PUB DATE 71 NOTE 0500-094-3110)

ED 082 021

TITE

INSTITUTIONREPORT NOPUB DATENOTEAVAILABLE FROM

DOCUMENT RESUME

CE 000 297

Aviation Boatswain's Mate H 1 and C. NAVPERS 10303-B.Rate Training Manual.Bureau of Naval Personnel, Washington, D.C.NAVPERS-10303-B71119p.; Revised editionsuperintendent of Documents, U.S. Government PrintingOffice, Washington, D.C. 20402 (Stock Number0500-094-3110)

EDRS PRICE MF-$0.65 HC-$6.58*Aviation Technology; Equipment; *Job Training;*Manuals; *Military Personnel; *Military Training;*Seamen; Skilled Occupations; Vocational Education

IDENTIFIERS *Aviation Boatswain's Mate

DESCRIPTORS

ABSTRACTA guide for advancement of Navy personnel in the

Aviation Boatswain's Mate H (ABH) rating is provided in thisself-study training manual. The chapters outline the qualificationsand responsibilities of Aviation Boatswains involved in aircrafthandling equipment, aircraft handling, aircraft crashes,firefighting, crew entrapment, shipboard firfighting, andadministration. There are extensive diagrams, drawings, andphotographs. (KP)

r"

U.S DEPARTMENT OF HEALTHEDUCATION & WELFARENATIONAL INSTITUTE OF

EDUCATIONTHIS DOCUMENT HAS BEEN REPRODJCED EXACTLY AS RECEIVED FROMTHE PERSON OR ORGANIZATION ORIGINATING IT POINTS OF VIEW 02 OPINIONSSTATED DO NOT NECESSARILY REPRESENT OFF ICI AL NA.TIONAL INSTITUTE OFEDUCATION POSITION OR POLICY

BOA.SWAIN'S MA.E H 1 & CI

TILMED FROM BEST AVAILABLE COPY

PREFACE

This Navy Rate Training Manual is one of a series of training manualsprepared especially for men of the Navy studying for advancement in theAviation Boatswain's Mate H (ABH) rating. This manual was designed tobe a self-study manual.

The predominant factor in the selection of the contents of this train-ing manual has been the 1969 revision of the Manual of Qualifications forAdvancement, NavPers 18068 (Series), as it relates to the ABH rating atthe first class and chief petty officer levels.

Aviation Boatswain's Mate H 1 & C was prepared by the Navy Train-ing Puolications Center, Millington, Tennessee, for the Bureau of NavalPersonnel. Credit for technical assistance is given to the AviationBoatswain's Mate School, Lakehurst, New Jersey, the Naval AviationIntegrated Logistic Support Center, Patuxent River, Maryland, and theNaval Air Systems Command.

1971 Edition

Stock Ordering No.0500-094-3110

1

THE UNITED STATES NAVY.

GUARDIAN OF OUR COUNTRYThe United States Navy is responside for maintaining control of the seaand is a ready force on watch at home and overseas, capable of strongaction to preserve the peace or of instant offensive action to win in war.

It is upon the maintenanc, of this control that our country's gloriousfuture depends; the United State: Navy exists to mal e it so.

WE SERVE WITH HONOR

Tradition, valor, and victory are the Navy's heritage from the past. Tothese may be added dedication, discipline, and vigilance as the watchwordsof the present and the future.

At home or on distant stations we serve with pride, confident in the respectof our country, our shipmates, and our families.

Our responsibilities sober us; our adversities strengthen us.

Service to God and Country is our special privilege. We serve with honor.

THE FUTURE OF THE NAVY

The Navy will always employ new weapons, new techniques, andgreater power to protect and defend the United States on the sea, underthe sea, and in the air.

Now and in the future, control of the sea gives the United States hergreatest advantage for the maintenance of peace and for victory in war.

Mobility, surprise, dispersal, and offensive power are the keynotes ofthe new Navy. The roots of the Navy lie in a strong belief in thefuture, in continued dedication to our tasks, and in reflection on ourheritage from the past.

Never have our opportunities and our responsibilities been greater.

ii

CONTENTS

CHAPTER Page

1. Aviation Boatswain's Mate H rating 1

2. Aircraft handling equipment 12

3. Aircraft handling 34

4. Aircraft crashes, firefighting, and crew entrapment 50

5. Shipboard firefighting 83

6. Administration 3 91

INDEX 111

READING LIST

USAFI TEXTS

United States Armed Forces Institute (USAFI) courses for additionalreading and study are available through your Educational Services Offi-cer.* The following courses are recommended:

D 700 General Aeronautics

E 275 General Science I

E 276 General Science II

*"Miembers of the United States Armed Forces Reserve components,when on active duty, are eligible to enroll for USAFI courses, services,and materials if the orders calling them to active duty specify a periodof 120 days or more."

iv

CHAPTER 1

AVIATION BOATSWAIN'S MATE H RATING

The requirements for advancement are many.Experience has proved that one requirementfor advancement is study. This is essential ifthe petty officer is to keep up with a rapidlychanging Navy. Study relates to those effortsnecessary to acquire ,related knowledge fromboth the written word and from the practicalaspects of a job. For the ABH the knowledgerequired for advancement is acquired from thestudy of training manuals and other publica-tions, and from on-the-job training and practi-cal experience.

This Rate Training Madual is designed te:aid the ABH2 in preparing for advancement LoABH1 and the ABH1 in preparing for ABHC,based primarily on the professional require-ments or qualifications for ABH1 and ABHC. ascontained in the Manual of Qualifications for.Advancement, NavPers 18068 (Series). Forexamination purposes, this manual should bestudied in conjunction with ABH 3 & 2, NavPers10300-B since some material on the examina-tion for advLucement may be thoroughly ex-plained in that publication and not repeated inthis manual. In preparation for examination,Military Requirements for Petty Officer 1 & C,NavPers 10057-B, which covers the militaryrequirements for all senior petty officers,should also be studied.

ENLISTED RATING STRUCTURE

The present enlisted rating structure in-cludes two types of ratings: general ratingsand service ratings.

GENERAL RATINGS are designed to providepaths of advancement and career development.A general rating identifies a broad Occupationalfield of related duties and functions requiringsimilar aptitudes and qualifications. Generalratings provide the primary. means used toidentify billet requirements and personnel qual-ifications. Some general ratings include serv-ice ratings; others do not. Both Regular Navyand Naval Reserve personnel may hold generalratings.

Subdivisions of certain general ratings areidentified as SERVICE RATINGS. These serv-ice ratings identify areas of specializa'within the scope of a general rating. Serviceratings are established in those general ratingsin which specialization is essential for efficientutilization of personnel. Although service rat-ings can exist at any petty officer level, theyare most COMMOr at the P03 and P02 levels.Both Regular Navy and Naval Reserve person-nel may hold service ratings.

ABH RATING

The ABH rating is a service rating and isincluded in Navy Occupational Group IX (Avia-tion). The general rating, . AB, applies at theE-8 and E-9 levels. (See fig. 1-1).

The Manual of Qualifications for Advance-ment, NavPers 18068 (Series), states that ABH'sare responsible for the movement and spottingof aircraft,- both ashore and afloat; operate andservice ground handling and hoisting equipment;and perform aircraft crash rescue firefighting,crash removal, and damage control duties.ABH's also supervise the securing of aircraftand equipment and perform duties in connectionwith launching and recovery of aircraft.

The ABH1 must be qualified to superviseand conduct inventories and maintain custodyrecords, prepare equipment failure reports,direct flight deck damage control parties, andknow the procedures and equipment needed forjettisoning aircraft and equipment.

In addition to'the above listed requirementsfor ABH1, the ABHC must inspect work areas,tools, and equipment to detect potentially haz-ardous and unsafe conditions and take correc-tive action, and screen defective componentsfor feasibility of repair.

Along with th,-; necessary tours of se"._ duty,a wide variety of assignments ashore is avail-able to the ABH. In addition to air stationassignments which usually entail a billet in airterminal duties or crash-rescue duties, theABH1 and ABHC are eligible for assignment toinstructor duty.

AVIATION BOATSWAIN'S MATE H 1 & C

WARRANTOFF ICZR

W-1

LDO

/// / / / / //1//cwo . cwoW-2 W-3

;1.1

I ABC ME - 9

r

CWOW-4

WARRANT OFFICER INPUT ZONE

LDO INPUT ZONE

APPRENTICE 1E -2

E- IRECRUIT

Figure 1-1.Paths of advancement.

Some of the instructor billets available toABH's are as follows:

1. Aviation Boatswain's Mate School, NATTU,Lakehurst, New Jersey.

2. Aviation Familiarization School, NATTC,Memphis, Tennessee.

Instructor billets are normally filled on avoluntary basis. Detailed information concerning

2

AB.:

assignment to instructor duty is contained inthe Enlisted Transfer Manual, NavPers 15909series.

Chief Aviation Boatswain's Mates are eligi-ble for assignment to duty with the Navy Train-ing Publications Center (NTPC), NAS Memphis,Millington, Tennessee, as Technical Writers.CPO's assigned to NTPC assist in, the preparation

Chapter 1 AVIATION BOATSWAIN'S MATE H RATING

and revision of Rate Training Manuals for theGroup IX (Aviation) ratings.

Chief Aviation Boatswain's Mates are alsoeligible for assignment to duty with the NavalExamining Center, Great Lakes, Illinois, asItem Writers. CPO's assigned to the Examin-ing t:enter assist in the preparation of Navy-wide advancement examinations for enlistedpersonnel.

There are also a number of special pro-grams and projects to which enlisted personnelmay be assigned. For a listing of special pro-grams and projects, reference should be madeto the Enlisted Transfer Manual. Others arealso announced from time to time in BuPersNotices.

Personnel may indicate their desire forassignment to a specific program or project byindicating it in the "remarks" block of theirRotation Data Card.

As a petty officer, you are already aware ofthe importance of the ABH rating to naval avia-tion. Naval aviation depends upon the ABHrating for the efficient operation of its aircraftcarriers. Thus, the ABH's job involves greatresponsibilities, and from the lowest level up,he must possess greater technical skills thanever before.

When advanced to ABH1 or ABHC, evenmore responsibilities are to be yours. As asenior petty officer, you must possess morethan technical skills. You must assume greaterresponsibility not only for your own work, butalso for the work of others who serve underyou. Briefly, the ABH1 and ABHC must be askilled supervisor, inspector, and instructor,as well as an accomplished military leader.Senior petty officers are therefore vitally con-cerned with the Naval Leadership Program.

As a result of the Naval Leadership Pro-gram, a considerable amount of material re-lated to naval leadership for the senior pettyofficer is available. Studying thf.s material willmake you aware of your many ibMership re-sponsibilities as a senior petty officer and willalso be of great help in developing leadershi,qualities. It will not in itself, however, makeyou a good leader. Leadership principles canbe taught, but a good leader acquires that qual-ity only through hard work and practices.

As you study this material containing lead-erF:hip traits, keep in mind that probably noneof cur most successful leaders possessed all ofthese traits to a maximum degree, but a weak-ness in some traits was more than compensated

for by strength in others. Critical self-evaluation will enable you to realize the traitsin which you are strong, and to capitalize onthem. At the same time, you must constae-lystrive to improve on the traits in which you areweak.

Your success as a leader will be decided,for the most part, by your achievements ininspiring others to learn and perform. This isbest accomplished by personal example.

ADVANCEMENT

By this time, you are probably well aware ofthe personal advantages of advancementhigherpay, greater prestige, more interesting andchallenging work, and the satisfaction of gettingahead in your chosen career. By this time,also, you have probably discovered that one ofthe most enduring rewards of advancement isthe training you acquire in the process of pre-paring for advancement.

The Navy also profits by ynur advancement.Highly trained personn 1 are essential to thefunctioning of the Navy. By advancement, youincrease your value to the Navy in two ways:First, you become more valuable as a technicalspecialist, and thus make far-reaching contri-butions to the entire Navy; and second, youbecome more valuable as a person who cansupervise, lead, and train others.

Since you are studying for advancement toP01 or CPO, you are probably already familiarwith the requirements and procedures fol. ad-vancement. However, you may find it helpful toread the following sections. The Navy does notstand still. Things change all the time, and itis possible that some of the requirements havechanged since the last time you went up foradvancement. Furthermore, you will be re-sponsible for training others for advancement;therefore, you will need to know the require-ments in some detail.

HOW TO QUALIFYFOR ADVANCEMENT

To qualify for advancement, a person must:1. Have a certain amount of time in grade.2. Complete the required Rate Training

Manuals either by demonstrating a knowledgeof the material in the manual by passing alocally prepared and administered test or bypassing the Enlisted Correspondence Coursebased on the Rate Training Manual.


3. Demonstrate the ability to perform all thePRACTICAL requirements for advancement bycompleting applicable portions of the Record ofPractical Factors, NavPers 1414/1.

4. re recommended by your commandingofficer, after the petty officers and officerssupervising your work have indicated that theyconsider you capable of performing the dutiesof the next higher rate.

Demonstrate KNOWLEDGE by passing awritten examination on (a) military require-ments, and (b) professional qualifications.

Some of these general requirements may bemodified in certain ways. Figure 1-2 gives anoverall view of the requirements for advance-ment of acti,:e duty personnel; figure 1-3 givesthis information for inactive duty personnel.

Remember that the requirements for ad-vancement can change. Check with your educa-tional services office to be sure that you knowthe most recent requirements.

When you are training lower rated personnel,it is a good idea to point out that advanceme:itis not automatic. Meeting all the requirementsmakes a person ELIGIBLE for advancement,but it does riot guarantee his advancement.Such factors as the score made on the writtenexamination, length of time in service, per-formance marks, and quotas f r the ratingenter into the final determination of who willactually be advanced.

HOW TO PREPAREFOR ADVANCEMENT

What must you do to prepare for advance-ment? You must study the qualifications foradvancement, work on the practical factors,study the required Rate Training Manuals, andstudy other material that is required. You willneed to be familiar with the following:

I.. Manual of Qualifications for Advance-ment, NavPers 18068 (Series).

2. Record of Practical Factors, NavPers1414/1.

3. Training Publications for Advancement,NavPers 10052 (Series).

4. Applicable Rate Training Manuals andtheir companion Enlisted CorrespondenceCourses.

Crilectively, these documents make up anintegrated training package tied together by thequalifications. The following paragraphs de-scribe these materials and give some informa-tion on how each one is related to the others.

4

"Quals" Manual

The Manual of Qualifications for Advance-ment,--NavPers 18068 (Series), gives the mini-mum requirements for advancement to eachrate within each rating. This manual is usuallycalled the "Quals" Manual, and the qualificationsthemselves are often called "quals." The qual-ifications are of two general types: (1) militaryrequirements, and (2) professional or technicalqualifications. Military requirements apply toall stints rather than to any one rating alone.Professional 4,:alifications are technical orprofessional requirements that are directlyrelated to the work of each rating.

BOth the military requirements and the pro -fessional qualifications are divided into subjectmatter groups. Then, within each subject mat-ter group, they are divided into PRACTICALFACTORS and KNOWLEDGE FACTORS.

The qualifications for advancement and abibliography of study materials are available inyour educational services office. The "Quals"Manual is changer' more frequently than RateTraining Manuals are revised. By the time youare studying this training manual, the "quals"for your rating may have been changed. Nevertrust any set of "quals" until you have checkedthe change number against an UP-TO-DATEcopy of the "Quals" Manual.

In training others for advancement, empha-size these three points about the "quals":

1. The "quals" are the MINIMUM require-ments for advancement. Personnel who studyMORE than the required minimum will have agreat advantage when they take the writtenexaminations for advancement.

2. Each "qual" has a designated rate levelchiei, first class, second class, or third class.You are responsible for meeting all "quals"specified for the rate level to which you areseeking advancement AND all "quals" specifiedfor lower rate levels. This manual is writtento provide additional or add-on information tothat contained in ABH 3 & 2, NavPers 10300-B,and it is recommended that the material in the3 & 2 manual be reviewed.

3. The written examinations for advancementwill contain questions relating to the practicalfactors AND to the knowledge factors of BOTHthe military requirements and the professionalqualifications.

Chapter 1AVIATION BOATSWAIN'S MATE H RATING

REQUIREMENTS* El to E2 E2 to E3#1

E3to Ee#E4

to E5t E5

to E6t E6

to E7t El

to EB

t EB

to E9

SERVICE

4 mos.service

eagle-tion of

6 mos.

as E-2.

6 mos.

as E-3

12 mos.

as E-4

24 mos.

as El.

36 mos.as E-6.8 years

totalenlistedservice.

36 mos

as E -1.8 of 11

years

totalservice

must beenliAed.

24 mos.

as El.10 of 13

years

totalservicemust beenlisted.SCHOOL

RecruitTraining.

..

Class Afor PR3,

AME 3,HM 3,PN 3,FTB 3,MT 3,

:::.,....

::::::::::,.., Class B

for AGCMU C,

MNC.tt

PRACTICAL

FACTORS

Lcc ally

prepared

check-offs.

Record of Practical Factors, NayPers 1414/1, must becompleted for E-3 any all PO advancements.

PERFORMANCE

T EST

Specified ratings must _complete

applicable performance tests be-. fore taking examinations.

I:

ENLISTED

PERFORMANCE

EVALUATION

As used by COwhen approving

advancement.

Counts towant performance factor credit in ad-vancement multiple.

EXAMINATIONS

Locally

Preparedtests.

See

below.Navy-wide examinations required

for all PO advancements.

Navy- wide,.

selection board.

RATE TRAINING

MANUAL SiNCLUO-

ING MILITARY

REQUIREMENTS)

Required for E-3 and all PO advancementsunless waived because of school comple-tion, but need not be repeated if identicalcourse has already been completed. See

NayPers 10052 (current edition).

Correspondence

courses andrecommended

reading. See

NayPers 10052

(current edition).

AUTHORIZATIONCommanding

OfficerNaval Examining Center

* All advancements require commanding officer's recommendation.

t 1 year obligated service required for E-5 and E-6; 2 years for E -1, E-8 and E-9.# Military leadership exam required for E-4 an El.

** For E-2 to E-3, NAYEXAMCEN -exams. or locally prepared tests may be used.

tt Waived for qualified EOD personnel.

Figure 1-2.Active duty advancement requirements.

5


REQUIREMENTS *El to

E2

E2 to

E3

E3 toE4

E4 toE5

E5 to

E6

E6 to

El

raLu

TOTAI. TIME

IN GRADE.

4 mos. 6 mos. 6 mos. 12 mos. 24 nu.s.

36 mos.

With

total8 yrsservice

36 mos.with

total

11 yrs

service

24 mos.withtotal

13 yrs

service

TOTAL TRAINING

DUTY IN GRADE t 14 days 14 days 14 days 14 days 28 days 42 days 42 days 28 days

PERFORMANCE

TESTS

Specified ratings must complete applicab eperformance tests netore taking examinat on

DRILL

PARTICIPATIONSatisfactory participation as a member of a drill unit

in accordance With BUPERSINST 5400.42 series.

PRACTICAL FACTORS(INCLUDING MILITARY

RE05iREMENTS)

Record. of Practical Factors. NavPers 1414/1, must be completidfor all advancements.

RATE TRAINING

MANUAL (INCLUDING

MILITARY REQUIRE

MENTS)

Completion of applicabl4 ',..mrese or courses oust be entered

in service record.

EXAMINATION Standard Exam

Standard Exam_

required for all POAdvancements.

Also pass

Military leanership Exam

for E-4 and E5.

Standard Exam,

Selection Board.

AUTHORIZATIONCommanding

OfficerNaval Examining Center

* Recommendation by commanding officer required foi all advancements.

t Active duty periods may be substituted for training duty.

Figure 1-3.Inactive duty advancement requirements.

6

Chapter 1AVIATION BOATSWAIN'S MATE H 'RATING

Record of Practical Factors

Before you can take the Navy-wide examina-tion for advancement, there must be an.entry inyour service record to show that you have qual-ified in the practical factors of both the militaryrequirements and the professional qualifica-tions. A special form known as the Record ofPractical Factors, NavPers 1414/1 (plus theabbreviation of the appropriate rating), is usedto keep a record of your practical factor quali-fications. The form lists all practical factors,both mi3itary and. professional. As you demon-strate your ability to perform each practicalfactor, appropriate entries are made in theDATE and INITIALS columns. .

As a P01 or CPO, you will often be requiredto check the practical factor performance oflower rated personnel and to report the resultsto your supervising officer.

As changes are made periodically to the"Quals" Manual, new forms of NavPers 1414/1are provided when necessary. Extra space isallowed on the Record of Practical Factors forentering additional practical factors as theyare published in changes to the "Quals"Manual.The Record of Practical Factors also proVidesspace for recording demonstrated proficiencyin skills which are within the general scope ofthe rating but which are not identified as mini-mum qualifications for advancement. Keep thisin mind when you are training and supervisingother personnel. If a person demonstrates pro-ficiency in some skill which is not listed in the"quals" but which is within the general scope ofthe rating, report this fact to the supervisingofficer so that an appropriate entry can be madein the Record of Practical Factors.

When you are transferred,. the Record ofPractical Factors should be forwarded withyour service record to your next duty station.It is a good idea to.check and be sure that thisform is,actually inserted in jour service recordbefore'you are transferred. If the form is notin your record, you may be required to startall over again and requalify in practical factorsthat have already been checked off. You shouldalso take some responsibility for helping lowerrated personnel keep track of their practicalfactor record$ when they are transferred.

A second copy of the Record of PracticalFactors should be made available to each manin pay grades E-2 through E-8 for hiS personalrecord and guidance.

The importance of NavPers 1414/1 cannotbe overemphasized. It serves as a record toindicate to the petty officers and officers super-vising your work that you have demonstratedproficiency in the performance of the indicatedpractical factors and is part of the criteriautilized by your commanding officer when heconsiders recommending you for advancement.In addition, the proficient demonstration of theapplicable practical factorS listed on this formcan aid you in preparing for the examinationfor advancement. Remember that the knowledgeaspects of the praCtical factors are covered inthe examirmtion for advancement. Certainknowledge is required to demonstrate thesepractical factors and additional knowledge canbe acquired during the demonstration. Knowl -.edge factors pertain to that knowledge which isrequired to perform a certain job. In otherwords, the knowledge factors required for acertain rating depend upon the jobs (practicalfactors) that muF..4, be performed by personnel ofthat rating. Therefore, the knowledge requiredto proficiently demonstrate these practicalfactors will definitely aid you in preparing forthe examination for advancement.

NavPerS* 10052

Training Publications for Advancement,NavPers 10052 (Series) is a very importantpublication for anyone preparing for advance-ment. This publication/bibliography lists re-quired and recommended Rate Training Manualsand other reference material to be used bypersonnel, working for advancement. NavPers10052 (Series) is revised and issued once eachyear by the Bureau of Naval Personnel. Eachrevised edition is identified by a letter follow-ing the NavPers number; be SURE you have themost recent edition.

The required and recommended referencesare listed by rate level in NavPers 10052 (Se-ries). It is important to remember that you areresponsible for all references at lower ratelevels, as well as those listed for the rate towhich you are seeking advancement.

Rate Training Manualg that are marked withan asterisk (*) in NavPers 10052 (Series) areMANDATORY at the indicated rate levels. Amandatory, training manual may be completedby (1) passing the appropriate Enlisted Corre-spondence Course that is based on the mandatory_training manual; (2) passing locally prepaiedtests 'based on the information given in

I

the


mandatory training manual; or (3) in someca---;, successfully completing an appropriate

chool. .1

den training personnel for advancement,do not overlook the section of NavPers 10052(Series) which lists the required and recom-mended references relating to the militaryrequirements for advancement. All personnelmust complete the mandatory military require-ments training manual for the 'appropriate ratelevel before they can be eligible to advance.Also, make, sure that personnel working foradvancement study the references listed asrecommended but not mandatory in NavPers10052 (Series). It is important to rememberthat ALL references listed in NavPers 10052(Series) may be used as source material forthe written examinations, at the appropriatelevels.

Rate Training Manuals

There are two general types of Rate Train-ing Manuals. Rate Training Manuals (such asthis one) are prepared for most enlisted ratesand ratin6, giving information that is directlyrelated to the professional qualifications foradvancement. Subject matter manuals giveinformation that applies to more than one rating.

Rate Training Manuals are revised fromtime to time to bring them up to date techni-cally.. The revision of a Rate Training Manualis identified by a letter following the NavPersnumber. You can tell whether a Rate TrainingManual is the latest edition by checking theNavPers number (and the letter following thenumber) in the most recent edition of List ofTraining Manuals and Correspondence Courses,NavPers 10061 (Series). (NavPers 10061 isactually a catalog that lists current trainingmanuals and correspondence courses; you willfind this catalog useful in planning your studyprogram.)

Rate Training Manuals are designed for thespecial purpose of helping naval personnel pre-pare, for advancement. By this time, you haveprobably developed your own way of studyingthese manuals. Some of the personnel youtrain, however, may need guidance in the use of.Rate Training Manuals. Although there is nosingle "best" way to study a training mannal,the following suggestions have proved usefulfor many people:

1. Study the military requirements and theprofessional qualifications for your rate. before

8

you study the training manual, and refer to the"quals" frequently as you study. Remember,you are studying the training manual primarilyto meet these "quals."

2. Set up, a regular study plan. If possible,schedule your studying for a time of day whenyou will not have too many interruptions ordistractions.

3. Before you begin to study any part of thetraining manual intensively, get acquainted withthe entire manual. Read the preface and thetable of contents. Check through the index.Thumb through the manual without any particu-lar plan, looking at the illustrations and readingbits here and there as you see things that inter-est you. ,

4. Look at the training manual in moredetail, to see how it is organized. Look at thetable of contents again. Then, chapter bychapter, read the introduction, the headings,and the subheadings. This will give you a clearpicture of the scope and content of the manual.

5. When- you have a general idea of what isin the training manual and how it is organized,fill in the details by intensive study. In eachstudy period, try to cover a complete unititmay be a chapter, a section of a chapter, or asubsection. The amount of material you cancover at. one time will vary. If you know thesubject well, or if the material is easy, you cancover quite a lot at one time. Difficult or un-familiar material will require more study time.

6. In studying each unit, write down ques-tions as they occur to you. Many people find ithelpful to make a written outline of the unit asthey study, or at least to write down the mostimportant ideas.

7. As you study, relate the information inthe training manual to the knowledge you al-ready have. When you read about a process, askill, or a situation, ask yourself some-ques-tions. Does this information tie in with pastexperience? Or is this something new anddifferent? How does this information relate tothe qualifications for advancement?

8. When you have finished studying a unit,take time out to see what you have learned.Look back over your notes and questions. Maybesome of your questions have been answered,but perhaps you still have some that are notanswered. Without referring to the trainingmanual, write down the main ideas you havelearned from studying this unit. Do not justquote the manual. If you cannot give these ideas


in your own words, the chances are that youhave not really mastered the information.

9. Use Enlisted Correspondence Courseswhenever you can. The correspondence coursesare based on Rate Training Manuals or otherappropriate texts. As mentioned before, com-pletion of a mandatory sate Training Manualcan be accomplished by passing an EnlistedCorrespondence Course based on the trainingmanual. You will probably find it helpful totake other correspondence courses, as well asthose based on mandatory training manuals.Taking a correspondence course helps you tomaster the information given in the trainingmanual, and also gives you an idea of how muchyou have learned.

INCREASED RESPONSIBILITIES

When you assumed the duties of a P03, youbegan to accept a certain amount of responsi-bility for the work of others. With each ad-vancement, you accept an increasing responsi-bility in military matters and in matters relatingto the professional work of your rate. Whenyou advance to P01 or CPO, yciu will find a.noticeable increase in your responsibilities forleadership, supervision, training, working withothers, and keeping up with new developments.

As your responsibilities increase, yourability to communicate clearly and effectivelymust also increase. The simplest and mostdirect means of communication is a commonlanguage. The basic requirement for effectivecommunication is therefore a knowledge of yourown language. Use correct language in speak-ing and in writing. Remember that the basic,purpose of. all communication is understanding.To lead, supervise, and train others, you mustbe able to speak and write in such a way thatothers can understand exactly what you mean.

Leadership and Supervision

As .a P01 or CPO, you will be regarded as aleader and supervisor. Both officers and en-listed personnel will expect you to translate thegeneral orders given by officers into detailed,practical, on-the-job language that can be un-derstood and followed by relatively inexperi-enced personnel. In dealing with your juniors,it is up to you to see that they perform theirjobs correctly. At the same time, you must be..able to explain to officers any iinportant prob-lems or needs of enlisted personnel. In all

9

military and professional matters, your re-sponsibilities will extend both upward anddownward.

Along with your increased responsibilities,you will also have increased authority. Officersand petty officers have POSITIONAL authoritythatis, their authority over others lies in theirpositions. If your CO is relieved, for example,he no longer has the degree of authority overyou that he had while he was your CO, althoughhe still retains the military authority that all

. seniors have over subordinates. As a P01, youwill have some degree of position?! authority;as a CPO, you will have even incite. When ex-ercising your authority, remember that it ispositionalit is the rate you have, rather thanthe person you are, that gives you this authority.

A Petty. Officer conscientiously and proudlyexercises his authority to carry out the re-sponsibilities he is given. He takes a personalinterest in the success of both sides of thechain of command ... authority and responsi-bility. For, it is true that the Petty Officer whodoes not seek out and accept responsibility,loses his authority and then the responsibilityhe thinks he deserves. He must be sure, by hisexample and by his instruction, that the PettyOfficers under him also sccept responsibility.In short, he must be the leader his titlePetty.Officersays he is.Training

As a P01 or CPO, you will have regular andcontinuing responsibilities for training others.Even if you are lucky enough to have a group ofsubordinates who are all highly skilled and welltrained, you will still find that training is nec-essary. For example, you will. always be re-sponsible for training lower rated personne:"for advancement. Also, some of your bestworkers may be transferred; and inexperiencedor poorly trained personnel may be assigned toyou. A particular job may call for skills thatnone of your personnel have. These and similarproblems require that you be a trainingSpecial-istone who can conduct formal and informal.training programs to qualify personnel foradvancement, and one who can train individualsand groups in the effective execution of assignedtasks. -

In using this training manual, study the in-formation from two points of view. First, whatdo you yourself need to learn from it? Andsecond, how would you go about teaching thisinformation to others?


Training goes on all the time. Every time aperson does a particular piece of work, somelearning is taking place. As a supervisor andas a training expert, one of your biggest jobs isto see that your personnel learn the RIGHTthings about each job so that they will not fora.bad work habits. An error that is repeated afew times is well on its way to becoming a badhabit. You will have to learn the difference be-tween oversupervising and not supervisingimough. No one can do his best work, with asupervisor constantly supervising. On the otherhand, you cannot turn an entire job over to aninexperienced person and expect him to do itcorrectly without any help or supervision.

In training lower rated personnel, emphasizethe importance of learning and using correctterminology. A command'of the technical lan-guages of your occupational field (rating) en-ables you to receive and convey informationaccurately and to exchange ideas with others.A person who does not understand the precisemeaning of terms used in connection with thework of his rating is definitely at a disadvantagewhen he tries to read official publications re-lating to his work. He is -also- at a great dis-advantage when he takes the examinations .foradvancement. To train others in the correctuse of technical terms, you will need to be verycareful in your own use of words. Use correctterminology and insist that personnel you aresupervising use it too.

You will find the Record of -Practical Fac-tors, NavPers 1414/1, a useful guide in plan-ning and carrying out training programs. Fromthis record, you can tell which practical factorshave been checked off and which ones have notyet been done. Use this information to plan a

-training-program-that-will-fit the needs of thepersonnel you are training.

On-the-job training is usually controlledthrough daily and weekly work assigninents.When you are working on a tight schedule, youwill generally want to assign each person to thepart of the job that you know he can do best. Inthe long run, however, you will gain, more byassigning personnel to a variety of jobs so thateach person can acquire broad experience. Bygiving people a chance to do carefully supervisedwork in areas in which they are relatively in-experienced, you will increase the range ofskills of each person and thus improve theflexibility of your working group.

10

Working With Others

As you advance to P01 or CPO, you will findthat many of your plans and decisions affect alarge number of people, some of whom are noteven in your own occupational field (rating). It

.becomes increasingly important, therefore, foryou to understand the duties and the responsi-bilities of personnel in other ratings, Everypetty officer in the. Navy is a technical special-ist in his own field. Learn as much as you canabout the work Of others, and plan your ownwork so that it will fit into the overall missionof the organization.

Keeping Up With New Developments

Practically everything in the Navypolicies,procedures, publications, equipment, systemsis subject to change and. development. As aP01 or CPO, you must keep yourself informedabout changes and new developments that affectyou or your work in any way. -

Some changes will be called directly to'yourattention, but others will be harder to find. Tryto develop a special kind' of alertness for newinformation. When you hear about anything newin the Navy, find out whether there is any wayin which it might affect the work of your rating.If so, find out more about it.

SOURCES OF INFORMATION

As a P01 or CPO, you must have an exten-sive knowledge of the references to consult -foraccurate, authoritative, up -to -date informationon all subjects related to the military and pro-fessional requirements for advancement.

Publications mentioned in this chapter aresubject to change or revision from time totimesome at regular intervals, others as theneed arises. When using any publication that issubject to revision, make sure that you havethe latest edition. When using any publicationthat is kept current by means of changes, besure you have a copy in which all officialchanges have been made.

The reading list at the beginning of thismanual consists of USAFI courses that offeradditional background material. The educa-tional services officer will always have themost up-to-date

toand .training nian-

uals applicable to your rating.In addition to training manuals and publica-

tions, training films furnish a valuable source


of supplementary information. Films that maybe helpful are listed in the U.S. Navy FilmCatalog, Nav Air 10-1-777.

ADVANCE iVIENT OPPORTUNITIESFOR PETTY OFFICERS

Making chief is not the end of the line as faras advancement is concerned. Proficiency pay,advancement to Senior (E-8) nd Master (E-9)Chief, and advancement to Warrant Officer andCommissioned Officer are among the opportu-nities that are available to qualified petty offi-cers. These special paths of advancement areopen to personnel who have demonstrated out-standing professional ability, the highest orderof leadership and military responsibility, andunquestionable moral integrity.

PROFICIENCY PAY

The Career Compensation Act of 1949, asamended, provides for the award of proficiencypay to designated military specialities. Pro-ficiency pay is given in addition to regular payand allowances and any special or incentive pay

which you are entitled. Certain enlistedpersonnel in pay grades E-4 through E-9 areeligible for proficiency pay. Proficiency pay isawarded in two categories: (1) Speciality payto designated ratings and NEC's, and (2) Supe-rior performance payfor superior perform-ance of duty in certain specialities not coveredby speciality pay. The eligibility requirementsfor proficiency pay are subject to change. Ingeneral, however, you must be recommended byyour commanding officer, have a certain lengthof time on continuous active duty, and be careerdesignated.

ADVANCEMENT TO SENIORAND MASTER CHIEF

Chief petty officers may qualify for the ad-vanced grades of Senior and Master Chief whichare now provided in the enlisted pay structure.These advanced grades provide for substantialincreases in pay, together with increased re-sponsibilities and additional prestige. The

11

renrtirements for advancement to Senior andMaster Chief are subject to change but, ingeneral, include a certain length of time ingrade, a certain length of time in the navalservice, a recommendation by the commandingofficer, and a sufficiently high mark on theNavy-wide examination. The final selection forSenior and Master Chief is made by a regularlyconvened selection board.

Examination Subjects

Qualifications for advancement to SeniorChief Petty Officer and Master Chief PettyOfficer have been developed and published inthe Manual of Qualifications for Advancement,NavPers 18068 (Series). They officially es-tablish minimum military and professionalqualifications for Senior and Master Chief PettyOfficers.

Training Publications for Advancement,NavPers 10052 (Series) contains a list of studyreferences which may be used to study for bothmilitary and professional requirements.

The satisfactory completion of the corre-spondence course titled Navy Regulations,NavPers 10740-A4, is mandatory for advance-ment to E-8, and the course titled MilitaryJustice in the Navy, NavPers 10993-A, is re-quired of all personnel advancing to E-9.

ADVANCEMENT TO WARRANTAND COMMISSIONED OFFICER

The Warrant Officer program provides op-portunity for advancement to warrant rank forE-6 and above enlisted personnel. E-6's, to beeligible, must have passed an E-7 rating examprior to selection.

The LDO program provides a path of ad-vancement from warrant officer to commissionedofficer. LD0's are limited, as are warrants, intheir duty, to the broad technical fields associ-.1ted with their former rating.

If interested in becoming a warrant orcommissioned officer, ask your educationalservices officer for the latest requirementsthat apply to your particular case.

CHAPTER 2

AIRCRAFT HANDLING EQUIPMENT

There are many types of mobile and non -mobile equipment used by the ABH and eaci. hasa specific job. The ability to operate and main-tain this equipment is the key to maximum per-formance. Trvetors, spotting dollies, cranes,chocks, tow bars, and tie-downs are the toolsof the plane director and handler. As with alltools, their safe and proper use is required toperform a creditable job. The ABH1 and ABHCmust have a knowledge of their capabilities inorder to supervise their use.

TOW TRACTORS

Most present day aircraft are too heavy andlarge to be moved by manpower alone. There-fore, the tow tractor is ^ means of propulsionfor the majority of aircrai'- when the aircraftis on the ground and the engines are not running.

The characteristics of importance to theABH are the tow tractor's maneuverability,weight, drawbar pull, engine and transmissiontype, and the type of aircraft support equipmentthat may be installed.

Maneuverability of the tractor depend' on itsdimensions and turning radius. The :smallerthe dimensions and turning radius the moremaneuverable the tractor will be. The type oftransmission may also contribute to the ease ofhandling of the tractor.

The drawbar pull is the amount of force thatthe tractor can exert. The drawbar pull of anytractor is dependent on the type and conditionof surface on which it is being used. Dry con-crete gives the most traction, hence the mostdrawbar pull for a given tractor. On a wet, fuelsoaked steel or wooden flight deck, the tractiveforce may be almost nil.

Support equipment for supplying electricpower and/or low compressed air for aircraftengine starting or servicing and electric powerfor brake operation may be installed on sometractors.

Tow tractors are usually classified by oneof two designationsthe M series and the TAseries. Some tractors may have both designa-tions. The first two letters of the M series do

12

not have a standard meaning. The number inthe M series is the model number. A letterfollowing the model number indicates the num-ber of modifications to that model tractor. An Aindicates the first modification, etc. The TA inthe TA series denotes Tractor, Aircraft. Thenumbers following the TA indicate the first twonumbers of the drawbar pull, for example, theTA-75 has a drawbar pull of 7,500 pounds.

HOUGH MC-2

The MC-2 (fig. 2-1) is designed for use intowing and spotting aircraft on various types ofsurfaces. Towing hitches are provided on bothfront and rear of the tractor. This tractor isequipped with a full reversing, three-speed,power shift transmission. The transmission iscontrolled by two levers attached to the steer-ing column (speed range lever and directionallever). Power for this tractor is supplied by asix-cylinder gasoline engine Sand a two-phase,single-stage torque converter.

The MC-2 is 11 feet 2 inches long, 8 feetwide, and 4 feet 4 inches high, with a groundclearance of 9 inches. The turning radius is11 feet 8 inches and the weight is approximately23,500 pounds. The MC-2 is capable of exertinga 15,000-pound drawbar pull.

HOUGH TA-18 GASOLINE

The TA-18 (fig. 2-2) is a gasoline-poweredtractor with four-wheel drive, designed for tow-ing and spotting large aircraft at relativelylow speeds (less than 20 mph). Front and reartow fittings are provided to facilitate positioningits load. Both steering and brakes are power.

assisted. Power for the tractor is provided bya V-8, high-torque, heavy duty gasoline eng_ne,which is water cooled. The transmission is afully automatic unit providing six forwar d speedsand a reverse speed. The maximum permissibleroad speed is 5 mph in LO-2, 10 mph in 3-4,14 mph in 3-5, and 20 mph in 3-HI. All auto-matic shift points are controlled by a combina-tion of engine speed, engine loading, and throttle

Chapter 2AIRCRAFT HANDLING EQUIPMENT

Figure 2-1.MC-2 Tow Tractor.

opening. Shifts can be made by the operator bymanual setting of the transmission shift lever.

CAUTION: This should never be done insuch a manner as to cause the tractor to ex-ceed, in any gear range, the maximum speedsgiven above.

The tractor weighs 25,0 pounds and exertsa drawbar pull of 18,000 pounds. It is 14 feet10 inches long, 8 feet wide, and 5 feet 7 incheshigh with a minimum giDund clearance of 13inches. The turning radius is 24 feet 10 inches.Some of these tractor 3 are provided with weatherprotection for the driver, while others have anopen driving position.

TA-75 GASOLINE

The TA-75 (fig. 2-2) is a gasoline pew: ^dtractor intended for u..:ze as an aircraft spottingvehicle for aircraft up to 75,000 pounds. Thetractor has provisions for mounting a gas tur-bine compressor to be used in starting jet en-gines. It is equipped with a three-speed auto-matic transmission that is pushbutton operatedfrom the dash panel. The dimensions are 10feet long, 5 feet 6 inches wide, and 4 feet 6inches high. The turning radius is 10 feet. Thedrawbar pull is 7,500 pounds and the weight is10,500 pounds.

13

AB.576

M-R-S 190 DIESELThe M-R-S 190 (fig. 2-2) airfield arresting

gear tow tractor is intended for use in position-ing arresting gear chain on runways at air sta-tions. It is also used as a tow tractor on somebeaching ramps. It is powered by a six-cylinder,335-horsepower full diesel engine, and isequipped with a selective type transmissionproviding five forward speeds and one reversespeed. Steering is by conventional steering gearwith reduction and a hydraulic booster. It hastwo-wheel drive with two wheel air-over-hydraulic brakes. The equipment "' s completewith all controls, switches, and indicators nec-

F....Ary for normal operation. This tractor is ahuge piece of equipment. It weighs approximately47,300 pounds, is 17 feet 4 inches long, 9 feet6 inches wide, with a ground clearance of 15inches, and is capable of exerting sufficientdrawbar pull to perform any work that may berequired.

HOUGH MD-3/3A DIESEL

The MD-3 (fig. 2-3) is designed to tow air-craft on various types of surfaces in variouskinds of inclement weather that may be experi-enced through an ambient temperature range of25°F and 125°F. This tractor is a self-containedunit capable of developing 8,500 pounds of draw-bar pull on dry, level concrete (nonskid) at anapproximate speed of 1 mph.


TA - 1 8

AB.577Figure 2-2.Tow tractors.

A gas turbine compressor (GTCP-100) maybe mounted at the rear of this tractor, supplyingpneumatic power in the form of compressed airfor the operation of 'large class pneumatic equip-ment, such as aircraft main engine starters, airconditioning systems, and other large consumersof compressed air.

14

The main powerplant for this tractor is aninternal diesel combustion, four-stroke cycle,six-cylinder engine. The steering system ishydraulically assisted, and the service brakesare assisted by compressed air. The trans,mission is a multiple reduction drire unit (threespeed ranges forward-one range reverse) thatshifts automatically in all forward gears. TheMD-3/3A presents a low silhouette for maneu-verability in congested areas. The tractorweighs 12,000 pounds and is 13 feet 5 incheslong, 5 feet 5 inches wide, and 3 feet high witha minimum ground clearance of 7 1/2 inches.The turning radius is 11 feet 0 inches.

OPERATION

Supervision of tow tractor operation is amajor concern of the ABH1 and ABHC. Althoughhe will not normally drive or operate the trac-tor, the ABH1 and ABHC must know the operat-ing procedures and be able to carry on a trainingprogram for lower rated personnel.

Drivers who perform towii:g operations mustbe fully qualified. In oth.r words, no attemptshould be made to train a new driver duringactual towing operatione. Driver training is anoperation of its own and must be carried on inan area where traffic can be controlled and theaircraft being towed is not likely to strike any-thing.

Tractors should not be 1'1'Se-el to sh or pullpushany equipment other than that specified by localdirectives. As a general rule, a tractor cansafely tow an aircraft weighing ten times itsdrawbar pull over dry., level concrete. Ofcourse, weather conditions and'terrain can af-fect the weight that the tractor can safely tow.

Tractors with four-wheel drive have a turn-ing radius twice that of rear -wheel drive frac-tryls and are more difficult to turn and maneuver.

Tractors equipped with air brakes must notbe moved until the air tank re7.2.1.1cs its full ratedoperating pressure. This requires a minute orso-after starting the engine. A red light on thepanel lights up anytime the air pressure is low.

The proper approach to an aircraft must bethat of sound judgment on the part of the driverand/or plane director. A tractor should neverbe permitted to pass under any part of an air-craft unless it is absolutely essential to the tow-ing operation. When this is necessary, person-nel must be stationed so that all- clearancesbetween the tractor and aircraft can be observed.


Figure 2-3.MD-3/3A Aircraft Tow Tractor.

Someone other than the tractor driver shouldbe present to hook the tractor to the tow bar.If the driver must do this, the tractor enginemust be stopped and the parking brake set be-fore getting of the tractor.

NOTE: Aboard ship, whenever a tractor isnot manned, it must be chocked in addition tosetting the parking brake, regardless of thetime period it is to be unmanned.

After hookup of the tow bar is made, noattempt should be made to move an aircraftuntil a fully qualified man is in the cockpit ofthe aircraftone who fully understands the op-eration to be performed.

Extreme care must be taken when backing atowed aircraft to avoid jackknifing the tractorinto the tow bar.

Towing speed should be limited to 5 milesper hour at all time.

More detailed irformation on towing opera-tions is contained in ABH 3 & 2, chapter 4.

MAINTENANCE

Due to the weight of modern aircraft in theNavy today, aircraft tow tractors are one of,he ABH's most important items of equipment.It is virtually impossible to physically move anaircraft without them, let alone to do it safelyand/or to respot to meet the requirements ofthe flight schedule. Therefore, it is necessary

15

AB.255

for tow tractors to be keptin the best conditionpossible.

In order to keep tractors and/or enclosuresreadyfor service it is a must that an inspectionand preventive maintenance program be set up.Preventive maintenance is also a factor in ac-cident prevention. In equipment the failure of asingle part may cause the loss of the entire as-sembly. Loss of that equipment may cause theloss of personnel, and may be the difference be-tween success or failure of an important mis-sion. It has been determined that good preven-tive maintenance will keep a piece of equipmentin safe and working order for a long time. Anenforced preventive maintenance program is thekey to a successful operation.

The maintenance and/or repair of tow trac-tors, as well as all ground support equipment,is performed by the Aircraft Intermediate Main-tenance Department (AIIViD), or the activity hav-ing permanent custody of the equipment. How-ever, in order to properly carry out his dutiesas a tractor driver and/or supervisor of aircrafttowing operations the ABH must have someknowledge of the mechanical difficulties thatmay be encountered in their operation. Someof these difficulties have been discussed in pre-ceding paragraphs.

It is the responsibility of the tractor driverto complete the daily and preoperational inspec-tions as described in the applicable MaintenanceRequirements Cards (MRC's).


It is the responsibility of the 'supervisor toinsure that these inspections and servicing ofthe tow tract-r are carried out in an approvedmanner. A tractor should never be used in atowing operation until the daily and preopera-tional inspections have been made in accordancewith the Maintenance Requirements Cards andany noted discrepancies corrected. Minor dif-ficulties should be noted and corrected to avoidthe development of major repairs and unneces-sary "down" time.

SAFETY PRECAUTIONS

The importance of safety cannot be over-stressed. The safety factor is one of the firstconsiderations of any job. After an accident hashappened, investigation almost invariably showsthat it could have been prevented by the exer-cising of simple safety precautions which arethen posted for future guidance, but which neverundo the consequences of the accident that hasgone before. Safety precautions must always beobserved.

One of the major causes of accidents is thelack of attention to the job being done. Thesafety precautions necessary for the safe op-eration of each piece of equipment should bestudied and discussed at length with personnelconcerned before any operation is attempted.

The safety precautions are issued by indi-vidual commanding officers to suit particularneeds of activities, ships, and operating sched-ules. All personnel concerned with tow tractoroperation should be familiar with these instruc-tions.

Only qualified drivers should be allowed tooperate a tow tractor. A qualified driver is onethat has satisfactorily completed a trainingprogram in the operation of towing equipment,has read and understands the operations sec-tion of the technical manual for the tractor heis to operate, and knows and understands thestandard signals used in the directing of aircrafttowing.

The following precautions are to be observedwhile aircraft are being towed.

1. Look in the intended direction of travel tobe sure no personnel or obstructions are in theway. Sufficient clearances must exist on allsides of the tractor and load while both aremoving as a unit.

2. Move slowly on wet or slippery surfacesrtnd in congested areas.

16

3. Pull the load gradually and tow it at asteady rate, keeping in mind the type of surfacebeing traveled. Tow in a gear range and at aspeed that minimizes sudden speed changes;i.e., operate in a speed range that will allowfull acceleration of the engine, and allow ampleturning space.

The tow tractor should be used only for thosejobs for which it was designed or has been au-thorized. It is not a "wrecker" and should notbe used to push-start other tractors or vehicles.Passengers should be carried only on thosetractors that have seats installed for this pur-pose. Tractors should not be used as a truckto haul parts or other equipment.

The MAXIMUM speed limit for a tractortowing an aircraft is 5 mph. The tractor mustbe operated so as to avoid any sudden stops orstarts. Extreme care must be taken when tow-ing an aircraft over rough ground and/or arrest-ing gear pendants. Jerking, bumping, and bounc-ing can quickly disconnect the tow bar from theaircraft or tractor.

When operating a tractor on which a gasturbine compressor is installed, additional safetyprecautions must be observed. The startingand operating procedures for the turbine aregiven on a plate fixed to the tractor instrumthitpanel and must be followed. Before starting tileunit, make sure that the area around the com-pressor inlet and exhaust outlet is clear of allloose gear. All personnel must stand clear ofthe compressor air inlet, the exhaust outlet,and the area adjacent to the plane of rotation ofthe high-speed compressor and turbine assem-bly. Personnel handling the flexible air ductsshould wear asbestos gloves when connectingand disconnecting the duct to the aircraft, andstand well clear of the duct quick disconnectfittings during starting operations.

NOTE: Extreme care must be exercised inthe approach and final spot when using a tractorequipped with a high-speed compressor andturbine assembly to insure that the extremelyhigh temperature of the exhaust is not directedagainst aircraft, ordnance, fueling hoses, orpersonnel, etc.

The ABH1 and ABHC supervising the use oftow tractors must, as a part of their responsi-bilities, insist that only proper operating andmaintenance procedures be followed and thatall safety precautions be observed.


Figure 2-4.--Aircraft spotting dolly SD-1C.

AIRCRAFT SPOTTING DOLLYMODEL SD-1C

The SD-1C aircraft spotting dolly (fig. 2-4)is a self-contained diesel engine driven unit in-tended for use in towing, turning, and spottingcarrier type aircraft, providing maximum ma-neuverability in congested areas with only one-man operation.

The spotting dolly is a three-wheeled unit,two of the wheels being driven and the third, afree-wheeling caster. A diesel prime moverdrives two variable displacement pumps whichsupply varying amounts of power to hydraulicmotors which drive the wheels. A third pumpmaintains a positive head on the hydraulic sys-tems and supplies control pressures.

17

A.B.578

The lifting arms (fig. 2-5) are hydraulicallycontrolled by a main hydraulic cylinder and twosecondary hydraulic cylinders. The arms housedifferent size axle pins for engagement with thenosewheel of specific types of aircraft.

The SD-1C spotting dolly has a drawbar pullrating of 6,000 pounds and a nosewheel liftingcapacity of 16,000 pounds for maneuvering air-craft on its own landing gear to any desiredposition. This dolly is equipped with a 28-volt,40-ampere, d-c output to supply aircraft needsduring spotting operations.

Control of the dolly is accomplished througha single handle on the end of the control arm.(See fig. 2-4.) Steering is accomplished byRushing the handle left or right; speed and direc-tion (forward or reverse) by twisting the handle.


0.

Figure 2-5.Aircraft nosewheel lifting assembly.

The operator may walk with the unit, or ride onthe operator's seat, controlling it with a singlehand.

CAUTION: Maximum speed is 5 miles perhour loaded and 10 miles per hour unloaded.

LThe-dolly is 11 -feet 7 inches long, 6 feet 3inches wide, and 29 inches, high, with a grossweight of 5,500 pounds. Self-propelled, thespotting dolly moves an aircraft by picking upits nosewheel and moving it in any directionwith no turning radius required by the spottingdolly.

When using the spotting dolly to move an air-craft the usual manner is to set the brakes onthe main landing gear, lower the lifting arms,drive the dolly under the nosewheel, insert twoaxle pins in the lifting arms, raise the liftingarms,.release the aircraft's brAkes, and driveaway.

18

AB.579

The dolly is also equipped with removablefork lift tines that can be.used for lifting palletswith weights up to 2,000 pounds.

AIRCRAFT CRANES

Cranes are installed on carriers, cruisers,and auxiliaries for handling airplanes, boats,missiles, bombs, torpedoes, mines, trucks,paravanes, and stores. The number Of cranesper ship vary, depending upon the specific re-quirements of the ship involved.

Cranes are designed to meet the followingconditions:

1. Hoist, lower top, and rotate rated load atthe specified speed, and against a specified listof the ship.

2. Handle 150 percent rated load at no speci-fied speed.


Pt

A1111111

V

Figure 2-5.Aircraft nosewheel lifting assemblyContinued.

3. Withstand a static, suspended load of 200percent rated load without damage or distortionto any part of the crane or structure.

Thetypes of cranes installed on the ship varyaccoi -Jing to the equipment handled, and areclassified in general type and type of drive asfollows:

1. General type:a. Rotating king post. (See fig. 2-6.)b. Stationary king post.c. Fixed topping lift.d. Variable topping lift.e. Jib.

2. Type of drive:a. Electric-hydraulic.b. Straight electric..

c. Gasoline engine.d. Diesel engine.e. Hand-operated.

DESCRIPTION

The crane equipment, in' general, includes. theboom,.king 'post, king post bearings, sheaves,hook and rope, machinery platforms rotating-gear, drums, heisting, topping and rotatingdrives, and control.

Electric-hydraulic cranes are installed wherewide range of speed, delicate control, and smooth

19

AB.580

acceleration and deceleration are required, asin the case of airplane handling.

Electric-hydraulic equipment for the cranesconsists of one or more electric motors, runningt constant speed, each of which drives one or

more variable displacement hydraulic pumpswhose strokes are controlled through operatinghandwheels.. "Start," "stop," and "emergencyrun" pushbuttons are totaled at the opestation adjacent to the operating handwheels forthe control of the electric motors. Interlocksare provided to prevent starting the electricmotors when the hydraulic pumps are on stroke.

The fixed crane on most carriers is of therotating king post type with electrohydraulicdrive.

The description and capabilities of the cranegiven here are for the aircraft carriers, CVA-59, 60, and 61. The machinery for this craneconsists of an electrohydraulic aircraft hoist-ing unit, cargo hoisting unit, and rotating unit.Each unit has a single speed, nonreversing,electric motor driving a hydraulic variabledisplacement pump which_ in turn drives itsconnected hydraulic fixed displacement motorand gear reducer.

The gear reducer for the aircraft hoistingunit drives a single grooved spooling drum.

AVIATION BOATSWAIN'S MATE H 1 ,8z C

, fi

t

-. _

14E Ora LjittO,Ss111=7.0=iL--.

Figure 2-6.Shipboard aircraft crane.

The aircraft hoisting unit is capable of the fol-lowing operation:

1. A pull of 14;500 pounds at the drum givesthe 1 1/8-inch diameter wire rope a travel of80 feet per minute when handling a useful hookload of 50,000 pounds traveling at 20 feet perminute with a four-part purchase arrangement.

2. A pull of 900 pounds at the drum causesthe wire rope to travel at 240 feet per minutewhen handling an empty hook traveling at 60feet per minute with a four-part purchasearrangement.

The gear reducer for the cargo hoisting unitdrives a single grooved spooling drum. Tile

20

AB.266

cargo hoisting unit is capable of the followingoperation:

1. A pull of 6,180 pounds at the drum givesthe 3/4-inch diameter wire rope a travel of 120feet per minute when handling a useful hook loadof 10,000 pounds traveling at 60 feet per minutewith a two-part purchase arrangement.

2. A pull of 295 pounds at the drum gifes thewire rope a travel of 360 feet per minute whenhandling an empty hook traveling at 180feet perminute with a two-part purchase arrangement.

3. A pull of 6,220 pounds at the drum givesthe wire rope a travel of 120 feet per minutewhen handling a useful hook load of 5,000 pounds

Chapter 2 AIRCRAFT HANDLING EQUIPMENT

traveling at 120 feet per minute with a singlepart purchase arrangement.

4. Apull of 565 pounds at the drum gives thewire rope a travel of 360 feet per minute whenhandling an empty hook traveling at 360feet perminute with a single part pur chase arrangement.

The gear reducer for the rotating unit drilesa pinion gear meshing with the main rotatinggear. The rotating unitis capable of rotatingthecrane at a maximum rate of 1/2 rpm with ahook load of 50,000 pounds and the ship listingadversely 5 degrees.

The operator's controls for the aircraft,cargo, and rotating units are grouped on onecontrol stand and are all operated from the op-erating platform of the crane. A more detaileddiscussion of electrichydraulic cranes my befound in NavShips Technical Manual. The ABH1and ABHC are responsible for knowing the limi-tations and capabilities of the cranes in theircharge.

In order to operate a crane safely and effi-ciently, a crane operator must be assisted byone or more crane signalmen. These signal-men must be located at appropriate vantagepoints which offer an unobstructed view to theoperator. Since the operator and signalmenmust function smoothly as a team, a practicalmeans of visual communication is necessary.(See fig. 2-7.)

CAUTION: Cranes are to be operated onlyby authorized personnel who are thoroughlytrained in the fundamental rules of crane safety.

MOBILE CRANES

The ABH is concerned with the operation ofboth fixed and mobile cranes in the handling ofaircraft. A fixed crane is one whose base isstationary although its boom is movable. Themobile crane has a wheeled chassis.

The mobile crane is an emergency vehicleprimarily designed for use in aircraft salvageand rescue and is used both at shore stationsand aboard ship.

The ABH responsible for directing the use ofmobile cranes must have some knowledge oftheir operation and handling characteristics. Ofvital importance is a knowledge of their liftingcapacities and the boom positions at which thesecapacities are obtained. _ _

Maximum performance of the mobile crane,including its operating equipment, is dependentupon the frequency and scope of the maintenance

21

and preoperational checks rendered, plus theability of the operator to properly operate thecrane.

If any type of equipment deserves to bechecked out top to bottom and given a thoroughphysical before using, it is the crane. If youare operating with defective equipment you notonly run the risk of dropping the aircraft; youalso run the risk of dropping it on another ex-pensive aircraft or on personnel. Check out thecrane and equipment before it is used.

Even if you have been around this equipmentfor a while, and certainly if you are new to theequipment, there are few general characteris-tics which deserve to be emphasized and whichwould be wise for you to keep in mind whenworking with and around mobile cranes. Per-sonnel to whom the crane is assigned shouldbecome thoroughly familiar with the crane'stechnical manual prior to actual operation of thecrane.

C-25 Mobile Crane

The C-25 Mobile Crane (fig. 2-8) is a truck-mounted crane manufactured by the OshkoshTruck Co. It has a lifting capacity of 20 tons,has six-wheel drive, and a top speed of 50 mph.

NS-50/60 Mobile Cranes

The NS-50/60 Mobile Crane is designed pri-marily to lift and carry crashed aircraft on theflight deck of an aircraft carrier, and is equallysuitable for similar duty on shore stations forboth aircraft landing areas or unpaved opera-tional areas. See figure 2-9 for an illustrationof the NS-50 Mobile Crane.

The NS-50 and NS-60 are quite similar inappearance mechanically and in operation, thebasic difference being in the greater length ofthe boom and lifting capacity of the NS-60. Forpurpose of discussion, the NS-50 is describedin this manual.

The NS-50 crane is a self-propelled vehicle,mounted on four electrically powered wheels.

Heavy-duty d-c electric traction motors andgear reduction units built within the wheel rimsprovide motive power for the crane. Eachwheelmotor is equipped with multiple-disc type spring-loaded brakes for emergency stops and parking,while a regenerative electrical braking systemis used for operational deceleration of the crane.

Gear motors power the boom, hook, andsteering. A-c electric motors strategically


HOIST. With forearm vertical, fore-finger pointing up, move hand insmall horizontal circle clockwise.

RAISE BOOM. Arm extended, fin-gers closed, thumb pointing upward.move hand up and down.

RAISE SOON AND LOWER LOAD.Give Raise Room signal with onehand and Lower Load signal withother hand.

HOIST. Hold both arms horizontal atsides, fully extended, and move up-ward and return.

LOWER BOOM. Arm extended, fingersclosed. thumb pointing down, movehand up and down.

LOVER BOW AND RAISE LOAD.Give Lower Room signal with onehand and Raise Load signal withother hand.

LOWER. Arm extended, palm down,wave hand down and up.

SWING BOOM. Arm extended,point with finger in directionof motion.

RACE. Palm up, fingers closed,thumb pointing in direction ofmotion, jerk hand horizontally.

EMERGENCY STOP. Arm extended,palm down, move hand rapidlyright and left.

STOP. Are extended, palm dm.),hold position rig'Ily.

STOP. raid arms horizontalat sides fully extended.

LOWER. Hold arms at sides, fullyextended and move out and return.

WIVE ELOwLy. Use one hand togive the Hoist, Lower, Raise Room,Lower Boom, Swing Room, Travel. orRack. and place other hand motion-less near the hand giving the motionsignal. (Hoist Slowly shown asexample.)

TRAVEL. Arm extended forwardhand open and slightly raised,wave forearm in direction oftravel, while facing in thatdirection.

DOG OFF LOAD AND BOOM.Clasp fingers of one hand'with fingers of other, palmsfacing each other.

AB.581Figure 2-7.Standard hand signals for crane operators and signalmen.

22


AB.582Figure 2-8.C-25 Oshkosh

Mobile Crane.

located at the point of power application drivethrough gearboxes to power each crane function.Each a-c motor is equipped with a multiple-discspring-loaded brake that sets instantly when themotor's electrical .power is interrupted: Res-toration of the motor's electrical power auto-matically releases the motor brake.

A-c and d-c generators, directly coupled tothe diesel engine, supply current to the controlmotors and to the d-c drive motors. Fingertipswitches on the operator's panel control the ap-plication of power to the a-c motors. One con-trol handle on the panel provides power anddirectional control of the electric wheels, whileanother 'gives the operator complete wheelmotor breaking control.

All normal operations required for maneu-verability of the crane are managed from theoperator's station. A remote control, panel onthe rear of the crane permits control of thehook and boom at a point near the load. Thecrane is 35 feet long overall without the boom.With the boom extended 23 feet, the overalllength is 58 feet; and with the boom resting onthe deck, the overall length is 71 feet. Overallheight, with the boom extended 23 feet, is 31feet 9 inches. Withthe boom resting on the deckthe overall height is 17 feet. The width is 12feet 4 inches. The turn radius is 30 feet. Thecrane is counterbalanced vihen lifting near-capacity loads by using counterweights. Thecrane should be operated with counterweightNo. 1 in place during all hoisting operations.

The weight of this crane can be varied by theuse of counterweights. There are four counter-weights that can be installed singularly or incombination to vary the weight of the crane

from 63,600 (no counterweights attached) to83,750 pounds (all counterweights attached).

For load limits the weight of this crane var-ies with the position of the boom and the amountof counterweight that is attached. For the lift-ing capacities, see figure 2-9.

'23

Cable Reeving (NS-50)

The lifting capacity and speed of hook travelcan also be changed by changing the hook Pnereeving. The different reevings are as follows:

1. Three-part line reeving gives 25 fpm hooktray.:1 and a: maximum of 50,000 pounds of lift.

2. Two-part line reeving gives 50 fpm hooktravel and a maximum of 33,000 pounds of lift.

3. One-part line reeving gives 75 fpm hooktravel and a maximum of 16,000 pounds of lift,using the swivel hook and block assembly.

4. One-part line reeving gives 75 fpm hooktravel and a maximum of 15,500 pounds of lift,using the light capaCity hook.

The hook line maybe reeved in four manners.(See fig. 2-9.)

The first method of reeving employs the7 1/2-ton hook reeved with a single part line;over the boom sheave, through the limit switch,dead ending and secured with the locking pin tothe hook. The second method employs the50,000-pound hook and a single part line. It isreeved over the boom sheave, through the limitswitch," dead ending and secured with the hooklocking pin. The third method is a two-partline; reeved over the boom sheave, through thelimit switch, around the hook sheave, dead end-ing on the boom structure, swinging dead end,secured to the dead end with locking pin. Thefourth method is a three-part line; reeved overthe boom sheave, around the hook sheave, overthe second boom sheave, dead ending on the hookblock and secured with locking pin. Boom luff-ing lines are reeved as a four-part line to thedead end of the main frame.

CAUTION: Reeve boom and book lines tomaintain not less than three wraps on theircable drums and at least two wraps around theboom dead ends on the yoke structure.

Each method of reeving allows the operatorto employ the crane' s hook at different capacitiesand hook speeds. Keep in mind that each cranehas a maximum lift and reach rating. It is theresponsibility of the supervisor/operator of thecrane to make sure that the load does not ex-ceed the crane's limits.


MAXIMUM 50,000

48,000

46,000

44,000

42,000

40,000

5 38,000

36,00

34,000

32,000

30,000

28,000

26,000

24,000

22,000

20,000

18,000

MAXIMUM HOOK LIPT HEIGHT (FT, & IN.)

NCON COO 02 N0 0 000000 to .9 0N .4 .4 0 0 en CO 0 NNINNNININ NNNNN 0 0 N1 N .4 0 CONNNNNNN

Cft

1111111111MEN111111011111011111ENIMENRIMMININ111E11101IIMINNIMSWIEN1111011121MSNIMIlin11111611110%111INIIIENSEPAIMININ1111

2111101011ROMENNIIIII

11=11111111111111111111111111=111111111NISSIMlk

111111111111111:111MNEMINI

MIL11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35

CLEAR OUTREACH, FEET (HIM. TO MAX.)

Figure 2-9.NS-50 Mobile Crane.

24

AB.583


Operation

Only qualified operators are to be used tooperate cranes. The operator must understandthe function and operation of each of the crane'sinstruments and controls. This knowledge isessentialfor the proper maintenance and opera-tion of the machine. This information can bestbe gained by a study of the operation manual.

Most cranes have warning lights on the in-strument panel to indicate an abnormal condi-tion of the machine. Warning lights are used toindicate low air pressure in the brake system,low engine oil pressure, and overtemperatureof cooling systems and wheel drive motors. Onsome machines the light comes on when thecomponent is operating normally, on others' onlywhen the component is malfunctioning.

Warning lights for the NS-50 are as follows:1. Engine coolantredcomes on when the

coolant reaches 200°F.2. Engine oil pressureredcomes on when

the oil pressure, drops below 8 psi.3. Drive wheel motorsambercomes on

when the drive wheel temperature reaches 290°F.When this light comes on, the snorkels that areused as an aid in cooling the wheel motor shouldbe opened.

4. Drive wheel motorsredcomes on whenthe drive wheel motor reaches 340°F. Thecrane mustbe stopped when this light comes on.

5. The crane must be stopped when any redwarning light comes on and the malfunction mustbe corrected before any further operation.

When the crane is being maneuvered to pickup a crashed aircraft, watch the position of thecrane wheels in relation to the aircraft. Mostcranes must befairly close to the aircraft if thehook is to be in the proper position. Personnelmust be stationed so that they can give amplewarning if any part of the crane looks as if itwould hit the aircraft. For the lifting of certainaircraft there are only one or two positionswhere the crane can be, if the hook is to beproperly positioned.

Ma;A.e sure that the hook is properly centeredover the load to be lifted. Use small trial liftsin the beginning and be prepared to stop if theload tends to shift or swing.

When the crane is required to travel with aload, keep the load as close to the crane wheelsand as close to the ground as possible. Allstops, starts, and turns must be made veryslowly to avoid swinging the load. When movingthe crane with no load, the hook must be run up

25

as close to the top as possible, or the hook mustbe lashed to the boom to keep it from swinging.

Safety Precautions

As with all heavy equipment, precautionsshould be taken when operating or servicingcranes. Your safety as well as the safety ofa fellow worker depends on it.

It is imperative that the operator under-stands the function and operation of each of theinstruments and control switches on the in-strument panel. This knowledge is essentialfor the proper maintenance and safe operationof the mobile crane.

Personnel assigned as operators of the cranemust be fully qualified in the operation of thecrane and be familiar with the local instructionsregarding the crane's use.

Never leave the crane with the engine op-erating and make sure that all electrical switchesare turned off when leaving the crane.

Keep the speed of the crane to a minimum.Make all starts and stops as smoothly as pos-sible.

Check instruments frequently during craneoperations. Any abnormal gage indication shouldbe checked immediately and corrected beforecontinuing the operation. The crane must bestopped as quickly as possible when any warninglight comes on and the trouble corrected.

Cables should be kept tight, but not undersevere strainwhen the crane is not in operation.Inspect all cables periodically for frayed orbroken strands and replace when necessary.Always wear gloves when making this inspectionto prevent injury to the hands.

When operating a crane from the remotecontrol station an operator must always be inthe operator's cab.

Do not touch bare electrical connections orelectrical cables if insulation is broken. Re-quest the services of the maintenance electricianfor performing all electrical checks and repairs.

TOW BARS

There are two classes of tow bars, thosedesignated as universal and those designated asspecial. The special tow bars are those designedfor use with only one type of aircraft. The uni-versal tow bar, NT-4, is designed to tow andposition all carrier based aircraft.

The Universal Aircraft Tow Bar, ModelNT-4 (fig. 2-10), is the type tow bar most


Figure 2-10.NT-4 Universal Aircraft Tow Bar.

commonly used by the Navy today. It is designedto provide for the nose tow of aircraft, employ-ing four different sizes of nosewheel axle towholes. The NT-4 is also designed for towingaircraft provided with fuselage and landing geartow rings. Attachment is dependent on the air-craft being towed and is accomplished by eitheraxle pins or by hooks.

This tow bar is provided with a securingchain that will allow t, tow bar to spread 25inches thereby accommodating the maximumnosewheel axle length for carrier type aircraft.By detaching the chain from one side of the splittow bar, the tow bar may be opened as requiredfor fuselage tow.

The tow bar is made of aluminum alloy, is15 feet long, weighs 135 pounds, and is designedto handle aircraftwith a maximui.i gross weightup to 90,000 pounds.

Most carrier aircraft have provisions fortowing from the nosewheel axle. In view of thefact that the aircraft to be towed have been pro-vided with four different sizes of holes, ranging

26

AB.263

from 3/4-inch diameter to 2 1/2-inch diameter,the tow pins have been sized to suit.

Before attaching the tow bar to the aircraftnosewheel, the proper size pin must be selected.

The axle pins are held in the tow bar byquick-release pins. After selecting the propersize, engage the pins in the towing holes of theaircraft. With the chain through the movablerail, engage the chain in the slot and tightenthe chain by turning the knob (handtight) on thefixed rail.

CAUTION: Be sure that the chain is tightand under tension.

For aircraft that have towing rings on thefuselage or on the landing gear, hooks are pro-vided on the tow bar. When engaging the hooksin the towing rings, make sure that the spring-loaded pin is completely closed. When usingthe hooks, the axle pins should never protrudeon the inboard side of the tow bar and the chainshould be stowed on the fixed rail. The axlepins can be stowed in the tow bar by installingthem with the small tapered end flush with the

Chapter 2-- AIRCRAFT HANDLING EQUIPMENT

AB.584Figure 2-11.NT-4 attached to an S-2F for nosewheel or fuselage towing.

27


inboard side of the A-3 lug. Figure 2-11 showsan NT-4 attached to a S-2F ai.kcraft.

When towing the tow bar without attachmentto an aircraft, the axle pins should be installedwith the small tapered end flush with the -n-board side of the A-3 lugs and the chain engagedin the slot and stowed.

Special tow bars are those designed by theaircraft manufacturer for a special purpose, orto tow an aircraft that has special handlingcharacteristics. An example of this type baris the one designed for use with the UH-34Chelicopter. (See fig. 2-12.)

AB.585Figure 2-12.Special Tow Bar

for the UH-34.

This tow bar is used to properly steer thehelicopter whenever land or shipboard towingis necessary. It is installed on the auxiliarylanding gear for towing and steering purposes.

The P-3A aircraft comes under a specialcategory in that it must be towed or steeredonly by a special tow bar made'by the aircraftmanufacturer. This tow bar is designed so thatwhen it is installed on the nosewheel landinggear, it unlocks the aircraft steering system.When this bar is removed, the aircraft steeringsystem is automatically restored.

There aretwo special tow bars for the A-6A;the rearward towing tow bar and the forwardtowing tow bar. (See fig. 2-13.)

28

AB.586Figure 2-13.Special towbars for the A-6A.

The rearward tow bar for the A-6A is at-tf:ched to a special fitting on either main landinggear. The tow tractor is positioned alongsidethe aircraft and tows from that position. A tillerbar or the forward tow bar must be attached tothe nosewheel for steering purposes during thisoperation.


NOTE: Do not exceed 2 mph during rear-ward towing of the A-6A. Use the aircraftbrakes spar'mgly during towing to prevent dam-age to the nose and main landing gears.

Information on the tow bar(s) for any givenaircraft can be found in the general informationsection of the Maintenance Instructions Manualfor that aircraft.

AIRCRAFT CHOCKS AND TIEDOWNS

Whenever an aircraft is not being moved, themain landing gear wheels should be chocked.The chocks may be universal chocks designedto be used with most carrier based aircraft orspecial chocks made up by the squadron op-erating the aircraft.

The universal chock used by the Navy is theModel MWC-2 Universal Wheel Chock. (Seefig. 214.) This is an all-metal chock that isadjustable to fit any main landing gear wheel upto 45 inches in diameter.

Special chocks are made and used wherestandard or universal chocks are of insufficientsize. At times, it may be necessary to makechocks for use when there are insufficient stand-ard chocks for the number of aircraft aboard.These chocks can be made from many differentmaterials; for example, wood and line, all wood,or metal tubing and chain.

TD-1A AIRCRAFT TIEDOWNThe TD-1A and the holdback type tiedown

use chain as part of the tiedown. The TD-1A

tiedown device (fig. 2-15) is used to secureparked aircraft to the deck ashore and afloat.A minimum of four units is used for smallaircraft.

To prepare the unit for use, the adjustablehook is extended by rotating the tensioning gripin the opposite direction to the arrows on it.The hook on the chain is inserted in the deckfitting; the hook on the unit is fitted on the air-craft. This tiedown has a capacity of 10,000pounds and weighs about 12 pounds.

Allowing a small amount of slack in thechain, a link is pushed down into the chainpocket until the chain lock snaps into place.If there is too much slack in the chain, anotherlink can be chosen by pushing the chain lock to-ward the chain pocket, lifting the chain out, andchoosing another link. The tensioning grip isthen rotated in the direction of the arrows untilthe desired tension is reached.

To release, the release lever is pulled upand back in the direction indicated by the arrows.

The TD-1A chain has an oversize link on theend opposite the hook so that chains may be usedin series when a longer tiedown is needed.

The holdback type tiedown (fig. 2-16) is usedto secure the aircraft to the deck while the en-gine is being run up to full power for check andadjustments.

The holdback type tiedown consists of acoupler, chain, and a deck fitting. The coupleradapts to the fitting on the aircraft used for thecatapult holdback tension bar. The coupler ispositive locking on 'the aircraft fitting. The

Figure 2-14.MWC-2 Universal Wheel Chock.

29

AB.259


AB.261Figure 2-15.TD-1A all

purpose tiedown.

AB.587Figure 2-16.--Holdback type tiedown.

chain is made of welded links and attaches tothe coupler and deck fitting by removableshackles. The deck fitting assembly permits360 degrees horizontal travel around the deckand 0 to 45 degrees vertical angle from the deck.The deck fitting assembly adapts to the fourbardeck fitting and the fivebar deck fitting.

This tiedown is about 10 feet long and weighsabout 102 pounds. The design capacity is. 90,000pounds from 0 to 45 degrees of angle. The five-bar deck fitting has a design strength of 36,000pounds.

There is also afull power turnup tiedown forthe A-5A. This tiedown uses the same deck

30

fitting as the holdback tiedown, but uses twocables with hooks for attaching to the mainlanding gear towing rigs of the aircraft.

Temporary tiedowns may be made of hempline or ...ylon straps. Cargo type nylon securingstraps are sometimes used by helicopter crew-men as an initial tiedown when the helicoptertouches down. These straps are light, easy tofasten, and quick to tension. They are designedfor light loads of 1,000 to 1,200 pcunds.

The weight of present day carrier aircrafthas increased to the point where they ,can nolonger be adequately- secured with line alone;however, the ABH should have a good workingknowledge of both nylon and Manila line, as theyare frequently used for the securing of gear andequipment and the temporary securing of air-craft aboard ships. Handling of line and thethumb rules for safe working loads are coveredin detail in ABH 3 and 2, NavPers 10300-B.

Detailed instructions concerning aircrafthandling and securing equipment may be foundin NavAix 17-1-537, Technical Manual, Opera-tion and Service Procedures, Aircraft Handlingand Securing Equipment. It is recommendedthat this manual be placed and maintained in theABH technical library.

AIRCRAFT HOISTING SLINGS

Hoisting slings are used aboard aircraftcarriers, as well as by shore stations, to aid inmoving aircraft and equipment. Each militaryaircraft is equipped with lifting points for theattachment of the particular sling designed foruse with that model of aircraft. Slings aresometimes used in place of jacks for perform-ing aircraft maintenance and are commonly usedto lift aircraft from the pier or barge onto thecarrier (either onto the flight deck or elevatorplatform). They are also used for crash/salvagehandling of aircraft.

In that the load bearing cables, chains, orstraps of hoisting equipment are subject to wearand/or deterioration, it is necessary that thesecomponents be thoroughly inspected and testedat frequent intervals. A complete visualinspec-,tion is required prior to each use, and proof-load testing must be carried out at least once ayear as directed by NavAir 17-1-114, Handbook,Inspection and Testing of Lifting aridRestrainingDevices for Aircraft and Related Components.

The general procedure for inspecting slingsprior to each use is as follows:


1. All dirt and.foreign matter should be re-moved from the assembly to be inspected, ifnecessary.

Cables must be inspected for corrosion,kinks, knrAs, slippage, loosening of fittings,fraying, stretching, or any other sins of failure.Of particular importance is the detection of acable in which a kink has been pulled through inorder to restraighten the cable. The resultantdeformation, as shown in figure 2-17, is causefor immediate rejection of the cable.

KINKED CABLE KINK PULLED THROUGH

AB.588Figure 2-17.Cable damage resulting from

a pulled through kink.

The presence of 6 or more broken wires inany 9-inch length of cable or 3 broken wires inany one strand 3 inches in length is cause forreplacement. If excessive corrosion is present,the cable must be replaced, regardless of thenumber of broken strands.

Chains used in slings must be inspected forstretching, wear, gouges, fractures, corrosion,kinks, and knots. Chains having more than a5 percent stretch in any 5-link section must bediscarded. Chains which show 25 percent wearin any individual link must also be discarded.

Terminals, lugs, shackles, plates, and otherfittings must be checked for misalignment,wear, corrosion, loosening, slippage, fractures,etc. Inspect all bolt holes for elongation andstripped threads. In the case of cable terminals,the lay of the cable beneath the base of the ter-minal must be examined to insure that the layis undisturbed and that the individual wires arefitted tightly together.

2. When a fitting is found to be severelycorroded, a glass bead type blaster should beused to remove scales. The fitting muss then

31

be examined to determine the extent of deterio-ration. Fittings with severe pitting should bediscarded. If fitting is found to be serviceable,it should then be cadmium plated and examinedby means of magnetic particle inspection.

3. Zinc-poured terminals must be inspectedat the top for slippage of individual wires andfor excessive depression in the zinc filling.Wire slippage in zinc may not exceed 1/32 inch,and zinc pullout from the base of terminal maynot exceed 1/8 inch.

Proof loading of slings is normally accom-plished at Naval Air Rework Fac:iities (NARF),and are static tested at 1 1/2 times workingloads of the sling. It is strong'', recommendedthat a metal tag be securely attached to eachsling assembly to reflect the following informa-tion:

1. Date of last proofload test.2. Due date for the next test.3. Name of testing activity.

SAFETY

Never stand or permit personnel to standunder or near a suspended load or tensionedcable/sling whether testing or during actualhoisting of a load/aircraft. Avoid makeshiftrepairs of hoisting equipment. Whenever acomponent is found to be faulty, it must be re-placed with a new component designated for thatspecific purpose. Frequent failures have beencaused by using a bolt, pin, or other part of thewrong size or strength as a replacement for afaulty or missing component. After replace-ment of the faulty part, the entire assembly mustbe proofload tested.

SCREENING DEFECTIVE EQUIPMENT

The failure of handling equipment duringflight operations both ashore and aboard shipcan pose many problems for the ABH. At timesthis can seriously affect the safety of the op-eration. The first class and chief must knowenough about repair procedures to estimate thetime the equipmentwill' be out of commissionand its effects on the safety of operations.

Whenever a piece of equipment fails, thereare several questions that should be answered.

1. What operations will this equipment affectby being unavailable ?

2. What can be used in its place?3. What division or department is involved

or who is qualified to effect the repair ?


4. How long will it take to repair the equip-ment (if it is your responsibility to repair theequipment you will need to know how many menwill be needed.)

5. Are spare parts available and if they arenot, how long will it take to get them ?

6. Is the equipment available to perform therepair ?

There are numerous sources where infor-mation can be found. The Maintenance Require-ments Cards as well as the technical manualfor each tow tractor and mobile crane shouldgive the time required, the equipment or tools,and the number of men needed to make the re-pair. The NavShips Technical Manual gives de-tailed repair procedures for most of the shipboard machinery, piping systems, deck, etc.

Frequent inspections should be made duringthe performance of the work as well as aftercompletion. The supervisor's inspection shouldprovide affirmative answers to the following:

1. Is the work done according to the currentdirectives?

2. Do technical materials used conform tospecifications ?

3. Is the job complete in all respects?4. Does the workmanship measure up to de-

sired standards?The most effective repair procedure is pre-

vention. A thoruugh maintenance program con-tinuously carried out and proper operatingprocedures adhered tr,, not only promotes safety,but also prevents mcst equipment failures.

CORROSION CONTROL

In recent years more equipment is beingmade of metals other than steel or in combina-tions of several different metals. Tow bars,tow tractor parts, flight decks, chocks, and manyparts of ships' structures are being made ofaluminum. Since the introduction of steel ships,rust has been, and still is, one of the majorproblems of maintenance. With the introductionof aluminum and other metals, more problemshave been added to corrosion control.

Corrosion may take place over the entiresurface of a metal from chemical reaction withthe surrounding environment, or it may be elec-trochemical in nature between two metallicmaterials or two points on the surface of thesame alloy, which may differ in chemical ac-tivity. The presence of moisture is essential inboth types of attack. The most familiar exampleof corrosion is the rusting of iron or steel.

32

Corrosion of aluminum alloy is evident aswhite or gray powdery deposits on the metalsurface. The condition is first indicated by thepowdery residue deposited in tho area of con-tact, later by the pitting and scarring of thealuminum surface, and finally complete deterio-ration of the aluminum in the area.

Corrosion endangers the equipment by re-ducing the strength and changing the mechanicalcharacteristics of the metals used in its con-struction. Materials are des;gned to carrycertain loads and withstand given stresses aswell as to provide an extra margin of strengthfor safety. Corrosion can weaken the struc-ture thereby reducing or eliminating this safetyfactor.

There are many factors that affect the type,speed, cause, and the seriousness of metalcorrosion. Some of these corrosion factors canbe controlled; others cannot. Preventive main-tenance factors such as inspection, cleaning,and painting and preservation are within thecontrol of the operating activity.

When corrosion of equipment or structurehas been discovered, the first step to be takenshould be the safe and complete removal of thecorrosion deposits or replacement of the affectedpart. Which of these actions to be taken de-pends upon the degree of corrosion, the extentof damage, the capability to repair or replace,and the availability of replacement parts. Anypart which has been damaged by corrosionshould be replaced if continued use is likely toresult in structural failure. Areas tobe treatedfor corrosion deposit elimination must be clean,unpainted, and free from oil and grease. Chips,burr, flakes of residue, and surface oxides mustbe removed. However, care must be taken toavoid removing, at the same time, too much ofthe uncorroded surface metal. Corr osion depositremoval must be complete. Failure to cleanaway surface debris permits the corrosionprocess to continue even after refinishing theaffected areas.

After the corrosion has been removed theextent of damage must be assessed. It is at thispoint that the determination is made to repairor replace the affected part or to perform acorrosion correction treatment. This treatmentinvolves the neutralization of any residual cor-rosion materials that may remain in pits andcrevices, and tie restoration of permanent pro-tective coatings and paint finishes.

Control of corrosion can be accomplished bymaintaining a dry environment through the


use of suitable moisture barriers or dryingagents.

Complete technical information may be ob-tained by reference to Corrosion Control forNaval Aircraft, NavWeps 01-1A-509; AircraftMaintenance Cleaning, -14 a vW e p s 01-1A-506;Preservation of Naval Aircraft, NavWeps 15-01 -500; and to the manufacturer's instructionsfurnished with various proprietary materials.SAFETY

When maintaining or working with equip- .ment, there is one rule that must be .stronglystressed: SAFETY FIRST. Whether you areworking in the shop, on the line, or on the flightor hangar deck, there are prescribed safetyprocedures that should be folloWed. It is a mustto be aware of the many dangers that are asso-ciated with this type of work.

Because of the possibility of injury to per-sonnel, and the possible damage to material, all

33

repair and maintenance work should be doneonly by authorized and assigned personnel.

The ABH1 and ABHC should be concernedwith the inspection of work areas, tools, andequipment to detect potentially hazardous andunsafe conditions and take appropriate correc-tive action.

Safety is an area in which the AM's re-sponsibility increases as he advances in rating.An ABH1 or ABHC must possess the ability tointerpret safety directives and precautions.The First Class or Chief must know and ob-serve all safety precautions for the equipmenthe uses and the work he does.

The importance of interpreting the safetyrules and regulations, and either giving yourmen instructions or publishing them in writtenform, cannot be stressed too much. However,the indoctrination of your men in safety pre-cautions and techniques is an integral part ofthe safety program.

CHAPTER 3

AIRCRAFT HANDLING

This chapter covers aircraft handling onnaval air stations, aboard aircraft carriers,and LPH/LPD ships.

NAVAL AIR STATIONS

At naval air stations the ABH1 or ABHCmay be assigned to the operations department.The term operations, as used here, refers toroutine operations concerned with regulatingthe arrival and departure of aircraft at a navalair station, and not to military tactics. There-fore, senior ABH's may be assigned as flightline leading petty officers.

FLIGHT LINE

The air station line is under the operationsdepartment. The line division is responsiblefor the servicing, loading and unloading, andchecking for operational readiness of all air-craft, that may be assigned to the naval airstation and those transient aircraft that mayrequire these services.

The organization of a naval air station linevaries with the number and type of aircraftassigned to the air station. Personnel in thedivision are assigned as plane captains, taxisignalmen, and equipment operators. On smallair stations the men in the division may be re-quired to perform all of these duties. Menfrom maintenance shops may also be assigned toperform specific checks and other operations.

The line division officer is responsible forthe operation of all aircraft and handling equip-ment on the line and works directly under theoperations officer.

The flight line division is responsible foraccomplishing the following functions:

1. Line maintenance for assigned aircraft.Line maintenance includes the daily inspec-tions, adjustments, servicing, correction ofminor discrepancies, and troubleshooting ofaircraft being prepared for flight.

2. Performing line-servicing functions fortransiting aircraft..,

3. Operating air terminal facilities.

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4. Scheduling administrative and proficiencyflights.

5. Recommending personnel for assignmentas plane captains, directors, equipment opera-tors, and cargo handlers.

6. The security and proper ground handlingof aircraft and associated support equipment.

7. Recommending changes in methods andtechniques to promote maximum ground safety,safety in flight, and operational readinessof assigned aircraft and associated supportequipment.

The leading petty officer in charge is theassistant to the division officer in carrying outthe functions of the line. He must keep himselfand the line division officer informed of thestatus of all the aircraft and handling equipment,and any unusual conditions which may exist.

Some of the major duties of a leading pettyofficer in charge of a line are included in thefollowing list:

1. "")irect and sent aircraft on and off theflight line.

2. Insure that aircraft are spotted in ac-cordance with a given operational plan (ifrequired).

3. Insure that adequate firefighting equip-ment is available and properly manned whenstarting aircraft.

4. Insure that aircraft are preflighted andready to go prior to scheduled flights.

5. Maintain status reports on all aircraftassigned to the line.

6. Insure that sufficient auxiliary powerunits are available for starting aircraft.

7. Maintain flight records as required.8. Insure that aircraft are fueled and de-

fueled properly, observing all applicable safetyprecautions.

9. Enforce all safety precautions applicableto flight line operations.

10. Direct the movement of aircraft awayfrom the scene of fires.

11. Insure that aircraft are secured properly.12. Insure the cleanliness of the line, equip-

ment, and spaces.13. Train and supervise plane directors.

Chapter 3AIRCRAFT HANDLING

14. Perform other duties as may be assignedby the department head.

In addition to the above duties, the first classor chief ABH assigned to an air terminal musthave a thorough knowledge of aircraft cargoloading procedures and weight limitations ofthe aircraft concerned.

Personnel assignments are made by the di-vision chief, and all personnel matters are sub-mitted through him to the division officer.

Plane Captains

The plane captain is responsible for the ma-terial condition of the particular tjpe aircrafthis unit or squadron is utilizing. He should befamiliar with the general features of the air-craft and have a practical knowledge of the air-frame and powerplant. Through this knowledgegained, he will be able to assist in all phases ofrequired routine engine and airframe periodicchecks.

Taxi Signalmen (Plane Director)

Standard taxi signals are used by all branchesof the Armed Forces so that there will be nomisunderstanding when a taxi signalman of oneservice is signaling a pilot from another.These signals must be definite and precise toeliminate any possible misunderstanding and toinspire the pilot's confidence in the signalmen.All men assigned to the line should be qualifiedas taxi signalmen. When the line crew is large,some men may be assigned as taxi signalmenas their primary duty.

Any time an aircraft is to be taxied fromthe line or is returning to the line for spotting,it must be directed by one or more taxi signal-men as necessary.

The taxi signalman should assume and main-tain a position where he can see the pilot'seyes at all times. If it is necessary for him tolose sight on the pilot's eyes in changing posi-tions, or for any other reason, he should signalthe pilot to stop until he has taken up his newposition.

The taxi signalman has a definite positionto maintain when directing aircraft, calculatedto give him all possible advantages. His posi-tion when directing single-engine aircraftshould be slightly ahead of the aircraft and inline with the left wingtip. An alternate position,in line with the right wingtip, may be used whenit is necessary to clear obstructions.

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When directing aircraft with side-by-sideseating, such as is found on multipiloted air-ciaft, his position is forward of the left wingtip.He has no alternate position since the pilot on amultipiloted aircraft sits on the left-hand sideof the cockpit. When directing multipiloted air-craft in obstructed areas, an assistant taxisignalman may be used on the right wingtip.The assistant taxi signalman will signal theaircraft taxi signalman on the left wingtip. Thetaxi signalman must always be in a position tosee the assistant taxi signalman and the pilot'seyes.

Aircraft being taxied on land within 25 feetof obstructions must have a taxi signalman ateach wingtip. If any obstruction is present onone side only, a man at that wingtip is required.Aircraft must not be taxied at any time within5 feet of obstructions. Aircraft being taxied onwater must not be taxied closer than 50 feet toobstructions except in mooring or docking procedures or when dictated by nature of th3 mis-sion. Extra precaution is necessary when di-recting aircraft at night. The taxi strip andparking area should be inspected for workstandsand any other mobile equipment which candamage the aircraft.

In directing an aircraft that is taxiing fromthe line, the director should remain in controlof the aircraft until it is clear of the other air-craft or obstructions in the spotting area.

Equipment Operators'

A fully qualified petty officer should becharged with the supervision of the equipmentoperators and line equipment. The type andamount of aircraft handling and servicing equip-ment on the line vary with the type and numberof aircraft that may be assigned to the navalair station. Operators of all self-propelledvehicles must possess a valid governmentdriver's license (SF-46) and have attended aformal course of instruction on aircraft supportequipment (ASE). Op Nav 3500.26 (Series) givesdetailed instructions on the licensing of ASEoperators.

The handling equipment may be one or moreof the types discussed in chapter 2 of thistraining manual. Detailed information oil theequipment required for handling and servicingcan be found in the General Information andServicing section of the Maintenance Instruc-tions Manual for the respective aircraft. Thismanual also gives the handling characteristics


and the securing equipment requirements andprocedures for the aircraft.

Operators should be cognizant of all safetyprecautions and vehicle operating instructionsissued by the commanding officer of the navalair station and higher authority.

TOWING AIRCRAFT

Towing aircraft can be a hazardous opera-tion, causing damage to the aircraft and injuryto personnel, if done recklessly or carel'ssly.The following paragraphs outline the generalprocedure for towing aircraft; however, spe-cific instructions for each model of aircraftare detailed in the General Information sectionof the applicable Maintenance Instructions Man-ual and should be followed in all instances.

Most naval aviation activities issue specificinstructions concerning aircraft towing. Theseinstructions usually contain the composition ofthe tow crew, tow tractor speed, and variousother instructions concerning local conditions.These instructions must be complied with.

Aircraft are generally moved by a tow crew.The crew is usually composed of a tractordriver, plane captain, and one man to watch forclearance at each wingtip and the tail, and aqualified director.

The man assigned to operate the brakesmust be thoroughly familiar with the particulartype aircraft. His main function is to operatethe brakes in case the tow bar should fail orcome unhooked. He must also be familiar withthe operation of various systems such as theejection seat, power canopy, wing fold, and thesafety precautions associated with each.

The men assigned to observe the wings andtail should proceed at their assigned stationsas the aircraft is being towed. It is the re-sponsibility of these men to keep sharp lookoutfor obstructions and signal the tractor driverin time to prevent collisions.

Only qualified personnel should attempt totow an aircraft. Driving a tow tractor requiresspecialized training as well as a valid Navydriver's license.

When towing an aircraft, the towing vehiclespeed must be reasonable, and all persons in-volved in the operation must be alert. Only re-liable, competent personnin should be assignedto opnrate the tow tractors. When the aircraftis being towed, the brakes of the tractor ihouldnot be relied upon to stop the aircraft. Theman in the cockpit should coordinate the use

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of the aircraft brakes with those of the towtractor.

CAUTION Before towing an aircraft, insurethat all landing gear ground safety locks are in-stalled. These ground safety locks are pins andclamps used to insure that the landing geardoes not retract accidentally while ground han-dling the aircraft.

Aircraft are either towed by the fuselage,nosewheel, or the main landing gear, dependingon the type of aircraft or the area over whichthe aircraft is to be towed. Many aircraft areprovided with nosewheel steering; therefore,the cockpit steering system should be disen-gaged if possible when towing by means of thenosewheel.

The universal tow bar may be used to towaircraft from rings mounted on the fuselage orlanding gear. The tow bar is secured to theserings by means of hooks which are mounted onthe ends of the bars. A spring-loaded safetypin secures the hooks in the rings.

Special tow bars are designed to be securedto the aircraft in various ways. The informa-tion contained in the applicable MaintenanceInstructions Manual should always be followedwhen attaching special tow bars to an aircraft.

SPOTTING AIRCRAFT

It is th.. responsibility of the ABH assignedto the line crew on an air station to direct andspot aircraft on the line. Sometimes the spotwill be painted on the ramp, but in many casesthe director will have to be familiar with thearea so he can spot the aircraft in such a man-ner as to facilitate engine turnup, taxiing, ortowing without materially endangering otheraircraft on the line, and for securing aircrafton the par:cing ramp.

Incoming aircraft should be met at the edgeof the spotting area and directed to the appro-priate spot. Transient aircraft often requireassistance from the runway to the P;;otting area.This is accomplished by the use of the follow-mejeep or other appropriate vehicle. The vehiclemeets the aircraft at the end of the runway oran intersection to the runway and leads it to thespotting Prea.

CAUTION: All vehicles entering upon orcrossing runways must get radio or visualclearance from the control tower before enter-ing or crossing. Visual signals are used ifradio communication is not possible.


An aircraft can be spotted on the flight lineunder its own power, by use of a tow tractor,or manually by pushing. Regardless of themethod used to spot the aircraft, a qualifiedman must be in the cockpit to operate thebrakes.

The position of the taxi signalman duringspotting is the same as for taxiing. He must beable to see the eyes of the man in the cockpit atall times.

When spotting aircraft at night, extra pre-cautions must be taken to insure that the park-ing area is clear of workstands and otherequipment. Assistant taxi signalmen should beused to insure that the path is clear and thereis no danger of hitting other aircraft orobstructions.

When the aircraft is spotted in its properposition, the brakes should be applied and helduntil the main landing gear wheels are chocked.

AIRCRAFT TIEDOWN

The tiedown of aircraft is another veryimportant part of ground handling. Aircraftashore on naval al: stations are chocked, andthen tied down on concrete parking areasequipped with fittings called pad eyes. Theaircraft to be tied down is spotted in the park-ing area in the best position for full utilizationof the pad eyes. The aircraft may be tied downwith cable tiedown reels, chain type tiedown,manila line or a combination of all.

When tying down aircraft, the expectedweather conditions will determine how the air-craft should be secured. In normal weather theNORMAL TIEDOWN PROCEDURE is used; andwhen heavy weather is anticipated, the HEAVYWEATHER TIEDOWN PROCEDURE is used.

Since the method of securing and tiednwnprocedures vary on different type airc_aft,refer to the applicable Maintenance InstrucdonsManual for the proper tiedown procedures.

FIREFIGHTING EQUIPMENT

The ABH1 and ABHC assigned to the flightline duty should prepare himself for pos:;ibleemergencies by becoming thoroughly familiarwith the various types of firefighting equipmentavailable on the line.

Experienced crash crews and fire crews arealways readily available; however, the need forthe services of the fire crews can, in manycases, be avoided by the prompt and efficient

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use of firefighting equipment available at alltimes on the line. It is of the utmost impor-tance that every man working on the line befamiliar with the location and use of the fire-fighting equipment.

Standard color codes are used for visualidentification of the fire extinguishers. Theuse of the standard color code for the extin-guishers, promotes greater safety, lessens thechance of error. , confusion, or inaction in timeof emergency, and also provides identificationof the flight line fire extinguishers from build-ing fire equipment.

The type of extinguishers, together withclass of fire it will extinguish, must be paintedon a 6-inch color band. The letters should beblack and at least 1 inch in height.

The 6-inch band around the top of the extin-guisher should be painted as follows:

Carbon dioxide (CO2) ye, lowFoam Compatible Dry

Chemical (FCDC) greenFoam type silver or whitePurple K Powder purpleCarts for handling the 50-pound extinguisher

bottles should be painted the same color as theextinguisher band. The containers or holdersfor the other fire extinguishers located on theline may also be painted the same color as theextinguisher band.

The station fire chief is responsible for theproper distribution, maintenance, and inspec-tion of fire extinguishing equipment providedfor flight line operation.

The line chief under the station fire chief isresponsible for the following:

1. Insure that fire protection measures areprovided for all aircraft undergoing mainte-nance of overhaul on the flight line or parkingarea.

2. That all line personnel engaged in dutiesinvolving aircraft operation be fully trained infire prevention, fire protection measures, andthe use of fire extinguishing equipment.

3. Insure that a sufficient number of prop-erly charged extinguishers are maintained forreplacement while flight line extinguishers arebeing serviced.

4. Require a daily inspection of all line fireextinguishing equipment.

Carbon dioxide (CO2) bottles are the mostcommon fire extinguishers used on the line.These bottles are supplied in sufficient quantityto handle any small fire started on the line.


An aircraft should never be fueled, defueled, orits engines started without having one or moremen standing by with a CO2 bottle.

Some aircraft carry one or more small CO2bottles. These bottles are intended for use inflight and should never be used in ground oper-ations except in extreme emergency. In theevent that they are used, the proper personnelmust be notified so that they may be replacedprior to the aircraft's next flight.

NOTE: Twinned Agent Units (TAU-2) areprovided and should be standing by for imme-diate use during all aircraft hot refuelingoperations.

HANDLING AIRCRAFT ON CARRIERS

The two main classifications of aircraftcarriers are the attack carrier (CVA) and theantisubmarine warfare support carrier (CVS).Other types of carriers have been developedfor specialized and supporting role. Each typecarries certain aircraft and equipment de-signed to fulfill the specific carrier's mission.Those departments which contribute directly tothe primary mission of an aircraft carrier arethe operations department, weapons depart-ment, carrier air wing, and air department.

The combined efforts of both officers andmen are necessary to make air operations ona carrier effective. It is certain that withoutexceptional organization and teamwork on thepart of all hands, the operations of an aircraftcarrier would not be possible; therefore, theefficient and coordiaated efforts of all person-nel concerned are of vital importance to thesuccess of all air operations. The success ofthese operations depends largely on factorssuch as organization, training, and experienceof the senior flight and hangar deck personnel.

During flight operations the speed with whichaircraft can be launched or recovered dependslargely upon the efficiency of the directorshandling the aircraft. The efficiency of thedirectors depends on the leadership and know-how of the ABH1 or ABHC who is in charge ofthem.

The aircraft handling group, under the air-craft handling officer, is responsible for launch-ing, recovering, handling and servicing of allaircraft aboard the carrier. These variousfunctions are the responsibility of more thanone division. The two divisions in the aircrafthandling group in which the ABH1 or ABHCmay be assigned are the V-1 and the V-3

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divisicins which are responsible for the flightdeck and hangar deck, respectively.

FLIGHT DECK

A flight deck of an aircraft carrier is one ofthe most hazardous places in the world and cneof the busiest spots in the Navy. There can bemany differences in the flight deck arrangementof aircraft carriers. Equipment may be locateddifferently, be of different size, or be of differ-ent type. These differences are even greaterbetween the various classes. The location,size, and type of equipment (elevators for ex-ample) can seriously affect the methods of flightdeck operations.

The handling of all aircraft on the flight deckis the responsibility of the V-1 division. Thisincludes directing and spotting aircraft, opera-tion of elevators, and operation of aircrafthandling equipment such as tractors and cranes.

Also included in the V-1 division is thecrash and salvage crew. The major concern ofthis crew is the handling of crashed aircraftand the manning of firefighting equipment in theevent of any emergency situation. The dutiesand responsibilities of the crash and salvagecrew are discussed in chapter 4 of this RateTraining Manual.

There are basic organizations within a V-1division; one covers the military or adminis-trative aspects and the other the flight quartersor operational organization. All personnel inthe V-1 division come under these organiza-tions and their duties may be alike or varied.

The operational organization for a V-1 divi-sion covers the flight quarters station assign-ments. These assignments are outlined in theship's battle bill. In this organization the divi-sion officer becomes the flight deck officer, andthe assistant division officer becomes thecrash and salvage officer.

The crash salvage chief, safety petty officer,and damage control petty officer are outlinedfor each organization. This basic organizationwill vary from ship to ship due to operationalrequirements, number of personnel in the divi-sion, and other factors.

Flight Deck Chief

The flight deck chief (FDC) is the overallsupervisor of the flight deck. The FDC is theassistant to the flight deck officer (FDO) and ischarged with a tremendous responsibility. The


FDC is responsible for the operations on theflight deck, the training of aircraft directors,proper operation and readiness of all flightdeck aircraft handling 9quipment, and all safetyprecautions/procedures concerned in any move-ment of aircraft on the flight deck.

It .;s not feasible to list all the duties and/orresponsibilities of the flight deck chief due tothe flexibility of his billet; however, some ofthe major duties and responsibilities includethe following:

1. Conduct prelaunch briefings of planedirectors.

2. Supervise flight deck personnel in thespotting, respotting, and securing of all air-craft on the flight deck.

3. Supervise and direct the training of per-sonnel assigned to the flight deck, and admin-ister the division, subject to the direction of ti.division officer or higher authority.

4. Supervise the movement of aircraft be-tween the flight deck and the hangar deck viathe aircraft elevators.

5. Insure that elevator operators and phonetalkers are well qualified and have an under-standing of and observe all applicable safetyorders.

6. Insure that the crash salvage crew mansthe appropriate firefighting stations for eitherflight or respotting operations.

7. Insure that all aircraft handling equip-ment is in good working order and that therequired equipment is readily available.

8. Insure that only qualified, licenkd oper-ators are allowed to operate tow tractors,cranes, etc.

9. EnForce the wearing of the prescribedflight deck uniform; paying particular attentionto the wearing of goggles, sound attenuators,and othe) safety devices.

10. Direct the utilization of flight deck han-dling crews.

11. Conduct and maintain a continuous train-ing program to assure the expeditious andproper performance of the handling crews.

12. Supervise the loading and off-loading ofaircraft.

13. Take all necessary action to insure theprompt movement of aircraft to fulfill the re-quirements of the operational schedule.

14. Keep the division officer advised of allmatters concerning safety, status of equipment,performance of personnel, etc.

15. Act as principal observer, inspector, andevaluator of his men's performance.

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Leading Flight Deck Petty Officer

The flight deck leading petty officer func-tions as an assistant to the flight deck chief andhas the following duties and responsibilities:

1. Be familiar with all aspects of n movementof aircraft on the flight deck and ascertain thetraining requirements of the handling crews toinsure the expeditious movement of aircraft.

2. Supervise the directors and crews in theproper spotting, respotting, and securing ofaircraft.

3. Become familiar with all other duties ofthe flight deck chief.

4. Assume the duties of the flight deck chiefin his absence.

Experience has taught that the flight deckchief must be the senior supervisor, but at thesame time be one who realizes that the wholejob cannot be done alone. The flight deck chiefand the flight deck PO, together, must super-vise the flight deck until the very last manknows his job and knows it thoroughly.

Flight Operations

In most operations advance word will begiven to allow time by planning. However,special missions often arise which necessitatemaximum effort on the part of the flight deckcrews to get the launch off on time. For thisreason tilt, importance of flexibility and broadtraining c the flight deck crews cannot beoveremph

To a person watching flight deck operationsfor the first time the activity alone presents aconfusing picture. Some have called carrierflight deck operations the greatest show onearth. They cannot determine how and why theaircraft are launched and moved around as theyare with maximum efficiency. The success ofthese operations depends largely on factorssuch as organization, training, experience andsound operating procedures.

There can be no uncertainty on a carrierflight deck at any time during flight operations.Each man must know where he belongs and thejob that he is to perform. Orders must be givenso that they are clearly understood and carriedout.

NOTE: General flight deck and hangar deckprocedures are contained in the CVA/CVSNATOPS (Naval Air Training and OperatingStandardization). As the title implies, this man-ual standardizes the procedures for shipboard


aircraft handling, and compliance with theseprocedures is mandatory.

While flight decks are hazardous areas, thedanger can be minimized by reducing thechance of a hazard changing into a dangeroussituation. This can be accomplished by con-stantly evaluating ever-changing situations,looking out for the other man first, and devel-oping team effort.

In order to take steps necessary to avoidhazards, the individual must first recognizethat these dangers are, in fact, real and couldturn into an unpleasant statistic. Once thehazards are recognized they can be dealt withrealibtically. Applying command policy, stand-ard operating procedures, training principles,and a continuous safety program are the solution.

An indoctrination program for men beingintroduced to flight deck operations for thefirst time must be vigdrously carried out, andshould include air wing personnel. Unauthor-ized personnel must not be allowed on the flightdeck at any time during flight operations.

Every man in the division should know thathe is doing one of the most important jobs onthe shipand be mighty proud of it. The gruel-ing work associated with flight deck operationsmust never be allowed to assume connotationsof punishment. An effective and safe flight deckis invariably a disciplined deck. This disci-pline, which followers know is necessary andwant to participate in is intended here, ratherthan the stern, severe compulsion normallyinterpreted into the meaning.

As flight deck chief or leading PO, you caninsure that there is one thing for which thereis no room on the flight deckcarelessness.

OPERATIONS FLIGHT SCHEDULE.Theoperations department prepares the flightschedule for each day's operation. For specialoperations this schedule may cover more than1 day's operation but normally it is for only1 day. This schedule is intended to cover theship's air wings and squadron's training oroperational requirements and commitments.A copy of this mimeographed schedule is dis-tributed to all departments/divisions concerned.

This schedule gives he launch and recoverytimes; the number, type, and squadron of theaircraft in each launch; the fuel loads and am-munition types and quantities; and any otherinformation such as launch sequences, launchpriority, and which spare aircraft are required.Ammunition types and loads are usually given

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in the note section where there is insufficientspace on the schedule.

There are many things that can 'change theschedule during the day's operation or evenbefore the day's operation commences. Theschedule must be compiled in advance of theoperation (usually 10 to 12 hours); therefore,aircraft status can change, target areas maynot be available, or weather may change in theship's operating area or the target area.

The number of aircraft to be launched mustbe based on the squadron's maintenance depart-ment's prediction of what aircraft will be in anUP status for the coming day's operation. Ad-ditional aircraft may be assigned when and ifthey become available. At times when the ex-pected aircraft do not reach an UP status thewhole launch may be canceled or changed.Some missions require an exact number of air-craft. One aircraft in a DOWN status C211 bethe cause for changing the entire mission.

The personnel in charge of the flight deckmust be ready to-expect a change in the launchsequence or to hold or add certain aircraft at amoment's notice. At times test hops may beadded to the schedule at the request of thesquadron's maintenance department. All changesto the schedule must be approved by the ship'soperation department.

PLANNING THE SPOT FOR FLIGHT OPER-A'1;0NS.Most carriers have a basic spottingorder. The aircraft ar,- spotted for launch inapproximately the same location each time.This spottir, rder varies from carrier tocarrier to suit the flight deck layout. Certainaircraft must be spotted in a specific locationto permit servicing, loading of ammunition,starting, maintenance, etc. In the case of cer-tain large aircraft, the location should be suchthat the aircraft does not interfere with themovement of other aircraft or is such that theydo not need to be moved during launching orrecovery operations.

The aircraft handling off..2er and/or flightdeck officer, using the flight schedule, the air-craft status board, and advice from the squad-roll maintenance chiefs as to what aircraft maybe ready, assigns the aircraft by side numberto the scheduled launch. The squadron mayrequest specific aircraft but the final decisionrests with the aircraft handling officer.

After the decision has been made as to whichaircraft are to be used, the aircraft handlingofficer, flight deck officer, flight deck chiefand/or flight deck PO using templates and


the ouija (wee-gee) board, decide on the bestlocation for the GO aircraft.

Jet aircraft are usually spotted in a turnupposition with the engine exhaust over the sideof the desk unless they are spotted on the cata-pult or in a .,-oady position behind the catapult.Jet aircraft should always be pointed as nearlyas possible into the wind for starting. This isto help prevent starting fires and hot starts.

Reciprocating engine aircraft are normallyspotted on the aft end of the flight deck with theGO aircraft in the front rows. Jet aircraft arenormally spotted along the deck edge with thefirst to be launched aircraft aft; however, thefirst to be launched aircraft may also be fed infrom the forward spots, depending on the typeflight deck.

When there are a very large number of air-craft to be launched some of the GO aircraftmay be spotted on the hangar deck, brought upon an elevator during the launch, and started.

When the spot and the operation of the launchare planned, the aircraft handling officer makesa spotting sheet or card to indicate the locationof the aircraft. A copy of this sheet or card isgiven to each director on the flight deck. Thiscard may also contain notes as to specificlaunching sequences.

PRELAUNCH BRIEFING.Before eachlaunching operation, a briefing is held by theaircraft handling officer. This briefing isattended by the catapult officer, the flight deckofficer, the hangar deck officer, the PO incharge of tow tractors and starting equipment,the flight deck chief, the leading PO, and allflight deck directors and spotters. During thisbriefing, specific launch procedures and se-quences are given. The disposition of aircraftthat go "down" during the launch is determinedand each director and spotter is informed as tohis specific part in the operation. After thebriefing, each director informs his crew as tothe details of the launch. After the first launchof the day, details of the recovery are also in-cluded in this briefing; for as soon as the lastaircraft has left the deck the previous launchmust be recovered. The crews must also beaware that the need for a "ready" deck mayarise at any time due to an emergency situation.

NOSE GEAR LAUNCH (CATAPULT SPOT-TING).The takeoff requirements of jet air-craft necessitate the use of the catapult forlaunching purposes. With the use of moderncatapults, the time interval between each launchdepends more on the flight deck directors and

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catapult spotters than on the catapult(s). Themost experienced directors should always beassigned as catapult spotters. There is noroom for the smallest error by the spotter if agood launch interval is to be maintained. Theposition of the aircraft on the catapult is criti-cal. The distance that the aircraft can be offcenter in relation to the catapult will vary witheach type of aircraft but the maximum for anyaircraft is about 6 inches. The nosewheel onsome aircraft must be perfectly lined up andthe aircraft must not be cocked more than aspecified amount in relation to the catapult.

Some types of aircraft are equipped withcatapult nose gear launch equipment. Thisequipment provides a safer and more efficientmeans of aircraft alignment and hookup thanthe bridle/pendant launch system.

When spotting an aircraft in preparation forlaunch, ha ring this type launch equipment,direct the aircraft to the mouth of the approachramp, and signal the pilot to lower the launchbar from taxi position to the deck. The aircraftis then steered into the aft end of the approachramp and continues forward (not to exceed4 knots) until the trail bar engages the bufferslider. When the aircraft stops and the launchbar drops into position the catapult deck edgeoperator is signaled to give bridle tension.

In the event it is necessary to respot an air-craft equipped with nose launch gear (after acatapult hookup) signal the pilot to reduce air-craft power. After all applicable proceduresare followed to release the aircraft from thecatapult, direct the aircraft forward (under itsown power) until the launch bar clears the for-ward end of the deck ramp (the launch bar willautomatically spring up into taxi position). Re-move the aircraft from the catapult as directed.

When launching with conventional launchingsystems, the speed of the aircraft must becontrolled by the spotter so that the catapultholdback man is able to connect the holdback.The holdback must not be used to stop the air-craft as any undue strain on the ten: ion bar orring requires that it be changed. If the aircraftoverruns the holdback and the holdback man isunable to connect the holdback, the aircraftmust be pushed back manually by a handlingcrew. Any time that an aircraft must be re-positioned, the time for the entire launch inter-val is greatly increased.

When an aircraft on the catapult goes "down,"the spotter and directors must know where tospot it to prevent interference with the rest of


the launch. The procedure for removing aDOWN aircraft from the catapult will vary withthe flight deck layout, the number of aircraftstill to be launched, and the space available onthe hangar deck and/or flight deck.

DECK LAUNCHING.The deck launchingmethod can only be used when the requiredamount of clear deck can be obtained for take-off run. When the amount of deck run is deter-mined, it is verified by the air officer, usingthe tables for each type aircraft. Directorsfeed aircraft out of the pack to a predeterminedspot on the flight deck where the flight deckofficer takes over and gives the signal forlaunching.

The angle portion of the flight deck is some-times used on carriers to deck launch certainaircraft. This can only be done when the ma-jority of the aircraft are spotted forward on theflight deck and the required takeoff distancecan be obtained.

RECOVERY.When the last aircraft hasbeen launched, the remaining aircraft in thelanding area of the deck must be moved. Aline painted on the flight deck, known as thesafe parking line or "foul line," separates thisarea from the rest of the deck. No portion ofany equipment or aircraft should be in thisarea. All personnel must remain back of thisline during landing operation except those spe-cifically authorized to enter the landing area.

When the aircraft has been released fromthe arresting gear wire, the fly three directordirects the aircraft clear of the landing area.The speed with which the aircraft clears thisarea has a bearing on the landing interval.

A basic spot is used for recovered aircraftmuch in the same way as in the launching spot.Experience with spotting the different aircraftassigned the ship determines this spot. As anexact landing sequence cannot be determined inadvance, the directors must take the aircraftas they come aboard and spot them in the mostfeasible locations. These locations should beas close to the basic spot as possible. On largerecoveries some of the aircraft must be sent tothe hangar deck to give sufficient space for theentire recovery. This is especially true whenit is necessary to hold an aircraft on the cata-pult in a ready-to-launch condition.

When it is possible to determine, in advance,which aircraft are going to be in a down condi-tion upon landing, it may be possible to sendthese to the hangar deck on recovery,AMPLE: An aircraft going into check.)

42

An alternate spot should be determined be-fore the recovery for aircraft with blown tires.Some aircraft cannot be taxied any great dis-tance with a blown tire. Some require towingwith a tractor because they are impossible tocontrol when taxiing with a blown tire.

A tow tractor should always be kept in aready condition during recovery operations totow aircraft from the landing area that haveblown tires or some other condition that pre-vents them from being taxied.

The flight deck handling crews must also betrained and ready to assist in rigging the barri-cade. The arresting gear crews are responsi-ble for making the hookup but must have as-sistance from the flight deck crews in stretchingthe webbing across the flight deck.

RESPOTTING.The respotting of aircrafton the flight deck becomes an exercise in co-operation between personnel that make up therefueling and rearming crews, squadron per-sonnel, and the plane handlers. The servicing,maintenance, and rearming of the aircraft startas soon as the first aircraft recovered isspotted, and continues through the recovery andrespotting periods. The plane director hasbasic control over these operations due to therequired moving of the aircraft. The directormust decide if the servicing or other operationon the aircraft is to continue or be halted.Servicing and maintenance must not be allowedto interfere with the orderly flow of aircraftduring the respot. On the other hand, serv-icing and maintenance should not be stoppedunnecessarily.

During the respot, DOWN aircraft that wouldinterfere with operations are sent to the hangardeck and aircraft in an UP status needed forthe next launch are brought to the flight deck.Respotting of aircraft on the hangar deck formaintenance purposes may be done at this time.It may be necessary to bring some of theseaircraft to the flight deck: temporarily in orderto have room to respot the hangar deck.

When there is space available, aircraft thatare not needed for the next launch are sent be-low. Aircraft are usually respotted in the basicspotting order. At times this order may bemodified slightly when a special launch is to becarried out, but normally each squadron willhave a..1 area for its aircraft.

During the respot, the directors must beespecially watchful to prevent crunches. Thereis always the likelihood of a crunch when mov-ing aircraft under the adverse conditions of


flight operations aboard a carrier. A thoroughand vigorous anticrunch program must becarried out and the flight deck chief and flightdeck PO are the ones to insure that it is carriedout.

The launching, landing, and respotting canbe halted at times because of elevator casual-ties. The term casualties is used here to indi-cate an inoperative elevator. The elevatorplatform can be in any position all the way upand locked, down, or any position in between.On some carriers where the elevator platformis part of the landing area, the platform notlocked in an UP position can prevent the land-ing of any aircraft. The launching of aircraftmay also be halted when the forward center-of-the-deck elevator cannot be locked in an upposition.

The elevator casualty of major concern tothe ABH is a casualty to the forward center-of-the-deck elevator. When .the locks cannot beinstalled on an elevator, aircraft should not betaxied across it. When the elevator is downduring a recovery it poses a problem in spot-ting the aircraft as they are recovered. Air-craft must be taxied around it, the area left forspotting is severely limited, and those aircraftthat were required to be sent to the hangar deckto make room for the recovery must be sentdown another elevator. Additional aircraft haveto be sent to the hangar deck to make up for thelost space. The deck edge elevators have to beutilized for this and may seriously affect thelanding interval. When the casualty occursbefore the recovery, plans can be made to pro-vide for it. When the casualty occurs duringthe recovery the flight deck chief and leadingPO must use all their experience and ingenuityin directing the spotting of the aircraft to in-sure that all can get aboard.

COMMUNICATIONS.A rapid, accurate ex-change of information is a necessity for asmooth, safe, and efficient flight deck opera-tion. Enough of the plane directors must haveradio equipped headsets, and the phone talkersmust have phones with leads long enough toobtain a maximum coverage of the flight deck.Good communications then becomes a matter ofdiscipline. Every time an aircraft moves aninch or anything else significant occurs on theflight deck, information should flow smoothly toand from flight deck control. The aircraft han-dling officer must have this information if heis to maintain control of the operation. Theflight deck chief and leading PO must insure

43

discipline on these circuits by maintaining atraining program for phone talkers and direc-tors and by exercising a continuous check ontheir use.

General Safety Precautions

The enforcement of flight deck safety pre-cautions is one of the major duties of the flightdeck chief and the leading PO. He must insurethat ALL personnel working on the flight deckobserve and practice the safety precautionsrequired by the air department instructions andhigher authority. This includes personnel ofother divisions, departments, and squadrons, asany laxity on their part affects the safety ofmen, equipment, and the ship.

Nonstandard director signals can cause pilotconfusion and create accident hazards; there-fore, the first and foremost safety requirementis the use of standard signals. Directors tendto develop their own personal, colorful, anddangerous interpretations of standard taxi sig-nals if they are allowed to do so. It is the re-sponsibility of the ABH1 and ABHC to insurethat only the standard signals are used. If anydiscrepancies are reported, immediate stepsmust be taken to correct them.

The accident potential takes a tremendousincrease during periods of darkness, and re-quires extra precaution on the part of bothpilots and crew. Launches in darkness nor-mally involve the lack of depth perception,which results in error of distance judgment.To compensate for this deficiency, smalllaunches with additional sp2cing between parkedand taxiing aircraft should be standard. Thedirectors must make slower movements withthe lighted signal wands to insure the pilotunderstands clearly the intent of the given sig-nal. A problem which sometimes gets out ofhand when not constantly stressed is the direc-tor's moving on the deck while giving taxisignals at night. This gives the pilot the illu-sion he is not moving his aircraft since thereis no relative motion between the director andthe aircraft. The pilot tends to add more powerto respond to the director's signals. When thedirector stops, the pilot then realizes that he ismoving too fast. Thus, the accident potential isincreased.

An indoctrination program is utilized forthose personnel new to flight deck operationsor who have not worked on the flight deck foran extended period of time. New personnel


should not be used for night operations untilthey are thoroughly familiar with day operations.

Strict enforcement of wearing proper flightdeck uniforms must be carried out. The cor-rect wearing of helmets, goggles, and soundattenuators is a major problem. Directors andother equivalent personnel should be held re-sponsible for the men in their crews. Person-nel working on the flight deck should be pre-vented from carrying loose gear (books, rags,etc.) in their pockets. There is always thedanger of loose gear being drawn into a jetengine intake.

When moving aircraft aboard an aircraftcarrier, insure that there is proper clearance,and watch for unexpected ship movement thatmay have a bearing on aircraft being moved.Be extremely cautious when moving on and offelevators. There is always danger of losingone over the side.

Inattention or improper handling or spottingof the aircraft causes the loss of an aircraft orsome unscheduled maintenance.

The problems involved during operationsare a product of flight deck crews, pilots,weather, a pitching deck, and last but far fromleast, tempo of operations. These are elementsof the carrier environment and for the mostpart cannot be altered; however, the number ofcrunches and hazards can be decreased throughalertness, cooperation, and training, and doingthe job in a professional manner.

The hazards of a carrier flight deck cannotbe overemphasized because of the clanger topersonnel and property. Safety is an area inwhich responsibilities increase with advance-ment. As an ABH1 or ABHC you must know andobserve all safety precautions for the equip-ment you use and the work you do. In addition,it is your responsibility to insure that all menworking under your supervision also observethe proper safety rules and procedures. Safetyis a never-ending job that must be emphasizedso strongly that doing all jobs in a safe mannerbecomes the accepted and routine proceduresat all times.

Safety precautions and directives issued bythe commanding officer and higher authorityshould be followed to the letter in their specificapplication. It is the responsibility of the flightdeck chief or flight deck PO to correctly inter-pret their application to his men. The majorobjective of safety precautions is preventionitis much better to prevent an accident than togive first aid to someone injured. Should any

44

occasion arise in which any doubt exists as tothe application of a particular directive orprecaution, the measures to be taken are thosewhich will achieve maximum safety.

Flight Deck Crew SafetyClothing and Equipment

For apparent reasons, flight deck life pre-servers and protective helmets (sound attenu-ating) should be worn whenever a person workson the flight deck, flight operations, respot, etc.Strict enforcement of wearing proper flightdeck uniforms must be carried out. The cor-rect wearing of helmets, goggles, and life pre-servers is a major problem. Directors andother supervisory personnel should be and areheld responsible for the Men in their crews, aswell as any other person(s) not in proper flightdeck attire.

The Mk 1 Life Preserver, designed for useby flight deck personnel, is available in threesizes: small, medium, and large, and in sevencolors to designate the various aviation func-tions. These preservers are comfortable, du-rable, and washable and should be used to thebest advantage.

Information relative to the use and periodictesting of this life preserver (FSN 2H -4220-926 -9438 through 9458) can be found in NavShipsTechnical Manual, chapter 9331. Some of thegeneral inspection and testing procedures per-taining to this preserver are as follows:

1. Examine all mechanical gear on the pre-server to insure that it is in worku.o order.

2. Check that the tip of the piercing pins (ofthe inflater assembly) has not been bent orotherwise damaged.

3. Inflate the preserver orally, examine forleaks. Preservers with leaks or other defectsshould be repaired or replaced. Holes in thebuoyancy chamber can be repaired with the au-thoriz?d repail. kit (FSN 9C-4220-399-6213).

Wh an the lie preserver is being worn, it isimpel ative that it be closed in front with thesnaps provided, so that it will not come off inthe water. To provide some initial buoyancy,one or two breaths may be blown into the buoy-ancy chamber orally but only when the in-creased bulk of the preserver, due to the partialinflation, does not become a work hazard).

Lifevests mrst be kept away from oil, paint,and greasy substances as much as possiblesince these materials can accelerate deterio-ration of the fabrics in the preserver. Sharp


edges of various items about the flight deck are"wear and tear" hazards to be avoided.

Protective headgear and goggles are also amust it.3m to be included in proper flight deckuniforms. In short, they are good insurance inreducing personnel injuries.

HANGAR DECK

The operations of an aircraft. carrier wouldbe almost impossible without a smoothly andefficiently operating hangar deck crew. Themovement of aircraft on the hangar deck cre-ates special problems due to the limitations ofspace. Therefore, a great deal of advancedplanning must go into the spotting of aircraft toprevent the blocking of UP aircraft with DOWNaircraft and those that cannot be moved. Theclose quarters and irregular shape of thehangar deck areas require the constant a.L.tQn-tion of the directors and handlers to preventcrunches. Tte handling . equipment for thehangar deck is mostly manpower; however, thespotting dolly can, while providing maximummaneuverability, spot aircraft equally effectivein congested areas as in the open. There is notroom in most cases for tow tractors.

The V-3 division organization is much thesame as that of the flight deck. It is also basedon two organizationsadministration and oper-aiion. The main difference is in the number ofmen assigned. There are fewer handling crewsbut the number of men in each crew should begreater due to the fact that most of the move-ment of aircraft is done by manpower.

The hangar deck division is charged with thehandling of all aircraft on the hangar deck.Other responsibilities include operation of air-craft elevators, hangar bay doors, roller cur-tains, and assigned firefighting equipment suchas sprinkler systems, water curtains, and foammonitors.. Certain personnel from V-3 divisionman the conflagration control stations on thehangar deck.

Duties of the hangar deck chief and the lead-ing PO are basically the same as those of theircounterparts on the flight deck.

Flight Operations

The hangar deck officer, with the assistanceof the hangar deck chief, is responsible for themovement of all aircraft from, onto, and on thehangar deck. The movement of any aircraft

45

must be coordinated through the aircraft han-dling officer.

There are two types of spotting that concernthe hangar deck handling crews: operationaland maintenance spotting.

OPERATIONAL SPOTS.Aircraft that arenot needed for a launch may be sent to thehangar deck to increase the amount of room foroperations on the flight deck. These aircraftwill normally be needed for the next launch onthe flight deck and must be readily available tobe sent back to the flight deck. Care must betaken in choosing their spots so that this move-ment is not blocked.

Information as to the UP or DOWN status ofthe aircraft must be given to the hangar deckofficer or chief at the time or before the air-craft is sent to the hangar deck. The flightdeck personnel must cooperate in the operationin sending the aircraft in a sequence mostadvantageous to the hangar deck. At times itmay be necessary to send some aircraft fromthe hangar deck to the flight deck and thenreturn them to the hangar deck with the addi-tional aircraft. This is to prevent "burying" UPaircraft behind DOWN aircraft. Servicing ofsome aircraft is also required on the hangardeck. Spotters of the aircraft must take thisi.ito consideration. Care must be taken toprevent crunches while moving the aircraft.Care must also be taken in the spotting so thatoverlapping wing and tail surfaces are notforced together due to an increase in weight ofthe aircraft when fuel is put into the tanks ofthe aircraft with its wing on top. The reversecan happen when defueling an aircraft and itswing is on the bottom.

At times the aircraft may be sent to thehangar de :k just for refueling or defueling.Care should be taken in spotting so the tankopenings are not blocked, making the operationimpossible.

MAINTENANCE SPOTTING.The spottingof aircraft for maintenance on the hangar deckis the largest problem of the hangar deckcrews. The condition of the aircraft under-going a "check," extensive maintenance, orrepair may prevent its being moved. When theaircraft must be placed on jacks, only a certainarea of the hangar deck can be used because ofthe lowness of the overhead in most areas.Aircraft undergoing an engine change or checkwill require additional space to perform thework. On some jet engined aircraft, thisrequires considerable space. No aircraft


maintenance that will keep the aircraft frombeing moved should be undertaken without theapproval of the hangar deck officer or chief andthe aircraft handling officer; no matter howmuch or little time is required for the work tobe performed.

Cooperation between the hangar deck chief,flight deck chief, aviation fuels chief, and thesquadron maintenance chief is a must if thehangar deck is to operate smoothly and effi-ciently. The hangar deck chief is responsiblefor the movement of all aircraft on the hangardeck. It is necessary that he be informed ofany operation requiring the movement or pre-venting the movement of any aircraft on thehangar deck.

Safety Precautions

Safety precautions for the hangar deck aremuch the same as for the flight deck. Aircraftmust be moved into and out of tighter areas onthe hangar deck than on the flight deck andmovement of the aircraft in most cases is bymanpower alone. All the fire hazards presentc,n the flight deck are present on the hangar deckplus the disadvantage of restricted movement.

One of the major responsibilities of thehangar deck chief and leading PO is the en-forcing of the ship's regulations and safetyprecautions on the hangar dE ck.

Some of the safety precautions for the hangardeck are as follows:

1. All equipment, machinery, and gear thatare not being moved or used must be securelytied down.

2. All tiedowns that may be in an area usedas a passageway should be marked with a ragor other device to increase their visibility.The sharp trailing edges of wings and horizon-tal tail surfaces that may be position d in sucha way that they are not readily visible shouldbe padded or marked.

3. When moving an aircraft, make sure thata qualified plane captain is in the cockpit andthat he is fully aware that the aircraft is to bemoved.

4. There should be a safety man stationed atany point of the aircraft that cannot be seen bythe director. When there is any doubt as toclearance, stop the aircraft and make sure ofadequate clearance before proceeding. Be es-pecially watchful of the clearance between thevertical fin of the aircraft and the overhead.

46

5. Make sure that there is a sufficient num-ber of men to handle the aircraft when movingit.

6. When an aircraft is to be turned up on thehangar deck, make sure that permission hasbeen obtained from the aircraft handling officerin flight deck control and that all ship's regu-lations are observed. Safety men from thesquadron, with sufficient line to block off thearea, must be stationed around the aircraft.

Each ship has safety precautions that areunique to that ship due to special circumstancesand operational requirements. Each petty offi-cer of the division must know and enforce thosethat apply to him and his men. New men com-ing into the division should be required to readand sign a listing of these precautions.

LPH/LPD HELICOPTER HANDLING

Other carriers of a specialized nature arethe LPH (Amphibious Assault) and LPD (Am-phibious Transport Dock) type. The-se shipsare to support the vertical envelopment phaseof amphibious operation. The LPH and LPDtransports and lands troops, equipment, andsupplies, utilizing transport helicopters, land-ing craft, apd amphibian vehicles.

The first LPH, the Thetis Bay, was convertedfrom an escort carrier. Some Essex classcarriers have been converted to amphibiousassault ships. Some other LPH's have beenbuilt from the keel up for this specializedmission. The first one built from the keel upwas the Iwo Jima (LPH2).

The first LPD, the Raleigh, was built fromthe keel. The LPD has a wet well for launchinglarge landing craft as well as a flight deck forlaunching and landing helicopters. There areno facilities on this type ship for striking heli-copters below deck. An LPD usually team., upwith an LPH (when air transportation is re-quired for troops, equipment, etc.), and utilizesthe helicopters from the LPH.

The ABH assigned duty on an LPH is as-signed to either the V-1 or the V-3 division.The air department for this type ship is basi-cally the same as the CVA/CVS class carrier.The air department on the LPD has only oneV division, and usually all aviation ratings areassigned to this division. The ABH's dutiesinclude directing helicopters during launchingand landing operations and other duties as maybe assigned.


General flight deck and hangar deck proce-dures are contained in applicable LPH andcarrier NATOPS Manuals. These may be re-ferred to for specific type aircraft. Somegeneral procedures are as follows:

1. Personnel not required for plane handlingmust remain clear of the flight deck duringlaunching and recovery operations.

2. Starting the auxiliary powerplant, engines,rotor turnup, and taxiing will be done uponthe direction of personnel from the ships airdepartment.

3. There must be maximum safe relativewind conditions for unfolding or folding rotorblades.

4. Extreme caution must be exercised dur-ing preflight inspections and flight operations.

5. All flight deck operations are executed onsignals from Primary Flight Control. -

6. Taxiing and movenient of helicopters willbe under the positive control of the directors.

Under normal conditions, while directing thetaxiing of helicopters, the director will at alltimes assume and maintain a position fromwhich the eyes of the pilot are visible. Nor-mally this position will be forward and to theright of the nose of the helicopter, immediatelyoutboard of the rotor blade tip path. Underspecific conditions (such as may occur aboarda carrier), the director will assume a positionbest suited to the specific environment.

Handling a helicopter aboard ship requiresstrict adherence to safety measures and trainedhandling crews, utilizing standard proceduresand signals. A great deal of special handling ofhelicopters is required for safe and efficientoperation; precautions must be practiced andobserved in all movement to preclude the pos-sibility of injury and/or damage.

Night operations are always the most criti-cal for both pilots and the flight deck crews.The tempo of operations must be reduced inboth volume and speed when compared to theday operations. Slow and careful handling ofhelicopters by the flight deck crews is manda-tory; therefore, particular attention must begiven to insure that all personnel involved inflight deck operations are well briefed in theirduties and procedures.

Movement of helicopters will be accom-plished, when feasible, by using a two tractorequipped with an appropriate tow bar. As anexample for towing procedure, the CH46A typehelicopter is given. The aircraft may be towedby the nosewheel using a Navy Universal Tow

47

bar. Full 360 degrees swivelling of the nosegear shimmy damper enables the helicopter tobe towed with the scissors assembly connected.When directing the towing of the helicopter, thedirector will assume and maintain a position infront and to the right of the helicopter (outboardof rotor tip path), keeping the eyes of the pilot/crewmember and the driver of the tow vehiclevisible at all times. Tow the helicopter usingthe procedures as follows:

1. Insure that external power and obstaclesare removed, and the cockpic is manned by qual-ified personnel to apriy brakes when necessary.

2. Close all access panels and doors to pre-vent damage to helicopter.

3. Remove loos,?, objects that could fall fromthe helicopter during towing.

4. In congested areas, one crewmembershould be placed at the left-hand side of thehelicopter just outboard of the rotor blade tippath in sight of the director. All signals fromcrewmember will be directed to the planedirector.

5. Connect the tow bar to the helicopter andthe tow vehicle. Remove all tiedowns and wheelchocks.

6. Release the ,2king brakes, unlock thenosewheel and, if towing at night, turn the navi-gation lights ON.

7. Do not start or stop too suddenly. Towthe helicopter straight ahead before turning.Do not exceed maximum speed of 5 mph duringtowing.

8. Tow the helicopter smoothly and do notuse the helicopter brakes for steering.

9. Use brakes only when necessary, as thismay cause wheels to overheat. If the helicopterbrakes must be used for emergency stopping,apply the brakes evenly to avoid swerving andsubsequent damage to the helicopter.

10. When towing is completed, place chocksfore and aft of each landing gear, set the park-ing brake, and disconnect the tow bar from thetow vehicle and helicopter.

When the tractor is not practical, pushingcrews may be used. These crews must be in-structed as to those areas of the aircraft thatare capable of taking external forces. In allcases of deck movement, a crewmember mustbe in the cockpit to insure that the helicopter ismoved at a slow and safe speed.

For detailed towing procedures for differenttype helicopters, consult the applicable Main-tenance Instructions Manual (General Informa-tion section).


Table 3-1. Helicopter launch and land commands.

Evolution Command from flycontrol

Display atfly control

Meaning /action

Preparation tostart engines.

"Check tiedowns,chocks, and allloose gearabout."

Red flag andred light.

Verify tiedowas on, chocks inplace. Bootman untieboot lines and handholdlines. Secure all loosegear. Man fire extin-guishers.

Start engines. 'Start engines." Red flag andred light.

Authority for responsibleflight deck personnel tosignal for starting of,engines. Ship not readyfor flight operations.

Engage/disen-gage rotors.

"Stand clear ofhelicopter (s)"(20-second pause)."Engage/disen-gage rotors."

Red flag andred light.

Deck is clear of all per-sonnel not required.Authority for respon-sible flight deck per-sonnel to signal for en-gaging rotors when theirimmediate area is clear.Ship not ready for flightoperations.

Launch. "Launch heli-copter (s)."

Green flagand greenlight.

Ship is ready in all respectsfor flight operations.Authority for responsibleflight deck personnel tolaunch helicopter whenpilot is ready and tie-downs removed.

Helicopter (s)approachingfor landingaboard.

"Prepare to landhelicopter (s)."

Red flag andred light,

Prepare designated landingarea to land helicopter(s). Ship is not ready.

Recovery. "Land helicop-ter (s)."

Green flagand greenlight.

Ship is ready in all respectsto land helicopter (s).

FLIGHT DECK PROCEDURES

All flight deck operations, including startingof the auxiliary powerplant, engines, engagingrotors, removing tiedowns, etc., are executedon signals from PriFly via the director.

48

The preparation for starting the auxiliarypowerplant and engines should be accomplishedby the helicopter crew immediately after theyenter the helicopter, and when PriFly issuesinsteuctions to start engines, the director givesthe start engine signal to the pilot; the pilot


then starts the engine. A visual signal will bepassed to PriFly via the director as soon asthe pilot determines that he is ready to engagerotors. The rotors will be engaged only uponthe sioal from PriFly to the pilot via thedirector. The following requirements aremandatory for engagement of the rotors:

1. Rotor blade tiedowns removed.2. Deck tiedowns secure and chocks in place.3. Flight deck area clear of all unnecessary

personnel and loose gear.4. Nosewheel locked and parking brake on.5. Required relative wind velocity.After the rotor engagement is completed and

the pilot is ready for takeoff, he will indicatean "up status" signal to the helicopter director:Following an UP status signal, and when di-rected by PriFly, the tiedowns will be removed.As soon as practical after the tiedowns are re-moved, the director signals the pilot for takeoff.

When PriFly issues instructions to prepareto land a helicopter the director and handlingcrew take up their stations in the designatedarea, and when the ship is steady on course andready to receive the helicopter, PriFly issuesinstructions to land the helicopter. Normallythe approach of the helicopter will be from the

49

180-degree position, and will be near a hoverattitude with a minimum rate of closure as itcrosses the deck edge of the ship and comes toa hover over the designated landing area.Touchdown on the designated landing spot willbe made when the director gives the appropri-ate signal. See table 3-1 for the sequence ofsignals between director and PriFly and viceversa.

The signals for a normal sequence of actionduring launching and recovery operations aregiven in ABH 3 & 2, NavPers 10300-B. At timesthere may be changes to these signals; there-fore, always refer to the latest edition of NWIP41-6 for approved helicopter signals.

Launching and recovery procedures arebasically the same for I,PD ships; however,due to the configuration of these ships (limiteddeck space, gun mounts, cranes, etc.), the di-rector may launch the helicopter to either portor starboard.

In general, flight deck operations may causesome confusion between pilots/crew and thehelicopter directors. All signals must beclearly understood by everyone concerned soas not to leave any doubt about procedures.When in doubt, stop and find out; this is espe-cially important in the movement of helicopters.

CHAPTER 4

AIRCRAFT CRASHES, FIREFIGHTING,AND CREW ENTRAPMENT

This chapter discusses the duties, responsi-bilities, and organizational structure of AircraftFire/Rescue crews (both ashore and aboardaircraft carriers). Information concerningemergency fire/rescue equipment, aircraftcrashes, aircrew entrapment, and rescue pro-cedures is included.

NAVAL AIR STATIONS

One of the primary command responsibilitiesof each naval shore activity is to maintain areliable and effective firefighting organizationof personnel and equipment.

On naval air activities, consideration is givento the two primary types of fires encounteredthe aircraft fire and the structural fire. Eachtype requires different firefighting materialsand procedures to effect rapid extinguishment.

The fighting of fires in and around groundedor crashed aircraft is a highly specializedbranch of firefighting, which demands skill,courage, teamwork, physical agility, and men-tal alertness, and thus extends a challenge tofirefighting and rescue personnel.

Fire may occur at any time during the oper-ation or servicing of aircraft, but fires areespecially critical following a crash, either ontakeoff or landing. This type of fire spreadsrapidly, and because of the unusual fuel dis-persion and flame intensity, presents a severehazard to the lives of those inside the aircraft.

An aircraft crash fire can occur on a varietyof terrains and can involve high-test gasolineor jet fuels, rocket fuels, nuclear weapons,lubricating oil, and a fuselage damaged tovarying extents. Combustion is sudden, back-flashes are common, and explosions are a con-stant hazard to personnel and equipment.

Structural fires, on the other hand, are con-fined within buildings, usually are progressivein nature, and usually create a greater smokehazard. These differences necessitate differentmethods of approach, removal of hazards, andextinguishing agents and procedures than for

50

crash firefighting. As a result, extinguishmentbecomes a job for individual, specialized units.This specialization is necessary because thetwo types of firefighting differ greatly in manyways.

Special equipment is required for aircraftcrash rescue because of these differences intypes of fire and techniques of extinguishment.The crash crew employs trucks, helicopters,extinguishing agents, and tools not ordinarilyutilized by a structural fire crew. The quantityof extinguishing agents is limited for the crashcrew. Normally, an unlimited wate,. supplyfrom hydrants and other sources is available tothe structural fire crew, but for the aircraftcrash crew the required fire extinguishingagents usually are limited to the capacities ofthe crash cress trucks and airlift equipment.

Each crash crewman assigned to the fire-fighting department is to be trained in bothcrash firefighting and structural firefighting.The primary duty of any firefighter is savingLIFE: the secondary duty is to extinguish andlimit damage by fire. To help the firefightermeet these responsibilities, the Navy has. placedat his disposal the finest equipment availablewith the latest developments in this specializedscience. Through continuous study and prac-tice, the firefighter should master this specificart of firefighting so that he can operate witha maximum of speed and at the optimum ofefficiency.

CRASH-RESCUE SERVICEORGANIZATION

It is a primary responsibility of each NavalAir Facility to maintain adequate, reliable, andeffective organizations of personnel and equip-ment to furnish emergency protective servicesin accordance with standard procedures. Thebasic standards are implemented by appropri-ate instructions as required to meet local situ-ations and missions. It is the responsibility ofeach commanding officer to publish a detailed

Chapter 4AIRCRAFT CRASHES, FIREFIGHTING, AND CREW ENTRAPMENT

aircraft firefighting and rescue procedure,which follows the basic policies outlined by theNaval Air Systems Command. This detailedprocedure must be posted at each locationwhere aircraft emergency calls are received.

All personnel concerned with aircraft fire-fighting and rescue operations are listed in theStation Aircraft Firefighting and Rescue Pro-cedure. This procedure outlines the responsi-bilities, requirements, and general proceduresto meet local situations and missions.

Station Fire Chief

Each air station w:thin the continental UnitedStates employs a civilian fire chief who isresponsible for the operational readiness andperformance of the crash- rescue organization.The fire chief, or designated crash captain, hascontrol and command of the firefighting andrescue operation at the immediate scene of theaccident. The air operations officer assumesoverall coordination control of movement ofaircraft, crash-rescue equipment, and otherpersonnel and equipment involved Jn the fieldother than immediate scene of the accident.

Training and Drills

Aircraft crash accidents and emergenciesusually occur suddenly and with a minimum ofadvance warning. They permit no extensiveon-the-scene preparation. Time and exactingoperations with minimum waste motion or ex-tinguishing materials are of extreme impor-tance. Standard, comprehensive, and constanttraining must be afforded all crash firefightingand rescue personnel through a continuouson-the-job training program. Care must beexercised in the duty assignment of .;:ec ruitsand otherwise inexperienced and untpersonnel lest their actions unnecessaril: ii,:-pede action or possibly jeopardize the lives ofcrash aircraft occupants or fellow personnel.

RESPONSIBLuITY FOR TRAINING.Thecrash fire chief is responsible for the continu-ous training of all aircraft firefighting andrescue personnel and crews, and other support-ing personnel in accordance with NavAir In-structions and the mission of the activity.

All personnel engaged in duties incidental toaircraft operation (maintenance and servicing)will be periodically instructed in fire preven-tion and protection measures. This will includesquadrons on temporary duty.

51

Personnel engaged in duties incidental toaircraft operations (maintenance, refueling, andservicing) on the flight line will be instructedin the types of extinguishers and their operation,care, and proper application with reference tothe following types of fires:

1. Aviation fuel fires.2. Compressor compartment fires.3. Accessory section fires.4. Aft fuselage fires.5. Aircraft wheel and brake fires.6. Tailpipe fires.7. Tire fires.TRAINING PROGRAM.A comprehensive

training program should include instruction andtraining in the following:

1. Firefighting and rescue organization out-line.

2. Aircraft emergency mol-ilization proce-dures.

3. Fundamentals of combustion, fire control,and extinguishment; particulafly as involved inaircraft fuels, materials, and explosives.

4. Firefighting operations and tactics.5. Aircraft identification, arrangement, and

characteristics familiarization.6. Basic rescue and first aid procedures.7. Actual burning practice in simulated air-

craft fire emergencies.8. Review and discussion of past accident

operations.9. Fire hazards involving aviation fuels.

10. Preparation and submission of aircraft/rescue reports.

11. Driver-operator instructions.12. Ordnance. (The Ordnance/Weapons Offi-

cer will give special instructions on ordnancein accordance with the activity's mission andfacilities supported.)

13. Characteristics of commercial jet air-craft which, in the event of an -mergency, mayland at Navy or Marine Corps air facilities.

TRAINING AIDS.Applicable training manu-als, directives, films, visual aids, and othermaterial published by the Government depart-ments and aircraft manufacturers should beutilized to the maximum extent in the trainingprogram. Results of actual tests, personalexperiences and observations, and knowledge ofspecific characteristics of various types ofaircraft should be incorporated into local fabri-cated training aid devices, demonstrations, andcharts to augment published manuals. Aircraftfamiliarization kits, charts, and cutaways arevaluable training aids. Local medical, aircraft


maintenance, ordnance, operations, and otherrelated services should be enlisted to cooper-ate in conducting appropriate training phases.

An adequately planned and suitably locatedtraining ground for actual burning practice andsimulated crash operations is essential at eachnaval air activity. In developing each traininggrounds site, due consideration should be givento location with respect to the airfield, to as-sure noninterference with flying operations and,at the same time, to provide rapid availabilityof the personnel for emergency response.

Training fires and realistic forcible entryinto and rescue from burning aircraft should beused to the extent necessary to attain andmaintain the desired standards of proficiency.

Emergency Communications System

The emergency communications system mustbe reliable and rapid. The system should in-clude crash firefighting and rescue crews,crash ambulance crews, and other personneland activities requiring notification. It shouldalso provide communications between inqbileemergency units and control fixed stations.

Radio Equipment. Radio equipment is allo-cated for specific use of aircraft fire/rescueorganizations. The aircraft fire/rescue net-work is for emergency communications ONLY,and is not to be used for any other reason suchas administrative or industrial purposes. Fixedtransceivers are authorized for the following:

1. Aircraft control tower.2. Aircraft fire/rescue alarm room (crash

shack).3. Structural fire station where structural

and aircraft fire/rescue units are not housed inone common structure.

The following mobile transceivers for thefire/rescue network are authorized:

1. Aircraft fire/rescue trucks or vehicles.2. Fire chief's vehicle; dual installation on

the aircraft fire/rescue network and internalsecurity or other fire network.

3. Crash ambulance.4. Runway foamer/nurse truck.5. Rescue boats (if applicable).6. Other vehicles that the commanding offi-

cer deems necessary to support aircraft fire/rescue and/or salvage operations.

NOTE: Suitable portable or mounted mobileequipment should be provided in sufficientquantity to enable communications between thecrash vehicle convoy and SAR (Search and

52

Rescue) boats and/or aircraft when operatingwithin the range of the control tower or thecrash communications control station.

Primary Aircraft Emergency Alarm Inter-communications System. The PRIMARY crashalarm system, in addition to the radio equip-ment described above, consists of a direct wirecommunications system installed at the follow-ing locations:

1. Aircraft control tower.2. Air operations dispatcher.3. Aircraft fire/rescue alarm room (crash

shack).4. Structural fire organization alarm room.5. Air operations duty office.6. Station hospital or dispensary.The purpose of this system is to afford an

immediate means of communications to pri-mary emergency activities, and to notify theoperations dispatcher so that he may in turnnotify all essential supporting activities.

Secondary Aircraft Emergency Alarm Inter-communications System. This system mayoperate through the regular telephone switch-board, and the commanding instrument is gen-erally located at the operations dispatcher'sdesk. Instruments on this system are installedas required at specific locations, thus permit-ting notification of all essential personnel andactivities simultaneously by the operations dis-patcher without interference with control toweror- primary crash alarm operator's duties.Stations served by the crash alarm telephonesystem are variable and at the discretion of thecommanding officer. The following connectedstations are suggested:

1. Crash-rescue alarm room.2. Structural fire station.3. Hospital or dispensary.4. Photographic laboratory.5. Aircraft maintenance department.6. Crash boat house (if applicable).7. Security Office.8. Airfield operations office, which in turn

notifies by regular telephone or other means:a. Aircraft accident board members.b. Aviation safety office.

9. Duty officer's ()nice, where by regulartelephone or other means the following person-nel are notified:

a. Commanding officer.b. Staff officers as required.c. Chaplain.d. Information services officer.


e. Other agencies whose presence at anaircraft accident is declared necessary by thecommanding officer.

It is the responsibility of the control towerto observe and report emergencies to the crashcrew. This does not relieve crash crews ONRUNWAY ALERT of the responsibility formaintaining constant observation since, partic-ularly during active flying periods, many in-stances may escape the initial notice of thetower operator. Crash crews dispersed onalert assignment or actual response will moni-tor the crash communications control center,or air traffic control tower, as appropriate.

In the event.of a crash or notification of im-pending emergency; on or off base, upon whichthe tower operator received initi:41 notice, heimmediately notifies listening members of thecrash crew by radio or over the primary crashintercommunications system, consistent withcircumstances. As far as can be ascertained,the crash crew, including ambulance, is fur-nished complete information concerning loca-tion, type of aircraft, occupants, type of cargocarried (especially if any explosives areaboard), amount of fuel aboard, nature of theemergency, landing runway and time,, and suchother information as is pertinent to the antici-.pated emergency operation. This informationmay be obtained by monitoring air traffic Con-trol and by tower operator's repeatback. Uponreceipt of initial notification, 'crash crews andambulance respond immediately. and, if the in-cident is an impending emergency, they assumestandby positions at predetermined emergencylocations alongside, but clear of designatedrunway.

Simultaneous with notification,Of crash truckand ambulance crews, the operations dispatcheris notified over the primary crash intercommu-nications system. The operations dispatcherthen notifies other designated activities overthe secondary crash intercommunicationssystem.

If information of a crash or emergency isreceived by the crash crews or operationsdispatcher before the control tower, the toweroperator is immediately notified by radio orintercommunications system and crash fire-fighting vehicles and ambulance proceed to thecrash or emergency location.Maintenance of Alert.

It is mandatory that aircraft firefightingand rescue crews, with ample, equipment, be

53

maintained on an ABSOLUTE alert status dur-ing all scheduled periods of recurrent flyingactivity. The location of the alert station willval..y between naval air activities and withcircumstances.

1. Runway Alert. A runway alert must bemaintained at all times that runways are in useto provide timely rescue of personnel involvedin unanticipated emergencies, and to report anysuspected malfunction of aircraft to the aircraftcontrol tower. This runway alert must bestrategically located in order to observe theentire runway in use and respond immediatelyto an emergency.

NOTE: Where landings. and/or takeoffs arebeing conducted simultaneously, or where morethan one runway is in use and operations cannotbe observed from a single vantage point, asecond runway alert is required.

The runway alert must consist of a fullymanned MB-5 or, where an MB-5 is not avail-able, a truck-mounted twinned agent unit (TAU)with a crew of four men may be utilized as ainterim measure. At air activities where theaircraft maximum gross takeoff weight is10,000 pounds or less (table 4-1, gross weightcategory), the TAU with a crew of four menmay be used as the runway alert in lieu ofthe MB-5.

Runway alert watches may be established ina number of watch hour combinations, depend-'ent upon intensity of operations and weatherconditions. No one fire/rescue crewman, how-ever, is to be assigned to runway alert duty formore than a total of 8 hours in any one '24-hourperiod.

2. Standby Alert. The purpose of the standbyalert is to supplement the runway alert in meet-ing minimum response requirements, and toprovide firefighting capability required to mini-mize danger to flight personnel, and to reducefire damage to aircraft involved in an accident.A 'standby alert must be maintained at all timesduring':flight operations and will consist of anambulance, MB vehicles, and runway foamer.Where the combined fire organization is locatedin common quarters, or the structural fire sta-tion is so located as to permit response withinthe time prescribed for standby alert (3 minutesfrom the standby position to the field alertposition), one MB-5 and/or the runway foamerwill. be cross manned :by personnel normallyassigned' structural firefighting' duties. ,How-ever, at least one structural fire pumper mustbe maintained in a fully manned condition at all


Table 4-1.Minimum response requirements.

Aircraft maximum grosstakeoff weight in pounds

Gross weightcategory

Gallons and pumping rate. of water forfoam generationAFFF-GALS/GPM

Up to 10,000 1 400/25010,000 to 60,000 2 800/50060,000 to 90,000 3 1200/75090,000 to 200,000 4 1800/1000

200,000 and over 5 2400/1250

NOTE: This table supersedes minimum response requirements as set forth in NavAir 00-80R-14,U.S. Navy Aircraft Firefighting and Rescue Manual, dated 1 January 1968.

times to permit ready response to structuralfire emergencies.

On notification of an anticipated or impend-ing emergency landing, the standby alert must-assume the condition of readiness of the runwayalert at a strategic' position near the anticipatedemergency location.

3. Backup Standby -Alert. During flight op-erations, a backup standby alert consisting ofother medical/ambulance .personnel, ordnancedisposal teams and vehicles, and the structuralfire organization must be maintained in a con-dition of readiness that will permit promptresponse from normal working areas to astandby alert position. On notification, of anemergency or other anticipated aircraft mal-function, these forces will assume the conditionof readiness of the standby alert and await in-structions from the senior fire 'officer at thescene of the emergency.

4. Mutual Assistance. In addition to thesupport and utilization of the structural fire'crews and equipment, cooperation and mutualassistance between. 'Department of DefenseAgencies and between Naval and Marine Corpsactivities are essential. Coordination and co-operation between local military, civilian air-port, and municipal firefighting organizationsare. Local commanders are en-joined to cooperate' with forest service, state,and local fire officials in developing plans tofurnish mutual assistance to an extent whichwould not impair the safety of the militaryfacility involved.

5. Minimum Response. Table 4-1 containsthe minimum response necessary to adequatelyperform the aircraft fire/rescue fUnction forroutine flight operations. This table establishesminimum response in number of gallons andpumping rate based on use of the fire extin-guishing agent, AFFF (Aqueous Film Forming

54

Foam). This is the standard extinguishingagent used by the Navy. (Protein foam is stillused for runway foaming operations.) If for anyreason the minimum response water require-ments cannot be provided by the runway and/orstandby alert as specified in the precedingparagraphs, the commanding officer concernedshould curtail or reduce flight operations to agross weight category of aircraft for which thewater available meets minimum responserequirements.

6. Aircraft Firefighting and Rescue Vehicles.The type and quantity of crash/rescue vehicles'assigned will vary with the operational statusof the air activity. Assignments are-,Qacie onthe basis of the mission of the airfield. an theactual number and types of aircraft. The num-ber and types of crash/rescue vehicles assigned :

an activity are based on the minimum responserequirements. More vehicles may be assignedto allow for repair and maintenance and forexceptionally. hazardous and/or intense flightoperations. The MB-1 and MB-5, using.AFFFfire extinguishing agent, are the standard air-craft fire/rescue vehicles. In addition to theMB equipment, some selected air activities,which support aircraft with costly and intricateelectronic equipment, have been provided a 06carbon dioxide vehicle. This vehicle must bemaintained as part of the standby alert and'manned With minimum response requirements. .

7. Support Crash/Rescue Vehicles. Support-ing aircraft fire /rescue' vehicles include thefolloWing:

a. Auxiliary aircraft fire/rescue trucks.These are small lightweight vehicles of themultidrive type. and may be equipped with as-sorted power and hand-operated forcible entrytools and/or field lighting equipment. A truck-mounted TAU with the above equipment may besubstituted for this support vehicle.


b. Water tankers/runway foamer. Run-way foamer trucks may be assigned to or be onemergency call for service with the aircraftfire/rescue organization. Runway foamers mayalso be used to transfer water and/or fire ex-tinguishing agent to other firefighters/crashrescue trucks, in the event such a transfer be-comes necessary.

c. Structural fire pumpers and brush firetrucks. Structural fire pumpers and brush/structural fire trucks may be utilized to backup aircraft fire/rescue trucks. Particularbenefits will be derived where .nstalled waterdistribution systems, or sources of a staticbody of water are available with hose line relaydistances. In addition to regular functions,brush/structural fire trucks should be used torespond to off-base aircraft emergencies.

d. Navy airlift type, dry chemical extin-guisher, 400-pound capacity, Purple-K-Powder(P-K-P) extinguishers mounted on four-wheeldrive, 3/4 to 1 ton pickup trucks equipped forcrash/rescue operations.

NOTE: These units will be phased out andreplaced as necessary with TAU's.

e. Crash ambulance. The medical officeris responsible to the commanding officer forthe assignment of proper equipment and per-sonnel for crash ambulances. Each ambulanceon call for aircraft crashes should have equip-'ment sufficient to provide adequate care forseveral injured persons. Crash ambulancecrews should include at least one enlisted man,preferably a Corpsmaritrained in crash-rescuework and first aid, who also may act as thedriver. At least. one crash ambulance withcrew should be ON STANDBY ALERT duringscheduled flying hours and at such other timesas designated by the commanding officer.

f. Aircraft salvage cranes. Mobile cranes(40.- to 50-ton capacity) and truck-mounted (10-to 20-ton capacity) should be available to expe-dite aircraft salvage and/or rescue operations.

g. SAR (Search and Rescue), helicopters,and boats, where available.

8. Personnel Requirements.a. Runway alert. The number of person-

nel assigned to MB-5 and TAU vehicles used onrunway alert, as previously set forth in thischapter, is predicated upon those personnelrequired to drive and to operate the vehiclefirefighting system, and simultaneously per-form rescue functions.

b. Standby alert-immediate (3 Minute)availability. The following personnel are

55

essential for immediate participation in emer-gency operations:

(1) Fire chief, as available, the on-dutyassistant fire chief, and/or the aircraft firecaptain on duty.

(2) Fire-rescue crews.(3) Ambulance crew.(4) Personnel for runway foamer.(5) Aircraft SAR boat crew at those

activities so situated so that availability of suchboats is required.

(6) SAR helicopter crew (if available).c. Support participation. The following

personnel are required to provide support foraircraft fire/rescue and salvage operation:

(1) Aircraft maintenance personnel.(2) Security personnel.(3) Official photographic personnel.

d. Administrative participation. The fol-lowing are required to be present at an accidentsite:

(1) Accident board members.(2) Aviation safety officer.(3) Such other personnel as the com-

manding officer deems necessary.

Manpower

It is essential that sufficient personnel beassigned to the aircraft firefighting/rescue or-ganization to perform all assigned duties/functions. With exception of the runway alertvehicle (described previously), the following isestablished as the minimum number of on-dutypersonnel required for manning the standardfire/rescue vehicles:

MB-1 5 personnelMB-5 4 personnelTruck-mounted TAU 2 personnelNurse truck or combined

roamer nurse truck 2 personnel06 cart.,nn dioxide

truck (where provided) . 2 personnel

The manpower criteria as directed by Nav MatInstruction 11320.11, Aircraft Fire Fighting andRescue Service, provides manning under thefollowing specific conditions:

1. Continuous operations, with respect tohours of operations.

2. Normal operations, with regard to degreeof hazard and intensity of flight operations.

3. With crews trained to fully utilizeequipment/vehicle capabilities.


Some deviations from these specific condi-tions are to be expected. Commanding officersare enjoined to utilize the services of the areafire marshal and the station fire chief to estab-lish an aircraft fire/rescue unit that realisti-cally supports the station's mission.

HOURS OF OPERATION.The majority ofair activities are open to flight operations 24hours a day, 7 days a week, and firefighters areemployed on an average 72-hour workweek. Amultiple factor of 2.7 men must be used to com-pute the number of personnel required to man aminimum response position 24 hours a day, 7days per week. Some auxiliary landing fields,and outlying fi,r,lds, are not operated 24 hoursper day. As the hours of operation for whichthe fire/rescue function must be provided de-creases from the 24-hour day to an 8-hour day,40-hour week, the multiple factor decreases to2.35 for a 65-hour week, to 1.65 for a 50-hourweek, and to 1.1 for a 40-hour week.

NOTE: Multiple factors cited apply only topersonnel required to man aircraft fire/rescuevehicles necessary to meet minimum responserequirements.

One aircraft fire captain (supervisor) foreach section is required in addition to the abovelisted personnel. If other duties such as main-tenance and operation of arresting gear orFLOLS, wheel watches, salvage crane opera-tion, mess cooking, or compartment cleaningare assigned to the fire of g,anization, additionalpersonnel must be assigned in consonance withthe requirements for such other duties.

EXTRA-HAZARDOUS FLIGHT OPERA-TIONS.Extra-hazardous flight operations, ?rethose other than routine flight operations which,for reasons of training, intensity, and/or num-ber of aircraft involved, increases the frequencyof aircraft d.L.cidents. Examples of extra-hazardous flight operations are: any portion ofthe progressive phases of flight training whereinstructors are not available to the student,field carrier landings, combined squadron and/orairwing flight operations, aircraft with hospitallitter cases aboard, aircraft involved in testand/or evaluation, and remotely controlled air-craft flight operations.

INTENSITY OF FLIGHT OPERATIONS.-Theintensity of flight operations varies at air ac-tivities to well over 100,000 flight operationsper quarter (fiscal). As the intensity of flightoperations increases, the base loading of air-craft is increased. This imposes greater re-quirements for flight line fire prevention and

56

protection efforts and increases the demandson the aircraft fire/rescue organization. Theforegoing may dictate to the supervisor thene..lessity of increased manning levels.

ASSIGNMENT OF PERSONNEL.Care mustbe exercised in assigning military personnel toaircraft fire/rescue duties. These men shouldbe in good physical condition, be resolute, andpossess initiative and a capability to assess afire situation. The following standards meetthe above criteria:

1. Driver/operators of emergency aircraftfire/rescue equipment must be 21 years of ageor older. However, this requirement will bewaivered down to 19 years of age for qualifiedgraduates of the. Aviation Crash Crew School,NATTC, NAS Memphis, Millington, Tennessee,or the Aviation Boatswain's Mate H (AircraftHandling) Course, NAS, Lakehurst, New Jersey,provided that emergency fire/rescue equipmentdriver training requirements set forth by Nav-Fac Instruction 11240.82 (Series), Policy 'AndProcedures for the Testing and Licensing ofMotor Vehicles, have been met.

2. Educationa minimum of 2 years of highschool education.

3. Sizeat least 5 feet 8 inches in height andweight of at least 135 pounds, well proportioned,and better than average strength and agility areessential.

4. Assignments should be for a 2-year pe-riod with a well-planned program for replace-ments in order to preclude sudden transfers oflarge numbers of experienced personnel. Atleast on:. -half of the on-duty personnel shouldhave a minimum of 8 months' experience in theassignments.

AIRCRAFT CRASHES

Many variables are involved in aircraftemergencies that require immediate, positive,and accurate judgement with regard to responseroutes and firefighting tactics. As time is allimportant in effecting rescue of personnel, it isimperative that the responding crash firefight-ing vehicles be employed to effect the rescueas rapidly as possible. Once committed, timedoes not permit the redeployment of vehicles.The intensity of the operation and the full at-tention of personnel to combating fires andeffecting rescue does not permit individualdirection of personnel. In addition, the geo-graphical location of the station, obstacles,terrain, and field layout differ for each activity.


Therefore, it is necessary that each aircraftcrash firefighting organization preplan its ac-tions so that all personnel are familiar with abasic plan of action. It must be rememberedthat preplanning is basic, and that conditionsupon arrival at the scene may require adjust-ment to cope with the situation. The factorsinvolved in preplanning and tactics employed atthe scene are dependent upon the following:

1. Terrain.2. Wind direction.3. Type of aircraft involved.4. Crew stations within the aircraft.5. Fire location on the aircraft and/or de-

gree of fire involvement.6. Presence and type of ordnance stores.7. Type of primary extinguishing agent dis-

pensed by the responding vehicle(s).When aircraft crash firefighting personnel

respond to the scene of an emergency, theymust have all information available to enablethem to plan their attack intelligently and ef-fectively. The aircraft control tower willtransmit as much of the following informationas is available:,

1. Location of the aircraft emergency.2. Type of aircraft.3. Number of occupants.-

4. Presence and type of ordnance aboard.5. Fuel state, if known.6. Any other amplifying information.Speed is the essence of successful aircraft

firefighting. A few seconds' difference maymean the saving of a life or the saving of anaircraft. Although the aircraft firefighter ishighly trained and motivated toward speed ofresponse and rescue of personnel, the speed ofresponding vehicles must be within the safetylimitations of the vehicle. In short, the vehicleand rescue crew must arrive at the scene toaccomplish their mission. The speed of thevehicles in response to an accident must be thatat which the vehicle may respond and maneuver

-safely.Normally the first aircraft crash/firefighting

vehicle to arrive at the scene of an aircraftaccident will be the, runway alert vehicle.The responsibility for success of the rescue/firefighting operations rests heavily upon thefirst response vehicle. The dri'ver-operator ofthe first response vehicle sets up the rescue/firefighting operation at the scene, and his de-cisions must be made accurately and on a splitsecond basis. The first response vehicle setsup the initial path for the rescuemen and controls

57

the fire in the control area. All other crashfirefighting vehicles arriving at the scene musttake position complementing the first responsevehicle, enlarging on the pattern for rescue andtotal extinguishment. It must be borne in mindthat all factors involved in aircraft crashescannot be discussed in detail, as each accident'will present many variables. The basic ap-proach is that which will afford the most effi-cient control of fire in the area, or locationswhere rescue of personnel is to be performed.Due to prevailing conditions, these basic pro-cedures may not be adaptable in their entirety,and may require deviations to accomplish themission. The following paragraphs are pointsof consideration, not necessarily in their se-quence of importance.

Type of Aircraft. The type and size of theinitial fire control area will be dependent uponthe type of aircraft, the number of personnelaboard, and their stations aboard the aircraft.Locations of access doors, hatches, and cano-pies must be considered, as well as obstaclesand aircraft design features that may impedethe rescue effort.

Basic Vehicle Spotting. The basic vehicleposition, in relation to aircraft involved in anaccident, is at the nose or tail of the aircraft.For aircraft in total fire involvement, this po-sition affords the most advantageous location toprovide coverage in the control area along bothsides of the fuselage. (See fig. 4-1.)

Use the wind. The wind must always be usedto your advantage, unless conditions dictateotherwise. Position vehicles and attack fromupwind, with the wind to your back or on thequarter if possible. The seat of fire cannot beidentified through smoke on the downwind side.When attacking a fire m the upwind approach,firefighting personnel are not subjected to thesame intensity of heat as from a downwind ap-proach. In addition, fuel vapors will drift awayon the wind, whether ignited or not. (See fig.4-2.)

On combat aircraft 'carrying.rockets, mis-siles, or other ordnance stores containingrocket motors, the basic vehicle's spotting po-sition will have to be adjusted to keep frombeing in the line of fire or exhaust blast areasin case the rocket motors are set off by heatfrom the fire. In this case the attack would befrom the quarters, with attention directed to-ward expanding the control area to encompassrockets, missiles, or other ordnance storescontaining rocket motors located in or on the


Note:

ORDNANCESTORES

COCK PIT

Control the area encompassing personnel

locations and, if involved, ordnance storesstations. In the case of guns, rockets ormissiles adjust to remain clear of theline: of fire. .

AB.589Figure 4-1.Fire control area.

aircraft, as well as entrapped aircrew loca-tions. In combating a fire on aircraft withordnance stores that do not contain rocketmotors, the initial attack should include, in thecontrol area, the location of ordnance stores onthe aircraft. When fixed guns are contained inthe aircraft, the basic nose or tail spotting po-sition will require adjustment to preclude vehi-cles or personnel from being in a direct line offire from this type of weapon. (See fig. 4-3.)

Seat of Fire. The fire should be attacked toprevent spread, and to drive the fire outwardfrom the aircraft or in a direction least haz-ardous to aircraft and crew. The fire is not tobe driven toward the .fuselage or ordnancestores locations. Plan your attack for controland extinguishment; and in your line of attack, ,

do not oppose one another (more than onefire and rescue vehicle). Know the terrain

\.

58

WRONG

A13.590Figure 4-2.Use of wind direction

to best advantage.

AB.591_Figure 4-3.Beware of ordnance stores,

surrounding the airfield; and in response,choose the ground that affords assurance ofyour arrival on the scene.

Get Into Range. Firefighting vehicles mustbe in effective range, with sufficient additionalhandline length for maneuvering. Position the

Chapter 4 AIRCRAFT CRASHES, FIREFIGHTING, AND CREW ENTRAPMENT

vehicle to afford all firefighting appliancestheir maximum capabilities. (See fig. 4-4.)Liquid fuels or vapors flow with ground slipes,and may flow toward the crash/rescue vehicleif on a lower elevation than the source° Stayuphill, even though the elevation may be on theedge of a slight depression. (See fig. 4-5.)

In the event that it becomes necessary tomove crash/rescue vehicles during firefightingoperations, each vehicle should be positioned topermit movement in at least one direction.Support equipment must not be allowed to bepositioned whereby movement of the crashfirefighting vehicles is prevented.

Rescue. All aircraft crash/rescue vehiclesand personnel must cover rescuemen duringthe entirety of the rescue operation. Eventhough total extinguishment may have been ac-complished, vehicles and personnel hold their

Note

Your extinguishing agents are limited inquantity. MANE EVERY GALLON COUNT.

AB.592Figure 4-4.Get into fire range.

AB.593Figure 4-5.Attack fire from uphill vantage.

59

positions for instantaneous action in the eventof reignition. Rescuernen face aft, keeping eyeson ejection seat and ejection seat controls whilelifting injured or unconscious personnel out ofattack or fighter aircraft. NOTE: Crew en-trapment is discussed in a later section of thischapter.

Attack

The attack on the fire commences as soonas the vehicles are within range of the fire, andas close to the aircraft as safely as possible.On MB type vehicles, the turret operators arein firefighting position well in advance of ar-rival to the scene if the accident occurs in thevicinity of the runways. Turret operators ad-just the turret from straight stream to spraypatterns, depending upon reach required andpattern desired, and using as much spray aspossible to cover a large area. Sweeping theturret from side to side contributes to cover-age of a large area in a short period of time.

The main objective is to knock down themass of fire in the vicinity of the fuselage (firecontrol area) to permit immediate rescue; thenconcentrate on working the remaining fireareas over by appropriate pattern adjustment.The turret nozzlemen will be directed to shutoff the turrets when the fire 'has been checkedin the control area, and will keep one hand onthe shutoff valve and the other hand on theturret handle in readiness for instantaneousaction. Hand lines will be utilized to extinguishsmall fringe and/or patch fires that may existafter turret shutdown.

The' boom and ground -sweep nozzles of the06 type aircraft crash/rescue vehicle are acti-vated when in effective range of the fire, withthe boom _directed toward the fuselage of theaircraft and the ground-sweep nozzles coveringthe area in front of the vehicle. The CO2 isdispensed until the fire is extinguished, andhandlines are utilized for extinguishment andstandby to combat reignition. CO2 being a gas,is dispersed into the atmosphere and is carriedfrom the fire area by the wind and, therefore,does not possess the capability of preventingbackflash. It is imperative that personnel beextremely alert and be prepared immediatelyto combat backflash. When available, use foamto cover the fire area to prevent the possibilityof a backflash (reignition).

The vehicle-mounted twinned agent unit(TAU) provides Purple-K-Powder dry chemical


for quick extinguishment of aircraft fuel firesand the application of light water to blanket orcover the fuel, preventing backflashes. Thevehicle approaches from upwind, and is posi-tioned approximately 40 feet from the fire. Thevehicle is so positioned to facilitate pullingnozzles and hoses from the side. Avoid possi-ble kinks in the hose. The nozzleman advancestoward the seat of the fire, directing P-K-P atthe base of the fire. When headway on the fireis gained, the nozzleman advances, making arescue path by sweeping from left to right, withboth P-K-P and light water nozzles operating.When sweeping from left to right, the lightwater nozzle is off, and as the sweeping changesfrom right to left, both nozzles are activated.The fast action of the P-K-P and the excellentholding qualities of light water will allow thenozzleman to advance rapidly and open a pathfor the rescueman/men to accomplish the res-cue. After the rescue path has been opened, thenozzleman continues to extinguish fire thatmight hinder rescue or, if rescue has been ac-complished, he continues toward total extin-guishment. A trained and experienced nozzle-man can extinguish, and hold 2,400 square feetof fire area.

Reports and Grid Map

Within 72 hours following an aircraft emer-gency, the activity to which the crash/rescueorganization is attached will submit a report ofthe incident on NavWeps Form 11135/1. (Seefig. 4-6.) Reportable emergencies are those inwhich the crash/rescue performed rescue, fire-fighting, or salvage operations. It is i,lpera-tive that the report be a complete and accuratedescription of the incident, including condition=,difficulties, and action taken. Of particularimportance is information regarding the usageand performance of extinguishing agents andequipment. It is from these reports ftat theNaval Air Systems Command can determineprogram effectiveness and evaluate agent andequipment performance. Accurate reporting isa vital aspect to the crash/rescue program.

Report Routing.The original of the reportshould be forwarded to the Commander, NavalAir Systems Command (Code 423) via the mili-tary command. One copy is included as an en-closure to the Aircraft Accident Report, asrequired by OPNAVINST 3750.6 (Series). Thisreport is sent to CNO via NAVSAFECEN. Onecopy of the report will be provided for the

appropriate district or area fire marshall whois assigned to conduct the annual crash rescueinspection. These inspections are documentedon NavAer Form 2530. Additionally, and as theoccasion requires, technical assistance con-cerning structural and crash/rescue programsand related subjects may be obtained from thedistrict or area fire marshal.

DAILY LOG.A daily log or journal must bemaintained by each crash/rescue organization.Entries should include all alerts, responses,and other movements of crash/rescue equip-ment and/or crews, and such other informationas would provide a day-to-day history of crash/rescue business. The fire chief will review andanalyze the journal monthly for the purpose ofdetermining adequacy of administrative andoperational procedures.

GRID MAP.A system for locating andreaching an off-the-station crash in a minimumtime, with as much crash fire rescue and medi-cal equipment as circumstances warrant, mustbe employed at each airfield.

A map of the station and surrounding area ofapproximately a 15-mile radius (the 15-mileradius referred to herein is considered an op-timum approximate distance and may be modi-fied to conform to level conditions and terrain)must be maintained at the operations office, airtraffic control tower, crash fire and fire sta-tions, hospital, and security office. These mapsshould be ruled off in numbered grids andmarked for easy location of any point within themap area. Figure 4-7 illustrates a grid map.Compass headings from the fields should be

' ruled on the map to facilitate locations ofcrashes by aircraft. Copies of this map mustbe kept in all vehicles and liaison aircraft thatmay be sent off the field in the event of a crash.Such maps should be coordinated between allairfield activities in the general area.

All aircraft crash firefighting and crash andhospital ambulance personnel should acquaintthemselves as far as possible with terrain sur-rounding the airfield. Through persbnal inspec-tion, they must know location of roads, bridges,paths, and other terrain features in a 15-mileradius of the field.

60

EMERGENCY AIRCRAFT FIRE-FIGHTING AND RESCUE TRUCKS

Crash-rescue crews, with equipment, rz.ustbe maintained on an absolute alert and be inconstant readiness for immediate response and


AIRCRAFT FIRE/RESCUE REPORTNAVWEPS FORMII135/1(REP. II.63) NO TRANSMITTAL LETTER REQUIRED REPORT SYMBOL BUWEPS III35 -Isun. AND LOCATION

Naval Air Station

DATE Of REPORT

10 May 1970

Ai. NO.

3-70Memphis, Tennessee DATE AND TIME Of INCIDENT

9 May 1970 1306ON STATION

OFF STATIONREPORT DIG CUSTODIAN

N.A.S. Memphis, TennesseeMODEL AIRCRAFT INVOL VEO

A4F

SURE. NO.

154970

TO: C',.ef. Pureau of Naval Weapons%ACT LOCATION Of I C I DENT

130' off the approach endof R/W 21 on taxiway10'

V.'

MILITARY cotaaant

CNATECHTRA, Memphis, TennesseeSI CAA TARE from west edge of taxiway

'. -7.77u,ivez,TYPE OF INCIDENT FIRE INVOLVED ES'.ATEDCA.

TAKE.OFF X LIGE OR LOADING FUELING YES X Aborted takeoff.LANDING PARKED MAINTENANCE ND

TAXIING DEFUELING INFLIGHT I NATION Brakes overheated.XOTHE, bpectfy)an DELAYED

IGNITION

CONDIT ONS AT TIME OF INCIDENTGENERAL BEATS., PICTURE

Clear 20 miles

WIND DIRECTION 1730 NATURE Of PAI AI AND IN APP ROACH TO INCIDENT

Taxiway is concrete.Terrain is rolling hills.

WIND VELOCITY (mph) 5

TEMPERATURE (°F) 59LIQUID FUEL QUANTITY DTBEIR FUELS

None.

ESTIMATED ON BOARD BEFORE INCIDENT (lb.) 9100ESTIMATED ON BOARD AFTER INCIDENT (lbs) 8900ESTIMATED SPILL AREA (St" to feet) Hydraulic fluid 6 ft.

PERSONNEL RESCUENO. PERSONNEL ON BOARD AIRCRAFT 1 DESCRIBE RESCUE YE .003 USED

NO. PERSONNEL SURVIVED 1

NO. PERSONNEL ESCAPED UNAIDED 1 None required.NO. PERSONNEL RESCUED 0

FIRE FIGHTING

FIRST METHOD OF ALARM USED TIME RECORD

TWOnAY RADIO X EMERGENCY INTER:CCM. EMERGENCY PHONE -1-- TIME ALARM RECEIVED 1306OTHER METHOD (State) TIME EQUIPmEN' ARRIVED 1307

STATION EQUIPMENT

EACH EQUIPMENTAVAILABLE AT INCIDENT

NO. PERSONNELMANNING EQUIPMENT

QUANTITY EXTINGUISHING AGENTS USED

FOAMOTHER TYPES AND CJANTITIES(gals. conc. used)TYPE O. LOADS USED MIL. CIV.

MB5 0 2 2 PKP 1-30 poundsMB5 0 2 2

MB1 0 1 4 ,PKP 1-30 poundsCrash P/U 0 0 1 PKP 1-30 poundsNurse true 0 1 1

STATION EQUIPMENT OUT DF SERVICETYPE DEFICIENCY NO. OF DAYS EXPLAIN DELAYS TO REPAIR

MB5 Engine block cracked 45 Cannot repair - New engine not

available this date

i

AB.594Figure 4-6.(A) Aircraft Fire and Rescue Report form.

61


"CrIOMMOINIMMI

rOLL OESCRIPTION OF FIREFIGHTING OR PROTECTION AT INCIOENT

At 1306 the tower operator called via the twoway radio

and stated an A4F had hot brakes and wheels were on fire. The

crash pickup was first at the scene, and upon arriving, found

both wheels burning. PKP was applied quickly bringing the

fire under control. Other PKP was applied to keep the fire

from reflashing, and to cool the wheels. Hydraulic fluid

was leaking from both wheels.

The aircraft was kept at the scene fok. 1 hour after the

fire was extinguished to let the wheels cool off, the wheels

were replaced, and the aircraft was towed to the hangar.

2

AB.595Figure 4-6,(B) Aircraft Fire and Rescue Report formContinued.

action. Costly errors in material and liveshave been and will continue to be made bypersonnel underestimating or overestimatingpotential and capabilities of personnel andequipment.

In order for the crash-rescue crewman tomake a correct evaluation of any crash situa-tion, he must first have a working knowledge ofall equipment available to the crash-rescuecrew.

Crash-rescue equipment is uniformly dis-tributed throughout the Navy according to itsmission and support requirements.

62

MB-1 Trucks

The Navy's MB-1 aircraft firefighting andrescue trucks are its largest and most potentpieces of apparatus. They are designed to moverapidly to the, scene of a fire in a hurry, thussaving lives and property. The two types ofMB-1 trucks are described in the followingparagraphs.

The Biedeman and Marmon-Herrington(older type vehicles) are mounted on a 6 x 6chassis, powered by a 320-hp engine. (See fig.4-8.) The gross weight is approximately 36,000pounds consisting of 1,000 gallons of water and


DIAGRAM OF INCIDENT SHOWING WIND. DIRECTION, APPROACH OFEQUIPMENT, POSITION OF AIRCRAFT. DISTANCES. ETC.

(fp and photographs should be Included. If lgnlllent)

RUNWAY 21

TAXIWAY

AB.596Figure 4-6.(C) Aircraft Fire and Rescue Report formContinued.

63


DESCRIPTION OF DIFFICULTIES IN FIRE CONTROL'ANDEXTINGUISHMENT DUE TO UNUSUAL' CONDITIONS OR EQUIPMENT

AND/OR AGENT INADEQUACIES

.

. None

.

RECOMMENDATIONS FOR IMPROVEMENTS IN EQUIPMENTAND/OR PROCEDURES TO INCREASE EFFICIENCY

None

MONETARY LOSSES (Estimated) .,

PEIKINT DAMAGE ST IMPACT

None .

ITSTICENT DAMAGE TO TINE

.5%

toss TO SURNOUNOING Ro0Rtsry

NoneDATE .

5-10-70

IN pa. and IT

Li :. G. H. Shellenberger USN

SIGNATURE

J // r''

bar

5-10-70

SWIM COMMANDING 014/GIR

Capt. N. Sikes USN

SIGNSTURt

./;774.....f...--cdL

Figure 4-6.(D) Aircraft Fire and Rescue Report formContinued.

65 gallons of foam .concentrate. This type oftruck, can reach a speed of 45 mph in 33 sec-onds and obtain, a top speed of 64 mph.

The big feature of this truck is its twinindependent foam making systems, each gener -:ating 3,000 gpm .of high quality mixed foamsolution. When properly used, it can cover, anaircraft fuselage with an insulating layer offoam and extinguish tremendous areas of air-craft fuel spillage fire. Each of the two 'iden-tical systems is powered by a 112-hp gaso-line engine and completely independent. Both

64

AB.597

systems maybe placed in operation when maxi-mum discharge is needed or either systemmay be operated separately. Each turret noz-zle is therefore independent the other.

The turret nozzles used wit these separatepumps are of a special design. All foain isfully formed before it reaches the nozzle so itMerely acts as a foam distributor. The foammaker pump adds the proper volume of air anddischarges the foam forcibly through the turreton the top deck. Remote controls enable theturret operator to open and close valves from

e o

I

MEOMEMMEMMEGMAIMMINMENIMMOMMINIMWIMMMOMMEMOIRM MONOMMOMMIIMMMEMmilIMMONSWIMMUM MMUMMMEMEMEMEHMEMMIMallatiMMOMMIIMMOMMOUMEMEummismommumitmanimmommim

AMAMI ILA! MOMOMMEMEMMEEPAMMEOMMMOM MIRIMMUMMEMOm amimim

MMEMMEMMMMMEMMIUMMAINEMMENERM immilmnaugrommilmummmIMMEMMIMMEMMIUMEMEMWOMANMEMENEUMMEMMESMIMMINUMMumMENIMMEMEMENMIIMMUMENAMMOMMILMWMffiffinMEMEMEMEMMEMMMEMENSMOMMEnnimmUMMUMMOMEMMMOMEENIMMEMmimmogammommilmmWAMMEMMITENEWIEWEINAMIMMEMMEM

.M.MMOIRMEMMEMENEWsummummmermimsMEMMMEMMOMMMEMEINEEMENEWNEMENMAMMEMMMOMMUIMMEREHIEROMMEMEIMAIM MIMI MEW" MIMMIERMRPOWEENIMEMMMOMM MOM MIPMEMEEMENZNENEVEMMIMMEMMEMMEnimimmilmarmumMaSENMEMMESEEMMEMEEDEMMEMMUMMMIVAMMOMMEMMEMEMMFMEMEMMEMMIAMmu nimalimmindmoMUMMMUMN NALFAIMMENUMENMOMMWMMEMMIMMAMMO, NORMEMEMAMMEEMIIMMORIMMEMEMMEMOMMLIIRMNIMMIMMEMEMMEMMEMMMMEMEMOMMEEM EMEMMUMM MMIMMAIIMMEMMMbizanm WAINEVEmMEMMEMINIMEMEMEMOMMEENIMMOMmeadMOMMEMMEM

S.

' S O 0 ' . '11 ' '.11 : .Oil

011 0-: " -6 I s': ' II'S ' -8 lit. .0 ' 011' ' '

I e - 1 - - se :.. . O. '110.8410

.0 ' S. .11 ' '11

I : :I " 0' 00' : '

II' '11 O. ' O. ' '

.0 ' ' OS' 0 Of . ' 011"11 ill II li '

:.

: '11 " O.


L._

'

...W211hkelmou

Figure 4-8.Aircraft crash firefighting and rescue vehicle (old type) MB-i.

longer needed, the controller is returned to theOFF position. An intermediate position pro-duces a water-only turret discharge and is usedwhen only 'water is needed to fight a fire andalso for flushing purposes, after making foam..

There is a separate handling pump systemin the MB-1 truck. This system supplies thehandline nozzles and the undertruck nozzleswith an effective firefighting foam. It is anindependent system from the two large foammaker systems, and this auxiliary handlinepump is controlled from the driver's seat. Thehandline nozzles do a good job of extinguishingsmaller fires because they are flexible andeasy to handle and are of use chiefly for mopupoperations.

Both the main pump systems and the hand -line system require cleaning and flushing aftereach use. The foam concentrate will clog thesystem and corrode metal parts; therefore, theimportance of thorough flushing after each usecannot be overstressed.

Auxiliary equipment carried on the MB-1crash truck consists of the following items:

66

111

AB.599

Gasoline heater for the engine compartment.Four search-and-flood lights.Siren and red light located over the cab.Revolving red beacon located between the

turrets.Aircraft type power plug located on the rear

of the truck.A two-way radio.An independent air-cooled gasoline-engine-

driven generator provides electrical power forlight, radio, etc., during all standby operations.It is not necessary to idle the truck engine forlong periods for this purpose..

An .extension ladder is conveniently attachedoutside the body on the starboard side and apikepole and a door opener on the .portside.Two portable extinguishers (CO2) are mountedforward inside the bus doors. Inside the cabthere is an air-charging hose that is used tokeep the truck tires up to pressure. There arealso racks located on the top of the truck tostore spare 5-gallon foam cans. Located ineach truck should be a standard rescue kit.


The driver is responsible for the truck, thecrew, and the readiness of both at all times.The crew assignment for the MB-1 crash truckis as follows:. one driver, two turretmen, andtwo rescuemen.

When proceeding to the scene of a crash, theturretmen and the rescuemen ride in the pumpengine compartment. The turretmen start thepump engine and engage the clutches while thetruck is underway. As a safety precaution,turretmen will not man the turrets until thetruck nears the crash.

While definite inspection and/or serviceroutines of the Ma.-1 truck may be assigned toa specific member of the crash fire department,it is desirable to insure that each member ofthe crash crew is instructed in the operationand function of all components of the apparatus.

A rigid inspection and preventive line main-tenance procedure has been established whichwill provide maximum vehicle efficiency, pro-long the operating lif-, and reduce periods ofdeadline.

All major maintenance and repair for theMB-1 crash truck is accomplished by thetransportation division of the station's publicworks department

The new Yankee-Walters MB-1 is mountedon a 4 x 4 chassis,' is powered by a 300-hp,multifuel engine (Marine) or a 318-hp dieselengine (Navy); a):ci is equipped with an auto-matic transmission. Gross weight is approxi-mately 38,000 pounds. The tanks will carry1,000 gallons of water and 120 gallons of agentconcentrate. It can reach 50 mph in 32 secondsand aitain a top speed of 65 mph. The featureof this truck is simplicity- and ease of opera-tion. It is equipped with a 6,000 gpm positive

displacement rotary sliding vane type foampump, powered by one engine; two 3,000-gpmturret nozzles (foam); two handline foam noz-zles; and a 150-pound P-K-P dry chemical ex-tinguisher. A 5-man cab with two turret accessha:ches is also a new feature.

MB5 Trucks

The Navy older type MB-5 crash truck is alightweight, high-performance vehicle mountedon a 4x 4 chassis and powered by an 8-cylinder,rear mounted, gasoline engine. This truck isdesigned to carry auxiliary extinguishing agentsand equipment as well as foam and water. Ithas a capacity of 400 gallons of water and 30gallons of foam concentrate. The foam making

67

components are the same as in the MB-1. Apower takeoff drive arrangement is used on theturret foam system so the vehicle cannot movewhile pumping. .

The features of this truck are a speciallyinsulated body equipped with sliding type doors;hose reel, equipped with an interchangeablefoam and water spray nozzle; a bayonet pierc-ing nozzle; two-way radius searchlights andfloodlights for night operations; and a separategasoline auxiliary power unit to recharge bat-teries. Standard equipment provides three30-pound Purple-K-Powder extinguishers foraviation fuel fire and ctheel and/or tire fires,and one 50-pound carbon dioxide extinguisher.(See fig. 4-9.)

The following firefighting tools are included:Adjustable hydrant wrenches and Halligan

door openers or Hayward claw tools. Thesetools are mounted in the cab.

Metal cutting saw. This saw is intended foraircraft forcible entry and rescue purposes andis mounted in a closed compartment forward ofthe right rear wheel. Power for saw operationis provided by a 230-volt, 180-hertz, 3-phasegenerator, belt-driven from a power takeoff onthe transfer case.

A 50-foot live cable reel is provided and ismounted in the saw compartment.

The foam pump-turret is the main output ofthe truck. It is exactly the same as one of thefoam .systems on, the older type MB-1 trucksexcept that it does not have ant -independentengine diive.

Because of the nature of the purrip drivetrain, it is necessary to have the driver engagethe power takeoff after the vehicle has beenproperly positioned and stopped at the fire

,scene. Once this is done the turret operator'has complete control of the turret output untilsuch time as it may be necessary for the vehi-cle to move.

The turret is mounted on the cab roof and isoperated by standing on the center seat with theftroof hatch open. The construction and manipu-lation of the turret are the same as for the oldtype MB-1. A separate pumping system handlesthe handline nozzle. A centrifugal pump drivenfrom a power takeoff supplies foam solution orwater to the nozzle. The driver engages .thepower takeoff and opens the pump suction valvesto start the system. He must set the handthrottle or control the foot throttle to maintainproper pressure. The pump being of the cen-trifugal type allows the handline operator to

AVIATION BOATSWAIN'S MATE H. 1 & C

111

t3y M-

U S N 71 016 21

Figure 4-9.Aircraft firefighting and rescue truck (old type) MB-5.

open and shut his nozzle without concern to thepump speed.

The handline nozzle is stored in the hosereel compartment. It consists of a shutoffvalve and three interchangeable discharge de-vices. One is a variable pattern foam makingnozzle, he second is an adjustable water spraynozzle, and the thi-r1 is a bayonet nozzle. Allare fitted with a quick disconnect type joint topermit rapid Change of attachments. The spraynozzle and bayonet nozzle are normally usedwith plain water. The vaives used to set thesystem for water or foam solution must be op-erated from the driver's position in the vehiclecab. The bayonet nozzle is 1..sed to pierce theskin of the aircraft to cool the interior with aspray of water.

The water tank capacity is 400 gallons. Itcan be filled either through on opening on thetop deck or through a valve on the curbside ofthe truck.

The foam concentrate tank capacity is 34gallons,. but is only filled to a working capacityof 30 gallons. The truck is filled with foamfrom the top deck by removing the round tank

68

AB.2 9 8

top cover.and pourIng in the foam slowly so asto prevent. excessive frothing. A traAsparent_plastic tubing inside the cab- serves as a sightlevel gage. It should be cleaned frequently foraccurate reading.

Just as with the MB-1 truck, the MB-5truck pumping systems must be thoroughlyflushed with water whenever titc system haspumped foam.

A newer type of crash rescue vehicle whichis the Oshkosh MB-5. This new Oshkosh MB-5operates as a self-contained unit and does hotrequire any accessories or material Other thanthose it carries to perform its normai function.Various compartMents and mounting facilitiesare provided for the storage and transport ofthe necessary firefighting and rescue equip-ment. (See fig. 4-10.)

This truck is a four-wheel drive vehicle,with a semiautomatic "power shift" transmis-sion that provides fcur forward speeds, neutral,and reverse. Ope:ator controls include powersteering and power brakes to all four wheels.A normal complement of gages, and instruments,


AB.600'Figure 4-I0.Oshkosh MB-5firefighting and rescue truck.

and switches for the operation of all accesso-ries is provided on the dashboard instrumentpanel.

The gross weight is 20,000 pounds, andthe truck will carry 420 gallons of water maxi-mum; recommended fill, 400 gallons. Theagent 'concentrate tank capacity is 34 gallons;

69

Nomenclature for figure 4-10.

1. Foam turret.2. Spotlight.3. Emergency beacon.4. Foam tank vent.5. Foam tank fill and

filler access door,6. Dry chemical system handline

door.7. Nitrogen ryiinder valve compartment.8. Front handline bayonet applicator.9. Front handline compartment door.

10. Main engine compartment.11. Battery compartment.12. Ladder hooks.13. Fire extinguisher compartment.14. Hydrant fill, water tank drain

tool compartment.15. Water tank vent.16. Auxiliary generator compartment.17. Work deck.18. Main engine air cleaner.19. Dry chemical tank.

drain valves and fuel

compartment

valve and

recommended fill, 30 gallons. The agent con-centrate and water tank is a fiberglass, com-partmented tank located under the top deck ofthe vehicle, between the personnel cab and theengine. The tank is of one-piece constructionwith a removable cover. The foam tank is aseparate compartment molded into the. frontroadside (port) of the water tank. The watertank is provided with molded-in baffles to min-imize "sloshing" and the resultant rapid weighttransfer. 'he tank cover is fitted with two sewarate hatches, or filling covers; one for waterand one for agent concentrate.

The foam and water system is actually twoseparate systemsthe turret supply and thehandline supply. Although both systems aresupplied by a common source, each has its ownpump. Both systems will pump water only oran agent concentrate and water mixture. Allcontrols are located in the personnel cab andare readily accessible to the driver and/or theturret operator. Unlike the older MB-5 trucks,the newer Oshkosh trucks may operate the tur-ret and handline systems while the truck ismoving.

NOTE: When the truck has reached theisiteof the fire, the operator must place the pumpinggovernor switch in the ."ON" position. This willimmediately limit engine speed to 1,300 to


1,400 rpm. Due to an electrical interlock, theturret valves and the front handline valves can-not be opened until the pumping governor switchis "ON. ". Operation of the truck must be re-stricted to the use of first, second, and reversegears only when the governor switch is "ON."The turret pump is a rotary vane type capableof 3,000 gpm, the same capacity as that of theturret.

The .dry chemical system (P-K-P) consistsof a 150-pound capacity canister' and a. nitrogencylinder.that is used to propel the P-K-p.. Thenitrogen cylinder and dry chemical canisterare accessible from the roadside, workdeck,and The system discharge is through a hose reelhandline. The truck also carries three drychemical (P-K-P) fire extinguishers of theportable type. They are mounted in a storagecompartment on the curbside (starboard) of thevehicle.

Runway Foamer-/Nurse Truck

The firefighting-agent carrying capacity ofaircraft firefighting and rescue vehicles hasalways been severely "limited becauFe of theneed for vehicle performance both in accelera-tion and off-highway operation. One commonattempt at solving this problem has been theuse of auxiliary trucks which have greatercapacities and which serve to replenish thefaster, first-response vehicles at the sceneof a fire. The nature of this operation has ledto the popular name of. "nurse" truck.

Runway foaming vehicles and auxiliary tankvehicles have two important features in com-mon: the carrying of copious amounts of waterand foam concentrate and a means of pumpingboth at high flow rates. These features make itpossible and desirable to combine them bothinto one vehicle .as both functions are not re-quired simultaneously.

Usually, a refueler truck is converted tocombine the functions of foaming runways andserving as a "nurse" truck to resupply waterand foam concentrate to aircraft firefightingvehicles.

The vehicle should be capable of carrying atleast 3,000 gallons of water and 200 gallons offoam concentrate. This is equivalent to threeloads of the largest primary vehiclethe MBand can provide the MB-1 with 8 minutes ofcontinuous foam application at a rate of 6,000gpm or a total of 48,000 gallons of expansion12 foam. Of course, it is necessary that the

nurse truck be capable of transferring bothliquids in excess of the output rate of the MB-1,which is 530-gpm water and 30-gpm foam con-centrate. Allowing some time for delayed ar-rival and ma'dng the necessary hose connec-tions, the nurse vehicle should have a minimumoutput of 600 gpm of water at 15 psi and 45 gpmof foam concentrate.

NOTE: Light water foam is not satisfactoryfor runway foaming; protein type foam must beused for runway warning.

A minimum pumping rate of 600 gpm at100 psi will also expedite runway foaming op-erations, as rate of area coverage dependsdirectly on the rate of water discharge and foamproduction. On the basis of 0.1 gallon of waterper square foot required to cover the runwaysurface adequately, a total of 30,000 squarefeet can be covered by one load of 3,000 gallonsof water in 5 minutes.

Time and circumstances permitting, an air-field runway may be foamed in preparation forthe landing of an aircraft experiencing landinggear malfunction. The intent is to minimizethe fire hazard by the suppression of friction-generated metal sparks.

Information concerning an anticipated foam-, ing is communicated via the crash circuit by

the operations duty officer or the control towerimmediately to provide the crash crew with

i-maximum-time possible.The operations duty officer, after conferring

with the crash captain, determines the feasibil-ity of providing the requested runway foambased on the availability of crash equipment,prevailing weather conditions, and the timerequired for its application. He then notifiesthe crash captain immediately when runwayfoam is to be used and gives the followinginformation:

1. Time aircraft can remain airborne.2. Type. Foam pattern #1all gear up, in-

dicating belly landing. Foam pattern #2foam-at arresting gear, indicating partial gear down.Give particulars on which gear is down soswerve direction can be estimated.

3. Designate'runway to be.foamed.Plans for foaming a runway should never

include use of 'the primary aircraft firefightingand rescue vehicles. Full firefighting capabili-ties for use after the aircraft has touched downmust not be compromised in, any way. Theflight plans of an aircraft under emergencyconditions are usually subject to sudden changeand this may lead to being caught with empty or

70


partially filled vehicles should the plane comein ahead of schedule. Therefore, only vehiclesover and above the normal required. 'comple-ment should be used for runway foaming.

During foaming operations, continuous radiocontact should be maintained between the foam-ing crew and the aircraft. A change in thepilot's status may cause him to come in soonerthan expected, or it might be necessary tobreak off the foaming to reload the trucks.Orbiting the aircraft to achieve a low fuel statewill materially lower the fire hazard.

Truck-Mounted TAU

This unit combines the quick flame knock-down capability of P-K-P with the vapor-securing and blanketing ability of light water,providing a rapid and lasting flame extinguish-ment. Therefore, this unit provides a means ofeffecting rapid rescue of personnel from burn-ing aircraft.

The TAU is a self-contained, skid mounted,fire extinguishing system, consisting of two28-inch-diameter aluminum spherical tanks,one containing 400 pounds of P-K-P and theother containing 48:5 gallons of light water so-lution. The contents of the two spherical tanksare discharged by pressure from two cylindersof high-pressure nitrogen. A third cylindriCaltank contains refrigerant gas which automati-cally introduces gas-vapor into the light watersolution at the foam nozzle, providing for foamgeneration and stabilization. A 100-foot dual'hose line supplies the two fire extinguishing

'.agents to the single firefighter's dual nozzleholder. Pistol grip trigger valves contrei theflow of each extinguishing agent. These unitsare designed for mounting on crash-rescuetrucks (Dodge Power Wagon, 4 x 4) and as suchwill replace the Navy airlift type, 400-pounddry chemical extinguisher, mounted thereon.(See fig. 4-11.)

This light water-dry chemical fire extin-guisher is an. efficient extinguisher of class Bflammable fuel fires and mixed class A and Bfires. The 800 pounds of extinguishing agentscontained in the TAU will extinguish 2,500square feet of JP-4 fuel. The light water foamused singly provides an excellent vaporproofcoating for unignited flamniable fuel spills.The TAU will fully extinguish and fireproof acircular fire area, containing obstacles, ofabout 50 feet in diameter. A rescue path may

71

--j116011

ftagN -

'1

list

AB.301Figure 4- 11. Truck - mounted

twinned agent unit (TAU).


ba made into larger fires with the equipment,and personnel may be rescued in completesafety from fuel reflash although fires mayexist at the sides of the path. This unit, mountedon the required crash-rescue truck, can beused on runway and standby alerts where anMB-5 is ordinarily used.

The Purple-K-Powder dry chemical usedprovides for quick knockout of fires. The ap-plication of the light water to extinguished fuelprevents backflash of fire. Operation of thefire extinguisher must be performed smoothlyand skillfully since available continuous dis-charge time is 1 minute for the light water and2 minutes for the dry chemical.

The twinned light water-dry chemical fireextinguisher is equipped with twinned hose andtrigger-operated twinned nozzles, each havingits own shutoff valves, and may be operated in-dependently or simultaneously. (See fig. 4-11.)

In the event of a fire, position the extin-guisher to within approximately 50 feet fromthe fire and upwind if possible. Open bothnitrogen cylinder valves. Poll the ring pin andopen the light water valve, then release thehose and nozzle holddown and pull the twin hoseand nozzle assembly from the hose basket,allowing the hose _to twist freely. Hand thenozzle to the firefighter. (See fig. 4-120

Approach the, fire froin upwind; open the drychemical nozzle first. Direct the dry chemicalat the base of the flames covering the entirewidth of the fire or rescue path at first with aside-to-side sweeping motion. When headwayis gained on the fire, open the light water noz-zle to cover extinguished fuel with foamy liquid.Work the fire slowly to your right with bothnozzles open as you proceed to the right side.Fire will stay out. If any area needs rework-ing, go back with the light water nozzle off andproceed to the right, again using both nozzleson. After light water has been used, rapidside-to-side sweeping will not be necessary.

After the fire has been extinguished or arescue path has been secured, close nozzlesand standby to assure no additional fire occursand/or to protect the rescue operators.

Purple-K-Powder should not be directedinto the intake or used in the accessory sectionof jet engines until other attempts have failedto extinguish the fire. The fine grain powderwill penetrate minute crevices and leave aresidue which, if\ingested into a jet engine, willpenalize engine performance and restrict in-ternal cooling air passages thereby requiring

72

disassembly of the engine to remove deposits.Purple-K-Powder that has penetrated smallcrevices in and around the accessory sectionand has been exposed to moisture is very diffi-cult to remove completely and eventually willcause corrosion. Therefore, Purple-K-Powdershould not be used on internal and accessorysection jet engine fires and electrical equip-ment fires until it is apparent that carbon di-oxide extinguishers will not extinguish the fire.

RESCUE EQUIPMENTAND .CLOTHING

All of the Navy crash trucks have someemergency entry tools as part of the basicequipment furnished with the truck. These in-clude ladders, axes, etc. Other equipment car-ried consists of a metal-cutting power saw, aHalligan tool, and a cras.h-rescue toolkit. Thestation fire chief must, see that this equipmentis carried on each of the crash trucks assignedto the firefighting crew. Also, one of the vehi-cles should be designatedas a rescue vehicle.It will normally the first vehicle on thescene, and it will also have these tools, alongwith some specialized rescue equipment.

The procedures for using the forcible entrytools are covered later in this chapter.

To insure that the equipment is always com-plete and readily available, the fire chief makesfrequent and careful inspections. He mustarrange for intensive, continuous training toassure that personnel in all platoons are fullyqualified to handle this eqUipMent: This equip-ment must be restricted to crash-rescue useonly.

Aircraft crash/rescue protective clothing isa prime safety consideration for personnel en-gaged in firefighting and/or rescue operations.Metalized protective clothing offers a means ofproviding protection t the firefighters becauseof its high percent of reflectance to radiantheat. Aluminized proximity fabrics have beenadopted for use in the Navy crash/rescue pro-gram. It is important to point out that thesegarments are not classified as entry suits, butare known as proximity 'clothing. As previouslystated, the aluminized proximity suit gives thewearer good protection against radiant heat.However, aluminum is a good conductor of heat,and therefore will not give much protectionagainst direct flame contact.

The heat reflective ability of aluminizedclothing items is reduced when they are stained

Chapter 4AIRCRAFT CRASHES, FIRE7IGHTING, AND CREW ENTRAPMENT

.1`

Figure 4-12.Operator holding twinned nozzle assenbly.

or otherwise dirty. Additionally, the garmentswill develop hotspots where the metal flakes offor the fabric cracks or tears. For the abovereasons, me to reduce replacement costs, it isimperative chat each supervisor insures that

73

AB.302

all personilel in his charge are co npletelyfamiliar with the following care and mainte-nance instructions:

I. Storage should De on hangers, if neatlyfolded. If folded, the folds should be loose.


Sharp folds or creases will crack the metalizedfabric. Do not sit on or place objects on afolded garment.

2. Dirt and soot should be sponged off withmild soap and water, and the aluminum surfacedried with a clean soft cloth. Rub GENTLY, soas not to remove the aluminum impregnatingthe fabric.

3. Grease stains may be removed by the useof drycleaning solvents, isopropanol or per-chloroethylene, instead of mild soap. Again,rub carefully. If you rub hard and remove anyof the aluminum, the garment will have a hotspot.

4. Fqam may be removed by sponging cleanwith mild boa") and water. Hang to dry in theopen, or in a place with good circulation. It isrealized that during firefighting operations it isnot always possible to prevent foam from get-ting onto protective clothing; however it ispointed out that aluminized protective clothingwhich has been covered or spotted with foamwill have less heat reflection than the suit nor-mally provides.

5. Abrasive, harsh, or corrosive chemicalswill react with the aluminum surface and etchthe metal and, therefore, should not be used forany reason. Clean the clothing as stated abovewith mild soap and water and wipe dry; allow todry at room temperature.

6. Garments should be replaced when themetal wears off or when the fabric cracks ortears. Spraying worn clothing with aluminumserves no useful purpose and is dangerouspractice.

7. When wearing aluminized protective cloth-ing, never sit, lean, or lie down, as unneces-sary wear and stress will be subjected to thegarment.

SHIPBOARD (FLIGHT DECK)

CRASH SALVAGE CREW/TEAM

The crash salvage team's functions are toeffect rescue of personnel from crashed and/orburning aircraft on the flight deck, administer"emergency" first aid, fight fires on the flightdeck, clear away wreckage, and make emer-gency repairs to the flight deck and associatedequipment. The Aircraft Crash Salvage Officeris in direct charge of the crew under the super-vision of the Flight Deck Officer (FDO) and theAir Officer (AO).

The crash salvage crew should consist ofexperienced personnel highly trained in flight

deck firefighting, aircrew rescue, and flightdeck repairs. The following is a suggestedorganization for use during normal flight oper-ations. During limited flight operations, suchas helicopter launch/recover, the basic organi-zation and procedures may be modified by localdirectives.

1. Crash and Salvage OfficerOverall di-rection and supervision of assigned personnel.

2. Crash/Salvage ChiefAssistant to theCrash/Salvage Officer.

3. Crash/Salvage Petty OfficerA first classpetty officer who assists the Crash/SalvageChief in the direction and placement of fire-fighting personnel and equipment should a crashoccur.

4. Salvage Petty OfficerSupervises anddirects men and equipment and insures imme-diate availability of all required aircraft sal-vage and'removal tools and equipment. The Sal-.vage Petty Officer normally has one assistant.

5. Equipment operators for the crash-craneand crash forklift.

6. Minimum of nine firefighters and threerescuemen.

Ideally, each member of the crash/salvageteam should be trained and qualified to performthe functions of every other member within theunit. During all launches and recoveries,rescuemen are stationed in the island area, onthe alert to move anywhere on the flight deck.They are to be fully clothed in the firefighter'saluminized protective coat and pants and as-bestos or.. aluminized gloves and boots. Analuminized helmet is carried to be donned whenneeded. The rescuemen should also carry arescue knife for cutting seat restraint andparachute harnesses. Firefighters standby fogfoam stations in the event of emergencies, andprovide KNOW HOW in manning the hose lineson fog foam and salt water stations. The crash/salvage team maintains all crash and firefight-ing equipment assigned to the division. In addi-tion, they comprise the nucleus of the firefight-ing crew on the flight deck. The crash/salvhgeteam's detailed functions are as foll,ws:

1. Exercise all operating and maintenancesafety precautions for firefighting equipment.

2. Exercise all damage control proceduresfor the flight deck area. Keep all crash and res-cue equipment in a state of constant readiness.

3. Assist in on/off loading aircraft., 4. Assist the divislonal damage control

petty officer.

74..


5. Have custody of and maintain all divisionalequipment which is used during flight operations.

6. Have custody of, maintain, and issue allaircraft tiedown chains to squadron personnelon subcustody.

7. Assist aviation fuel crews with washdownof fuel spills.

8. Assist duty support equipment mechanicwith crash crane and forklift checklist.

9. Man fire extinguishers during aircraftturnups and starts.

10. Man two aluminized rescue suits duringflight quarters.

11. Man two starboard HCFF (high capacityfog foam) and two salt water stations duringflight operations.

12. During recovery operations, provide tow-bars, chocks, and other equipment necessaryfor removal of aircraft flameout in the arrest-ing gear area, brake failure, flat tire, etc.

13. Man crash crane and crash forklift dur-ing recovery operations.

14. Act as safety observers during all phasesof flight operations.

15. Provide instructors for indoctrination ofnew personnel and/or embarked squadron per-sonnel in shipboard firefighting equipmentoperation and application.

16. Assist the hangar deck crew with col-lapsed landing gear drills or actual emergen-cies, such as aircraft falling off jacks, etc.

EQUIPMENT CRANES

Mobile cranes (NS-50 & 60) previously dis-cussed in chapter 2 of this Rate Training Man-ual are provided on most all aircraft carriersin the fleet. These cranes are capable of liftingand "walking off" with any carrier aircraft;however, the lifting capacities of these cranesare 50,000 and 60,000 pounds, respectively.Therefore, some of the larger type aircraft willhave to be defueled prior to lifting (i.e., A5-J,A-3A/B, C-2A). They are an inyaluable pieceof equipment and should be maintained and op-erated accordingly.

FORKLIFTS

Crash forklifts used aboard carriers for thepurpose of aircraft salvage should be in theminimum lifting class of 15,000 pounds or bet-ter and be powered by a diesel engine. Theeasy maneuverability of the forklift makes itmost useful when it is necessary to speedily

75

lift only one portion or side of an aircraft at atime. The padded lifting arm can be insertedunder the wing, tail surfaces, or fuselage whennecessary to lift an inverted aircraft for rescuepurposes. Care should be taken to place thelift arm under a section of the aircraft that willsustain the weight without damage. It is well toremember that the use of the longer lift arm(6 to 8 feet) reduces the weight the forklift cansafely lift without the possibility of the forklifttipping over. Due to the tremendous weightcapability and stresses occurring in an emer-gency situation, it is recommended that solidtires be obtained for all forklifts used forcrash/rescue operations.

Dollies

Truck dollies (crash) are provided on allcarriers for the moving of heavy aircraft com-ponents and to serve as aids in moving crashedaircraft. This is a heavy-duty, low-bed dollyof welded steel construction with a hard fibertop surface and four swivel shock absorbingcaster type wheels with nonsparking tread.Pipe type rails on all four sides of the dollyprovide handholds and attachments for tie-downs. This dolly is designed to support a loadup to 12,000 pounds.

These dollies can be modified in many dif-ferent ways to serve specific purposes. Onemodification may be a steel structure to form ahigher platform for use under a wing or nosesection. Also, a heavy steel socket, largeenough to insert a landing gear strut with thewheel broken off, is sometimes welded to thetop of the dolly. Any modification to the dollymust be sufficiently strong to safely handle theload that will be imposed upon it.

Slings

Aircraft hoisting slings should be used withextreme care when lifting an aircraft in otherthan the normal three-point attitude relative tothe flight deck. Loads on the hoisting sling fit-tings will be increased if a departure is madefrom this attitude. Instances of failure havebeen reported in which attempts were made toraise crashed aircraft which had become lodgedin abnormal positions. In such cases it is con-sidered safer to improvise a sling than use theaircraft's usual hoisting sling. Improvisedslings should be safeguarded with heavy pre-venter lines. Improvised slings may be attached


to such members as the main landing gear,crankshaft, catapult hooks, or by lines encir-cling the fuselage or wings at points of maxi-mum strength, such as bulkheads and ribs.Provisions to prevent chafing of surfaces mustbe provided if salvage operations are intended.Reinforced canvas straps with hook-on provi-sions should be available in the crash lockerfor this purpose.Shipboard TwinnedAgent Unit (SBTAU)

In the event of a fire on the flight deck, thefirst and immediate response will be made bycrews manning the SBTAU. The skid-mountedtwinned agent unit fire extinguisher is used inapplying a "light water" firefighting agent inconjunction with a dry chemical firefightingagent for purposes of rapidly extinguishingfires and preventing reignition of flammablehydrocarbon fuels. It is designed to permit itto be mounted within a compartment on therear of the MD-3 tow tractor. It can be used inthe corrosive salt environment on the flightdeck or hangar deck aboard aircraft carriers.The light water concentrate is premixed withfresh water and is contained in an 80-gallonstainless steel cylindrical tank. The mixtureis expelled with nitrogen gas through one-half of the twinned handline and nozzle. The"Purple-K" dry chemical agent is contained inan invertible, spherical, steel tank and is ex-pelled with nitrogen gas through the other halfof the twinned handline and nozzle. The systemallows use of light water or Purple-K sepa-rately or both simultaneously.

ComponentsArrangement and Function.The major components which make up this fireextinguisher (SBTAU-2) are described below.

1. Dry Chemical ContainerA sphericalshaped steel tank is used to contain the 200pounds of Purple-K agent. It is mounted onbearings to allow rotation just prior to dis-charge of the Purple-K. The container is in-verted and pressurized simultaneously, justprior .to discharge, to insure complete aerationand fluidization of the Purple-K. The containeris constructed in accordance with the latestASME Unfired Pressure Vessel Codes for amaximum working pressure of 230 psig and isso stamped. Nitrogen gas enters the container

.through a 1-inch swivel joint and the gas/Purple-K mixture is discharged through a1 1/2-inch swivel. These swivels are locatedon opposite ends of axis of rotation.

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2. Light Water Container An 80-gallon ca-pacity cylindrical stainless steel vessel con-tains the light water agent. This pressurevessel is also constructed in accordance withthe latest ASME Unfired Pressure Vessel Codesfor a maximum working pressure of 230 psigand is so stamped. The nitrogen enters thecontainer at the top and light water is expelledfrom the bottom. The tank is equipped with aliquid level gage for refilling purposes. NOTE:The bleed valve should be opened on top of thelight water tank before unscrewing the liquidlevel gage.

3. Container CapsEach contain( r isequipped with a 4-inch-diameter fill openingand screw type self-venting pressure cap. Thecap is constructed of brass and is equipped witha neoprene gasket for sealing purposes.

4. Nitrogen CylinderOne ICC- 3AA -240P,shatterproof, 400-cubic foot capacity gas cylin-der is filled with nitrogen gas to a pressure of2,400 psig at 70°F. The cylinder is equippedwith a lever-operated valve and integral pres-sure gage. This pressure gage provides visualpressure reading of the gas pressure at alltimes.

5. Pressure RegulatorOne single stagepressure reducing regulator is used to reducethe nitrogen pressure from the cylinder to230 psig, the Purple-K and light water contain-ers operating pressures. This one regulatorsupplies both containers.

6. Inversion CylinderThe dry chemicalcontainer is inverted mechanically with two gasoperated piston type cylinders. The latch cyl-inder is mounted under the dry chemical con-tainer and the inversion cylinder is mounted bythe inlet end of the dry chemical container.When the cylinder valve is opened, the pistonson the inversion cylinder and latch cylinderoperate rapidly, striking lugs on the dry chemi-cal container, causing the container to revolveapproximately 135°. Siuce the cylinders arespring loaded, they will return to their originalposition when the gas pressure is released.

7. Sphere LatchThe dry chemical container,or sphere, is held in position and preventedfrom rotation by a stainless steel, springloaded, latch assembly. The sphere is equippedwith three latch lugs; one for filling the con-tainer (cap straight up), one for the "Ready"position (cap approximately 45° below straightup), and "Operated" position (cap straightdown). The latch is released mechanicallyfrom the "Ready" position by the latch cylinder.

Chapter 4AIRCRAFT CRASHES, PIREFIGHTING, AND CREW ENTRAPMENT

Just prior to the piston rod striking the lug onthe dry chemical container a cam on this roddepresses the latch, thus releasing the sphere.The latch must be. released manually when thesphere is in the "Fill" or "Operated" positions.

8. Bleed ValvesTwo bleed -calves are pro-vided; one on the light water tank and one in theline to the inversion cylinder. Both valves arequarter-turn type ball valves and have to bemanually opened and closed.

9. Pressure Relief ValvesThree pressurerelief valves are provided: of e at the inlet toeach container and one on the pressure regu-lator. All three are spring-operated type andare set at .250 psig.

10. Check ValvesTwo check valves are pro-vided; one at the inlet to each container. Theyprevent the backflow of agent into the nitrogengas portion of the system. A swing check typevalve is used on the dry chemical container anda spring-loaded disc type is used on the lightwater tank.

11. Discharge HosesA twinned type line,100 feet long, is used to discharge the two fire-fighting agents. It is constructed of two neo-prene lined and neoprene covered hoses heldtogether with a polyester outer jacket. The drychemical hose is 3/4-inch in diameter whilethe light water hose is in diameter. Theneoprene hoses are eqty dped with brass, maleand female, expansion type couplings. Thethreads are 3/4-inch NPT and .1-inch NPT,respectively. The hose is coiled in a storagecompartment on the rear of the extinguisher.NOTE: It is much easier to remove the hosefrom the hose compartment before charging itwith agents.

12. NozzlesA twinned nozzle is used on thetwinned hose to expel the two agents. Eachnozzle is equipped with a pistol grip handle anda trigger-operated shutoff valve. The twonozzles are fastened together approximately2-inches apart to make up the twinned assem-bly. The dry chemical nozzle is equipped witha Fire Boss Lo-Re-Action discharge tip. It israted at 4 pounds of Purple-K per second. Thelight water nozzle is equipped with an aspira-tion type tip which is directed outward from theparallel planes of the nozzle handle at an angleof 22 1/2°. It is rated at 50 gpm of light watersolution.

13. Pressure GagesTwo gages are provided;one for each container. Each gage shows thepressure in its respective tank while the system

77

is operating. Both gages indicate "zero" whenthe system is in the "ready" condition.

14. Temperature Relief ValveThe light watertank is equipped with a temperature relief at atemperature of 212°F. This is a fusible plug-type valve. When the relieving temperature isreached, the plug material melts allowingpressure t., escape. This valve is not reusableand must be replaced after it has relieved.

15. Dry Chemical AgentThe 'SBTAU-2 isdelivered with 200 pounds of Purple-K agent inaccordance with Military Specification MIL-F-22287A (WEP).

16. Light Water AgentFive gallons of 6 per-cent MIL-F-23905(B) light water concentrate isshipped with each SBTAU-2. The concentratemust be mixed with fresh water at the rate of5 gallons of concentrate to 75 gallons of freshwater. This may be mixed right in the lightwater container. However, precautions shouldbe taken to prevent excessive foaming or froth-ing of the mixture during mixing. NOTE: Seefilling instructions to properly mix the agentand water.

17. Sphere Position IndicatorThe dry chem-ical sphere is equipped with an indicator toshow the position of the sphere at a glance. Ahole on the left-hand end of the hood exposesthe sphere. Two arrows are painted on thehood and the words "Operated" and "Ready"are painted on the sphere. When the sphere isin the "Ready" position (sphere cap at approxi-mately 45 °), the word "Ready" appears betweenthe two arrows. When the dry chemical systemhas operated, the word "Operated" appears be-tween the arrows. No indication is provided forthe fill position since the hood must be removedto obtain this position.

Operation.When the lever valve on the ni-trogen cylinder is pulled to the open position,high-pressure gas, 2,400 psig at 70°F, flows tothe regulator. The pressure is reduced to230 psig by the regulator. The 230 psig gasflows in three directions when it leaves theregulator: to the latch and inversion cylindersto invert the dry chemical container, into thedry chemical container, and into the light watertank. A pressure gage at the inlet of each tankindicates the operating pressure of the tank.

As the gas flows into the light water tank,the light water.is forced out the discharge. Nogas will be discharged from the light watertank until all of the light water solution isexhausted.


The gas flowing into the dry chemical con-tainer aerates and fluidizes the Purple-K agent.As the gas leaves the container, the Purple-Kagent, is carried along suspended. in the .gasstream by the velocity of the moving gas.Therefore, a mixture of gas and Purple-K isdischarged through the handline and nozzle.Gas will continue to flow after the 'Purple-K isexhausted since the 400 cubic foot nitrogencylinder has a capacity greater than that re-quired to discharge all the Purple-K and lightwater.

This system is protected from excessivepressures by three pressure relief valves; oneat each of the agent tanks, and one on the pres-sure regulator. Each relief valve is set at250 psig. An additional relief valve is providedon the light water tank. It is a temperature re-lief valve set to relieve when a temperature of212`F is reached.

Operating and Maintenance Instructions.The following instructions should be followed tooperate the SBTAU-2 fire extinguisher and toreturn it to service after use.

TO OPERATE:

1. Open cylinder valve by pulling valvehandle forward.

2. Open hose line valves located at left ofhose box. NOTE: These valves can be Leftopen at all times to expedite placing unit intooperation.

3. Uncoil hose Co desired length. NOTE:The hose is much easier to uncoil if it is doneprior' to charging same. .

4. When approaching the fire from tr. 9 wind-ward side, open dry chemical nozzle, applyingagent to the base of the fire. When headway ofthe fire is gained, open the light ,water nozzleand apply the agent in a side-to-side motion tocover extinguished fud with the foam liquid.Work fire slowly from right Lo left, applyingPurple-K and light water, extinguishing the firein and around the aircraft fuselage for rapidextinguishment rescue of personnel. Fire villstay out. NOTE: Do not apply Purple-K toolong a period because you cannot see where toapply light water. If any area needs reworking,back up and proceed with the above techniqueuntil all of the fire is extinguished.

AFTER USE:

1. Close nitrogen cylinder valve.2. Remove the cover.

78

3. Open both bleed valves.4. Trip manual latch on dry chemical sphere

and roll sphere counterclockwise (when viewedfrom discharge end) until fill cap is at top.Sphere will latch in this position.

5. Bleed residual pressure of dry chemicalsphere through handline. (This clears handlineof remaining powder.)

6. With pressure dissipated, loosen cap withthe wrench provided on unit and slowly removecap from each container.

7. Refill dry chemical sphere to top. Re-place cap and tighten with wrench. Unlatchsphere and rotate clockwise (when viewed fromdischarge end) until sphere latches in readyposition. (Cap will be approximately at 45from vertical.)

8. Refill light water container as indicatedon Refill Chart on cover, or for completecharge:

Fill light water tank with approximately 50gallons of fresh water with a garden hose, thenpour 5 gallons of light water concentrate intank using funnel provided, replace garden hoseon bottdm of tank and fill slowly, and fill to1-inch of cap opening. NOTE: It is very im-portant to use this method of filling the lightwater tank to insure proper mixing of the solu-tion. Replace cap and tighten with wrench..

9. Replace nitrogen cylinder if gage readsbelow 1,700 psig. To replace: Raise hose boxand install "T" handles. Loosen swivel nut be-tween cylinder and regulator, allow pressu -'e todissipate. Remove regulator. Pull empty cyl.-inder and install full cylinder. gage in up posi-tion. Reinstall ,regulator, tighten swivel nutsecurely. Remove "T" handles and lower hosebox.

10. Close bleed valves.11. Replace cover. Unit is n w t'eady for

operation.

MAINTENANCE:

1. Check nitrogen cyliriderAeplace if below 1,700 psig.

2. Check twin agent nozzlethat they operate freely. Beshutoff is in the closed position

3. Remove cover and mlatch on the Purple-K sphermake sure that it operatescover.

4. Purple-K sphere, should"Re i,y" position when unit is in

presSure daily.

shuroffs to seesure that nozzle:

anually releasee 1.n.d rotate tofreely. Replace

always be in thestandby location.

Chapter 4-AIRCRAFT CRASHES, FIREFIGHTING, AND CREW ENTRAPMENT

5. Protect against freezing. If temperatureis 32°F or lower, unit will have to be kept inwarm spaces on hangar deck, and exchanged toflight deck periodically to maintain it operatipnal.

CRASHES

There are four general classes of aircraftcrashes aboard an aircraft carrier: on deck,catwalk, suspension (over the side), and in thewater. Each Crash must be handled differently,depending on the situation. No standard proce-dure .will apply to all crashes. The primaryconsideration must be for a ready deck for allairborne aircraft. When possible, an aircraftwith a known problem should be landed last.This does not preclude situations that requireimmediate recover;r, such as in-flight fires,4 .6

impending loss of control due to hydraulic sy- -tern failure, toxic fumes in the cockpit, etc.

When time is essential, the easiest Pnd fast--est method is used regardless of additionaldamage that will occur to the aircraft. Whentime is not essential, care is taken to insurethat further damage does not occur. It is im-portant that the Crash Salvage Officer or theCrash Salvage Chief be left in full control ofclearing a crash from the deck. Squadronmaintenance person A. should be outside theperimetei: :their assistance is requested.

Since fire is an ever-present danger in allaircraft crashes, each crash must be ap-proached as though the aircraft was on fire.When an aircraft crashes, the impact is usuallysuch that fuel lines and fuel tanks betomeruptured. If the aircraft is not already on firewhen it comes to rest, fuel fumes are likely tobe ignited by hot engine parts, sparks, orelectrical shorts.

Since the rescue of personnel in a crash isnormally the first objective of the rescue crew;fog-foam nozzles must be trained on the cock-pit area and other .crew stations to protest theplane crew until rescue can be effected. Upondirection from the crash officer, .tlYe hot suitmen move in to effect rescue of personnel.Reszuemen should approach the aircraft withdue regard for danger areas. If the aircraft isactually on fire, these men must be protectedwith fog foam acid water fog as applicable.

Rescue and forcible eLtry is discussed laterin this chapter. Detailed instructions for eachtype aircraft are covered in its technical man-ual (General Information and Servicing section)

and in the U.S. Navy Aircraft Firefighting andRescue Manual, NavAir 00-80R-14.

Catwalk

The rescue of perso' nnel and the fighting offire in crashed aircraft in a catwalk is some-what more complicated than an on-deck fire dueto the difficulty in getting to the aircraft. Thedirection of approach is also limited due to thelocation. Assistance may have to be given torescuemen in getting to the aircraft. There isalso greater danger of ignited fuel runningdown the side of the ship and into the compart-ments below the 'flight deck. Firefighters from

pair parties May be required to aid inhese fires.

,,,:nsion Over the Side

Ail aircraft suspended over the side canpresent a major problem in rescue of person-nel and in firefighting. Care must be taken toprevent the aircraft from being dislodged. Apreventer (line of sufficient strength to hold the

light of the aircraft) must be attached to orpassed ground a part of the aircraft to hold itas soon as possible. Rescue and firefightingoperations may have to be made from thehangar deck. Line should be passed to the air-craft crew to assist them from the aircraft.At times it may be necessary to, send a;rescue-man to the -aircraft to effect the rescue ofinjured, personnel. The method of getting res-cue personnel to the aircraft depends on thelocation of the aircraft, the type aircraft, thecondition of the aircrafts,' etc.

In the Water

When an aircraft crashes into the sea in thevicinity of; the ship which is Underway, the air-craft siren is sounded from primary .111, con-trol. This is followed by "crash in the water(port/starboard) side," passed from primary.fly control over the 5MC announcing circuit.

Whenever flight operations are being con-ducted, the LSO stations a man "on the portwalkway and a man ,on the starboard walkway atthe afterend of the flight deck. Each station isequipped with the following equipment:

1. Two-man liferaft.2. Liferings.3. Dyemarkers,


4..Sealed electric float li7hts (for night orlow-visibility operations only).

These men are instructed to drop this equip-ment, without further orders, into the water ifa crash occurs in the water on their side of theship. The ..quipment must be dropped in thevicinity z.-,/ the crashed aircraft. In no caseshould the equipment be dropped so close to theaircraft or personnel in the water that therecould be danger of its striking them.

Since it it not normally practicable for acarrier to interrupt air operations in order toeffect a rescue, the ship's lelicopter or vesselin company nearc:6t the scene of the crash takesappropriate ration. If the helicopter and vesselin company have not observed the crash, theyare notified by the carrier to proceed withrescue operations.

Most aircraft crashes at sea affect the car-rier flight deck in some way, whether it was anon-deck, suspension over the side, or into thewater crash. Some in-the-water crashes arefrom aircraft that attempted a landing, thencrashed, and continued over the side. A checkof the flicrht deck must be made for damages tothe decit and/or equipment, for parts of thecrashed aircraft, and for injured personnelbefore giving a clear deck for the continuationof landing operations.

Salvage and Jettisoning

As in the combating of crash fires, thezpecifiC action to be taken in clearing the flightdeck can only be determined after an on-the-spot analysiS of the crash situation. In anyevent, the time element usually proves to be avery important factor. Crashes that interferewith flight operations must be cleared by themost expeditious means available.

On-deck crashes that render the landinggear inoperable may be removed by supportingthe aircraft on one or more dollies. Automo-tive type jacks or mobile cranes may be usedto lift the aircraft in order that these dolliescan be placed under the aircraft. The dolliesmust then be secured to the aircraft by meansof lines or straps. The aircraft can then-be--towed or clear of the landing area.

Catwalk crashes and overside suspensionspresent many and varied problems. Dependingupon the situation, various items of crashequipment will be used (sometimes all theequipment available).

80

The steps in recovering a crashed aircraftvary considerably, depending upon the situation.Basically, they will consist of righting the air-craft so that it can be hoisted or mulehauled(bodily dragged) up on deck.

The location, attitude, and condition of theaircraft to be jettisoned, time available to per-form the jettisoning operation, and the equip-ment on hand with which to work are some ofthe problems confronted by the ABH when jet-tisoning an aircraft.

The aircraft to be jettisoned may be in aninverted position on the flight deck, have onewheel in the catwalk, two wheels in the catwalk,or it may have the landing gear completelysheared off.

The 'situation and problems vary with eachaircraft; therefore, no single step-by-step pro-cedure can be given that would be applicablefor use in every case where an aircraft is to bejettisoned. Common sense and resourcefulnessare importmlt assets In such operation.

In general, the jettisoning operation is car-ried out as follows:

The aircraft to be jettisoned is placed on theoutboard edge of the nearest deck edge eleva-tor. The safety netting around the elevatormust be dropped so the aircraft will clear it.If feasible, the ship then executes a high-speedturn to port or starboard, depending on whichside of the ship the aircraft to be jettisoned islocated. The execution of this turn creates alist to the ship which in many cases will besufficient to cause the aircraft to be jettisonelto clear the deck edge elevator, and at thesame time minimizes the. possibility of jetti-soned aircraft becoming fouled in the ship'sscrews.

H the list to the ship created by this maneu-ver is not sufficient to cause the aircraft toclear the elevator, or if it is not feasible tomaneuver the ship in this 'manner, the aircraftmay be pushed clear utilizing the aircraftmobile crash crane.

CREW ENTRAPMENT AND RESCUE

With new, modern aircraft being introducedinto-naval aviation, many design changes haveresulted that affect personnel (Aircrew(s)) res-cue procedures under emergency operations.Supervisory personnel must take it upon them-selves to keep abreast and up to date with thesechanges and modifications as they occur to en-able him to inform and train his crash rescuemen.

Chapter 4AIRCRAFT CRASHES, FIREFIGHTING, AND CREW ,ENTRAPMENT

Lac this information could result in fatal orserious injury to the r'etscueman as well as tothose whom he is attempting to rescue..

Of necessity, this section is general innature and does not include equipment, proce-dures, or modifications for each type aircraft,but rather to illustrate that rescuemen famil-iarization is the responsibility of, and must beaccomplished by, the supervisor in his ever-changing and continuous training curriculum.

The supervisor` should include in his trainingcurriculum as a minimum the following sug-gested topics (per each type aircraft), as wellas information of changes and/or proceduresgained through his own research study, andexperience:

1. Aircraft description.a. General identification of: mission,

crew, engines, armament and ordnance Sores,and type.of ejection system(s).

b. Interior aircraft arrangement: fuel,oil, hydraulic fluid, compressed air, and liquidoxygen tank location and capacity. Location andquantity of ordnance stores.

2. Danger areas:a. Engines (intakes and exhausts). ,

b. Wheels.c. Canopies and ejection seats.d. Drogue gun.e. Weapons.

3. Cockpit entry for:a. Normal conditions.b. Manual ct...-.4itiOns.c. Forcible entry.

4. Prevention of pilot suffocaticn: oxygenmask and helmet.

5. Crew release from seat for:a. Automatic.b. Manual,c. Cut or emergency conditions.

6.% Firefighting techniques for:a. Engine pods.b. Aft fuselage compartments.c. Tailpipe.d. Wheel brake assemblies,

7. Deactivation of:a. Battery.b. En1'ine.c. Ejection seats.d. Canopy.e. Face mask precautions.

8. Special tools:.a. Hoisting slings.b. Jacking instructions.

81.

9. Hoisting and towing under normal andemergency conditions.

10. Crash firefighting criteria:a. Rescue operations are the primary

objective..b. When an aircraft crashes, it is too

late to make a study of the aircraft to deter-mine the best methods of lifesaving and fire-fighting.

c. No fire hazard in or in close proximityto an aircraft is minor nor slight enough4O 1,;:eignored.

d. Be familiar with identification colorsfor aircraft tubing. Should tube cutting be nec-essary, do not increase fire hazard by mis-takenly cutting tubing containing flammablefluids.

e. When entrance is gained, the first stepis to determine crew and environmental condi-tions. Where immediate. hazards ^re beyondcontrol of rescuemen and time is limited, re-move aircrew at once. In other cases it maybe necessary or practical to reduce hazardsfirst and thereafter remove personnel.

f. In a cfrashed aircraft, it is of immedi-ate importance to see the masterswitch (bat-,tery switch) is placed in the "OFF" position.

g. The fastest removal-fro-m Safety beltand shoulder harness is to operate the releasecatch itself, not cut the belts.

h. Extreme care mustbe taken in re-moving a'rcrewm-;mbers if they appear to beinjured; .owever, in no case should rescuemendelay in removing victims from dangerouslocations, as them 'Is always, danger of flashfires.

i. Medical assistance should be intro-duced at the earliest possible time. Do notassume that occupants are uninjured or thatthey are beyond help.

j. No part of the aircraft stru.:t.:re shouldbe moved unleSs it is absolutely' essential torescue operations.

FORCIBLE ENTRY TOOLS

Whenever pmEtsible, access by means of dooropenings rsr hatches should be used when res-cuing flight crew personnel from crashed air-craft. These door openings and hatches may beopened from both inside and outside the air-craft, Cockpit canopies ead emergency escapehatches are equipped with emergency releasemechanisms. These release mechanisms maybe operated from both inside and outside the


aircraft. When actuated, most emergency re-lease mechanisms allow the entire canopy,cockpit enclosure, door, or hatch to fall away.Thus, easy' and speedy exit or access isfacilitated.

If the emergency releases fail to operate,it becomes necessary to forcibly enter thecockpit. To accomplish this, in case of a_Plexiglas or safety glass type canopy, use ismade of a standard hatchet-size fire ax.

Direct the pointed end of the ax on the can-opy near the center of the bow. One healthyblow will knock a hole through the canopy.Chop down from the hole toward the sill, thenalong the frame. The canopy glass will breakup into large pieces. If the aircraft is on fireand the canopy is soft and sagging, apply CO2to harden it before chopping. At normal tem-perature, CO2 is not.needed.

Extreme calltion must be observed whencanopies covering ejection seats are shat-tered, lest the blows actuate sear ejectionmechanisms.

A Lou' '.:_ole, electrically-powered metal cut-ting saw of the type carried on the MB-5 crashrescue truck may be utilized when forcibleentry of a nearly-all-metal type canopy is re-quirk!. :If a portable power saw is not avail-able, the metal canopy can be chopped throughwith an ax and ripped apart with a Halligan tool.

Each activity that supports flight operationsshould designate one or more crash rescue,,.vehicles to carry and be equipped with rescueand forcible 'entry equipment. The TAU vehi-cle, where provided, is ideally constructed as arescue vehicle. Tile designated vehicle or ve-.hicles should contain equipment suitable foreither normal or forcible rescue of aircrewpersonnel.

The power saw and portable generator equip-ment includes a carriable generator rated at2.5 kw, 180 hertz, 230-volt, 3-phase a.c.; a

10-inch circular s-w; and two 500-watt flood-lights and necessary cable and connectors. Thecurrent produced by the generator permits op-eration of power tools under severe conditionswhich would stall conventional equipment, andalso permits the use of more compact, lighterweight tools. Tools, l; '-ts, switches, and con-nectors are explosiol oof and weatherproof.The generator, which is also weatherproof, hasfour service outlets; two outlets supply 230-volt,3-phase a.c. for the circular saw, the other twofurnish 110-volt a.c. for the floodlights andother conventional tools.

NOTE: This power forcible entry equipmentshould be subjected to rigid and frequent in-spection for operation and should also be re-stricted for the exclusive use of aircraft fireand rescue operations.

SOURCES OF INFORMATION

As stated previously, there are many differ-ent sources of information available concerningaircraft fire/rescue. The senior ABH will findthese sources very valuable in maintaining aneffective training program for fire/rescuecrews aboard ship, as well as on shore stations.These sources include, but are not limited to,the following:

1. NavAir 00-80R-14, U.S. Navy Aircr*ftFirefighting and Rescue Manual. The CrashCrew information charts in sections '6 and 9are of special interest for rescuemen.

2. Type Aircraft Technical Manual-GeneralInformation and Servicing section.

3.. Squadron and/or Base Aviation SafetyOfficer.

4. NavAir Instruction 11320.8, Aircraft Fire-fighting and Rescue Training Course Outline.

5. Navy Safety Center, Norfolk, Virginia.6. NavPers 10300-B, Aviation; Boatswain's

Mate H 3 & 2.

CHAPTER 5

SHIPBOARD FIREFIGHTING

The handling of casualties such as the fight-ing of shipboard fires, the accomplishment-of/emergency repairs, and the maintenance ofwatertight integrity are accomplished by repairparties, which are an integral part of the damagecontrol orgainzation.

Every, division and man aboard ship is cmcerned' with some aspect of damage control.Your success as a leading petty officer in thedamage control organization depends on yourcomplete understanding of the zystem and theability to help fit its parts together so that theywork properly. In order to do this, you shouldhave a good fundamental knowledge of the dam-age control organization as it works in battle

COMMAND

and in normal day-by-day routine. (See fig.5-1.)

The damage control organization consists ofDamage Control Central and the repair parties.The Engineering Officer, as the Damage ControlOfficer, is responsible for damage control. TheDamage Control Assistant, who is under theEngineering Officer, is respor ible for estab-lishing and maintaining an effective damagecontrol organization. Specifically, the Dam-age Control Assistant is -responsible for thefollowing:

1. The prevention and control of damage,including control of stability, list, and trim.He supervises placing the ship in the material

DAMAGECONTROL

ENGINEER NGCONTROL

WEAPONSCONTROL

ELECTRONICSCASUALTYCONTROL

PRIMARYFLIGHT

CONTROL

L1

I

REPAIR I REPAIR 2 REPAIR 3 REPAIR 4 REPAIR 7 REPAIR 5 I [ REPAIR E. I REPAIR 8 AVIATIONFUEL

REPAIRTEAM

CRASHAND

SALVAGETEAM

BATTLEDRESSING

MAINBATTLE

DRESSING

BATTLEDRESSING

BATTLEDRESSING

NOTE;

CHAIN OF COMMANDLIAISON/REPORTING

BATTLE DRESSING STATIONS WILL VARY W H DIFFERENTCLASSES OF SHIPS. APPLICABLE STATIONS FOR A SPECIFICSHIP MAY BE MODIFIED AS NECESSARY..

Figure 5-1.-A typical damage control battle organization.

83

AB .601


condition of closure ordered by the command-.ing officer.

2. The training of the ship's personnel inearnage control, including firefighting,' emer-gency repairs, and nonmedical defensive meas-ures against gas and similar weapons.

The General Emergency Bill sets up thenecessary staffed organifation for controlling.the effects of any shipboard emergency, such ascollision, explosion, or fire, either in port orunderway. The biil is based on the ship's regulardamage control organization. The engineeringofficer is responsible for maintaining the billso that it is current and ready for execution atall times.

Fires occurring during action or while theship is at general quarters, with a full crew onboard, are handled as kbattle casualty. Thesefires, which may occur in port or at sea, aJ.efought by repair parties and personnel in thevicinity, under the direction of damage controlcentral, or the air officer (for fires in aircraftand aircraft parking areas). When afire occursin poi and there is a partial crew on board, theduty fire party will take over.

Repair party personnel, members of theprimary shipboard firefighting units underway,always go to their P: efieral quarters station onfire call. On some sA.ips, the General EmergencyBill may designate the in-port fire party as theprimary firefighting unit. Repair party personnelassigned to the in-port fire party proceed to thescene of the fire with assigned equipment.

The in-port fire party is Composed primarilyof personnel in the regular damage control re-pair parties, with each duty section having aneffective firefighting force. Heads of depart-ments, division officer, and leading petty offi-cers concerned should consider training andexperience of repair party personnel in makingassignments, in accordance with the g ralemergency ;Jill. Care must be exerced toavoid assigning personnel1 of the in-port fireparty to additional details or to other duties inport which require, absence from the ship.

Repair parties provide the only personnelimmediately available to fight fires during ac-tion. Other personnel must leave their primaryduty should they have to fight afire. It is .essen-tial that a systematic procedure for fightingfires be established. Loss of valuable timewill result if the decision as to the met'.2od to beused in fighting a fire is not made immediately.

MeMbers of a repair party will generally beassigned to firefighting positions as1follows:

84.

1. Hosemen.2. Plug man.3. Access men.4. Foam proportioner operator.5. Fbain supply men.6. Portable CO2 men.7. Oxygenbreathing apparatus.and aluminized

fire-protective clothed men.8. Tenders _for men wearing breathing ap-

paratus and aluminized fire-protective clothing.9. Ventilation detail.

The senior man in the firefighting party isdesignated as the group leader. His first dutyis to get to the fire quickl, , investigate and de-termine its nature, and supervise his team infighting the fires. He :nust make decisions asto whether additional or different equipment isrequired, and also the number of personnelrequired for fighting the fire.

Although firefighting is one of the most im-portant functions,, the repair parties have otherduties for which they must organize and train.Some of these are chemical warfare defense,radiological, defense, biological defense, inves-tigation of damage, making repairs, etc.

The number and the ratings of men assignedto a repair station, as specified in the battlebill, are determined by: (1) the locale of the..station, (2) the "p .Aion of the ship assigned tothat station, and (3) the total number of menavailable for all stations. All repair stations onaircraft carriers normally have men in the DC,HM, and EM or IC ratings assigned to them.

Each repair station will have an officer incharge. The second in charge of a repair sta-tion is, in most cases, a chief petty officer whois qualified in damage control and is capable oftaking over the supervision of the repair party.

A set of operating instructions should beposted at each repair station. In general, theseinstructions will include the following:

1. Purpose of the repair party..2. Specific assignmentS of spaCe for which

the party is responsible.3. Instructions for assignment and stationing

of personnel.4. Methods and procedures of communica-

tions.5. Sequence of command' and procedures.6. List of basic damage control bills.7. Instructions for handling equipment such

as sprinkler systems, lighting, fire doors, etc.8. Functions of NBC defense and the decon-

tamination of personnel.

Chapter 5SHIPBOARD FIREFIGHTING

9. An inventory list of all damage controlequipment provided for the repair party.

The organization of a repair party should besuch that maximum utilization of the specialitieSof the men assigned to it is realized. Thougheach man in 1. party is assigned specific dutiesin the organization of the repair party, his re-sponsibilities are not limited to these specificduties. He must perform such other duties asare assigned to him by the officer or petty offi-cer in charge of his party, crew, etc.

In addition to the ship's eight repair parties,there are two repair teams in the Air Depart-mentthe Aviation Fuel Repair Team and theCrash Salvage Team. These two teams consistof personnel highly trained. in the maintenanceand repair of fuels systems and aircraft fire-fighting and personnel rescue. They work inclose coordination with, and may be called uponto assist, other repair parties.

Repair 1 is responsible for 'firefighting anddamage control inthe hangar deck area. In somecarriers such as the larger CVA's, this repairstation is divided into three 'substations orgroupsRepair 1.F (hangar deck forward); Re-pair 1B (hangar deck amidships); and Repair lA(hangar deck aft). In others, such as certain ofthe smaller CVA's and CVS type carriers, onlytwo subdivisions (Repair 1Fhangar deck fru--ward; and Repair IAhanger deck a.ft)Imay befound. The basic difference in these organiza-tions is that the hangar deck forward area is

`subdivided into hangar deck forward and hangardeck amidships in the case of thelarger CVAtype carriers. 1

Since men from the ABH rating are normallyassigned to the hangar deck forward and hangardeck amidships stations, only these two stationsare discussed here, and they are discussed to-gether. On most carriers, the hangar deck aftstation is manned primarily by personnel fromAIIVID department. This station's responsibili-ties are similar to those of the forward stationor stations.

HANGAR DECK CREW

The` Hangar Deck Officer (V-3 Division Offi-cer) is normally responsible for the 1F and IBrepair stations. In addition to the ABH, menfrom the MM, DC, HM, and EM or 'IC ratingsare normally assigned to these repair stations.The Hangar Deck Chief is second in charge ofthe party. The hangar deck crew is responsible

85.

for the operation of assigned fireghting equip-ment such as the hangar sprint: ter systems,water curtains, high capacity fog foam (HCFF)

_monitors and handlines, aircraft elevators, con-flagration stations in hangar bays 1 and 2, andthe hangar separation .ballistic doors. If thehangar deck is involved in a fire, the HangarDeck Officer is charged with the safety of per-sonnel and equipment and the activation of theappropriate firefighting equipment.

FLIGHT QUARTERS

Repair 1F and 1B will not be fully mannedduring flight quarters unless specifically or-dered by the air officer. The partial manning ofthis repair party during flight quarters nor-mally consists of manningthe conflagration sta-tion in each hangar bay area assigned to therepair party. Two men are normally utilized inmanning each station. One man serves as talkerand controls operator. The other man assignedserves as a ,roving patrol for the hangar 'bayarea served by his assigned station.

GENERAL QUARTERS

During general quarters, Repair IF and 1Bd.re responsible for the material condition ofthe hangar deck structures and the hangar deckmachinery and firefighting equipment fol .vardof and including the after hangar bay doors(division doors). This includes the aircraftelevator machinery, platforms,.roller curtains,elevator doors, hangar bay doors, and such fire-fighting equipment as CO2 extinguishers, foammonitors, hangar deck sprinklers, and othersea water outlets.

This machinery and the equipment, otherthan the aircraft elevators, are normally op-erated by members of these repair partiesduring general quarters. The elevator safety-men and the men manning the elevator machineryspaces are usually members of these repairparties. The material condition and the opera-tion of the hangar deck lighting system are alsoa responsibility of Repair 1F and 113,

FIREFIGHTING EQUIPMENT

The hangar deck of an aircraft carrier is oneof the most ,f,a-igereus fire areas on the. ship.There is Cwayp a large quantity of fuel in the,aircraft spotted there with the ever-presentdanger of leakage. Aircraft must be spotted

.AVIATION BOATSWAIN'S MATE H 1 & C

very close together, which can present a prob-lem .in getting to the source of a fire. Due tothe ever-present danger of fire and the difficultyof reaching it, most of the firefighting equipmenton the hangar deck can be opt.rated by remotecontrol. These remote controls are located inthe conflagn,tions stations.

Conflagration Stations

A conflag station is provided in each hangarbay. This station must be manned at all timesby fully qualified personnel. These men areresponsible for the proper and timely use offirefighting equipment on the hangar deck thatcan be operated by remote controls installed intheir stations.

Each hangar foam monitor control is dupli-cated in the conflag station. An open-closepushbutton is located in the conflag for eachmonitor in the same bay with the conflag station.On ships which have hangar division doors, amaster switch and remote indicating lights areprovided for starting all monitors inthe adjoin-ing hangar bay(s). No close position is providedwith the master switch(es). In instances whenit is necessary to resort to the use of the masterswitch, starting of the remote foam system willenergize the indicator lights associated with themaster switch.

There are also controls in the conflag sta-tion for the operating of the hangar division(fire) doors, elevator doors, and lighting sys-tem 'associated with the hangar bay in which itis located.

Ballistic Doors (Fire Doors)

Fire or division doors are large metal dooraathwartship that are used to divide tha hangardeck into sections (bays). This compartmen-talizing of the hangar deck facilitates the isola-tion of hangar deck fires and/or NBC contami-nation. Also, as their name implies, they limitthe ballistic damage on the hangar deck due toexplosions. Hangar deck personnel must insurethat no aircraft or equipment is spotted in sucha manner that blocks the operation of thesedoors.

High Capacity Fog FoamMonitors and Handlines

The hangar, deck foam hose stations arelocated alternately port and starboard in the

86

general vicinity of the injection stations fromwhich they are supplied. Equipment at each ofthese stations consists of one 3 1/2-inch andone 2 1/2-inch foam nozzle with quick-actingshutoff valve, stream shaper for each nozzle,150 feet of 3 1/2-inch and 100 feet of 2 1/2-inchcotton rubber-lined hose; 100 feet of each sizehose should be connected to the foam serviceoutlet valves ready for use. The monitor sta-tions are fitted with a 3 1/2-inch outlet and a2 1/2-inch hose valve. A swivel type monitoris connected to the 3 1/2-inch outlet. Monitorsare fitted with 3 1/2 -inch fog-foam nozzles andstream shapers. These nozzles do not containquick-acting shutoff valves. A 2 1/2-inch foamnozzle and stream shaper are also provided ateach monitor station: Thee 2 1/2-inch firehosefor these stations is obtained,as required,fromadjacent fireplugs.

A pushbutton is provided adjacent to themonitors for operating the station. In order toprevent in dvertent operation of the station, thepushbutton is fitted with a sheet-metal enclosufn.

Each hose or monitor station is connected tothe injection station by the X50J sound-poweredtelephone circuit.

A buzzer is provided at each outlet for call-ing the injection station. The conflagration con-trol station can call each injection station sup-plying outlets in the same or adjacent hangarbays by means of a selector switch.

Generally; where the fire is over 40 or 50feet frem the monitor,the stream shaper shouldbe put on the nozzle to insure that the foam willreach the fire. The stream shaper cannot beplaced on the nozzle while it is in operation.Operating the pushbutton controlling the valvein the monitor supply branch is the only actionrequired to put the monitor in operation.

The monitors may also be put into operationfrom the second deck by means of the manualcontrol in the solenoid which operates the 4-inchvalve. This means of operation should be re-served for large fires which inalse local controlof the monitor remote control from the confla-gration station impossible or where elE..t.ricalcontrol fails. Since*liangar conflagrations arealways a possibility whenever fueled aircraftare present in a hangar, the monitor shouldalways be trained athwartship at the angle ofelevation (or depression) calculated to give thegreatest coverage without undue impingement onthe overhead or parked aircraft.

The monitors can operated with little orno decrease in efficiency, with the barrel


removed from the yoke. Removal of the barrelwill decrease the length about 15 inches and willpermit the monitor to be trained athwartshipwith practically no interference to planes parkednearby. The threads on the monitor yoke arethe same as those on the barrel so the changecan be made without any alterations. There area few monitor stations-which are recessed along-side of bulkheads. Retention of barrels onthesemonitors will be necessary in order to avoidblanking off portions of the area protected.

Firefighting

NOTE: In the. event of fire in the hangar,the FIRST and IMMEDIATE' response will bemade by the Shipboard Winned Agent Unit(SBTAU).

As has been previously stated, foam serviceoutlets are installed fore and aft of the hangar,port and starboard. The 3 1/2-inch foam}serviceoutlets at these stations are not fitted with moni-tors. A study of fires which have occurred onaircraft carriers reveals that the majority offires take place at or near the midship section,leaving the fore and aft ends of the deck rela-

. tively safe for the launching of firefighting op-erations after any initial blasts have subsided.It is intended that spare firehoses and nozzlesbe stowed behind bulkheads in sheltered spacesclose to these fore and aft foam service outlets.It has also been determined that satisfact-wyprogress can be made in hangar deck firefight-ing where fire, parties advance from the foreand aft ends 'and simultaneously converging onthe fire' with high-capacity foam gear., Asprogress is made toward the fire, supplementaryfoam' lines can be-operated from other, foamservice outlets made accessible in the courseof the advance. Operations of the monitor nozzlefoam streams and lines'but of range as a resultof the advance should be secured by the fireparties as soon as possible to prevent too greata drain on the system.

It is not recommended that the hangar sprin-kling system be operated while using the foamsystem. The sprinkling system can .be usedeffectively to control the intensit, 'of a hangarconflagration ,should events prevent immediateapplication of fog foam. It should be securedimmediately when the) fog -foam system isStarted. The capacity of the ship's pumps is.not suffi...dent to supply both. the hangar sprinklingsystem and the fog-foamsystem simultaneously

87

of pressures required 'for efficient operation.Judicious use can be made of the hangar sprin-kling system for cooling downthe structure afterthe fire has been extinguished. Extreme caremust be exercised while doing this to preventthe foam blanket from being broken up to theextent that reflashes may occur.

When general, fire, or flight quarters aresounded, all foam injectica stations should bemanned and foam proportioner pumps primedand placed in operating condition. If fire de-velops On the hangar deck, water curtains atboth extremities of the area involved should beplaced in operation; and hangar doors should beclosed to form a boundary for the fire. Foammonitor nozzles covering the involved areashould be turned on, thereby reducing the tem -.peratures within the area and furnishing a foamblanket. If fire or other damage makes foammonitor nozzles within the involved area inop-erative, the 2 1/2- and 3 1/2-inch foam lineslocated forward and aft should be advanced intothe involved area to extinguish the fires. Whenthe fire is beyond the reach of the 3 1/2-inchhose lines at the fore and aft ends of the hangar,the hoses should be brought up and connected tothe nearest operable monitor outside the in-volved area. The use of the stream shapers onthe portable lines will be dependent upon theseverity and extent of the heat wave created bythe fire. They should not be used at close rangesince the foam is delivered with such force to alocalized area that it tends to break up the foamblanket. Monitor nozzles should be shut downwhen mopping up (with the 2 1/2-inch linesY hasbeen started, and the water curtains should becut off as soon as all fire has been extinguishedand the involved area suffipiently cooled to' becertain that no.flashback will occur.

The reflash watch should tnen be set with asmuch equipment as was used at the end of the

New crews should be assigned with leaderswho were onthe original fire party (when possi-ble). A maximum effort should be then made toreservice the foam injector stations. Some sortof effective security from the crowd which col-lects should be established.The foam blanketshould be kept intact as long as necessary to in-sure that the heat retained in the metal decks,etc.,. does not cause reignition. Remember,foam also insulates and prevents rapid dissipa-tion of the heat. One method of determining theheat retention of decks, etc., is to check themetal temperatures onthe backside of the metalplates that were involved in the fire area.


Movement of AircraftFrom Fire Areas

Movement of aircraft from or on the hangarduring a hangar deck fire is severely re-

stricted. Once a fire starts, the division doorsmust be closed and no aircraft can -be moved.Aiicraft may have to be moved on the hangardeck to provide access to a fire in a impart-ment whose entrance is frohi the haLou, deck.At times it may also be necessary to move air-craft' away from a potentially hazardous areasuch as a large fuel spill:

At times when jet-engined aircraft aretaxied directly onto an elevator and lowered tothe hangar: deck, a fire may occur in the engineor engine bay from excess fuel when the engineis shut doqri. When the fire is in the enginetailpipe; the fire normally can be extinguishedby dry ruriiiing the edgine, using a starter unit.When the aircraft is on a center-of-the-deckelevator, the elevator must be raised to theflight deck level to perform this operation. Ona deck edge elevator it may be performed onthe hangar deck level. When the fire is not inthe engine but in the engine bay or fuselage,CO2 must be introduced through one of the firedoors to extinguish it. Some carriers may re-quire that an aircraft fire of any nature uponengine shutdown on the hangar deck be sent tothe flight deck level.

The ship's instructions should cover the pro-cedures to be ,taken in regard to hangar deckfires. The hangar deck chief and ieading POshould be familiar with these instructions andthe procedures for extinguishment of, fire in alltypes of aircraft that may be assigned to theship.

FLIGHT DECK CREWS

In a fire or other emergency situation, theflight deck crews will keep in mind their pri-mary function as aircraft handlers, moving air-craft that hinder firefighters from controllingconflagrations or aircraft that would otherwisebe damaged by fire; however, they must beready for immediate response to fire and/oremergency situation either by taking the properaction personally or in direct' support of theCrash Salvage Team

NOTE: The primary duties and responsi-bilities of the Aircraft Crash Salvage Team arediscussed in chapter 4 of this Rate TrainingManual.

88

FLIGHT QUARTERS

Duringflight quarters, the major concerns ofthe Crash Salvage Team are the handling ofcrashed aircraft and the manning of key fire-fighting equipment and/or apparatus, while twomen dressed in aluminized fire-protective suitsstand by in the fly two area or as directed bythe Crash Salvage Officer.

The Air Officer is charged with the generaldirection in the handling of all crashes whichoccur; the Flight Deck. Officer is charged withthe general super ,*.sion of The flight deck in thevicinity of the crash or emergency area.

A medical officer (flight surgeon), and oneor two HM's are on duty on the flight dSckduringflight quarters in order to render first. aid topersonnel involved in mishaps related;ib flightoperations.

GENERAL QUARTERS

During general quarters, the Crash SalvageTeam becomes part of the damage controlorganization. (See fig. 5-1.) The damage con-trol organization is necessarily an integral partof the engineering department organization. Thedamage control assistant is charged with theoverall coordination of all damage controlmatters.

These teams are peculiar to aircraft carriersand ships equipped for manned .helicopter op-erations. On aircraft carriers, an officer orchief petty officer of the air department is incharge.

On ships equipped for mars 'ad helicop` roperations, the appropriate deck, engimeermg,and damage control personnel are assigned.

The men assigned to these teams should betrained and drilled in the following:

1. Methods of, investigating and reportingdamage.

2. Controlling and extinguishing fireS.3. Isolating damage to piping systems.4. Rescuing personnel and caring for the

wounded.5. Operating all .types `of damage control

equipment.6. Correct setting of material conditions of

readiness.

EQUIPMENT

Some of the equipment and firefightirr Ap-paratus related to flight operations on th. Alight


deck is similar to the equipment previously de-scribed for the hangar deck crews. The highcapacity fog foam (HCFF) stations on the flightdeck correspond to those on the hangar deck andare supplied with foam/sea water solution fromthe injector station below decks. The firepluglocations are placed so that the best deck cov-erage is available. Other equipment includesthe SBTAU (Shipboard Twinned Agent Unit),portable CO2 and P-K-P (dry chemical) ex-tinguishers, and MB-5 crash rescue trucks. Ason the hangar deck, .in the.event of fire on theflight deck, the FIRST and IMMEDIATE re-..sponse will be made by the MB-5, until the thirdgeneration TAU is available throughout thefleet(i.e., 1973-1974)..

WATER W ASHDOWN SYSTEMS

Due to the exposed nature of the flight deck,over which the Crash Salvage Team has re-sponsibility during general quarters for damagecontrol. purposes, personnel. assigned to thisteam must have a thorough knowledge of nuclear,biological, and chemical warfare. Drills con-ducted by the Crash Salvage Officer should em-phasize training in these matters as well asstandard damage control procedures.

The purpose of the washdown system is tohelp minimize the effects of the radiation haz-ards of radioactive fallout by creating a sprayof water over the entire flight deck and flightdeck/area. There are two types of systems be-ing utilized, and are as follows:

1. The permanent system. This system con-sists of an arrangement covering the entire flightdeck and consists of flush deck type nozzleswhich are fed by piping installed under the flightdeck. During an actuality, word will be passedfrom the carrier's DCC (Damage Control Cen-tral), . "Commence water washdown." Supplyvalves feeding the system are then turned on,putting it into operation.

ShipAlt_3410 provides for a light water capa-bility for fhe water washdown system as a fire-fighting option of the permanent systems only.Briefly, this water washdown/light water fire-fighting system is as follows:,

a. The flight deck portion of the wash-down countermeasures system, depending oneach particular flight deck, is rearranged into12 to 20 zones. Each zone is 125 feet long andcovers approximately half the width of the flightdeck. Additional sprinklers are provided tocover the after end of the flight deck, and any

89

other flight deck area which would not be cov-ered during a condition of zero relative wind,at the rate of 0.06 gallons per minute per squarefoot.

Existi'.g plastic piping in the flight deckareas or zones must be replaced with suitablemetallic piping.

b. All existing HCFF (High Capacity FogFoam) 300-gallon protein foam concentratetanks are replaced with 600-gallon stainlesssteel (CRES) tanks for the stowage of the fluoro-carbon concentrate, and the original stowageracks.and equipment are removed for the refillsupply of protein foam concentrate. Refill ofthe fluorocarbon concentrate is accomplishedby a 1 1/2-inch fire hose connection near thetop of the tank.

c.. Positive displacement pumps are in-stalled on a one tank-one pump-one zone basisto inject the fluorocarbon concentrate at therate of 6 percent, pluS or minus 1 percent, intothe saltwater supply lines to the washdown sys-tem. An exception is the fantail sprinkling/aftermost zone of the flight deck, which may beserved on a one tank-one pump-TWO zonebasis.

d. Duplicate control panels are installedinoth Primary Fly Control and the ship's pilothouse. These panels are laid out as flight deckdiagrams, with the controls for each zone in thecorresponding zones of the panels.

Pushbutton controls are providedfor operat-ing any zone as a water sprinkling system (wash-down), or as a Light Water firefighting system(i.e., separate buttons for sprinkling group con-trol and for injector pump control).

Indicator lights for each zone are also pro-vided to show SALT WATER ON, INJECTORON, and /INJECTION OFF. INJECTION OFFmust be wired to function only when SALTWATER ON is lighted. A lockable, two-positionmaster switch, as part of, or adjacent to eachpanel, must be. installed. This switch musthave sections wired in series with the SALTWATEI ON buttons of the local panel.: Thisswitch is also wired to sound an alarm in theship's Damage Control Central.

The fantail sprinkling system is controlledby independent controls installed in the je'z en-gine test stand control cubicle on the fantail.

The HUFF, (High Capacity Fog Foam) gen-erators opeate independently of the waterwashdown/light water firefighting system; how-ever, deliver proportioned saltwater and fluoro-carbon mixture for firefighting operations.


2. The interim system. This system is in-stalled on the older type carriers or carriersthat do not have the permanent provision Theinterim 'system is portable sinceflight deck op-erations cannot take place with the system in-stalled. This system consists of quick connect-ing, lightweight aluminum pipes with spacednozzles. Each array or pipelines are laid outathwartships at about 40-foot intervals. Theneach array is attached to tha deck edge fire-plugs by a short length of fire hose. Additionally,each array must be secured to the aircraft tie-down padeyes to prevent them from being blownabout by the wind. The standard protectivecovers that are provided for aircraft should beinstalled on each aircraft on the flight deck(time permitting) to prevent salt water and/orcontamination from getting into the aircraft.

FLIGHT DECK REPAIRS

After any aircraft crash, the flight deck mustbe checked for and cleared of any loose gearand parts. Any damage to the deck that wouldaffect the recovery of aircraft must be tempo-rarily repaired.

Methods of effecting temporary repairsshould be studied, and materials for makingrepairs should be assembled, prefabricated,and stowed in the most convenient locations.Drills should he conducted to familiarize thecrash salvage team (flight deck crews) in thelocations and methods of assembly and use ofthe prefabricated materials.

Due to the wide variation in the extent ofdamage to the flight deck, prefabricated patchesof various sizes must be provided. Certainsmall holes in wooden decks may be effectivelyrepaired with fireproof plywood strips. Stripsthat are 12 inches wide, 4 feet long, and 1/4 inchthick are provided in the flight deck repair

90

locker for this purpose. They would be laidover the damaged area and nailed in place with4d wire nails.

Many holes in flight decks may be repairedby covering them with steel plates.' Plates ofvarious sizes should be provided.. Plates to beused in repairing wood decks should have 5/16 -inch holes drilled along the edges. These platesmay be secured to wooden decks by using 60dnails which have been cut into two parts. Onlythe part bearing the head is used. The cut endof this part is flattened prior to use. Platesthat are to be attached to metal flight decksmust be welded. The edge(s) facing approachingaircraft in the landing area must be welded in aContinuous bead to prevent the possibility of en-gagement of an aircraft arresting gear hook.The opposite edge (forward) can be tack weldedunless additional strength is required due to thenature of the damag,.d area. In the latter situa-tion, continuous bead welding is necessary.

Hol-es that cannot be covered with a singleplate may be patched with a series of plates.Additional strength members (I-beams) must beadded. When flight operations have been com-pleted, tile temporary patch can become a semi-permanent one by welding an I-beam to the webof the new temporary deck beams and the per-manent deck beams.

Detailed instructions for making temporaryand semipermanent repairs are covered inchapter 9880, Secti)n 3, NavShips TeChnicalManual, Stock Number 0901-883-0002.

Small cuts and gouges in wood flight decksthat have splintered edges should be smoothedout using an adz. As an alternate to the use ofwood or metal plates for temporary repairs ofgouges to wood deck planking in the landing area,latex underlay may be utilized. This should beapplied in accordance with instructions given inchapter 9140, Section 5, NavShips TechnicalManual, Stock Number 0901-140-0002.

CHAPTER 6

ADMINISTRATION

By definition a supervisor is one who is re-sponsible for and directs the work of others.This means that the leading AB must actuallyoversee and instruct the men under his super-vision. A mere inspection of the accomplishedwork is not supervision. TIT function of super-vision is not considered to have been fulfilleduntil positive action has been taken to improvea program, to expedite a process, or otherwiseimprove a given situation. The supervisor hasatreniendous responsibility when all facets areconsidered. He must satisfy the demands ofhis .Superiors, he must keep his men busy andcontent in their work, and as a check on 'him-self, must constantly analyze his abilities inthe job to determine if he is successfully ac-complishing the goals of an instructor, leader,and administrator.

MANAGEMENT OF SHOPAND PERSONNEL

As an AEH1 or ABHC, you, will have newsupervisory duties whil.h will require a greaterknowledge and ability in adminiStratiVe dutiesand procedures. The job of supervising, is amany-sided task. It involves the procurementof equipment, repair parts, and other necessarymaterials; planning, scheduling, and direciingwork assignments; maintaining .an adequate fileof applicable references and technical manuals/publications;, maintaining the required logs andrecords; makingt reports; and carryitig on aneffective, and scheduled training program.

Some typical duties and responsibilities areas follows:'

Getting the right.man on. the job:.2-.'"Using.and placing materials economically.-a. Preventing accidents and 'controlling haz.-

ards,4. Keeping morale at a high pitch.5. Maintaining quality and .quantity .of. work

accomplished.6. Maintaining accurate and up-to-date rec-

ords and. reports.7.. Maintaining discipline.S. Planning and scheduling work.

9. Procuring tools and equipment to. do thework intended'.

10. Giving orders, making decisions.11. Checking and _inspecting jobs of men.12. Promoting good teamwork.Some of the above techniques will:have been

learned thrt. Nigh past' experience; others willhave to be learned during. the actual supervisionof the division. Still other techniques may belearned frOm self-study courses and technicalpublications. The purpose of this chapter is toacquaint the new superviSor with some of themore important aspects of supervision. .

Briefly, the objectives of shop supervisionare as follows:

1. To operate, with maximum efficiency andSafety

2. To operate with minimum expense andwaste.

3. To operate free. from interruption anddifficulty.

Personnel that are under your supervisionmost always -be made aware of the dangers in-volved while working around the machinery orthe aircraft aboard a Carrier. They must movequickly, efficiently, and safely.

--While theses are Itthe-10imary. objectives' ofsupervision,-it rs well for the'ABH1 or ABHCwho 'may be assigned these duties to keep in.Mind the fact that. his assignment is importantto him, personally: jt affords him an excellentopportunity -to gain practical experience -towardeventual advancement to ABCS and ABCM.

AsuPOrvisOr should know his men's limita-tions and capabilities in order to get the mostwork out'of them. He 'should utilize the..-capa-.bilitieS of his best men 'in a 'twofold manner. Ifat all possible he should aSsign a well-qualifiedman to do a certain job.' and add 'to. the teamother individuals who are lesS 'qualified. butwho are profeSsionally ready for advanced on-the -lob training.

'The: supervisor must anticipate the, eventualLoss of his- most experienced workers throughtransfers, discharges, etc., and offset this bythe establishment -of an effective and continuing.training program.: In addition to raising the

91


skill level of his division, the training programwill insure that personnel, otherwise qualified,will be ready for the advancement examination.

A safety program must be organized andadministered if the division is to function effi-ciently. Current Navy directives and local poli-cies are quite specific as to the establishmentof safety training programs. A worker is notmuch good to anyone if he is laid up in thesickbay.

The keeping of accurate and complete rec-ords is another factor in the efficient operationof a division. This includes records of usagedata, work accomplished, and personnel prog-ress. The most efficient recordkeeper is onewho ha's enough records without having his filesbulging with useless and outdated material.

The supervisor has responsibility for order-ing sand accounting for. spare parts and mate-rial. He must impress upon his men the needfor being thrifty in the use of these materials.The efficiency of .any operation is directly re-lated to the relative expense involved. Thereare many ways to economize, and the super-visor and his senior petty officers should al-ways be on the alert for opportunities to pointout these ways_ to the less experienced indi-viduals.

Methods of avoiding waste and unnecessaryexpense should be included . in the trainingprogram. V

MAINTENANCE SHOP

A smooth running ,maintenance program de-pends largely upon the extent to which the main-tenance shop files and equipment are maintained.Equipment in good working order, tools in goodshape and of the proper type and quantity, andan up-to-date file of applicable publications areall important factors indicating a smoothly runmaintenance shop. .

The shop functions may be further smoothedby the judicious delegation of authority to indi-viduals next in seniority to the supervisor. Thedelegation of authority does not relieve the su-pervisor of the final responsibility for workaccomplishment. It is primarily a means ofrelieving the superVisor of details. A super-visor who allows himself to become too in-volved with details loses his effectiveness 'as asupervisor.

A system of stowing tools must be devised.An efficient system cannot be set up without

92

firsi determining from allowance lists whattools will be required for satisfactory operationof the shop. The place for all tools should bemarked or otherwise specified, and those notbeing used should be kept in that place.

The shpp layout plan should make provisionsfor an information or bulletin board upon whichmay be posted safety posters, maintenanceposters, instructions and notices, plans-of-the-day, and such other information as is appropri-ate from time to time. The bulletin boardshould be located in a prominent place in theshop, preferably near the entrance where every-.one assigned will have to pass it at some timeduring the day. Material on the bulletin boardshould be changed frequently, expired noticespromptly removed, the current plan-of-the-dayposted early, and other posters and materialrotated periodically. If the same material ispresented in the same format every day, it willnot be too' long before the men begin to ignorethe bulletin board and the purposes for havingit' will have been defeated. New arrangementsare noticed and interest is stimulated withvariety.

PERSONNEL WORKASSIGNMENTS

Work assignments should be rotated so thateach man will have an opportunity to develophis skills in all phases of the ABH work. Whenassignments are rotated, the' work becomesmore interesting for the men. Another goodreason, for rotating work assignments is that ifone highly skilled man performs all the work ofa certain type, the supervisor and the divisionwould be at a great disadvantage 'in the eventthe man is transferred. Less experienced per-sonnel should be assigned to work with him inorder to become proficient in his particularskill. Also, to broaden his knowledge of hisrate, the expert on one job should be rotated toother tasks. This will make him more valuableto his division and to the Navy in general.

Strikers should be assigned to various tasksso that they will acquire experience on all kindsof jobs. A special consideration for the assign-ment of strikers to jobs is that they should beassigned progressively to jobs of ascendinglevels of difficulty. A striker may be a usefulassistant on a complicated job, but he may notunderstand what he is doing unless he hasworked his way up from basic tasks.

Chapter 6ADMINISTRATION

ALLOWING FOR PLANNEDINTERRUPTIONS

During an average workday, occasions willarise when personnel have to leave their work-ing spaces for one reason or another, therebydelaying the completion of the scheduled work.Some delays can be anticipated; some cannot.Among the delays which can be anticipatedare training lectures, immunization schedule's,flight operations, rating examinations, meals,and watches or other military duties.

Before making personnel work assignments;the supervisor should determine what delayscan be anticipated. It may be possible to ar-range assignments so that work interruption isheld to a minimum. When estimating the com-pletion time of a maintenance task, the super-visor should allow for these predictable delays.

INSPECTION OF COMPLETED WORK

All work completed by the division is sub-ject to inspection. This fact in no way relievesthe supervisor of the responsibility for check-ing on the quality of\ work accomplished by hisdivision. Frequent inspections should be madeduring the progress of the work as well asafter completion. The superviSor's inspectionshould provide affirmative answers to the fol-lowing questions:'

1. Is the work being done according to cur-rent directives?

2. Do the materials used conform to speci-fications?

3. Is the job complete in. all respects?4. Does the workmanship measure up to de-

sired standards?

SETTING UP SAFEWORKING CONDITIONS

Operational readiness of aircraft handlingequipment, emergency gear, and firefightinggear is a prerequisite before and during flightoperations. Keeping all machinery and/orequipment in "4.0" operating condition is theprime maintenance function of all personnel inthe ABB-rating. It is equally essential that this'important maintenance be performed -without'injury to personnel or damage to equipment oraircraft, etc.

Maintenance is, to some extent, naturallyhazardous due to the nature of the work, theequipment and tools involved, and the variety of

93

materials required to perform many repairsand maintenance functions. Factors which canfunction to increase or decrease these hazardsare (1) the experience levels and mental atti-tudes of assigned personnel, and (2) the qualityof supervision of the maintenance tasks. Thor-ough indoctrination of new personnel and a con-tinuing safety program are the most importantsteps in --maintaining safe working conditions.

The concept of maintenance safety shouldextend beyond concern for injury to personneland damage to equipment. Safe work habits gohand-in-hand with flight operation safety. Toolsleft adrift, improper torquing of fasteners, andpoor housekeeping around machinery can causeconditions which may claim the lives of per-sonnel as well as cause strike damage to air-craft. Safety in machinery spaces is equally asimportant as safety on the flight deck.

While the increased complexity of our mod-ern equipment is a factor, it is noted that alarge number of accidents and incidents aredue, not to complexity of equipment, but to lackof supervision and technical knowledge. Manymistakes are simple ones in routine mainte-nance.

Safety in maintenance depends largely uponthe supervisory personnel. The 'standards ofquality which they establish are directly re-flected in the quality of the preventive mainte-nance. The primary duty of the senior pettyofficers is to supervise and instruct othersrather than to become totally engrossed in ac-tual production. Attempts to perform bothfunctions invariably result in inadequate super-vision and greater chante of error. Supervisorsmust exercise mature judgment when assigningpersonnel. to maintenance jobs. Considerationmust be given to each man's experience, train-ing, and ability.

. .

Sometimes overlooked in a maintenance pro-gram are the considerations generally grouped.under the term "human factors." 'These factorsare important in that they determine if an indi-vidual is ready and physically able to do thework safely and with quality. Supervisory per-sonnel should be constantly aware of conditionssuch as general Im.lth, physical and mentalfatigue, unit and individual morale, training andexperience le,vels of personnel, and other con-ditions which can contribute in varying degrees(to unsafe work. Not only is it important thatproper tools,protective clothing, and equipmentare available for use; but also the-insistence bymaintenance supervisors that they are used is


of utmost importance. For example, mainte-nance personnel are sometimes negligent in thewearing of sound attenuation devices in highnoise areas.

Technical knowledge also plays a large partin a good maintenance safety program. Thecomplexity of our modern equipment demandsthe attention of well-informed and expert main-tenance personnel; otherwise, the machinerycannot 'be operated and maintained properly.Technical knowledge is a function of educationand training which, incidentally, does not endwith graduation from Class A school. Gradua-tion is only the beginning. Any(ABH worthy ofthe rating is continually training and learningthrough self-study and application, and througha personal desire for grOficiency and self-betterment. Technical knowledge by itself isnot sufficient unless -it is coupled with an old-fashioned craftsmanship that receives gratifi-cation and keen satisfaction in doing any job.well. The ABH who wishes to contribute tosafety and reliability improvement must knowhis job and must de "elop professional pride inthe quality of his work.

It is a continuing duty of every person con-nected with maintenance to try to discover andeliminate unsafe work practice?). Accidentswhich are caused by such practices may nottake place until a much later, date and theirseverity cannot be predicted. The consequencesmay range from, simple material failure to amajor accident resulting in serious injuries orfatalities.

There are several areas in which the shopsupervisor can effectively work to minimizeaccidents, due to maintenance. Among theseare continuing inspections of work areas, tools,and equipment; organization and administrationof safety programs; correct interpretation ofsafety directives and precautions; and ener-getic and imaginative enforcement of them.

INSPECTION OF WORK AREAS,TOOLS, AND EQUIPMENT

Most accidents can be prevented if the fullcooperation of ALL personnel is' gained andvigilance is exercised to eliminate all unsafeacts. The supervisor should continually anddiligently inspect work areas, assigned cleaning spaces,tools, and equipment to detect andcorrect potentially and/or hazardous and un-safe conditions. The ABH may be working in ashop, his assigned cleaning station, or on the

94

flight deck--all of these areas should be in-cluded in the supervisor's inspection. He shouldcheck for explosion and inhalation hazards dueto improper ventilation of working spaces inthe event of careless and improper handling ofmaterials.

Fire hazards present another serious prob-lem; "NO SMOKING" rules must be strictly en-forced.' Spilled fuel, oil, grease, and chemicalsmust.be wiped up promptly, and the rags useddisposed of in approved containers or as di-rected by local regulations concerning flam-mables.

Handtools should be in good condition, of theproper type, and used only for the purpose in-tended.

Insure that equipment is operated only byqualified personnel, and that safety devicesand/or guards are installed and in good condi-tion. The equipment must also be inspected for

.broken or -damaged components, and correctiveaction taken when required. Check to see thatperiodic maintenance, servicing, and/or in-spections are up to date for that equipment re-quiring action.

ORGANIZATION ANDADMINISTRATION OFSAFETY PROGRAMS

In accordance with the Navy policy of con-serving manpower and material, all naval ac-tivities are required to conduct effective andcontinuous accident prevention programs. Theorganization and administration of a safety pro-gram are part of the requirements of the super-visor. The safety program must be in accord-ance with local instructions and based oninformation contained in official United StatesNavy safety precautions. Work methods mustbe adopted which do not expose personnel un-necessarily to injury or occupational healthhazards. Instructions in appropriate safetyprecautions are required and disclplinary ac-tion should be taken in cases of Willful viola-tions.

The shop safety program will generally in-volve three areas of attentionthe posting ofthe most important safety precautions in ap-propriate places, the incorporation of safetylessons in the folnal training program, andfrequent checks for understanding during theday-to-day supervision of work.

Posted safety precautions are more effec-tive if they may be easily complied with. For


example, a. sign on a tool grinder reads "gogglesrequired," so one or more pairs of safety gog-gles should be hanging within reach at the ma-chine. Similarly, the protective clothing posterin the shop should be backed up with readilyavailable aprons, gloves, shields, etc.

Fixed posters and sign-sshouldbe-reiiewellfrequently and not allowed to become rusty,faded, or covered with dust and dirt. Generalsafety posters on bulletin boards and otherplaces should be rotated often to stimulateinterest.

The formal safety training sessions shouldutilize films, books, visual aids, or any othersuitable technical material. The men should betold more than just what to do or what not todo. Each safety subject should be explained indetail. Causes of accidents and contributingfactors should be reviewed and analyzed. Manygood ideas for accident prevention have beendeveloped in training sessions devoted to suchanalys is.

It may be well to mention the new man in thedivision at this point. A separate safety indoc-trination lesson which covers all the major'haZards of the work should be given to a newman as soon as he reports for work. No super-visor will expose the new man to air operationswithout pointing out the dangers involved.

In the third area of safety program adminis-trationfollow-upthe supervisor will do wellto delegate authority to his subordinate pettyofficers to assist him in monitoring the .pro-gram. Also included in the followup area is theresponsibility of the supervisor to, inquire asquickly and thoroughly as possible into the cir-.cumstances of accidents and reports of unsafepractices followed by appropriate action tocorrect any deficiencies uncovered.

SUPPLY

It is essential that the ABH1 and ABHC knowcertain phases of supply in order to procureand maintain equipments in accordance rith.current regulations. They must be familiarwith the publications used in identifying mate-rial, equipment, and spare parts utilized in theperformance of the duties of their rate. In ad-dition, the ABH1 and ABHC must be familiarwith the quantities of material and equipmentauthorized, and the authorization for these al-loWances. They must also know procedures 4used in procuring, expending, inventorying, andmaintaining custody of material.

95

IDENTIFICATION OF SPAREPARTS AND EQUIPAGE

In order to procure the desired Material orto properly conduct an inventory of materialson hand, the ABH must be able to identify thematerial or equipment concerned. The name-plate attached. to some equipment furnishesdata helpful in identifying the equipment. How-ever, when procurement requests are initiated,it is very important that the correct federalstock number, complete nomenclature, partnumber, and reference be furnished the supplyofficer to prevent ordering unsuitable material.This information can normally be obtained fromNavy stock lists and applicable technical man-uals, parts lists, NavAirSysCom change bulle-tins, and allowance lists.

FLEET ORIENTEDCONSOLIDATED STOCK LIST

The Fleet Oriented Consolidated Stock List(FOCSL) is prepared by the Navy. Fleet Mate-rial Support Office and is designed to affordrelief of workload for shipboard personnel.The many stock catalogs are impractical forshipboard use because they are bulky in size,they differ in format, they include much datanever, used aboard ship, and they require anexcessive amount of time to maintain. TheFOCSL was developed in order to substantiallyreduce the number of supply catalogs requiredto be, maintained by reducing and tailoring cata-log information to those items of interest to.Navy personnel:

Prior to the development of the FOCSL, itwas necessary to search through several cross-reference listings published by the various in-ventory managers to cross-reference a manu-facturer's part number of a federal stocknumber. Part number for Navy interest itemsare now consolidated into the MASTER CROSS-REFERENCE LIST section of the FOCSL re-gardless of the 'controlling inventory manager.This section is a one-way listing from partnumbers to Federal Item Identification Num-bers (FIINs) and includes the federal supplycode for manufacturers. The part numbers arearranged in alphanumerical S'equence.

Bimonthly CHANGE BULLETINS are pub-lished to update the Price and Management Datasection and the 'Master Cross-Reference Listsection; a separate bulletin is issued for each.These change bulletins are cumulative and list.

AVIATION BOATSWAIN'S MATE H 1 &C

necessary current information to update theapplicable FOCSL sections. The informationis presented in the same format as the basicsection.

CURRENT WEAPONS EQUIP-.MENT LIST (WEL 1090)

This List contains FSN (Federal Stock Num-ber) to P/N (Part No.) and P/N to FSN cross -reference listings. This List is invaluable tothe ABH.

NAVY STOCK LIST OFAVIATION SUPPLY OFFICE

The Navy Stock List of the Aviation SupplyOffice lists and identifies material under theinventory management. of the Aviation SupplyOffice (ASO). This material is identified by thecognizance symbol E or R prefixing the federalstock number of the item. The Navy Stock Listof ASO is published in four parts.

Cross-Reference C0009(FSN to Manufacturer's PartNumber and Code)

One part of the ASO stock list publication isa cross-reference from federal stock numbersto manufacturer's part numbers and code.

Price and Management Data Section.

The second ASO stock list publication con-tains the following information: the federalstock number of the item, its unit.price, unit ofissue and accountability code; new items; anddeleted items. All classes of material are in-cluded in these sections.

Descriptive Sections

The third ASO stock list publication containsa. cross- reference from the characteristics ofitems to the federal stock numbers.

Parts List Sections

The fourth ASO stock list publication con-tains a cross-reference from part number tostock number, supersedure of numbers, addi-tional model applications; equivalents, changeof design information, maintenance and overhaulpercentages, accountability codes, perishability

and. salvageability information, and indicationsas to whether items are included on allowancelist.

REQUEST FOR ISSUE

The ABH may encounter a variety of localrequisitioning channels, all designed to satisfymaterial requirements. Procedures at the con-sumer level are somewhat flexible. Normally,the single line item requisition, DD Form 1348,

is the form on which material is procured fromthe supply department. It is important that thecorrect stock number, manufacturer's partnumber, and nomenclature be included on allrequests in order to expedite identification andissue. Incorrect or omitted information canlead only to confusion and delay in issue, orpossibly the wrong part or material may beissued.

Afloat, the request document. is presented tor- the aviation stores division for technical aero-nautical material or to the supply office forother th4.-1 aeronautical material. While indi-vidual ships may employ different procedures,such as a credit card system, the DD Form1348 is normally the request document. Whenit is necessary, for the ABH t( draw parts ormaterial from supply, he prepares a DD Form1348 and presents it to the .air officer or hisauthorized representative for signature. TheDD Form 1348 is then presented to the supplydepartment for processing and receipt of ma-terial.

Ashore, the requisition may be presenteddirectly to a supply warehouse or to an estab-lished retail issue outlet: Procedures may dif-fer between shore stations, because of assignedlevels /of maintenance, geogratphical location ofshops relative to supply facilit1ies and other fac-tors. Normally the pp_,Form 1'348 is the properrequest document which is prepared and sub-mitted in accordance with local instructions.

96

REQUESTS FORIN-EXCESS MATERIAL

Aboard ship requisitions for the following--are considered as in-excess:

1. Equipage not .on the ship's allowance list.2. Equipage on the allowance list but in

greater quantities than allowed.3. Repair parts not listed with quantities in

ship's allowances for which a request can bejustified.


Request for in-excess material must be ac-companied by a complete justification as to whythe item is required and why authorized mate-rial will not suffice. If the item is required foruse by all similar type activities, a recommen-dation should be mace to include the item in anapplicable allowance list. Except. in an emer-gency, in-excess material cannot be issued bythe supply officer until the request has beenapproved by competent authority.

Ashore, the ABH is not normally confrontedwith in-excess requirements. Accountable (plantaccount) material requirements are included inthe activity's budget submission to the manage-ment bureau, and the granting of funds normallyconstitutes approval of the requirement., ,,

REQUESTS FORNONSTANDARD MATERIAL

Nonstandard material is material for whicha federal stock number has not been assigned.When preparing a DD Form 1348 for nonstand-ard material, it is, imperative that,complete in-formation be furnished in order that.the,supplyofficer may positively identify the exact mate-rial, equipment, or part that is required. Thefollowing information should be furnished, ifpossible, when requesting nonstandard material:

1. Complete name of item.2. Complete nomenclature of item.3. Manufacturer's name.4. Manufacturer's part or drawing number.5. Name and address of a dealer where the

material can be obtained.6. The document or publication authorizing

issue-of-the-item.7. Justification as to why standard material

will not suffice.Requests for nonstandard material are, Pre-

pared on DD Form 1348 and forwarded to thesupply officer in the same manner as a requestfor standard material.

:4URVE YS

The 'Survey Request, Report, and Expendi-ture (NavSup Form 154) is the document usedto reevaluate or expend lost, damaged, deterio-rated, or worn material from the records ofthe accountable officer as required by U. S.Navy Regulatiuns. Rules and regulations gov-erning surveys and the responsibility connectedwith the accounting for government propertyare of primary importance to every man in thenaval service.

97'

The survey request provides a record show-.mg the cause, condition, responsibility, recom-mendation for disposition, and authority to ex-pend material from the records. Rough surveyrequests are prepared by the person or depart-ment head responsible for the material to beexpended gr reevaluated.

TYPES OF SURVEYS

There are two types of surveys with whichthe ABH should be familiarformal and infor-mal. Each activity normally prepares localregulations outlining the circumstances whichwill determine whether a formal or informalsurvey will be made. However, the command-ing officer will order a formal survey in anycase he deeths it necessary.

Formal Survey

A formal survey is required for those classesof materials or articles so designated by thebureau or office concerned, or when specifi-cally directed by the commanding officer. Aformal survey is made by either a commis-sioned officer or a board of three officers, oneof whom, and as rnany as practicable, must becommissioned,' appointed in either instance bythe commanding officer.

Neither the commanding-officer, the officeron whose records the material being surveyedis carried, nor the officer charged with the,custody of the material being surveyed, mayserve on a survey board.

Informal Survey

Informal surveys are made by the head ofthe department having custody of ithe materialto be surveyed. Informal surveys are used incases when a formal survey is not required ordirected by the commanding officer.

PREPARATION OF AREQUEST FOR SURVEY

A request for survey may be originated by adepartment, division, .or section head, or adesignated subordinate, as prescribed by localregulations. Normally, requests, for survey areoriginated in the department having custody ofthe material being surveyed. The initial surveyis made on a rough copy of Form 154. A state-ment by the originator is placed on or attached

AVIATION BOATSWAIN'S MATE H 1 C

to the request for survey. Included in thisstatement is information relative to the condi-tion of material; cause or condition surround-ing the loss, tdamage, deterioration, or obso-lescence of material; responsibility for causeor condition of material, or reason why respon-sibility cannot be odetermined; and recommen-dation for disposition of material or action tobe taken

Upon receipt of the rough copy, the desig-nated group or section prepares a sufficientnumber of smooth copies of the request fordistribution in accordance with local regula-tions.' The smooth survey request is filled indown to the caption "Action by CommandingOfficer or Delegate." It is then forwarded tothe commanding officer who will determinewhether the survey will be formal or informal.If formal, the survey request is forwarded tothe designated surveying officer(s); if informal,it is forwarded to the HEAD of department forsurvey action.

The statement by the originator as to thecause, condition, etc., is attached to the smoothrequest for survey for evaluation by the sur-veying officer(s). After the survey has beencompleted by the head of department or sur-veyingofficer(s) it is returned to the 'com-manding officerfor. review action. After, ap-proval by the commanding officer, the surveyrequest is forwarded to the cognizant fleetcommand and/or bureau for final. review andapproval when so required. In the absence ofspecific instruction, surveys are not forwardedto the Naval Air Systems Command for finalreview and approval.

After approval, the supply officer expendsitems as directed by the approved survey.

Requests for replacement of surveyed itemsmust be made with DD Form 1348, and must beaccompanied by a certified copy of the approvedsurvey request.

CULPABLE RESPONSIBILITY

When a person in the naval service is foundto be culpably responsible by a surveying offi.:-cer or board, the reviewing officer will referthe'entire matter to such a person for a state-ment. The reviewing officer must then takesuch disciplinary action as the circumstancesrequire. He will note on the survey the actiontaken and inform the Chief of Naval Personneland the bureau concerned as to the disciplinaryaction taken. In the case of officers, he must

98

make recommendations as to the inclusion of astatement of the action taken in the record ofperson concerned and inform that person of thefinal decision in the matter. Action on the sur-vey in respect to the material involved mustNOT, however, be withheld pending disciplinaryaction. (See art. 1953, U. S. Navy Regulations.)

''INVENTORIES1

In the first quarter of each fiscal year anannual inventory of equipage is conducted. Thesupply office_ r coordinates and sets up the be-sinning and ending annual inventory dates withthe approval of the commanding officer. Eachdepartment is advised of these inventory datesin writing by the supply officer. It is the re-sponsibility of each department head to inven-tory the equipage assigned to his department.ABH's are normally required to physically in-ventory all equipage assigned to them on a cus-tody receipt from the air officer or their divi-,sion officer. When equipage is inventoried,special care should be taken to note if it isserviceable, properly preserved and stowed, .

and to ascertain if it is still required by thedepartment to perform its assigned mission.The using ABH is the person in the best posi-tion to determine this. Therefore, he shouldmake recommendations to the division officeror to the air officer as to the need for survey,expenditure, disposition, or acquisition of addi-tional equipage.

The most important inventory is the oneheld within the division. There is no answer inthe event ascertain spare part is needed and itsuddenly comes to light that one is not avail-able. Not one piece of equipment under thecognizance of ABH's can be allowed to be in-operative at any time. Therefore, if somethingis in a down status due to the lack of a properinventory of spare parts, someone is in trouble;and as a senior ABH, the/re is no need to pointout who it is.

To operate efficiently and to insure thatspare parts are properly stowed and inspected,an inventory is, held every 30 days. Thereshould always be a CO-day supply of spare 'partsaboard; therefore, inspect your spares as oftenas necessary to see that you have a completestock and that it is in good condition.

CUSTODY CARDS

Equipage is the term normally used to iden-tify nonexpendable material for which custodial


responsibility is designated by means of custodycards. An inventory count of equipage on handmust be brought into agreement with the amountshown on the custody cards. Any items missingat inventory, or found to be unserviceable, mustbe surveyed and expended from the custodyrecord cards. Equipage, on which custodycards must be maintained, is defined as thdseitems having an accountability code designationof D, E, R, or L. Code D and E items aremaintained on a custodial signature basis.Code R and L items, depending on the use ofthe item, are in -some cases maintained on acustodial basis. All of these four coded itemsare normally exchanged on an item-for-itembasis. There are two designations of custodyrecord cards, S. and A. Form 306 or 460.Figure 6-1 illustrates a typical custody card.

Equipage is issued by the supply officer tothe head of the applicable using department.The department is held accountable to the com-manding officer for this material. It is appar-ent that the head of a department cannot per-sonally keep track of all equipage for whichhe is held accountable. Therefore, he mustdelegate custodial responsibility to the divisionofficers and/or leading petty officers using or.

having the material in their custody. When anABH is assigned custodial responsibility, he isrequired to sign a memcqandum receipt to hisdivision officer or departMent head for the ma-terial for which he is held responsible.

The ABH should keep strict control over andknow the location of his equipment at all times.He can be held culpably responsible for mate-rial lost or damaged due to his negligence.

TECHNICAL PUBLICATIONS

Technical publications that the ABH need beknowledgeable of for use in conjunction with theoperation, preoperational inspection, and nor-mal maintenance of aircraft handling equipmentare usually in the form of manual type publica-tions. It is extremely important that seniorpetty officers be familiar with these publica-tions to enable them to supervise the ,properuse, filing, procurement of needed manuals,and normal maintenance of these publications.

NavSup Publication 2002 is a 13-sectionindex of all the forms and publications usedthroughout the Navy and stocked by the NavalSupply. Systems Command. Section VI of thisstock list is the basic index of the Naval Ships

7

8

8-1

EQUIPAGE STOCK CARD AND CUSTODY RECORDNAY. S. AND A. rONII NICY.140

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6ITCQC ID.

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AB.328Figure 6-1.Custody Card.

99


System Command, and contains both alphabeti-cal and numerical listings of all Nav Ships pub-lications by stock number, title, security etas-sification, and the date of the most recent issue.Section VI is further divided into four partsI,,II, III, and IV. Section I lists all Nav Shipspublications in numerical order according tostock number. Section II lists the same pub-lications in alphabetical order according totitle/nomenclature.

Section VIII of this index contains Naval AirSystems Command publica....lIns, listed by pub-lications code number, title, security classifi-cation, and the date of the latest issue. SectionVIII is furthe.r divided into four partsA, B, C,and D. Part C is the numerical listing of man-ual type publications, and part D contains list-ings of letter type publications. (Parts A and Bcontain listings of ordnance publications andnormally are of no interest to the ABH.)

The technical manual type publication makesavailable information necessary for the properoperation and maintenance, and gives the safetyprecautions of the particular equipment aboutwhich it is written. Publications of this typeserve as a reference for operating, maintain-ing, and correcting the malfunctions of theeruipment. They may also serve as textbooksfor operating personnel to study optimum pro-cedures of operation and maintenance estab-lished by past experiments and experiences.New and recently revised manuals do not containdetailed descriptions or procedures concerningpreventive maintenance since this informationis now contained on the 3-M Maintenance Re-quirements Cards (MCR's). Technical manualsdo contain the following:

1. Description of equipment.2. Theory of operation.3. Troubleshooting techniques.4. Corrective maintenance information.5. Specific safety information.6. Parts breakdown and numbers.7. Sketches, diagrams, schematics, operat-

ing and design limits, etc.

PROCUREMENT OF PUBLICATIONS

Manual type publications may be obtained byproperly preparing and submitting DOD SingleLine Item Requisition System Document (DI,Form 1348 or 1348m) to the nearest supplypoint (indicated on the inside front cover ofNav Sup Publication 2002, Section VIII, Part C).

100

List the publications code number, federal stocknumber, and title 0e each manual desired.

Letter type publications should be orderedusing DD Form 1149, in accordance with theinstructions given on the cover pag.: of Nav Sup2002, Section VIII, Part D.

Requests to be placed on the mailing list forNav Sup 2002, Section VIII, Parts C and D, andsupplements should be submitted to NATSF,700 Robbins Avenue, Philadelphia, Pennsyl-vania 19111. Nav Sup 2002 is revised and re-issued semiannually. During the interval be-tween issues, supplements are issued containinglistings of publications distributed or canceledsince the last issue.

MAINTENANCE AND FILINGOF PUBLICATIONS

There are four nr.andatory requirements tobe met in maintaining an allowance of publica-tions. These requirements are as follows:

1. That the prescribed publications be onboard. _

2. That the publication be corrected up-to-date.

3. That they b ready for immediate use.4. That applicable security provisions be

observed.Most changes to publications are issued

either in the form of looseleaf pages, pen-and-ink changes, or complete revisions. Whenchanges are issued in the form of numberedpages, the old page with the correspondingnumber is removed and the new replacementpage inserted in its place. Specific instruc-tions are normally given with each change onthe method to be used in incorporating thechange. Changes should be made immediatelyupon receipt.

A checklist of pages that are to 'remain inthe publication after the change has been incor-porated is provided with changes issued forsome publications. This checklist should becompared against pages remaining in the publi-cation to insure they agree. Extra pages areremoved and missing pages ordered to bringthe publication up to date. Obsolete pages re-moved should be secured together and retaineduntil the next change is received. Sometimesthe wrong pages are removed from a publica-tion when a change is entered and the error isnot discovered, even with the checklist, untilthe next change is entered.


When pen-and-ink changes are made, thechange number and date should be entered witheach change for future reference. Sometimesit is convenient to cut out pen-and-ink changesand insert them in their proper place in a pub-lication by fastening them with a transparenttape or mucilage.

RECORDS, REPORTS, AND SCHEDULES

The records, reports, and schedules di's-cussed in this section are a selection of someof the more important that senior petty officerswill encounter in their billets as leading pettyofficer, supervisor, and/or leader. When pre-paring any report/schedule, etc., bear in mindthat it should be as accurate and complete aspossible, whether it is prepared personally orunder your direction. In either case it is apersonal reflection on you as a petty officer.

UNSATISFACTORYMATERIAL/CONDITION REPORT

The Unsatisfactory Material/Condition Re-port (UR) was created to obtain service ex-perience information from the most reliablesources. The major aspects of the programare the collecting, compiling, and analyzing ofservice experience with aeronautical materialsto determine areas of immediate failures andtrends of impending failures, and to coordinateefforts to correct material deficiencies andimprove flight safety, operational utility, andlogistic support for operating aircraft.

The rapid collection and dissemination ofservi ) experience data to cognizant govern-mental activities are necessary in order torapidly initiate appropriate action to insuremore reliable equipment in fleet service. Inthis regard, the assignment of competent per-sonnel to supervise and re7iew UnsatisfactoryMaterial/Condition Report preparation is man-datory.

The basic form used for reporting failures,deficiencies, or malfunctions of equipment isthe Unsatisfactory Material/Condition Report(UR), OpNav 4790/47. (See fig.fir2r)

The UR provides for submittal of specificinformation considered essential to conduct acomplete evaluation and analysis of problemareas associated with catapults or arrestinggear. The UR is required in order that com-plete statistical data and records concerningunsatisfactory material and failures may be

101

compiled and appropriate corrective actiontaken. The reports include sudden failures(broken parts, etc.) as well as gradual failures(due to corrosion, foreign particles, stress,cracks, etc.). Conscientious reporting and thesubmission of detailed opinions and observa-tions on failed or unsatisfactory items from theservice will greatly help to process this data.

The UR form has provision for the origi-nator to submit a report in various categories.Space 5 of the ITH must indicate the category asdeterminfed. by the reporting activity. Guidesfor this selection are as follows:

1. SPECIALindicates that the particularcondition is a result of discrepancies in design,maintenance, technical data, quality control(new manufacture or overhaul), or foreign ob-ject damage, but was not itself critical in na-ture. Other special situations, such as notmeeting expected performance life or otherparameters which require reporting, fall intothis category.

2. SAFETY--indicates a priority over allother reports. The originator selects this cat-egory when reporting deficient material condi-tions which, if not corrected, would result infatal or serious injury to personnel or exten-sive damage or destruction to equipment; orfor conditions that contribute to or could con-tribute to an accident or incident. A SAFETYUnsatisfactory Material/Condition Messa geshould be initiated on the date the trouble oc-curs. The message must be assigned a "prior-ity" rating. The SAFETY UR message must befollowed up by a SAFETY UR.

The UR is provided in a carbon backed'three-page set. To obtain legible copies, it isrecommended that either uppercase letters ona typewriter or a ball-point pen be used.

The instructions for preparation of the Un-satisfactory Material/Condition Report (UR),printed on the first page of the three-page URset, must be followed completely. Read all in-structions thoroughly before filling in the UR.

The UR set is prepared in all cases when anazcountable part is removed and replaced by apart drawn from supply, or when a part is de-livered to a supporting maintenance activity forrepair or replacement. The purpose of eachsection is as follows:

1. The first sheet in the set is the ORIGI-NAL document which is transmitted to the URCenter, NATSF (MR). Pertinent data from theUR is entered on the other parts of the UR setby carbon registration.


URUNSATISFACTORY MATERIAL/CONDITION REPORT/Ulm typeweitor or ball Woo pan.) Re.. 5,64 NAVAIR 11070/5

UR1. REPORTING ACTIVITY 2, LOCATION 3. SER. NO. DATE OF TROUBLE 5. REPORT CATEGORY

OSPECIAL SAFETY

PTA

7. INSTALLED ON (Type Alicia/090N B. BUREAU/SERIAL/HULL NO.Support Equip. M.)

10. JOB CONTROL. NUMBERORG. ; DATE ;SEQ. 110.15uF

1

II. MAINT. CONTROL NUMBER

B. TECHNICAL. DATA DEFICIENCY-TECHNICAL DATA IDENTIFICATION (Amplify i n Spate 291

OYES 05012. WUC/EIC 13. TYPE EQUIP. 14,

CIFOLLOWUP REPORT

DEFICIENT ITEM DATA15. MANUFACTURER'S PART NO. 10. NOMENCLATURE

1

17. SERIAL NO, IS. QUANTITY

19. FEDERAL STOCK NO.IFSNI 20. FEDERAL MFR.'S CODE 21. CONTRACT NO, 22.1411LITART/CONATERVAL OVERHAUL ALTATTT

\23. TIME SINCE NEW 24, TIME SPICE OVERHAUL 25. HUMBER OF EVENTS ICyclem, Vans. died

25. INSTALLED ON )indicate major component and end Hem on which delecliue Hem i. rum!, d or nontiranfe 101

PART NUMBER NOMENCLATURE TYPE /MODEL S SERIES SERIAL NUMBER

SYSTEM/EQUIPMENT/ENGINE, ETC.

I

UNIT/COMPONENTOR EQUIPAGE

SUBASSEMBLY

27. REASON FOR REPORT

arincu X in pmc, booFAILURE /SUSPECTED OAMAGED DUE TO

i MFAA1,!.FIJURNECOTION ,/i IMPROPER MAINTENANCE/"Li OPERATION /TEST

DAMAGED30 Ir. DEFECTIVE

CAN BEINSTALLED

2B. DISPOSITION

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RELEASED FOR,,, HOLOING 90 DAYS ,, INVESTIGATION

I 1.. j FOR INVESTIGATION EL.! lAmplify in space 231

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RETURNED TD SUPPLY/,--, DISPOSED OF

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addinonat space is required. tear out and reuierse carbons. Use reurcse side. Us kupeurrher or ball point pen.)

30. -PREPARED BY RANK/RATE DATE

APPROvEO BY RANK/RATE DATE

44444444 1.1 AAAAA WM011.0 MM.NAVAIR FORM 11070/517471

ORIGINAL . N481 Alt T,Mle of Sy.. Feeihre, SOO labons A.... PSbs, P.IZ:47% hets1 I. r. ..eel,

Figure 6-2.UR Form.

102

AB.322

Chapter 6 ADMINISTRATION

2. The FILE copy is retained by the UR re-port originator for record purposes. A filecopy should be retained for 6 months by the re-porting activity or the supporting maintenanceactivity, as appropriate.

3. The TAG copy (hard copy) is a completecarbun copy of the UR that is attached to mate-rial being turned in to supply or released forinvestigation.

Failed material should be retained at thefield site with a legible TAG copy (hard copy)of the UR report securely attached to it. ALLORIGINAL UR's or first sheet of UR sets, withphotographs and/or drawings, are forwarded tothe Naval Air Technical Services Facility (MR),700 Robbins Avenue, Philadelphia, Pennsyl-vania 19111.

WORK AND MAINTENANCE LOGS

Daily work and/or maintenance logs may bekept to be used as sources of information in thepreparation of MDCS documents. It is sug-gested that a logbook be kept for each workcenter and reviewed at regular intervals toascertain that all pertinent information hasbeen documented. A logbook suitable for thispurpose may be requisitioned from GeneralServices Administration (GSA) under federalstock number 7530-222-3525. This is a ledgertype book with a hard cover binder zrici ruledpages.

OPNAV FORM 4790-2K

The Maintenance Data Collection system(MDCS) brought about several changes in Navypaperwork, one of these being a basic MDCSdocument, Op Nav 4790-2K. Form 4790-2K isused for reporting various types of mainte-nance actions.

To provide the information required byMDCS, the Op Nav 4790 Series documents mustbe completed, as appropriate, for each report-able maintenance action. Instructions for com-pleting these forms are given in chapter 4 ofthe current issue of Op Nav 43-P2 (3-M Manual)and in chapter 13 of Military Requirements forPO 3 & 2, NavPers 10056-C. A block by blockdescription is given for each application or useof a particular form. Blocks (data elements)which are not documented for the particularapplication being u..scribed are not mentionedin that section of the manuals, and are to be

103

left blank. It is mandatory that all applicableblocks on the forms be filled in correctly, toavoid rejection during automatic data process-ing (ADP) and to insure accurate informationfor the ship's CSMP and maintenance history.

Form 4790-2K is a single sheet, multipur-pose form printed on NCR (no carbon required)paper. Form 4790-2K is used to report certaincompleted maintenance actions and the re-quirement for maintenance assistance (workrequest). (See fig. 6-3.)

The following is a brief description of thebasic MDCS Form (4790-2K) by the sections(data element blocks) printed on this form:

Section IFilled in for all maintenance ac-tions (block #11 is used only for maintenanceactions pertaining to an alteration,field change,etc.).

Section II(C ompleted Action). Filled infollowing conApletion of a maintenance action,deferral, or work request.

Section III (D eferral Action Planning).Filled in when maintenance action cannot becompleted in the normal time for that job.

Section IV (Remarks/Description). Recordcomplete noun name of item.

Section V(Remarks/Description). Will nor-mally contain narrative data on all completedmaintenance actions, deferrals, and work re-quests. Additional entries in this section maybe directed by proper authority.

Section VI(Supplementary Information) .Used for repair activity planning, scheduling,and control of work.

The following is a brief description of theuses of tho 4790-2K:

1. Completed Maintenance Actions. Appro-priate blocks of a SINGLE sheet of the 4790-2Kare filled in to record the following actionswhich have been performed at the Organiza-tional level:

a. All reportable corrective maintenance.b. Authorized alterations which are com-

pleted without having first been deferred.c. PMS actions for which the MRC speci-

fies the use of repair parts or material.d. PMS actions which require that meter

readings be reported as part of the MRC pro-cedures.

e. PMS actions during which clearances,tolerances, or readings are obtained whichmust be reported in accordance with Type Com-mander directives.

f. Preventive maintenance actions whichare other than PMS.


YIAY 10110 1700-It(ttr.17/53) MAINTENANCE DATA FORM

SHIP NAME/HULL NUMBER

MEEK ME

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SECTION IC- COMPLETED ACTION

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SECTION XL SUPPLEMENTARY INFORMATION

I-.,0.yErRINTS,TEDI MANUALS, PLA113,ETE.

.

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I

AB.602Figure 6-3.OpNav Form 4790-2K.

104


NOTE: Except as specified above, the4790-2K is not used to report routine mainte-nance accomplishment of PMS.

2. Deferred Maintenance Action. Appropri-ate blocks on TWO sheets of the 4790-2K arefilled into record maintenance actions whichcannot be completed within the time normallyrequired for such 'maintenance actions. Theinitial documentation is completed and the copysubmitted as soon as the need to defer requiredmaintenance is recognized by a delay in start-ing, or a delay in completion, for any of the be-low listed reasons. The original of the deferralis retained on board for subsequent documenta-tion of additional data and submission after thedeferred maintenance has been completed, or itis desired to cancel the reported deferral. De-ferred action reports are submitted for report-able maintenance which falls in the followingcategories:

a. Cannot be accomplished because ofship's operations. (In this respect, shipig op-erations are considered to include both in portand at sea activities which preclude accom-plishment of required maintenance.)

b. Cannot be accomplished because oflack of parts or material.

c. Cannot be accomplished because of aneed for technical skills or equipment not avail-able on board. (Outside assistance required.)

d. All PMS actions (monthly and lessfrequent) that must be deferred for outside as-sistance to accomplish are reported as a de-ferred maintenance action.

NOTE: Where circumstances and ADP (Au-tomatic Data Processing) facilities permit, itis intended that deferral action documents willprovide the information required for automatedgeneration of ship's work requests a, the TYCOMADP facility. Therefore, it is extremely im-portant to insure that the information containedin section Di (Remarks/Description` of the de-ferral is accurate and complete enough to per-mit production of a meaningful work request.

3. Work Request. Appropriate blocks onFOUR sheets of the 4790-2K are filled in torecord the need for outside assistance. Varia-tions, however, from this standard number ofcopies may be required by certain repair ac-tivities. These procedures are also intended toaccommodate those activities desiring to usethe internal work request concept for planningand controlling maintenance assistance betweenwork centers within the activity. Basic infor-mation for initiating-the work request normally

105

wail come from the ship's copy of an associateddeferral document.

NOTE: The work request is primarily in-tended for requesting assistance in accom-plishing maintenance actions, but it is alsoused to request services or assistance not di-rectly, related to maintenance.

FORM 4790-2L, SUPPLEMENTAL REPORTFORM.The 4790-2L is a single sheet, multi-purpose form printed on NCR (no carbon re-quired) paper. It is used to report feedback in-formation and as the reporting form for certainspecial maintenance data collection programs.The number of documents required and the cir-cumstances under which they are used arebriefly discussed in the following paragraphs.

The following is a brief summary of thesections printed in the 4790-2L Form:

Section IFilled in the same as on associ-ated 4790-2K or '1790-2L is being used as acontinuation sheet. Otherwise, only date andserial number need be completed.

Section IIFilled in as desired on voluntaryreport (comments, sketches, technical data,etc.). Filled in according to special instruc-tions for mandatory submisSion.

Section IIIFor signature as indicated, oras directed for special report.

Section IVReserved for SPECIAL RE-PORTING PROGRAMS only. Filled in accord-ing to instructions.

Section VFor addressing, use as indicated,unless otherwise directed for special reporting.

The following is a brief description of theuses of the 4790-2L Form:

1. Voluntary.Submission. Appropriate sec-tions on FOUR sheets of the 4790-2L arr. filledin for submitting- voluntary comments or ques-tions related to/maintenance actions, or to theMDCS. The report may be an initial report,not related to any other MDCS submission, orit may be a continuation cheet for a report,comment, or question previously submitted oneither the 4790-2K or 4790-2L.

2. Mandatory Submission. The number ofsheets required by the reporting program ini-tiating activity are completed in accordancewith the promulgated special instructions. Spe-cial reporting programs may require the use ofan overprinted or slightly Modified 4790-2L.

CYCLE SCHEDULES

The cycle schedule for any particular shipis a visual display of all planned maintenance

AVIATION BOATSWAIN'S MATE H 1 &, C

actions (except daily and weekly), by items ofequipment and for the quarter in which the ac-tion is to be performed'. The period covered bythe cycle schedule is from the END of overhaulperiod through the end of the next overhaul forfor ship. A cycle schedule is prepared foreach individual maintenance group in the ship,thus permitting equalization of the maintenanceworkload for each' group.

The cycle schedule is used by supervisorypersonnel to schedule the required preventivemaintenance actions for a long-range scheduleeach quarter. Utmost emphasis must be exer-cised in the care and attention devoted to thepreparation of the cycle schedule. The distri-bution of the preventive 'maintenance actionsthroughout the cycle have a direct effect on theability of personnel to develop a reasonable andworkable quarterly schedule, and if done prop-erly can result in fewer changes to the quar-terly schedule after its initial preparation andposting.

4

3

Quarterly Schedule

Preparing the quarterly schedule of pre-ventive maintenance is one of the more im-portant tasks in the 3-M/MDCS System. Thequarterly schedule is prepared under the di-rection of the department head, by the divi-sion officer, division chief petty officer, lead-ing petty officer, and the maintenance grouppetty officers.

The following steps should be used as aguideline for preparing the quarterly scheduleof preventive maintenance (fig. 6-4 (A)):

1. Use form 4700/5 or /9 as applicable, andenter the name of the maintenance group con-cerned in the space provided.

. 2. Enter the calendar year of the quarterfor which this schedule is being prepared.

3. Enter the months of the quarter for whichthis schedule is being prepared, and enter theappropriate QUARTER AFTER OVERHAULnumber.

EQUIP.PAGE

'''''' - CVA -66

SCHEDULE AS INDICATED

EACHQUARTEROuARTER

1 NOV 69

MAINTENANCE C."' V-1 DIV. YEAR1970

Q. g4r.aDARIER MISR OVERHAUL 3rdDoARTEA AFTER ovum

10.1.111MGC 1~

9 ID IT

4

12 JULYMANN

AUGUSTICN MSeTBEER -

11 11511

r3 2.0 2.7 DEPLOYMENT saiLoua 2+ 31 7 I4 2/COMPONENT 111 11 1

491

mill will II iiirmiltiquitailiii mill HMI 111111 111111 111111

L5/3 SBTAU Dl R1

14/1 Safety Belts WA, Ql. el 1 MI MI

14 Safety Nets Si Si' MI SIM 1141 MI

15/1 151b Co2 Cylin. . MIR Mi MI MI

34/4

)2/5

lire Sta. Equip

Fire Plug Valvel

AIR id cv. 2

Q1

MI Q12. Ml

01

MI

?.0/4 H.C.F.F. Sta. Ai,2 M2,Q1,2 4041 MI 611 Mi

....

up-KEEP F171h.urg cliFt uAL KEEP z;,intie KEEP ,f,,,i,z, g.g- Di;CYCLE SCHEDULE OHMT DM v700-4 (Yea viA.0107.711 .71 QUANTUM?' MAINTENANCE' SCHEDULE OTNAY PONN 4700 S ps*)

Figure 6-4.(A) Cycle and quarterly schedules of preventive ,maintenance.

106

(A)

AB.603


4. The main body of the -quarterly scheduleis divided into 13 columns, each column repre-senting a week. Each column is further dividedinto days by "tick" marks across the top of thecolumns. Using a calendar, write directly overthe first "tick" mark of each week the date ofeach Monday as it appears on the calendar.

5. Using the ship's deployment schedule,proceed as follows:

a. Across the bottom line of the currentquarterly schedule, write in the type of deploy-ment corresponding with the dates indicatedacross the top of the columns. (UPKEEP,ASW, etc.)

6. Shade in the days to be underway lightlyat the top of the column.

7. Place the cycle schedule beside the cur-rent quarterly schedule.

8. From the cycle schedule, select theQUARTERS AFTER OVERHAUL column cor-responding to the current quarter. This columnand the column headed EACH QUARTER areused in filling out the current quarterly sched-ule. The other columns on the cycle schedule

are not used in the preparation of the currentquarterly schedule.

9. Use the MRC's to determine the main-tenance action required by the maintenancerequirement numbers on the cycle schedule.Determine if the maintenance action can beperformed in port or at sea. Schedule the re-quirement in the week in which the maintenanceaction is expected to be accomplished. Checkeach MRC for related maintenance require-ments. If a related maintenance requirementis due in the same quarter, it should be sched-uled in the same week.

10. Schedule only those cycle (C) require-ments for which the number in parenthesesmatches the quarter being scheduled.

11. Insure that monthly requirements appeareach month on the quarterly schedule. Thegroup supervisor should try to schedule theworkload as evenly as possible considering theship's operations and outside influences onavailable time for performing preventive main-tenance.

l - ..

GROUP V-1 Div. WORK SCHEDULE FOR WEEK OF 6 JULY 1970

COMPONENTMAINTENANCE

RESPONSIBILITY PAGE MON TUES WED THURS FRI SAT/SUNOUTSTANDING REPAIRS AND P.M.

CHECKS DUE IN NEXT 4 WEEKS

SBTAU 5HEalEN3WR 615 Q1 D1W1 Dl Dl Dl Dl D1 D1

SafetyAFTTc SMITH, ir.O. 4114 Q1

SafetyNIFTC 57aElthogE

H304 S1 141

151b Co2A

605

Fire Sta.Equipment

A634

FirePlug-Valves

A702

.

.

WEEKLY WORK SCHEDULE OPNAV FORM 4700/619.65) 5/N C1077511-4500 * U. GOVERNMENT PRINTING OFFICE t 1965-354.555/2I0

(B).AB .604

Figure 6-4.=(B) Weekly schedule of preventive maintenance.

101


Qua Aerly schedules should be used asfollows:

1. At the end of each week, the maintenancegroup supervisor should cross out all mainte-nance requirements that have been accomplished by referring to the last weekly sched-ule, and circle all requirements which have notbeen accomplished. All circled requirementsmust be rescheduled.

2. Subsequent quarterly schedules are placedto the right of the current quarterly schedule toprovide continuity (i.e., rescheduling S, A, andC requirements).

3. The weekly schedule (fig. 6-4 (B)) is usedto update the current quarterly schedule eachweek; this task is a key point in the system.Because the quarterly schedule is flexible, re-scheduling is easily accomplished to accommo-date the employment 'schedule changes whichcan and will occur.

4. Any semiannual, annual, or overhaul cyclerequirement which cannot be accomplished dur-ing the current quarter will be rescheduled, onthe subsequent quarterly schedule, and listedon the back of the current schedule, givingreason.

5. The completed quarterly schedule is re-moved from its holder and retained as a pre-ventive maintenance record after the close ofthe qU'arter. Each schedule may be discardedat the end of the same quarter after the nextoverhaul .

6. The subsequent quarterly schedule ismoved to the left becoming the new currentquarterly schedule and a new subsequent quar-terly schedule is posted.

7. Ships in overhaul should continue PMSwhere possible.

8. Ships leaving overhaul late in the quarterare not expected to complete all preventivemaintenance scheduled during that qoarter, butshould accomplish a proportionate share basedupon the time remaining in the quarter.

Weekly Schedule

To prepare a weekly schedule of preventivemaintenance, the following steps should be usedas a guideline (fig. 6-4 (B)):

1. Type in the following basic information:Maintenance group components and MIP's inthe same order as the cycle schedule, and therecurring daily and weekly maintenance re-quirements. The weekly schedule is then eitherlaminated or covered with a clear plastic sheet.

108

2. Requirements scheduled for a specificweek on the quarterly schedule are transposedto the weekly schedule cover sheet (insure thatan even workload is attained).

3. Assign personnel to accomplish each taskscheduled for the week.

4. Fill in the, right-hand column with thosepreventive maintenance requirements due to beaccomplished in the next month and known out-standing repairs on each component.

5. Post the weekly schedule in the workspace holder provided. If the weekly scheduleis not laminated, install a clear plastic coverin the holder.

6. The maintenance requirement number iscrossed off when the maintenance is completedor is circled when the maintenance cannot becompleted at the time scheduled.

7. The maintenance group supervisor re-schedules all circled items during the week .ashis workload and ship operations allow.

8. The maintenance group supervisor fillsin the column provided for outstanding repairs.

9. At the end of each week, the supervisorbrings the quarterly schedule up to date bycomparing it to the weekly 'schedule and bycrossing out completed items and circlingitems not completed.

10. The old weekly schedule cover sheet iserased so that the maintenance group super-visor can prepare the new weekly schedule.(The weekly schedule is designed for conven-ient preparation and effective reuse.)

PMS FEEDBACK REPORT.

Changes to MRC's and MIP's either in con-tent or in frequency may sometimes appear de-sirable. The Maintenance Requirements Cardsand Maintenance Index Pages are a .responsi-bility of the cognizant Systems Command, andany recommended changes should be submittedon the PMS Feedback. Report, Form OpNav4700/7. (See fig. 6-5.)

Instructions for completing and submittingthe PMS Feedback Report are printed on theback of the last copy of this five-part snapoutform, and are partially listed as follows for thepurpose of information:

1. Handwritten copies in ballpoint pen areacceptable; however, typewritten copies arerecommended.

'2. Check appropriate box in discrepancysection.


INSTRUCTIONS ON BACK OF GREEN PAGEFROM:

TO: NAVSHIP/NAVORD SYSTEMSMAINTENANCE MANAGEMENT

ATLA NTIC

SERIAL #

COMMAND DATEFIELD OFFICE

PACIFICBOX SECTION 604 HAMPTON ROADS BRANCHU.S. NAVAL STATION CODE 041IW BOX 45NORFOLK, VIRGINIA 235I1 U.S. NAVL STATION

VIA: SAN DIEG,' . CALIF., 92136

SUBJECT: PLANNED MAINTENANCE SYSTEM FEEDBACK lEPORT

SYSTEM COMPONENT

SUB-SYSTEM

-

M.R. NUMBER

BU. CONTROL NO.

DESCRIPTION OF DISCREPANCY:

imnidsesxinF% gMea int the, ? jan)c a

0Missing Maintenance

L...1 RequIrement Card (MRC)

Equipment Change 0

Technical El Typographical

Procedure Publications

Safety Precautions MD C.

M.R. Description Mil Tools, Etc. Miscellaneous

SIGNATURE

THIS COPY FOR: ADDRESSEE

OPNAY FORM 4700-7 (REVS -67)

AB.321Figure 6 -5.. PINTS Feedback Report Form.

109


3. Use the space below the discrepancy cat-egories for all comments. State what is wrongand the recommended corrective action. Givereason for the proposed change.

4. Distribution should be made as indicatedat the bottom of each page of the form.

URGENT REPORTS. PMS Feedback Re-ports that call attention to MRC procedures orinstructions which, if followed, would createa personnel or equipment hazard are consid-ered URGENT, and should be communicatedto the cognizant Systems Command by the fast-est means available. The subject of these re-ports should be URGENT PMS FEEDBACKREPORTS (Symbol 4700/7). A followup reportshould be made and sent via normal channels to

110

the Navy Maintenance Management Field Office(NMMFO) in each case wherein an urgent re-port is sent by other means (message, tele-phone, etc.).

The NMMFO screens all feedback reportsconcerning nontechnical subjects, and technicalfeedback is forwarded to the cognizant SystemsCommand by the NMMFO. The cognizant sys-tems command should respond to urgent feed-back reports (within 24 hours) to all holders ofaffected cards, and follow up with revised doc-umentation where appropriate.

PMS Feedback Report Forms,OpNav 4700/7,may be ordered from the Navy supply systemin accordance with Section II of Nav Sup Publi-cation 2002.

ABH rating, 1-3billets for, 1-.5duties of, 1-2path of advancement for, 2

Active duty requirements, 5Advancement, 3-11

active duty requirements, 5inactive duty requirements, 6preparing for, 4-11quaiifying for, 3-4to warrant and LDO, 11

Aircraft chocks, 29Aircraft cranes, 18-25

cable reeving of, 23description, 18-21hand signals for, 22operation, 25safety precautions for, 25types, 21-25

C-25, 21, 23NS-50/60, 21, 23-25

Aircraft crashes, ashore, 56-60attack, 59-60general procedures, 56-59grid map, 60reports, 60

Aircraft crashes (carrier), 79-82Aircraft fir.: and rescue report form, 61-64Aircraft handling:

carriers, 38-46LPH/LPD ships, 46-49naval air stations, 34-38

Aircraft handling equipment, 12-33corrosion control for, 32-33safety in use of, 16, 33screening of defective items, 31-32types of:

chocks, 29cranes, 18-25slings, 30-31spotting dolly, 17-18tow bars, 25-29tow tractors, 12-16

Aircraft hoisting slings, 30-31Aircraft nosewheel lifting assembly, 18Urcraft spotting, 36-37Aircraft spotting dolly, 17-18Aircraft tiedowns, 29-31Aircraft tow bars, 25-29

INDEX

111

Aircraft towing, 36Allowing for planned interruptions, 93Aviation Crash Crew School, 56

Backup standby alert, 54Ballistic doors, 86.Bar, tow, 25-29

C-25 mobile crane, 21, 23Cable reeving, 23Catapult spotting, 41-42Catwalk crashes, 79Change Bulletins, 95-96Chocks, aircraft, 29Clothing, flight deck crew, 44-45Clothing, rescue, 72-74Color code for fire extinguishers, 37Communications, flight deck, 43Conflagration stations, 86Corrosion control, 32-33Cranes, 18-25

cable feeving of, 23description, 18-21hand signals for, 22operation of, 25safety precautions for, 25types, 21-25

C-25, 21, 23NS-50/60, 21, 23-25

Crashes, ashore, 56-60Crash-rescue service organization, 50-56

emergency communications system, 52maintenance of alert, 53-55manpower, 55-56training and drills, 51-52

Crash salvage crew/team, 74-75Crash salvage team, 85Crew entrapment, r.0-82Custody cards, 98-99Cycle schedules, 105-108

Damage control assistant, responsibilities of,83-85

Damage control organization, 83DD Form 1348, 96Deck launching, 42Defective equipment, screening of, 31-32Deferred Maintenance Action Form, 105Dolly, aircraft spotting, 17-18


Doors, ballistic, 86Drawbar pull, 12

Emergency communications system, 52Enlisted rating structure, 1Enlisted Transfer Manual, 3Entry tools, 81-82Equipment, defective, screening of, 31-32Equipment operators, 35-36Examining Center, assignment to, 3

Feedback Report, 108-110Film Catalog, 11Fire areas, movement of aircraft from, 88Firefighting and rescue trucks, 60-72

MB-1, 62-67MB-5, 67-70reports and grid map, 60-65runway foamer/nurse, 70-71truck-mounted TAU, 71-72

Firefighting equipment, flight line, 37-38Firefighting equipment, hangar deck, 85-87Firefighting positions, 84Firefighting procedures, hangar deck, 87-88Fire/rescue, sources of information for, 82Flight deck chief, responsibilities of, 38-39Flight deck crews, 88-90Flight deck operations, 38-45Flight deck repairs, 90Flight deck safety precautions, 43-44Flight quarters, 88Flight schedule, 40FOCSL, 95-96Forcible entry tools, 81-82Forklifts, 75Form 4790-2K, 103-105Fuel repair team, 85

Gas turbine compressor, 14General emergency bill, 84General quarters, 88General ratings, 1Grid map, 60, 65GTCP-100, 14

Hand lines, 86Hand signals for cranes, 22Hangar deck crew, 85-88Hangar deck operations, 45-46Helicopter handling, 46-49High capacity fog foam monitors and handlines,

86-87Hoisting slings, 30-31Holdback type tiedown, 30

112

Hough tow tractors, 12-14MC-2, 12MD-3/3A, 13-15TA-18, 12, 14

Inactive duty requirements, 6Inspection of completed work, 93Instructor duty, 2-3Inver, ories, 98-99

JeLisoring, 80

LDO, advancement to, 11Leading flight deck petty officer, 39Life preserver, 44Light water agent, 77LPH/LPD helicopter handling, 46-49

Maintenance Action Form, 103Maintenance logs, 103Maintenance of alert, 53-55Maintenance shop, 92Maintenance spotting, 45-46MB-1 truck, 62-67MB-5 truck, 67-70MC-2 tow tractor, 12MD-3/3A tow tractor, 13-15MDCS, 103Manpower, firefighting/rescue organization,

55-56Master Chief, advancement to, 11Minimum response requirements (table), 54Monitors, 86Movement of aircraft from fire areas, 88M-R-S tow tractor, 13-14

NavPers 10052, 7-8NavPers Form 1414/1, 7NavSup Form 154, 97Navy Stock List, 96Nonstandard material, request for, 97Nose gear launch, 41Nosewheel lifting assembly, 18NS-50/60 crane, 21, 23-25NT-4 tow bar, 26-28NTPC, assignment to, 2-3

On-the-job training, 10Operational spots, 45Operations flight schedule, 40OpNav 43-P2, 103Oshkosh MB-5, 68-70

Paths of advancement, 2

INDEX

Personnel management, 91-95allowing for planned interruptions, 93inspection of completed work, 93inspect :Lon of work areas, 943afety program administration, 94-95setting up safe working conditions, 93

Planning the spot, 40-41PMS Feedback Report, 108-110Prelaunch briefing, 4:Primary crash alarm system, 52Proof loading of slings, 31Publications, 99-101

filing of, 100index for, 99-100mainter.ance of, 100-101procu.-ement of, 100

Quals Manual, 4Quarterly schedules, 106

Rate Training Manuals, 8Rating structure, 1Record of Practical Factors, 7Record and reports, 101-105Recovery, 42Reeving, cable, 23Repair 1, resjonsibilities of, 85Report form, aircraft fire and rescue, 61-64Request for in-excess material, 96-97Request for issue, 96Requests for nonstandard material, 97Rescue equipment and clothing, 72-74Respoting, 42-43Rotation Data Card, 3Runway alert, 53Runway foamer/nurse truck, 70-71

Safety clothing and equipment, 44-45Safety precautions:

crane operation, 25flight deck, 43-44flight line, 34hangar deck, 46LPH/LPD, 47-49towing, 16-17

Safety program, organization of 94-95Safe working conditions, 93SBTAU, 76-79, 87Schedules, cycle, 105-108Screening defective equipment, 31-32SD-1C spotting dolly, 17-18Secondary crash alarm system, 52Senior Chief, advancement to, 11Service ratings, 1

113

Shop management, 91-95allowing for planned interruptions, 93inspection of completed work, 93inspection of work areas, 94organizing safety program, 94-95setting up safe working conditions, 93

Signals, crane hand, 22Slings, 30-31Spare parts identification, 95Special tow bars, 28Spotting, 36-37Spotting dolly, 17-18Standard crane hand signals, 22Standby alert, 53-54Supplemental Report Form, 105Supply, 95-97Surveys, 97-98

TA-1A aircraft tiedown, 29TA-18 tow tractor, 12, 14TA75 tow tractor, 13-14TAil, truck mounted, 59-60, 71-72Taxi signalman, 35Terminals, zinc-poured, inspection of, 31Tiedown procedures, 37Tiedowns, 29-31Tools, forcible entry, 81-82Tov, bars, 25-29Towing aircraft, 36Tow tractors, 12-16

maintenance, 15-16operation, 14-15safety precautions, 16types, 12-15

Hough MC-2, 12Hough MD-3/3A, 13-15Hough TA-18, 12, 14M-R-S diesel, 13-14TA-75, 13-14

Training and drills (crash), 51-52Truck-mounted TAU, 71-72Twinned agent unit, shipboard, 76-79Twinned nozzle assembly, 73

Universal tow bar, 26-28UR's, 101-102USAFI courses, IV

Warrant officer, advancement to, 11Water washdown systems, 89-90Weekly schedules, 107-108Work areas, tools, and equipment, inspection

of, 94


Work assignments, 92Work logs, 103Work Requests, 105

114

Yankee-Walters MB-1, 67

Zinc-poured terminals, inspection of, 31

* U. S. GOVERNMENT PRINTING OFFICE : 1971 0 - 423-589

PUB DATE 71 NOTE 0500-094-3110)

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Transcript of PUB DATE 71 NOTE 0500-094-3110)