC'PU AS SOON AS POSSIBLE.
6 R0DXE DRY CHEM1CAI POWDER OB CO, AGIST INTO ACCESS OOOf OR -SUCK IW DOOR OHMS',
I AS SOON AS PWACIICAL.CCESS DOOR ON IOTTQA
Of FUSELAGE ANO CHECK fOR IVICENCE OFRE.
Fires.f 2)
TAIL Pill FIRES USuAUV RESULT 'ROM EXCESS >UEI COLLEC'INC INlTIRl.tRhi? SICNON AITEH Si'JT DCVt'S, OB OlStlNCC CttCllS. IN CASE OF FIRE IWIIH GROUND START UNIT ENGAGED* I'ROCUO AS MUM,
j hwenc* iuii skit-oft <cuu] un
! IT POSSH I OPfRA-ION uNTll All EVIDENCEIR1 HAS 3ISAPPEARFD. I' HRI DOES VOI BIO* CUT OR "IRSISIS DISCONTINUE START OPERA'I ON AND HkM! AS Oil <IRt IV APF-IVING CO. IN SHORE BURST
V" 1 T
EXCESSIVE BRAKE HATING WAKENS TIRE AND MHEEL SERJCTJRI ANDRE PRESSURE, IH[ AREAS INBOARD ANOOt WHEii SHOULD BE AVOIDTO
note
USEi"AIER FOG. CO?OR DCP.-RAKl FiRFS.
WARNING
If available,ortable ground air blower to accelerate cooling.
aircraft should be towed to an Uolated location.and brake* allowed to cooleriod of one hour
peraonnel should approach overheated wheal*cautionore or aftever In line with the axli
Wheel Brake Fire*. (See Figure
Excessive brake heating tends to weaken tire and wheal structure and Increass tire pressors. The area Inboard and outboard of the wheal shall be avoided al all times.
V
DCP, water or water fog to brake and wheel.
removing wheals from aircraft deflate tire prior
Aircraft Walkways. (See
ortion of the upper surface of tha aircraft Is suitable for walking. Clean rubber solsd shoes or shoe covers (wing sox) shall be worn by all personnel performing maintenance inreas.
Scratches and dents' reduce structural strength and Impair aircraft performance. Damage caused by careless walking or handling of tools can require extensive repairs.
Foreign Object Damage.
object damage ia an ever present hazard to the operation
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 foreign objects by gas turbine 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 duets and storage areas Is recommended. When required, careful cleaning of areas should bo accomplished. All maintenance personnel mast exorcise extreme care while performing maintenance procedures in and around the aircraft to prevent foreign object daroage'to the two turbojet engines. The greater sfse of the engines creates greater suction pressures and ma oh larger suction areas. These higher suction pressures enable the engines to pull objects from greater distances into the intake ducts or the engine
nacelle areas and on Into the engines' compreaior sections. Objecte may be picked up from the deck area* or from other areas which are directly or Indirectly open to the engine nacelle and inlet 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 Figure )
Parking and storage areas should be Inspected for foreign objects. Such material shall be removed with brooms, sweepers or other suitable equipment.
General maintenance and structural repair procedures can coo-| tribute foreign materials for ingestion by gas turbine engines. The following procedures are designed to reduce these materials:
effort should be made toareas as clean as posslbli
to minimise possible foreign object damage to englnee.
i.
b. All filings, metal shavings, pulled rivet stems, and debris mast be removed fremHhe arees and aircraft structure during and Immediately after completion of work. The area should be cleaned of ailpilled fluids.
hardware items aad tools should bs aCcounted for during
and aftsr work completion.
Items should bs removed from the areatheir removal from the aircraft.
inadvertently dropped must be found immediatelydropped.
areas must bs inspected for cleanliness prior totape, panels or doors.
that close-out panels aad doors are properlyenclose tha deal gnat ed area. Mia mating of panels, cracks,workmanship defeat the purpose of the panels and doors.
ealth Ha Liquid Nitrogen.
Soft. Extrsms care most 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 Personnel doing actual servicing should wonr th* glovss, rubber apronull face shield, as direct skincan result in extremely painful sorss, which rssemble burns. Also, symptoms of hypoxia can occur from prolonged contact with escaping GNz in confined areas.
which will provide roll face, neck and top ofprotection from frontal exposure.
glass which will be worn under the face shield asprecaution.
slicker type raincoat for body protection. An apron Issatisfactory.
Tho above protective equipment will provide the necessary time delaypill orto allow personnel to get away from the spill area.
WARNING
It is 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 tn the air, and the fames may be toxic;uitable respirator must be used by personnelthe area. Scott air poke respirators or air Use respirators must be worn by personnel entering the area.
(TEB).
will causa serious thermal burns on centscI with the skin.
burned sr aa mayighly absorbent area for this compound; therefore, akin contact must be avoided. The inhalation of theseIs extremely unlikely due to their pyrophoric characteristics; however, the fumes are toxic.
Personnel protective equipment muit be worn at all times while doing any transfsr, filling. Installation, removal or maintenance work wish pyrophoric contaminated equipment. All handling and Iranifer operatlona must be controlled to prevent leakage and personnel exposure to liquid, gas and fires. All equipment must be thoroughly decontaminated by the pyrophoricefore leaving their custodyontrol tag system shall be used showing the status of all equipment whore residua could be trapped. These liquids very often laylanket ac* combustion products in unpurged open lines. Proper purging of all equipment and linesust. Overflow 'or vent lines must baled oil"afe disposal area*
which will give maximum protection and can
thr.
quickly.
personnel safety ibowtri OT any Other source of reasonably
oleanwill be used to fluah burning fuelerson. Preventof the burn area if at all possible. If TEB contacts the eyes, flush immediately with large quantities of water for IS toinutes or until medical personnel arrive.
ProteotWe Covers. (See
rotective covers are provided to protect external surfaces and the Internal componsnts of ths aircraft during adverse weather conditions.
i
note
W>
iSIA. HSWfl
(sta. mat
!STXrxi
(STA tX-VM
ISTA.
lead inc ICCIl
. v
IWIN6 LlACiNG ECCD ,
ISTA.
COVERQl
t,i
wi
C
COVER MASSING EXAMPLE
st:f_
stamp
ietifrs
NO.
D
HOOK ASSEMBl*
protective covers.
f 5)
Protective Cover*f 5)
ROUND HANDLING
TABLE OF CONTENTS
Paragraph
of Gravity
Towing
3-Mooring and Run-
Tie-Down ProrieiOM
Provision*
Wheele Up Landing,'
Jacking
Parachute
Handling
section ra
GROUND HANDLING
F ILLUSTRATIONS
Figure
Gear
Gear
Run-Up
and Wing
Gear
F
Gear
i
3-HANDLING.
section provides the proper handling procedures, using
approved 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.
of Gravity Control.
control of the CG of the aircraft during ground handling
is required to prevent tipping the aircraft upon its tall. Some of the problems encountered which will move the aircraft CG aft are as follows:
personnel working aft of the main gear onthe wing.
the aircraftloped ramp.
release of sticking shock struts.
on the fuselage, nacelle and wingdistribution of fuel in 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 componeaU end/or equipment are to be
removed from an aircraft fully fueled, thl* weight and CG condition will allow the maximum removal of *uch components and equipment without damage to the aircraft during ground handling.
major removable component* and/or equipment are to be
removed from an aircraft at it* sero fuel weight, thia weight and CGwill allow the maximum removal of auch components and equipment without damage to the aircraft during ground handling.
CAUTION
If the aircraft is partially fueled there shall be mors fusl weight forward of the landing gear than aft of the landing gear. Thecan then be handled with any configuration of component/ equipment removal.
Note
During engine ground operation, transfer fuel to the number one tank as required to maintain the fuel weight forward of the landing gear.
Anti-Tjppina Prop. (Soe. )
anti-tippingafety dovico used to ensure aircraft
when equipment ie removed forward of the mein gear location or when maintenance la being performed on (he wing section of the aircraft.
CAUTION
The anti-tipping prep muet be used at all times when the aircraft ii resting on Its anding gearermal ground attitude. The anti-tipping prop shall not be used under the following conditions:
ths aircraft is resting enbeing raised or lowered by Jacks.
a device to augment or replaceJacking equipment.
c When landing gear maintenance iswhich will change lte geometry, unless it can be determined that such changes will not overload the prop assembly eg. inflating orgear struts or tires.
11
PROP fllUft VALVE HAND SCREW CREQ'D) UPPER BASE HtSBfft PAD
CWtO) PSI CAGE INIIROOS)
HMD IE
"IP PIN
ROD END
LOWER BASE
"A. I. G, I
SIRJCIURAl SCREWS
NOTE
A
A A
S.
IS NOT TO BE USEO WHENS BEING JACKED UP Off DOWN.
PROP IS NOT TO REPLACE Oil AUGMENT AIRCRAFT JACKING SYSTEM.
PROP IS NOT TO BE USED DURING MAINTENANCE OF LANDING GEAR,
PROP MAY BE USED DURING INTLATINC OR DEFLATING STRUTS Oft TIRES. IF SUCH CHANCE WOULD NOT OVERLOAD MOP.
Entry.
ormal entrance Into tbe pilots cockpit is made by use of an approved external stand after the canopy is open. (See. )
Note
Refer to Section EE for emergency access to the cockpit.
CAUTION
Exercise extreme caution when positioning the external stands to prevent damage to the chine sections.
Towing.
Limitations.
CAUTION
All towing from the nose gear shall be done by means of the nose gear tow bar
nose gear scissors shall be disconnected prior toof the aircraft by towing.
nose gear towing angle shall nothe aircraft longitudinal centerline. 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.
Cross weight must be lea*0 pounds when towing long dlatances.
C. In an emergency It ie permissible to pull or push on the nose gear tow bar when It isegrees to the aircraft longitudinal center-line with one set of main gear wheels set, causing rotation of theabout this pivoting main gear. Such movement is allowed ONLY on HARDSE EXTREME CAUTXONI
nose gear tow bar has built-in shear screws. If aarises whereby the shear ecrews fail, then the aircrafttowed from the main gears, using the applicable equipmentthe 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.
Nose Gear Towing Procedure. (See* )
tbe nose gear scissors and secure the boltto the upper link.
the upper aclaaora linkuitable strap fromgear safety lock pin. The lower scissors link is supportedstatic ground strap bracket.
theow Bar to the nose gear.
aircraft is now ready for towing provided alletc. are released.
caution
Observe all limitations listed under
Main Gear Towing Procedures. (See
When towing forward or turning from the main gear wheels, under
ssvere conditions, the following procedures shall be used:
the strut clamp assemblies oflacinginch retaining bolts through the appropriate holes ofStrap Into the top pivot shaft of the upper scissorstight is sufficient for the bolts.
approved cables and clevises between the towthe towing
There arc ao provision*arking brake. Prior to aircraft movement tha 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 f.
k. When the strut clamp assembly ofnd Tow Strapre 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.
>
z
v *
I. i
If.
PFRSONNIl TO Bl USID lOIYillHE NO IIAVA& IS OOhCIRCRAFT
NOSE OAR STEERING (TOW BAR) WAV EI USED IN
C0NIUNCT10NWITM WIN GEAR 'OWING
<N0 VEHICLE ATTACHED!
DO NOT USE WHEEL CHOCKS AS STOPPING DEVICES WHEN TOWING Af T.
MAIN LANDING GEAR ASSEMBLY SAKTVPIN lACTUAIINGCYliNDERl TOW ING CABLE AND CLEVIS TOW STRAP
ATTACHING BOI ISACH GEAR
10WIR SCISSORS
UPPER SCISSORS
ACTUATING GEAR CYLINDER
SHOCK STRUT
S.EIVE
. Main Gear Towing.
necessary, the nose gear tow bar,rattached and uaed for steering as required. Disconnect thascissors before towing.
the load with the tractor(s) as smoothly asorder to keep the dynamic loadsinimum.
CAUTION
Observe all limitations listed under
towing aft from the main gear under severe conditions
the following procedures shall be used:
Tow Strapnto the main gear using thebolts fromlamp.
approved cables and clevises between theaod the tie-down lug on Tow Strap
main gear may be pulled oninglesymetrlcaUy behind the aircraft abouteetmain gear location. Two tractors may also be used, onepulling straight aft.
necceeary, the noae gear tow bar,e attached and uaed for steering as required.noae gear aclasors prior to towing.
load with the tractor(s) aa smoothly asorder to keep the dynamic loadsinimum.
CAUTION
Observe* all limitations listed under
After towing operation, install approved wheel chocks forward aad aft of ths main gear wheels. Reconnect the nose gear scissors and install bolt and nut, finger tight Is sufficient, and secureafety pin.
Note
It may be necessary to move the tow bar by hand to align tha scissors links.
-y Procedure..
a ground safety lockpln In each landing gear point..
safety pins in both seatings and canopy (See Section nj
chocks fore and aft of each main gear wheel.
ail protective coven, {Reiar to Section IX. )
ground the aircraft at the noae geara tall anti-tipping prop.
Mooring and Run-Up Tie-Down Provisions. (See. )
Hoisting Provisions After Wheels Up Landing. (See Figureto installation of hoisting equipment the cockpit scat and
rail assembly will require
WARNING
Deactivate all ballistics by disconnecting lines or sever ail lines with shear*.
I
Aircraft .Tacking Procedure.acking, a. aximum gross weightounds shall be adhered o when Jacking any or all landing gear for purposes ofire, whael or brake assembly. All wing panels and latches shall be secured and the nacelle olosed and secured.
CAUTION
There shall be no Jacks used on tho fuselage or wing Jack points at this gross weight. (lllMOlba.)
If
-
maximum gross weightound* shall be adhered
to when jacking the aircraft using wing and/or fuselage jacks. The nacelle and wing shall be closed and properly secured.
maximum gross weight that shall be adhered to when Jacking
the aircraft using wing and/or fuselage Jacks when cither or both nacelles and wings are open shall be the sero fuel weight of the aircraft.
Structural Limitations.
a. Inboard Winghe removal of inboard wing panels shall require aircraft gross weight to be at the zero fuel weight or less and that all fuselage, wing Jack and contour boards are In position and adjusted prior to removal of any inboard wing panel.
.f the aircraft Is to remain idleeriod exceeding
v^i'.^fdays, all wheel* shall be rotated* one-third at the end of each hour period so as to change complete ground contact area of the
As an alternate, the aircraft may be Jacked upeight
to relieve analog load.
^ Fuselage and Wing Jacking Procedure. (See
are Ave Jack pads, three primary end two secondary.
which require attachment to the aircraft.
Position all firs tripod Jscks 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 snd all Jack fsst rest securely on the floor. Extreme care must be exercised so that these Jacks are not relieving the primary jackhe function of both secondary Jacks Is that of support only. .
WlU<be^riecessary^tw
rtoT'ib
r^ito'^sjjsie the outer nacelle and wing j'scondaryi
CAUTION
mm
mm.
m
Contour Boards, Jacks and Jack PadsyAll contour boards, Jacks'and'pedS'shall be removed in the following
^tn^e'rU^'Ml inboard wing panels-shall be In place before removing fuselagev'fV-
'
1
-
h
-#
p I
m
auding Gear Jack Point*. (Secosition Specified1Jack under built-lo jack point* on
theealrea to be raited.
CAUTION
Original document.
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