airman - Navy BMR

airman - Navy BMR
NONRESIDENT
TRAINING
COURSE
July 2000
AIRMAN
NAVEDTRA 14014
DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.
Although the words “he,” “him,” and
“his” are used sparingly in this course to
enhance communication, they are not
intended to be gender driven or to affront or
discriminate against anyone.
DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.
PREFACE
By enrolling in this self-study course, you have demonstrated a desire to improve yourself and the
Navy. Remember, however, this self-study course is only one part of the total Navy training
program. Practical experience, schools, selected reading, and your desire to succeed are also
necessary to successfully round out a fully meaningful training program.
THE COURSE: This self-study course is organized into subject matter areas, each containing
learning objectives to help you determine what you should learn along with text and illustrations
to help you understand the information. The subject matter reflects day-to-day requirements and
experiences of personnel in the rating or skill area. It also reflects guidance provided by Enlisted
Community Managers (ECMs) and other senior personnel, technical references, instructions,
etc., and either the occupational or naval standards, which are listed in the Manual of Navy
Enlisted Manpower Personnel Classifications and Occupational Standards, NAVPERS 18068.
THE QUESTIONS: The questions that appear in this course are designed to help you
understand the material in the text.
VALUE: In completing this course, you will improve your military and professional knowledge.
Importantly, it can also help you study for the Navy-wide advancement in rate examination. If
you are studying and discover a reference in the text to another publication for further
information, look it up.
2000 Edition Prepared by
AMSC(AW/NAC) Archie Manning
Reissued on March 2001 to correct
minor discrepancies or update
information. No significant changes
have been made to content.
Published by
NAVAL EDUCATION AND TRAINING
PROFESSIONAL DEVELOPMENT
AND TECHNOLOGY CENTER
NAVSUP Logistics Tracking Number
0 504-LP-022-4050
i
Sailor’s Creed
“I am a United States Sailor.
I will support and defend the
Constitution of the United States of
America and I will obey the orders
of those appointed over me.
I represent the fighting spirit of the
Navy and those who have gone
before me to defend freedom and
democracy around the world.
I proudly serve my country’s Navy
combat team with honor, courage
and commitment.
I am committed to excellence and
the fair treatment of all.”
ii
TABLE OF CONTENTS
CHAPTER
PAGE
1. Mission and History of Naval Aviation..................................................................
1-1
2. Organization of Naval Aviation.............................................................................
2-1
3. Principles of Flight................................................................................................
3-1
4. Aircraft Basic Construction ...................................................................................
4-1
5. Aircraft Hardware .................................................................................................
5-1
6. Aircraft Power Plants ............................................................................................
6-1
7. Aircraft Avionics...................................................................................................
7-1
8. Aircraft Ordnance..................................................................................................
8-1
9. Support Equipment................................................................................................
9-1
10. Line Operations and Safety.................................................................................... 10-1
11. Aircrew Survival Equipment ................................................................................. 11-1
12. Crash Rescue and Fire Fighting ............................................................................. 12-1
APPENDIX
I. Glossary.............................................................................................................
AI-1
II. References Used to Develop the TRAMAN........................................................
AII-1
III. Answers to Embedded Questions........................................................................ AIII-1
INDEX
........................................................................................................................... INDEX-1
iii
INSTRUCTIONS FOR TAKING THE COURSE
assignments. To submit your assignment answers via
the Internet, go to:
ASSIGNMENTS
The text pages that you are to study are listed at the
beginning of each assignment. Study these pages
carefully before attempting to answer the questions.
Pay close attention to tables and illustrations and read
the learning objectives. The learning objectives state
what you should be able to do after studying the
material. Answering the questions correctly helps you
accomplish the objectives.
http://courses.cnet.navy.mil
Grading by Mail: When you submit answer sheets by
mail, send all of your assignments at one time. Do NOT
submit individual answer sheets for grading. Mail all of
your assignments in an envelope, which you either
provide yourself or obtain from your nearest
Educational Services Officer (ESO). Submit answer
sheets to:
SELECTING YOUR ANSWERS
Read each question carefully, then select the BEST
answer. You may refer freely to the text. The answers
must be the result of your own work and decisions. You
are prohibited from referring to or copying the answers
of others and from giving answers to anyone else taking
the course.
COMMANDING OFFICER
NETPDTC N331
6490 SAUFLEY FIELD ROAD
PENSACOLA FL 32559-5000
Answer Sheets: All courses include one "scannable"
answer sheet for each assignment. These answer sheets
are preprinted with your SSN, name, assignment
number, and course number. Explanations for
completing the answer sheets are on the answer sheet.
SUBMITTING YOUR ASSIGNMENTS
To have your assignments graded, you must be enrolled
in the course with the Nonresident Training Course
Administration Branch at the Naval Education and
Training Professional Development and Technology
Center (NETPDTC). Following enrollment, there are
two ways of having your assignments graded: (1) use
the Internet to submit your assignments as you
complete them, or (2) send all the assignments at one
time by mail to NETPDTC.
Do not use answer sheet reproductions: Use only the
original answer sheets that we provide—reproductions
will not work with our scanning equipment and cannot
be processed.
Grading on the Internet: Advantages to Internet
grading are:
Follow the instructions for marking your answers on
the answer sheet. Be sure that blocks 1, 2, and 3 are
filled in correctly. This information is necessary for
your course to be properly processed and for you to
receive credit for your work.
•
COMPLETION TIME
•
you may submit your answers as soon as you
complete an assignment, and
you get your results faster; usually by the next
working day (approximately 24 hours).
Courses must be completed within 12 months from the
date of enrollment. This includes time required to
resubmit failed assignments.
In addition to receiving grade results for each
assignment, you will receive course completion
confirmation once you have completed all the
iv
PASS/FAIL ASSIGNMENT PROCEDURES
For subject matter questions:
If your overall course score is 3.2 or higher, you will
pass the course and will not be required to resubmit
assignments. Once your assignments have been graded
you will receive course completion confirmation.
E-mail:
Phone:
If you receive less than a 3.2 on any assignment and
your overall course score is below 3.2, you will be
given the opportunity to resubmit failed assignments.
You may resubmit failed assignments only once.
Internet students will receive notification when they
have failed an assignment—they may then resubmit
failed assignments on the web site. Internet students
may view and print results for failed assignments from
the web site. Students who submit by mail will receive
a failing result letter and a new answer sheet for
resubmission of each failed assignment.
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COMMANDING OFFICER
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For enrollment, shipping, grading, or completion
letter questions
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COMPLETION CONFIRMATION
After successfully completing this course, you will
receive a letter of completion.
Address:
ERRATA
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(Do not fax answer sheets.)
COMMANDING OFFICER
NETPDTC (CODE N331)
6490 SAUFLEY FIELD ROAD
PENSACOLA FL 32559-5000
NAVAL RESERVE RETIREMENT CREDIT
Errata are used to correct minor errors or delete
obsolete information in a course. Errata may also be
used to provide instructions to the student. If a course
has an errata, it will be included as the first page(s) after
the front cover. Errata for all courses can be accessed
and viewed/downloaded at:
If you are a member of the Naval Reserve, you will
receive retirement points if you are authorized to
receive them under current directives governing
retirement of Naval Reserve personnel. For Naval
Reserve retirement, this course is evaluated at 18
points. These points will be credited in units as follows:
Unit 1: 12 points upon satisfactory completion of
Assignments 1 thru 8. Unit 2 : 6 points upon
satisfactory completion of Assignments 9 thru 12.
(Refer to Administrative Procedures for Naval
Reservists on Inactive Duty, BUPERSINST 1001.39,
for more information about retirement points.)
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STUDENT FEEDBACK QUESTIONS
We value your suggestions, questions, and criticisms
on our courses. If you would like to communicate with
us regarding this course, we encourage you, if possible,
to use e-mail. If you write or fax, please use a copy of
the Student Comment form that follows this page.
v
COURSE OBJECTIVES
When you complete this course you will be familiar
with the mission and history of naval aviation as well as
the organization of naval aviation. You will also have
knowledge of the principles of flight, aircraft construction, aircraft hardware and power plants, aircraft
avionics and ordnance, support equipment, line
operations and safety, aircrew survival equipment, and
crash rescue and fire fighting.
vi
Student Comments
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Airman
NAVEDTRA: 14014
Date:
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NETPDTC 1550/41 (Rev 4-00)
vii
CHAPTER 1
MISSION AND HISTORY OF NAVAL AVIATION
in maintaining command of the seas. Accomplishing
this task takes five basic operations:
INTRODUCTION
Today's naval aircraft have come a long way from
the Wright Brothers' flying machine. These modern
and complex aircraft require a maintenance team that is
far superior to those of the past. You have now joined
this proud team.
1. Eyes and ears of the fleet. Naval aviation has
over-the-horizon surveillance equipment that provides
vital information to our task force operation.
2. Protection against submarine attack. Antisubmarine warfare operations go on continuously for
the task force and along our country's shoreline. This
type of mission includes hunter/killer operations to be
sure of task force protection and to keep our coastal
waterways safe.
You, the Airman Apprentice, will get a basic
introduction to naval aviation from this training
manual. In the Airman manual, you will learn about the
history and organization of naval aviation; the design of
an aircraft, its systems, line operations, and support
equipment requirements; and aviation safety, rescue,
crash, and fire fighting.
3. Aid and support operations during amphibious
landings. From the beginning to the end of the
operations, support occurs with a variety of firepower.
Providing air cover and support is an important
function of naval aviation in modern, technical warfare.
In this chapter, you will read about some of the
historic events of naval aviation. Also, you will be
introduced to the Airman rate and different aviation
ratings in the Navy. You will find out about your duties
as an Airman. Leadership and training are going to
become an everyday part of your life while you are in
the Navy. With your basic naval training completed,
you have a chance to experience some of the other types
of training available to you. Leadership is an important
aspect of any military organization. Leadership and
teamwork go hand-in-hand, starting right here in the
Airman rate.
4. Rapid logistic support for ground forces.
Logistic support aircraft strongly support the mobility
of the ground forces. Providing logistic support aircraft
is another required function of naval aviation.
5. Search and rescue operations. During sea
missions, the possibility of a downed aircraft or man
overboard always exists. Search and rescue helps
reduce the number of lives lost.
As you can see, naval aviation plays many critical
roles in the support of the Navy's mission. The overall
mission of the United States Navy depends on the use
of highly complex aircraft.
THE MISSION OF NAVAL
AVIATION
LEARNING OBJECTIVE: Identify the
overall mission of naval aviation.
Q1-1. What is the mission and primary function of
naval aviation?
Other countries look upon the United States as the
leader of the free world. This accomplishment comes
partly through our military strength achieved through
sea power. The ability to fight in World War II, the
Korean War, and the Vietnam War came directly from
the Navy's sea power.
THE HISTORY OF NAVAL AVIATION
LEARNING OBJECTIVE: Recognize some
of the important events in naval aviation.
The Navy's interest in airplanes as a naval weapon
dates back to 1898. Several naval officers became
members of an interservice board. Their job was to
observe and investigate the military possibilities of the
new flying machine. In 1908 and 1909, naval officer
observers were present at the public demonstrations
staged by the Wright brothers.
The mission of naval aviation is to support our
naval forces. This support helps keep vital sea lanes
open and denies their use to enemy forces in time of
war. To accomplish this task, naval aviation has a
primary function. The primary function of naval
aviation is to closely coordinate with other naval forces
1-1
Florida, was established and became the primary
training facility for all naval aviators and enlisted
aircrew personnel.
The following paragraphs chart the history of naval
aviation from 1910 to the present.
1910
1917
The first successful launch of a aircraft from a ship
was made by Eugene Ely, who flew a Curtiss biplane
from a specially built 83-foot wooden platform on the
forecastle of the cruiser Birmingham. See figure 1-1.
When the U.S. declared war on Germany on 6 April
1917, naval aviation had 48 officers and 239 enlisted
men. There were 54 aircraft, 1 airship, 3 balloons, and 1
naval air station. By the end of WWI, naval aviation had
6,716 officers, 30,693 enlisted men, 252 land air craft,
and 1,865 flying boats and seaplanes. Naval aviation
had grown enormously and was well on its way.
1911
On 8 May 1911, the Navy purchased its first
aircraft from Glenn Curtiss—the A-1 Triad. This date
of purchase became the official birthday of naval
aviation. The Wright brothers soon sold the Navy
another aircraft. Curtiss and the Wrights agreed to train
a pilot and a mechanic.
1922
The converted collier ship Jupiter (AC-3) was
renamed USS Langley and commissioned. It became
the first official aircraft carrier (CV-1) supporting
fighter and torpedo bomber squadrons. See figure 1-3.
Eugene Ely landed on a 120-foot wooden platform
built on the after turret of the Pennsylvania (fig. 1-2).
Then, Ely launched from the wooden platform and flew
back to shore. The day of the "aircraft carrier" had
arrived. By the end of 1911, the U.S. Navy had three
aircraft, four pilots, and one naval air station located at
Greenbury Point, near Annapolis, Maryland. The
station eventually moved to North Island, California.
Later, the Naval Aeronautic Station, Pensacola,
1940s
Five more aircraft carriers joined the carrier task
force before the outbreak of World War II.
1941. The U.S. Congress declared a state of war
with Japan. During World War II, the F-6F Hellcat,
ANF0101
Figure 1-1.—Eugene Ely in the first takeoff from a ship, November 14, 1910.
1-2
ANF0102
Figure 1-2.—Ely in Curtiss byplane comes aboard the USS Pennsylvania in the first shipboard landing on January 18, 1911.
F-4U Corsair, SB-2C Helldiver, and TBM Avenger
were carrier based. Patrol aircraft consisted of the
PBY/PBM Mariner, PB-4Y, and PV Ventura aircraft.
The R-4D Skytrain was used for transport and cargo.
1942. The Battle of Coral Sea caused the Japanese
to abandon their attempt to land at Port Moresby.
Carrier-based aircraft attacked the Japanese task force
and their landing forces. This was the first major battle
without opposing ships making contact.
Naval aviation strength was 5,233 aircraft, 5,900
Navy and Marine Corps pilots, and 21,678 enlisted
men.
The Battle of Midway was the turning point of the
war in the Pacific. Japan suffered heavy losses to their
ANF0103
Figure 1-3.—The first Naval aircraft carrier USS Langley (CV-1).
1-3
1960s
surface force, their aircraft, and experienced aircraft
pilots.
Naval Aviation was approaching its golden
anniversary, and support of the space program was
made a priority as manned orbital flight became a
reality. Also, recovering space vehicles became one of
the Navy's responsibilities. A carrier recovery ship,
carrier-based helicopters, and specially trained crews
carried out this mission.
Five carriers took part in the Battle of
Guadalcanal. Carrier-based aircraft flew interceptor
patrols, offensive missions against shipping, and close
air support for ground forces until the island was
secured.
1943. U.S. Navy enters the helicopter field of
aviation by purchasing helicopters from U.S. Army.
Also, the Navy purchased a helicopter manufactured to
Navy specifications from the Sikorsky Helicopter
Company—the YR-4B. Westinghouse developed the
first turbojet engine (19A) for the Navy.
1961. The United States becomes officially
involved in the Vietnam conflict. Naval aviator, Alan B.
Shepard Jr., became the first American to go into space
by completing a flight reaching 116 miles high and 302
miles down range before recovery by a Navy HUS-1
helicopter and the USS Lake Champlain. Also, the
worlds first nuclear-powered aircraft carrier, the USS
Enterprise (CVAN-65), was commissioned.
1948. The Navy commissioned its first helicopter
squadron—the HU-1, and the first carrier landing was
made by a U.S. Navy jet (the FJ-1 Fury lands aboard the
USS Boxer).
1962. The Naval Aviation Museum was established
at the Naval Air Station, Pensacola, Florida, by the
Secretary of the Navy.
1949. The first use of a pilot ejection seat for an
emergency escape was made from an F2H-1 Banshee.
Also, a new fighter aircraft was added to the Navy
inventory (the F9F-2/5 Panther), and was manufactured
by Grumman Aircraft Company.
1964. Vertical replenishment by helicopters and
picking up stores and delivering them to other surface
combat ships began with the commissioning of the
combat stores ship USS Mars (AFS-1).
1950s
1965. The United States is fully involved in the
Vietnam conflict. Seventh fleet air units begin
operation Rolling Thunder, a systematic bombing of
military targets throughout North Vietnam waged by
land and sea based A-4 Skyhawks, F-4 Fanthoms, A-6
Intruders, and A-7 Corsair aircraft.
Carrier aircraft went into action in the Korean
conflict, which ended July 27, 1953.
1953. Naval aircraft conducted initiation test
operations aboard the Navy's first angled deck carrier,
the USS Antietam.
1967. Fire broke out on the flight deck of the USS
Forrestal (CV-59) and soon spread below decks
igniting bombs and ammunition. Heroic efforts brought
the fire under control but damage to the ship and aircraft
was severe. These were 132 dead, 62 injured, and two
missing and presumed dead. Also, the Aircraft
Intermediate Maintenance Department (AIMD) was
established by the Chief of Naval Operations (CNO) on
all operating aircraft carriers except the one operating
with the Naval Air Training Command.
1954. Guided, air-to-air and air-to-surface missiles
were perfected and placed into operation. The Polaris,
Sidewinder, Sparrow, and Petrel missiles became
standard equipment.
1957. The first successful Automatic Landing
System test was done on the USS Antietam. It was
designed to bring planes aboard the ship in all weather
without help from the pilot. Also, the first F8U-1
Crusader was delivered to the fleet. The first
operationally equipped jet plane in history to fly faster
than 1,000 mph.
1969. Apollo 11 lands on the moon with naval
aviator Neil Armstrong; Edwin Aldrin, USAF: and
Michael Collins, USAF. Armstrong and Aldrin walked
on the moon 20 and 21 July.
1959. Four naval aviators were selected as
prospective astronauts under Project Mercury—a
program of space exploration and manned orbital
flight. The Sikorsky HSS-2 amphibious, all weather,
antisubmarine helicopter made its first flight.
1970s
Naval aviation beginning its seventh decade
heavily embroiled with Vietnam and a growing crisis in
the Middle East re-emphasized the importance of the
U.S. Navy to keep the sea lanes open. This required the
1-4
1980s
reliability of established and upgraded weapons
systems and materials.
As Naval Aviation approaches its "Diamond
Anniversary" decade, war erupts between Iraq and Iran
as U.S. carrier forces maintain their deployment cycles
in support of the Iranian crisis in the Arabian Sea,
provide humanitarian support to Cuban refugees in the
Caribbean, and defense capabilities for the Panama
Canal. An increase in new technology and research
produce new versions of the F/A-18 Hornet, SH-60
Seahawk, OV-10 Bronco, MH-53 Sea Stallion, and the
V-22 Osprey, a fixed-wing, tilt-rotor aircraft.
1971. Navy takes delivery of the AV-8 Harrier, a
fixed wing, vertical takeoff and landing (V/STOL) jet
aircraft used for combat, and the EA-6B Prowler, the
newest carrier-based sophisticated electronic warfare
aircraft. The Navy also received the new CH-53A Sea
Stallion, a helicopter devoted exclusively to mine
countermeasures. By towing specially designed
magnetic and acoustical equipment, the CH-53 locates
and activates enemy mines.
1972. The Navy receives its first new fighter
aircraft in 14 years, the F-14 Tomcat, which replaces the
aging McDonnell Douglas F-4 Phantom II. The war
continued in Vietnam. Navy and Marine Corps pilots
were being rescued, over land and at sea, by Search and
Rescue (SAR) helicopter crews.
1981. The first flight of the Space Shuttle
(Columbia), with an all-Navy crew, launched from
Cape Canaveral, Florida.
1983. Combat amphibious assault operations
commence on the island of Grenada. Navy and Marine
Corps air support was provided by Carrier Air Wing Six
(CVW-6) aboard USS Independence.
1973. The Vietnam cease-fire was announced, and
U.S. forces start to withdraw. The Navy lost 529
fixed-wing aircraft and 13 helicopters, and the Marine
Corps lost 193 fixed-wing aircraft and 270 helicopters
in enemy actions. Operation Homecoming begins,
which provides for the repatriation of prisoners of war
(POWs). The Blue Angels became the Navy Flight
Demonstration Squadron, located at Naval Air Station,
Pensacola, Florida.
1986. Naval aviation celebrates its 75th anniversary
while U.S. carrier forces attack Libyan targets with
HARM, Harpoon, and Shrike missiles. The F-14
Tomcat, F-18 Hornet, and A-6 Intruder aircraft
conducted low-level bombing and fighter support for
the operation.
1988. Helicopter Squadron (HCS-5) was
established. The first of its kind, with a primary mission
of combat search and rescue (strike rescue) and special
warfare support. It operates the HH-60 Seahawk.
1974. The Navy receives its new highly advanced,
carrier-qualified, jet powered, turbofan S-3 Viking
antisubmarine warfare aircraft that works in tandem
with the SH-3 Sea King and SH-2 Seasprite helicopters
in locating and tracking submarines.
1990s
This decade begins with a "new world" order. The
collapse of the Soviet Union left the United States as
the world's only superpower. In the Middle East, Iraq
invades Kuwait, a massive armada of U.S. Naval and
Allied Forces converge on the region in support of
"Operations Desert Shield and Desert Storm."
1976. The Navy's last operational HU-16 Albatross
seaplane, S-2 Tracker antisubmarine warfare, and
C-117 Douglas DC-3 transport aircraft were stricken
from service. All arrived or departed NAS Pensacola,
Florida, and can be found at the Naval Aviation
Museum, Pensacola, Florida, or Davis Monthan Air
Force Base, Arizona, the boneyard for obsolete military
aircraft.
1991. The Navy launches massive aerial attacks
with Tomahawk cruise missiles at predetermined
targets in Iraq and Kuwait. U.S. Naval, Marine Corps,
Air Force, and Allied aircraft of all types made a quick
and decisive blow to the Iraqi ground and air forces,
resulting in the liberation of Kuwait and the end of the
Persian Gulf War.
1979. Navy carrier forces and air wings responded
to five crisis situations around the world. USS
Constellation to a conflict between North and South
Yemen; USS Saipan during the Nicaraguan turmoil;
USS Nassau involved in response to Russian combat
troops in Cuba; USS Kitty Hawk on alert in Korea; USS
Kitty Hawk and USS Midway conduct contingence
operations during the Iranian hostage crisis.
1992. The USS Lexington, the Navy's unsinkable
"Blue Ghost" of World War II, was decommissioned
and turned into a memorial museum ship. The Navy
takes delivery of its newest training aircraft, the T-45
Goshawk, which will replace the aging T-2 Buckeye and
TA-4 Skyhawk.
1-5
1993. Secretary of Defense lifted the ban on
combat flights for women and allows assignments on
combat vessels. U.S. Naval surface and air forces
maintain a vigilant presence in the Persian Gulf in
support the United Nations Security Counsels "No-Fly"
zone over Iraq.
Mate rating changed from AMM to AD. The specialties
moved to the basic AD rating or other basic ratings. The
letter D in the Aviation Machinist's Mate initials (AD)
avoids confusion with the Aviation Structural
Mechanic (AM). Personnel in the AMMC, AMMF,
AMMP, and AMMT specialties became ADs.
1994. The first of many "female" naval aviators
successfully pass fleet carrier qualifications in combat
aircraft. The USS Eisenhower becomes the first combat
ship to receive permanently assigned women.
The AMMHs became a part of the Aviation Structural Mechanic (AM) rating. The AMMIs became a part
of the Aviation Electrician's Mate (AE) rating. Many
other titles and changes to ratings occurred at that time.
1995. The first female Naval Aviator goes into
space, and the F-117A Stealth fighter/bomber is
operational. The entire U.S. Armed Services has
regionalized and downsized, and U.S. forces maintain
support for operations in Bosnia and other areas of the
world. New technology and the national interest will
determine the future of the Navy, and Naval Aviation
will always have a major role.
New ratings were established after 1948. They are
the Aviation Maintenance Administrationman, Aviation Support Equipment Technician, Aviation Antisubmarine Warfare Operator, and Aviation Antisubmarine
Warfare Technician. In 1958, additional E-8 and E-9
paygrades (senior and master chief) were established.
During this period, the title of the Airman rate has
not changed. The advancement of aviation has caused
the requirements of the rate to change. The
requirements will continue to change in the future. You
can find the requirements for all ratings in the Manual
of Navy Enlisted Manpower and Personnel
Classifications
and
Occupational
Standards,
NAVPERS 18068.
Q1-2. The Navy purchased its first aircraft from
what company on what date?
Q1-3. Who was the first Naval Aviator to fly into
space?
Q1-4. What year did the Secretary of Defense lift the
band allowing women into combat roles?
AVIATION RATINGS
A basic knowledge of the duties and skills of the
Airman rate is necessary. You can obtain this
knowledge either at a service school or by experience
and self-study.
THE AIRMAN RATE
LEARNING OBJECTIVES: Identify the
growth of the Airman rate from the beginning
of the rate to the present day. Identify the
aviation general ratings and those general
ratings that include service ratings, and
recognize the duties of these ratings.
Recognize the general principles of good
leadership as they apply to the Airman.
The general aviation ratings identify personnel
from paygrades E-4 through E-9. Exceptions do exist
where a general rating begins and/or ends at other
paygrades. An example of a general rating that does not
have any service ratings is the Aviation Ordnanceman
(AO) rating. An example of a general rating that begins
at paygrade E-6 instead of E-4 is the Aviation Support
Equipment Technician (AS) rating.
During the early years of naval aviation, enlisted
personnel came from similar surface ratings in the
Navy. The first requirement was for aircraft mechanics.
Personnel came from the Machinist's Mate rating and
became Machinist's Mate (Aviation). Later, this rating
became the Aviation Machinist's Mate (AMM) rating.
The aviation service ratings, subdivisions of a
general rating, require specialized training within that
general rating. For example, the Aviation Boatswain's
Mate (AB) rating has three service ratings (ABE)
(ABF) and (ABH). The Aviation Structural Mechanic
(AM) rating has three service ratings (AME) (AMH)
and (AMS). These service ratings begin at paygrade
E-4.
Special training was necessary during World War
II. These specialties became part of a basic rating.
There were several specialties that became part of the
Aviation Machinist's Mate (AMM) rating.
In 1948, there was a major change in the aviation
rating structure. The Airman rate came into being. The
titles and/or initials of some aviation ratings changed.
For example, the initials for the Aviation Machinist's
The aviation ratings career progression paths are
shown in figure 1-4.
1-6
E-4
E-5
E-6
E-7
E-8
E-9
AEROGRAPHER'S MATE
AG3
AG2
AG1
AGC
AGCS
AGCM
AIR TRAFFIC CONTROLLER
AC3
AC2
AC1
ACC
ACCS
ACCM
AIRCREW SURVIVAL
EQUIPMENTMAN
PR3
PR2
PR1
PRC
PRCS
PRCM
AW3
AW2
AW1
AWC
AWCS
AWCM
ABE3
ABF3
ABH3
ABE2
ABF2
ABH2
ABE1
ABF1
ABH1
ABEC
ABFC
ABHC
ABCS
ABCM
AVIATION ELECTRICIAN'S
MATE
AE3
AE2
AE1
AEC
AECS
AVCM
AVIATION ELECTRONICS
TECHNICIAN
AT3(I)
AT3(O)
AT2(I)
AT2(O)
AT1(I)
AT1(O)
ATC(I)
ATC(O)
ATCS(I)
ATCS(O)
AVCM
AVIATION MACHINIST'S
MATE
AD3
AD2
AD1
ADC
ADCS
AFCM
AVIATION MAINTENANCE
ADMINISTRATIONMAN
AZ3
AZ2
AZ1
AZC
AZCS
AZCM
AVIATION
ORDNANCEMAN
AO3
AO2
AO1
AOC
AOCS
AOCM
AVIATION
STOREKEEPER
AK3
AK2
AK1
AKC
AKCS
AKCM
AVIATION STRUCTURAL
MECHANIC
AME3
AMH3
AMS3
AME2
AMH2
AMS2
AME1
AMH1
AMS1
AMEC
AMHC
AMSC
AMCS
AFCM
ASE3
ASE2
ASM3
ASM2
AS1
ASC
ASCS
ASCM
PH3
PH2
PH1
PHC
PHCS
PHCM
RATING TITLE
AVIATION WARFARE
SYSTEMS OPERATOR
AVIATION BOATSWAIN'S
MATE
AVIATION SUPPORT
EQUIPMENT TECHNICIAN
PHOTOGRAPHER'S
MATE
ANF0104
Figure 1-4.—Paths of advancement for enlisted personnel.
1-7
! Assist pilots in the preparation and processing
of flight plans and clearances.
DESCRIPTION OF AVIATION
RATINGS
! Maintain current flight-planning information
and reference materials.
The following paragraphs contain a description of
each aviation rating.
Aircrew Survival Equipmentman (PR)
Aerographer's Mate (AG)
A description of the PR rating includes the
following:
A description of the AG rating includes the
following:
! Inspect, maintain, and repair parachutes, survival equipment, and flight and protective
clothing and equipment.
! Observe, collect, record, and analyze
meteorological and oceanographic data.
! Make visual and instrumental observations of
weather and sea conditions.
! Pack and rig parachutes.
! Pack and equip life rafts.
! Operate meteorological satellite receivers and
interpret and apply satellite data.
! Repair and test oxygen regulators and liquid
oxygen converters removed from aircraft.
! Interpret meteorological and oceanographic
codes and enter data on appropriate charts.
! Fit and maintain oxygen masks, flight clothing,
antiexposure suits, and anti-G suits.
! Operate ancillary computer equipment for the
processing, dissemination, and display of
environmental data.
! Operate and maintain carbon dioxide transfer
and recharge equipment.
! Conduct inspects of survival equipment;
supervise operation of parachute lofts and
survival equipment work centers.
! Perform
preventive
maintenance
on
meteorological and oceanographic equipment.
! Prepare warnings of severe and hazardous
weather and sea conditions.
Aviation Warfare Systems Operator (AW)
! Forecast meteorological and oceanographic
conditions.
The AW rating consists of three service ratings, E-4
through E-6 paygrades. These ratings are the AWA
(Acoustic), the AWH (Helicopter), and the AWN
(Nonacoustic) ratings. A description of these ratings is
as follows:
! Prepare and present briefings concerning
current
and
predicted
environmental
conditions and their effect on operations.
! Perform general flight crew duties.
Air Traffic Controller (AC)
! Operate ASW sensor systems to extract,
analyze, and classify data obtained.
A description of the AC rating includes the
following:
! Perform specified preflight, inflight, and
postflight diagnostic functions, using manual
techniques, built-in test equipment (BITE), and
computer routines to isolate faults and
optimize system performance.
! Perform air traffic control duties in air control
towers, radar air traffic control facilities, and
air operations offices ashore and afloat.
! Operate radiotelephones, light signals and
systems, and direct aircraft under Visual Flight
Rules (VFR) and Instrument Flight Rules
(IFR) conditions.
! Operate tactical support center systems to
analyze and classify ASW data.
! Assist in aircrew briefing and debriefing.
! Operate surveillance radar, precision radar, and
identification equipment (IFF).
! Provide database information to the tactical
commander for use in prescribing mission
objectives and tactics.
! Operate ground- and carrier-controlled approach systems.
1-8
! Observe and enforce fuel-handling safety
precautions.
Aviation Boatswain's Mate (AB)
The AB rating is made up of the three service
ratings, E-4 through E-7 paygrades. These ratings are
the ABE, ABF, and the ABH ratings.
AVIATION BOATSWAIN'S MATE, AIRCRAFT HANDLING (ABH).—A description of the
ABH rating includes the following:
AVIATION
BOATSWAIN'S
MATE,
LAUNCHING AND RECOVERY EQUIPMENT
(ABE).—A description of the ABE rating includes the
following:
! Direct the movement and spotting of aircraft
ashore and float.
! Operate, maintain, and perform organizational
maintenance on ground-handling equipment
used for moving and hoisting of aircraft ashore
and afloat.
! Operate, maintain, and perform organization
maintenance on hydraulic and steam catapults,
barricades, arresting gear, arresting gear
engines, and associated equipment ashore and
afloat.
! Supervise the securing of aircraft and
equipment.
! Perform crash rescue, fire fighting, crash
removal, and damage control duties.
! Operate catapult launch and retract panels,
consoles, firing panels, water brakes, chronographs, blast deflectors, and cooling panels.
! Perform duties in connection with launching
and recovery of aircraft.
! Rig, inspect, proof-load cables and fittings, and
pour wire rope sockets.
Aviation Electrician's Mate (AE)
! Perform aircraft-handling duties related to the
operation of aircraft launching and recovery
equipment.
A description of the AE rating includes the
following:
AVIATION BOATSWAIN'S MATE, FUELS
(ABF).—A description of the ABF rating includes the
following:
! Maintain electrical and instrument systems,
including power generation, conversion, and
distribution systems, aircraft batteries, interior
and exterior lighting.
! Operate, maintain, and perform organizational
maintenance on aviation fueling and
lubricating oil systems in CVs (aircraft
carriers), LPHs (amphibious assault ships), and
LPDs (amphibious transport docks), including
aviation fuel and lubricating oil service stations
and pump rooms, piping, valves, pumps, tanks,
and portable equipment related to the fuel
system.
! Maintain electrical control systems of aircraft,
including hydraulic, landing gear, flight
control, utility, power plant and related
systems.
! Maintain instrument electrical systems, such as
aircraft engine, flight, and noninstrument-type
indicating and warning systems to include
automatic flight control and stabilization
systems, aircraft compass systems, attitude
reference systems, and inertial navigation
systems.
! Operate, maintain, and repair valves and piping
of purging and protective systems within the
air department spaces aboard ship.
! Supervise the operation and servicing of fuel
farms, and equipment associated with the fueling and defueling of aircraft ashore and afloat.
Aviation Electronic Technician, AT(I) and
AT(O)
! Operate and
equipment.
fueling
A description of both AT ratings include the
following:
! Maintain fuel quality surveillance and control
in aviation fuel systems ashore and afloat.
! AT(I) performs intermediate-level preventive
and corrective maintenance on aviation
electronic
components
supported
by
conventional and automatic test equipment,
including repair of weapons replaceable
service
motorized
! Train, direct, and supervise fire-fighting crews,
fire rescue teams, and damage control parties in
assigned fuel and lubricating oil spaces.
1-9
! Collect, compile, analyze, and record data
pertaining to the history, operation, maintenance, configuration, receipt, and transfer of
naval aircraft and related aeronautical
equipment.
assemblies and shop replaceable assemblies.
AT(I) also performs microminiature component repair and test equipment qualification
and associated test bench preventive and
corrective maintenance.
! Prepare reports and correspondence.
! AT(O) performs organizational-level preventive and corrective maintenance on aviation
electronics systems to include communications, radar, navigation, antisubmarine warfare
sensors, electronic warfare, data link, fire
control, tactical displays, and associated
equipment.
! Determine requirements for the requisition,
control, and issue of change kits.
! Requisition departmental instructions, forms,
and technical data.
! Organize, maintain, and operate technical
libraries.
Aviation Machinist's Mate (AD)
! Perform other duties as required when attached
to organizational, intermediate, and depot
maintenance activities or aviation staff commands.
A description of the AD rating includes the
following:
! Maintain aircraft engines and their related
systems, including induction, cooling, fuel, oil,
compression, combustion, turbine, gas turbine compressor, exhaust, and propeller
systems.
Aviation Ordnanceman (AO)
A description of the AO rating includes the
following:
! Preflight aircraft.
! Inspect, maintain, and repair armament
equipment, including aircraft guns, gun
accessories, noncomputing gunsights, aerialtowed target equipment, and handling
equipment; and aviation ordnance equipment,
including ammunition suspension, release,
launching, and arming equipment.
! Conduct inspections on engine and enginerelated systems.
! Field-test and adjust engine components,
including fuel controls, pumps, valves, and
regulators.
! Remove, repair, and replace compressor and
turbine blades and combustion chamber liners.
! Store, maintain, assemble, load, and fuze
aviation ammunition.
! Preserve and depreserve engines, engine
accessories, and components.
! Load nuclear weapons and aerial mines and
torpedoes.
! Supervise engine work centers.
! Load supplementary stores.
! Assemble, test, load, and maintain air-launch
guided missiles.
Aviation Maintenance Administrationman
(AZ)
! Operate small arms ranges.
A description of the AZ rating includes the
following:
! Supervise the operation of armories, aviation
ordnance shops, and aviation ammunition
storage facilities.
! Perform administrative, managerial, and
clerical duties required in implementing and
supporting the Naval Aviation Maintenance
Program (NAMP).
Aviation Storekeeper (AK)
! Plan, program, and coordinate scheduled and
unscheduled maintenance tasks and the
incorporation of changes and modifications to
aircraft and equipment.
A description of the AK rating includes the
following:
! Receive, identify, store, and issue aviation
supplies, spare parts, and stocks of technical
aviation items.
! Set up and maintain status boards.
1-10
! Confirm shipments and make reports of
excesses, shortages, or damages.
! Perform preflight, postflight, and other
periodic aircraft inspections.
! Classify and stow materials, using the required
protective measures.
AVIATION STRUCTURAL MECHANIC,
HYDRAULICS (AMH).—A description of the AMH
rating includes the following:
! Pack, tag, and inspect equipment and parts.
! Maintain hydraulic systems, including main
and auxiliary power systems and unit actuating
subsystems; landing gear, excluding wheels
and tires; brakes; and related pneumatic
systems, including reservoir pressurization,
emergency actuating systems, and associated
pumps, valves, regulators, actuating cylinders,
lines, and fittings.
! Conduct inventories.
! Prepare and maintain records pertaining to
stock control and issuance of aviation
equipment and materials.
! Process allowance changes, validate requirements, and monitor supply requests.
! Maintain control of status and location of
repairable components and retrograde
components.
! Service pressure accumulators, emergency air
bottles, oleo struts, reservoirs, and master
brake cylinders.
! Inspect, remove, and replace components of
hydraulic systems.
Aviation Structural Mechanic (AM)
The AM rating consists of three service ratings, E-4
through E-7 paygrades. These ratings are the AME,
AMH, and the AMS ratings.
! Bleed hydraulic systems.
! Adjust brakes, and replace linings and pucks.
! Replace gaskets, packing, and wipers in
hydraulic components.
AVIATION STRUCTURAL MECHANIC,
SAFETY EQUIPMENT (AME).—A description of
the AME rating includes the following:
! Perform daily, preflight, postflight, and other
aircraft inspections.
! Maintain safety belts, shoulder harnesses, and
integrated flight harnesses in aircraft; inertia
reels; seat and canopy ejection systems;
gaseous and liquid oxygen systems; lift raft
ejection systems; fire-extinguishing systems,
excluding fire detection systems; portable fire
extinguishers; emergency egress systems;
air-conditioning, heating, cabin and cockpit
pressurization, ventilating, and anti-G systems;
visual improvement systems; other utility
systems; and associated lines, fittings, rigging,
valves, and control mechanisms.
AVIATION STRUCTURAL MECHANIC,
STRUCTURES (AMS).—A description of the AMS
rating includes the following:
! Maintain aircraft fuselages, wings, fixed and
movable surfaces, airfoils, empennages, seats
(except ejection seats), wheels and tires and
their components, controls, and mechanisms.
! Remove, install, and rig flight control surfaces.
! Fabricate and assemble metal parts, and make
minor repairs to aircraft skin.
! Replenish liquid and gaseous oxygen systems.
! Remove and install oxygen system valves,
gauges, converters, and regulators.
! Install rivets and metal fasteners.
! Inspect, remove, install, and rig ejection seats,
shoulder harnesses, lap belts, and face-curtain
mechanisms.
! Paint.
! Build up wheels and tires.
! Perform dye penetrant inspections.
! Perform daily, preflight, postflight, and other
aircraft inspections.
! Inspect, remove, install, and adjust firing
mechanisms and cartridges for ejection seats,
lap belts, and canopies.
Aviation Support Equipment Technician (AS)
! Operate and maintain liquid nitrogen and
liquid and gaseous oxygen shop transfer and
recharge equipment.
A description of the AS rating includes the
following:
1-11
! Record actual and simulated battle operations.
! Service, test, and perform organizational- and
intermediate-level maintenance and repair of
automotive electrical systems in mobile and
self-propelled aviation support equipment and
aviation armament-handling equipment. This
includes generating, starting, lighting, and
ignition systems; electrical components and
wiring in auxiliary electrical power units used
in servicing aircraft; electrical control systems
in gas turbine compressor units and
air-conditioning systems; and electrical and
electronic circuits and components in general
aircraft-servicing equipment.
! Make pictorial records of historic and
newsworthy events aboard ship and ashore.
! Expose and process light-sensitive negative
and positive material.
! Arrange, compose, and illuminate photographic subjects
! Make finished prints, mosaics, and strip
photographs.
! Maintain associated
records, and supplies.
! Service and maintain storage batteries.
photographic
files,
AIRMAN DUTIES
! Perform maintenance inspections of aviation
support equipment.
The five major duties you will perform as an
Airman are as follows:
! Service, test, maintain, and repair gasoline and
diesel engines and associated automotive
systems, hydraulic systems, pneumatic
systems, and structural components in mobile
and self-propelled aviation support equipment.
1. Maintain support equipment, compartments,
and buildings.
2. Stand security watches.
3. Move aircraft.
! Maintain gas turbine compressor units and
air-conditioning systems used in servicing
aircraft.
4. Participate in working parties.
5. Perform routine duties involved in the
operation of a naval aviation activity afloat or
ashore.
! Maintain and operate gas turbine compressor
unit test stands.
! Maintain hydraulic test and service equipment,
air compressors, jacks, workstands, and
associated equipment.
You will probably have to perform some duties that
don't fall into any of the above categories. However,
these five duties cover the majority of the tasks you will
have to perform.
! Perform body and fender metalwork and
painting.
It's only natural that your first duties will be
relatively basic and routine. As you gain knowledge
and skill, you will earn more complex responsibilities.
You may become a member of the line maintenance
crew. At first, you will probably chock the aircraft's
wheels and tie the aircraft down at the end of the flying
day. Later, you get more responsible jobs to handle on
the line, such as giving taxi signals to pilots, refueling
aircraft, and inspecting aircraft. Your job may be
helping petty officers with certain phases of aircraft line
maintenance. The way you perform your job will have a
direct bearing on how soon you will receive more
advanced assignments. Learn everything you can about
each job. Ask questions and observe how qualified
personnel accomplished things.
! Weld, braze, solder, cut, shape, and patch
metal.
! Adjust and repair brake systems.
! Inspect and replace tires and tubes.
! Operate hydraulic test stands.
Photographer's Mate (PH)
A description of the PH rating includes the
following:
! Inspect and maintain cameras and camera
control equipment, laboratory equipment, and
related
photographic
equipment
and
accessories.
Sometimes you may think there are no other job
possibilities for the Airman except washing aircraft,
standing watches, and cleaning spaces. This type of
work is necessary, and all personnel do it at sometime.
! Accomplish photographic work required by
the naval service.
1-12
Third Class, NAVEDTRA 12044. Both of these
training manuals contain information about leadership.
Your own efforts will determine your readiness for
other jobs. The Navy needs well-trained personnel, so
work in an inspired manner regardless of your chosen
rating.
Military Requirements for Petty Officer Third
Class, NAVEDTRA 12044, is primarily for personnel
who are preparing for petty officer third class. You may
wish to study it to get a head start in leadership training.
The Bibliography for Advancement Examination Study,
NAVEDTRA 10052, provides titles and sections of
publications you should study when preparing for the
examination. No single publication can give you all the
information you need. Your divisional training petty
officer or the Educational Services Office (ESO) will
assist you.
Likewise, when you get aboard ship, you will probably think that your job is only moving aircraft from
one spot to another. As with your work ashore, you will
have more responsible jobs as you learn your duties afloat.
ASSIGNMENTS
As an Airman Recruit, you will work in one of the
more progressive areas of the naval service—naval
aviation.
A thorough knowledge of the work a person is
doing is a decided advantage to the prospective leader.
It is important that you learn everything you can about
the rate requirements of an Airman. You may find
yourself in a position where your shipmates come to
you for assistance with a problem. When you are able to
help with their problems (without embarrassing them),
you are on your way to becoming a leader.
As an Airman Apprentice or Airman, you can
expect various assignments. Your job may be on an
aircraft carrier as ship's company, where you will work
in a variety of jobs. You may work in an operating
carrier squadron. Carrier squadrons are shore based, but
when the air wing goes aboard a carrier, the squadron
will accompany it. You may work in a patrol squadron.
Patrol squadrons are on naval air stations in the United
States and deploy to overseas bases. You may also work
in a training squadron. Your assignment could be with
fixed-wing or rotary-wing aircraft.
You may even be able to do the right things
automatically. In this case, it will be a relatively easy
job for you to become the type of leader the Navy
needs. However, as stated previously, leadership is
learned. If you have to think about how you are
conducting yourself when giving help, you are normal.
Shore assignments include naval air stations, naval
air facilities, or aircraft intermediate maintenance
departments. There are other billet possibilities for the
Airman, but those are the major ones. The team
assignment is not the important thing. The important
thing is to become an integral part of the team. Always
do your best to make your team the Navy's finest.
Q1-5. The initial Machinist Mate (Aviation) rate
came from what rating?
Q1-6. Major changes to the aviation ratings
structure took place in what year?
LEADERSHIP
Q1-7. What manual lists the requirements for all
aviation ratings?
In the Navy, leadership begins early. As an Airman
Recruit or Airman Apprentice, you have a limited
leadership role. However, you should begin to find out
the principles of good leadership. For you to perform
your responsibilities as a petty officer, you must display
the qualities of good leadership. Why not learn as much
as possible about leadership now. Leadership is
learned. Those who have become Navy leaders have
done so through the application of the principles of
leadership from an early age.
Q1-8. What general rating begins at paygrade E-6
instead of E-4?
Q1-9. What are aviation service ratings?
Q1-10.
What officer or office should you contact for
assistance in finding the publications you
need to study for advancement?
SUMMARY
The history and mission of naval aviation tells of its
importance, both yesterday and today. By learning
about what happened in the past, you gain insight into
today's world of naval aviation. Further, knowing
yesterday's role of naval aviation will help you know
what is expected of you as you work in the aviation
field.
This training manual does not present an extended
leadership course. However, you will find some of the
general principles of leadership in the following
paragraphs. If you wish to read more about this subject,
refer to Basic Military Requirements, NAVEDTRA
12018, and Military Requirements for Petty Officer
1-13
(THIS PAGE IS INTENTIONALLY LEFT BLANK.)
1-14
ASSIGNMENT 1
Textbook Assignment: "Mission and History of Naval Aviation," chapter 1, pages 1-1 through 1-13.
1-1.
1.
2.
3.
4.
1-2.
2.
3.
4.
2.
3.
4.
1-5.
1-7.
1-8.
1-9.
To supply the fleet with aircraft for
deployment on aircraft carriers
To provide the fleet with aircraft pilots
and aircrewman
To coordinate with other armed forces in
maintaining command of the seas
To support amphibious landing operations
1.
2.
3.
4.
Five
Six
Seven
Eight
1-15
USS Pennsylvania
USS Langley
USS Birmingham
USS Jupiter
The Navy purchased its first aircraft on what
date?
1.
2.
3.
4.
What total number of basic operations are
there in the primary function of naval
aviation?
Glenn brothers
Wright brothers
Ely brothers
Curtiss brothers
Eugene Ely first flew a biplane from a wooden
platform off of what ship?
1.
2.
3.
4.
1-11.
1888
1898
1910
1911
Who staged the first demonstration of the new
flying machine?
1.
2.
3.
4.
1-10.
Scouting the forward area
Antisubmarine warfare
Search and rescue
Logistic support
In what year was the Navy first interested in
airplanes as a naval weapon?
1.
2.
3.
4.
Every ocean has a large naval fleet to
defend it
The use of the sea lanes is denied to our
enemies during peacetime
Sea lanes of the world are kept open and
safe
Our Navy's surface ships guard aircraft
carriers
True
False
What is the final basic operation in maintaining command of the seas?
1.
2.
3.
4.
Size
Leadership
Mobility
Teamwork
What is the primary function of naval aviation?
1.
In addition to open ocean protection, naval
aviation also provides task force protection to
keep our coastal waterways safe?
1.
2.
The mission of the United States Navy is to
guard and ensure which of the following task
is accomplished?
1.
1-4.
Training
Motivation
Maintenance
Organization
What attribute is the most important aspect of
a military organization?
1.
2.
3.
4.
1-3.
1-6.
Leadership and what other element are now a
part of your everyday life in the Navy?
June 14, 1910
October 30, 1911
May 8, 1911
April 21, 1898
1-12.
1.
2.
3.
4.
1-13.
1-15.
F6F
YR-4B
PB4Y
TBM
1-23.
1.
2.
3.
4.
1943
1945
1949
1951
1-16
USS Coral Sea
USS Forrestal
USS Enterprise
USS Nimitz
1-24.
In 1962, the Naval Aviation Museum was
established by the Secretary of the Navy and
is located in what city?
1. Washington, DC
2. Philadelphia, PA
3. Pensacola, FL
4. San Diego, CA
1-25.
Vertical replenishment by helicopters and
picking up and delivering stores to other
surface combat surface ships began with the
commissioning of the USS Mars in what
year?
1. 1942
2. 1956
3. 1964
4. 1962
USS Lexington
USS Saratoga
USS Langley
USS Boxer
In what year was the first use of a pilot
ejection seat used for emergency escape?
Neal Armstrong
Alan B. Shepard Jr.
Edwin Aldrin
Michael Collins
What was the name of the worlds first
nuclear-powered aircraft carrier?
1.
2.
3.
4.
1943
1953
1963
1973
Gemini
Saturn
Apollo
Mercury
Who was the first American and naval aviator
to go into space?
1.
2.
3.
4.
On March 1948, the Navy's first jet carrier
landing was made on what aircraft carrier?
1.
2.
3.
4.
1-18.
1-22.
F8U-1 Crusader
F9F-2/5 Panther
FJ-1 Fury
F2H-1 Banshee
In 1959, four naval aviators were selected as
prospective astronauts for what space
project?
1.
2.
3.
4.
Midway
Coral Sea
Guadalcanal
Iwo Jima
The Westinghouse 19A jet engine was
developed for the Navy in what year?
1.
2.
3.
4.
1-17.
1-21.
USS Pennsylvania
USS Langley
USS Lexington
USS Antietam
What was the first operationally equipped jet
plane in history to fly faster than 1,000 mph?
1.
2.
3.
4.
USS Pennsylvania
USS Jupiter
USS Langley
USS Birmingham
On 16 October 1943, the Navy accepted its
first helicopter.
What designation was
assigned to that helicopter?
1.
2.
3.
4.
1-16.
1-20.
What major battle in 1942 was the first of
opposing ships NOT making contact with
each other?
1.
2.
3.
4.
What was the name of the Navy's first angled
deck aircraft carrier?
1.
2.
3.
4.
One
Two
Three
Four
What was the name of the first aircraft carrier
commissioned?
1.
2.
3.
4.
1-14.
1-19.
At the end of 1911, what total number of
aircraft did the Navy have?
1-26.
1.
2.
3.
4.
1-27.
3.
4.
1-29.
1-34.
1-35.
1-36.
1-37.
1.
2.
3.
4.
1-38.
Operation Provide Comfort
Operation Desert Fox
Operation Iron Eagle
Operation Desert Shield and Desert
Storm
1911
1942
1948
1958
The general aviation ratings identify personnel from what paygrades?
1.
2.
3.
4.
1-17
1911
1942
1948
1958
In what year was the paygrades E-8 and E-9
(senior and master chief petty officer)
established?
1.
2.
3.
4.
What name was given to the U.S. military and
Allied Forces operation in the Middle East
involving the invasion of Kuwait by Iraq in
1990?
Mechanics
Electrical
Radio
Ordnance
In what year was the Airman rate established?
1.
2.
3.
4.
1979
1981
1983
1986
Fighter/bomber
Reconnaissance
Strike/attack
Antisubmarine warfare
The first requirement for an enlisted rating in
aviation pertained to what type of work?
1.
2.
3.
4.
America
Enterprise
Challenger
Columbia
USS Nimitz
USS Eisenhower
USS Stennis
USS Washington
What is the primary mission of the F-117A
Stealth aircraft?
1.
2.
3.
4.
All are helicopters
Their mission is to locate and track submarines
They are used for troop transport
They are built by the same aircraft manufacturer
In what year did Naval Aviation celebrate its
75th anniversary?
1.
2.
3.
4.
1-31.
Mine countermeasures
Heavy-lift vertical replenishment
Search and rescue operations
Combat troop transport
1991
1992
1993
1994
What was the first combat ship to receive
permanently assigned women?
1.
2.
3.
4.
What is the name of the first Space Shuttle to
fly with an all-Navy crew?
1.
2.
3.
4.
1-30.
1-33.
What do the S-3 Viking, SH-3 Sea King, and
SH-2 Seasprite have in common?
1.
2.
In what year did the Secretary of Defense lift
the band allowing women into combat roles
and combat ship assignments?
1.
2.
3.
4.
Secretary of the Navy
Secretary of Defense
Chief of Naval Operations
President of the United States
In 1971, the Navy received the new CH-53A
Sea Stallion helicopter. This helicopter is
devoted exclusively to what mission?
1.
2.
3.
4.
1-28.
1-32.
Who established the Aircraft Intermediate
Maintenance Department (AIMD) on all
operating aircraft carriers in 1967?
E-4 through E-9
E-5 through E-7
E-1 through E-6
E-7 through E-9
1-39.
1.
2.
3.
4.
1-40.
1-42.
1-49.
AG
AK
AZ
AW
True
False
3.
4.
1-51.
1.
2.
3.
4.
1-52.
AT(O)
AT(I)
AE
ET
AMS
AS
AMH
AME
What rating maintains and repairs gasoline
engines and associated automotive systems?
1.
2.
3.
4.
1-18
AMS
AME
AS
AMH
Removing, installing, and rigging the flight
control surfaces on a naval aircraft is the
responsibility of what rating?
1.
2.
3.
4.
What rating is responsible for performing
microminiature repair?
One
Two
Three
Four
What rating maintains aircraft hydraulic
systems?
1.
2.
3.
4.
Operate aviation fueling systems
Operate catapult launch and retract
panels
Direct the movement and spotting of
aircraft
Rig, inspects, and proof-load cables and
fittings
AA
AG
AO
AM
The AM rating consists of how many service
ratings?
1.
2.
3.
4.
1-50.
Maintain aircraft status boards
Operate technical libraries
Prepare reports and correspondence
Identify, store, and issue aviation
supplies and spare parts
What rating is responsible for inspecting,
maintaining, and repairing armament equipment?
1.
2.
3.
4.
The ABH rating is responsible for performing
which of the following tasks?
1.
2.
1-45.
PR
AW
AD
AT
The ABF rating operates, maintains, and
performs maintenance on aviation fueling
and lubricating oil systems?
1.
2.
1-44.
1-48.
AD
AE
AO
AS
Which of the following tasks is NOT a
responsibility of the AZ rating?
1.
2.
3.
4.
AX
AG
AW
AS
What rating operates tactical support center
systems to analyze and classify data?
1.
2.
3.
4.
1-43.
1-47.
What rating packs and rigs parachutes and life
rafts?
1.
2.
3.
4.
Which of the following ratings maintains
aircraft engines and related systems?
1.
2.
3.
4.
One
Two
Three
Four
What rating makes visual and instrumental
observations of weather and sea conditions?
1.
2.
3.
4.
1-41.
1-46.
Into what total number of service ratings is
the Aviation Boatswain's Mate (AB) divided?
AMS
AS
AMH
AME
1-53.
1.
2.
3.
4.
1-54.
PH
AK
PR
AW
2.
Move aircraft
Participate in working parties
Stand security watches
All of the above
3.
4.
To what training manual(s) should you refer
to study general principles of leadership?
1.
2.
3.
4.
Which of the following manuals should you
use to find information about the minimum
performance task you should be able to do
before you can be considered for advancement?
1.
As a member of a line maintenance crew,
what are your first duties as an Airman?
1.
2.
3.
4.
1-55.
1-56.
Which of the following ratings is responsible
for accomplishing photographic work
required by the naval service?
Military Requirements for Petty Officer
Third Class, NAVEDTRA 12044
Basic
Military
Requirements,
NAVEDTRA 12018
Both 1 and 2 above
Blue Jackets Manual
1-19
List of Training Manuals and Correspondence Courses, NAVEDTRA
10061
Manual of Navy Enlisted Manpower
and Personnel Classifications and Occupational Standards, NAVPERS
18086
Bibliography for Advancement Examination Study, NAVEDTRA 10052
Basic Military Requirements, NAVEDTRA 12018
CHAPTER 2
ORGANIZATION OF NAVAL AVIATION
INTRODUCTION
CHIEF OF NAVAL
OPERATIONS
(CNO)
You first learned about Navy organization in recruit
training. Here, we deal primarily with the organization
of naval aviation. You will become familiar with the
overall picture of the organization of naval aviation.
This knowledge will help you understand the
importance of your job as an Airman.
O O OO
Naval aviation starts with the Secretary of the
Navy, who is head of the Navy Department. The Navy
Department is under the cabinet post of the Secretary of
Defense. The training manual Basic Military
Requirements, NAVEDTRA 12018, covers the
organization of the Navy Department.
Figure 2-1 shows the operational organization for
naval aviation. The Chief of Naval Operations (CNO) is
the head of the military part of the Navy Department.
He/she is usually the senior naval military officer in the
Department.
An organization does not remain static. Missions
differ and change. Various missions and tasks influence
the organization of a particular squadron, station, or
ship.
Whether you are assigned to a shore duty or
shipboard billet, you are part of a division. There is a
division officer in charge. The division officer is
responsible for training personnel within the division.
He/she makes sure that command policies are carried
out. The division officer is responsible for seeing that
the jobs assigned to the division are completed on time.
You will probably be assigned to a smaller group called
a crew. A senior petty officer is in charge of the crew.
These petty officers will help you with your on-the-job
and in-service training.
COMMANDER IN CHIEF
U.S. PACIFIC FLEET
(CINCPAC)
COMMANDER IN CHIEF
U.S. ATLANTIC FLEET
(CINCLANT)
O O OO
O O OO
COMMANDER NAVAL AIR
FORCES U.S. PACIFIC
FLEET
(COMNAVAIRPAC)
COMMANDER NAVAL AIR
FORCES U.S. ATLANTIC
FLEET
(COMNAVAIRLANT)
O OO
O OO
COMMANDER WING PACIFIC
(CDRWINGPAC)
COMMANDER WING ATLANTIC
(CDRWINGLANT)
O OR OO
CARRIER, WING, PATROL,
HELICOPTER
O OR OO
CARRIER, WING, PATROL,
HELICOPTER
FUNCTIONAL WING
COMMANDER
CAPT
(CDRWING)
FUNCTIONAL WING
COMMANDER
CAPT
(CDRWING)
TYPE SQUADRON
COMMANDER
TYPE SQUADRON
COMMANDER
VA
VAW
VS
HS
HC
HM
NAVAL AVIATION CHAIN OF
COMMAND
HSL
VR
VF
VQ
VP
VC
VRC
VX
VAQ
NOTE: STARS DENOTE FLAG RANK
LEARNING OBJECTIVE: Recognize the
naval aviation chain of command and your
position within the chain.
VA
VAW
VS
HS
HC
HM
HSL
VR
VQ
VP
VC
VRC
VX
VAQ
ANF0201
Figure 2-1.—Organizational chart of naval aviation.
ship must report to a superior officer. That superior
officer must report to a superior, and this procedure is
repeated all the way up to the CNO. You have a chain of
command to follow. You report to your crew leader or
supervisor. The crew leader or supervisor reports to the
Every organization in the Navy has a chain of
command. Figure 2-1 shows a typical chain of
command. The commanding officer of a squadron or
2-1
Naval air station and squadron personnel perform
organizational-level maintenance on their assigned
aircraft. The naval air station also has the responsibility
for providing intermediate-level maintenance. This is a
higher level of maintenance work done on aircraft.
Some naval air stations provide depot-level
maintenance. This is the highest level of maintenance
for naval aircraft.
branch or division chief petty officer. The branch or
division chief reports to the division officer. Normally,
all matters concerning you are handled at the division
level. Matters of extreme importance should go to your
department head. From the department head, the chain
goes to the executive officer, and finally to the
commanding officer. This chain of command could
change some from command to command, but
basically it will remain the same.
Providing training is another function of a naval air
station. Some naval air stations provide one or more
types of flight training. There are three types of flight
training—preflight, basic, and advanced flight training.
These three types of flight training apply to naval
officer aviators and to enlisted aircrew personnel.
The chain of command serves many purposes in the
accomplishment of the Navy's mission. The chain of
command provides direction in the assignment of
duties. Communication is the key word in the chain of
command. Communication must flow in both
directions, up and down the chain of command. A good
chain of command provides a way to solve
work-related problems.
Some naval air stations provide the Fleet
Readiness/Replacement Aviation Maintenance Program (FRAMP). FRAMP provides formal and on the
job (OJT) maintenance training for the type of aircraft
and the support equipment used on that aircraft.
Q2-1. What is the purpose of the chain of command?
NAVAL AIR STATION (NAS)
ORGANIZATION
Not all naval air stations do everything you will
read about here. Some can handle all phases of training.
Others may handle only the maintenance phase. The
size of naval air stations varies according to their
functions. However, all naval air stations provide
service and support to the fleet.
LEARNING OBJECTIVE: Identify the
organizational structure of a naval air station
and recognize the responsibilities within the
organizational structure of these activities.
Figure 2-2 shows the organization of a typical naval
air station. The commanding officer (CO) is
responsible for the safety, well-being, and efficiency of
the command.
There are several activities devoted to naval
aviation. Certain stations provide facilities for
equipping, supplying, repairing, and maintaining
aircraft. Others provide specialized training to flight
and ground personnel.
The commanding officer and executive officer have
several special assistants. They are the legal officer, the
service information officer, the chaplain, the aviation
safety officer, the management engineer, and the
general safety officer.
You have already had duty at the Recruit Training
Command. In this section, you will learn about the
basic organization of a naval air station that you will see
during your naval career. It should show you that there
are many duties to be performed. You can strike for any
one of the aviation ratings found on a naval air station.
The organization of a naval air station is similar to that
of a squadron or a carrier, but it is much more extensive.
ADMINISTRATION DEPARTMENT
The administration department is responsible for
providing administrative services for the station. These
services include mail distribution, communications,
and maintenance of personnel files. The divisions
within the administration department include the
administrative, communications, personnel administrative support services (PASS), mess, special services,
and family services divisions.
The mission of a naval air station is to provide
service and support to the fleet. A naval air station
carries out its mission through several functions.
! It supports operating aircraft and squadrons
assigned to the naval air station.
! It also supports any transient aircraft that land
at the naval air station.
COMPTROLLER DEPARTMENT
! It provides air traffic control to all aircraft
flying in its controlled air space.
The head of the comptroller department assists the
commanding officer and the executive officer. He/she
advises the station budget board, the department heads,
2-2
NAVAL AIR STATION
COMMANDING OFFICER
EXECUTIVE OFFICER
SPECIAL ASSISTANTS
LEGAL OFFICER
SERVICE INFORMATION OFFICER
CHAPLAIN
AVIATION SAFETY OFFICER
MANAGEMENT ENGINEER
GENERAL SAFETY OFFICER
ADMINISTRATION
DEPARTMENT
AIRCRAFT
INTERMEDIATE
MAINTENANCE
DEPARTMENT
AIR
OPERATIONS
DEPARTMENT
HUMAN
RESOURCES
OFFICE
COMPTROLLER
DEPARTMENT
DENTAL
DEPARTMENT
SUPPLY
(SUPPLY & FISCAL)
DEPARTMENT
SECURITY
DEPARTMENT
MEDICAL
DEPARTMENT
PUBLIC WORKS
DEPARTMENT
WEAPONS
DEPARTMENT
ANF0202
Figure 2-2.—Organizational chart of a naval air station.
for maintaining the security of the station to prevent
sabotage, espionage, theft, fire, or other hostile acts.
The functions of the department include internal
security, investigation, training, and coordination for
off-station shore patrol activity.
and other levels of station management. The
comptroller assists in planning, organizing, directing,
and executing financial matters that affect the station.
In this capacity, the comptroller provides technical
guidance, coordination, and advice in budget control.
He/she recommends allocations of civilian personnel to
departments and programs. The comptroller develops
and monitors data collection systems for program
performance analysis and progress reporting. He/she
also provides accounting and disbursing services.
AIR OPERATIONS DEPARTMENT
The air operations department is responsible for
providing and operating the airfield. This department
provides services to support aircraft operations, which
include station, squadron, and transient aircraft (both
military and civilian) support. The air operations
department is also responsible for providing air traffic
control in the air facility assigned to them. They collect,
analyze, and report weather data, schedule flights, and
update other important information. The department
performs organizational maintenance for assigned
aircraft, performs flight line services for transient
aircraft, and operates firing ranges. Other services
provided by the air operations department include
ground electronics maintenance, photographic, and
administrative functions within the department.
HUMAN RESOURCES OFFICE (HRO)
The human resources office is headed by a naval
officer or a civilian personnel officer. He/she is assisted
by civilian experts on employment, wage, and
classification. Employee relations and services are also
handled in this office.
SECURITY DEPARTMENT
The security department consists of the police
guard or marine guard, shore patrol, fire, brig, and
administrative divisions. The department is responsible
2-3
The medical officer also advises the commanding
officer in matters affecting the health and physical
fitness of personnel. A flight surgeon, under the
direction of the medical officer, takes care of all
aviation medicine. The medical department is also
responsible for the medical care of dependents of
military personnel.
NOTE: The aircraft maintenance division is
responsible for organizational-level maintenance of
assigned and transient aircraft. The organization of this
division is similar to that of a squadron, which is
discussed later in this chapter.
SUPPLY DEPARTMENT
The supply department is headed by the senior
supply corps officer. The department is responsible for
the logistic support of the naval air station and all
activities on the station. The supply officer and
assistants have the responsibility for issuing all fuel and
oils. Responsibilities extend to issuing aircraft parts
and support equipment. The supply department also
operates the general mess.
AIRCRAFT INTERMEDIATE
MAINTENANCE DEPARTMENT (AIMD)
The primary function of the aircraft intermediate
maintenance department (AIMD) is to perform
intermediate-level maintenance. It supports station
aircraft, tenant squadrons, and special units.
NOTE: Naval aircraft maintenance is divided into
three levels—organizational, intermediate, and depot.
Organizational maintenance is work performed by
operating units, such as a squadron, on a day-to-day
basis. This work consists of inspecting, servicing,
lubricating, adjusting, and replacing parts, minor
assemblies, and subassemblies. Intermediate
maintenance is work performed at centrally located
facilities, such as an AIMD, in support of operating
units. This work consists of calibration, repair, or
replacement of damaged or unserviceable parts,
components, or assemblies; limited manufacture of
parts; and technical assistance. Depot maintenance is
performed at large industrial-type facilities, such as a
Naval Aviation Depot (NADEP), and includes major
overhaul and major repair or modifications of aircraft,
components, and equipment, and the manufacture of
parts.
PUBLIC WORKS DEPARTMENT
The public works department is headed by a civil
engineer corps officer. The officer in this position is
responsible for the minor construction, maintenance,
and operation of all public works and utilities. This
department consists of utilities, maintenance,
transportation, engineering, maintenance control, and
administrative divisions. The department is staffed by
both naval and civilian personnel.
WEAPONS DEPARTMENT
The weapons department is headed by a weapons
officer. The department is responsible for the care,
handling, stowage, accountability, and issuance of
aviation ordnance, ammunition, and pyrotechnics. The
department is also responsible for the maintenance of
magazines, armories, and the equipment associated
with ordnance.
The aircraft intermediate maintenance department
is broken down into divisions, as shown in figure 2-3. A
brief description of each is provided in the following
paragraphs.
DENTAL DEPARTMENT
Quality Assurance/Analysis (QA/A)
The dental department is responsible for the oral
health of all station military personnel. The senior
dental officer performs dental examinations and does
other dental work. He/she is assisted by dental officers
and dental technicians.
QA/A is staffed with a relatively small group of
highly skilled personnel. These permanently assigned
personnel are responsible for conducting and managing
the QA/A programs of the department. The
maintenance personnel assigned to QA/A are known as
quality assurance representatives (QARs). A data
analyst is assigned to QA/A. His/her purpose is to get
more efficient use of the information collected by the
aviation maintenance data system (MDS). The primary
duty of the data analyst is to perform all MDS functions
of QA/A. The QA/A division also maintains the
technical library.
MEDICAL DEPARTMENT
The medical officer is responsible for all
health-related problems on the base. This includes
prevention and control of disease and treatment of the
sick or injured. The medical officer is informed of all
matters regarding hygiene, sanitation, and epidemics.
2-4
AIRCRAFT INTERMEDIATE
MAINTENANCE OFFICER
ASSISTANT AIRCRAFT INTERMEDIATE
MAINTENANCE OFFICER
MAINTENANCE/
MATERIAL
CONTROL
QUALITY
ASSURANCE/
ANALYSIS
OMD
(NOTE 1)
MATERIAL
CONTROL
POWER
PLANTS
(NOTE 3)
SUPPLY
DEPARTMENT
ADMINISTRATION
MANPOWER, PERSONNEL
& TRAINING
COORDINATOR
(NOTE 2)
PRODUCTION
CONTROL
AIRFRAMES
AVIONICS
ARMAMENT
EQUIPMENT
AVIATION
LIFE SUPPORT
EQUIPMENT
SUPPORT
EQUIPMENT
Breakdown beyond the basic divisions are not illustrated because of the variety of branches possible.
Activities will be required to establish the necessary branches in accordance with their individual
requirements. Volume V, Appendix D will be used as a guide to establish branches/work centers within
the respective divisions. Branches should be established only when more than one work center is
involved, for example, Jet Engine Branch with work centers forJ79 engine and J52 engine.
NOTE 1: When specific authority has been granted to combine the operations maintenance division (OMD)
and IMA, an organizational maintenance division will be established.
NOTE 2: For AIMDs not large enough to rate the E-9 billet associated with this function, and in those
cases where full E-9 and E-8 manning is not available, this separate organizational position
is not required.
Anf0203
NOTE 3: Direct authority for production matters only.
Figure 2-3.—Aircraft intermediate-level maintenance department (ashore) organizational chart.
department personnel is another function of the
administration division.
The QA concept is basically that of preventing
defects. The concept takes in all events from the start of
the maintenance operation to its completion. Quality
assurance is the responsibility of all maintenance
personnel. The achievement of QA depends on
prevention, knowledge, and special skills.
Manpower, Personnel, and Training
Coordinator
The manpower, personnel, and training coordinator
will normally be a senior enlisted (E-9) person. The
coordinator ensures that all divisions in AIMD are
conducting training sessions to improve the quality of
performance. He/she also ensures promotional
opportunities are available for the assigned personnel.
The coordinator directs periodic inspections of
assigned work spaces and personnel.
Administration Division
The administration division provides clerical and
administrative services for the AIMD department. The
administration division maintains, controls, and
establishes a central reporting and record-keeping file
system for all maintenance reports and correspondence.
The safeguarding and distributing of personal mail to
2-5
Maintenance Material Control
Power Plants Division
Maintenance material control is the heart of the
AIMD. It is tasked with the accomplishment of the
overall production effort. It is responsible for repairing
aircraft and related support equipment at the
intermediate level of maintenance. There are two
control centers under maintenance material
control—production control and material control.
The power plants division performs all of the
three-degree gas turbine engine repairs. The
three-degree repair program is divided into first-degree
repair, second-degree repair, and third-degree repair.
The program covers all gas turbine engines, their
accessories, and components. This includes aircraft
engines, auxiliary power units, and airborne or ground
starting units.
PRODUCTION CONTROL.—Production control schedules workloads and coordinates production. It
ensures the efficient movement of all aircraft or parts
through the AIMD activity. Production control ensures
maximum use of personnel and material resources.
Production control has many functions in an AIMD, but
its main responsibility is to manage resources
efficiently.
Airframes Division
The airframes division has responsibilities
associated with the Hydraulic Fluid Contamination
Control Program. The division fabricates and tests
hoses, tubes, and sheet metal parts for aircraft structural
components. The division is responsible for the
recertification of aeronautical equipment welders. The
division is responsible for nondestructive inspection
(NDI), aircraft tire/wheel maintenance safety, and
corrosion prevention/control programs.
MATERIAL CONTROL.—Material control
within a maintenance organization is responsible for
parts and material used in the activity. Material control
ensures that parts and materials are ordered and
received. Once parts or material are received, they are
routed to the applicable work centers and are not
allowed to accumulate.
Avionics Division
The avionics division tests and repairs electrical
and electronics system components. The division is
responsible for calibration of precision measuring
equipment (PME) and for ensuring that personnel
performing calibrations are qualified and trained.
Corrosion prevention/control of avionics equipment,
maintenance, and the safety of aircraft batteries are also
the responsibility of the avionics division.
Supply
The supply support center (SSC) of an AIMD is
responsible for receiving all parts and materials
ordered. SSC prepares the requisitions and picks up and
delivers the material to the various AIMD work centers.
If maintenance is being performed 24 hours a day, the
supply support center will be open 24 hours a day. This
allows for a quick response to the work centers'
material needs.
Armament Equipment Division
The armament equipment division is responsible
for testing and repairing airborne weapon systems. This
includes calibrations, cleaning, corrosion control,
preservation, and storage programs.
Organizational/Operations Maintenance
Division (OMD)
An organizational maintenance division (OMD) is
normally established in an AIMD. Specific authority
has to be granted to combine the organizational
maintenance divisions and the intermediate
maintenance activities on board a naval air station. Not
all AIMDs will have an organizational maintenance
division. An operations maintenance division is
normally established when there is four or less aircraft
assigned. OMDs on board a naval air station are
responsible for all organizational-level maintenance
that must be performed to their assigned aircraft.
Aviation Life Support Equipment Division
The aviation life support equipment division is
responsible for the Aviator's Breathing Oxygen (ABO)
program, which includes surveillance, contamination,
and handling. The division is responsible for the
maintenance of the egress, air-conditioning, and
pressurization systems. Survival equipment for the
aircraft and aircrew is another function of the division's
responsibilities.
2-6
changes to hardware design. The depot furnishes
technical and other professional services on aircraft
maintenance and logistic problems. They also perform
other levels of aircraft maintenance for eligible
activities when requested. The facility performs other
functions as the Commander, Naval Air Systems
Command may direct.
Support Equipment (SE) Division
The SE division supplies aircraft support
equipment to all organizational-level activities on the
naval air station. This division performs major repair
and periodic inspection and maintenance of all aviation
support equipment.
NOTE: Aviation support equipment includes, but
is not limited to, such items as test stands, workstands,
mobile electric power plants, pneumatic and hydraulic
servicing equipment, and avionics test equipment.
Q2-10.
In what respect does a naval air facility
(NAF) differ from a naval air station?
SQUADRONS
Q2-2. What is the primary mission of a naval air
station?
LEARNING OBJECTIVE: Identify the four
basic types of squadrons, to include the
organization within the squadron and the
squadron mission; and recognize the
responsibilities of squadron personnel and
identify the function of squadron departments.
Q2-3. What officer is responsible for the safety, well
being, and efficiency of the command?
Q2-4. On a naval air station, what department is
responsible for providing and operating the
airfield?
Squadrons are designated by the purpose they
serve. You should be familiar with the various types,
classes, and missions of each type of squadron.
Q2-5. What are three primary responsibilities of the
supply department?
TYPES OF SQUADRONS
Q2-6. What are the three levels of aircraft
maintenance?
There are four basic types of squadrons—carrier,
patrol, composite, and noncombatant. In this section,
you will learn about squadron missions and the primary
aircraft that operates within a specific squadron.
Q2-7. What is the basic concept of quality
assurance (QA)?
Q2-8. What are the two control centers in the
maintenance material control division?
Carrier Squadrons
Q2-9. What division performs all of the threedegree gas turbine engine repairs?
There are five types of carrier squadrons. They are
fighter, attack, strike/fighter, antisubmarine, and
airborne early-warning squadrons.
NAVAL AIR FACILITIES AND NAVAL
AVIATION DEPOTS
Fighter squadrons (VFs) are used against aircraft
and ground installations to defend surface units. They
escort attack aircraft, and give close air support to
landing forces. These squadrons combine maximum
firepower and speed. The F-14 Tomcat is the primary
aircraft assigned to a fighter squadron.
LEARNING OBJECTIVE: Identify the
functions of naval air facilities and naval
aviation depots.
A naval air facility (NAF) performs maintenance
functions on aircraft and support equipment assigned to
that command. These functions sometimes include
organizational- and intermediate-level maintenance.
Naval air facilities are normally smaller than a naval air
station. Naval air facilities are not equipped to handle
large numbers of aircraft.
Attack squadrons (VAs) are employed for various
missions including enemy attack, search, bombing,
mining, and torpedo warfare. Aircraft assigned to an
attack squadron may be the multipurpose F-18 Hornet.
Strike fighter squadrons (VFAs) are employed
for both fighter and attack missions. The F/A-18
Hornet aircraft are assigned to strike fighter squadrons.
A naval aviation depot (NADEP) maintains and
operates facilities for a complete range of depot-level
rework operations to include designated weapons
systems, accessories, and equipment. The depot
manufactures parts and assemblies as required. It also
provides engineering services in the development of
Antisubmarine squadrons (VS, HS, and HSL)
include both fixed-wing aircraft (VS) and helicopters
(HS and HSL). Their primary mission includes
2-7
Antisubmarine Warfare (ASW) search and attack of
enemy submarines, supply convoy coverage, and
antisurface surveillance and targeting. Their secondary
mission provides search and rescue (SAR), vertical
replenishment (VERREP), and medical evacuation
(MEDIVAC). Aircraft assigned to a VS squadron
include the S-3 Viking. Helicopters assigned to HS
squadrons include the SH-60 Sea Hawk Mk III, which
includes the Light Airborne Multipurpose System
(LAMPS).
Tactical support squadrons (VRs and VRCs)
provide for long-distance transfer of personnel and
supplies (logistic support). Aircraft assigned to a
tactical support squadron include the C-130 Hercules,
C-9 Skytrain, C-2 Greyhound, and VS-3 Viking.
Training squadrons are designated VT and HT.
The mission of a training squadron is to provide basic,
advanced, operational, and refresher-type flight
training. They cover both fixed-wing and rotary-wing
aircraft. Some aircraft assigned to a training squadron
include the, T-2 Buckeye, T-34 Mentor, C-12 Kingair,
T-45 Goshawk, and various training helicopters.
Airborne early-warning squadrons (VAWs) are
carrier-based squadrons that provide early warning
against submarines, weather, missiles, shipping, and
aircraft. Aircraft assigned to an early-warning squadron
include the E-2 Hawkeye.
ORGANIZATION OF A SQUADRON
The operating squadrons have a commanding
officer assisted by an executive officer, department
heads, division officers, maintenance officers, and
enlisted personnel. You should know the organization
of your squadron. Recognize your commanding officer
and display the courtesy required by military etiquette.
Know your division officer and your responsibilities to
that position. Know your chief petty officers and other
rated personnel in your division. They should be your
biggest help in your professional advancement. Know
your part in your own organization. Now, let's take a
look at a typical squadron organization, starting with
the commanding officer.
Patrol Squadrons
Patrol squadrons (VPs) consist of aircraft that are
land based and operate singly over land and sea areas.
These squadrons are designed primarily for
antisubmarine warfare (ASW), reconnaissance, and
mining. Aircraft assigned to a patrol squadron include
the P-3 Orion.
Composite Squadrons
Composite (utility) squadrons (VC and HC)
include both fixed-wing aircraft (VC) and helicopters
(HC). VC squadrons perform duties such as adversary,
simulation, and target towing. HC squadrons perform
duties such as ship's plane-guard, search and rescue
(SAR), medical evacuation (MEDIVAC), vertical
replenishment (VETREP), cargo and mail delivery, and
troop and personnel transfer. Aircraft assigned to utility
squadrons include the A-4 SkyHawk, SH-3 Sea King,
H-46 Sea Knight, or the H-53 Sea Stallion.
Commanding Officer (CO)
The CO is the senior naval officer in the squadron.
He/she is known as the squadron commander. The
commanding officer has the duties and responsibilities
as outlined in U.S. Navy Regulations. These duties and
responsibilities include morale, discipline, readiness,
and efficiency. The CO issues operational and
employment orders to the entire squadron. The
executive officer, department heads, and other officers
and personnel fall under the commanding officer. See
figure 2-4. The commanding officer is responsible for
the operational readiness of the squadron.
Noncombatant Squadrons
There are three types of noncombatant squadrons.
They are the development, tactical, and training
squadrons.
The squadron safety officer works directly under
the commanding officer. The safety officer's
responsibility is to ensure the squadron follows all
pertinent safety orders. The squadron safety officer is a
member of the squadron aircraft accident board. He/she
serves as crash investigator of all crashes occurring
within the squadron.
Development squadrons include both fixed-wing
aircraft (VX) and rotary-wing aircraft (helicopters)
(HX). The mission of a development squadron is to test
and evaluate fixed-wing and rotary-wing aircraft and
their equipment. This type of squadron closes the gap
between the experimental stages and the operational
use of the new aircraft and its equipment. All types of
aircraft that require testing and evaluation are assigned
to these squadrons.
2-8
COMMANDING OFFICER
EXECUTIVE OFFICER
AIR OPERATIONS
DEPARTMENT
ADMINISTRATIVE
DEPARTMENT
SAFETY
DEPARTMENT
MAINTENANCE
DEPARTMENT
ADDITIONAL
DEPARTMENTS
ANF0204
Figure 2-4.—Typical aircraft squadron organizational chart.
Based upon the mission of the squadron, there may be a
training, photographic, or intelligence department. A
department head reports to the commanding officer,
and is responsible for the operational readiness of the
department. Department heads are responsible for
organizing and training within the department.
Operation, planning, security, safety, cleanliness of
areas assigned, and records and reports are some of the
department head responsibilities.
Executive Officer (XO)
The XO is the second senior naval aviator in the
squadron. He/she is the direct representative of the CO,
whose duties are prescribed in U.S. Navy Regulations.
The XO is assisted by various department heads, whose
duties vary according to their designated mission and
tasks. The executive officer assures that the squadron is
administered properly and the squadron commander's
orders are carried out.
OPERATIONS DEPARTMENT.—The operations department (OPS) is responsible for the
operational readiness and tactical efficiency of the
squadron. Normally, the operations department
consists of the logs and records, schedules, training,
communications, and navigation divisions.
Maintenance Officer (MO)
The MO has administrative control over the maintenance department and is responsible to the CO for
accomplishing the squadron mission. The maintenance
officer establishes procedures and delegates authority
to subordinates. The MO reviews the decisions and
actions of subordinates and controls personnel assigned
to divisions within the department. The MO is assisted
by the assistant maintenance officer (AMO).
ADMINISTRATIVE
DEPARTMENT.—The
administrative department (ADMIN) is responsible for
all the administrative duties within the squadron. This
department takes care of official correspondence,
personnel records, and directives. The personnel office,
educational services office, public affairs office, and
legal office are all part of the administrative
department. The first lieutenant and command career
counselor work as members of this department.
Maintenance Material Control Officer
(MMCO)
This officer is responsible for the production effort
of the department. The maintenance material control
officer (MMCO) plans, schedules, and supervises all
activities of the production divisions. The MMCO is
responsible for obtaining all supplies needed to support
the squadron workload and keeping related records.
SAFETY DEPARTMENT.—The safety department is responsible for all matters concerning the
squadron's safety program. Generally, this department
is divided into the ground safety, aviation safety, and
NATOPS divisions. The NATOPS division is
responsible for ensuring that standardized procedures
are followed in operating the squadron's aircraft.
Aircraft Squadron Departments
MAINTENANCE DEPARTMENT.—The maintenance department is responsible for the overall
maintenance of the squadron's aircraft. The
maintenance department is usually divided into six
areas. They are maintenance/material control, quality assurance/analysis, maintenance administration,
All aircraft squadrons have an administrative
department and a safety department. Most squadrons
also have an operations department and a maintenance
department. Some squadrons have one or more
departments in addition to the four already mentioned.
2-9
aircraft, avionics/armament, and line divisions. See
figure 2-5.
Maintenance Control.—Maintenance control is
the heart of the aircraft maintenance department.
Maintenance control is responsible for planning and
scheduling the daily, weekly, and monthly workloads
for the entire maintenance department.
Maintenance Administration.—This section
provides administrative and clerical services for the
aircraft maintenance department.
Material Control.—Material control is responsible for ordering and receiving all aircraft parts and
materials needed to support the maintenance
department. Material control is also responsible for
keeping the records involved in obtaining such
material.
Quality Assurance/Analysis.—The quality assurance/analysis (QA/A) section inspects the work of
the maintenance department. QA/A ensures that
maintenance performed on aircraft, engines,
accessories, and equipment is done according to current
Navy standards.
Types of Divisions
The quality analysis (QA) section collects and
reviews maintenance data. QA collects source
documents prepared by shop personnel and delivers the
documents to data processing for computer input. The
analysis petty officer receives the results from
machine-produced reports. The reports are used to
develop statistical charts, graphs, and reports, which the
maintenance officer and other management personnel
use.
There are four basic types of divisions within a
squadron.
They
are
the
target,
aircraft,
avionics/armament, and line divisions.
TARGET DIVISION.—The CO establishes a
target division when extensive operation and
maintenance of aerial or surface targets are needed.
MAINTENANCE OFFICER
QUAL. ASSURANCE/ANALYSIS
MAINTENANCE MATERIAL CONTROL OFFICER
MAINT. CONTROL
TARGET
DIVISION
(NOTE 1)
AIRCRAFT DIVISION
MATERIAL CONTROL
AVIONICS/ARMAMENT DIVISION
LINE DIVISION
POWER PLANTS BRANCH
ELECTRONICS BRANCH
PLANE CAPTAINS BRANCH
AIRFRAMES BRANCH
ELECTRICAL/INSTRUMENT BRANCH
TROUBLESHOOTERS BRANCH
AVIATION LIFE SUPPORT
SYSTEMS BRANCH
RECONNAISSANCE/
PHOTO BRANCH
SUPPORT EQUIPMENT BRANCH
(NOTE 2)
INSPECTION BRANCH
ARMAMENT BRANCH
NOTE 1: When responsibilities relative to the operation and maintenance of aerial or
surface targets are extensive, the CO will establish a Target Division.
NOTE 2: When responsibilities relative to operation and maintenance of SE are extensive,
the CO will establish an SE Branch under the line division.
ANF0205
Figure 2-5.—Squadron aircraft maintenance department organizational chart.
2-10
AIRCRAFT DIVISION.—The aircraft division
supervises, coordinates, and completes scheduled and
unscheduled maintenance. It also performs inspections
in the areas of power plants, airframes, and aircrew
personnel protective/survival equipment. The aircraft
production branches are located within the aircraft
division. They are the power plants, airframes, aviation
life support equipment, and inspection branches.
AVIONICS/ARMAMENT DIVISION.—The
avionics/armament division maintains the electronic,
electrical instrument, fire control, reconnaissance/
photo, and ordnance portion of the aircraft.
The avionics/armament production branches are
located within the avionics/armament division. They
are the electronics, electrical/instrument, reconnaissance/photo, and armament branches.
LINE DIVISION.—The line division performs
scheduled and unscheduled maintenance work on the
aircraft. This responsibility includes preflight,
turnaround, daily and post-flight inspections, servicing
as well as troubleshooting discrepancies.
Q2-15.
What is the primary mission of a tactical
support squadron?
Q2-16.
What officer is responsible for the operational
readiness of a squadron?
Q2-17.
What officer plans, schedules, and supervises
all activities of the production divisions?
Q2-18.
What are the four basic departments that
make up an aircraft squadron?
Q2-19.
What are the four basic types of divisions
within a squadron?
You should know something of the organization of
the carrier to better understand your relationship to the
carrier's mission. You should also recognize the
commanding officer of your carrier and know
something about the responsibilities of that position. In
addition to being a line officer qualified for command at
sea, the commanding officer must be a naval aviator.
The commanding officer is directly responsible for the
ship's efficient performance of assigned tactical duties.
The commanding officer is also responsible for the
personnel assigned to his command. Responsibilities
include welfare, morale, training, discipline, military
etiquette, customs, and daily routines. Commanding
officers have duties that are so extensive they cannot
The plane captains, troubleshooters, and support
equipment branches are located within the line
division.
What are the five types of carrier squadrons?
What types of aircraft are assigned to a
development squadron?
The purpose of aircraft carriers is to maintain the
aircraft at sea. Their operation is mobile and
independent of land facilities. These operations include
naval air defensive and offensive missions. The types of
aircraft aboard a carrier vary from turboprop aircraft to
high-performance jets. To maintain and operate these
aircraft, carriers are equipped with many well-known
special features. These features include the flight deck,
hangar deck, elevators, arresting gear, and catapult
systems.
The foreign object damage (FOD) prevention, fuel,
oil, hydraulic fluid and oxygen surveillance programs
are the responsibility of the line division.
Q2-12.
Q2-14.
LEARNING OBJECTIVE: Identify the
purpose of the aircraft carrier and recognize its
organization; recognize the function of the
various organizations on an aircraft carrier.
The line division is responsible for the squadrons
support equipment. This includes preoperation,
postoperation, and daily inspections, as well as
servicing and maintenance of the support equipment.
Daily maintenance requirements cards (MRCs) are
provided for each major type of support equipment
used by the squadron. The MRCs set forth the
minimum daily inspection required for each piece of
support equipment.
What are the four basic types of squadrons?
What are the three types of noncombatant
squadrons?
AIRCRAFT CARRIER ORGANIZATION
The correction of aircraft discrepancies occurs on
the line, providing the job does not require the removal
of major assemblies. The ground handling of the squadron's aircraft is a function of the line division. The plane
captain assignment/qualification program is administered by and is a responsibility of the line division.
Q2-11.
Q2-13.
2-11
under the direction of the air department officer. Under
the direction of the operations officer, the commander
cooperates in matters concerning operations
department functions. Air wings, squadrons, and units
are established aboard CV and CVN, LPH, LHA, and
LHD types of ships. See figure 2-7.
personally attend to all the details involved. Figure 2-6
shows the standard aircraft carrier organization.
The executive officer aboard a carrier assists the
captain the same as the executive officer of a squadron
helps the squadron's commanding officer. The
executive officer, the operations officer, and the air
officer also must be qualified naval aviators.
Under the carrier commanding officer and the air
wing commander, squadron commanding officers
maintain the squadron organization. See figure 2-8.
CARRIER AIR WING
Carrier air wings consist of squadrons assigned by
the Chief of Naval Operations (CNO). The air wing is
under the command of an air wing commander. Air
wing commanders report for duty to the commanding
officer of the parent carrier. They have tactical
command of their wings during wing operations. When
ship-based, the air wing commander exercises the
rights conferred by U.S. Navy Regulations on heads of
departments. The air wing commander also has
responsibilities similar to that of a department head.
These responsibilities include internal administration
of air wing personnel and material upkeep of assigned
spaces and aircraft. In matters concerning air
department functions, the air wing commander acts
OPERATIONS DEPARTMENT
The operations department has the responsibility of
air operations and the combat information center (CIC).
The allied divisions, including air intelligence,
photography, meteorology, lookout, recognition, and
air plot are added responsibilities. These sections make
up the OA and OI divisions to which you, as a striker,
may be assigned.
AIR DEPARTMENT
The carrier air department is organized into
divisions that are responsible for landing and launching
operations. They also handle and service aircraft, and
COMMANDING
OFFICER
ADMINISTRATIVE OFFICER
PERSONNEL OFFICER
EDUCATIONAL OFFICER
SHIP'S SECRETARY
CHAPLAIN
PUBLIC INFO OFFICER
CHIEF MASTER-AT-ARMS
BAND
EXECUTIVE
OFFICER
AIR WING
OR GROUP
WHEN
EMBARKED
OPERATIONS
DEPT.
AIR
DEPT.
ENGINEERING
DEPT.
NAVIGATION
DEPT.
SUPPLY
DEPT.
WEAPONS
DEPT.
AIRCRAFT
INTERMEDIATE
MAINTENANCE
DEPARTMENT
MEDICAL
DEPT.
DENTAL
DEPT.
ANF0206
Figure 2-6.—Typical aircraft carrier organizational chart.
2-12
AIRCRAFT CARRIER (CV)
AMPHIBIOUS ASSAULT SHIP (LPH)
AMPHIBIOUS ASSAULT SHIP (LHA)
Figure 2-7.—Typical aviation-type ships.
maintain the equipment necessary for these functions.
Air department personnel are ship's company, and the
department is a permanent shipboard activity.
ANF0207
Divisions within the air department may vary from
ship to ship, but each one follows a broad general
pattern. The maximum number of divisions is normally
2-13
AIR WING
AIR WING COMMANDER
AIR WING STAFF
OPERATIONS AND SAFETY OFF.
AIR INTELLIGENCE OFFICER
FLIGHT SURGEON
AIRCRAFT MAINTENANCE OFF.
ELECTRONICS MAINT. OFFICER
ADMINISTRATION AND PERSONNEL
LANDING SIGNAL OFFICER
FIGHTER
SQUADRON
VISUAL
(VF)
FIGHTER
SQUADRON
ALL WEATHER
(VF)
ATTACK
SQUADRON
JET
(VA)
ATTACK
SQUADRON
JET
(VA)
ANTISUBMARINE
(HS) (VS)
AIRCRAFT
DETACHMENTS*
*Detachment of aircraft configured for special purposes such as: PHOTO RECONNAISSANCE
AIRBORNE EARLY WARNING
NIGHT ATTACK
HELICOPTER SEA-AIR RESCUE
ANF0208
Figure 2-8.—Administrative organization of a typical CV air wing.
The principal duties and responsibilities of each
division are discussed in the following paragraphs:
four in peacetime and seven in wartime. These are
grouped according to the major functions of aircraft
handling and aircraft maintenance. Division
designation and responsible officers are shown in
figure 2-9.
V-1 Division
The flight deck division is responsible for the
handling of all aircraft on the flight deck. This includes
AIR DEPARTMENT
AIR OFFICER
ASSISTANT AIR OFFICER
(I)
AIR
ADMINISTRATIVE
ASSISTANT
(I)
AIR
TRAINING ASSISTANT
AIRCRAFT HANDLING GROUP
AIRCRAFT HANDLING
OFFICER
FLIGHT DECK
OFFICER
V-1 DIVISION
CATAPULT AND
ARRESTING
GEAR OFFICER
V-2 DIVISION
AIRCRAFT
CRASH AND
SALVAGE
OFFICER
ASSISTANT
CATAPULT AND
ARRESTING
GEAR OFFICER
HANGAR DECK
OFFICER
V-3 DIVISION
AVIATION
FUELS
OFFICER
V-4 DIVISION
ANF0209
Figure 2-9.—Administrative organization of an air department.
2-14
department is also responsible for loading and fusing
aviation ammunition, and maintaining shipboard
weapons elevators, magazines, sprinkler systems, and
ammunition storage facilities.
spotting and directing aircraft and operating
aircraft-handling equipment, such as tractors and
cranes. Also included in this division is the aircraft
crash, fire, and rescue party. This crew is under the
direction of the aircraft crash and salvage officer. They
are responsible for flight deck fire fighting, rescue,
clearing flight deck crashes, and maintaining crash and
fire-fighting equipment.
ENGINEERING DEPARTMENT
The engineering department is responsible for all
machinery, propulsion, ventilation, water supply,
piping systems, electrical systems, and electronic
devices on board the ship.
V-2 Division
Personnel in the catapult and arresting gear
division are usually assigned to one of two crews. The
catapult crew is charged with the operation and
maintenance of all catapult machinery. The arresting
gear crew is responsible for the operation and
maintenance of the arresting gear and barricade
equipment. Occasionally, the catapult and arresting
gear crews assist in clearing flight deck crashes.
NAVIGATION DEPARTMENT
The navigation department is responsible to the
commanding officer for the safe navigation and piloting
of the aircraft carrier. This department also trains deck
watch officers, orders navigational equipment for the
ship, and provides for its upkeep.
V-3 Division
SUPPLY DEPARTMENT
The hangar deck division is charged with the
handling of all aircraft on the hangar deck. Other
responsibilities include operation of aircraft elevators,
hangar bay doors, and roller curtains. They also
maintain assigned fire-fighting equipment, such as
sprinkler systems, water curtains, and foam monitors.
Certain personnel from the V-3 division are assigned to
the conflagration (fire) control stations on the hangar
deck. Repair 1A (hangar deck forward) is operated by
personnel from the V-3 division.
The supply department handles such matters as
ordering, receiving, storing, issuing, and accounting for
all supplies needed for the ship's operation.
V-4 Division
DENTAL DEPARTMENT
MEDICAL DEPARTMENT
The medical department is responsible for
maintaining the health of all personnel and advising the
commanding officer in matters of sanitation and
hygiene.
The senior dental officer is responsible for the
dental care and oral hygiene of the personnel
aboard.
The aviation fuels division is charged with the
operation and upkeep of the carrier aviation fuel and
lube oil transfer system. This also includes the inert gas
producer and distribution systems (when installed).
They service embarked aircraft with clean,
uncontaminated fuel, and replenish the ship's supply of
aviation fuel and lube oil.
AIRCRAFT INTERMEDIATE
MAINTENANCE DEPARTMENT
(AFLOAT)
To improve fleet readiness, the Chief of Naval
Operations established an aircraft intermediate
maintenance department (AIMD) on aircraft carriers.
The AIMD assumes the entire responsibility for the
intermediate maintenance effort on the carrier.
Therefore, relieving the air wing commander of the
responsibility of providing O- and I-level maintenance
for aircraft assigned.
WEAPONS DEPARTMENT
In general, the weapons department is responsible
for the requisition, receipt, inspection, unpackage,
inventory, account for, store, assemble and process for
shipment of the following weapons: air/surface and
sub-surface missiles, bombs, rockets, and components,
including aircraft guns and accessories, ammunition
handling equipment, and aircraft arming, suspension,
launch and release equipment. The weapons
AIMDs are organized in a manner similar to
shore-based aviation maintenance departments. See
2-15
CARRIER DIVISIONS
figure 2-10. Some personnel are permanently assigned
to the AIMD, and some are temporarily assigned from
the squadrons embarked on the carrier. The temporarily
assigned personnel accompany their squadrons when
the squadrons disembark to be based ashore.
LEARNING OBJECTIVE: Recognize the
broad purpose of the aircraft carrier within a
Navy task force.
Now you know the basic organization of a carrier.
This knowledge allows you to understand how your
carrier fits in the total organization of the Navy. If more
than one carrier is operating with a Navy task force,
your carrier is a part of a carrier division (CARDIV).
The commander of a carrier division is usually an
admiral, who is assisted by a staff of highly qualified
officers and administrative personnel.
Q2-20.
In addition to being a line officer qualified for
command at sea, the commanding officer of
an aircraft carrier must have what other
qualification?
Q2-21.
In peacetime, what is the maximum number of
divisions normally assigned to the air
department?
Q2-22.
What division is responsible for handling all
aircraft on the flight deck?
Q2-23.
What division is responsible for upkeep of the
carrier aviation fuel and lube oil transfer
system?
Q2-24.
What department trains deck watch officers,
orders navigational equipment for the ship,
and provides for its upkeep?
Q2-25.
What department on an aircraft carrier is
entirely responsible for all intermediate-level
aircraft maintenance?
The carrier division will be a part of either the
Naval Air Force, U.S. Atlantic Fleet or the U.S. Pacific
Fleet. A carrier division operating with the Atlantic
Fleet will receive orders from the Commander, Naval
Air Force, U.S. Atlantic Fleet (COMNAVAIRLANT).
If the carrier operates with the Pacific forces, orders
will come from the Commander, Naval Air Force, U.S.
Pacific Fleet (COMNAVAIRPAC). COMNAVAIRLANT is directed by the Commander in Chief,
U.S. Atlantic Fleet (CINCLANTFLT). COMNAVAIRPAC is directed by the Commander in Chief, U.S.
Pacific Fleet (CINCPACFLT). CINCLANTFLT and
AIRCRAFT INTERMEDIATE
MAINTENANCE OFFICER
MANPOWER, PERSONNEL &
TRAINING COORDINATOR (NOTE 1)
MAINTENANCE
ADMINISTRATION
QUALITY ASSURANCE/
ANALYSIS
PRODUCTION/
MATERIAL CONTROL
GENERAL MAINTENANCE
DIVISION
ORG. MAINTENANCE
SHIP'S A/C
SE MAINTENANCE
DIVISION
POWER
PLANTS
SUPPLY
AVIONICS
AIRFRAMES
ARMAMENT
EQUIPMENT
AVIATION LIFE
SUPPORT EQUIP.
NOTE 1 :
AUTHORIZED
FOR CVs ONLY
ANF0210
Figure 2-10.—Aircraft intermediate-level maintenance department (afloat) organizational chart.
2-16
CINCPACFLT are directly under the Chief of Naval
Operations (CNO). The CNO is the Navy representative for the Joint Chiefs of Staff. They have the
responsibility for the protection of the United States.
Q2-26.
The commander of a carrier division is
usually an officer of what rank?
Q2-27.
Who is the Navy representative for the Joint
Chiefs of Staff?
DESIGNATION AND TYPES OF NAVAL
AIRCRAFT
LEARNING OBJECTIVE: Identify naval
aircraft designations and the major fleet
aircraft.
The present system of designating naval aircraft
was initiated in late 1962. This system applies to all U.S.
military aircraft. All the aircraft designations have one
thing in common—a hyphen. The letter just before the
hyphen specifies the basic mission, or type, of aircraft.
The basic mission letters are as follows:
A—Attack
B—Bomber
C—Transport
E—Special electronic installation
F—Fighter
H—Helicopter
K—Tanker
O—Observation
P—Patrol
R—Reconnaissance
S—Antisubmarine
T—Trainer
U—Utility
V—VTOL and STOL
X—Research
TYPICAL CARRIER SCHEDULE
LEARNING OBJECTIVE: Identify the
purpose of the carrier schedule.
A carrier needs periodic repair and refitting. The
time scheduled for this work is called a yard period. In a
Navy shipyard, the carrier is repaired and any change or
modernization is done. Included are rearrangement of
compartments, repair of machinery, and installation of
new systems. At this time, required supplies and spare
parts are loaded aboard for both the carrier and its
supported squadrons.
The carrier then takes several shakedown and
training cruises. During the shakedown cruises, the
carrier is checked for satisfactory operation of
machinery, equipment, and systems. A return to the
shipyard may be needed to correct discrepancies.
During the training cruises, the squadron's and ship's
personnel are trained in operations and procedures
necessary to complete the ship's mission.
The carrier proceeds to its patrol area and conducts
operations according to its mission. Supplies are
provided by supply ships by underway replenishment
(UNREP), carrier onboard delivery (COD) aircraft, or
by vertical replenishment (VERTREP) helicopter
squadron's. The carrier usually takes a breather one or
more times during this deployment period. This break
allows personnel to go on liberty in foreign countries,
and bring supplies on board that are difficult to get at
sea.
After the deployment period, the carrier returns to
its homeport for refitting. Each return to home port does
not involve a yard period. While the carrier is home
ported, the squadrons that were aboard are based
ashore. While the carrier is being refitted and
re-supplied during home port periods, personnel are
transferred and new personnel are trained. The carrier is
now ready for deployment.
Q2-28.
Define a "yard" period as it relates to an
aircraft carrier.
Q2-29.
How are aircraft carriers supplied with
provisions during deployment?
If the aircraft has been modified from its original
mission, a letter in front of the basic mission letter
indicates its modified mission. Mission modification
letters are as follows:
A—Attack
C—Transport
D—Director (for controlling drone aircraft or
missiles)
E—Special electronic installation
H—Search/rescue
K—Tanker
L—Cold-weather aircraft (for Arctic or Antarctic
operations)
M—Mine countermeasures
O—Observation
P—Patrol
Q—Drone
R—Reconnaissance
S—Antisubmarine
T—Trainer
U—Utility
V—Staff
W—Weather
All the aircraft designations have one thing in
common—a hyphen; for example, the F/A-18E Hornet
2-17
has a multipurpose role. The first letter(s) identify its
mission. A number after the hyphen specifies the design
number of the aircraft. A letter other than A (A being the
original design) after the design number shows a change
in the original design. For example, in F/A-18E, the F
means fighter and A means attack aircraft. Its design
number is 18, and it has been modified four times,
represented by the E (fifth letter of the alphabet).
Another example is the A-6A. When it is modified to
perform early-warning missions, it then becomes the
EA-6B Prowler because of the special electronic
installation required for such missions.
If both the special-use letter and the modified
mission letter apply to the same aircraft, the special-use
letter comes first. For example, YEP-3E refers to a
prototype (Y), early warning (E), patrol aircraft (P),
design number 3, and the design has been modified four
times.
Table 2-1 gives the basic mission, design number,
manufacturer, and popular name of most naval aircraft.
Table 2-1.—Naval Aircraft Identification, Manufacturers and Names
BASIC MISSION AND
DESIGN NUMBER
CONTRACTOR/
MANUFACTURER
POPULAR NAME
AV-8
McDonnell-Douglas
Harrier
C-2
Grumman
Greyhound
C-9
McDonnell-Douglas
Skytrain II
C-12
Beechcraft
Kingair
C-20
Gulfstream-Aerospace
Gulfstream
C-130
Lockheed
Hercules
E-2
Grumman
Hawkeye
E-6
Boeing
Mercury
EA-6
Grumman
Prowler
F-14
Grumman
Tomcat
F/A-18
McDonnell-Douglas
Hornet
P-3
Lockheed
Orion
S-3
Lockheed
Viking
T-2
North American
Buckeye
T-34
Beech
Mentor
T-45
McDonnell-Douglas
Goshawk
OV-10
North American
Bronco
HH-1
Bell
Iroquois/Huey
AH-1
Bell
Corbra
SH-2
Kaman
Seasprite
SH-3
Sikorsky
Sea King
CH-46
Boeing-Vertol
Sea Knight
H-57
Bell
Jet Ranger
SH-60
Sikorsky
Sea Hawk
RH-53
Sikorsky
Sea Stallion
V-22
Bell-Boeing
Osprey
2-18
Hornet is capable of catapult launch and arrested
landings for carrier operations.
The Navy has aircraft of each major type. This includes
fighter, attack, patrol, and ASW that are far superior to
those flown in the past. As you read the rest of this
section, refer to figures 2-11 and 2-12, which show
some of the aircraft currently in the Navy inventory.
The Navy is constantly seeking better and more
advanced
aircraft
operational
capabilities.
Manufacturers are aware of this and are constantly
developing products to meet these demands. Some
combat aircraft are described in the following
paragraphs.
The crew consists of a pilot on the F/A-18 model
aircraft, and a pilot and student on the TF/A-18 model
aircraft. The Hornet is powered by two General Electric
F404-GE-400 engines. Each jet engine is rated in the
16,000 pounds of thrust class. The F/A-18 has in-flight
refueling capability, and it can carry three external fuel
tanks for additional range.
The Hornet has nine weapon stations. Two are
wing-tip stations for Sidewinders, and two outboard
wing stations for fuel tanks or air-to-ground weapons.
There are two nacelle fuselage stations for Sparrows or
sensor pods, and two inboard wing stations for fuel
MCDONNELL-DOUGLAS HORNET, F/A-18
The F/A-18 is a twin-jet-engine aircraft designed
for all-weather fighter escort and light attack. The
F/A-18 HORNET
F-14 TOMCAT
EA-6B PROWLER
AV-8A HARRIER
P-3 ORION
S-3 VIKING
E-2C HAWKEYE
C-9 SKYTRAIN II
T-45 GOSHAWK
Figure 2-11.—Representative types of fixed-wing aircraft.
2-19
ANF0211
V-22 OSPREY
UH-46 SEA KNIGHT
AH-1W SUPER COBRA
H-57 JET RANGER
UH-1N HUEY
H-3 SEA KING
SH-2 SEASPRITE
H-53 SUPER STALLION
SH-60B SEAHAWK
Figure 2-12.—Representative types of rotary-wing naval helicopters.
ANF0212
enemy air threat. The crew consists of a pilot and a
radar intercept officer.
tanks or air-to-ground weapons. Also, there is one
centerline station for fuel or air-to-ground weapons.
The internal M61A1 (20-mm) gun is mounted in the
nose.
The F-14 carries six long range AIM-54A Phoenix
missiles that can be guided against six separate threat
aircraft at long range, which is controlled by the F-14s
AWG-9 weapons system. Sparrow missiles are carried
for medium-range combat. Sidewinders and one
M61A1 gun (20-mm) are available for close-range
aerial combat. The Tomcat's variable swept wings give
GRUMMAN TOMCAT, F-14
The F-14 is a twin-engine fighter designed for
aircraft carrier operations. It provides the carrier task
force with its first-line offense and defense against
2-20
computer for obtaining information from both the
aircraft's submarine detection sensors and a memory
bank. The system display provides a readout of tactical
ASW detection information to the operator.
it a combat maneuverability that could not have been
achieved with a "standard" fixed platform wing. The
aircraft is powered by two Pratt and Whitney
TF30-P-412 engines with afterburners.
It is powered by four Allison turboprop engines.
The cabin is air-conditioned, pressurized, and equipped
with bunks and a galley. Normally, a crew of 10 is
needed for ASW operations. Included in its armament
are depth charges, torpedoes, and rockets.
GRUMMAN PROWLER, EA-6
The EA-6 Prowler was designed to compliment the
Navy's defenses in today's electronic warfare
environment for carrier and advanced base operations.
With a crew of four, a pilot and three electronic
countermeasures officers (ECMOs), this long-range,
all-weather-capable aircraft has the ability to intercept,
analyze, and effectively jam and neutralize hostile
radar.
LOCKHEED VIKING, S-3
The S-3 is the newest ASW aircraft in the Navy. It
is equipped with infrared sensors for night operation.
Its digitally computerized sensors include a high
resolution radar. It also has a magnetic anomaly
detection (MAD) gear in its tail section. MAD
equipment detects metal objects by monitoring
disturbances of the earth's magnetic field.
The EA-6 is powered by two Pratt and Whitney
J52-P-408 turbojet engines, and it has a combat range
of 2,083 nautical miles and a maximum speed at sea
level of 651 mph. It can carry electronic
countermeasure (ECM) pods, external fuel cells, and
stores to support strike aircraft, ships, and ground
troops.
The pressurized S-3 can search for subs from
35,000 feet at speeds over 300 knots. Its two turbofan
engines are also efficient at low altitudes and low
speeds.
MCDONNELL DOUGLAS HARRIER II, AV-8
GRUMMAN HAWKEYE, E-2
The Harrier is one of today's truly unique and most
widely known military aircraft. The only fixed-wing,
vertical short takeoff and landing (V/STOL) aircraft in
the free world. The original design was based on a
French engine concept, adopted and improved upon by
the British. The U.S. Navy and Marine Corps showed a
major interest in the Harrier for day or night attack and
close troop ground support missions.
The Hawkeye was designed with one primary
mission in mind: patrolling the skies to detect
impending attack by hostile aircraft, missiles or sea
forces. Capable of all-weather carrier operations, the
Hawkeye provides strike and traffic control, area
surveillance, search and rescue guidance, navigational
assistance and communications relay. With its 24-foot
revolving radar dish and sophisticated electronic
equipment it can track, detect or direct targets within a
three-million-cubic-mile area.
With a crew of one pilot, it is powered by one
Rolls-Royce Pegasus F-402-RR-404 vectored thrust
turbofan engine. Its movable engine exhaust nozzles
gives it the capability of vertical flight. Ordnance wing
mounts carry 500 or 1,000 pound bombs, and under
belly pod-mounted, high-speed machine guns. Forward
Looking Infrared Radar (FLIR) and Night Vision
Goggles (NVGs) are some of the Harrier's war-fighting
capabilities.
The Hawkeye has a five-man crew, two pilots and
three equipment operators. It is powered by two Allison
T56-A-422 turboprop engines and has a speed of 630
mph.
SIKORSKY SEA KING, SH-3
LOCKHEED ORION, P-3
The SH-3 is a twin-engine helicopter. It's used
primarily for antisubmarine warfare, but it is used also
for sea/air rescue and transportation.
The P-3 Orion is a land-based ASW aircraft. It
represents advancements stemming from the Navy's
antisubmarine research and development program over
the last several years.
The crew consists of a pilot, copilot, sonar operator,
and a relief sonar operator. Designed for land and
carrier ASW operations, the A-model incorporates an
automatic folding pylon. In addition to the sonar
detection equipment, it is equipped with an automatic
It is the world's most complete airborne
antisubmarine detection system. The C model has a
new data processing system. It uses a high-speed digital
2-21
for 38 combat-equipped troops or 24 litter patients, and
can lift over 16 tons.
hovering device. It is capable of water landing and
takeoff.
Distinguishing features include a hull-shaped
fuselage and outrigger sponson's, into which the main
landing gear retracts.
BOEING-VERTOL SEA KNIGHT, H-46
The H-46 has a tandem rotor configuration, which
sets it apart from the single rotor design. The Sea
Knight is a medium lift cargo and troop transport
helicopter that has been the workhorse for the Navy and
Marine Corps for decades. Numerous modifications
and upgrades, increased fuel capacity, fiber glass rotor
blades, rescue hoist, 10,000-pound external cargo
loading provisions, automatic blade fold, guns and
armor are just a few of the improvements.
A fixed horizontal stabilizer is installed on the
upper right side of the pylon, and two General Electric
gas turboshaft engines are mounted side by side above
the fuselage and forward of the rotor head.
SIKORSKY SEA HAWK, H-60
The Sea Hawk, better known as the LAMPS (Light
Airborne Multipurpose System) helicopter provides
all-weather capability for detection, classification,
localization, and interdiction of ships and submarines.
Secondary missions include; search and rescue,
medical evacuation, vertical replenishment, special
warfare support and communications relay.
Powered by two General Electric T58-GE-16
turboshaft engines, the Sea Knight can reach speeds of
166 mph, weighs 23,300 pounds fully loaded, and has a
crew of three—two pilots and one crewman.
It has a crew of four, two pilots and two enlisted
aircrew, and is powered by two General Electric
T700-GE-401 engines. Different variants of the Sea
Hawk enable it to perform ASW, logistic, weapons
delivery or troop transport missions.
Q2-30.
In what year was the present naval Aircraft
Identification System initiated?
Q2-31.
In the aircraft designation F/A-18E, what
does the letter "F" specify?
Q2-32.
In the aircraft designation F/A-18E, what
does the letter "E" represent?
Q2-33.
What contractor manufacturers the SV-22
Osprey?
SIKORSKY SUPER STALLION, H -53
The Super Stallion's primary mission is to move
cargo and equipment with a secondary role of troop
transfer during amphibious assault operations. With
two versions, utility and mine countermeasures, this
heavy lift helicopter is one of the free worlds largest and
most powerful. It has a crew of three, powered by three
General Electric T64-GE-416 engines, seven main
rotor blades, and weighs 73,500 maximum loaded. The
Super Stallion can refuel in flight, has accommodations
SUMMARY
In this chapter, you have learned about naval
aviation organization and the types of aircraft found in
squadrons and on naval air stations. You have also
learned about squadron organization and the types of
duties you might be assigned within a squadron.
2-22
ASSIGNMENT 2
Textbook Assignment: "Organization of Naval Aviation," chapter 2, pages 2-1 through 2-22.
2-1.
1.
2.
3.
4.
2-2.
2-4.
2-8.
Secretary of the Interior
Secretary of the Navy
Secretary of Defense
Secretary of the Treasury
2-9.
President
Secretary of the Navy
Chief of Naval Department
Chief of Naval Operations
When used properly, the chain of command
serves which of the following purposes?
2-10.
2-6.
2-11.
Supply
Repair
Specialized training
All of the above
Organizational level
Intermediate level
Depot level (where available)
All of the above
2-12.
2-23
Crews
Units
Divisions
Departments
Which of the following individuals is NOT a
special assistant to the CO/XO of a naval air
station?
The chaplain
The quality assurance officer
The general safety officer
The aviation safety officer
The distribution and collection of mail,
duplicating and clerical services, and control
of registered publications are the functions of
what department?
1.
2.
3.
4.
The naval air station has the responsibility for
providing what type of maintenance?
1.
2.
3.
4.
Typical naval air stations are divided primarily into what type of organizations?
1.
2.
3.
4.
Naval air stations provide which of the following services?
1.
2.
3.
4.
A FRAMP provides which of the following
types of training?
1.
2.
3.
4.
1. It provides direction in the assignment of
duties
2. It provides a path of communication
3. It ensures efficiency in solving work- related problems
4. All of the above
2-5.
Basic, preflight, and daily
Preflight, basic, and advanced
Daily, basic, and advanced
Preflight, daily, and advanced
1. Specific type aircraft maintenance training only
2. Specific support equipment training only
3. Specific type aircraft maintenance training and specific support equipment training
4. Depot-level maintenance training
What person is the immediate head of the
military part of the Navy Department?
1.
2.
3.
4.
Flight training provided by naval air stations
consists of what three types?
1.
2.
3.
4.
The CNO
The DCNO
The Secretary of Defense
The Secretary of the Navy
The Navy Department falls under the authority of a cabinet post. This cabinet post is
manned by what person?
1.
2.
3.
4.
2-3.
2-7.
What person is the head of the Navy Department?
Administration
Operations
Comptroller
Security
What department is responsible for the conduct of the military recreational program?
1. Personnel Department
2. Administration Department
3. Supply Department
4. Public Works Department
2-13.
2-14.
2-15.
2-16.
2-17.
2-18.
2-19.
2-20.
Advising the commanding officer in planning, organizing, directing, and executing a
sound financial system that will contribute to
the efficient, economical, and effective
management of the station is a function of
what department?
1. Supply
2. Finance
3. Comptroller
4. Administration
Naval aircraft maintenance is divided into
how many levels?
1.
2.
3.
4.
2-21.
Inspecting and adjustment of aircraft parts are
performed at what maintenance level?
1.
2.
3.
4.
The administration of air traffic control is a
function of what department?
1. Air operations
2. Security
3. Public works
4. Administration
2-22.
One
Two
Three
Four
Organizational
Intermediate
Depot
Moderate
Major overhaul and repair of aircraft is
performed at what activity?
1. Aircraft squadron
2. Aircraft Intermediate Maintenance Department (AIMD)
3. Air station public works
4. Naval Aviation Depot (NADEP)
What department is responsible for the logistic support of the naval air station and its
tenant commands?
1. Supply
2. Finance
3. Comptroller
4. Administration
2-23.
Calibration, testing, and repair of aircraft
components are performed at what facility?
1.
Organizational Maintenance Division
(OMD)
2. Aircraft Intermediate Maintenance Department (AIMD)
3. Naval Aviation Depot (NADEP)
4. Moderate Level Repair Facility (MLRF)
What department is responsible for minor
construction and building maintenance
aboard a naval air station?
1. Supply
2. Administration
3. Air operations
4. Public works
2-24.
Transportation aboard a naval air station is
provided by what department?
1. Supply
2. Operations
3. Public works
4. Transportation
The issuance of aviation ordnance is a function of what department?
1. Weapons
2. Security
3. Air operations
4. Administration
Under the direction of the medical officer,
which of the following persons oversees all
matters pertaining to aviation medicine?
1. Emergency room physician
2. Flight surgeon
3. Dental officer
4. Hospital Corpsman
What division of the aircraft maintenance
department maintains the technical library?
1.
2.
3.
4.
2-25.
What division provides clerical services for
the AIMD?
1.
2.
3.
4.
2-26.
Administration
Maintenance material control
Quality assurance/analysis
Supply
Scheduling workloads to ensure the efficient
movement of all aircraft and parts through the
AIMD is the responsibility of what branch?
1.
2.
3.
4.
2-24
Analysis
Administration
Quality assurance/analysis
Support equipment
Material control
Production control
Supply
Quality assurance
2-27.
1.
2.
3.
4.
2-28.
2-30.
Electrical repair division
Electronic systems division
Avionics division
Power plants division
1.
2.
3.
4.
Which of the following types of squadrons has
the responsibility for the mining of waters?
1. Antisubmarine
2. Composite
3. Patrol
4. Tactical
2-38.
Target towing is one of the functions of what
type of squadron?
1. Composite
2. Patrol
3. Tactical support
4. Noncombatant
2-39.
What type of squadron provides logistical
support?
1. Tactical
2. Patrol
3. Composite
4. Attack
2-40.
A member of a squadron should receive the
greatest amount of help for professional
advancement from which of the following
officers?
1. Division officer
2. Chief petty officer
3. Education officer
4. Maintenance officer
The Naval Aviation Logistics Center
The Naval Test Center
The Naval Air Facility
The Naval Station
The Naval Air Facility
The Organizational maintenance Facility
The Naval Aviation Depot
The Aircraft Intermediate Maintenance
Facility
2-25
Attack
Composite
Airborne early warning
Antisubmarine
2-37.
Aviation life support equipment division
Airframes division
Aviation support equipment division
Air-conditioning/pressurization division
What maintenance activity manufactures
parts and assemblies and provides
engineering services?
Fighter
Attack
Bomber
Early warning
What type of carrier squadron uses both
fixed-wing aircraft and helicopters for search
and attack of enemy submarines?
1.
2.
3.
4.
Which of the following organizations is
normally smaller than a naval air station?
1.
2.
3.
4.
2-33.
2-36.
Airframes division
Support equipment division
Tire/wheel division
Line division
Carrier only
Patrol only
Composite and noncombatant only
Carrier, patrol, composite, and noncombatant
What type of squadron is employed for various missions that include enemy attack,
search, bombing, mining, and torpedo
warfare?
1.
2.
3.
4.
Aircraft air-conditioning and pressurization
system maintenance is performed by what
division?
1.
2.
3.
4.
2-32.
One
Two
Three
Four
What division is responsible for the calibration of precision measuring equipment
(PME)?
1.
2.
3.
4.
2-31.
2-35.
What division is responsible for the aircraft
tire/wheel maintenance and safety program?
1.
2.
3.
4.
Which of the following squadrons are basic
type squadrons?
1.
2.
3.
4.
Seven
Six
Five
Four
The aircraft gas turbine engine program is
divided into how many degrees of repair?
1.
2.
3.
4.
2-29.
2-34.
An operations maintenance division is normally established at a naval air station that
has at least what number of aircraft assigned?
2-41.
1.
2.
3.
4.
2-42.
2-45.
Crew chief
Department head
Executive officer
Division officer
2-49.
Welfare and morale of personnel aboard a
carrier are the direct responsibility of what
person?
1. Welfare officer
2. Senior chaplain
3. Executive officer
4. Commanding officer
2-51.
In a carrier air wing, what officer has the
responsibility for maintaining the squadron
organization?
1. The air wing commander
2. The chief of naval operations
3. The ship’s commanding officer
4. The squadron commanding officer
2-52.
What department is responsible for the combat information center?
1. Air
2. Operations
3. Maintenance
4. Administration
2-53.
What is the maximum number of divisions
normally established within the air department?
1. Four in both wartime and peacetime
2. Seven in both wartime and peacetime
3. Four in wartime and seven in peacetime
4. Four in peacetime and seven in wartime
Supervising, coordinating, and completing
scheduled maintenance is the responsibility
of what division?
1.
2.
3.
4.
Maintenance control
Avionics
Safety
Aircraft
2-26
Line
Avionics
Aircraft
Quality assurance/analysis
2-50.
Administration
Maintenance
Operations
Safety
Aircraft
Line
Safety
Quality assurance/analysis
Line
Avionics
Safety
Aircraft
Management of the Foreign Object Damage
(FOD) program is the responsibility of what
division?
1.
2.
3.
4.
Quality assurance/analysis officer
Maintenance material control officer
Assistant maintenance officer
Maintenance officer
Line
Avionics
Safety
Aircraft
Maintaining custody of a squadron’s support
equipment is the responsibility of what
division?
1.
2.
3.
4.
In a squadron, what division inspects the work
to ensure that repair work on aircraft,
engines, accessories, and equipment has been
done correctly?
1.
2.
3.
4.
2-46.
2-48.
What department is responsible for the
operational readiness and tactical efficiency
of the squadron?
1.
2.
3.
4.
Performing preflight, turnaround, daily, and
postflight inspections is the responsibility of
what division?
1.
2.
3.
4.
In the maintenance department, which of the
following officers has the responsibility for
planning, scheduling, and supervising all
activities for the production divisions?
1.
2.
3.
4.
2-44.
Commanding officer
Operations officer
Executive officer
Flight officer
Ensuring that the orders of a squadron’s
commanding officer are carried out is the
direct responsibility of what person?
1.
2.
3.
4.
2-43.
2-47.
Operational readiness of a squadron is the
responsibility of what officer?
2-54.
1.
2.
3.
4.
2-55.
2-58.
2-61.
Aircraft maintenance
Catapult and arresting gear
Aviation fuels
Aircraft on the hangar deck
2-62.
V-1
V-2
V-3
V-4
2-63.
Supply
Weapons
Engineering
Air operations
2-66.
Drone
Cold weather
Patrol
Utility
An aircraft designated for “staff” has what
mission modification letter?
1.
2.
3.
4.
2-27
R
H
A
S
What type of aircraft does the aircraft mission
modification letter "Q" identify?
1.
2.
3.
4.
The supply department
The aircraft maintenance division
The operations maintenance department
The aviation maintenance department
Research
Tanker
Transport
Observation
What is the letter identifier for the aircraft
mission of antisubmarine?
1.
2.
3.
4.
2-65.
U
T
C
S
In an aircraft designation, what is the basic
aircraft mission for the letter "K"?
1.
2.
3.
4.
2-64.
A letter only
A letter followed by a number
A number only
A number followed by a letter
What is the letter identifier for the aircraft
mission of transport?
1.
2.
3.
4.
The aircraft intermediate maintenance department (afloat) is organized in a similar
manner to which of the following shorebased activities?
1.
2.
3.
4.
The designation of the basic mission of an aircraft is indicated by what means?
1.
2.
3.
4.
The care and maintenance of all machinery,
piping systems, and electrical devices are the
responsibility of what department on the
ship?
1.
2.
3.
4.
2-59.
V-1
V-2
V-3
V-4
What division is charged with the operation
and upkeep of the aircraft carrier's aviation
fuel and oil transfer system?
1.
2.
3.
4.
An aircraft intermediate maintenance department (afloat) is manned with what type of
personnel?
1. Permanently assigned maintenance personnel only
2. Temporarily assigned personnel from embarked squadrons only
3. Permanently assigned maintenance personnel and temporarily assigned personnel from embarked squadrons
4. Civilians
The V-3 division is responsible for what
function on an aircraft carrier?
1.
2.
3.
4.
2-57.
V-1
V-2
V-3
V-4
What division is charged with the operation
and maintenance of catapults and arresting
gear on an aircraft carrier?
1.
2.
3.
4.
2-56.
2-60.
The aircraft crash, fire, and rescue party is
included in which of the following divisions?
E
V
S
O
2-67.
What is the mission modification letter in the
F/A18-E Hornet?
1.
2.
3.
4.
2-68.
2-69.
2-70.
2-72.
What feature makes the AV-8 Harrier unique
among today’s modern combat aircraft?
1. Vertical short takeoff and landing capabilities
2. High-speed digital computer data processing system
3. Electronic countermeasures equipment
4. High altitude capabilities
2-73.
Which of the following ASW aircraft is
equipped with infrared sensors for night
operations?
1. A-3
2. H-3
3. P-3
4. S-3
2-74.
What helicopter provides all-weather capability for detection, classification, localization, and interdiction of ships and
submarines?
1. H-3
2. H-46
3. H-53
4. H-60
2-75.
What helicopter has a tandem rotor system?
1. H-3
2. H-46
3. H-53
4. H-60
A
B
C
D
What does "E" in the aircraft designation
EA-6A mean?
1.
2.
3.
4.
What gives the Tomcat aircraft its excellent
combat maneuvering capability?
1. Twin engines with afterburners
2. Variable swept wings
3. Six long-range missiles
4. Advanced hydraulic system
F/A
E
A
F
To indicate a change in the original design of
a aircraft, which of the following letters can
NOT be used?
1.
2.
3.
4.
2-71.
Attack
Design
Modified once
Modified with a special electronic installation
Refer to Table 2-1 of your text. The Osprey
aircraft was made by what manufacturer?
1.
2.
3.
4.
McDonald-Douglas
Bell-Boeing
Lockheed
Grumman
2-28
CHAPTER 3
PRINCIPLES OF FLIGHT
Newton's First Law of Motion
INTRODUCTION
Man has always wanted to fly. Legends from the
very earliest times bear witness to this wish. Perhaps
the most famous of these legends is the Greek myth
about a father and son who flew with wings made of
wax and feathers. It was not, however, until the
successful flight by the Wright bothers at Kitty Hawk,
North Carolina, that the dream of flying became a
reality. Since the flight at Kitty Hawk, aircraft designers
have spent much time and effort in developing that first
crude flying machine into the modern aircraft of today.
To understand the principles of flight, you must first
become familiar with the physical laws affecting
aerodynamics.
According to Newton's first law of motion (inertia),
an object at rest will remain at rest, or an object in
motion will continue in motion at the same speed and in
the same direction, until an outside force acts on it. For
an aircraft to taxi or fly, a force must be applied to it. It
would remain at rest without an outside force. Once the
aircraft is moving, another force must act on it to bring
it to a stop. It would continue in motion without an
outside force. This willingness of an object to remain at
rest or to continue in motion is referred to as inertia.
Newton's Second Law of Motion
The second law of motion (force) states that if a
object moving with uniform speed is acted upon by an
external force, the change of motion (acceleration) will
be directly proportional to the amount of force and
inversely proportional to the mass of the object being
moved. The motion will take place in the direction in
which the force acts. Simply stated, this means that an
object being pushed by 10 pounds of force will travel
faster than it would if it were pushed by 5 pounds of
force. A heavier object will accelerate more slowly than
a lighter object when an equal force is applied.
PHYSICAL LAWS AFFECTING
AERODYNAMICS
LEARNING OBJECTIVE: Identify the
physical laws of aerodynamics to include
Newton's laws of motion and the Bernoulli
principle.
Aerodynamics is the study of the forces that let an
aircraft fly. You should carefully study the principles
covered here. Whether your job is to fly the aircraft
and/or to maintain it, you should know why and how an
aircraft flies. Knowing why and how lets you carry out
your duties more effectively.
Newton's Third Law of Motion
The third law of motion (action and reaction) states
that for every action (force) there is an equal and
opposite reaction (force). This law can be demonstrated
with a balloon. If you inflate a balloon with air and
release it without securing the neck, as the air is
expelled the balloon moves in the opposite direction of
the air rushing out of it. Figure 3-1 shows this law of
motion.
LAWS OF MOTION
Motion is the act or process of changing place or
position. Simply put, motion is movement. An object
may be in motion in relation to one object and
motionless in relation to another. For example, a
person sitting in an aircraft flying at 200 mph is at rest
or motionless in relation to the aircraft. However, the
person is in motion in relation to the air or the earth. Air
has no force or power other than pressure when it's
motionless. When air is moving, its force becomes
apparent. A moving object in motionless air has a force
exerted on it as a result of its own motion. It makes no
difference in the effect whether an object is moving in
relation to the air or the air is moving in relation to the
object. The following information explains some basic
laws of motion.
Figure 3-1.—Newton's third law of motion.
3-1
blades of a fixed-wing aircraft and the rotor blades of a
helicopter are examples of airfoils.
BERNOULLI'S PRINCIPLE
Bernoulli's principle (fig. 3-2) states that when a
fluid flowing through a tube reaches a constriction or
narrowing of the tube, the speed of the fluid passing
through the constriction is increased and its pressure is
decreased.
AIRFOIL TERMINOLOGY
The shape of an airfoil and its relationship to the
airstream are important. The following are common
terms that you should understand before you learn
about airfoils.
Q3-1. The willingness of an object to stay at rest
because of inertia is described by which of
Newton's laws of motion?
Q3-2. A heavy object will accelerate more slowly
than a light object when an equal amount of
force is applied. Which of Newton's laws
describes this statement?
Leading edge
The front edge or surface of the
airfoil (fig. 3-3).
Trailing edge
The rear edge or surface of the
airfoil (fig. 3-3).
Chord line
An imaginary straight line from
the leading edge to the trailing
edge of an airfoil (fig. 3-3).
Camber
The curve or departure from a
straight line (chord line) from the
leading to the trailing edge of the
airfoil (fig. 3-3).
Relative wind
The direction of the airstream in
relation to the airfoil (fig. 3-4).
Angle of attack
The angle between the chord line
and the relative wind (fig. 3-4).
Q3-3. If you blow up a balloon and then release it, it
will move in what direction?
Q3-4. When fluid reaches a narrow part of a tube, its
speed increase and its pressure is decreased.
What law does this statement describe?
THE AIRFOIL
LEARNING OBJECTIVE: Recognize the
terms used to describe the various parts of an
airfoil section and the terms used in explaining
the airflow lift generation.
AIRFLOW AROUND AN AIRFOIL
An airfoil is defined as that part of an aircraft that
produces lift or any other desirable aerodynamic effect
as it passes through the air. The wings and the propeller
The generation of lift by an airfoil depends on the
airfoil's being able to create a special airflow in the
airstream. This airflow develops the lifting pressure
over the airfoil surface. The effect is shown in figure
3-5, which shows the relationship between lift and
Bernoulli's principle. As the relative wind strikes the
leading edge of the airfoil, the flow of air is split. A
portion of the relative wind is deflected upward and aft,
and the rest is deflected downward and aft. Since the
Figure 3-3.—Airfoil terminology.
Figure 3-2.—Bernoulli's principle.
3-2
Figure 3-4.—Angle of attack.
An aircraft in flight is in the center of a continuous
battle of forces. The conflict of these forces is the key to
all maneuvers performed in the air. There is nothing
mysterious about these forces—they are definite and
known. The direction in which each acts can be
calculated. The aircraft is designed to take advantage of
each force. These forces are lift, weight, thrust, and
drag.
upper surface of the airfoil has camber to it, the flow
over its surface is disrupted. This disruption causes a
wavelike effect to the airflow. The lower surface of the
airfoil is relatively flat. The airflow across its surface
isn't disrupted. Lift is accomplished by this difference
in the airflow across the airfoil.
The shaded area of figure 3-5 shows a low-pressure
area on the airfoil's upper surface. This low-pressure
area is caused by the air that is disrupted by the camber
of the airfoil, and it is the key to lift. There is less
pressure on the top surface of the airfoil than there is on
the lower surface. The air pressure pushes upward o the
lower surface. This difference in pressure causes the
airfoil to rise. Now, you know that lift is developed by
the difference between the air pressure on the upper
and lower surfaces of the airfoil. As long as there is
less pressure on the upper surface and more pressure on
the lower surface of an airfoil, an aircraft has lift. Lift is
one of the forces affecting flight.
LIFT
Lift is the force that acts in an upward direction to
support the aircraft in the air. It counteracts the effects
of weight. Lift must be greater than or equal to weight if
flight is to be sustained.
WEIGHT
Weight is the force of gravity acting downward on
the aircraft and everything in the aircraft, such as crew,
fuel, and cargo.
Q3-5. What happens when the relative wind strikes
the leading edge of an airfoil?
THRUST
Q3-6. Describe how lift is developed.
Thrust is the force developed by the aircraft's
engine. It acts in the forward direction. Thrust must be
greater than or equal to the effects of drag for flight to
begin or to be sustained.
FORCES AFFECTING FLIGHT
LEARNING OBJECTIVE: Recognize the
four primary forces acting on an aircraft.
Figure 3-5.—Airflow across an airfoil.
3-3
DRAG
LATERAL AXIS
Drag is the force that tends to hold an aircraft back.
Drag is caused by the disruption of the airflow about the
wings, fuselage (body), and all protruding objects on
the aircraft. Drag resists motion as it acts parallel and in
the opposite direction in relation to the relative wind.
Figure 3-6 shows the direction in which each of these
forces acts in relation to an aircraft.
The lateral axis is the pivot point about which the
aircraft pitches. Pitch can best be described as the up
and down motion of the nose of the aircraft. Figure 3-7
shows this movement. The pitch axis runs from the left
to the right of the aircraft (wing tip to wing tip). It is
perpendicular to and intersects the roll axis. Figure 3-8
shows the pitch axis and its relationship to the roll axis.
Up to this point, you have learned the physical laws
of aerodynamics, airfoils, and the forces affecting
flight. To fully understand flight, you must learn about
the rotational axes of an aircraft.
VERTICAL AXIS
The vertical axis runs from the top to the bottom of
an aircraft. It runs perpendicular to both the roll and
pitch axes. The movement associated with this axis is
yaw. Yaw is best described as the change in aircraft
heading to the right or left of the primary direction of an
aircraft. Figure 3-7 shows this movement. Assume you
are walking from your work space to an aircraft located
100 feet away. You are trying to walk there in a straight
line but are unable to do so because there is a strong
wind blowing you off course to your right. This
movement to the right is yaw. The yaw axis is shown in
figure 3-8.
Q3-7. What are the four forces that affect flight?
ROTATIONAL AXES
LEARNING OBJECTIVE: Identify the
three axes of rotation and the terms relative to
the aircraft's rotation about these axes.
Any vehicle, such as a ship, a car, or an aircraft, is
capable of making three primary movements (roll,
pitch, and yaw). The vehicle has three rotational axes
that are perpendicular (90 degrees) to each other. These
axes are referred to by their direction—longitudinal,
lateral, and vertical. Perhaps the most descriptive
reference is by what action takes place about a given
axis or pivot point—roll, pitch, and yaw.
Q3-8. Any vehicle (ship, car, or aircraft) is capable
of making what three primary movements?
FIXED-WING AND ROTARY-WING
AIRCRAFT
LEARNING OBJECTIVE: Recognize the
difference in aerodynamic principles that apply
to fixed- and rotary-wing aircraft.
LONGITUDINAL AXIS
The longitudinal axis is the pivot point about which
an aircraft rolls. The movement associated with roll is
best described as the movement of the wing tips (one up
and the other down). Figure 3-7 shows this movement.
This axis runs fore and aft through the length (nose to
tail) of the aircraft. This axis is parallel to the primary
direction of the aircraft. The primary direction of a
fixed-wing aircraft is always forward. Figure 3-8 shows
the longitudinal axis.
A fixed-wing aircraft depends on forward motion
for lift. A rotary-wing aircraft depends on rotating
airfoils for lift. The airfoil sections of a fixed-wing
aircraft aren't symmetrical. The rotor blades of a
helicopter are symmetrical. These differences are
important to you if you're to understand aerodynamic
principles.
Figure 3-6.—Forces affecting flight.
3-4
Figure 3-7.—Motion about the axes.
Figure 3-8.—Axes of an aircraft.
3-5
The helicopter's airfoils are the rotor blades. The
airfoils of a helicopter are perfectly symmetrical. This
means that the upper and lower surfaces are shaped the
same. This fact is one of the major differences between
the fixed-wing aircraft's airfoil and the helicopter's
airfoil. A fixed-wing aircraft's airfoil has a greater
camber on the upper surface than on the lower surface.
The helicopter's airfoil camber is the same on both
surfaces (fig. 3-9). The symmetrical airfoil is used on
the helicopter because the center of pressure across its
surface is fixed. On the fixed-wing airfoil, the center of
pressure moves fore and aft, along the chordline, with
changes in the angle of attack (fig. 3-9). If this type of
airfoil were used on a rotary-wing aircraft, it would
cause the rotor blades to jump around (dive and climb)
uncontrollably. With the symmetrical airfoil, this
undesirable effect is removed. The airfoil, when
rotated, travels smoothly through the air.
FIXED-WING AIRCRAFT
You have learned about the physical laws and
forces that affect flight, the airfoil, and the rotational
axes of an aircraft. Now, let's apply these principles to a
fixed-wing aircraft in flight. First, motion must exist.
Motion is provided by the thrust developed by the
engine of the aircraft. This is accomplished by the force
exerted by the exhaust gases of a jet aircraft or by the
action of the propeller blades on a propeller-driven
aircraft. The thrust overcomes the force of inertia and,
as the fixed-wing aircraft accelerates, the air flows by
the wings. The relative wind striking the leading edge
of the wings is split and flows across the upper and
lower surfaces. The camber of the upper surface acts as
a constriction, which speeds up the airflow and reduces
the pressure of the air. The lower surface, being
relatively flat, doesn't affect the speed or pressure of the
air. There is lower air pressure on the upper surface of
the wing than on the lower surface. The fixed-wing
aircraft is lifted into the air.
The main rotor of a helicopter consists of two or
more rotor blades. Lift is accomplished by rotating the
blades through the air at a high rate of speed. Lift may
be changed by increasing the angle of attack or pitch of
the rotor blades. When the rotor is turning and the
blades are at zero angle (flat pitch), no lift is developed.
This feature provides the pilot with complete control of
the lift developed by the rotor blades.
Now that the aircraft is safely in the air, rotational
axes come into play. If the nose of the aircraft is raised,
the angle of attack changes. Changing the angle of
attack causes the aircraft to pivot on its lateral or pitch
axis. If you lower the right wing of the aircraft, the left
wing rises. The aircraft moves about its longitudinal or
roll axis. Assume that the aircraft is in a straight and
level flight. There is a strong wind striking the aircraft's
nose on the left side, pushing the nose to the right. This
causes the tail of the aircraft to move to the left, and the
aircraft is pivoting on its vertical or yaw axis. All of
these forces are necessary for flight to begin or be
sustained.
Directional Control
A pilot controls the direction of flight of the
helicopter by tilting the main rotor. If the rotor is tilted
forward, the force developed by the rotor is directed
downward and aft. Now, apply Newton's third law of
motion (action and reaction). Lift will be developed in
an upward and forward direction, and the helicopter
will tend to rise and move forward. From this example,
ROTARY-WING AIRCRAFT
(HELICOPTERS)
The same basic aerodynamic principles you read
about earlier in this chapter apply to rotary-wing
aircraft. The main difference between fixed-wing and
rotary-wing aircraft is the way lift is achieved.
Lift
The fixed-wing aircraft gets its lift from a fixed
airfoil surface. The helicopter gets lift from rotating
airfoils called rotor blades. The word helicopter comes
from the Greek words meaning helical wing or rotating
wing. A helicopter uses two or more engine-driven
rotors from which it gets lift and propulsion.
Figure 3-9.—Center of pressure.
3-6
you should realize that a pilot can move a helicopter
forward or rearward, or to the right or left, simply by
tilting the main rotor in the desired direction.
to take off or land without a runway. This is another
advantage the rotary-wing aircraft has over the
fixed-wing aircraft.
Look at figure 3-10. This points out another major
difference between fixed-wing and rotary-wing
aircraft. The fixed-wing aircraft can't move up or down
or right or left without forward movement. Remember,
a fixed-wing aircraft's primary direction is forward.
However, a helicopter can move in any direction, with
or without forward movement.
Torque Reaction
As the helicopter's main rotor turns in one
direction, the body (fuselage) of the helicopter tends to
rotate in the opposite direction (Newton's third law).
This is known as torque reaction. In a single main rotor
helicopter, the usual way of getting rid of torque
reaction is by using a tail rotor (anti-torque rotor). This
rotor is mounted vertically on the outer portion of the
helicopter's tail section. See figure 3-11. The tail rotor
produces thrust in the opposite direction of the torque
reaction developed by the main rotor. Figure 3-11
shows the manner in which torque reaction is
eliminated in a single main rotor helicopter.
Hovering
Hovering is defined as maintaining a position
above a fixed spot on the ground. A helicopter has the
ability to remain in one spot in the air with little or no
movement in any direction. This is done by equalizing
all the forces acting on the helicopters (lift, drag,
weight, and thrust). This action also allows a helicopter
Q3-9. How does the pilot change the angle of attack
on (a) an airplane and (b) a helicopter?
Q3-10.
What is the main difference between a
helicopter and an airplane?
Q3-11.
What maneuver can a helicopter perform that
an airplane cannot?
SUMMARY
In this chapter, you have been introduced to the
principles of flight. You have learned about the
principles of flight for fixed-wing and rotary-wing
aircraft.
Figure 3-10.—Directional flight attitudes.
Figure 3-11.—Torque reaction.
3-7
(THIS PAGE IS INTENTIONALLY LEFT BLANK.)
3-8
ASSIGNMENT 3
Textbook Assignment: "Principles of Flight," chapter 3, pages 3-1 through 3-7.
3-1.
1.
2.
3.
4.
3-2.
2.
3.
4.
3-5.
The act or process of changing place or
position
The act or process of achieving inertia
The overcoming of force
The resistance to force
1.
2.
3.
4.
3-9.
3-10.
3.
4.
Over the airfoil
Under the airfoil
To the left of the airfoil
To the right of the airfoil
According to Bernoulli's principle, what
happens to the speed and pressure of a fluid
flowing through a tube when the fluid reaches
a constriction?
1.
The speed and pressure of the fluid increases
2. The speed and pressure of the fluid decreases
3. The speed decreases and the pressure increases
4. The speed increases and the pressure decreases
Newton's first law
Newton's second law
Newton's third law
Those that are at rest only
Those moving in a straight line at a
uniform speed only
Those at rest and moving at a uniform
speed in a straight line
The willingness of an object to remain at
rest or continue in motion
3-11.
Which of the following components are classified as airfoils?
1. The wings of an aircraft
2. The rotor blades of a helicopter
3. The propeller blades of a turboprop aircraft
4. All of the above
What law of motion is the "force" law?
1.
2.
3.
To the left of the airfoil
To the right of the airfoil
Beneath the airfoil
Over the airfoil
At what location is the area of increased flow?
1.
2.
3.
4.
Force
Action and reaction
Inertia
Gravity
Newton's law of inertia applies to bodies that
are affected in which of the following ways?
1.
2.
3-6.
IN ANSWERING QUESTIONS 3-8 AND 3-9,
REFER TO FIGURE 3-2(B) IN THE TEXT.
3-8. At what location is the area of least pressure?
Thrust must overcome inertia before an aircraft
can fly. This is an example of which of the
following laws of motion?
1.
2.
3.
The fact that "for every action there is an equal
and opposite reaction" is discussed in which of
Newton's laws of motion?
1. First
2. Second
3. Third
Which of the following terms refers to Newton's first law of motion?
1.
2.
3.
4.
3-4.
Thermodynamics
Aerodynamics
Hydrodynamics
General dynamics
Which of the following is a definition of motion?
1.
3-3.
3-7.
The study of the forces that enable an aircraft to
fly is referred to by what term?
Newton's first law
Newton's second law
Newton's third law
3-12.
3-9
What is the front edge or surface of an airfoil?
1. Chamber
2. Chord line
3. Leading edge
4. Trailing edge
3-13.
What is an imaginary straight line from the
leading edge to the trailing edge of an airfoil?
1.
2.
3.
4.
3-14.
3-22.
What force overcomes gravity?
1. Drag
2. Lift
3. Thrust
4. Weight
Camber
Chord line
Angle of attack
The angle of incident
3-23.
What is the force that holds an aircraft to the
ground?
1. Lift
2. Drag
3. Gravity
4. Thrust
Angle of attack
Directional heading
Relative wind
Chord line
3-24.
What is the force that is created by a propeller,
jet engine, or helicopter rotor?
1. Lift
2. Drag
3. Gravity
4. Thrust
The angle of attack
The resultant angle
The control angle
The angle of incidence
3-25.
What force overcomes drag?
1. Lift
2. Thrust
3. Weight
4. Momentum
3-26.
What is the force that acts against an aircraft in
flight?
1. Lift
2. Drag
3. Gravity
4. Thrust
3-27.
Aircraft drag acts in what direction in relation
to the relative wind?
1. Parallel and in the same direction
2. Parallel and in the opposite direction
3. Perpendicular in the same direction
4. iPerpendicular and in the opposite direction
The generation of lift by an airfoil is dependent
upon which of the following factors?
1.
2.
3.
4.
3-19.
What is the force that is created by an airfoil?
1. Lift
2. Drag
3. Gravity
4. Thrust
What is the angle between the chord line and
the relative wind called?
1.
2.
3.
4.
3-18.
Span line
Retreating edge
Chord line
Trailing edge
What term is used to describe the direction of
the airstream in relation to the airfoil?
1.
2.
3.
4.
3-17.
3-21.
Camber
Chord line
Span
Angle of attack
What is the curve or departure from a straight
line from the leading edge to the trailing edge
of the airfoil?
1.
2.
3.
4.
3-16.
What speed or pressure causes most of the lift
of an airfoil?
1. The speed of the air striking the front of
the airfoil
2. The difference in air pressure on the upper
and lower surfaces of the airfoil
3. The increase in pressure over the airfoil
4. The decrease in pressure over the airfoil
Which of the following terms identifies the
rear edge or surface of the airfoil?
1.
2.
3.
4.
3-15.
3-20.
The shape of the airfoil's cord
The airfoil being able to create circulation
in the airstream
The airfoil being able to develop lifting
pressure over the airfoil surface
Both 2 and 3 above
As the relative wind strikes the leading edge of
an airfoil, the flow of air is split. What part of
the airfoil creates the low pressure area on the
airfoil's surface?
1.
2.
3.
4.
The camber of the airfoil's upper surface
The camber of the airfoil's lower surface
The trailing edge of the airfoil
The leading edge of the airfoil
3-10
3-28.
1.
2.
3.
4.
3-29.
3-31.
2.
3.
4.
4.
3-35.
3-36.
3-37.
3-38.
2.
3.
4.
3-39.
What axes is the pivot point about which an
aircraft pitches?
1.
2.
3.
4.
3-11
The up and down movement of the wing
tips
The up and down movement of an aircraft's nose
The left and right movement of an aircraft's nose
The fore and aft movement of an aircraft's
nose
What force is developed by the engine of an
aircraft to provide motion?
1.
2.
3.
4.
Longitudinal
Lateral
Vertical
Horizontal
Diagonal
Longitudinal
Lateral
Vertical
What movement of an aircraft is associated
with yaw?
1.
Longitudinal
Diagonal
Horizontal
Lateral
Longitudinal
Lateral
Vertical
Horizontal
What axes runs from the top to the bottom of an
aircraft?
1.
2.
3.
4.
The up and down movement of the wing
tips
The left and right movement of the aircraft's nose
The up and down movement of the aircraft's nose
The fore and aft movement of the wings
Pitch
Longitudinal
Vertical
Diagonal
What axes is the pivot point about which an
aircraft yaws?
1.
2.
3.
4.
Longitudinal
Lateral
Vertical
Horizontal
The up and down movement of the wing
tips
The left and right movement of the aircraft's nose
The up and down movement of the aircraft's nose
The fore and aft movement of the wings
What axes runs from the left to the right (wing
tip to wing tip) through the width of an
aircraft?
1.
2.
3.
4.
Weight
Lift
Drag
Thrust
What axes runs fore and aft through the length
of the aircraft?
1.
2.
3.
4.
3-33.
3.
What movement of an aircraft is associated
with roll?
1.
3-32.
2.
What axis is the pivot point about which an
aircraft rolls?
1.
2.
3.
4.
What movement of an aircraft is associated
with pitch?
1.
The aircraft will lose altitude and lose
speed
The aircraft will lose altitude and gain
speed
The aircraft will maintain its altitude and
lose speed
The aircraft will maintain its altitude and
gain speed
Which of the following forces counteracts forward motion of the aircraft?
1.
2.
3.
4.
3-30.
3-34.
During flight, if the aircraft's lift force and
weight force are equal and the thrust force is
greater than the drag force, what will happen?
Lift
Drag
Gravity
Thrust
3-40.
1.
2.
3.
4.
3-41.
3-43.
4.
3-47.
By what means is lift controlled in a helicopter?
1.
The pitch axis
The yaw axis
The lateral axis
The longitudinal axis
2.
3.
3-48.
True
False
Angle of attack
Ground idle
Zero thrust
Flat pitch
Directional control of a helicopter is achieved
by what means?
1.
1.
3.
4.
3-49.
By increasing and decreasing the engine
speed
By increasing and decreasing the rotor
speed
By increasing the pitch or angle of attack
of the rotor blades
What term is used when a helicopters main
rotor is turning and no lift is being produced
by the rotor blades?
1.
2.
3.
4.
True
False
It causes it to move fore and aft un- controllably
It causes it to move up and down un- controllably
It causes the pitch of the blades to stabilize
It causes increased lift capabilities
What is a symmetrical airfoil?
2.
3-45.
3.
A helicopter uses two or more engine-driven
rotors for lift and propulsion.
1.
2.
3-44.
2.
The main difference between fixed-wing
aircraft and rotary-wing aircraft is the way in
which lift is achieved.
1.
2.
What does a shifting center of pressure do to a
rotor blade?
1.
The aircraft pivots on its longitudinal axis
The aircraft pivots on its lateral axis
The aircraft will turn to the right
The aircraft will turn to the left
When an aircraft in flight encounters a strong
gusty, quartering wind on its nose, it tends to
drift off course. On what axis does the aircraft
pivot when this action occurs?
1.
2.
3.
4.
3-42.
3-46.
When an aircraft in flight increases its angle of
attack, which of the following actions is
accomplished?
An airfoil that has a greater camber on the
upper surface than on the lower surface
An airfoil that has less camber on the
upper surface than on the lower surface
An airfoil that has a variable center of
pressure
An airfoil that has a fixed center of
pressure
2.
3.
4.
On an unsymmetrical airfoil, in what direction
does the center of pressure move when the
angle of attack changes?
1.
2.
3.
4.
3-50.
By what means is hovering achieved in a helicopter?
1.
2.
3.
4.
Forward only
Rearward only
Fore and aft
Inboard and outboard
3-51.
By equalizing lift and drag only
By equalizing lift and thrust only
By equalizing thrust and weight only
By equalizing lift, drag, thrust, and weight
As the helicopter's rotor turns in one direction,
the body of the helicopter tends to rotate in the
opposite direction. What law or principle
explains this action?
1.
2.
3.
4.
3-12
By tilting the helicopter in the desired
direction
By tilting the main rotor in the desired
direction
By increasing the pitch of the tail rotor
blades
By decreasing the pitch of the tail rotor
blades
Newton's third law
Newton's second law
Newton's principle
Bernoulli's principle
3-52.
What is the purpose of a tail rotor on a single
main rotor helicopter?
1.
2.
3.
4.
3-53.
Recognizing torque
Reducing vibration
Compensating for thrust
Eliminating torque reaction
In what direction does a tail rotor system produce thrust to compensate for the torque
reaction developed by the main rotor?
1.
2.
3.
4.
3-13
Opposite
Same
Vertical
Radial
CHAPTER 4
AIRCRAFT BASIC CONSTRUCTION
useless. All materials used to construct an aircraft must
be reliable. Reliability minimizes the possibility of
dangerous and unexpected failures.
INTRODUCTION
Naval aircraft are built to meet certain specified
requirements. These requirements must be selected so
they can be built into one aircraft. It is not possible for
one aircraft to possess all characteristics; just as it isn't
possible for an aircraft to have the comfort of a
passenger transport and the maneuverability of a
fighter. The type and class of the aircraft determine how
strong it must be built. A Navy fighter must be fast,
maneuverable, and equipped for attack and defense. To
meet these requirements, the aircraft is highly powered
and has a very strong structure.
Many forces and structural stresses act on an
aircraft when it is flying and when it is static. When it is
static, the force of gravity produces weight, which is
supported by the landing gear. The landing gear absorbs
the forces imposed on the aircraft by takeoffs and
landings.
During flight, any maneuver that causes
acceleration or deceleration increases the forces and
stresses on the wings and fuselage.
The airframe of a fixed-wing aircraft consists of the
following five major units:
Stresses on the wings, fuselage, and landing gear of
aircraft are tension, compression, shear, bending, and
torsion. These stresses are absorbed by each component
of the wing structure and transmitted to the fuselage
structure. The empennage (tail section) absorbs the
same stresses and transmits them to the fuselage. These
stresses are known as loads, and the study of loads is
called a stress analysis. Stresses are analyzed and
considered when an aircraft is designed. The stresses
acting on an aircraft are shown in figure 4-1.
1. Fuselage
2. Wings
3. Stabilizers
4. Flight controls surfaces
5. Landing gear
A rotary-wing aircraft consists of the following
four major units:
TENSION
1. Fuselage
Tension (fig. 4-1, view A) is defined as pull. It is the
stress of stretching an object or pulling at its ends.
Tension is the resistance to pulling apart or stretching
produced by two forces pulling in opposite directions
along the same straight line. For example, an elevator
control cable is in additional tension when the pilot
moves the control column.
2. Landing gear
3. Main rotor assembly
4. Tail rotor assembly
You need to be familiar with the terms used for
aircraft construction to work in an aviation rating.
COMPRESSION
STRUCTURAL STRESS
LEARNING OBJECTIVE: Identify the five
basic stresses acting on an aircraft.
If forces acting on an aircraft move toward each
other to squeeze the material, the stress is called
compression. Compression (fig. 4-1, view B) is the
opposite of tension. Tension is pull, and compression is
push. Compression is the resistance to crushing
produced by two forces pushing toward each other in
the same straight line. For example, when an airplane is
on the ground, the landing gear struts are under a
constant compression stress.
The primary factors to consider in aircraft
structures are strength, weight, and reliability. These
factors determine the requirements to be met by any
material used to construct or repair the aircraft.
Airframes must be strong and light in weight. An
aircraft built so heavy that it couldn't support more than
a few hundred pounds of additional weight would be
4-1
Figure 4-1.—Five stresses acting on an aircraft.
compression one instant and under tension the next.
The strength of aircraft materials must be great enough
to withstand maximum force of varying stresses.
SHEAR
Cutting a piece of paper with scissors is an example
of a shearing action. In an aircraft structure, shear (fig.
4-1, view D) is a stress exerted when two pieces of
fastened material tend to separate. Shear stress is the
outcome of sliding one part over the other in opposite
directions. The rivets and bolts of an aircraft experience
both shear and tension stresses.
SPECIFIC ACTION OF STRESSES
You need to understand the stresses encountered on
the main parts of an aircraft. A knowledge of the basic
stresses on aircraft structures will help you understand
why aircraft are built the way they are. The fuselage of
an aircraft is subject the fives types of stress—torsion,
bending, tension, shear, and compression.
BENDING
Bending (fig. 4-1, view E) is a combination of
tension and compression. For example, when bending a
piece of tubing, the upper portion stretches (tension)
and the lower portion crushes together (compression).
The wing spars of an aircraft in flight are subject to
bending stresses.
Torsional stress in a fuselage is created in several
ways. For example, torsional stress is encountered in
engine torque on turboprop aircraft. Engine torque
tends to rotate the aircraft in the direction opposite to
the direction the propeller is turning. This force creates
a torsional stress in the fuselage. Figure 4-2 shows the
effect of the rotating propellers. Also, torsional stress
on the fuselage is created by the action of the ailerons
when the aircraft is maneuvered.
TORSION
Torsional (fig. 4-1, view C) stresses result from a
twisting force. When you wring out a chamois skin, you
are putting it under torsion. Torsion is produced in an
engine crankshaft while the engine is running. Forces
that produce torsional stress also produce torque.
When an aircraft is on the ground, there is a
bending force on the fuselage. This force occurs
because of the weight of the aircraft. Bending increases
when the aircraft makes a carrier landing. This bending
action creates a tension stress on the lower skin of the
fuselage and a compression stress on the top skin.
Bending action is shown in figure 4-3. These stresses
are transmitted to the fuselage when the aircraft is in
flight. Bending occurs because of the reaction of the
airflow against the wings and empennage. When the
VARYING STRESS
All structural members of an aircraft are subject to
one or more stresses. Sometimes a structural member
has alternate stresses; for example, it is under
4-2
TORSIONAL
STRESS
PROPELLER
ROTATION
ANfO4O2
Figure 4-2.—Engine torque creates torsion stress in aircraft fuselages.
Q4-4. Define the term bending.
aircraft is in flight, lift forces act upward against the
wings, tending to bend them upward. The wings are
prevented from folding over the fuselage by the
resisting strength of the wing structure. The bending
action creates a tension stress on the bottom of the
wings and a compression stress on the top of the wings.
Q4-5. Define the term torsion.
CONSTRUCTION MATERIALS
LEARNING OBJECTIVE: Identify the
various types of metallic and nonmetallic
materials used in aircraft construction.
Q4-1. The resistance to pulling apart or stretching
produced by two forces pulling in opposite
directions along the same straight lines is
defined by what term?
An aircraft must be constructed of materials that
are both light and strong. Early aircraft were made of
wood. Lightweight metal alloys with a strength greater
than wood were developed and used on later aircraft.
Materials currently used in aircraft construction are
classified as either metallic materials or nonmetallic
materials.
Q4-2. The resistance to crushing produced by two
forces pushing toward each other in the same
straight line is defined by what term?
Q4-3. Define the term shear as it relates to an
aircraft structure.
SSION
COMPRE
TENSION
Figure 4-3.—Bending action occurring during carrier landing.
4-3
ANf0403
occur on today's modern aircraft. These steels contain
small percentages of carbon, nickel, chromium,
vanadium, and molybdenum. High-tensile steels will
stand stress of 50 to 150 tons per square inch without
failing. Such steels are made into tubes, rods, and wires.
METALLIC MATERIALS
The most common metals used in aircraft
construction are aluminum, magnesium, titanium,
steel, and their alloys.
Another type of steel used extensively is stainless
steel. Stainless steel resists corrosion and is particularly
valuable for use in or near water.
Aluminum
Aluminum alloys are widely used in modern
aircraft construction. Aluminum alloys are valuable
because they have a high strength-to-weight ratio.
Aluminum alloys are corrosion resistant and
comparatively easy to fabricate. The outstanding
characteristic of aluminum is its lightweight.
NONMETALLIC MATERIALS
In addition to metals, various types of plastic
materials are found in aircraft construction. Some of
these plastics include transparent plastic, reinforced
plastic, composite, and carbon-fiber materials.
Magnesium
Transparent Plastic
Magnesium is the world's lightest structural metal.
It is a silvery-white material that weighs two-thirds as
much as aluminum. Magnesium is used to make
helicopters. Magnesium's low resistance to corrosion
has limited its use in conventional aircraft.
Transparent plastic is used in canopies,
windshields, and other transparent enclosures. You
need to handle transparent plastic surfaces carefully
because they are relatively soft and scratch easily. At
approximately 225°F, transparent plastic becomes soft
and pliable.
Titanium
Titanium is a lightweight, strong, corrosionresistant metal. Recent developments make titanium
ideal for applications where aluminum alloys are too
weak and stainless steel is too heavy. Additionally,
titanium is unaffected by long exposure to seawater and
marine atmosphere.
Reinforced Plastic
Reinforced plastic is used in the construction of
radomes, wingtips, stabilizer tips, antenna covers, and
flight controls. Reinforced plastic has a high
strength-to-weight ratio and is resistant to mildew and
rot. Because it is easy to fabricate, it is equally suitable
for other parts of the aircraft.
Alloys
An alloy is composed of two or more metals. The
metal present in the alloy in the largest amount is called
the base metal. All other metals added to the base metal
are called alloying elements. Adding the alloying
elements may result in a change in the properties of the
base metal. For example, pure aluminum is relatively
soft and weak. However, adding small amounts or
copper, manganese, and magnesium will increase
aluminum's strength many times. Heat treatment can
increase or decrease an alloy's strength and hardness.
Alloys are important to the aircraft industry. They
provide materials with properties that pure metals do
not possess.
Reinforced plastic is a sandwich-type material (fig.
4-4). It is made up of two outer facings and a center
layer. The facings are made up of several layers of glass
cloth, bonded together with a liquid resin. The core
material (center layer) consists of a honeycomb
HONEYCOMB
CORE
Steel Alloys
FACINGS
Alloy steels used in aircraft construction have great
strength, more so than other fields of engineering would
require. These materials must withstand the forces that
Anf0404
(MULTIPLE LAYERS OF GLASS CLOTH)
Figure 4-4.—Reinforced plastic.
4-4
Q4-8. What are the nonmetallic materials used in
aircraft construction?
structure made of glass cloth. Reinforced plastic is
fabricated into a variety of cell sizes.
Composite and Carbon Fiber
Materials
FIXED-WING AIRCRAFT
LEARNING OBJECTIVE: Identify the
construction features of the fixed-wing aircraft
and identify the primary, secondary, and
auxiliary flight control surfaces.
High-performance aircraft require an extra high
strength-to-weight ratio material. Fabrication of
composite materials satisfies this special requirement.
Composite materials are constructed by using several
layers of bonding materials (graphite epoxy or boron
epoxy). These materials are mechanically fastened to
conventional substructures. Another type of composite
construction consists of thin graphite epoxy skins
bonded to an aluminum honeycomb core. Carbon fiber
is extremely strong, thin fiber made by heating
synthetic fibers, such as rayon, until charred, and then
layering in cross sections.
The principal structural units of a fixed-wing
aircraft are the fuselage, wings, stabilizers, flight
control surfaces, and landing gear. Figure 4-5 shows
these units of a naval aircraft.
NOTE: The terms left or right used in relation to
any of the structural units refer to the right or left hand
of the pilot seated in the cockpit.
FUSELAGE
Q4-6. Materials currently used in aircraft construction are classified as what type of materials?
The fuselage is the main structure, or body, of the
aircraft. It provides space for personnel, cargo,
controls, and most of the accessories. The power plant,
wings, stabilizers, and landing gear are attached to it.
Q4-7. What are the most common metallic materials
used in aircraft construction?
VERTICAL
STABILIZER
(FIN)
HORIZONTAL
STABILIZER
AILERON
FLAP
ENGINE
EXHAUST
LEADING
EDGE
OF WING
RUDDER
ENGINE
EXHAUST
ELEVATOR
COCKPIT
CANOPY
WING
ENGINE
AIR INLET
FAIRING
RADOME
ENGINE
NACELLE
MAIN
LANDING
GEAR
NOSE
LANDING
GEAR
ANf0405
Figure 4-5.—Principal structural units on an F-14 aircraft.
4-5
considered to be of semimonocoque-type
construction.
There are two general types of fuselage
construction—welded steel truss and monocoque
designs. The welded steel truss was used in smaller
Navy aircraft, and it is still being used in some
helicopters.
The semimonocoque fuselage is constructed
primarily of aluminum alloy, although steel and
titanium are found in high-temperature areas. Primary
bending loads are taken by the longerons, which
usually extend across several points of support. The
longerons are supplemented by other longitudinal
members known as stringers. Stringers are more
numerous and lightweight than longerons.
The monocoque design relies largely on the
strength of the skin, or covering, to carry various loads.
The monocoque design may be divided into three
classes—monocoque, semimonocoque, and reinforced
shell.
! The true monocoque construction uses
formers, frame assemblies, and bulkheads to
give shape to the fuselage. However, the skin
carries the primary stresses. Since no bracing
members are present, the skin must be strong
enough to keep the fuselage rigid. The biggest
problem in monocoque construction is
maintaining enough strength while keeping the
weight within limits.
The vertical structural members are referred to as
bulkheads, frames, and formers. The heavier vertical
members are located at intervals to allow for
concentrated loads. These members are also found at
points where fittings are used to attach other units, such
as the wings and stabilizers.
The stringers are smaller and lighter than longerons
and serve as fill-ins. They have some rigidity but are
chiefly used for giving shape and for attachment of
skin. The strong, heavy longerons hold the bulkheads
and formers. The bulkheads and formers hold the
stringers. All of these join together to form a rigid
fuselage framework. Stringers and longerons prevent
tension and compression stresses from bending the
fuselage.
! Semimonocoque design overcomes the
strength-to-weight problem of monocoque
construction. See figure 4-6. In addition to
having formers, frame assemblies, and
bulkheads, the semimonocoque construction
has the skin reinforced by longitudinal
members.
The skin is attached to the longerons, bulkheads,
and other structural members and carries part of the
load. The fuselage skin thickness varies with the load
carried and the stresses sustained at particular location.
! The reinforced shell has the skin reinforced by
a complete framework of structural members.
Different portions of the same fuselage may
belong to any one of the three classes. Most are
ANf0406
Figure 4-6.—Semimonocoque fuselage construction.
4-6
semimonocoque fuselage can withstand
damage and still be strong enough to hold
together.
There are a number of advantages in using the
semimonocoque fuselage.
! The bulkhead, frames, stringers, and longerons
aid in the design and construction of a
streamlined fuselage. They add to the strength
and rigidity of the structure.
Points on the fuselage are located by station
numbers. Station 0 is usually located at or near the nose
of the aircraft. The other stations are located at
measured distances (in inches) aft of station 0. A
typical station diagram is shown in figure 4-7. On this
particular aircraft, fuselage station (FS) 0 is located
93.0 inches forward of the nose.
! The main advantage of the semimonocoque
construction is that it depends on many
structural members for strength and rigidity.
Because of its stressed skin construction, a
WS
400
380
360
340
320
300
280
260
240
220
200
180
160
140
120
100
80
60
40
20
0
20
40
60
80
100
120
140
160
180
200
220
240
260
280
300
320
340
360
380
400
AIRCRAFT STATIONS
FS - FUSELAGE
STATION
WS - WING
STATION
75o WING
OVERSWEPT
68o
WING
SWEPT
20o WING
UNSWEPT
STATIC
GROUND
LINE
0
ARRESTING HOOK
FULLY EXTENDED
50
100
150
200
250
300
350
400
450
500
550
600
650
Figure 4-7.—Fuselage station diagram of an F-14 aircraft.
4-7
700
750
800
850
ANfO407
that is constructed so it can be used as a fuel cell. The
wet wing is sealed with a fuel-resistant compound as it
is built. The wing holds fuel without the usual rubber
cells or tanks.
WINGS
Wings develop the major portion of the lift of a
heavier-than-air aircraft. Wing structures carry some of
the heavier loads found in the aircraft structure. The
particular design of a wing depends on many factors,
such as the size, weight, speed, rate of climb, and use of
the aircraft. The wing must be constructed so that it
holds its aerodynamics shape under the extreme
stresses of combat maneuvers or wing loading.
The wings of most naval aircraft are of all metal,
full cantilever construction. Often, they may be folded
for carrier use. A full cantilever wing structure is very
strong. The wing can be fastened to the fuselage
without the use of external bracing, such as wires or
struts.
Wing construction is similar in most modern
aircraft. In its simplest form, the wing is a framework
made up of spars and ribs and covered with metal. The
construction of an aircraft wing is shown in figure 4-8.
A complete wing assembly consists of the surface
providing lift for the support of the aircraft. It also
provides the necessary flight control surfaces.
NOTE: The flight control surfaces on a simple
wing may include only ailerons and trailing edge flaps.
The more complex aircraft may have a variety of
devices, such as leading edge flaps, slats, spoilers, and
speed brakes.
Spars are the main structural members of the wing.
They extend from the fuselage to the tip of the wing. All
the load carried by the wing is taken up by the spars.
The spars are designed to have great bending strength.
Ribs give the wing section its shape, and they transmit
the air load from the wing covering to the spars. Ribs
extend from the leading edge to the trailing edge of the
wing.
Various points on the wing are located by wing
station numbers (fig. 4-7). Wing station (WS) 0 is
located at the centerline of the fuselage, and all wing
stations are measured (right or left) from this point (in
inches).
In addition to the main spars, some wings have a
false spar to support the ailerons and flaps. Most
aircraft wings have a removable tip, which streamlines
the outer end of the wing.
STABILIZERS
The stabilizing surfaces of an aircraft consist of
vertical and horizontal airfoils. They are called the
Most Navy aircraft are designed with a wing
referred to as a wet wing. This term describes the wing
TRAILING EDGE
LEADING EDGE
RIBS
SPARS
ANf0408
Figure 4-8.—Two-spar wing construction.
4-8
FLIGHT CONTROL SURFACES
vertical stabilizer (or fin) and horizontal stabilizer.
These two airfoils, along with the rudder and elevators,
form the tail section. For inspection and maintenance
purposes, the entire tail section is considered a single
unit called the empennage.
Flight control surfaces are hinged (movable)
airfoils designed to change the attitude of the aircraft
during flight. These surfaces are divided into three
groups—primary, secondary, and auxiliary.
The main purpose of stabilizers is to keep the
aircraft in straight-and-level flight. The vertical
stabilizer maintains the stability of he aircraft about its
vertical axis (fig. 4-9). This is known as directional
stability. The vertical stabilizer usually serves as the
base to which the rudder is attached. The horizontal
stabilizer provides stability of the aircraft about its
lateral axis. This is known as longitudinal stability. The
horizontal stabilizer usually serves as the base to which
the elevators are attached. On many newer,
high-performance aircraft, the entire vertical and/or
horizontal stabilizer is a movable airfoil. Without the
movable airfoil, the flight control surfaces would lose
their effectiveness at extremely high altitudes.
Primary Group
The primary group of flight control surfaces
includes ailerons, elevators, and rudders. The ailerons
attach to the trailing edge of the wings. They control the
rolling (or banking) motion of the aircraft. This action
is known as longitudinal control.
The elevators are attached to the horizontal
stabilizer and control the climb or descent (pitching
motion) of the aircraft. This action is known as lateral
control.
The rudder is attached to the vertical stabilizer. It
determines the horizontal flight (turning or yawing
motion) of the aircraft. This action is known as
directional control.
Stabilizer construction is similar to wing
construction. For greater strength, especially in the
thinner airfoil sections typical of trailing edges, a
honeycomb-type construction is used. Some larger
carrier-type aircraft have vertical stabilizers that are
folded hydraulically to aid aircraft movement aboard
aircraft carriers.
The ailerons and elevators are operated from the
cockpit by a control stick on single-engine aircraft. A
yoke and wheel assembly operates the ailerons and
elevators on multiengine aircraft, such as transport and
VERTICAL AXIS
LATERAL AXIS
ROLL
LONGITUDINAL AXIS
YAW
PITCH
ANf0409
Figure 4-9.—Axes and fundamental movements of the aircraft.
4-9
patrol aircraft. The rudder is operated by foot pedals on
all types of aircraft.
PLAIN FLAP
Secondary Group
The secondary group includes the trim tabs and
spring tabs. Trim tabs are small airfoils recessed into
the trailing edges of the primary control surface. Each
trim tab hinges to its parent primary control surface, but
operates by an independent control. Trim tabs let the
pilot trim out an unbalanced condition without exerting
pressure on the primary controls.
SPLIT FLAP
LEADING EDGE FLAP
Spring tabs are similar in appearance to trim tabs
but serve an entirely different purpose. Spring tabs are
used for the same purpose as hydraulic actuators. They
aid the pilot in moving a larger control surface, such as
the ailerons and elevators.
FOWLER FLAP
ANf0410
Figure 4-10.—Types of flaps.
Auxiliary Group
upper surfaces of the wings. In the retracted position,
they are flush with the wing skin. In the raised position,
they greatly reduce wing lift by destroying the smooth
flow of air over the wing surface.
The auxiliary group includes the wing flaps,
spoilers, speed brakes, and slats.
WING FLAPS.—Wing flaps give the aircraft
extra lift. Their purpose is to reduce the landing speed.
Reducing the landing speed shortens the length of the
landing rollout. Flaps help the pilot land in small or
obstructed areas by increasing the glide angle without
greatly increasing the approach speed. The use of flaps
during takeoff serves to reduce the length of the takeoff
run.
SPEED BRAKES.—Speed brakes are movable
control surfaces used for reducing the speed of the
aircraft. Some manufacturers refer to them as dive
brakes; others refer to them as dive flaps. On some
aircraft, they're hinged to the sides or bottom of the
fuselage. Regardless of their location, speed brakes
serve the same purpose—to keep the airspeed from
building too high when the aircraft dives. Speed brakes
slow the aircraft's speed before it lands.
Some flaps hinge to the lower trailing edges of the
wings inboard of the ailerons. Leading edge flaps are
used on the F-14 Tomcat and F/A-18 Hornet. Four
types of flaps are shown in figure 4-10. The plain flap
forms the trailing edge of the airfoil when the flap is in
the up position. In the split flap, the trailing edge of the
airfoil is split, and the lower half is hinged and lowers to
form the flap. The fowler flap operates on rollers and
tracks, causing the lower surface of the wing to roll out
and then extend downward. The leading edge flap
operates like the plain flap. It is hinged on the bottom
side. When actuated, the leading edge of the wing
actually extends in a downward direction to increase
the camber of the wing. Landing flaps are used in
conjunction with other types of flaps.
SLATS.—Slats are movable control surfaces that
attach to the leading edge of the wing. When the slat is
retracted, it forms the leading edge of the wing. When
the slat is open (extended forward), a slot is created
between the slat and the wing leading edge.
High-energy air is introduced into the boundary layer
over the top of the wing. At low airspeeds, this action
improves the lateral control handling characteristics.
This allows the aircraft to be controlled at airspeeds
below normal landing speed. The high-energy air that
flows over the top of the wing is known as boundary
layer control air. Boundary layer control is intended
primarily for use during operations from carriers.
Boundary layer control air aids in catapult takeoffs and
arrested landings. Boundary control air can also be
accomplished by directing high-pressure engine bleed
air across the top of the wing or flap surface.
SPOILERS.—Spoilers are used to decrease wing
lift. The specific design, function, and use vary with
different aircraft. On some aircraft, the spoilers are long
narrow surfaces, hinged at their leading edge to the
4-10
On all high-performance aircraft, the control
surfaces have great pressure exerted on them. At high
airspeed, it is physically impossible for the pilot to
move the controls manually. As a result,
power-operated control mechanisms are used. In a
power-operated system, a hydraulic actuator (cylinder)
is located within the linkage to assist the pilot in
moving the control surface.
ANf0411
Figure 4-11.—Push-pull tube assembly.
FLIGHT CONTROL MECHANISMS
A typical flight control mechanism is shown in
figure 4-12. This is the elevator control of a lightweight
trainer-type aircraft. It consists of a combination of
push-pull tubes and cables.
The term flight control refers to the linkage that
connects the control(s) in the cockpit with the flight
control surfaces. There are several types of flight
controls in naval aircraft; some are manually operated
while others are power operated.
The control sticks in the system shown in figure
4-12 are connected to the forward sector by push-pull
tubes. The forward sector is connected to the aft (rear )
sector by means of cable assemblies. The aft sector is
connected to the flight control by another push-pull
tube assembly.
Manually operated flight control mechanisms are
further divided into three groups—cable operated,
push-pull tube operated, and torque tube operated.
Some systems may combine two or more of these types.
LANDING GEAR
In the manually operated cable system, cables are
connected from the control in the cockpit to a bell crank
or sector. The bell crank is connected to the control
surface. Movement of the cockpit controls transfers
force through the cable to the bell crank, which moves
the control surface.
Before World War II, aircraft were made with their
main landing gear located behind the center of gravity.
An auxiliary gear under the fuselage nose was added.
This arrangement became known as the tricycle type of
landing gear. Nearly all present-day Navy aircraft are
equipped with tricycle landing gear. The tricycle gear
has the following advantages over older landing gear:
In a push-pull tube system, metal push-pull tubes
(or rods) are used as a substitute for the cables (fig.
4-11). Push-pull tubes get their name from the way they
transmit force.
! More stable in motion on the ground
! Maintains the fuselage in a level position
In the torque tube system, metal tubes (rods) with
gears at the ends of the tubes are used. Motion is
transmitted by rotating the tubes and gears.
! Increases the pilot's visibility and control
! Makes landing easier, especially in cross winds
ANf0412
Figure 4-12.—Typical flight control mechanism.
4-11
TO LEFT
MAIN GEAR
ACTUATING
CYLINDER
DOOR
CYLINDER
DOWNLOCK
CYLINDER
RETRACTING
CYLINDER
FROM
COMBINED
SYSTEM
LANDING
GEAR
SELECTOR
VALVE
DOOR AND
DOORLATCH
CYLINDERS
UPLOCK
CYLINDER
DOWNLOCK
CYLINDER
NOSE GEAR
MAIN GEAR
NOTE
TIMER VALVES ARE USED
IN MAIN GEAR SYSTEM TO
CONTROL PROPER SEQUENCE.
Anf0413
Figure 4-13.—Typical landing gear system.
The hook hinges from the structure under the rear
of the aircraft. A snubber meters hydraulic fluid and
works in conjunction with nitrogen pressure. The
The landing gear system (fig. 4-13) consists of
three retractable landing gear assemblies. Each main
landing gear has a conventional air-oil shock strut, a
wheel brake assembly, and a wheel and tire assembly.
The nose landing gear has a conventional air-oil shock
strut, a shimmy damper, and a wheel and tire assembly.
AIR VALVE
The shock strut is designed to absorb the shock that
would otherwise be transmitted to the airframe during
landing, taxiing, and takeoff. The air-oil strut is used on
all naval aircraft. This type of strut has two telescoping
cylinders filled with hydraulic fluid and compressed air
or nitrogen. Figure 4-14 shows the internal construction
of one type of air-oil shock strut.
OUTER
CYLINDER
METERING PIN
ORIFICE PLATE
The main landing gear is equipped with brakes for
stopping the aircraft and assisting the pilot in steering
the aircraft on the ground.
ORIFICE
The nose gear of most aircraft can be steered from
the cockpit. This provides greater ease and safety on the
runway when landing and taking off and on the taxiway
in taxiing.
ARRESTING GEAR
WHEEL AXLE
A carrier-type aircraft is equipped with an arresting
hook for stopping the aircraft when it lands on the
carrier. The arresting gear has an extendible hook and
the mechanical, hydraulic, and pneumatic equipment
necessary for hook operation. See figure 4-15. The
arresting hook on most aircraft releases mechanically,
lowers pneumatically, and raises hydraulically.
TORQUE
ARMS
INNER
CYLINDER
(PISTON)
TOWING EYE
ANf0414
Figure 4-14.—Internal construction of a shock strut.
4-12
Q4-11.
In an aircraft, what are the main structural
members of the wing?
Q4-12.
What does the term “wet wing” mean?
Q4-13.
The stabilizing surfaces of an aircraft consist
of what two airfoils?
Q4-14.
What are the three groups of flight control
surfaces?
Q4-15.
What is the purpose of speed brakes on an
aircraft?
Q4-16.
Most present-day Navy aircraft are equipped
with what type of landing gear?
ROTARY-WING AIRCRAFT
LEARNING OBJECTIVE: Identify the
construction features of the rotary-wing
aircraft and recognize the fundamental
differences
between
rotary-wing
and
fixed-wing aircraft.
ANf0415
Figure 4-15.—Arresting gear installation.
Within the past 20 years, helicopters have become a
reality, and are found throughout the world. They
perform countless tasks suited to their unique
capabilities.
snubber holds the hook down and prevents it from
bouncing when it strikes the carrier deck.
A helicopter has one or more power-driven
horizontal airscrews (rotors) to develop lift and
propulsion. If a single main rotor is used, it is necessary
to employ a means to counteract torque. If more than
one main rotor (or tandem) is used, torque is eliminated
by turning each main rotor in opposite directions.
CATAPULT EQUIPMENT
Carrier aircraft have built-in equipment for
catapulting off the aircraft carrier. Older aircraft had
hooks on the airframe that attached to the cable bridle.
The bridle hooks the aircraft to the ship's catapult.
Newer aircraft have a launch bar built into the nose
landing gear assembly. See figure 4-16. The holdback
assembly allows the aircraft to be secured to the carrier
deck for full-power turnup of the engine prior to
takeoff. For nose gear equipment, a track attaches to the
deck to guide the nosewheel into position. The track has
provisions for attaching the nose gear to the catapult
shuttle and for holdback.
The fundamental advantage the helicopter has over
fixed-wing aircraft is that lift and control are
independent of forward speed. A helicopter can fly
forward, backward, or sideways, or it can remain in
stationary flight (hover) above the ground. No runway
is required for a helicopter to take off or land. For
example, the roof of an office building is an adequate
landing area. The helicopter is considered a safe aircraft
because the takeoff and landing speed is zero, and it has
autorotational capabilities. This allows a controlled
descent with rotors turning in case of engine failure in
flight.
NOTE: The holdback tension bar separates when
the catapult is fired, allowing the aircraft to be launched
with the engine at full power.
FUSELAGE
Q4-9. In fuselage construction, what are the three
classes of monocoque design?
Q4-10.
Like the fuselage of a fixed-wing aircraft, the
helicopter fuselage may be welded truss or some form
of monocoque construction. Many Navy helicopters are
of the monocoque design.
Points on the fuselage are located by what
method?
4-13
FUSELAGE
AIRCRAFT CATAPULT
BRIDLE HOOKS
(A)
CATAPULT
BRIDLE
BRIDLE ARRESTER
LANYARD
CABLE
GUIDE
CATAPULT
SHUTTLE
SLIDE LANYARD
CATAPULT
TRACK
BLAST
SCREEN
(B)
CATAPULT
SHUTTLE
SLIDE
LANYARD
CATAPULT
BRIDLE
BRIDLE
CATAPULT
ARRESTER PENDANT
LANYARD ARRESTER
BUNGEE
CATAPULT
HOLDBACK
PENDANT
CLEAT
LINK
TENSION
BAR
AIRCRAFT CATAPULT
HOLDBACK FITTING
DECK CLEAT
CATAPULT HOLDBACK
PENDANT
ANf0416
Figure 4-16.—Aircraft catapult equipment.
4-14
rings, drag braces, and safety switches. They are part of
the lower end of the shock strut piston.
A typical Navy helicopter, the H-60, is shown in
figure 4-17. Some of its features include a single main
rotor, twin engine, tractor-type canted tail rotor,
controllable stabilizer, fixed landing gear, rescue hoist,
external cargo hook, and weapons pylons. The fuselage
consists of the entire airframe, sometimes known as the
body group.
Tail Landing Gear
The body group is an all-metal semimonocoque
construction. It consists of an aluminum and titanium
skin over a reinforced aluminum frame.
The H-60's tail landing gear is a nonretracting, dual
wheel, 360-degree swiveling type. It is equipped with
tubeless tires, tie-down ring, shimmy damper,
tail-wheel lock, and an air/oil shock-strut, which serves
as an aft touchdown point for the pilots to cushion the
landing shock.
LANDING GEAR GROUP
MAIN ROTOR ASSEMBLY
The landing gear group includes all the equipment
necessary to support the helicopter when it is not in
flight. There are several types of landing gear on
helicopters—conventional
fixed
(skid
type),
retractable, and nonretractable.
The main rotor (rotor wing) and rotor head (hub
assembly) are identical in theory of flight but differ in
engineering or design. They are covered here because
their functions are closely related. The power plant,
transmission, drive-train, hydraulic flight control, and
rotor systems all work together. Neither has a function
without the other.
Main Landing Gear
The H-60's nonretracting main landing gear
consists of two single axle, air/oil type of shock-strut
assemblies that mount to the fuselage. Each is equipped
with tubeless tires, hydraulic disc brakes, tie-down
Rotary Wing
The main rotor on the H-60 (fig. 4-17) has four
identical wing blades. Other types of helicopters may
Anf0417
Figure 4-17.—H-60 helicopter.
4-15
main gearbox or transmission. The flight controls and
hydraulic servos transmit movements to the rotor
blades. The principal components of the rotor head are
the hub and swashplate assemblies (fig. 4-19). The hub
is one piece, made of titanium and sits on top of the
rotor mast. Attaching components are the sleeve and
spindles, blade fold components, vibration absorber,
bearings, blade dampers, pitch change horns,
adjustable pitch control rods, blade fold hinges, balance
weights, antiflapping and droop stops, and faring.
have two, four, five, six, or seven blades. Figure 4-18
shows some typical rotor blades.
Rotary-wing blades are made of titanium,
aluminum alloys, fiber glass, graphite, honeycomb
core, nickel, and steel. Each has a nitrogen-filled,
pressurized, hollow internal spar, which runs the length
of the blade. The cuff provides the attachment of the
blade to the rotor hub. A titanium abrasion strip covers
the entire leading edge of the spar from the cuff end to
the removable blade tip faring. This extends the life of
the rotor blade.
The swashplate consists of a rotating disc (upper),
stationary (lower) portion with a scissors and sleeve
assembly separated by a bearing. The swashplate is
permitted to slide on the main rotor vertical driveshaft
and mounts on top the main transmission. The entire
assembly can tilt in any direction following the motion
of the flight controls.
The examples shown in figure 4-18 show other
features—trim tabs, deicing protection, balance
markings, and construction.
Main Rotor Head/Hub Assembly
The rotor head is fully articulating and is rotated by
torque from the engines through the drive train and
DEICE
CONNECTION
The hydraulic servo cylinders, swashplate, and
adjustable pitch control rods permit movement of the
ANTI-CHAFE
STRIP
ABRASION STRIP
TIP CAP
BLADE INSPECTION
INDICATOR
BALANCE STRIP
BLADE CUFF
TRIM TABS
TIP CAP
SPAR ABRASION
STRIP
ICE GUARD
SPAR
ROOT POCKET
CUFF
23
22
21
20
19
18
17
16
15
14
13
12
11
10
9
8
7
6
5
4
3
2
1
POCKET IDENTIFICATION
ANf0418
Figure 4-18.—Types of main rotor blades.
4-16
SPINDLE
ASSEMBLY
FAIRING
BIFILAR
FOLD
HINGE
ROTOR HUB
PITCH LOCK
ACTUATOR
DAMPER
BLADE FOLD
ACTUATOR
BLADE
LOCKPIN
PULLERS
ROTOR HEAD
BALANCE
WEIGHTS
LOWER PRESSURE PLATE
ROTATING SCISSORS
PITCH CHANGE
HORN
PITCH CONTROL
ROD
SWASHPLATE
ANf0119
Figure 4-19.—Main rotor head/hub assembly.
! Flap is the tendency of the blade to rise with
high-lift demands as it tries to screw itself
upward into the air.
flight controls to be transmitted to the rotary-wing
blades. The sleeve and spindle and blade dampers allow
limited movement of the blades in relation to the hub.
These movements are known as lead, lag, and flap.
Antiflapping stops and droop stops restrict flapping
and conning motion of the rotary-wing head and blades
at low rotor rpm when slowing or stopping.
! Lead occurs during slowing of the drive
mechanism when the blades have a tendency to
remain in motion.
TAIL ROTOR GROUP
! Lag is the opposite of lead and occurs during
acceleration when the blade has been at rest
and tends to remain at rest.
The directional control and antitorque action of the
helicopter is provided by the tail rotor group. See
4-17
such items as the hub, spindle, pitch control beam, pitch
change links, bearings, and tail rotor blades.
figure 4-20. These components are similar in function
to the main rotor.
Change in blade pitch is accomplished through the
pitch change shaft that moves through the horizontal
shaft of the tail gearbox, which drives the rotary rudder
assembly. As the shaft moves inward toward the tail
gearbox, pitch of the blade is decreased. As the shaft
moves outward from the tail gearbox, pitch of the blade
is increased. The pitch control beam is connected by
links to the forked brackets on the blade sleeves.
Pylon
The pylon, shown in figure 4-20, attaches on the
aircraft to the main fuselage by hinge fittings. These
hinge fittings serve as the pivot point for the pylon to
fold along the fuselage. Folding the pylon reduces the
overall length of the helicopter, which helps for
confined shipboard handling.
Rotary Rudder Blades
The pylon houses the intermediate and tail rotor
gearboxes, tail rotor drive shaft, cover, tail bumper,
position/anticollision lights, hydraulic servos, flight
control push-pull tubes/cables/bell cranks, stabilizer/
elevator flight control surface, some antennas, and
rotary rudder assembly.
Like the blades on a main rotor head, the blades
found on a rotary rudder head may differ, depending on
the type of aircraft. Tail rotor blades may consist of the
following components:
! Aluminum alloy, graphite composite, or
titanium spar
Rotary Rudder Head
! Aluminum pocket and skin with honeycomb
core or cross-ply fiber glass exterior
The rudder head can be located on either side of the
pylon, depending on the type of aircraft, and includes
! Aluminum or graphite composite tip cap
ROTARY RUDDER BLADE
PITCH CHANGE LINK
SPINDLE
ROTARY RUDDER HUB
TAIL ROTOR
GEAR BOX
PITCH CONTROL BEAM
ANf0420
Figure 4-20.—Tail rotor group.
4-18
PYLON
! Aluminum trailing edge cap
! A reservoir to hold a supply of hydraulic fluid
! Aluminum or polyurethane and nickel abrasion
leading edge strip
! A pump to provide a flow of fluid
! Tubing to transmit the fluid
Additionally, rotary rudder blades may have
deicing provisions, such as electrothermal blankets that
are bonded into the blade's leading edge. or a neoprene
anti-icing guard embedded with electrical heating
elements.
Q4-17.
What is the main advantage of rotary-wing
aircraft over fixed-wing aircraft?
Q4-18.
What are the three types of landing gear used
on helicopters?
Q4-19.
The directional control and antitorque action
of the helicopter is provided by what group?
! A selector valve to direct the flow of fluid
! An actuating unit to convert the fluid pressure
into useful work
A simple system using these essential units is
shown in figure 4-21.
You can trace the flow of fluid from the reservoir
through the pump to the selector valve. In figure 4-21,
the flow of fluid created by the pump flows through the
valve to the right end of the actuating cylinder. Fluid
pressure forces the piston to the left. At the same time,
the fluid that is on the left of the piston is forced out. It
goes up through the selector valve and back to the
reservoir through the return line.
AIRCRAFT HYDRAULIC SYSTEMS
LEARNING OBJECTIVE: Identify the
components of aircraft hydraulic systems and
recognize their functions.
When the selector valve is moved to the position
indicated by the dotted lines, the fluid from the pump
flows to the left side of the actuating cylinder.
Movement of the piston can be stopped at any time
simply by moving the selector valve to neutral. When
the selector valve is in this position, all four ports are
closed, and pressure is trapped in both working lines.
The aircraft hydraulic systems found on most naval
aircraft perform many functions. Some systems
operated by hydraulics are flight controls, landing gear,
speed brakes, fixed-wing and rotary-wing folding
mechanisms, auxiliary systems, and wheel brakes.
Hydraulics has many advantages as a power source
for operating these units on aircraft.
RESERVOIR
! Hydraulics combine the advantages of
lightweight, ease of installation, simplification
of inspection, and minimum maintenance
requirements.
PRESSURE
LINE
! Hydraulics operation is almost 100-percent
efficient, with only a negligible loss due to
fluid friction.
HAND
PUMP
However, there are some disadvantages to using
hydraulics.
RETURN
LINE
! The possibility of leakage, both internal and
external, may cause the complete system to
become inoperative.
SELECTOR VALVE
IN "DOWN"
POSITION
SELECTOR VALVE
IN "UP"
POSITION
! Contamination by foreign matter in the system
can cause malfunction of any unit. Cleanliness
in hydraulics cannot be overemphasized.
WORKING
LINES
ANF0421
COMPONENTS OF A BASIC SYSTEM
Basically, any hydraulic system contains the
following units:
ACTUATING
UNIT
Figure 4-21.—Basic hydraulic system, hand pump operated.
4-19
Figure 4-22 shows a basic system with the addition
of a power-driven pump and other essential
components. These components are the filter, pressure
regulator, accumulator, pressure gauge, relief valve,
and two check valves. The function of these
components is described below.
automatically adjusts to supply the proper volume of
fluid as needed.
The filter (fig. 4-22) removes foreign particles
from the fluid, preventing moisture, dust, grit, and other
undesirable matter from entering the system.
2. It stores enough fluid under pressure to provide
for emergency operation of certain actuating
units.
The pressure regulator (fig. 4-22) unloads or
relieves the power-driven pump when the desired
pressure in the system is reached. Therefore, it is often
referred to as an unloading valve. With none of the
actuating units operating, the pressure in the line
between the pump and selector valve builds up to the
desired point. A valve in the pressure regulator
automatically opens and fluid is bypassed back to the
reservoir. (The bypass line is shown in figure 4-22,
leading from the pressure regulator to the return line.)
The accumulator is designed with a compressed-air
chamber separated from the fluid by a flexible
diaphragm, or a removable piston.
NOTE: Many aircraft hydraulic systems do not
use a pressure regulator. These systems use a pump that
Check valves allow the flow of fluid in one
direction only. There are numerous check valves
installed at various points in the lines of all aircraft
hydraulic systems. A careful study of figure 4-22 shows
why the two check valves are necessary in this system.
One check valve prevents power pump pressure from
entering the hand-pump line. The other valve prevents
hand-pump pressure from being directed to the
accumulator.
The accumulator serves a twofold purpose.
1. It serves as a cushion or shock absorber by
maintaining an even pressure in the system.
The pressure gauge indicates the amount of
pressure in the system.
The relief valve is a safety valve installed in the
system. When fluid is bypassed through the valve to the
return line, it returns to the reservoir. This action
prevents excessive pressure in the system.
HYDRAULIC CONTAMINATION
Hydraulic contamination is defined as foreign
material in the hydraulic system of an aircraft. Foreign
material might be grit, sand, dirt, dust, rust, water, or
any other substance that is not soluble in the hydraulic
fluid.
There are two basic ways to contaminate a
hydraulic system. One is to inject particles, and the
other is to intermix fluids, including water.
Particle contamination in a system may be
self-generated through normal wear of system
components. It is the injection of contaminants from
outside that usually causes the most trouble. Regardless
of its origin, any form of contamination in the hydraulic
system will slow performance. In extreme cases, it
seriously affects safety.
ANf0422
7. Hand pump
1. Reservoir
8. Pressure gauge
2. Power pump
9. Relief valve
3. Filter
10. Selector valve
4. Pressure regulator
11. Actuating unit
5. Accumulator
6. Check valves
Figure 4-22.—Basic hydraulic system with addition of power
pump.
A single grain of sand or grit can cause internal
failure of a hydraulic component. Usually, this type of
contamination comes from poor servicing and
fluid-handling procedures. For this reason, the highest
4-20
level of cleanliness must be maintained when working
on hydraulic components.
brakes, emergency landing gear extension, emergency
flap extension, and for canopy release mechanisms.
Only approved fill stand units are used to service
naval aircraft hydraulic systems. By following a few
basic rules, you can service hydraulic systems safely
and keep contamination to a minimum.
When the control valve is properly positioned, the
compressed air in the storage bottle is routed through
the shuttle valve to the actuating cylinder.
NOTE: The shuttle valve is a pressure-operated
valve that separates the normal hydraulic system from
the emergency pneumatic system. When the control
handle is returned to the normal position, the air
pressure in the lines is vented overboard through the
vent port of the control valve.
! Never use fluid that has been left open for an
undetermined period of time. Hydraulic fluid
that is exposed to air will absorb dust and dirt.
! Never pour fluid from one container into
another.
The other type of pneumatic system in use has its
own air compressor. It also has other equipment
necessary to maintain an adequate supply of
compressed air during flight. Most systems of this type
must be serviced on the ground prior to flight. The air
! Use only approved servicing units for the
specific aircraft.
! Maintain hydraulic fluid-handling equipment
in a high state of cleanliness.
! Always make sure you use the correct
hydraulic fluid.
Contamination of the hydraulic system may be
caused by wear or failure of hydraulic components and
seals. This type of contamination is usually found
through filter inspection and fluid analysis. Continued
operation of a contaminated system may cause
malfunctioning or early failure of hydraulic
components.
Q4-20.
What are two disadvantages of a hydraulic
system?
Q4-21.
On a basic hydraulic system, what is the
purpose of the selector valve?
Q4-22.
On a basic hydraulic system, what is the
purpose of the actuating unit?
Q4-23.
Define hydraulic contamination.
PNEUMATIC SYSTEMS
LEARNING OBJECTIVE: Identify the
components of aircraft pneumatic systems and
recognize their functions.
There are two types of pneumatic systems currently
used in naval aircraft. One type uses storage bottles for
an air source, and the other has its own air compressor.
Generally, the storage bottle system is used only for
emergency operation. See figure 4-23. This system has
an air bottle, a control valve in the cockpit for releasing
the contents of the cylinders, and a ground charge
(filler) valve. The storage bottle must be filled with
compressed air or nitrogen prior to flight. Air storage
cylinder pneumatic systems are in use for emergency
ANf0423
Figure 4-23.—Emergency pneumatic system.
4-21
SUMMARY
compressor used in most aircraft is driven by a
hydraulic motor. Aircraft that have an air compressor
use the compressed air for normal and emergency
system operation.
Q4-24.
In this chapter, you have learned about aircraft
construction and the materials used in construction.
You have also learned about the features and materials
used to absorb stress on both fixed-wing and
rotary-wing aircraft.
What are the two types of pneumatic systems
currently used in naval aircraft?
4-22
ASSIGNMENT 4
Textbook Assignment: "Aircraft Basic Construction," chapter 4, pages 4-1 through 4-22.
4-1.
4-2.
4-3.
4-4.
4-5.
4-6.
4-7.
What are the most important factors in aircraft
construction?
1. Lightness and strength
2. Strength, weight, and reliability
3. Maneuverability and speed
4. Speed, strength, and weight
4-8.
The weight of the aircraft is primarily a product
of what force?
1. Lift
2. Thrust
3. Gravity
4. Drag
4-9.
What aircraft stress results from a twisting
force?
1.
2.
3.
4.
A reaction to engine torque creates what type
of stress in an aircraft fuselage?
1.
2.
3.
4.
All stresses imposed on the aircraft wings are
transmitted to what area?
1. The fuselage structure
2. The outer layer or shield of the wings
3. The surrounding atmosphere
4. The stress releaser plugs
4-10.
4-11.
Bending
Tension
Compression
Torsional
What primary force is at work on the fuselage
when an aircraft is at rest?
1.
2.
3.
4.
A study of each load or stress that is imposed
on an aircraft is known by what term?
1. Load and stress configuration
2. Load and stress reaction
3. Dynamic analysis
4. Stress analysis
Compression
Bending
Torsional
Shear
Torsion
Tension
Bending
Compression
What is the result of the action of lift forces
against the wings of an aircraft in flight?
1. Tension on the bottom and compression on
the top
2. Compression on both the bottom and top
3. Tension on both the bottom and top
4. Compression on the bottom and tension on
the top
Load and stress imposed upon an aircraft must
first be analyzed when the aircraft is in what
stage of the manufacturing cycle?
1. Final assembly
2. Design
3. Initial flight test
4. Acceptance by Navy
What aircraft stress results from squeezing of a
material?
1. Compression
2. Tension
3. Torsion
4. Bending
What aircraft stress results from two fastened
materials that tend to separate?
1. Tension
2. Bending
3. Torsional
4. Shear
4-12.
Wings of an aircraft in flight are under what
primary force?
1.
2.
3.
4.
4-13.
Which of the following metals are used in
modern aircraft construction?
1.
2.
3.
4.
4-23
Torsional
Compression
Bending
Tension
Aluminum and magnesium
Titanium and steel
Alloys
All of the above
4-14.
1.
2.
3.
4.
4-15.
4-17.
4-23.
Magnesium
Titanium
Carbon steel
Pure aluminum
4-24.
It has high strength-to-weight ratio
Its resistance to mildew and rot
Its ease of fabrication
All of the above
1. True
2. False
4-24
Semimonocoque
Monocoque
Plastic-impregnated
Wood-impregnated
4-25.
Where is fuselage station 0 (zero) of an aircraft
usually located?
1. Center of fuselage
2. Tail of aircraft
3. Nose of aircraft
4. Pilot's location
4-26.
What is the unit of measurement in the station's
numbering system?
1. Centimeters
2. Feet
3. Meters
4. Inches
4-27.
Wings on an aircraft are designed for which of
the following purposes?
1. Lift
2. Steering
3. Cutting through the air
4. Balancing the aircraft
4-28.
What are the main structural members of the
wing?
1. Beams
2. Ribs
3. Spars
4. Wires
Fiber glass
Composite
Metallic
Honeycomb core
The terms right or left used in relation to any of
the structural units refer to the right or left hand
of the pilot seated in the cockpit.
To add length to the frame
To carry concentrated loads
For attachment of the wings
For shape and attachment of the skin
What type of skin construction can withstand
considerable damage and still hold together?
1.
2.
3.
4.
200°F
225°F
250°F
275°F
Skin
Formers
Frame assemblies
Bulkheads
What is the main purpose of stringers in the
semimonocoque design?
1.
2.
3.
4.
When several layers of bonding materials are
used together and then mechanically fastened
to conventional substructures, it is known as
what type of construction?
1.
2.
3.
4.
4-20.
Weight
Strength
Hardness
Low resistance to corrosion
Engine
Wings
Fuselage
Tail
In the monocoque design, the main stress on an
airplane is carried by what structural unit(s)?
1.
2.
3.
4.
What is the main advantage of reinforced
plastic?
1.
2.
3.
4.
4-19.
4-22.
Transparent plastic becomes soft and pliable at
approximately what minimum temperature?
1.
2.
3.
4.
4-18.
Stronger end product
More conductive metal
Less conductive metal
Softer end product
Which of the following alloys or metals is
particularly valuable for use in or near salt
water?
1.
2.
3.
4.
What is the main structure of an aircraft?
1.
2.
3.
4.
What is the main disadvantage of the use of
magnesium in aircraft construction?
1.
2.
3.
4.
4-16.
4-21.
Instead of pure aluminum, an aircraft builder
uses aluminum alloys to get what desired
result?
4-29.
The spars are designed with extra strength to
combat which of the following forces?
1.
2.
3.
4.
4-30.
4-31.
4-32.
4-33.
How water drains from the surface
Fuel cells installed in the wing
How water is used to balance the wing
Oil tanks installed in the wing
Edge flaps and ailerons
Trailing and leading edge flaps
Ailerons and leading edge flaps
Ailerons and trailing edge flaps
Ailerons, elevators, and rudders make up what
group of aircraft control surfaces?
1. Primary
2. Auxiliary
3. Optional
4. Secondary
4-39.
The ailerons control what motion of the
aircraft?
1. Pitch
2. Roll
3. Yaw
4. Skid
4-40.
Elevators are used to control what aspects of
flight?
1. Motion about the vertical axis
2. Motion about the lateral axis
3. Forward flight
4. Landing or takeoff
4-41.
Where are the elevator control surfaces
located?
1. Trailing edge of the wings
2. Horizontal stabilizer
3. Lower surface of the fuselage
4. Vertical stabilizer
4-42.
Where are the rudder control surfaces located?
1. Trailing edge of the wings
2. Horizontal stabilizer
3. Lower surfaces of the fuselage
4. Vertical stabilizer
4-43.
What assembly operates the ailerons and
elevators on a multiengine fixed–wing aircraft?
1. Yoke and wheel assembly
2. Control stick assembly
3. Stock and shaft assembly
4. Steering and shaft assembly
The empennage of the aircraft consists of
which of the following sections?
1. Wings and tail
2. Speed brakes, spoilers, and flaps
3. Vertical and horizontal stabilizers, rudder,
and elevators
4. Ribs, spars, and skin
4-35.
4-38.
The flight control surfaces on a simple wing
include what controls?
1.
2.
3.
4.
4-34.
What are the three groups of flight control
surfaces?
1. Main, ancillary, and optional
2. Primary, secondary, and optional
3. Primary, secondary, and auxiliary
4. Primary, secondary, and tertiary
To support the ailerons and flaps
To give the wings bending strength
To help transmit the air load from the wing
To help carry the load
The term wet wing is used to describe what
construction feature?
1.
2.
3.
4.
4-37.
Formers
Stringers
False spars
Ribs
What is the purpose of the false spar in some
aircraft wings?
1.
2.
3.
4.
What surfaces maintain directional stability in
an aircraft?
1. The rudder
2. The elevators
3. The vertical stabilizer
4. The horizontal stabilizer
Torsion
Bending
Tension
Compression
What parts of an aircraft wing transmit the load
from the skin covering to the spars?
1.
2.
3.
4.
4-36.
What is the primary function of the stabilizers?
1.
2.
3.
4.
To provide drag for the aircraft
To control the direction of flight
To balance the weight of the wings
To keep the aircraft flying straight and
level
4-25
4-44.
4-45.
4-46.
4-52.
What is the purpose of trim tabs?
1. To maneuver the aircraft
2. To reduce landing speed
3. To maintain aircraft balance
4. To move the primary control surfaces
1.
2.
3.
4.
What is the purpose of the spring tabs?
1. To steer the aircraft
2. To aid in moving larger surfaces
3. To trim out unbalanced conditions
4. To secure removable panels
4-53.
Which of the following auxiliary flight control
surfaces are used for the purpose of shortening
the landing and takeoff runs?
1. Slats
2. Spoilers
3. Wing flaps
4. Speed brakes
4-54.
What is the purpose of spoilers?
1. To increase wing lift
2. To decrease wing lift
3. To increase aircraft speed
4. To decrease aircraft speed
4-48.
Speed brakes are designed to slow down the
aircraft during which of the following
operations?
1. Takeoffs and landings
2. Skids and ascents
3. Dives and preparations for landing
4. Turn and banks
4-55.
What auxiliary control surfaces affect the
boundary layer over the top of the wing?
1. Flaps
2. Spoilers
3. Speed brakes
4. Slats
4-56.
The three general types of manually operated
flight control mechanisms does NOT include
which of the following types?
1. Cable operated
2. Torque tube operated
3. Bell crank operated
4. Push-pull tube operated
4-57.
4-50.
4-51.
Bicycle gear
Tricycle gear
Conventional gear
Protective skid
Shock encountered in landing, taxiing, and
takeoff of all naval aircraft is absorbed by what
agent(s) or component in shock struts?
1.
2.
3.
4.
4-47.
4-49.
What type of landing gear is designed with the
main landing gear located behind the center of
gravity and the auxiliary landing gear under the
nose of the aircraft?
Nitrogen only
Hydraulic fluid only
Nitrogen and hydraulic fluid
Springs
By what means is the arresting hook of an
aircraft released, lowered, and raised?
1. It is released mechanically, lowered
hydraulically, and raised pneumatically
2. It is released mechanically, lowered
pneumatically, and raised hydraulically
3. It is released hydraulically, lowered
mechanically, and raised pneumatically
4. It is released pneumatically, lowered
hydraulically, and raised mechanically
What mechanism is used to hold the arresting
hook in the down position?
1.
2.
3.
4.
When an aircraft is catapulted from an aircraft
carrier, the holdback assembly is used for what
purpose?
1.
2.
3.
4.
4-26
To connect the bridle to the aircraft
To direct the exhaust upward
To secure the aircraft to the deck
To keep the nosewheel straight
When an aircraft is catapulted from an aircraft
carrier, the holdback tension bar separates
when what other action occurs?
1.
2.
3.
4.
What power-oriented device moves the control
surface in high-performance aircraft?
1. Pneumatic actuator
2. Hydraulic cylinder
3. Hydraulic booster
4. Pneumatic booster
Springs only
Snubber only
Springs and snubber
Mechanical fingers
The catapult fires
The maintenance person releases a handle
The tail hook is lowered
The pilot releases a handle
4-58.
1.
2.
3.
4.
4-59.
4-62.
Retractable
Fixed–skid type
Nonretractable
Conventional fixed
4-66.
Cuff
Spar
Root end
Tip cap
4-67.
Tail rotor
Droop restrainers
Rotary head
Antiflapping restrainers
4-68.
4-64.
Power pump
Accumulator
Pressure gauge
Selector valve
Check valves are used in a hydraulic system for
what purpose?
1.
2.
3.
4.
4-69.
Pressure regulator
Check valve
Selector valve
Actuating unit
What component maintains an even pressure in
the hydraulic system and acts as an emergency
source for operating certain actuating units?
1.
2.
3.
4.
The movements of the flight controls are
transmitted to the rotary wing by the action of
what components?
To bleed off pressure
To stop the flow of fluid
To allow one direction of flow only
To bypass filter element
Foreign material in the hydraulic system of an
aircraft is defined as hydraulic contamination.
1. True
2. False
4-70.
Change in rotary rudder head pitch is increased
as the pitch change shaft is moved in what
direction?
1.
2.
3.
4.
What component is often referred to as an
unloading valve?
1.
2.
3.
4.
1. Hinges and rotating scissors
2. Sleeve
spindles
and
antiflapping
restrainers
3. Damper positioners and stationary scissors
4. Hydraulic servo cylinders, swashplate, and
pitch control rods
4-63.
Extensive maintenance requirements
Possibility of internal and external leakage
Loss of efficiency due to friction
Heavy weight
IN ANSWERING QUESTIONS 4-66 THROUGH
4-68, REFER TO FIGURE 4-22 IN THE TEXT.
The hub and swashplate of a helicopter are the
principal components of what unit(s)?
1.
2.
3.
4.
Which of the following is a disadvantage of the
hydraulic system as a power source for aircraft
control units?
1.
2.
3.
4.
What assembly provides attachment of the
main rotor blade to the rotor hub?
1.
2.
3.
4.
4-61.
Graphite monocoque
All–metal semimonocoque
Reinforced carbon shell
Welded steel truss
What type of main landing gear is mounted on
the H–60 helicopter?
1.
2.
3.
4.
4-60.
4-65.
The fuselage of the H-60 helicopter is of what
type of construction?
What source of hydraulic contamination
usually causes the most trouble?
1.
2.
3.
4.
Up
Down
Inward
Outward
4-71.
The efficiency of hydraulic operation is
approximately what percent?
Poor servicing
Self-generated
Normal wear
Manufactured
Which of the following rules is/are basic to
aircraft hydraulic servicing?
1. Never use fluid from a container that has
been left open
2. Use only approved servicing units
3. Always maintain a high state of cleanliness
4. All of the above
1. 100%
2. 95%
3. 85%
4. 75%
4-27
4-72.
4-73.
4-74.
What, if anything, would the continued
operation of a contaminated hydraulic system
cause?
1. Normal wear
2. Early failure
3. Late failure
4. Nothing, if only used for a short time
Prior to flight, the air storage bottles for the
emergency pneumatic system are filled with
what gas?
1. Carbon dioxide
2. Oxygen
3. Hydrogen
4. Nitrogen
The shuttle valve is used for what purpose?
1.
2.
3.
4.
4-75.
By what means are the air compressors in most
aircraft driven?
1.
2.
3.
4.
4-28
To transfer pneumatic pressure
To transfer hydraulic pressure
To direct fluid back to accumulator
To separate normal systems from
emergency pneumatic systems
Electric motor
Hydraulic motor
Electrohydraulic motor
Electropneumatic motor
CHAPTER 5
AIRCRAFT HARDWARE
However, there are several differences between them.
The threaded end of a bolt is always relatively blunt. A
screw may be either blunt or pointed. The threaded end
of a bolt must be screwed into a nut. The threaded end
of the screw may fit into a nut or directly into the
material being secured. A bolt has a fairly short
threaded section and a comparatively long grip length
(the unthreaded part). A screw may have a longer
threaded section and no clearly defined grip length. A
bolt assembly is generally tightened by turning a nut.
The bolt head may or may not be designed to be turned.
A screw is always designed to be turned by its head.
Another minor difference between a screw and a bolt is
that a screw is usually made of lower strength
materials.
INTRODUCTION
The importance of aircraft hardware is often
overlooked because of the small size of most items.
However, the safe and efficient operation of any aircraft
depends upon the correct selection and use of aircraft
hardware. This chapter discusses the various types of
threaded fasteners, quick-release fasteners, rivets,
electrical hardware, and other miscellaneous hardware.
You must make sure that items of aircraft hardware
remain tightly secured in the aircraft. Therefore, we
will discuss proper safetying methods in this chapter.
Aircraft hardware is identified for use by its
specification number or trade name. Threaded fasteners
and rivets are identified by Air Force-Navy (AN),
National Aircraft Standard (NAS), and Military
Standard (MS) numbers. Quick-release fasteners are
identified by factory trade names and size designations.
Threads on aircraft bolts and screws are of the
American National Aircraft Standard type. This
standard contains two series of threads—national
coarse (NC) and national fine (NF). Most aircraft
threads are of the NF series.
When aircraft hardware is ordered from supply, the
specification numbers and the factory part numbers are
changed into stock numbers (SN). This change is
identified by using a part-number cross-reference
index.
Bolts and screws may have right- or left-hand
threads. A right-hand thread advances into engagement
when turned clockwise. A left-hand thread advances
into engagement when turned counterclockwise.
Q5-1. How is aircraft hardware identified for use?
AIRCRAFT BOLTS
THREADED FASTENERS
LEARNING OBJECTIVE: Identify common types of threaded fasteners and the
methods used to properly install and safety
them.
Many types of bolts are used in modern aircraft,
and each type is used to fasten something in place.
Before discussing some of these types, it might be
helpful if we list and explain some commonly used bolt
terms. You should know the names of bolt parts and be
aware of the bolt dimensions that must be considered in
selecting a bolt.
In modern aircraft construction, thousands of rivets
are used, but many parts require frequent dismantling
or replacement. It is more practical for you to use some
form of threaded fastener. Some joints require greater
strength and rigidity than can be provided by riveting.
We use various types of bolts, screws, and nuts to solve
this problem.
The three principal parts of a bolt are the head,
grip, and threads, as shown in figure 5-1. Two of these
parts might be well known to you, but perhaps grip is an
unfamiliar term. The grip is the unthreaded part of the
bolt shaft. It extends from the threads to the bottom of
the bolt head. The head is the larger diameter of the bolt
and may be one of many shapes or designs.
Bolts and screws are similar in that both have a
head at one end and a screw thread at the other.
5-1
To choose the correct replacement for an
unserviceable bolt, you must consider the length of the
bolt. As shown in figure 5-1, the bolt length is the
distance from the tip of the threaded end to the head of
the bolt. Correct length selection is indicated when the
bolt extends through the nut at least two full threads.
See figure 5-2. If the bolt is too short, it will not extend
out of the bolt hole far enough for the nut to be securely
fastened. If it is too long, it may extend so far that it
interferes with the movement of nearby parts.
In addition, if a bolt is too long or too short, its grip
will usually be the wrong length. As shown in figure
5-2, the grip length should be approximately the same
as the thickness of the material to be fastened. If the
grip is too short, the threads of the bolt will extend into
the bolt hole. The bolt may act like a reamer when the
material is vibrating. To prevent this, make certain that
no more than two threads extend into the bolt hole.
Also, make certain that any threads that enter the bolt
hole extend only into the thicker member that is being
fastened. If the grip is too long, the nut will run out of
threads before it can be tightened. In this event, a bolt
with a shorter grip should be used. If the bolt grip
extends only a short distance through the hole, a washer
may be used.
BOLT GRIP LENGTH CORRECT
A second bolt dimension that must be considered is
diameter. As shown in figure 5-1, the diameter of the
bolt is the thickness of its shaft.
BOLT GRIP LENGTH TOO SHORT
The results of using a wrong diameter bolt should
be obvious. If the bolt is too big, it cannot enter the bolt
hole. If the diameter is too small, the bolt has too much
play in the bolt hole.
The third and fourth bolt dimensions that should be
considered when you choose a bolt replacement are
head thickness and width. If the head is too thin or too
narrow, it might not be strong enough to bear the load
imposed on it. If the head is too thick or too wide, it
LENGTH
BOLT GRIP LENGTH TOO LONG
ANF0502
Figure 5-2.—Correct and incorrect grip lengths.
HEAD
WIDTH
DIAMETER
THREADS
ANF0501
GRIP
might extend so far that it interferes with the movement
of adjacent parts.
HEAD
THICKNESS
AN bolts come in three head styles—hex head,
clevis, and eyebolt. NAS bolts are available in
Figure 5-1.—Bolt terms and dimensions.
5-2
COUNTERSUNK HEAD BOLT
DRILLED HEX HEAD BOLT
INTERNAL WRENCHING BOLT
CLEVIS BOLT
EYEBOLT
HEAD MARKINGS
CLOSE
TOLERANCE
(STEEL OR
ALUMINUM
ALLOY)
ALUMINUM
ALLOY
(62,000 P.S.I.)
CORROSION
RESISTANT
STEEL
(125,000 P.S.I.)
STEEL
125,000 P.S.I)
STEEL
(150,000 P.S.I.)
ANF0503
Figure 5-3.—Types of bolts and bolt head markings.
SCREWS
countersunk, internal wrenching, and hex head styles.
MS bolts come in internal wrenching and hex head
styles. Head markings indicate the material of which
standard bolts are made. Head markings may indicate if
the bolt is classified as a close-tolerance bolt. See figure
5-3. Additional information, such as bolt diameter, bolt
length, and grip length, may be obtained from the bolt
part number.
The most common threaded fastener used in
aircraft construction is the screw. The three most used
types are the machine screw, structural screw, and the
self-tapping screw, as shown in figure 5-4. Figure 5-4
also shows the three head slots—straight, Phillips, and
Reed and Prince.
Structural Screws
MACHINE SCREW
STRUCTURAL SCREW
PHILLIPS HEAD
Structural screws are used for assembly of
structural parts, as are structural bolts. They are made
of alloy steel and are properly heat-treated. Structural
screws have a definite grip length and the same shear
and tensile strengths as the equivalent size bolt. They
differ from structural bolts only in the type of head.
SELF-TAPPING
SCREW
REED AND
PRICE HEAD
ANF0504
Figure 5-4.—Screws.
5-3
the casting after a hole has been predrilled undersize.
Sheet metal self-tapping screws are used for such
purposes as temporarily attaching sheet metal in place
for riveting. Sheet metal self-tapping screws may be
used to permanently assemble nonstructural units
where it is necessary to insert screws in difficult to get
to areas.
These screws are available in countersunk head, round
head, and brazier head types. See figure 5-5.
Machine Screws
The commonly used machine screws are the round
head, flat head, fillister head, pan head, truss head, and
socket head types.
Self-Tapping Screws
CAUTION
A self-tapping screw is one that cuts its own
internal threads as it is turned into the hole.
Self-tapping screws may be used only in comparatively
soft metals and materials. Self-tapping screws may be
further divided into two classes or groups—machine
self-tapping screws and sheet metal self-tapping
screws.
Self-tapping screws should never be used to
replace standard screws, nuts, or rivets originally
used in the structure.
Setscrews
Setscrews are used to position and hold components in place, such as gears on a shaft. Setscrews are
available with many different point styles. They are
classified as hexagon-socket and fluted-socket headless
setscrews.
Machine self-tapping screws are usually used for
attaching removable parts, such as nameplates, to
castings. The threads of the screw cut mating threads in
NUTS
COUNTERSUNK
HEAD
Aircraft nuts may be divided into two general
groups—nonself-locking and self-locking nuts.
Nonself-locking nuts are those that must be safetied by
external locking devices, such as cotter pins, safety
wire, or locknuts. The locking feature is an integral part
of self-locking nuts.
GRIP
Nonself-locking Nuts
LENGTH
The most common of the nonself-locking nuts are
the castle nut, the plain hex nut, the castellated shear
nut, and the wing nut. Figure 5-6 shows these
nonself-locking nuts.
ROUND
HEAD
GRIP
LENGTH
BRAZIER
HEAD
ANF0505
CASTLE NUT
PLAIN HEX NUT
CASTELLATED
SHEAR NUT
WING NUT
GRIP
LENGTH
Figure 5-5.—Structural screws.
ANF0506
Figure 5-6.—Nonself-locking nuts.
5-4
approved for use on aircraft meet critical specifications
as to strength, corrosion resistance, and heat-resistant
temperatures. New self-locking nuts must be used each
time components are installed in critical areas
throughout the entire aircraft. Self-locking nuts are
found on all flight, engine, and fuel control linkage and
attachments. There are two general types of
self-locking nuts. They are the all-metal nuts and the
metal nuts with a nonmetallic insert to provide the
locking action. The Boots aircraft nut and the Flexloc
nut are examples of the all-metal type. See figure 5-7.
The elastic stop and the nonmetallic insert lock nut are
examples of the nonmetallic insert type. All-metal
self-locking nuts are constructed either of two ways.
The threads in the load-carrying portion of the nut that
is out of phase with the threads in the locking portion is
one way. The second way is with a saw-cut top portion
with a pinched-in thread. The locking action of these
types depends upon the resiliency of the metal.
Castle nuts are used with drilled-shank AN
hex-head bolts, clevis bolts, or studs. They are designed
to accept a cotter pin or lockwire for safetying.
Castellated shear nuts are used on such parts as
drilled clevis bolts and threaded taper pins. They are
normally subjected to shearing stress only. They must
not be used in installations where tension stresses are
encountered.
Plain hex nuts have limited use on aircraft
structures. They require an auxiliary locking device
such as a check nut or a lock washer.
Wing nuts are used where the desired tightness can
be obtained by the fingers and where the assembly is
frequently removed. Wing nuts are commonly used on
battery connections.
Self-Locking Nuts
Self-locking nuts provide tight connections that
will not loosen under vibrations. Self-locking nuts
BOOTS AIRCRAFT NUT
NONMETALICINSERT
LOCK NUT
FLEXLOC NUT
ELASTIC
STOP NUT
ELASTIC TWO-LUG
ANCHOR NUT
BOOTS AIRCRAFT CHANNEL ASSEMBLY
ELASTIC STOP NUT CHANNEL ASSEMBLY
Figure 5-7.—Self-locking nuts.
5-5
ANF0507
The elastic stop nut is constructed with a
nonmetallic (nylon) insert, which is designed to lock
the nut in place. The insert is unthreaded and has a
smaller diameter than the inside diameter of the nut.
It is of extreme importance to use like bolts in
replacement. In every case, refer to the applicable
maintenance instruction manual and illustrated parts
breakdown.
Self-locking nuts are generally suitable for reuse in
noncritical applications provided the threads have not
been damaged. If the locking material has not been
damaged or permanently distorted, it can be reused.
Be sure that washers are used under the heads of
both bolts and nuts unless their omission is specified. A
washer guards against mechanical damage to the
material being bolted and prevents corrosion of the
structural members. An aluminum alloy washer may be
used under the head and nut of a steel bolt securing
aluminum alloy or magnesium alloy members.
Corrosion will attack the washer rather than the
members. Steel washers should be used when joining
steel members with steel bolts.
NOTE: If any doubt exists about the condition of a
nut, use a new one!
When you anchor lightweight parts, the sheet
spring nut may be used. See figure 5-8. Applications
include supporting line clamps, electrical equipment,
and small access doors. It is made of sheet spring steel
and is cut so as to have two flaps. The ends of these
flaps are notched to form a hole that is somewhat
smaller in diameter than the screw used. The sheet
spring nut has a definite arch that tends to flatten out as
the screw pulls the flaps in toward the threads. This
flattening action forces the flaps of the nut tightly into
the threads of the screw. The springiness of the sheet
spring nut pushes upward on the screw threads, binding
them and locking the screw in place. With the sheet
spring nut, either a standard or a sheet metal
self-tapping screw is used.
Whenever possible, the bolt should be placed with
the head on top or in the forward position. This
positioning helps prevent the bolt from slipping out if
the nut is accidentally lost.
Make sure that the bolt grip length is correct.
Generally speaking, the grip length should equal the
thickness of the material being bolted together. Not
more than one thread should bear on the material, and
the shank should not protrude too far through the nut.
Figure 5-2 shows examples of correct and incorrect grip
length.
INSTALLATION OF NUTS AND BOLTS
Application of Torque
You must be certain that each bolt is made of the
correct material. Examine the markings on the head to
determine whether a bolt is steel or aluminum alloy.
A
Torque is the amount of twisting force applied
when you are tightening a nut. If torque values are
specified in the appropriate manual, a torque wrench
must be used. Regardless of whether torque values are
specified or not, all nuts in a particular installation must
be tightened a like amount. This permits each bolt in a
group to carry its share of the load. It is a good practice
to use a torque wrench in all applications.
B
TOP VIEW
C
SIDE VIEW
D
Safetying of Nuts and Bolts
It is very important that all nuts except the
self-locking type be safetied after installation. This
prevents nuts from loosening in flight because of
vibration. Methods of safetying are discussed later in
this chapter.
INWARD
THREAD
LOCK
Q5-2. What are the three principal parts of a bolt?
Q5-3. What are the three most commonly used
screws in aircraft construction?
STARTING POSITION
DOUBLE-LOCKED
POSITION
Q5-4. What general group of aircraft nuts require
an external locking device, such as cotter
pins, safety wire, or locknuts?
ANF0508
Figure 5-8.—Sheet spring nut.
5-6
CAMLOC FASTENERS
Q5-5. What is the purpose of placing a washer
under the head of a bolt?
The Camloc 4002 series fastener consists of four
principal parts—receptacle, grommet, retaining ring,
and stud assembly. See figure 5-9. The receptacle
consists of an aluminum alloy forging mounted in a
stamped sheet metal base. The receptacle assembly is
riveted to the access door frame, which is attached to
the structure of the aircraft. The grommet is a sheet
metal ring held in the access panel by the retaining ring.
Grommets are available in two types—the flush type
and the protruding type. In addition to serving as the
grommet for the hole in the access panel, it also holds
the stud assembly. The stud assembly consists of a stud,
cross pin, spring, and spring cup. The assembly is
designed so that it can be quickly inserted into the
grommet by compression of the spring. Once installed
in the grommet, the stud assembly cannot be removed
unless the spring is again compressed.
TURNLOCK FASTENERS
LEARNING OBJECTIVE: Recognize the
three common types of turnlock fasteners
(quick-action panel fasteners) and how they
operate.
Turnlock fasteners are used to secure plates, doors,
and panels that require frequent removal for inspection
and servicing. Turnlock fasteners are also referred to as
quick-action panel fasteners. These fasteners are
available in several different styles and are usually
referred to by the manufacturer's trade name. Some of
the most common are the Camloc, Airloc, and Dzus.
OUTER MEMBER
STUD ASSEMBLY
GROMMET
STUD ASSEMBLY
GROMMET
RETAINING
RING
RIVET
FLUSH OR
PROTRUDING
GROMMET
INNER
MEMBER
RECEPTACLE
GROMMET
RETAINING
RING
STUD RETAINING
RING (USED ON
SOME FASTENERS)
RECEPTACLE
STUD
RETAINING
RING
PROTRUDING TYPE INSTALLATION
OUTER MEMBER
STUD ASSEMBLY
GROMMET
GROMMET
RETAINING
RING
RIVET
INNER
MEMBER
RECTACLE
FLUSH TYPE INSTALLATION
ANF0509
Figure 5-9.—Camloc 4002 series fastener.
5-7
the receptacle. Several types of studs are also available.
In each instance the stud and cross pin come as separate
units so that the stud may be easily installed in the
access panel.
The Camloc high-stress panel fastener, shown in
figure 5-10, is a high-strength, quick-release,
rotary-type fastener. It may be used on flat or curved,
inside or outside panels. The fastener may have either a
flush or protruding stud. The studs are held in the panel
with flat or cone-shaped washers. The latter being used
with flush fasteners in dimpled holes. This fastener may
be distinguished from screws by the deep No. 2 Phillips
recess in the stud head and by the bushing in which the
stud is installed.
DZUS FASTENERS
Dzus fasteners are available in two types. One is the
light-duty type, used on box covers, access hole covers,
and lightweight fairing. The second is the heavy-duty
type, which is used on cowling and heavy fairing. The
main difference between the two types of Dzus
fasteners is a grommet, used with the heavy-duty
fasteners. Otherwise their construction features are
about the same.
AIRLOCK FASTENERS
Figure 5-11 shows the parts that make up an Airloc
fastener. Similar to the Camloc fastener, the Airloc
fastener consists of a receptacle, stud, and cross pin.
The stud is attached to the access panel and is held in
place by the cross pin. The receptacle is riveted to the
access panel frame.
Figure 5-12 shows the parts making up a light-duty
Dzus fastener. Notice that they include a spring and a
stud. The spring is made of cadmium-plated steel music
wire and is usually riveted to an aircraft structural
member. The stud comes in a number of designs (as
shown in views A, B, and C) and mounts in a dimpled
hole in the cover assembly.
Two types of Airloc receptacles are available—the
fixed type (view A) and the floating type (view B). The
floating type makes for easier alignment of the stud in
2
1
6
7
6
2
8
3
9
4
5
10
5
10
1.
2.
3.
4.
TENSION SPRING
STUD ASSEMBLY
RETAINING RING
RETAINING RING
5. RECEPTACLE ASSEMBLY
6. RECEPTACLE ATTACHING RIVETS
7. OUTER SKIN
8. INNER SKIN
Figure 5-10.—Camloc high-stress panel fastener.
5-8
9. INSERT
10. COVER
ANF0510
FIXED TYPE
(A)
FLOATING TYPE
(B)
RECEPTACLE
ANF0511
CROSS
PIN
STUD
PANEL
Figure 5-11.—Airloc fastener.
B
C
A
OVAL
TYPE
FLUSH
TYPE
WING
TYPE
STUD
SPRING
ANF0512
DIMPLED
HOLE
COVER
ASSEMBLY
Figure 5-12.—Dzus fastener.
5-9
are developed and issued under joint authority of the
Air Force and the Navy. Solid rivets have five different
head shapes. They are the round head, flat head,
countersunk head, brazier head, and universal head
rivets.
Position the panel or plate on the aircraft before
securing it in place. The spring riveted to the structural
member enters the hollow center of the stud, which is
retained in the plate or panel. Then, when the stud is
turned about one-fourth turn, the curved jaws of the
stud slip over the spring and compress it. The resulting
tension locks the stud in place, thereby securing the
panel or plate.
Round Head Rivets
Round head rivets are used on internal structures
where strength is the major factor and streamlining is
not important.
Q5-6. What are the three most common types of
turnlock fasteners?
Flat Head Rivets
RIVETS
LEARNING OBJECTIVE: Identify the
solid rivets, blind rivets, and rivnuts commonly
used in aircraft construction.
Flat head rivets, like round head rivets, are used in
the assembly of internal structures where maximum
strength is required. They are used where interference
of nearby members does not permit the use of round
head rivets.
There are hundreds of thousands of rivets in the
airframe of a modern aircraft. This is an indication of
how important rivets are in the construction of aircraft.
A glance at any aircraft will disclose the thousands of
rivets in the outer skin alone. In addition to being used
in the skin, rivets are used in joining spar and rib
sections. They are also used for securing fittings to
various parts of the aircraft, and for fastening bracing
members and other parts together. Rivets that are
satisfactory for one part of the aircraft are often
unsatisfactory for another part.
Countersunk Head Rivets
Countersunk head rivets, often referred to as flush
rivets, are used where streamlining is important. On
combat aircraft practically all external surfaces are
flush riveted. Countersunk head rivets are obtainable
with heads having an inclined angle of 78 and 100
degrees. The 100-degree angle rivet is the most
commonly used type.
Two of the major types of rivets used in aircraft
construction are the solid rivet and the blind rivet. The
solid rivet must be driven with a bucking bar. The blind
rivet is installed when a bucking bar cannot be used.
Brazier Head Rivets
Brazier head rivets offer only slight resistance to
the airflow and are used frequently on external surfaces,
especially on noncombat-type aircraft.
SOLID RIVETS
Solid rivets are classified by their head shape, size,
and the material from which they are manufactured.
Rivet head shapes and their identifying code numbers
are shown in figure 5-13. The prefix MS identifies
hardware under the control of the Department of
Defense and that the item conforms to military
standards. The prefix AN identifies specifications that
Universal Head Rivets
Universal head rivets are similar to brazier head
rivets. They should be used in place of all other
protruding-head rivets when existing stocks are
depleted.
BLIND RIVETS
MS20470
UNIVERSAL
ANF0513
AN 430
ROUND
AN 456
MS20426
BRAZIER COUNTERSUNK
There are many places on an aircraft where access
to both sides of a riveted structural part is impossible.
When attaching many nonstructural parts, the full
strength of solid-shank rivets is not necessary and their
use adds extra weight. For use in such places, rivets
have been designed that can be formed from the
outside. They are lighter than solid-shank rivets but are
amply strong. Such rivets are referred to as blind rivets
AN 442
FLAT
Figure 5-13.—Rivet head shapes and code numbers.
5-10
COUNTERSUNK
LOCKING
COLLAR
NOTE
SHEET
GAP
OPEN
END
ANF0515
LOCKING
COLLAR
CLOSED
END
FLAT HEAD
OPEN
END
CLOSED
END
Figure 5-15.—Sectional view of rivnut showing head and end
designs.
Q5-7. What are the two major types of rivets used in
aircraft construction?
INSERTED
(A)
ANF0514
Q5-8. What type of rivets are used where
streamlining is important?
INSTALLED
(B)
MISCELLANEOUS FASTENERS
Figure 5-14.—Self-plugging rivet (mechanical lock).
LEARNING OBJECTIVE: Recognize the
miscellaneous fastener used to fasten special
purpose units.
or self-plugging because of the self-heading feature.
Figure 5-14 shows a general type of blind rivet.
Some fasteners cannot be classified as rivets,
turnlocks, or threaded fasteners. Included in this
category are snap rings, turnbuckles, taper pins, flat
head pins, and flexible connector/clamps.
RIVNUTS
The rivnut is a hollow aluminum rivet that is
counterbored and threaded on the inside. The rivet is
installed with the aid of a special tool. Rivnuts are used
primarily as a nut plate. They may be used as rivets in
secondary structures such as instruments, brackets, and
soundproofing materials. After rivnuts are installed,
accessories can be fastened in place with screws.
SNAP RINGS
A snap ring is a ring of metal, either round or flat in
cross section, that is tempered to have springlike action.
This springlike action holds the snap ring firmly seated
in a groove. The external types are designed to fit in a
groove around the outside of a shaft or cylinder. The
internal types fit in a groove inside a cylinder. A special
type of pliers is made to install each type of snap ring.
Snap rings may be reused as long as they retain their
shape and springlike action.
Rivnuts are manufactured in two head styles,
countersunk and flat, and in two shank designs, open
and closed ends. See figure 5-15.
Open-end rivnuts are the most widely used. They
are preferred in place of the closed-end type. However,
in sealed flotation or pressurized compartments, the
closed-end rivnut must be used.
TURNBUCKLES
A turnbuckle is a mechanical screw device
consisting of two threaded terminals and a threaded
barrel. Figure 5-16 shows a typical turnbuckle
assembly.
Further information concerning rivets may be
found in Aviation Structural Mechanic (H&S) 3 & 2,
NAVEDTRA 12338.
L (THREDS FLUSH WITH ENDS OF BARREL)
BARREL
SWAGING TERMINAL
PIN
EYE
ANF0516
Figure 5-16.—Typical turnbuckle assembly.
5-11
Turnbuckles are fitted in the cable assembly for the
purpose of making minor adjustments in cable length
and for adjusting cable tension. One of the terminals
has right-hand threads and the other has left-hand
threads. The barrel has matching right- and left-hand
internal threads. The end of the barrel with the left-hand
threads can usually be identified by a groove or knurl
around that end.
STATIONARY
MEMBER
PLAIN
TAPER
PIN
MOVABLE
MEMBER
When installing a turnbuckle in a control system, it
is necessary to screw both of the terminals an equal
number of turns into the barrel. It is also essential that
you screw both turnbuckle terminals into the barrel
until not more than three threads are exposed.
A. PLAIN TAPER PIN INSTALLED
STATIONARY
MEMBER
After you adjust a turnbuckle properly, it must be
safetied. We will discuss the methods of safetying
turnbuckles later in this chapter.
COTTER
PIN
THREAD
TAPER
PIN
TAPER PINS
Taper pins are used in joints that carry shear loads
and where the absence of clearance is essential. See
figure 5-17. The threaded taper pin is used with a taper
pin washer and a shear nut if the taper pin is drilled. Use
a self-locking nut if the taper pin is undrilled. When a
shear nut is used with the threaded taper pin and
washer, the nut is secured with a cotter pin.
CASTELLATED
NUT
MOVABLE
MEMBER
TAPER
PIN
WASHER
B. THREADED TAPER PIN INSTALLED
FLAT
HEAD
PIN
FLAT HEAD PINS
The flat head pin is used with tie-rod terminals or
secondary controls, which do not operate continuously.
The flat head pin should be secured with a cotter pin.
The pin is normally installed with the head up. See
figure 5-17, view C. This precaution is taken to
maintain the flat head pin in the installed position in
case of cotter pin failure.
COTTER
PIN
WASHER
C. FLAT HEAD PIN INSTALL
ANF0517
Figure 5-17.—Types of aircraft pins.
FLEXIBLE CONNECTORS/CLAMPS
Some of the most commonly used clamps are
shown in figure 5-18. When installing a hose between
two duct sections, the gap between the duct ends should
be one-eighth inch minimum to three-fourths inch
maximum. When you install the clamps on the
connection, the clamp should be one-fourth inch
minimum from the end of the connector. Misalignment
between the ducting ends should not exceed one-eighth
inch maximum.
Q5-9. What are five fasteners that are included in
the category of miscellaneous fasteners?
AIRCRAFT ELECTRICAL SYSTEM
HARDWARE
LEARNING OBJECTIVE: Identify the
special hardware found in an aircraft's
electrical system.
Marman type clamps, commonly used in ducting
systems, should be tightened to the torque value
indicated on the coupling. Use the torque value as
specified on the clamp or in the applicable maintenance
instruction manual.
An important part of aircraft electrical maintenance
is determining the correct type of electrical hardware
for a given job. You must become familiar with wire
and cable, connectors, terminals, and bonding.
5-12
MARMAN BAND CLAMP
MARMAN BAND CLAMPS TO
BE USED IN TIGHT AREAS
AN737 BAND CLAMP FOR
STANDARD INSTALLATIONS
AN737 BAND CLAMP
1/8 - INCH MAXIMUM MISALIGNMENT
1/8 INCH MINIMUM
3/4 INCH MAXIMUM
ANF0518
1/4 INCH MINIMUM
Figure 5-18.—Flexible line connectors.
! A single insulated conductor with a metallic
braided outer conductor (RF cable)
WIRE AND CABLE
For purposes of electrical installations, a wire is
described as a stranded conductor covered with an
insulating material. The term cable, as used in aircraft
electrical installations, includes the following:
For wire replacement work, the aircraft
maintenance instruction manual should be consulted
first. The manual normally lists the wire used in a given
aircraft.
! Two or more insulated conductors contained in
the same jacket (multiconductor cable)
CONNECTORS
! Two or more insulated conductors twisted
together (twisted pair)
Connectors are devices attached to the ends of
cables and sets of wires to make them easier to connect
and disconnect. Each connector consists of a plug
assembly and a receptacle assembly. The two
! One or more insulated conductors covered with
a metallic braided shield (shielded cable)
5-13
assemblies are coupled by means of a coupling nut.
Each consists of an aluminum shell containing an
insulating insert that holds the current-carrying
contacts. The plug is usually attached to the cable end,
and is the part of the connector on which the coupling
nut is mounted. The receptacle is the half of the
connector to which the plug is connected. It is usually
mounted on a part of the equipment. One type of
connector commonly used in aircraft electrical systems
is shown in figure 5-19.
BARREL
TOUGUE
STRAIGHT
TERMINAL
HOLE
RIGHT ANGLE
TERMINALS
Since most aircraft wires are stranded, it is
necessary to use terminal lugs to hold the strands
together. This allows a means of fastening the wires to
terminal studs. The terminals used in electrical wiring
are either of the soldered or crimped type. Terminals
used in repair work must be of the size and type
specified in the applicable maintenance instruction
manual. The crimped-type terminals are generally
recommended for use on naval aircraft. Soldered-type
terminals are usually used in emergencies only.
FLAG
SPLICE
ANF0520
Figure 5-20.—Basic types of solderless terminals.
The basic types of solderless terminals are shown
in figure 5-20. They are the straight, right angle, flag,
and splice types. There are variations of these types.
An aircraft can become highly charged with static
electricity while in flight. If the aircraft is improperly
bonded, all metal parts do not have the same amount of
static charge. A difference of potential exists between
the various metal surfaces. If the resistance between
insulated metal surfaces is great enough, charges can
accumulate. The potential difference could become
high enough to cause a spark. This constitutes a fire
hazard and also causes radio interference. If lighting
strikes an aircraft, a good conducting path for heavy
current is necessary to minimize severe arcing and
sparks.
BONDING
When you connect all the metal parts of an aircraft
to complete an electrical unit, it is called bonding.
Bonding connections are made of screws, nuts,
washers, clamps, and bonding jumpers. Figure 5-21
shows a typical bonding link installation.
Bonding also provides the necessary lowresistance return path for single-wire electrical
systems. This low-resistance path provides a means of
bringing the entire aircraft to the earth's potential when
it is grounded.
RECEPTACLE
ASSEMBLY
COUPLING
NUT
PLUG SOCKET
ASSEMBLY
ANF0521
ANF0519
Figure 5-21.—Typical bonding link installation.
Figure 5-19.—Connector assembly.
5-14
should always inspect for proper safetying throughout
the area in which you are working.
When you perform an inspection, both bonding
connections and safetying devices must be inspected
with great care.
Q5-10.
There are various methods of safetying aircraft
parts. The most widely used methods are safety wire,
cotter pins, lock washers, snap rings, and special nuts.
Some of these nuts and washers have been described
previously in this chapter.
What manual should you consult to find
correct replacement wires for a given
aircraft?
SAFETY METHODS
SAFETY WIRING
LEARNING OBJECTIVE: Recognize the
procedures for the safetying of fasteners and
electrical system hardware.
Safety wiring is the most positive and satisfactory
method of safetying. It is a method of wiring together
two or more units. Any tendency of one unit to loosen is
counteracted by the tightening of the wire.
Safetying is a process of securing all aircraft bolts,
nuts, capscrews, studs, and other fasteners. Safetying
prevents the fasteners from working loose due to
vibration. Loose bolts, nuts, or screws can ruin engines
or cause parts of the aircraft to drop off. To carry out an
inspection on an aircraft, you must be familiar with the
various methods of safetying. Careless safetying is a
sure road to disaster. Always use the proper method for
safetying. Always safety a part you have just unsafetied
before going on to the next item of inspection. You
STEP 2
STEP 1
Nuts, Bolts, and Screws
Nuts, bolts, and screws are safety wired by the
single-wire double-twist method. This method is the
most common method of safety wiring. A single-wire
may be used on small screws in close spaces, closed
electrical systems, and in places difficult to reach.
Figure 5-22 illustrates the following steps required
to install a standard double-twist safety wire for two
bolts with right-hand threads.
STEP 3
STEP 4
STEP 6
STEP 5
STEP 7
STEP 8
STEP 9
ANF0522
Figure 5-22.—Standard double-twist safety wire installation procedures.
5-15
STEP 10
Step 1. Assemble the unit. Torque the bolts and
carefully align the safety wire holes.
Step 9. With a final twisting motion, bend the
braid to the right and against the head of the bolt.
Step 2. Insert the proper size wire through the
hole in the first bolt.
Step 10. Cut the braid, being careful that between
three and six full twists still remain. Avoid sharp
projecting ends.
Step 3. Bend the left end of the wire clockwise
around the bolt head and under the other end of the
wire.
Figure 5-23 shows various methods commonly
used in safety wiring nuts, bolts, and screws. Examples
1, 2, and 5 of figure 5-23 show the proper method of
safety wiring bolts, screws, square head plugs, and
similar parts when wired in pairs. Examples 6 and 7
show a single-threaded component wired to a housing
or lug. Example 3 shows several components wired in
series. Example 4 shows the proper method of wiring
castellated nuts and studs. Note that there is no loop
around the nut. Example 8 shows several components
in a closely spaced, closed geometrical pattern, using
the single-wire method.
Step 4. Pull the loop tight against the bolt head.
Grasp both ends of the wire. Twist them in a clockwise
direction until the end of the braid is just short of the
second bolt.
Step 5. Check to ensure that the loop is still
tightly in place around the first bolt head. Grasp the
wire with pliers just beyond the end of the braid. While
holding it taut, twist it in a clockwise direction until the
braid is stiff.
NOTE: The braid must be tight enough to resist
friction or vibration wear, but should not be
overtightened.
When drilled-head bolts, screws, or other parts are
grouped together, they are more conveniently safety
wired to each other in a series rather than individually.
The number of nuts, bolts, or screws that may be safety
wired together depends on the application. For
instance, when you are safety wiring widely spaced
bolts by the double-twist method, a group of three
should be the maximum number in a series.
Step 6. Insert the upper end of the safety wire
through the hole in the second bolt. Pull the braid until
it is taut.
Step 7. Bring the other end of the wire counterclockwise around the bolt head and under the
protruding wire end.
When you are safety wiring closely spaced bolts,
the number that can be safety wired by a 24-inch length
of wire is the maximum in a series. The wire is arranged
in such a manner that if the bolt or screw begins to
loosen, the force applied to the wire is in the tightening
direction.
Step 8. Tighten the loop and braid the wire ends in
a counterclockwise direction. Grasp the wire with the
pliers just beyond the end of the braid and twist in a
counterclockwise direction until the braid is stiff. Make
sure you keep the wire under tension.
1
ANF0523
6
5
4
2
7
3
8
Figure 5-23.—Safety wiring methods.
5-16
OIL CAPS
DRAIN COCKS
NOTE:
THE SAFETY WIRE IS
SHOWN INSTALLED
FOR RIGHT-HAND
THREADS. THE SAFETY
WIRE IS ROUTED IN THE
OPPOSITE DIRECTION
FOR LEFT-HAND THREADS.
ANF0523
VALVES
Figure 5-24.—Safety wiring oil caps, drain cocks, and valves.
Torque all parts to the recommended values, and
align holes before you attempt to proceed with the
safetying operation. Never overtorque or loosen a
torqued nut to align safety wire holes.
Electrical Connectors
Under conditions of severe vibration, the coupling
nut of a connector may vibrate loose. With sufficient
vibration, the connector could come apart. When this
occurs, the circuit carried by the cable opens. The
proper protective measure to prevent this occurrence is
by safety wiring, as shown in figure 5-25. The safety
wire should be as short as practicable. It must be
installed in such a manner that the pull on the wire is in
the direction that tightens the nut on the plug.
Oil Caps, Drain Cocks, and
Valves
These units are safety wired as shown in figure
5-24. In the case of the oil cap, the wire is anchored to
an adjacent fillister head screw. This system applies to
any other unit that must be safety wired individually.
Ordinarily, anchorage lips are conveniently located
near these individual parts. When this provision is not
made, the safety wire is fastened to some adjacent part
of the assembly.
RECEPTACLE
Turnbuckles
After you adjust a turnbuckle properly, safety it.
There are several methods of safetying turnbuckles.
Only two of these methods have been adopted by the
military services. These methods are shown in views
BULKHEAD
OR
PLATE
STANDARD FILLISTER
HEAD SCREW
(DRILLED HEAD)
ADAPTER
ANF0525
PLUG
Figure 5-25.—Safety wiring attachment for plug connectors.
5-17
turnbuckles can be found in Aviation Structural
Mechanic (H&S) 3 & 2, NAVEDTRA 12338.
(A) and (B) of figure 5-26. The clip-locking method is
used only on the most modern aircraft. An example of
an aircraft using this method is the EA-6B. These
aircraft use a turnbuckle that is designed for use with
the wire clip. The older type of aircraft still use the
turnbuckles that require the wire-wrapping method.
GENERAL SAFETY WIRING
RULES
When you use the safety wire method of safetying,
follow these general rules:
Detailed instructions for using both the cliplocking and the wire-wrapping methods of safetying
STRAIGHT
END
HOOK
SHOULDER
HOOK
LIP
LOOP
END
HOOK
LOOP
HOOK
END
LOCK CLIP, NAS 651
DIRECTION OF PULL FOR INSPECTION
(A)
TURNBUCKLE FORK
AN161 OR AN162
LOCK
WIRE
TURNBUCKLE
BARREL AN155
TURNBUCKLE
EYE AN170
4 TURNS
WRAP
LOCK
WIRE
ANF0526
4 TURNS
WRAP
(B)
CABLE
THIMBLE
AN100
4 TURNS
WRAP
SWAGED TERMINAL
AN666 OR AN669
Figure 5-26.—Safetying turnbuckles. (A) Clip-locking method; (B) wire-wrapping method.
5-18
1. A pigtail of one-fourth to one-half inch (three
to six twists) should be made at the end of the wiring.
This pigtail must be bent back or under to prevent it
from becoming a snag.
NOTE: Whenever uneven-prong cotter pins are
used, the length measurement is to the end of the
shorter prong.
Cotter pin installation is shown in figure 5-28. Use
castellated nuts with bolts that have been drilled for
cotter pins. Use stainless steel cotter pins. The cotter
pin should fit neatly into the hole, with very little
sideplay. The following general rules apply to cotter pin
safetying:
2. The safety wire must be new upon each
application.
3. When you secure castellated nuts with safety
wire, tighten the nut to the low side of the selected
torque range, unless otherwise specified. If necessary,
continue tightening until a slot aligns with the hole.
! Do not bend the prong over the bolt end beyond
the bolt diameter. (Cut it off if necessary.)
4. All safety wires must be tight after installation,
but not under such tension that normal handling or
vibration will break the wire.
! Do not bend the prong down against the surface
of the washer. (Again, cut it off if necessary.)
! Do not extend the prongs outward from the
sides of the nut if you use the optional
wraparound method.
5. Apply the wire so that all pull exerted by the
wire tends to tighten the nut.
6. Twists should be tight and even, and the wire
between the nuts should be as taut as possible without
being overtwisted.
! Bend all prongs over a reasonable radius.
Sharp angled bends invite breakage. Tap the
prongs lightly with a mallet to bend them.
COTTER PINS
Use cotter pins to secure bolts, screws, nuts, and
pins. Some cotter pins are made of low-carbon steel,
while others consist of stainless steel, and thus are more
resistant to corrosion. Use stainless steel cotter pins in
locations where nonmagnetic material is required.
Regardless of shape or material, use all cotter pins for
the same general purpose—safetying. Figure 5-27
shows three types of cotter pins and how their size is
determined.
Q5-11.
What is the purpose of safetying aircraft
hardware?
Q5-12.
What is the most common method of safety
wiring?
Q5-13.
What are the two methods of safetying
turnbuckles used by the military services?
Q5-14.
What type of cotter pin should you use when
nonmagnetic material is required?
WASHERS
LENGTH
LEARNING OBJECTIVE: Recognize the
two primary functions of washers as used in
aircraft/engine construction.
Washers used in aircraft structures may be grouped
into three general classes—plain, lock washers, and
DIAMETER
UNEVEN
PONG
OPTIONAL
OPTIONAL
ANF0527
PREFERRED
Figure 5-28.—Cotter pin installations.
Figure 5-27.—Types of cotter pins.
5-19
ANF0528
special washers. Figure 5-29 shows some of the most
commonly used types.
must not be used as part of a fastener for primary or
secondary structures.
PLAIN WASHERS
Star Lock Washers
Plain washers are widely used under AN hex nuts
to provide a smooth bearing surface. They act as a shim
in obtaining the correct relationship between the
threads of a bolt and the nut. They also aid in adjusting
the position of castellated nuts with respect to drilled
cotter pin holes in bolts. Plain washers are also used
under lock washers to prevent damage to surfaces of
soft material.
The star lock or shakeproof washer is a round
washer made of hardened and tempered carbon steel,
stainless steel, or Monel. This washer can have either
internal or external teeth. Each tooth is twisted, one
edge up and one edge down. The top edge bites into the
nut or bolt and the bottom edge bites into the working
surface. It depends on spring action for its locking
feature. This washer can be used only once because the
teeth become somewhat compressed after being used.
LOCK WASHERS
Tab Lock Washers
Lock washers are used whenever the self-locking
or castellated type nut is not used. Sufficient friction is
provided by the spring action of the washer to prevent
loosening of the nut because of vibration. Lock washers
PLAN
BALL SEAT
& SOCKET
Tab lock washers are round washers designed with
tabs or lips that are bent across the sides of a hex nut or
bolt to lock the nut in place. There are various methods
of securing the tab lock washer to prevent it from
turning, such as an external tab bent downward 90
degrees into a small hole in the face of the unit, an
external tab that fits a keyed bolt, or two or more tab
lock washers connected by a bar. Tab lock washers can
withstand higher heat than other methods of safetying,
and can be used safely under high vibration conditions.
Tab lock washers should be used only once because the
tab tends to crystallize when bent a second time.
TAPER PIN
SPECIAL WASHERS
SPECIAL WASHERS
Special washers such as ball seat and socket
washers and taper pin washers are designed for special
applications.
Q5-15.
Washers used in aircraft structures are
grouped into what three general classes?
SUMMARY
TAB LOCK WASHER
STAR LOCK WASHER
In this chapter you have been introduced to the
various types of aircraft hardware used in naval aircraft
and the procedures for maintaining their security. It is
essential that the correct hardware be used at all times
for the safe and efficient operation of naval aircraft.
ANF0529
Figure 5-29.—Various types of washers.
5-20
ASSIGNMENT 5
Textbook Assignment: "Aircraft Hardware," chapter 5, pages 5-1 through 5-20.
5-1.
1.
2.
3.
4.
5-2.
5-4.
5-6.
What marking or bolt dimension indicates the
material of which standard bolts are made, and
if it is a close-tolerance bolt?
1. Bolt diameter
2. Bolt length
3. Head marking
4. Grip length marking
5-10.
What are the main types of screws?
1. Machine, structural, and self-tapping
2. Structural, self-tapping, and fillister head
3. Reed and Prince, Phillips, and common
4. Brazier head, round head, and common
5-11.
What type of screw is used to assemble
structural parts?
1. Machine
2. Structural
3. Self-tapping
4. Fillister head
5-12.
What material is used to make structural
screws?
1. Aluminum alloy
2. Corrosion resistant steel
3. Alloy steel
4. Low-carbon steel
5-13.
What type of screw is normally used to attach
nameplates to castings?
1. Sheet metal self-tapping
2. Machine self-tapping
3. Standard
4. General purpose
If an aircraft bolt becomes unserviceable, you
must consider which of the following bolt
dimensions for its replacement?
1.
2.
3.
4.
Length
Diameter
Head thickness and width
Each of the above
What relation should the grip length have to the
materials being bolted together?
1. It should be less than the diameter of the
bolt
2. It should be less than the thickness of the
bolted materials
3. It should be equal to the thickness of the
bolted materials
4. It should be greater than the thickness of
the bolted materials
5-21
Countersunk
Hex head
Internal wrenching
Clevis
5-9.
American National Aircraft Standard (NS)
National coarse (NC)
National fine (NF)
National good (NG)
The shank area
The threaded area
The unthreaded part of the bolt shaft
The area from the top of the bolt head to
the bottom of the threads
Five
Two
Three
Four
What head style is common to AN, NAS, and
MS aircraft bolts?
1.
2.
3.
4.
Standard numbers
Air Force-Navy numbers
Stock numbers
Cross-reference numbers
What is the grip of a bolt?
1.
2.
3.
4.
5-5.
5-8.
Most aircraft bolts are of what type series
thread?
1.
2.
3.
4.
AN bolts come in what total number of head
styles?
1.
2.
3.
4.
AN
MS
NAS
All of the above
For procurement of aircraft hardware from
supply, the specification number and factory
part number are converted to what numbers?
1.
2.
3.
4.
5-3.
5-7.
Rivets and threaded fasteners are identified by
which of the following prefixes?
5-14.
1.
2.
3.
4.
5-15.
5-17.
5-22.
5-23.
5-24.
Plain hex nuts are NOT used to a great extent
on aircraft structures for which of the following
reasons?
5-18.
5-20.
Wing nut
Plain nut
Castle nut
Castellated shear nut
5-26.
Which of the following nuts, when used to
provide a tight connection, will not loosen
under vibration?
1.
2.
3.
4.
What is the difference between Camloc
high-stress panel fasteners and screws?
To remove an Airloc stud from a panel, you
should take what action?
1.
2.
3.
4.
Self-locking nuts
Castellated shear nuts
Wingnuts
Plain checknuts
5-27.
What are the two general types of self-locking
nuts?
1.
2.
3.
4.
Stud and grommet only
Stud and receptacle only
Grommet and receptacle only
Stud, grommet, and receptacle
1. The deep No. 2 Phillips recess in the stud
head
2. The bushing in which the stud is installed
3. Both 1 and 2 above
4. The deep Reed and Prince recess in the
stud head
What type of nut is commonly used on battery
connections?
1.
2.
3.
4.
5-19.
5-25.
Dzus
Camloc
Airloc
Each of the above
Which of the following parts of a Camloc
fastener are secured to the access door?
1.
2.
3.
4.
1. They require auxiliary safety locking
devices
2. They cannot withstand very large tensional
loads
3. They are not designed to accommodate
cotter pins or safety wire
Machine screws
Structural screws
Self-tapping fasteners
Turnlock fasteners
Which of the following common fasteners is
referred to as a Turnlock fastener?
1.
2.
3.
4.
Castellated shear nut
Castle nut
Plain nut
Wing nut
Elastic stop
Camloc
Flexloc
Boots
Access panels are usually secured to the
aircraft by what type of screws or fasteners?
1.
2.
3.
4.
Structural screws
Machine screws
Self-tapping screws
Setscrews
What nonself-locking nut is used with a
drilled-shank AN hex head bolt?
1.
2.
3.
4.
Which of the following is a nonmetallic type of
self-locking nut?
1.
2.
3.
4.
Standard screws
Standard nuts
Standard bolts
None of the above
Which of the following screws are used to hold
gears on a shaft?
1.
2.
3.
4.
5-16.
5-21.
Which, if any, of the following fasteners may
be replaced by self-tapping screws?
Which of the following is a component of a
heavy duty Dzus fastener but not of a light duty
one?
1.
2.
3.
4.
Boots and Flexloc
Elastic stop and nonelastic stop
All-metal and nonmetallic insert
Flexloc and nonmetallic insert
5-22
Remove the cross pin
Remove the grommet
Remove the snap ring
Saw it into two pieces
Stud
Spring
Grommet
Receptacle
5-28.
1.
2.
3.
4.
5-29.
5-36.
Universal head
Round head
Flat head
Countersunk head
Blind rivets are so named for what reason?
5-37.
1.
2.
3.
4.
5-32.
5-38.
5-39.
Open-end
Closed-end
Externally threaded
Groove shanked
5-40.
1. True
2. False
5-34.
1. To obtain correct cable tension and to make
minor changes in cable length
2. To obtain correct cable tension and to
locate the barrel accurately along the cable
length
3. To make minor changes in cable tension
and to locate the barrel accurately along
the cable length
4. To ensure that one terminal is payed out
and the other payed in at the same rate
5-41.
RF cable
Shielded cable
Twisted cable
Multiconductor cable
What type of cable has a single insulated
conductor with a metallic braided outer
conductor?
1.
2.
3.
4.
5-23
RF cable
Shielded cable
Twisted cable
Multiconductor cable
What type of cable has two or more insulated
conductors twisted together?
1.
2.
3.
4.
What is the purpose of the right- and left-hand
threads in a turnbuckle barrel?
Twisted
Multiconductor
Braided
Stranded conductor
What type of cable has two or more insulated
conductors in the same jacket?
1.
2.
3.
4.
A snap ring is a ring of metal with spring-like
action that can be reused as long as it retains its
shape.
NATOPS manual
IPB
Maintenance instructions manual
General structural repair manual
What type of wire is used for electrical
installations in aircraft maintenance?
1.
2.
3.
4.
Which of the following types of Rivnuts is used
on
sealed
flotation
or
pressurized
compartments?
1.
2.
3.
4.
5-33.
Flathead and countersunk
Brazier and countersunk
Flathead and universal
Countersunk and universal
1/2 inch
5/8 inch
3/4 inch
13/16 inch
If the correct torque value is not specified on
the clamp, which of the following publications
should you consult?
1.
2.
3.
4.
What are two head styles for Rivnuts?
Safety wire
A cotter pin
A self-locking nut
A sheet spring nut
When you are installing a hose between two
duct sections, what is the maximum allowable
distance between the duct ends?
1.
2.
3.
4.
1. Limited space does not allow for a bucking
bar
2. They are self-heading
3. They are lighter than solid shank rivets
4. They retain the stem in position by friction
5-31.
A flat head pin used in a tie-rod terminal should
be secured with what device?
1.
2.
3.
4.
Standard and Special
Special and Blind
Roundhead and Special
Blind and Solid
Which of the following rivets is used where
streamlining is important?
1.
2.
3.
4.
5-30.
5-35.
Which of the following major types of rivets
are used in aircraft construction?
RF cable
Shielded cable
Twisted cable
Multiconductor cable
5-42.
1.
2.
3.
4.
5-43.
5-44.
5-45.
5-46.
5-49.
The part of a connector that is usually mounted
on a part of the equipment is known as what
unit?
1.
2.
3.
4.
Plug
Terminal
Coupling nut
Receptacle
5-50.
Aircraft wires are fastened to studs by what
means?
1. Wrapping
2. Terminal lugs
3. Bonding
4. Twisting
What does the term "safetying" mean?
1. Permanently locking all aircraft nuts and
bolts
2. Checking the aircraft for structural
weaknesses
3. Securing aircraft fasteners so they will not
work loose
4. Thoroughly inspecting all aircraft
fasteners
5-51.
5-48.
1
2
3
4
What example in the figure shows the proper
way to safety wire parts in a closely spaced,
closed geometrical pattern with the single-wire
method?
1.
2.
3.
4.
8
7
6
5
When six widely spaced bolts are being safety
wired by the double-twist method, what
procedure should you follow?
1. A group of three should be the maximum
number safety wired in one series
2. All six should be safety wired in one series
3. They should be safety wired individually
4. The number that can be safety wired by a
24-inch length of wire should be the
maximum number in a series
What is the most common method of safety
wiring?
1. The single-wire, double-twist method
2. The single-twist method
3. The clip-locking method
4. The wire-wrapping method
5-52.
When safety wiring closely spaced bolts, what
is the longest wire you can use to safety wire
the most bolts in a series?
1.
2.
3.
4.
What safety wiring method should be used in
places that are hard to reach?
1. The single-wire method
2. The double-wire method
3. The clip-locking method
4. The wire-wrapping method
5-53.
What examples in the figure show a
single-threaded part wired to a housing or lug?
1. 1 and 2
2. 2 and 3
3. 4 and 5
4. 6 and 7
5-54.
5-24
Single-wire method
Clip-locking method
Double-twist method
Wire-wrapping method
What method is used to safety wire turnbuckles
on older types of aircraft?
1.
2.
3.
4.
What example in the figure shows the correct
way to wire several parts in series?
1. 1
2. 2
3. 3
4. 4
30 inch
24 inch
18 inch
12 inch
What method is used to safety wire turnbuckles
on modern aircraft?
1.
2.
3.
4.
IN ANSWERING QUESTIONS 5-47 THROUGH
5-50, REFER TO FIGURE 5-23 IN THE TEXT.
5-47.
What example in the figure shows the proper
way to wire castellated nuts and studs?
Clip-locking method
Single-wire method
Double-twist method
Wire-wrapping method
5-55.
1.
2.
3.
4.
5-56.
5-60.
What total number of twists should be in a
pigtail that is one-half-inch long?
Six to eight
Five to seven
Three to six
Four to five
1.
2.
3.
4.
Safety wire is installed properly if you observe
which of the following actions?
5-61.
1. The tension of the wire tends to tighten the
bolt or nut
2. The tension of the wire tends to loosen the
bolt or nut
3. The wire is as tight as possible
4. The wire has 5 turns per inch
5-57.
5-58.
Tab washers may be used what total number of
times?
1.
2.
3.
4.
5-62.
Cotter pins
Snap rings
Tab lock washers
Safety wire
One
Two
Three
Four
What are the general classes of washers used in
aircraft structures?
What type of washers are widely used under
AN hex nuts to provide a smooth bearing
surface?
1.
2.
3.
4.
1.
2.
3.
4.
Plain, complex, and special
Plain, lock washer, and special
Castellated, castle, and plain
Castellated, lock, and plain
5-63.
Lock washers are used with what type of nuts?
1.
2.
3.
4.
5-59.
What safetying device should be selected if it
will be subjected to extreme heat and high
vibration?
Castle
Plain hex
Elastic stop
Castellated shear
1.
2.
3.
4.
What class of washer is used under lock
washers to prevent damage to surfaces of soft
material?
1.
2.
3.
4.
A star washer may be used what total number
of times?
One
Two
Three
Four
5-25
Special washers
Star lock washers
Plain washers
Tab lock washers
Special
Castle
Complex
Plain
CHAPTER 6
AIRCRAFT POWER PLANTS
1. Rocket. These are jet propulsion systems that
do not use atmospheric air.
INTRODUCTION
All naval aircraft are engine driven. The early
engines were all reciprocating engines. Today, almost
all are jet propulsion engines. Therefore, this chapter
covers only jet propulsion engines.
2. Ramjet. The ramjet operates as a continuous
thermal duct or athodyd.
3. Pulsejet. The pulsejet operates
intermittent impulse duct.
The jet propulsion principle is the basic concept for
the gas turbine engine. This principle is not a new
concept. Sea creatures use jet propulsion to propel
themselves through the water. The Egyptians built the
first reaction engine around 250 BC. Between 1700 and
1930, technical achievements in engineering,
manufacturing, and metallurgy made the reaction
principle applicable to the development of the gas
turbine engine for jet propulsion. In 1939, the Germans
flew the first aircraft powered by a gas turbine engine,
followed by the British in 1941, and the Americans in
1942. During World War II, Germany was the only
nation to fly a gas turbine-propelled aircraft in actual
combat.
as
an
4. Gas turbine. The gas turbine engine operates as
a continuous turbine-compressor unit.
ROCKET ENGINES
The rocket uses a form of jet propulsion that differs
in basic ways from thermal gas turbine systems. The
rocket does not draw air from the outside to fuel the
combustion process. It carries with it both the fuel and
the oxidizer for combustion. This is a disadvantage for
atmospheric flight, but it is the only way at present to
fuel flight outside the earth's atmosphere. The rocket is
a true jet reaction unit. A brief examination of its
functions clarifies the reaction principle by which all
thermal jet units operate.
There are four types of jet propulsion engines: the
rocket, the ramjet, the pulsejet, and the gas turbine
engine. Of these, the gas turbine engine powers almost
all naval aircraft. There are four types of gas turbine
engines: the turbojet, the turbofan, the turboprop, and
the turboshaft. The turbojet and turbofan engines use
thrust directly. The turboprop and turboshaft engines
use thrust to deliver torque (turning power) to an
airplane propeller or a helicopter rotor. Regardless of
the type, the purpose of an engine is to develop thrust.
This chapter will give you basic information on jet
propulsion engines.
If you burn a hydrocarbon (compound containing
only hydrogen and carbon) in a closed container (fig.
6-1), the heat of the burning fuel is released, causing the
trapped gases to expand rapidly. Because the container
has a closed volume, the temperature and pressure rises
and is uniformly distributed (balanced) in all directions.
Since the force of the rising pressure cannot be released
and is balanced, the container does not move.
JET PROPULSION ENGINES
LEARNING OBJECTIVE: Recognize the
basic operating principles for the four types of
jet propulsion engines, and identify the
components and functions of each type of
engine.
A jet propulsion engine projects a column of air to
the rear at extremely high speeds. The resulting thrust
pushes the aircraft in the opposite (or forward)
direction. Jet propulsion engines are grouped into four
main types:
Figure 6-1.—Combustion in a closed container.
6-1
balloon. The reaction to this acceleration is a force in
the opposite direction. In addition, the amount of force
acting on the balloon is the product of the mass of air
being accelerated times the acceleration of that air.
Since the forces always occur in pairs, we can say that if
a certain force is needed to accelerate a mass rearward,
the reaction to this force is thrust in the opposite
direction (force = thrust, as shown in figure 6-3).
When you burn fuel in a container that has an
opening (or nozzle) at one end, expanding gases rush
out of the nozzle at a high velocity, as shown in figure
6-2. Releasing internal pressure at the nozzle end of the
container leaves an unbalanced pressure at the other
end. The released pressure moves the container in
the direction opposite to that of the escaping gases.
This is the basic operating principle for all jet
engines. Obviously, propulsion depends solely on
internal conditions. The container does not "push
against" external air. In fact, a complete vacuum would
produce even greater force.
RAMJET ENGINES
The ramjet is often described as a flying stovepipe.
It is the simplest of all power plants that use
atmospheric air to support combustion.
The jet propulsion engine operates like a toy
balloon. Newton's third law of motion explains this
operation. This law states "for every acting force there
is an equal and opposite reacting force." Inflate a
balloon. The air pressure inside the balloon, which is
stretching the skin, is greater than the pressure outside
the balloon. If the stem is tied closed, the inside air
pushes in all directions and the balloon will not move.
Place the balloon in a vacuum and release the stem. The
escaping air has nothing to push against, but the balloon
will move in a direction away from the stem, just as it
does in a normal atmosphere.
A ramjet is an appropriately shaped duct, tapered at
both ends, in which fuel is injected and burned at a
constant pressure, as shown in figure 6-4. Except for the
possibility of fuel pumps or other accessories, there are
no moving parts.
The air inlet diffuser of the ramjet engine is
designed to convert the velocity energy of the entering
air into static pressure. This is commonly known as
ram. During the inlet process, fuel is injected into the
airstream, where it is well mixed with the air so that it
will burn readily. At about the point of highest pressure
in the engine, combustion is initiated and the fuel-air
mixture is burned. The gases of combustion and the
heated air expand, thus air is ejected from the exit
nozzle at a much higher velocity than it had when it
entered the engine. This change in the velocity of the
entering and departing air results in the thrust.
Releasing the stem removes a section of skin on the
side of the balloon against which the air has been
pushing. On the side directly opposite the stem,
however, the air continues to push on an equal area of
skin. The continued push of air on this area causes the
balloon to move in the direction away from the stem.
The acting force that Newton's third law refers to is
the acceleration of the escaping air from the rear of the
PULSEJET ENGINES
The pulsejet engine is a member of the athodyd
(aero-thermodynamic-duct) family, since it does not
have a compressor or a turbine.
The pulsejet engine differs from the ramjet in that
the inlet duct is sealed with a disc that incorporates
flapper valves. The purpose of the flapper valves is to
provide the required air intake system, seal the
high-pressure gases in the combustion chamber, and
prevent their escape out the inlet duct during the
combustion cycle. A pulsejet engine consists
essentially of a diffuser, an air valve bank (automatic or
Figure 6-2.—Principle of jet propulsion.
6-2
Figure 6-3.—Balloon as a jet engine.
Figure 6-4.—The ramjet engine.
6-3
Figure 6-5.—The pulsejet engine.
mechanical), a combustion chamber, and a tailpipe or
exit nozzle, as shown in figure 6-5.
INLET DUCT.—The inlet duct is an opening in
the front of the aircraft that allows outside (ambient) air
to enter the engine. The compressor compresses the
incoming air and delivers it to the combustion (or
burner) section. In the combustion chamber, fuel is
sprayed into and mixed with the compressed air. An
igniter then ignites the fuel-air mixture. The burning
mixture continues to burn in the presence of the proper
fuel-air mixture. The fuel-air mixture burns at a
relatively constant pressure. Only about 25 percent of
the air is used in the combustion process. The rest of the
air (75 percent) is mixed with the combustion products
(exhaust) for cooling before the gases enter the turbine
section.
While the ramjet will deliver no static thrust, the
pulsejet engine can produce static thrust. However, the
thrust developed under static conditions is not sufficient
to enable a pulsejet aircraft or guided missile to take off
under its own power, at least not on conventional
runways. Consequently, missiles or other devices
powered by pulsejet engines must be boosted to
self-sustaining flight speeds by catapults or rockets.
Possible applications for the pulsejet engine, other
than for powering pilotless military weapons, include
flight research, powering helicopters by attaching small
pulsejet engines to the rotor blade tips, and emergency
power plants for small aircraft and gliders.
The turbine section extracts and uses a major
portion of the energy in the gas stream to turn the
compressor and accessories. After leaving the turbine,
the remaining pressure forces the hot gases through the
engine exhaust duct at very high speeds. The air that
GAS TURBINE ENGINES
As stated earlier, there are four types of gas turbine
engines: turbojet, turboprop, turboshaft, and turbofan.
Each of these engines is briefly discussed in the
following paragraphs.
Turbojet Engines
There are over 40 different Navy models of the
turbojet engine. The A-6 and T-2 are examples of
aircraft that use this direct thrust engine. The turbojet
engine consists of five major components: an inlet
duct, a compressor, a combustion chamber (or
chambers), a turbine (or turbines), and an exhaust cone
assembly, as shown in figure 6-6.
Figure 6-6.—Five major components of the turbojet.
6-4
entered the inlet is now expelled at a much higher speed
than when it entered. This causes the engine thrust.
COMPRESSOR.—The axial-flow compressor is
made up of a series of rotating blades and a row of
stationary stator vanes, as shown in figure 6-7. A row of
rotating blades and stator vanes is called a stage. The
entire compressor is made up of a series of alternating
rotor blade and stator vane stages.
You recall that the compressor provides
high-pressure air to the combustion chamber (or
chambers). The compressor delivers outside air
(ambient) to the inlet section and passes this air through
the inlet guide vanes. In turn, the inlet guide vanes
deflect the air in the direction of compressor rotation.
The rotating blades arrest the airflow and pass it to a set
of stationary stator vanes. The air is again deflected and
picked up by another set of rotating blades, and so on
through the compressor. The pressure of the air
increases each time it passes through a set of rotors and
stators because the areas of the rotors and stators get
smaller, as shown in figure 6-8.
Figure 6-8.—Five-stage compressor.
turbine assembly. This configuration makes possible
high compressor pressure ratios, which are necessary
for efficient high-altitude operations.
Another development was necessary to eliminate
compressor stall in turbojet engines. The axial
compressor, especially with fixed blading, was subject
to stalling. Compressor stall was normally caused by a
breakdown of the airflow through a few stages of the
compressor. Compressor stall could progress until the
complete unit stalled.
One development in the axial-flow engine is the
split spool compressor. This compressor (fig. 6-9) uses
two rotors of nine and seven stages, respectively. An
assigned wheel drives each rotor of the axial three-stage
There are two methods to eliminate compressor
stall. The compressor bleed-air system and the variable
vane system. The compressor bleed-air system bleeds
off approximately 10 percent of the front compressor
discharge air. It reduces the amount of air available to
the rear compressor. This provides a surge-free
operation throughout the critical speeds of the engine.
The variable vane system changes the position of the
inlet guide vanes and the stator vanes to avoid
compressor stall. This action maintains the velocity of
the air (and the angle at which it strikes the blades)
within acceptable limits for low airflow conditions. It
also permits high airflow with a minimum of
restriction.
Figure 6-7.—Stator and rotor components of an axial-flow
compressor.
Figure 6-9.—Dual rotor turbine for split spool compressor.
6-5
stabilization zone. This zone acts as a continuous pilot
for the rest of the burner. Air entering the downstream
part of the liner provides the correct mixture for
combustion. This air also creates the intense turbulence
necessary for mixing the fuel and air and for
transferring energy from the burned to the unburned
gases.
COMBUSTION CHAMBER.—The efficiency
and performance of a turbine power unit depend on the
type of combustion system used. The basic
requirements for a satisfactory system are a high rate of
burning, minimum pressure drop, small bulk, and light
weight. The system must be consistent in operation
over a wide range of loads and altitudes, with no
tendency to flood with fuel or suffer combustion
blowout. Combustion blowout is a flame failure, and it
is primarily a problem in high-altitude operation.
Starting must be easy and positive, both on the ground
and in the air. Combustion must be complete to avoid
formation of carbon deposits.
Since an engine usually has two igniter plugs, cross
ignition tubes are necessary in the can and can-annular
types of burners. These tubes allow burning to start in
the other cans or inner liners. Axial-flow engines use
either an annular or the can-annular (fig. 6-10) type of
combustion chamber. The igniter plug is usually
located in the upstream reverse flow region of the
burner. After ignition, the flame quickly spreads to the
primary (combustion) zone. This zone contains the
correct proportion of air to completely burn the fuel. If
all the air flowing through the engine were mixed with
the fuel at this point, the mixture would be outside the
combustion limits for the fuel normally used.
Therefore, only about one-third to one-half of the air is
allowed to enter the combustion zone of the burner.
About 25 percent of the air actually takes part in the
combustion process.
Fuel enters the front of the burner as an atomized
spray or in a prevaporized form. Air flows in around the
fuel nozzle and through the first row of combustion air
holes in the liner. Air near the burner nozzle stays close
to the front liner wall for cooling and cleaning
purposes. Air entering through opposing liner holes
mixes rapidly with the fuel to form a combustible
mixture. Air entering the forward section of the liner
recirculates and moves upstream against the fuel spray.
During combustion, this action permits rapid mixing
and prevents flame blowout by forming a low-velocity
Figure 6-10.—Can-annular combustion chamber components and arrangements.
6-6
Figure 6-11.—Airflow through a can-annular chamber.
Gases that result from the combustion process have
temperatures of approximately 3,500<F (1,900<C).
Before entering the turbine, these gases must be cooled
to about half this value. The design of the turbine and
the materials used in its makeup determine the
temperature to which the gases must be cooled.
Secondary air, which enters through a set of relatively
large holes located toward the rear of the liner, dilutes
and cools the hot gases. The liner must also be
protected from the high temperatures of combustion.
This is usually done by cool air introduced at several
different places along the liner. The cool air forms an
insulating blanket between the hot gases and the metal
walls, as shown in figure 6-11.
The remaining 25 percent produces the necessary
thrust.
TURBINE.—The turbine assembly drives the
compressor and accessories by extracting some of the
energy and pressure from the combustion gases. In a
typical jet engine, about 75 percent of the power
produced internally is used to drive the compressor.
The nozzle assembly consists of the nozzle guide
vanes and the stator ring/shroud ring, as shown in figure
6-12. The guide vanes are made up of high-temperature
alloy. They are fitted into or welded to the stator
ring/shroud.
The turbine consists of a nozzle assembly and a
rotating blade assembly. The hot gases from the
combustion chamber flow through the turbine nozzle
assembly and are directed against the rotating turbine
disk blades. The rotating blade assembly (turbine rotor)
is made up of a steel shaft and disk. High-temperature
alloy blades are locked into grooves cut in the periphery
of the disk. The entire turbine rotor is statically and
dynamically balanced. In some units, the turbine
compressor rotors are mounted on the same shaft. In
other units they are mounted on separate shafts that are
connected during assembly.
Figure 6-12.—Turbine rotor and nozzle.
6-7
gases. The cone eliminates turbulence in the emerging
jet, thereby giving maximum velocity.
The inner cone is usually attached to the outer cone
by streamlined vanes called brace assemblies. The
exhaust cone itself is usually made of stainless steel
sheets, reinforced at each end with stainless steel
flanges. As much heat energy as possible is kept within
the exhaust cone. A covering of layers of aluminum foil
or other material acts as insulation for the cone.
Turboprop Engines
There are numerous models of the turboprop
engine. The P-3 and E-2 aircraft are examples of
aircraft that use turboprop engines.
The turboprop engine was developed to provide the
power requirements for aircraft of greater size, carrying
capacity, range, and speed. The turboprop engine is
capable of developing 2 1/2 horsepower per pound of
weight.
The turboprop converts most of its gas-energy into
mechanical power to drive the compressor, accessories,
and a propeller. The additional turbine stages needed to
drive the extra load of a propeller create the
low-pressure, low-velocity gas stream. A small amount
of jet thrust is obtained from this gas stream.
Figure 6-13.—Typical exhaust cone assembly.
The turboprop engine (fig. 6-14) consists of three
major assemblies: the power section, the torquemeter
assembly, and the reduction gear assembly. The
propeller assembly mounts on the reduction gear
assembly to provide aircraft thrust.
EXHAUST CONE ASSEMBLY.—The exhaust
cone (fig. 6-13), attached to the rear of the turbine
assembly, is a tapered, cylinder-shaped outlet for the
Figure 6-14.—T56 turboprop engine.
6-8
efficiently. This engine operates at a constant rpm. The
propeller blade angle changes for an increase or
decrease in power while the engine rpm remains the
same.
POWER SECTION.—The power section
consists of an axial-flow compressor, a combustion
chamber, a multi-stage turbine, and an exhaust section.
The last two stages of the turbine are used to drive the
propeller using the torquemeter assembly and the
reduction gear assembly.
The typical propeller assembly for a turboprop
engine (fig. 6-15) consists of a front and rear spinner
assembly, a hub-mounted bulkhead assembly, the dome
assembly, four blades, an afterbody fairing assembly,
and a propeller control assembly. The propeller
assembly converts the power developed by the engine
into thrust as efficiently as possible under all operating
conditions.
TORQUEMETER ASSEMBLY.—The torquemeter assembly electronically measures the torsional
deflection (twist). Torsional deflection occurs in the
power transmitting shaft that connects the power
section to the reduction gear assembly. This torsional
deflection is recorded as horsepower.
REDUCTION GEAR ASSEMBLY.—The
reduction gear assembly reduces the engine rpm within
the range of efficient propeller rpm. The ratio on some
installations is as high as 12 or 13 to 1. This large
reduction ratio is necessary because the gas turbine
must operate at a very high rpm to produce power
Turboshaft Engines
There are many different models of this type of
engine. The H-46 and H-53 helicopters are examples of
aircraft that use this engine.
Figure 6-15.—Propeller assembly and associated parts.
6-9
6-10
Figure 6-16.—Turboshaft gas turbine engine.
located to the rear of the compressor drive turbine may
also drive the fan.
Turboshaft engines have a high power-to-weight
ratio and are widely used in helicopters. Figure 6-16
shows a typical turboshaft engine.
The fan draws in more air than the compressor of a
turbojet engine because of the larger area of the inlet.
Because the larger amount of air is compressed and
accelerated by the fan, the air completely bypasses the
burner and turbine sections of the engine and exits
through the fan exit ducts. Since the air is not heated by
burning fuel to obtain thrust, the turbofan engine has
lower fuel consumption. To develop thrust, the turbofan
engine accelerates a large amount of air at a relatively
low velocity, which improves its propulsion efficiency.
This engine is an axial-flow turboshaft engine
incorporating the free turbine principle. It is comprised
of a compressor, combustor, gas generator turbine, and
power turbine. The engine is equipped with a control
system that modulates fuel flow to maintain constant
power turbine output speed for a given speed selector
setting in the governed range. This system maintains
the selected speed by automatically changing the fuel
flow to increase or decrease gas generator speed. The
pilot determines the speed by positioning the power
lever. The control system provides automatic protection against compressor stall, turbine overtemperature,
overspeed of either turbine assembly, and combustion
flameout.
Compared to the turbojet, the turbofan engine has a
low engine noise level. The low noise level results from
the lower gas velocity as it exits the engine tailpipe.
One reason for the decreased velocity is an additional
turbine stage in the engine. This additional turbine
stage extracts power from the exhaust gases to drive the
fan.
An emergency throttle system is provided for use in
case of fuel control failure. A starter, mounted at the
nose of the engine, drives the gas generator rotor and
engine accessories for engine starting. The engine is
installed with its nose facing forward and supported by
engine mounts bolted to the aircraft fuselage. Air is
supplied to the engine through the inlet air duct, located
inside the right-hand side door of the center nacelle. An
alternate air door is attached to the duct by a hinge. Air
is supplied through the alternate air door when an
insufficient amount of air comes into the engine
through the main air duct. The engine is installed so that
with the nacelle removed, all accessories and
components can be easily reached and maintained.
The aircraft powered by a turbofan engine has a
shorter takeoff distance and produces more thrust
during climb than a turbojet of approximately the same
size. This extra thrust allows the turbofan aircraft to
take off at a much higher gross weight.
Gas Turbine Engine Component Controls,
Systems, And Sections
In addition to the five major components discussed
as part of the turbojet engine, there are numerous
controls, systems, and sections that are common to all
four types of gas turbine engines. Among the more
important of these are the fuel control, lubrication
system, ignition system, and accessory section.
Turbofan Engines
There are also many different models of this type of
engine. The S-3, AV-8, and F/A-18 are examples of
aircraft that use this engine.
FUEL CONTROL.—Depending upon the type of
engine and the performance expected of it, fuel controls
may vary in complexity. They may range from simple
valves to automatic computing controls containing
hundreds of intricate, highly machined parts.
The turbofan engine (fig. 6-17) is similar to the
turboprop, except a fan replaces the turboprop
propeller. One basic operational difference between the
two engines is the airflow. The fan is inside a cowling,
and as a result the airflow through the fan is unaffected
by the aircraft's speed. These factors eliminate loss of
operational efficiency at high speeds, which limits the
maximum airspeed of propeller-driven (turboprop)
aircraft.
The pilot of a gas turbine powered aircraft does not
directly control the engine. The pilot's relation to the
power plant corresponds to that of the bridge officer on
a ship. The bridge officer obtains engine response by
relaying orders to an engineer below deck, who, in turn,
actually moves the throttle of the engine.
Modern fuel controls are divided into two basic
groups, hydromechanical and electronic. The controls
sense some or all of the following engine operating
variables:
The turbofan engine has a duct-enclosed fan
mounted at the front or rear of the engine. The fan runs
at the same speed as the compressor, or it may be
mechanically geared down. An independent turbine
1. Pilot's demands (throttle position)
6-11
6-12
Figure 6-17.—Turbofan engine.
upon the efficiency of the seals. However, oil can be
lost through internal leakage, and, in some engines, by
malfunctioning of the pressurizing or venting system.
Oil sealing is very important in a jet engine. Any
wetting of the blades or vanes by oil vapor causes
accumulation of dust or dirt. Since oil consumption is
so low, oil tanks are made small to decrease weight and
storage problems.
2. Compressor inlet temperature
3. Compressor discharge pressure
4. Burner pressure
5. Compressor inlet pressure
6. RPM
7. Turbine temperature
The main parts of the turbine requiring lubrication
and cooling are the main bearings and accessory drive
gears. Therefore, lubrication of the gas turbine engine
is simple. In some engines the oil operates the
servomechanism of fuel controls and controls the
position of the variable-area exhaust nozzle vanes.
The more sophisticated fuel controls sense even more
operating variables.
The fuel control is the heart of the gas turbine
engine fuel system. This complex device schedules fuel
flow to the engine combustion chamber. It
automatically provides fuel flow as dictated by the
operating conditions of the engine (temperature,
pressures, altitude, throttle position, etc.).
Because each engine bearing gets its oil from a
metered or calibrated opening, the lubrication system is
known as the calibrated type. With few exceptions, the
lubricating system is of the dry sump design. This
design carries the bulk of the oil in an airframe or
engine-supplied separate tank. In the wet sump system,
the oil is carried in the engine itself. All gas turbine
engine lubrication systems normally use synthetic oil.
The fuel control combines the inputs of throttle
position, compressor discharge pressure, compressor
inlet temperature, and engine speed to produce the fuel
flow to operate the engine. The fuel control governs the
engine speed by controlling fuel flow. Fuel flow
variations are limited to ensure fast stall-free
acceleration and deceleration. During throttle bursts,
the fuel control also postpones the initiation of the
afterburner operation (if installed) to achieve the fastest
possible acceleration.
Figure 6-18 shows components that usually make
up the dry sump oil system of a gas turbine engine.
IGNITION SYSTEM.—Modern gas turbine
engines use high voltage and a spark of high heat
intensity. The high-energy, capacitor-discharge type of
ignition system provides both high voltage and an
exceptionally hot spark. This system assures ignition of
the fuel-air mixture at high altitudes.
LUBRICATION SYSTEM.—The oil lubrication
systems of modern gas turbine engines vary in design
and plumbing. However, most systems have units that
perform similar functions. In a majority of cases, a
pressure pump or system furnishes oil to lubricate and
cool several parts of the engine. A scavenging system
returns the oil to the tank for reuse. Overheating is a
problem in gas turbine engines. Overheating is more
severe after the engine stops than while it is running.
Oil flow, which normally cools the bearings, stops. The
heat stored in the turbine wheel now raises the
temperature of the bearings much higher than when the
engine was running. The oil moves heat away from
these bearings to prevent overheating. Most systems
include a heat exchanger to cool the oil. Many systems
have pressurized sumps and a pressurized oil tank. This
equipment ensures a constant head pressure to the
pressure lubrication pump to prevent pump cavitation
at high altitudes.
There are two types of capacitor discharge ignition
systems. The high-voltage and the low-voltage systems
with dc or ac input. The high-voltage system produces a
double spark. The double spark is a high-voltage component. This component ionizes (makes conductive)
the gap between the igniter plug electrodes so that the
high- energy, low-voltage component may follow. In
the low-voltage system, the spark is similar to the highvoltage system, but uses a self-ionizing igniter plug.
WARNING
Because of the high power in these ignition
systems, you must be careful to prevent a lethal
electrical shock from capacitors. Always avoid
contact with leads, connections, and components
until the capacitors have been grounded and are
fully discharged.
Oil consumption is relatively low in a gas turbine
engine compared to a piston-type engine. Oil
consumption in the turbine engine primarily depends
6-13
6-14
Figure 6-18.—Dry sump oil system.
describes how air escaping from the rear of a
balloon propels the balloon in the opposite
direction. What law does this illustrate?
Figure 6-19 shows a typical spark igniter.
ACCESSORY SECTION.—The accessory
section of the gas turbine engine is usually mounted
beneath the compressor section. This section contains
an accessory drive gearbox, a housing (case), and
provisions for mounting the engine-driven accessories
(constant speed drive transmission, fuel and oil pumps,
and electrical and tachometer generators, etc.). In gas
turbine engines with air turbine starters, the starter is
mounted on the forward face of the accessory gearbox.
The accessory gearbox also includes many of the gas
turbine engine's internal lubrication system
components.
Q6-4. What is the simplest power plant that uses
atmospheric air to support combustion?
Q6-5. What jet engine doesn't have either a
compressor or a turbine and can't take off
under its own power?
Q6-6. What are the four types of gas turbine
engines?
Q6-7. What are the five major components of a
turbojet?
Q6-1. What are the four types of jet propulsion
engines?
Q6-8. What are the three major assemblies of the
turboprop engine?
Q6-2. Describe the basic operating principle for all
jet engines.
Q6-9. Turboshaft engines are normally found on
what type of aircraft?
Q6-3. The law that states "for every acting force
there is an equal and opposite reacting force"
Figure 6-19.—Spark igniter.
6-15
A cycle is a process that begins with certain
conditions and ends with those same conditions. The
Brayton Cycle is illustrated in figure 6-20. Note that in
the gas turbine engine, each cycle is not only performed
continuously, but also by a separate component
designed for its particular function.
Q6-10.
What is the major difference between a
turboshaft and a turbofan engine?
Q6-11.
What is the heart of the gas turbine fuel
system?
Q6-12.
List some of the engine-operating variables
that are sensed by modern fuel controls.
Q6-13.
What are the two main parts of a turbine that
need lubrication?
Q6-14.
In most lubricating systems, a pressure pump
or system provides oil that lubricates and
cools. What system returns the oil to the tank
for reuse?
Q6-15.
What is the difference between low- and highvoltage capacitor discharge ignition
systems?
Q6-16.
Since all of the events are going on continuously,
we can say that all gas turbine engines work on an open
cycle. Figure 6-20 compares the cycles of operation of a
piston-type (reciprocating) engine and a gas turbine
engine. The piston-type engine produces power by
intermittent combustion. The gas turbine engine
produces power continuously.
Q6-17.
What is the Brayton cycle?
ENGINE IDENTIFICATION
LEARNING OBJECTIVE: Identify the two
engine designation systems to include
symbols, numbers, indicators, and special
designators.
Where is the accessory section of the gas
turbine engine usually mounted?
THE BRAYTON CYCLE
LEARNING OBJECTIVE: Recognize the
Brayton cycle and its application to gas turbine
and jet engines.
Presently two engine designation systems identify
aircraft power plants. One system is described in Air
Figure 6-20.—A comparison of turbojet and reciprocating engine cycles.
6-16
Table 6-1.—Aircraft Letter Symbols and Engine Types
SYMBOL
has no provisions for Army designation. T56-A-14 is
an example of this systems designation number.
ENGINE TYPE
R
Internal combustion, air-cooled,
radial engine (reciprocating)
J
Aviation
engine)
T
Aviation gas turbine (turboprop and
turboshaft engines)
TF
Turbofan engine
PJ
Pulsejet engine
RJ
Ramjet engine
gas
turbine
Type Symbols
The first part of the designation system is a letter
(or letters) that indicates each basic engine type. Table
6-1 shows the letter symbols that identify engine types.
(turbojet
A number follows the first letter symbol. The using
armed service assigns the number used in conjunction
with the letter symbol as follows:
! The number 30 for the Navy. The Navy has
even numbers.
! The number 31 for the Air Force. The Air
Force has odd numbers.
Force-Navy Aeronautical (ANA) Bulletin No. 306M.
The other system, MIL-STD-1812 designation system,
includes all newly developed (Air Force, Army, and
Navy) gas turbine engines.
The designation of odd or even numbers does not
restrict the use of the engine to the sponsoring service.
Aircraft engines, regardless of type designation, are
used by various services, depending on their
applicability for a particular aircraft. In some instances,
engines are made interchangeable for a particular
airframe.
These designation systems use standard symbols to
represent the types and models of engines now used in
military aircraft.
ANA BULLETIN NO. 306M DESIGNATION
SYSTEM
Manufacturer's Symbol
The following paragraph describes the ANA
Bulletin No. 306M designation system. This system
The second part of the designation is a dash and a
letter symbol that indicates the engine manufacturer.
Some of the manufacturers are listed in table 6-2.
Table 6-2.—Engine Manufacturers
MANUFACTURER
SYMBOL
MANUFACTURER
AD
Allison Division, General Motors Corp.
BA
Bell Aircraft Company
CA
Continental Aviation and Engineering Corp.
CP
United Aircraft of Canada Ltd.
GA
AiResearch Division, Garrett Corp.
GE
General Electric Company
LA
Lockheed Aircraft Company
LD
Lycoming Division, Avco Corp.
MD
McDonald-Douglas, Aircraft Company
PW
Pratt and Whitney Aircraft Division, United Aircraft Corp.
RR
Rolls Royce, Ltd.
WA
Curtis-Wright Corp
WE
Westinghouse Electric Company
6-17
The engine is then approved for installation in a
production aircraft.
Special manufacturer's symbols may be assigned
when two manufacturers are jointly producing an
engine. In these instances, the manufacturer's symbol is
one letter from each of the manufacturers' symbols.
The following is an example of a complete ANA
Bulletin No. 306M engine designation number:
Model Numbers
T56-A-14
The third part of the designation is a dash and a
number indicating the model number.
! T—Turboprop
! 56—Navy developed
! Navy numbers begin with 2, and they continue
with consecutive even numbers. All even
model numbers are assigned to engines
approved by the Naval Air Systems Command.
! A—Allison
! 14—Navy model
The ANA Bulletin No. 306M designation system is
effective until each engine manufactured before the
introduction of MIL-STD-1812 is modified or deleted
from service.
! Air Force numbers begin with 1 and continue
with consecutive odd numbers.
Each engine design has only one type and model
designation for both the Air Force and Navy. For
example, the Navy may wish to use an engine that has
Air Force-approved type and model numbers. The
Navy may use those numbers without change, provided
there are no engine changes. If the Air Force wants to
use a Navy-approved type engine, but requires minor
engine production changes, the Air Force must use the
Navy type designation. The Air Force then assigns its
own model designation (which begins with the number
1 and progresses with consecutive odd numbers) to the
modified engine, regardless of the Navy model number.
This model number is actually a modification number.
It tells which service made the last production change
to the engine for a particular aircraft application.
MIL-STD-1812 DESIGNATION SYSTEM
This engine designation system is made up of
three-digit numerals and model numbers. It is used on
all newly developed gas turbine engines. Existing
engines receive a new three-digit model number
whenever there are major changes in engine
configuration or design. In most instances the old
two-digit indicator will be retained. The
MIL-STD-1812 engine designation system applies to
all the armed services—Air Force, Navy, and the Army.
The complete designation system has three
parts—the type indicator, the manufacturer's indicator,
and the model indicator. Special designations in this
system are the same as those discussed under the ANA
Bulletin No. 306M system (X or Y preceding the basic
designation).
Special Designations
The letter X or Y preceding the basic designation
signifies a special designation.
Type Indicator
The prefix letter X is a basic engine designation
signifying the experimental and service test of a
particular engine. This prefix letter is removed after
tests prove the engine can perform as it should under all
operating conditions.
The first part is the type indicator. It consists of the
type letter symbol and the type numeral. Letter type
symbols are shown in table 6-3:
Table 6-3.—Engine Type Indicator
The prefix letter Y indicates a Restricted Service
designation. It indicates that the engine will not, or is
not expected to, perform satisfactorily under all
operating conditions. It is applied to an engine with a
specific function or that has completed a 150-hour
qualification test only. Upon satisfactorily completing
the qualification testing, the Y designation is dropped.
INDICATOR
6-18
ENGINE TYPE
J
Turbojet
T
Turboprop/Turboshaft
F
Turbofan
POWER PLANT SAFETY
PRECAUTIONS
The type numerals and type letter symbol are
assigned consecutively by each of the services. The
numerals begin as follows:
LEARNING OBJECTIVE:
Recognize
power plant safety precautions that apply to the
intake ducts, exhaust area, and engine noise.
! 100—Air Force
! 400—Navy
Operational readiness of a maximum number of
aircraft power plants is necessary if naval aviation is to
successfully perform its mission. Keeping aircraft and
power plants in top operating condition is the principal
function of naval aviation maintenance personnel. This
maintenance work must be performed without injury to
personnel.
! 700—Army
Model Indicator
The third part is the model indicator. It is a dash and
a model number, or a dash and a model number with a
suffix letter.
! 400—Navy
Every person connected with power plant
maintenance is responsible for discovering and
eliminating unsafe work practices. In the following
section, we will discuss a few standard safety
precautions. You must follow these precautions to
prevent injury to yourself or others working on or near
aircraft jet engines.
! 700—Army
INTAKE DUCTS
Each configuration of the engine has an assigned
model number. Each of the services assigns a block of
numbers that are used consecutively.
! 100—Air Force
The air intake ducts of operating jet engines are an
extreme hazard to personnel working near the aircraft.
Ducts are also a hazard to the engine itself if the area
around the front of the aircraft is not kept clear of
debris. The air intake duct develops enough suction to
pull an individual, or hats, eye glasses, etc., into the
intake. The hazard is obviously greatest during
maximum power settings. Protective screens for the
ducts are part of the aircraft's ground-handling
equipment. These screens must be installed prior to all
maintenance turnups.
NOTE: If one service uses another services'
designated engines, the designation remains the same
unless a model change is required. Only in this case will
the model indicator change to indicate the engine has
been modified.
F401-PW-400 is an example of a MIL-STD-1812
engine designation.
! F
Turbofan
! 401
Second Navy turbofan in designation
system
! PW
Pratt and Whitney Aircraft Division,
United Aircraft Corporation
! 400
EXHAUST AREA
Jet engine exhausts create many hazards to
personnel. The two most serious hazards are the high
temperature and the high velocity of the exhaust gases
from the tailpipe. High temperatures are present several
hundred feet from the tailpipe. The closer you get to the
aircraft, the higher the exhaust temperatures and the
greater the danger.
First Navy model of this particular
engine
Q6-18.
What are the two engine designation systems
used to identify aircraft power plants?
Q6-19.
What does the letter X or Y preceding the
basic designation signify?
Q6-20.
What are the three parts of
MIL-STD-1812 designation system?
Q6-21.
F401-PW-400 is an example of what engine
designation system?
When a jet engine is starting, sometimes excess
fuel will accumulate in the tailpipe. When this fuel
ignites, long flames shoot out of the tailpipe at very
high velocity. You will want to stay clear of this danger
at all times.
the
6-19
peculiar to your squadron. The life you save may be
your own.
ENGINE NOISE
Jet engine noise can cause temporary or permanent
hearing loss. Hearing loss occurs when your
unprotected ear is exposed to high sound intensities for
excessive periods of time. The higher the sound level,
the less time it takes to damage your hearing. Without
ear protection, persons exposed to sound intensities
above 140 dB (decibels) for any length of time may
suffer serious hearing damage. You must wear proper
ear protection at all times. You should wear double
hearing protection when working around turning
aircraft.
Q6-22.
What device must be installed before all
maintenance turnups?
Q6-23.
List the two most serious hazards when
working around engine exhausts?
Q6-24.
Why should you wear ear protectors when
working around jet engines?
SUMMARY
In this chapter, you have been introduced to jet and
gas turbine engines. You have learned basic operating
principles and how various parts of these engines
operate.
As an Airman, you must be familiar with all
aircraft general safety precautions as well as those
6-20
ASSIGNMENT 6
Textbook Assignment: "Aircraft Power Plants," chapter 6, pages 6-1 through 6-20.
6-1.
1.
2.
3.
4.
6-2.
6-8.
One
Two
Three
Four
The gas turbine engine powers almost all Navy
aircraft.
6-9.
1.
2.
3.
4.
6-5.
6-10.
Jet propulsion engine operations can be explained by which of the following laws of
motion?
1.
2.
3.
4.
6-6.
For travel above the atmosphere
For travel within the atmosphere
To take the place of hydrogen
To take the place of carbon
Compression
Propulsion
Combustion
Cooling
A compressor stage consists of what row(s) of
blades or vanes?
1.
2.
3.
4.
Rocket engines carry their own oxidizer for
combustion for what primary reason?
Six
Five
Three
Four
Most of the air taken into the combustion
chamber of a jet engine is used for what
purpose?
1.
2.
3.
4.
1. True
2. False
6-4.
A basic gas turbine engine consists of what
total number of major sections?
1.
2.
3.
4.
Romans
Egyptians
Greeks
Babylonians
Naval aircraft jet propulsion engines may be
identified by what total number of categories?
1.
2.
3.
4.
6-3.
6-7.
In 250 B.C., the first reaction engine was built
by what group of people?
Rotating blades only
Stator vanes only
Rotating blades and stator vanes
Three or more rows of rotating blades and
stator vanes
In a compressor, the air pressure increases each
time it passes through a set of rotors and stators
for which of the following reasons?
1. The areas of the rotors and stators gets
larger
2. The areas of the rotors and stators gets
smaller
3. The spool area of the stators increases
4. The spool area of the rotors increases
Newton's first
Newton's second
Newton's third
Newton's fourth
6-11.
When the stem of an inflated balloon is released, what action causes the balloon to move
forward?
1. The force of the escaping air
2. The low-pressure area against the front of
the balloon
3. The pressure from inside the balloon
pushing against the outside air
4. The pressure of the air on the inside of the
balloon directly opposite the open stem
Since the initial appearance of the split-spool
compressor engine, the potential thrust of
today's engines has been boosted considerably.
These compressors are driven individually by
what means?
1.
2.
3.
4.
6-21
The turbine assembly
Separate wheels of the turbine assembly
The rotor assembly
The stator assembly
6-12.
Compressor stalls may be eliminated by using
which of the following systems?
1.
2.
3.
4.
6-13.
Back of the combustion chamber
Top of the combustion chamber
Front of the combustion chamber
Bottom of the combustion chamber
One
Two
Three
Four
Guide vanes
Drilled holes
Flame tubes/cross ignition tubes
Louvers
What percent of the air in the combustion
chamber actually takes part in the combustion
process?
1.
2.
3.
4.
6-18.
Light weight
A minimum pressure drop
A high rate of burning
Can-annular design
6-21.
Turbine blades are normally made from what
material alloy?
1. Copper
2. Aluminum
3. Magnesium
4. Steel
6-22.
What is the function of the inner cone in the
exhaust section?
1. To eliminate exhaust gas turbulence
2. To direct air to the outer exhaust cone
3. To give support to the exit guide vanes
4. To cool the turbine wheel
6-23.
The inner cone is attached to the outer cone by
what means?
1. Copper alloy tubes
2. Streamlined vanes called brace assemblies
3. Stainless steel sheets
4. Tapered cylinder-shaped brackets
6-24.
The exhaust cone is made from what material?
1. Aluminum alloy
2. Stainless steel sheets
3. High-temperature alloy
4. Low-temperature alloy
6-25.
What material is used to insulate the cone?
1. High-temperature alloy
2. Copper sheets
3. Aluminum alloy sheets
4. Aluminum foil
6-26.
The turboprop engine is capable of developing
what maximum horsepower per pound of
weight?
1.
1/2 hp
2. 1 1/2 hp
3. 2
hp
4. 2 1/2 hp
The flame from the chambers containing the
igniter plugs is spread to the remaining
chambers through what design feature?
1.
2.
3.
4.
6-17.
The flowing gases from the combustion
chamber of a turbojet engine act directly
against what engine component?
1. Impeller
2. Compressor
3. Turbine disk blades
4. Auxiliary equipment
A gas turbine engine normally has provisions
for what total number of igniter plugs in the
combustion chamber?
1.
2.
3.
4.
6-16.
6-20.
Fuel is introduced into the combustion
chamber at what location?
1.
2.
3.
4.
6-15.
What function does the turbine assembly
serve?
1. It develops exhaust gas power
2. It reduces the speed of the compressor
3. It increases the turbine gas temperatures
4. It drives the compressor
Which of the following is NOT a basic
requirement for a satisfactory and efficient
combustion chamber system?
1.
2.
3.
4.
6-14.
Rotor vane and stator vane system
Inlet guide vane and stator vane system
Front and rear compressor system
Compressor bleed-air system and variable
vane system
6-19.
25%
35%
45%
55%
Secondary air is used in the combustion
chamber for what purpose?
1.
2.
3.
4.
To dilute and cool the hot gases
To help the combustion process
To drive the compressor
To drive the turbine
6-22
6-27.
A turboprop engine has what total number of
major assemblies?
1.
2.
3.
4.
6-28.
The turbofan engine has a low rate of fuel
consumption.
1. True
2. False
6-37.
A turbofan powered aircraft that is
approximately the same size as a turbojet
aircraft is capable of accomplishing which of
the following tasks?
1. Handling higher gross weight at takeoff
2. Producing more thrust during climb
3. Using shorter takeoff distance
4. Each of the above
6-38.
What factor causes the low noise level of the
turbofan engine?
1. The enclosed fan, which is driven at the
engine's speed
2. The high velocity of compressed air that
passes through the burner and turbine
sections
3. The increased thrust from the use of the
afterburner
4. The low gas velocity coming out of the
tailpipe
6-39.
What are the two basic groups of modern fuel
control systems?
1. Pneumatic and pressure
2. Hydromechanical and electronic
3. Automatic and manual
4. Pressure and mechanical
What is the basic function of the propeller
assembly?
To efficiently develop thrust
To drive the reduction gearbox assembly
To drive the compressor section
To efficiently develop rpm
Turboshaft engines are currently being used on
which of the following types of aircraft?
1.
2.
3.
4.
6-33.
6-36.
Temperature
Horsepower
Pressure
Rpm
What is the function of the reduction gear
assembly?
1.
2.
3.
4.
6-32.
Operation of the turbofan engine is similar to
which of the following gas turbine engines?
1. Turboshaft
2. Turbojet
3. Turboprop
4. Turbopulse
Turbine
Combustion chamber
Compressor
Exhaust
1. To change the propeller blade angle to a
variable rpm
2. To provide a constant rpm unit for
propeller operation
3. To reduce the engine rpm to within the
range of efficient propeller rpm
4. To provide higher propeller rpm than the
engine provides
6-31.
6-35.
One
Two
Three
Four
Torsional deflection in a turboprop engine is an
indication of what variable?
1.
2.
3.
4.
6-30.
During all operations of the turboshaft engine,
automatic protection is provided for which of
the following malfunctions?
1. Turbine overspeed, compressor stall,
combustion flame-out, and turbine
overtemperature
2. Compressor overspeed, turbine stall,
turbine overtemperature, and combustion
flame-out
3. Combustion flame-out, turbine under
temperature, turbine overspeed, and
compressor stall
4. Turbine underspeed, compressor stall,
combustion flame-out, and turbine
overtemperature
What component of the power section of a
turboprop engine provides the power that
drives the propeller?
1.
2.
3.
4.
6-29.
6-34.
Fighters
Attack
Transport
Helicopters
Which of the following types of gas turbine
engines operates on the free turbine principle?
1.
2.
3.
4.
Turboprop
Turboshaft
Turbofan
Turbojet
6-23
6-40.
1.
2.
3.
4.
6-41.
6-47.
What is considered to be the "heart" of a gas
turbine engine fuel system?
Fuel control
Fuel cell pumps
Fuel cross-feed valves
Fuel shutoff valve
1.
2.
3.
4.
Which of the following inputs does the fuel
control system combine to operate a gas
turbine engine?
6-48.
1. Fuel flow, compressor pressure, turbine
speed, and temperature
2. Combustion, ignition, altitude, fuel flow,
and acceleration
3. Engine
speed,
altitude,
exhaust
temperature, and throttle position
4. Throttle position, compressor discharge
pressure, engine speed, and compressor
inlet temperature
6-42.
6-43.
Pressure pump system
Wet sump system
Scavenge system
Pressurized sump system
6-50.
6-46.
6-51.
Navy
Army
Air Force
Coast Guard
What aircraft letter symbol identifies a turbojet
engine?
1.
2.
3.
4.
6-52.
What type of oil is used in all gas turbine
engine lubrication systems?
6-53.
6-24
R
J
T
TF
What aircraft letter symbol identifies a
turbofan engine?
1.
2.
3.
4.
Low spark, capacitor
High capacitor, low spark
High energy, capacitor
Low capacitor, low energy
RJ
R
J
T
What aircraft letter symbol identifies a
turboshaft engine?
1.
2.
3.
4.
Synthetic oil
Petroleum-based oil
Animal fat-based oil
Mineral-based oil
What type of ignition system has been
universally accepted for use in a gas turbine
engine?
1.
2.
3.
4.
The MIL-STD-1812 designation system has no
provision for what branch of the armed forces?
IN ANSWERING QUESTIONS 6-51 THROUGH
6-53, REFER TO TABLE 6-1.
High altitude
Engine start
Low altitude
Engine stop
The lubricating system used on a gas turbine
engine is, with few exceptions, always the dry
sump design.
1.
2.
3.
4.
The term used to describe a process that begins
with certain conditions and ends with those
same conditions is known as "Brayton Cycle."
1.
2.
3.
4.
1. True
2. False
6-45.
Turbine section
Combustion section
Compressor section
Exhaust section
1. True
2. False
The purpose of a pressurized oil tank in the
lubricating system of a gas turbine engine is to
prevent pump cavitation under what condition?
1.
2.
3.
4.
6-44.
6-49.
Resistors
Igniter plugs
Spark plugs
Capacitors
The accessory section is usually mounted to
what section on a gas turbine engine?
1.
2.
3.
4.
What lubrication system returns engine oil
back to the oil tank for reuse?
1.
2.
3.
4.
To avoid a lethal electrical shock from the
ignition system, which of the following
components must be grounded before
maintenance work can be started?
R
J
T
TF
6-54.
6-61.
Following the first letter symbol identifying the
engine type, a number appears to identify the
service that uses the engine(s). Which of the
following numbers represents an Air Force
engine?
1. 20
2. 30
3. 31
4. 40
1.
2.
3.
4.
6-62.
IN ANSWERING QUESTIONS 6-55 THROUGH
6-58, REFER TO TABLE 6-2 IN THE TEXT.
6-55.
6-56.
6-57.
6-58.
6-59.
6-60.
Under special engine designations, what prefix
letter is assigned to experimental and service
test engines?
Under special engine designations, what prefix
letter is assigned to restricted service engines?
1.
2.
3.
4.
The manufacturer's symbol BA identifies
which aircraft engine manufacturer?
1. Allison Division, General Motors
Corporation
2. General Electric Company
3. Bell Aircraft Company
4. McDonald–Douglas Aircraft Company
6-63.
W
X
Y
Z
W
X
Y
Z
Normally the restricted service designation for
an engine is dropped after completion of what
total number of qualifying test hours?
1. 50 hr
2. 100 hr
3. 150 hr
4. 200 hr
What engine manufacturer's symbol identifies
the Lockheed Aircraft Company?
1. LA
2. LD
3. AD
4. GA
6-64.
The MIL-STD-1812 engine designation
system is made up of what total number of
parts or sections?
1.
2.
3.
4.
The manufacturer's symbol PW identifies
which aircraft engine manufacturer?
1. Rolls Royce, Ltd.
2. Westinghouse Electric Company
3. AiResearch Division, Garrett Corporation
4. Pratt and Whitney Aircraft Division
6-65.
What engine manufacturer's symbol identifies
the Curtis-Wright Corporation?
1. WE
2. WA
3. PW
4. MD
One
Two
Three
Four
The Air Force, Navy, and Army are assigned a
block of engine configuration model numbers
that are used consecutively.
1. True
2. False
6-66.
What series or block of engine configuration
model numbers are assigned to the Navy?
1. 100
2. 400
3. 700
When two manufacturers' are jointly producing
an engine, the symbol is one letter from each
manufacturer's symbols.
1. True
2. False
6-67.
The third part or section of the engine
designation consists of a dash and a number
indicating the model number. The Navy model
number begins with 2 and continues with
consecutive even numbers.
1. True
2. False
Which of the following characters identifies
the type of engine in the designation number
F401–PW–400?
1.
2.
3.
4.
6-25
F
401
PW
400
6-68.
1.
2.
3.
4.
6-69.
6-70.
Which of the following characters identifies
the engine manufacturer in the designation
number F401–PW–400?
1.
2.
3.
4.
F
401
PW
400
6-71.
Which of the following personnel is/are
responsible for trying to discover and eliminate
unsafe work practices?
1.
2.
3.
4.
The greatest hazard of working near the aircraft
intake ducts occurs during which of the
following operations?
Serious hearing damage may occur to
unprotected ears if the dB (decibel) level is
greater than what maximum level?
1.
2.
3.
4.
Commanding officer
Maintenance officer
Work center supervisor
All hands
6-26
Engine start
Engine stop
Maximum power
Minimum power
140 dB
120 dB
110 dB
100 dB
CHAPTER 7
AIRCRAFT AVIONICS
from the battery posts simply by turning the handle and
pulling the quick-disconnect unit.
INTRODUCTION
Modern naval aircraft have a wide variety of
missions. The electronic equipment these aircraft carry
enables them to perform these missions. We refer to this
equipment as aviation electronics (avionics). The
purpose of this chapter is to familiarize you with the
most widely used avionics in the Navy.
LEAD-ACID BATTERY
Fundamentally, there is no difference between the
lead-acid aircraft battery and the lead-acid automobile
battery. Both have lead plates in a solution of sulfuric
acid and water (electrolyte). Both operate on the same
basic principles. The lead-acid battery consists of cells
connected in series. Each cell contains positive plates
of lead peroxide and negative plates of spongy lead.
Aircraft have two primary sources of electrical
energy. The first is the generator, which converts
mechanical energy into electrical energy. The second is
the battery, which converts chemical energy into
electrical energy. The generator is the main source and
the battery is the auxiliary source. The Aviation
Electrician's Mate (AE) rating maintains aircraft
electrical systems.
NICKEL-CADMIUM BATTERY
The nickel-cadmium battery gets its name from the
composition of its plates: nickel oxide on the positive
plate and metallic cadmium on the negative plates. The
electrolyte consists of potassium hydroxide and water.
The fundamental unit of the nickel-cadmium aircraft
storage battery is the cell. The sintered-plate
AIRCRAFT STORAGE
BATTERIES
LEARNING OBJECTIVE: Identify the
basic operating principles and safety
precautions for working around aircraft
batteries.
1
2
The aircraft storage battery provides a reserve
source of electrical power for selected electrical
systems. During normal aircraft operation, the
generator maintains the battery in a charged state.
7
3
9
5
12
Batteries can be dangerous; therefore, you need to
use extreme care when working around them. Maintain
the batteries in perfect condition. Batteries are the
emergency power source for the aircraft. Do not use the
batteries for starting engines or servicing equipment if
another source of power is available. Unnecessary
usage will shorten the battery life and decrease the
power available for emergency operation. Batteries also
require a great deal of care because of the unusual
conditions under which they operate. Therefore,
batteries are usually shielded by enclosing them in a
grounded, metal-covered housing, as shown in figure
7-1.
6
8
4
10
11
ANF0701
1.
2.
3.
4.
5.
6.
13
Metal cover
Fillercap and vent plug
Cell connectors
Metal container
Vent
Quick-disconnect
receptacle and plug
7. Vent
Most aircraft batteries use a quick-disconnect
receptacle and plug, as shown in figure 7-1. This unit is
a heavy-duty connector with a handle attached to a
threaded post. You can disconnect the battery cables
14
8.
9.
10.
11.
12.
Cell container
Positive plate group strap
Plate
Plate supports
Negative plate group
strap
13. Separators
14. Cells
Figure 7-1.—Typical aircraft lead-acid storage battery.
7-1
the battery with low-velocity water fog. This
will lower the battery temperature.
nickel-cadmium cells used in the battery consist of two
basic types–vented and sealed cells. Most naval aircraft
nickel-cadmium storage batteries employ rectangular
vented-type cells. Sealed cells have limited
applications and come in both the rectangular and
cylindrical types.
WARNING
CO2 is a good fire-extinguishing agent once a
fire has started. Never spray CO2 from a portable fire
extinguisher into a battery compartment for cooling
or to displace explosive gases. The static electricity
generated by the discharge of the extinguisher could
explode the gases trapped in the battery
compartment.
BATTERY SAFETY PRECAUTIONS
The principal hazard in working with lead-acid
batteries is acid burns when you are refilling or
handling them. You can prevent getting burned by
wearing eyeshields, rubber gloves, rubber aprons, and
rubber boots with nonslip soles. Rubber boots and
aprons are only needed when you are refilling batteries.
You should wear eyeshields whenever you are working
around batteries. Eyeshields will prevent acid burns to
your eyes. Wood slat floorboards, in good condition,
will help prevent slips and falls. Additionally, electric
shock from the high-voltage side of charging
equipment is reduced.
Following a visual check, allow crash crew
personnel to remove the battery. If additional battery
cooling is required, use low-velocity water fog.
You may use the above procedures on all types of
aircraft batteries installed in all types of aircraft.
CAUTION
If acid or electrolyte from a lead-acid battery
touches your skin or eyes, flush the affected area
with large quantities of fresh water. Report
immediately for medical examination and treatment.
Another hazard of working with batteries is the
chance of an explosion. Hydrogen gas, a high
explosive, collects while batteries are charging and can
cause an explosion during battery charging. This is
especially true when using the accelerated charging
method. The charging rate should be held to a point that
prevents the rapid release of hydrogen gas. Follow the
manufacturers' recommendations for the charging
rates. Be careful to prevent short circuits while batteries
are being charged, tested, or handled. A spark from a
shorted circuit could easily ignite the explosive gases.
This danger is also true for personnel performing
aircraft maintenance near batteries. Open flames or
smoking are not permitted in the battery charging room.
Use a shop exhaust system to remove the gases.
CAUTION
If the electrolyte from a nickel-cadmium
(NICAD) battery touches your skin or eyes, flush the
affected area thoroughly with large quantities of
fresh water. Neutralize with vinegar or a weak
solution (3%) of boric acid. Report immediately for
medical examination and treatment.
Q7-1. What are the two primary sources of
electrical energy for an aircraft?
Use extreme caution when you are installing or
removing an aircraft battery. Batteries are heavy for
their size and awkward to handle. These characteristics
require the use of proper safety precautions.
Q7-2. During normal aircraft operation, what
component maintains the battery in a charged
state?
Q7-3. What are the principal hazards of working
with batteries?
Aircraft batteries may overheat because of internal
shorting or thermal runaway. In either case, an
overheated battery causes a hazardous condition. When
an overheated battery is detected, crash crew personnel
should open the battery compartment and check for the
following conditions:
Q7-4. What can cause aircraft batteries to
overheat?
Q7-5. What should you do if acid or electrolyte from
a lead acid battery comes in contact with your
skin?
! Flame—If present, use CO2 extinguisher.
! No flame—If smoke, fumes, or electrolyte is
coming from the battery or vent tubes, spray
Q7-6. What are the two ways to neutralize
electrolyte from a nickel-cadmium (NICAD)
battery if it contacts your skin?
7-2
EMERGENCY ELECTRICAL POWER
ALTERNATING CURRENT (AC)
SYSTEMS
For many years, the storage battery was the only
source of emergency electrical power. Recent
advancements in avionics equipment have caused
emergency electrical loads to exceed the capability of
storage batteries. Also, the aircraft storage battery with
its highly corrosive electrolyte damages precision
equipment and precious metals used in today's aircraft.
For these reasons, there are new methods of providing
emergency electrical power.
LEARNING OBJECTIVES: Identify the
basic purpose and operating principles for
aircraft ac electrical systems. Identify the
purpose of gyroscopes. Identify navigational
instruments and recognize their purpose.
As you just learned, energy for operating most
electrical equipment in an aircraft depends primarily on
energy supplied by a generator. A generator converts
mechanical energy into electrical energy. Generators
that produce ac are called ac generators or alternators.
Most naval aircraft use ac electrical systems as the
primary source of power. Most equipment aboard is ac
powered. The few requirements that remain for direct
current (dc) are normally supplied by a system of
rectifiers. A rectifier converts ac power to dc power.
Auxiliary power units (APUs), discussed later in this
chapter, provide ground service and emergency power.
(See Navy Electricity and Electronics Training Series
(NEETS), Module 5, NAVEDTRA 172-05-00-79, for
detailed information on the construction and operation
of ac generators and motors. Module 5 also discusses
the principles of rectification and voltage regulation.)
EMERGENCY POWER GENERATORS
Many jet aircraft have emergency generators.
These generators provide emergency electrical power
in the event of main electrical power failure.
In some aircraft, a power package positioned outside the aircraft provides emergency electrical power.
When required, the pilot operates a lever that causes the
package to stick out into the airflow. The ram-air effect
of the airflow provides the turning power for a turbine.
The turbine, in turn, rotates the generator's armature
(fig. 7-2) that produces the electrical power.
TURBINE BLADES
DRIVE
UNIT
EMERGENCY GENERATOR
(B)
(A)
Figure 7-2.—(A) Emergency generator; (B) emergency generator installation.
7-3
ANF0702
CARRIER AIRCRAFT ELECTRICAL POWER
SERVICING SYSTEM
AIRBORNE AUXILIARY POWER UNITS (APU)
Most larger aircraft use APUs. These power units
furnish electrical power when engine-driven generators
are not operating or when external power is not
available. The power output from the APU supplies a
constant voltage at a constant frequency. The APU does
not depend on engine rpm.
The deck-edge electrical power system on aircraft
carriers provides servicing power to aircraft.
Twenty-eight volt dc power is supplied by rectified ac or
by motor-generators. Ac generators usually supply the
400-hertz, three-phase, ac servicing voltage. Figure 7-4
shows an electrical power service system found on
modern carriers. Power is supplied by service outlets
located at the edge of the flight deck or from recesses in
the flight deck. Additionally, receptacles are located
throughout the hanger bay. All systems have standard
remote control switches, service outlet boxes, and
Most units use a gas turbine (fig. 7-3) to drive the
generator. The gas turbine provides compressed air for
air conditioning and pneumatic engine starting. This
makes the aircraft independent of the need for ground
power units to carry out its mission.
ANF0703
APU GENERATOR
MOUNTING PAD
Figure 7-3.—Gas turbine power plant unit.
7-4
PORT
ELEV
#4
F
O
W
A
R
D
FLIGHT DECK
A
F
T
ELEV
#1
ELEV
#2
ELEV
#3
7-5
LEGEND
400 CYCLE AIRCRAFT SERVICE
STBD
100 AMP A.C. OUTLET
35 AMP A.C. OUTLET
28.5 D.C. HELO SERVICE
ELEV
#4
A
F
T
ELEV
#3
I.C. SAISAC & SNAIAS
HANGAR BAY
#1
HANGAR BAY
#2
ANF0704
AV. GAS FUELING STATION
PORT
STBD
ELEV
#2
ELEV
#1
Figure 7-4.—Carrier aircraft servicing system.
F
O
W
A
R
D
power cables. Figure 7-5 shows typical deck-edge
electrical installations.
The dc service cable is oval-shaped and contains
three female pins that mate to male pins on the aircraft.
The ac service cable is rectangular-shaped and contains
six female pins that mate to male pins on the aircraft.
Use the following safety precautions when you
work with deck-edge electrical power systems:
! Use care when you are connecting the heavy
cables to the aircraft. Damage to the aircraft
power receptacles may result if too little slack
is left in the cables.
! Be sure that the remote switches are turned off
prior to connecting or disconnecting service
cables to the aircraft.
! The flush deck outlets often get water in them
because of rain or heavy seas. Do not use these
outlets if water is present. You will get
shocked.
A
PITOT-STATIC SYSTEM
The Aviation Electrician's Mate (AE) rating
maintains the pitot-static system and most aircraft
instruments. The pitot-static system in an aircraft
includes some of the instruments that operate on the
principle of the barometer. It consists of a pitot-static
tube and three indicators, all connected with tubing that
carries air. The three indicators are the altimeter, the
airspeed and Mach number indicator, and the
rate-of-climb indicator. The airspeed indicator displays
the speed of the aircraft. The altimeter displays the
altitude of the aircraft. The rate-of-climb indicator
shows how fast the aircraft is climbing or descending.
Each instrument operates on air taken from outside the
aircraft during flight. The relationship between the
pitot-static tube, the airspeed indicator, the altimeter,
and the rate-of-climb indicator is shown in figure 7-6.
The pitot tube is mounted on the outside of the
aircraft at a point where the air is least likely to be
turbulent. It points in a forward direction parallel to the
aircraft's line of flight. One general type of airspeed tube
mounts on a mast extending below the nose of the
fuselage. Another is on a boom extending forward of the
leading edge of the wing. Although there is a slight
difference in their construction, their operation is the
same.
Static means stationary or not changing. The static
port introduces outside air, at its normal outside
atmospheric pressure, as though the aircraft were
standing still in the air. The static line applies this
outside air to the airspeed indicator, the altimeter, and
the rate-of-climb indicator.
B
ANF0705
C
Figure 7-5.—Typical deck-edge electrical installations. (A)
Hangar deck; (B) catwalk; (C) flush deck.
7-6
IMPACT
(PITOT)
PRESSURE
STATIC PRESSURE
COLOR CODE
PITOT-BLACK
STATIC-BLACK/LT GREEN
TO FUSE
OR CIRCUIT BREAKER
RATE OF
CLIMB
ANF0706
AIR SPEED
ALTIMETER
Figure 7-6.—Pressure measuring instruments.
The tube or line from the pitot tube to the airspeed
indicator applies the pressure of the outside air to the
indicator. The indicator is calibrated so various air
pressures cause different readings on the dial. The
indicator interprets air pressure from the pitot tube and
reflects airspeed in knots.
When working on or around the pitot tube or static
ports, do not obstruct the openings. Obstructed
openings restrict the supply of air to the indicators and
cause false readings.
calibrated so the counter/pointer displays the correct
altitude of the aircraft.
CAUTION
Severe burns may result from touching a pitot
tube with the pitot tube heaters on. Be sure the pitot
tube heaters are off before installing protective
covers.
Altimeter
The altimeter (fig. 7-7) shows the height of the
aircraft above sea level. The face of the instrument is
ANF0707
Figure 7-7.—Counter/pointer altimeter.
7-7
MACH LIMIT INDEX
AIRSPEED INDEX
Rate-of-Climb Indicator
The rate-of-climb indicator (fig. 7-9) shows the rate
at which an aircraft is climbing or descending. The case
of a climb indicator is airtight except for a small
connection through a restricted passage to the static
line. Changes in atmospheric pressure move the
operating mechanism that displays the rate of change.
This change occurs only when the aircraft is ascending
or descending. When the aircraft ceases to climb or
dive, the airflow through the metering units equalizes
and the pointer returns to zero.
PRESSURE INDICATING GAUGES
ANF0708
Electrical signals from a pressure transmitter
activate a variety of aircraft instrument systems.
Electrically activated instruments are usually in the
form of small voltmeters with calibrated dials. These
dials are calibrated to display a variety of conditions
such as oil pressure, fuel pressure, and hydraulic
pressure.
INDEX ADJUSTING KNOB
Figure 7-8.—Airspeed and Mach number indicator.
Airspeed and Mach Number Indicator
Oil Pressure Indicator
The airspeed and mach number indicator (fig. 7-8)
displays the speed of the aircraft in relation to the air in
which it is flying. In some instances, the speed of an
aircraft is shown in Mach numbers. The Mach number
of any moving body is its speed compared to the speed
of sound in the surrounding medium (local speed). For
example, if an aircraft is flying at a speed equal to
one-half the local speed of sound, it is flying at Mach
0.5. If it moves at twice the local speed of sound, its
speed is at Mach 2.
Oil pressure instruments (fig. 7-10) show the
pressure of the oil. Drops in oil pressure (below normal
conditions) signal possible engine failure caused by
lack of oil.
Fuel Pressure Indicator
The fuel pressure indicator provides a check on the
operation of the fuel system. It shows if fuel is being
supplied steadily under the correct operating pressure.
Hydraulic Pressure Indicator
The pressures of hydraulic systems vary for
different models of aircraft. In most pressure systems,
ANF0709
ANF0710
Figure 7-10.—Oil pressure indicator.
Figure 7-9.—Rate-of-climb indicator.
7-8
ANF0711
ANF0712
SYSTEM 1
SYSTEM 2
Figure 7-12.—Turbine inlet temperature indicator.
Figure 7-11.—Hydraulic pressure indicator.
Turbine Inlet Temperature Indicator
A turbine inlet temperature indicator (fig. 7-12)
provides a visual display of the temperature of gases
entering the turbine. Dual-unit thermocouples installed
in the inlet casing measure the temperature of each
inlet. The indicator scale is calibrated in degrees
Celsius (EC) from 0 to 12 (times 100). The digital
indicator reads from 0 to 1,200EC, in 2-degree
increments.
the gauges register from 0 to 3,000 psi. Figure 7-11
shows the hydraulic pressure indicator of a late model
naval aircraft. The indicator provides a continuous
pressure reading on the number 1 and number 2 flight
control systems. The pressure indicator contains two
synchros mechanically attached to two separate
pointers. The pointers show the pressure in each
system.
Exhaust Gas Temperature Indicator
ENGINE INSTRUMENTS
The exhaust gas temperature indicator provides a
visual display of the engine's exhaust gases as they
leave the turbine unit. A typical exhaust gas
temperature indicating system for a modern naval jet
aircraft is shown in figure 7-13.
To properly operate an aircraft, the pilot must
monitor many engine instruments. Among these are
temperature indicators, the tachometer, the fuel
quantity indicator, and the vertical scale indicator.
CHROMEL(WHITE)
ALUMEL(GREEN)
DUAL
THERMOCOUPLE
A CR D
M
AL A
P
C
INDICATOR
ANF0713
ESSENTIAL
115V A-C BUS
TURBINE OUTLET
CIRCUIT BREAKER
Figure 7-13.—Exhaust gas temperature indicating system.
7-9
Tachometer
GYROSCOPES
The tachometer (fig. 7-14) is an instrument for
showing the speed of the power section of a gas turbine
engine. A small alternator or generator attached to the
engine's accessory section produces a voltage
proportional to the speed of the power section. This
voltage powers the pointer on the tachometer and
registers the percent of rpm being developed.
If not for using the properties of a spinning wheel,
precise navigation and instrument flying would be very
difficult. Two very important instruments that use the
properties of a gyroscope are the attitude indicator and
the turn and bank indicator.
A dual tachometer is used in turbojet and
multiengine aircraft.
A pilot determines aircraft attitude by referring to
the horizon. Often, the horizon is not visible. When it is
dark, overcast, smoky, or dusty, you cannot see to use
the earth's horizon as a reference. When one or more of
these conditions exists, the pilot refers to the attitude
indicator. The attitude indicator is also known as a
vertical gyro indicator (VGI), artificial horizon, or gyro
horizon. Attitude indicators show the pilot the relative
position of the aircraft compared to the earth's horizon.
Attitude Indicator
Fuel Quantity Indicator
The fuel quantity indicator (fig. 7-15) is a
capacitor-type gauge system. An electronic
fuel-measuring device displays fuel quantity in pounds.
The dial of the indicator is calibrated from 0 to 6 (times
1,000) with line increments every 100 pounds.
Attitude indicators may be different in size and
appearance, but they all have the same components and
present the same basic information. As shown in figure
7-17, a miniature aircraft represents the nose (pitch)
and wing (bank) attitude of the aircraft with respect to
the earth's horizon. A band on the face of the indicator
shows the degree of bank. The sphere is shaded light on
the upper half and dark on the lower half to show the
difference between sky and ground. The calibration
marks on the sphere show degrees of pitch. Each
indicator has a pitch trim adjustment so the pilot can
center the horizon as necessary.
Vertical Scale Indicator
On most new model naval aircraft, radial dial
indicators have been replaced by vertical scale
indicators. The vertical scale indicator is used to show
engine performance data, fuel flow, engine speed,
exhaust gas temperatures, and accelerometer readings.
Vertical scale indicators are compact, lightweight, and
easily read. Figure 7-16 shows a few examples of the
vertical scale indicators now in use.
ANF0715
ANF0714
Figure 7-14.—Tachometer, jet engine type.
Figure 7-15.—Fuel quantity indicator.
7-10
RPM
% X 10
10
TIT
C X 100
O
14
11
13
L
F
F
5
4
R
10
F
F
UNITS
30
11
9
10
8
3
AOA
12
20
9
O
F
O
2
F
7
88
F
F
6
1
10
7
66
R
L
(A)
0
R
L
0
00
(B)
(C)
(D)
ANF0716
(E)
(F)
(G)
Figure 7-16.—Vertical scale indicators. (A) Fuel flow indicator; (B) tachometer rpm indiator; (C) turbine inlet temperature indicator;
(D) angle-of-attack indicator; (E) gas generator speed indicator; (F) interturbine temperature indicator; (G) fan speed
indicator.
7-11
15 RIGHT TURN
10 NOSE UP
O
O
ANF0717
SPHERE
30 LEFT TURN
6 NOSE DOWN
O
O
GYRO REMAINS CONSTANTLY UPRIGHT
DURING MANEUVERS; AIRCRAFT
REVOLVES AND PITCHES
AROUND AND ABOUT THE GYRO
Figure 7-17.—Roll and pitch indications.
Turn and Bank Indicator
The turn and bank indicator (fig. 7-18) shows the
correct execution of a turn and bank. It also shows the
lateral attitude of the aircraft in straight flight.
A turn and bank indicator is really two instruments
mounted as a single unit. The turn indicator is a gyro
mounted in a frame that is pivoted to turn on a
longitudinal axis. The direction of a turn is shown on
the dial by a pointer. The distance the pointer moves to
the right or left is proportional to the rate of the turn.
The other half of the instrument, the bank indicator,
is not a gyro instrument. It consists of a glass ball that
moves in a curved glass tube filled with a liquid,
consisting of 50% alcohol and 50% glycerin. The tube
ANF0718
Figure 7-18.—Turn and bank indicator.
7-12
Q7-9. What is the purpose of airborne auxiliary
power units (APUs)?
is mounted horizontally below the center of the dial, as
shown in figure 7-18.
When the pilot is executing a properly banked turn,
the ball stays in the center position. If the ball moves
from the center position, it shows the aircraft is slipping
to the inside or the outside of the turn. Centrifugal force
and gravity determine the position in which the ball
rests.
NAVIGATIONAL INSTRUMENTS
The following navigational instruments direct,
plot, and control the course or position of aircraft.
Magnetic (Standby) Compass
Q7-10.
The pitot-static consists of a pitot-static tube
and three indicators. What are the three
indicators?
Q7-11.
What is the function of the altimeter?
Q7-12.
Define the Mach number of any moving body.
Q7-13.
What information does the attitude indicator
provide to the pilot?
Q7-14.
What information does the turn and bank
indicator provide to the pilot?
Q7-15.
What are the three navigational instruments
that direct, plot, and control the course or
position of an aircraft?
A direct-reading magnetic compass (fig. 7-19) is
mounted on the instrument panel. The face of the
compass is read like the dial of a gauge.
COMMUNICATIONS
AND NAVIGATION
EQUIPMENT
Gyro Compass
LEARNING OBJECTIVES: Recognize the
general characteristics and uses of
communications and navigation equipment.
Identify the basic purposes of navigational
systems and equipment to include TACAN,
Global Positioning System (GPS), and
navigation computer systems.
The gyro compass is used in many naval aircraft.
The system provides an accurate indication of aircraft
headings through 360E of azimuth.
Horizontal Situation Indicator
The newest naval aircraft use the horizontal
situation indicator (fig. 7-20). It shows the pilot the
navigational situation of the aircraft.
This section presents information on airborne uses
of radio communications and navigation. Radio
equipment does not require interconnecting wires
between the sending and receiving stations. It is the
Q7-7. Generators that produce alternating current
(ac) for aircraft are known as what type of
generators?
Q7-8. Most naval aircraft use what type of system as
their primary source of power?
877
COMPASS
CARD
MILES
TAS
050
COURSE
TRU
GS
MAG
CPR
UHF
TCN
TCN
HDG
SET
ANF0719
LF
CRS
SET
LUBBER
LINE
ANF0720
Figure 7-20.—Horizontal situation indicator.
Figure 7-19.—Magnetic (standby) compass.
7-13
only practical means of communicating with moving
vehicles, such as ships or aircraft. Also, radio
communication can span great distances in any or all
directions. It is the most practical system to use for
sending information to many points, as in broadcasting
to large numbers of ships or aircraft.
transmitted along the surface of the earth bend around
objects in its path. In addition, radio waves that are
transmitted skyward bounce off the ionosphere and
return to earth at extreme distances from the
transmitting station. This allows the waves to travel
extremely long distances.
Modern aircraft use radio equipment as
navigational aids. Navigation aids consist of many
types and are of varying complexity. They range from
simple radio direction finders to complex navigational
systems. Some systems use computers and other
advanced electronic equipment to solve navigational
problems automatically. The Aviation Electronics
Technician (AT) rating normally maintains
communications and navigational equipment.
Most long-range communications sets are designed
for both voice and CW (Morse code) operation. It is
often necessary to have a long antenna for long-range
communications. A weighted antenna wire (trailing
wire antenna) is installed in some large aircraft. The
wire is reeled out to provide an antenna of the desired
length.
AIRBORNE COMMUNICATIONS
EQUIPMENT
Short-range airborne communications sets operate
in the frequency range from about 30 MHz to 3 GHz.
The lower portion of this band is the
very-high-frequency (VHF) band; the higher portion is
the ultra-high-frequency (UHF) band. The VHF/UHF
frequency bands have transmission characteristics that
differ from those frequencies in the HF band. Radio
waves transmitted at these frequencies travel in a
straight line. This limits the transmission to
line-of-sight. VHF/UHF communications sets are
called line-of-sight communications sets. Radio waves
at these frequencies normally do not return to earth.
Therefore, VHF/UHF transceivers are mainly used for
air-to-air and air-to-ground contact in close range
operations. Landings and takeoffs are typical situations
using air-to-ground VHF/UHF transmissions.
Short-range Communications
Several means of radio communications are in use
today. Some of these radio communications methods
are:
! Radiotelegraphy—The
transmission
of
intelligible coded radio-frequency waves as
Morse code.
! Radiotelephony—The transmission of sound
intelligence (voice, music, or tones) by
continuous radio-frequency waves.
! Radiofacsimile—The transmission of still
images (weather maps, photographs, sketches,
and so forth) over a radio-frequency channel.
Special situations exist where VHF/UHF
equipment is involved in long-distance communications. An example of this is the network of
remote-controlled transceivers installed along the
airways system in the United States. Pilots of aircraft
traveling the airways can talk directly to controllers in
distant aviation activities. A system of telephone lines
and relay stations connect the remote transceiver sites.
The radio part of the transmission takes place over a
relatively short distance.
! Radioteletype—The transmission of typewritten messages over a radio-frequency channel.
! Radiotelevision—The transmission of a rapid
succession of images (still or moving) over a
radio-frequency channel.
Airborne communications equipment usually consists of equipment that can use either or both radiotelegraphy or radiotelephony. Radiotelegraphy and
radiotelephony are called Morse code and continuous
wave (CW) voice communications, respectively.
NAVIGATIONAL EQUIPMENT
Long-range Communications
Modern naval aircraft use a lot of navigational
equipment. Radio receivers and transmitters are used to
handle signals that determine bearing and/or distance.
The tactical air navigation (TACAN) system, Global
Positioning system (GPS), and navigation computer
systems are discussed briefly in the following
paragraphs.
Airborne long-range communications sets
normally operate in a band of frequencies from about 3
MHz to 30 MHz. Frequencies within this band are
called the HF or high-frequency band. Radio
frequencies within this band have characteristics that
make them highly useful. The radiated waves
7-14
! The bearing of the preset target or base, as
selected, relative to true heading.
Tactical Air Navigation (TACAN) System
TACAN is a radio navigational set that provides
slant range and relative bearing to a transmitting ground
(surface) station. It has Distance Measuring Equipment
(DME) that provides continuous slant range
information. The Bearing Distance Heading Indicator
(BDHI) provides a visual indication of the navigational
situation for that aircraft.
The computer is an analog-type computer. It
includes a group of servomechanisms that receive
navigational information and, by solving trigonometric
equations, produces output information. Data input
consists of the following:
! Compass heading
Global Positioning System (GPS)
! True airspeed
The Global Positioning System (GPS) is a
space-based radio position and navigation system
designed to provide highly accurate three-dimensional
position, velocity, and time data to suitably equipped
aircraft anywhere on or near the earth. The Satellite
Vehicle (SV) consists of 24 operational satellites in six
circular orbits (10,900 nmi) above the earth at an
inclination angle of 55E with a 12-hour period. The
satellites are spaced in orbit so that at any given time a
minimum of four satellites will be in view to users
anywhere in the world.
! Magnetic variation
! Windspeed
! Base position latitude and longitude (usually
the starting position)
! Target position latitude and longitude
! Aircraft's latitude and longitude (if not
identical to base)
The magnetic compass and the true airspeed
transmitter automatically furnish compass heading and
true airspeed. The remaining inputs are set manually by
control knobs on the counter-control panel. The computer sections continuously reposition the POSITIONLATITUDE and LONGITUDE counters to show the
aircraft's present position and/or the intended target's
position.
The GPS Navigation Set receives and processes SV
signals, combines them with air data information, and
then calculates and displays the aircraft position for
navigation. The information includes present aircraft
position, course information, distance and time to
waypoint and desired track, along with other navigation
information. GPS consists of three independent
segments—the satellite segment, ground segment, and
the user segment.
DOPPLER NAVIGATION EQUIPMENT.—
Doppler navigation is based on a radar wave transmission beamed toward the earth behind the aircraft.
This radar does not sense range and bearing (direction) as ordinary search radar does. Instead it uses a
continuous wave (CW) transmission to measure the
ground-speed and drift angle of the aircraft. The Doppler navigation system operates anywhere. It is relatively unaffected by weather conditions, and is independent of ground-based navigation aids. This permits
an aircraft crew to compute an aircraft's track. The track
is projected on the ground from any known position
(usually the position of takeoff) to any position desired.
Therefore, long-distance navigation is possible.
Navigation Computers
A new and complex group of electronic
navigational equipment is now in use in naval aviation.
This equipment does not use a radio receiver as the
basic component. Included in this group are
navigational
computers,
Doppler
navigation
equipment, and inertial navigation equipment.
NAVIGATIONAL COMPUTERS.—One of the
navigational aids now in use is a latitude and longitude
type of airborne computer system. This system can
make the following computations during flight:
INERTIAL NAVIGATION EQUIPMENT.—
An inertial navigation system (INS) is an automatic aid
to navigation that is independent of outside references.
An INS is a portion of the overall tactical system that
provides accurate velocity, attitude, and heading data to
a digital data processing system. This overall system
permits accurate weapons delivery. To function
properly, the system must be aligned with reference to
initial conditions of altitude, latitude, and longitude.
! The latitude and longitude of the present
position of the aircraft. This information is
continually displayed on the pilot's console.
! The aircraft ground track angle, relative to true
heading.
! The distance from the present position of the
aircraft to a preset target or base, as selected on
the control panel.
7-15
Q7-23.
The aircraft gyros, accelerometers, synchros, servos,
and computers continually monitor aircraft heading,
attitude, and horizontal and vertical velocities. Any
change in the aircraft's latitude, longitude, or altitude
involves a change in its speed or direction of motion.
The inertia of extremely sensitive accelerometers
resists these changes. This resistance is measured and
recorded by the synchros, servos, and computers. The
computers continually recalculate the movement of the
aircraft based on the latest changes recorded by the
accelerometers. The computers use these calculations
to provide a constantly updated readout of the aircraft's
geographical position. When used with Doppler radar,
an INS greatly improves overall system accuracy.
Q7-16.
Doppler radar uses what type of transmission
to measure the ground speed and drift angle
of the aircraft?
RADAR
LEARNING OBJECTIVE: Recognize the
operating principles, types, and uses of radar.
The acronym radar means RAdio Detection And
Ranging. Radar is a radio device used to detect objects
at distances much greater than is visually possible.
Detectable objects include aircraft, ships, land areas,
clouds, and storms. In addition to detecting these
objects, the radar shows their range and relative
position.
Define the radio communication method
known as “radiotelegraphy.”
Radar was shrouded in secrecy all through World
War II. It was one of our most important offensive and
defensive weapons systems. Today, radar is used in
most types of aircraft, and plays a major role in the
mission of naval aviation. Modern developments have
led to many specialized types of radar; however, the
basic principle upon which it functions is simply echo
waves.
Q7-17.
Define the radio communication method
known as “radiotelephony.”
Q7-18.
Airborne long-range communications sets
normally operate in a band of what frequency
range?
Q7-19.
Airborne short-range communications sets
operate in what frequency range?
Q7-20.
What is the primary navigational aid used by
the Navy for carrier-based aircraft?
Q7-21.
The Global Positioning System (GPS) is a
space-based radio position and navigation
system designed to provide what type of
information?
Radar works on the echo principle, as shown in
figure 7-21. If a person shouts toward a cliff, in a few
seconds the voice returns as an echo. If a radio wave is
sent towards a cliff from a radio transmitter through an
antenna, it would echo and return to be picked up
through the antenna and sent to the radio receiver.
Q7-22.
The GPS Satellite Vehicle consists of how
many operational satellites?
Sound waves travel about 1,100 feet per second,
while radio waves travel at the speed of light (about
ECHO PRINCIPLES
TRANSMITTER-RECEIVER
ANF0721
Figure 7-21.—Reflection of sound and radio waves.
7-16
SOUND TRAVELS 1100 FEET PER SECOND
33
00
FE
ET
6 SECONDS TO
ICEBERG AND BACK
3 SECONDS OUT
3 SECONDS BACK
DISTANCE
3X1100=3300 FEET
ANF0722
Figure 7-22.—Using voice echo to measure distance.
only one-half the time, or 3 seconds, for the sound to
reach the iceberg. Therefore, the iceberg is 1,100 × 3 or
3,300 feet away. Mathematically, the distance to the
object is one-half the product of the velocity multiplied
by the time in seconds. In this case, the velocity (1,100)
is multiplied by the time in seconds (6). This divided by
2 equals 3,300 feet—the distance to the object.
186,000 miles per second). By knowing the speeds of
these waves and the time it takes them to return as an
echo, you can measure distance.
Voice echo has been used to measure distance
across canyons and the distance of icebergs from ships,
as shown in figure 7-22. If it requires 6 seconds for a
sound wave to reach an iceberg and return, the total
distance traveled by the wave is 6,600 feet. The actual
distance to the iceberg is only 3,300 feet. It requires
Radar measures the distance to an object in much
the same manner as the echo. (See fig. 7-23.) However,
TRANSMIT TIME
EMITTING PULSE
TARGET AT
-20
MICROSECONDS
NEXT TRANSMIT
PULSE
ANF0723
1.6 MILES
Figure 7-23.—Radar pulse detection.
7-17
IDENTIFICATION FRIEND OR FOE (IFF)
radio waves travel much faster than sound waves.
Radio waves travel about 330 yards in a millionth of a
second. Therefore, the times involved in radar ranging
are much shorter than for sound ranging.
The problem of distinguishing friend from foe in
warfare has increased because of the increased speed of
aircraft and ships. Radar can detect both sea and air
targets at long range. However, it displays both friend
and enemy similarly on the scope. It is not practical to
wait until the target has been visually identified to begin
preparing for battle.
APPLICATIONS OF RADAR
Radar was originally devised as an instrument to
detect approaching ships or aircraft. Practice and
experience in reading the scope soon showed that radar
could do much more. By plotting successive positions
of enemy ships and aircraft, you could determine their
course and speed. Further experience made it possible
to determine whether the target was a battleship,
destroyer, aircraft, or a group of targets. Also, an
aircraft's altitude could be determined.
A method other than visual recognition must be
used for early identification of the target. IFF is an
electronic system that allows a friendly craft to identify
itself automatically before approaching near enough to
threaten the security of other naval units.
A transponder in the friendly aircraft receives a
radio-wave challenge (interrogation). The transponder
transmits a response to a proper challenge, as shown in
figure 7-24. Upon receiving the proper challenge, the
transponder automatically transmits a coded reply,
which tells the challenger that a friend has been
challenged. The transponder stays in a standby
condition and transmits only when the proper challenge
is received. The challenger's receiver accepts the reply
of the challenged target and presents the replies on an
indicator.
Use in Tactical Air Control
Both airborne and shipboard radar is a major link in
an operational system. It directs fighter aircraft to a
favorable position for intercepting enemy aircraft. The
air control officer can determine the number of fighters
so they can successfully attack and destroy the enemy.
Airborne early warning (AEW) aircraft, equipped
with high-powered radars, are used in tactical air
control. These aircraft extend the range of air control
radar by operating in areas outside the range of the
shipboard or land-based radar. The Aviation
Electronics Technician (AT) rating maintains AEW
equipment.
All operational aircraft and ships of the armed
forces carry transponders to give their identity when
challenged. For operations involving only friendly
Use in Fire Control
The highly directional characteristics of radar
make it suited for directing fire control systems.
Focusing the radar energy into a narrow beam enables it
to display target position with a high degree of
accuracy. At the same time, it also displays target range.
MODE 1
REPLY
UNFRIENDLY
OR UNEQUIPPED
CRAFT
The primary purpose of fire control radar is to
determine the correct position and attitude the aircraft
should be in to hit the specified target. Radar, in its early
stages of development, was useful as an aid to the
human eye under poor visibility conditions. It also
provided a more accurate and faster means of range
measurement. Presently, it provides a faster and more
accurate method of directing fire control than is
humanly possible. This feature is extremely important
considering the high speeds of today's aircraft and
missiles. The time available to launch an intercept
weapon effectively is measured in fractions of a second.
EMERGENCY REPLY
MODE 1, 2 OR 3/A
MODE 2
REPLY
RADAR ECHO
MODE 3/A
REPLY
1/P REPLY
MODE 1, 2 OR 3/A
ANF0724
Figure 7-24.—Typical surface radar PPI composite display
showing several IFF responses.
7-18
aircraft, it is important for air traffic control to know not
only their location but their identity. The Selective
Identification Feature (SIF) was developed to expand
the IFF system. This increases its flexibility through a
multiple-code transponder reply. By such means,
selective and individual identification of aircraft is
possible, with the following results:
! Ground control of friendly aircraft
Q7-24.
What is the meaning of the acronym radar?
Q7-25.
A radar is a device used to detect objects at
distances greater than the eye can see by the
use of what basic principle?
Q7-26.
Sound waves travel how many feet per
second?
Q7-27.
A system that allows a friendly aircraft to
identify
itself
automatically
before
approaching near enough to threaten other
naval units is known as what type of system?
Q7-28.
What are the objectives of electronic
countermeasures?
! Operational flexibility in the identification
process
! A measure
identification
of
additional
security
in
ELECTRONIC COUNTERMEASURES
ANTISUBMARINE WARFARE
EQUIPMENT (ASW)
A basic rule of warfare is that for each weapon used
by one side, a counter-weapon will be developed by the
other side. This rule is clearly seen in the development
and use of electronic countermeasures (ECM). The
objective of ECM is to gather intelligence from the
enemy's electronic devices and make the devices
ineffective. Electronic countermeasures consist of two
general types of actions—passive and active.
LEARNING OBJECTIVE: Identify the
purpose and uses of antisubmarine warfare
equipment to include sonobuoys and magnetic
anomaly detection equipment.
A major problem for the Navy is the detection of
enemy submarines. Submarine detection devices
include (SOund NAvigation Ranging (sonar),
sonobuoys, and Magnetic Anomaly Detection (MAD)
equipment. Surface ships, submarines, and harbor
defense installations use sonar equipment. Aircraft use
MAD equipment.
Passive
Passive ECM operations are those that cannot be
directly detected by the enemy. These include search
operations where enemy radar transmitters are
detected, located, and as many of the signal
characteristics as possible are determined. For
example, ECM can detect a radar pulse transmission at
1 1/2 times the distance the radar return can detect a
target. The signal characteristics determine if the radar
is used for search, navigation, or fire control. Passive
countermeasures also include evasive tactics taken to
avoid detection and methods of controlling the
radiations from friendly equipment. Such measures
prevent the enemy from using the signals for homing,
direction finding, or any other purpose.
SONOBUOYS
The sonobuoy is an expendable electronic listening
device dropped into water from carrier-based and
land-based patrol aircraft. The sonobuoy detects
underwater sounds and transmits these sounds to
aircraft.
A surfaced or snorkeling submarine is not likely to
be detected by an aircraft's radar. The reason is the
submarine's ECM detects the aircraft's radar at a greater
distance than the aircraft can detect the submarine. The
sonobuoy helps solve the submarine detection problem.
The sonobuoy, housed in a cylindrically shaped tube, is
designed to float upright in the water. Upon being
dropped from an aircraft, the sonobuoy, stabilized by
small blades, enters the water in an upright position.
Upon striking the water, the stabilizing blades eject and
a small transmitting antenna erects itself. The impact
also causes the release of a hydrophone (underwater
microphone). This underwater listening device
connects to the end of a cable that permits it to sink to a
predetermined depth. The hydrophone receives
Active
Active ECM operations are actions that the enemy
can detect. Active operations prevent effective use of
the enemy's equipment. Electronic jamming interferes
with enemy radar and communications. Active radar
nonelectronic jamming is done by releasing strips of
metallic foil (chaff or window) from aircraft. The
falling strips cause many false targets or cause the
enemy scope to cover with clutter that can mask targets
from search and fire control radars.
7-19
Light, radar, or sound energy cannot pass from air
into water and return to the air in any degree that is
usable for airborne detection. However, lines of force in
a magnetic field can make this change. Therefore, a
submarine lying beneath the ocean's surface causes a
distortion (anomaly) in the earth's magnetic field. The
distortion can be detected from a position in the air
above the submarine. Detection of this anomaly is the
function of MAD equipment.
underwater sounds and transmits them to the
monitoring receiver in the aircraft. By dropping
sonobuoys in a pattern over a large ocean area, the
airborne sonobuoy receiver operator can determine the
approximate location of a submarine. Often its course
and speed can also be determined. These methods of
detection are passive, and therefore give the aircraft an
advantage. Other passive and active tactics use
sonobuoys to localize the submarine to a point where
attack by airborne weapons is possible.
Figure 7-25, view A, shows the angular direction at
which natural lines of magnetic force enter and leave
the surface of the earth. View B represents an area of
undisturbed natural magnetic strength. In views C and
D, the submarine's magnetic field distorts the natural
field. The density of the natural field is decreased in
view C and increased in view D.
The sonobuoy continues to float and gather
information until a seawater soluble plug dissolves and
lets the sonobuoy flood and sink. This action removes
an obstruction in the water and permits the frequency of
that sonobuoy to be used by another.
MAGNETIC ANOMALY DETECTION
(MAD)
The MAD equipment in the aircraft allows the
operator to search selected areas of ocean immediately
and accurately. Upon detecting and evaluating a
possible enemy, the operator relays the information to
surface and airborne forces. Aviation Antisubmarine
Warfare Operator (AW) ratings operate ASW
equipment.
Another method of localizing a submerged
submarine is by using MAD equipment. This
equipment uses the principle that a metallic submarine
disturbs the magnetic lines of force of the earth.
N
EARTH
EQUATOR
S
(A)
(C)
(B)
(D)
ASW AIRCRAFT WITH MAD
ANF0725
Figure 7-25.—Simplified comparison of natural field density and submarine anomaly.
7-20
Q7-29.
Q7-30.
SUMMARY
What is the function of a sonobuoy?
In this chapter, you have learned about some of the
avionics equipment that is used in modern aircraft. You
also learned about the purpose of batteries and their use
aboard ships, ac electrical systems, and aircraft gauges.
Detection of changes in the earth's magnetic
field describes what antisubmarine warfare
equipment's basic operating principle?
7-21
(THIS PAGE IS INTENTIONALLY LEFT BLANK.)
7-22
ASSIGNMENT 7
Textbook Assignment: "Aircraft Avionics," chapter 7, pages 7-1 through 7-21.
7-1.
What is an aircraft's first source of electrical
energy?
1. Battery
2. Generator
3. Emergency generator
7-8.
CO2 should NEVER be sprayed in the aircraft
battery compartment to effect cooling or
displace explosive gases.
1. True
2. False
7-2.
Which of the following statements is NOT true
concerning aircraft batteries?
7-9.
What is the purpose of rectifiers?
1. Converts ac to dc
2. Converts dc to ac
3. Converts mechanical to electrical energy
4. Converts electrical to mechanical energy
1. It is important to keep their weight to a
minimum
2. They require a great deal of care
3. They usually have a large capacity
4. They are usually enclosed in a grounded,
metal-covered housing
7-3.
7-11.
Auxiliary power units are used to furnish
electrical power when which of the following
problems occur?
1. Engine-driven generators are not operating
2. External power is not available
3. The engine-driven generator fails
4. Each of the above
The composition of its plates
The type of electrolyte in the case
The construction of the terminal post
The rectangular type cells
7-12.
What rating maintains the pitot-static system?
1. AT
2. AE
3. AX
4. AQ
7-13.
What three aircraft instruments operate off of
the pitot-static system?
1. Airspeed indicator, engine rpm, and
altimeter
2. Rate-of-climb indicator, airspeed indicator, and altimeter
3. Engine oil indicator, engine rpm, and
compressor speed indicator
4. Oxygen, air-conditioning, and heating
systems instruments
7-14.
What does the air speed indicator interpret
from the pitot tube?
1. Altitude
2. Air density
3. Air flow
4. Air pressure
What is the principal hazard in connection with
the use of lead-acid batteries?
1.
2.
3.
4.
7-6.
Lead peroxide
Spongy lead
Sulfuric acid fiber
Water impregnated composite
Where does the nickel-cadmium battery get its
name from?
1.
2.
3.
4.
7-5.
Emergency power generators are used to
provide power when the engine-driven
generators fail.
1. True
2. False
The positive plates of a lead-acid battery are
made of what material?
1.
2.
3.
4.
7-4.
7-10.
Fire
Explosion
Suffocation
Acid burns
The manufacturer determines the correct
charging rates for aircraft batteries.
1. True
2. False
7-7.
What does the term "thermal runaway" indicate concerning aircraft batteries?
1. The battery has been overcharged
2. The battery has been rapidly cooled
3. The battery is internally shorted because of
overheating
4. The battery has been totally discharged
7-23
7-15.
7-22.
What precaution(s) must be observed while
working around a pitot tube system?
1. Avoid touching the tubes when the heaters
are on
2. Do not obstruct the openings
3. Be sure the tube heaters are off before
installing protective covers
4. Each of the above
1.
2.
3.
4.
7-23.
IN ANSWERING QUESTION 7-16, REFER TO
FIGURE 7-7 IN THE TEXT.
7-16. The altimeter indicates what altitude in feet?
1.
100
2.
401
3. 4,100
4. 40,100
7-17.
7-18.
7-24.
An aircraft flying at 0.5 Mach is flying at what
speed?
1. One and one-half the speed of sound
2. Twice the speed of sound
3. Twice the local speed of sound
4. One-half the local speed of sound
An aircraft flying level at 30,000 feet would
indicate which of the following numbers on the
rate-of-climb indicator?
1. 0
2. 20
3. 30
4. 40
7-20.
7-21.
Fuel quantity indicator
Attitude indicator
Hydraulic pressure indicator
Rpm indicator
What instrument shows the pilot the relative
position of the aircraft compared to the earth’s
horizon?
1.
2.
3.
4.
7-26.
It is compact
It is light in weight
It is easy to read
Each of the above
Which of the following indicators works on the
principle of a gyroscope?
1.
2.
3.
4.
7-25.
Pounds
Gallons
Liters
Quarts
Which of the following factors makes the
vertical scale indicator more advantageous
than the radial dial indicator on Navy aircraft?
1.
2.
3.
4.
IN ANSWERING QUESTION 7-19, REFER TO
FIGURE 7-11 IN THE TEXT.
7-19.
The fuel quantity indicator displays the aircraft
fuel load in what measurement?
Turn and Bank indicator
Altitude indicator
Horizontal situation indicator
Attitude indicator
A turn and bank indicator is really two
instruments mounted as a single unit.
1. True
2. False
What does the hydraulic pressure gauge
indicate?
1. 0 to 5,000 psi for one system
2. 0 to 5,000 psi for two systems
3. 0 to 3,000 psi for one system
4. 0 to 3,000 psi for two systems
7-27.
Using the turn and bank indicator, a pilot
making a properly banked turn to the right
would see the ball move to what position on the
indicator?
1.
2.
3.
4.
At what location are the thermocouples for an
exhaust gas temperature system?
1. The instrument panel
2. The circuit breaker panel
3. The inlet casing
4. The aircraft frame
7-28.
What engine component is the exhaust gases
temperature measured from?
1. Compressor
2. Tail pipe
3. Engine inlet
4. Turbine
Left only
Right only
Center
Left and then right
A gyro compass provides an accurate,
stabilized indication of aircraft heading
through what total number of degrees of
azimuth?
1. 30°
2. 60°
3. 90°
4. 360°
7-24
7-29.
1.
2.
3.
4.
7-30.
7-33.
7-39.
7-40.
Aircraft ground track angle
Bearing to target
Distance to target
Each of the above
What does Doppler radar measure?
1.
2.
3.
4.
AC
AE
AT
AW
Ground speed only
Drift angle only
Ground speed and drift angle
Latitude and longitude
The inertial navigation system is an automatic
aid to navigation that is independent of outside
references.
1. True
2. False
Radiofacsimile
Radioteletype
Radiotelephony
Radiotelevision
7-41.
Which of the following data does the inertial
navigational system (INS) provide to the
overall tactical system?
1.
2.
3.
4.
From 3 to 30 kilohertz
From 3 to 30 megahertz
From 30 to 300 megahertz
From 30 to 300 kilohertz
7-42.
30 megahertz to 3 gigahertz
300 kilohertz to 3 megahertz
30 kilohertz to 300 kilohertz
30 gigahertz to 300 gigahertz
7-43.
7-44.
Ranging
Detection
Echo
Radio
Radio waves travel at what speed?
1.
2.
3.
4.
VHF/UHF communication sets are called
line-of-sight communication sets.
Accurate velocity
Attitude
Heading data
Each of the above
Upon what principle does radar work?
1.
2.
3.
4.
1. True
2. False
7-36.
Which of the following computations is made
by navigational computers?
1.
2.
3.
4.
What is the frequency band of short-range
VHF/UHF communication sets?
1.
2.
3.
4.
7-35.
Communications and detection
Communications and navigation
Navigation and detection
Detection and ranging
Long-range airborne communications sets
operate in what band of frequencies?
1.
2.
3.
4.
7-34.
7-38.
What means of radio communications
transmits a rapid succession of images (still or
moving) over a radio-frequency channel?
1.
2.
3.
4.
The main advantage of GPS over LORAN
navigation is that GPS navigation provides
highly accurate three-dimensional position,
velocity, and time data.
1. True
2. False
What rating normally maintains communications and navigational equipment?
1.
2.
3.
4.
7-32.
Direct heading
Rate of descent
Navigational situation of the aircraft
Aircraft attitude
What are the two major uses of airborne
radios?
1.
2.
3.
4.
7-31.
7-37.
The horizontal situation indicator gives what
information to the pilot?
1,100 feet per second
1,100 miles per hour
186,000 miles per hour
186,000 miles per second
What is the primary navigational aid for
carrier-based aircraft?
If it takes 6 seconds for a sound wave to travel
to an object and return, what is the distance of
the object?
1.
2.
3.
4.
1.
2.
3.
4.
Loran
Omega
Dead reckoning
TACAN
7-25
1,100 feet
2,200 feet
3,300 feet
6,600 feet
7-45.
7-46.
7-47.
7-48.
7-51.
Radio waves travel much faster than sound
waves?
1. True
2. False
What rating
equipment?
1. AT
2. AE
3. AQ
4. AW
normally
maintains
1.
2.
3.
4.
AEW
7-52.
7-53.
7-50.
What are the two types of electronic
countermeasures?
1. Active and passive
2. Active and progressive
3. Passive and collective
4. Passive and interceptor
Which of the following detection devices is
used to detect submarines?
Which of the following statements is NOT true
concerning sonobuoys?
1. They are dropped from carrier-based
aircraft
2. They are dropped from land-based aircraft
3. They are expendable
4. They are nonexpendable
What is the purpose of IFF?
1. Fire control
2. Navigation
3. Early warning
4. Distinguishing friend from foe
Selective Identification Feature (SIF) was
developed to expand the IFF system.
1. True
2. False
Passive only
Active only
Passive and active
Passive and progressive
1. Sonar
2. Sonobuoy
3. Magnetic Anomaly Detection (MAD)
equipment
4. Each of the above
What characteristics make radar suitable for
directing fire control radar systems?
1. Range measurement
2. Target display
3. Narrow focused radar beam
4. All of the above
7-49.
What type of ECM uses jamming?
7-54.
Upon what principle does MAD operate?
1.
2.
3.
4.
7-55.
What rating operates ASW equipment?
1.
2.
3.
4.
7-26
Light
Radar
Sound
Magnetic field
AE
AT
AQ
AW
CHAPTER 8
AIRCRAFT ORDNANCE
Pyrotechnics. Ammunition containing compositions that produce illumination. Examples are colored
lights or smoke for marking or signaling, or incendiary
effects of smoke screens.
INTRODUCTION
As an Airman, you might be assigned to the
armament branch of an aircraft squadron, the weapons
department of a naval air station, or an aircraft carrier.
Regardless of where you are assigned, you will work
around aircraft armament systems and various
associated weapons.
Ammunition. A device charged with explosives,
propellants, pyrotechnics, initiating composition, or
chemical material.
Bomb-type ammunition. Bomb-type ammunition is
characterized by a large high-explosive charge-toweight ratio. Examples are aircraft bombs, mines, and
warheads used in guided missiles and rockets. This
ammunition has destructive blast effect at or near the
target.
Aviation Ordnancemen (AOs) handle aircraft
ordnance. They work with aircraft guns and
pyrotechnics. They also maintain bombs, rockets,
missiles, mines and torpedoes. They maintain the
aircraft weapons releasing and launching equipment
necessary for disbursing such items. AOs are familiar
with the safety precautions for working with such
material. Personnel directly involved in ordnance
handling must be qualified and/or certified according to
the Navy's current qualification/certification program.
Cartridge-activated device (CAD). Explosiveloaded devices designed to provide the means of
releasing or harnessing potential cartridge energy to
initiate a function or a special-purpose action. Aircraft
equipment, such as ejection seats, canopy ejection
systems, aircraft bomb racks, and launchers, use CADs.
You may not be assigned in an area that requires
direct contact with ordnance. You must still be familiar
with the basic characteristics of ordnance and hazards
peculiar to aircraft ordnance.
GENERAL TERMINOLOGY AND
DEFINITIONS
Chemical ammunition. Chemical ammunition
consists of a variety of items that depend upon a
chemical filling for its effect rather than upon
explosives or shrapnel. An explosive or ignition
element must activate this ammunition.
LEARNING OBJECTIVE: Recognize
common terms and definitions associated
with aircraft ordnance.
Inert ordnance. Actual size ammunition items with
working mechanisms used for training exercises but
having no explosive materials.
AOs use special terminology on the job. To
understand this chapter, you should know these terms.
A few of the more common terms and definitions are as
follows:
Guided missile. An unmanned vehicle designed as
a weapon that travels above the surface of the earth.
This vehicle follows a course or trajectory that is guided
by an automatic or remotely controlled mechanism
within the vehicle.
Ordnance. Military material (such as combat
weapons of all kinds) with ammunition and equipment
required for its use. Ordnance includes everything that
makes up a ships or aircraft's armament. This includes
guns, ammunition, and all equipment needed to control,
operate, and support the weapons.
Incendiary. A chemical used to ignite combustible
substances.
Practice/training ammunition. An ammunition
item that looks and acts just like the service item. It may
be a modification of a service (tactical) item or
something designed specifically for practice. Used in
training associated with all types of ordnance. Practice
ammunition may either be expendable or recoverable,
depending upon the device involved.
Propellant. The material that provides the energy
for propelling a projectile. Specifically an explosive
charge for propelling a bullet, shell, or the like. It may
also be a fuel, either solid or liquid, for propelling a
rocket or missile.
8-1
Explosives suitable for one purpose may be entirely
unsatisfactory for another. For example, the explosive
used to burst forged steel projectiles is unsuitable for
ejecting and propelling the projectile. Normally, the
more sensitive the explosive, the smaller the amount
used. Similarly, the explosives used in initiators, such
as primers and fuzes, are so sensitive to shock that only
a small quantity can be used safely.
Service ammunition. Ammunition for combat use.
This ammunition is approved for service use. It
contains explosives, pyrotechnics, or chemical agent
filler. The propellant, if required, is of service or
reduced charge weight. Service ammunition is also
called tactical ammunition.
Warhead. The part of ammunition containing the
materials intended to inflict damage. The explosives in
warheads are called the payload.
HIGH AND LOW EXPLOSIVES
Airborne stores. Items that are NOT normally
separated from the aircraft in flight. A partial list of
these items includes tanks, pods, and non-expendable
training weapons. Targets, racks, launchers, adapters,
and detachable pylons are also included.
There are two general classes of military
explosives—high explosives and low explosives. Each
is classified according to its rate of decomposition.
High and low explosives may be further classified by
their reaction, composition, or service use. However,
only the two general classes, high and low, are covered
in this chapter.
Q8-1. What aircraft equipment uses cartridgeactive devices (CADs)?
Q8-2. Define the term incendiary.
High Explosives
Q8-3. What are airborne stores?
High explosives are usually nitration products of
organic substances. They may contain nitrogen and
inorganic substances or mixtures of both. A high
explosive may be a pure compound or a mixture of
several compounds. Additives, such as powdered
metals, plasticizing oils, or waxes, provide desired
stability and performance characteristics.
THE FUNDAMENTALS
OF EXPLOSIVES
LEARNING OBJECTIVE: Recognize
the fundamental concepts of explosives,
the potential hazards associated with
weapons, and the identification and
marking of ammunition.
A high explosive is characterized by extremely fast
decomposition called detonation. A high explosive
detonates almost instantaneously. The detonation is
similar to a very rapid combustion or a rupture and
rearrangement of the molecules themselves. In either
case, gaseous and solid products are produced. The
disruptive effect of the reaction makes some explosives
valuable as a bursting charge. This bursting effect
prevents its use in ammunition and gun systems
because the gas pressures formed could burst the barrel
of a weapon.
You should know the difference between an
explosive and an explosion. An explosive is a material
that is capable of producing an explosion by its own
energy.
There are many definitions of an explosion. Dr.
Tenney L. Davis gave us the only simple definition: an
explosion is "a loud noise and the sudden going away of
things from the place where they have been." Another
definition states "an explosion is a rapid and violent
release of energy, not necessarily involving an
explosive substance." For example, in the explosion of
a boiler, the water is not an explosive substance.
Low explosives
Low explosives are mostly solid combustible
materials that decompose rapidly but do not normally
explode. This action is called deflagration. Upon
ignition and decomposition, gas pressures develop to
propel something in a definite direction. Ammunition,
gun systems, and some missiles use this type of
explosive. The rate of burning is an important
characteristic, which depends on such factors as
combustion gas pressure, grain size and form, and
composition. Under certain conditions, low explosives
may react in the same manner as high explosives and
explode.
In this chapter, an explosion is defined as "a
chemical decomposition or transformation, with the
growth of heat and the formation of decomposition
products, sometimes producing gas." All explosives in
military use produce gas, so this definition is correct,
though a chemist might not agree.
If ammunition is to function at the time and place
desired, you must use the right type of explosives. Each
has a role, either as a propellant or as a bursting charge.
8-2
other identification color codes visible. From this
visual information, you can determine that none of the
ordnance contains explosives. Thus, the fire can be
fought much closer to the aircraft than if the ordnance
contained high explosives.
ORDNANCE IDENTIFICATION AND
MARKING
Identification of ammunition is extremely
important when handling ordnance. Identification
provides working/safety information, such as service
(live)/nonservice (training) ammunition, class of
explosives, and color codes representing the explosive
hazards. Identification also provides administrative
information, such as mark, modification, and lot
numbers.
Q8-4. What is the difference between an explosive
and an explosion?
Q8-5. What are the two general classes of military
explosives?
Q8-6. High explosives are not used in ammunition
and gun systems for what reason?
Color codes contain the most important
information of the identification system! Color codes
identify the explosive hazards contained within the
ordnance. Regardless of your rating, you will work
around ordnance-handling crews. Therefore, you
should be familiar with the color code identification of
ordnance.
Q8-7. Define low explosives.
Q8-8. What type of information is provided by
ordnance identification?
Q8-9. In the ordnance identification system, the
color codes provide what information?
Table 8-1 gives the color codes used to identify the
hazards contained in ordnance. It also gives the
meaning for each color code. These colors are normally
painted on the ordnance during manufacturing. The
colors may be stripes painted around the body or down
the side of the item.
AIRCRAFT WEAPONS AND
AMMUNITION
LEARNING OBJECTIVE: Identify the
types, uses, and basic characteristics of
aircraft weapons and ammunition.
You can use the color codes shown in table 8-1 to
identify ordnance explosive hazards. For example, you
are approaching an aircraft and there is a bomb loaded
on a wing station. The bomb is painted an olive drab
(overall) color and has a yellow band painted around
the nose. The olive drab color has no identification
color-coding significance; but, the yellow band means
that the bomb contains high explosives. Another
example is a missile. A missile is painted white with a
yellow band around the warhead section and a brown
band around the rocket motor section. The white color
on a missile has no identification color-coding
significance. The yellow band means that the warhead
contains high explosives. The brown band means that
the rocket motor contains low explosives.
Aircraft weapons and ammunition are designed to
reduce and/or neutralize an enemy's war potential.
Several different types are discussed in the following
text.
AIRCRAFT BOMB-TYPE AMMUNITION
Bomb-type ammunition is carried either in the
bomb bay of an aircraft or externally on the wing or
fuselage stations. Because of safety requirements,
some bomb-type ammunition is shipped and stowed
without the fuzes or arming assemblies. Ordnancemen
must assemble these types of ammunition before they
are used. Other types, such as cluster bomb units
(CBUs), are shipped and stowed as complete
assemblies.
Knowing the color codes and the type of ordnance
loaded on the aircraft give you vital information in an
emergency such as a fire. For example, an aircraft
loaded with ordnance is engulfed in a fire. All the
ordnance on the aircraft is a light blue color with no
Only the general characteristics and basic
principles of operation for bomb-type ammunition and
associated components are discussed in this chapter.
8-3
Table 8-1.—Ammunition Color Codes
COLOR
Yellow
INTERPRETATION
(1) Identifies high explosives
(2) Indicates the presence of explosive, either
(a) sufficient to cause the ammunition to function as a high explosive, or
(b) particularly hazardous to the user
Brown
(1) Identifies rocket motors
(2) Indicates the presence of explosive, either
(a) sufficient to cause the ammunition to function as a low explosive, or
(b) particularly hazardous to the user
*Gray
(1) Identifies ammunition that contains irritant or toxic agents when used as
an overall body color, except for underwater ordnance.
Gray with red
band(s)
(1) Indicates the ammunition contains an irritant (harassing) agent.
Gray with dark
green band(s)
(1) Indicates the ammunition contains a toxic agent.
*Black
(1) Identifies armor-defeating ammunition, except on underwater ordnance.
Silver/aluminum
(1) Identifies countermeasures ammunition.
Light green
(1) Identifies smoke or marker ammunition.
Light red
(1) Identifies incendiary ammunition or indicates the presence of highly
flammable material.
White
(1) Identifies illuminating ammunition or ammunition producing a colored
light, except for underwater ordnance, guided missiles, and rocket
motors.
Light blue
(1) Identifies ammunition used for training or firing practice.
*Orange
(1) Identifies ammunition used for tracking or recovery.
Bronze
(1) Identifies dummy/drill/inert ammunition used for handling and loading
training.
Nonsignificant Colors
Olive drab
(1) All ammunition items.
Black
(1) For lettering
White
(1) For lettering
(2) For guided missiles and rocket motors.
*NOTES: The following colors, when applied as stated, have no identification color coding
significance:
1. The colors gray, orange, black, white, brick red, or green on underwater ordnance, such as
mines and torpedoes, and the color white on guided missiles or rockets.
2. The colors black and white, when used for lettering.
3. The color white when used in diamond-shaped figures on ammunition.
8-4
LDGP bomb will be applicable to all the bombs listed
in figure 8-1.
MK 80 (SERIES) GENERAL-PURPOSE BOMBS
The Mk 80 (series) low-drag, general-purpose
(LDGP) bomb (fig. 8-1) is used in aircraft bombing
operations. The case (bomb body) is aerodynamically
designed and relatively light. Only 45 percent of the
bomb's total weight consists of explosives.
A complete bomb consists of all the components
and accessories necessary for the bomb to function in
the manner intended. Sensitive or fragile components,
such as fuzes and adapter boosters, are packed
separately and assembled to the bomb before it is used.
The components of a typical LDGP bomb are as
follows:
The basic difference between the bombs shown in
figure 8-1 is their size and weight. Unless otherwise
indicated, the following details of the Mk 80 (series)
MK 84
BOMB BODY
MK 83
BOMB BODY
ELECTRICAL
FUZING WELL
(EXCEPT MODS 6 & 7)
MK 82
ELECTRICAL FUZING
WELL (MODS 6 & 7)
SUSPENSION LUG
(TYPICAL)
ELECTRICAL FUZING
WELL (TYPICAL)
HANDLING LUG
WELL (TYPICAL)
CONICAL FIN
ASSEMBLY
SUSPENSION LUG
(TYPICAL)
SNAKEYE FIN
ASSEMBLY
ANF0801
Figure 8-1.—Mk 80/BLU series bombs.
8-5
! Bomb body
Fin Assemblies
! Suspending lugs
Fin assemblies provide bomb stability and cause it
to fall in a smooth, definite curve to the target.
! Fuzing
The conical fin (fig. 8-1) is used for the unretarded
mode of delivery. The Snakeye fin assembly is used for
either the low drag, unretarded (fig. 8-2, view A) or
high drag retarded (fig. 8-2, view B) mode of delivery.
Low-level bombing requires the retarded mode of
delivery. The aircraft and the weapon are traveling at
the same speed at the time of weapon release. This
means the weapon and the aircraft will arrive at the
target together, which could result in explosion damage
to the aircraft. Therefore, use of the retarded mode of
delivery retards (slows down) the weapon so the
weapon gets to the target after the aircraft has passes.
The explosion occurs after the aircraft passes the target.
! Fin assemblies
Bomb Body
The bomb body (fig. 8-1) is a metal container that
contains the high explosive charge. There is a threaded
cavity in both the nose and tail of the bomb body that
allows the various fuzing applications. The bomb body
also has threaded cavities for the installation of
suspension and/or hoisting lugs. The rear charging
tube, forward charging tube, charging receptacle, and
charging receptacle plug are installed in the bomb body
during the manufacturing process. These are used with
various fuzing operations.
Mk 80 series LDGP bombs are painted an olive
drab color overall. A single or double yellow band
painted around the nose of the bomb body identifies a
high-explosive hazard. The double yellow bands
indicate that the bomb body is thermally protected. This
protection increases the weapon's cook off time if the
weapon is engulfed by fire.
Suspending Lugs
Suspension lugs (fig. 8-1) are used for attaching the
assembled bomb to the aircraft's suspension and
releasing equipment. The lugs screw into the bomb
body in pairs. They are spaced either 14 or 30 inches
apart, depending on the size of bomb. During loading,
the lugs engage the bomb rack suspension hooks,
securing the bomb to the aircraft.
PRACTICE BOMBS
Practice bombs display the same ballistic
properties as service-type bombs; however, they
contain no explosive filler. Therefore, practice bombs
are safer to use when training new or inexperienced
pilots and ground handling crews. Practice bombs are
inexpensive and can be used in more target locations.
Fuzing
There are various fuzing combinations for the
bomb body, depending on tactical requirements. Fuzes
are divided into two broad categories—mechanical and
electrical. Mechanical and electrical fuzes can be
installed in either the nose and/or tail of the bomb body.
These fuzes are maintained in a safe condition by the
insertion of a safety cotter pin or arming wire through
the arming vane and the fuze body. Mechanical fuzes
are activated by means of an arming wire or lanyard, or
by electrical energy transferred from the
aircraft-carried equipment to the fuze as the weapon is
released from the aircraft. When the mechanically
fuzed weapon is released and falls away from the
aircraft, the arming wire is pulled from the arming
vane. This allows the arming vane to rotate in the
airstream, arming the fuze. For emergency or other
tactical reasons, the pilot has the option of permitting
the arming wire to fall with the weapon. When the pilot
uses this option, the arming vane can't rotate.
Therefore, the weapon remains in an unarmed
condition. When an electrically fuzed weapon is
released from the aircraft, it receives the necessary
electrical voltage signal from the aircraft firing circuits
to arm the fuze.
There are two types of practice bombs—full-scale
and subcaliber. Full-scale practice bombs are about the
same size and weight as service bombs. Subcaliber
practice bombs are much smaller than the service
bombs they simulate.
Full-Scale Practice Bombs
The full-scale practice bombs are the Mk 82, 83,
and 84 series LDGP inert bombs. Each bomb can be
configured with the same components, such as fuzes,
fins, and suspension lugs that are used with service
bombs. The Mk 80 series practice bombs have an
overall blue exterior or an olive drab exterior. Mk 80
series bombs also have a blue band around their nose
and the word INERT in 1-inch letters on the exterior
bomb body.
Subcaliber Practice Bombs
There are two types of subcaliber practice
bombs—the Mk 76 Mod 5 and the BDU-48/B.
8-6
FIN RELEASE
WIRE
GUIDE TUBE
FIN RELEASE BAND
A
UNRETARDED
NOSE FUZE
BLADE
LINK
CLEVIS
SLEEVE
COLLAR
SUPPORT
PLUNGER
ANF0802
B
RETARDED
Figure 8-2.—Mk 82 LDGP bomb configured with a Snakeye fin assembly.
8-7
FIN ASSY
LUG
ANF0803
INNER CAVITY/
CARTRIDGE CHAMBER
AFT BODY ASSY
BOMB BODY
RETAINING COTTER PIN
FIRING PIN
HEAD MK-1
Figure 8-3.—Mk 76 Mod 5 practice bomb.
Although both are used for practice, each is quite
different in design and appearance.
BDU-48/B.—The 10-pound BDU-48/B practice
bomb (fig. 8-4) is a thin-cased cylindrical bomb used to
simulate retarded weapon delivery. The bomb is
composed of the bomb body with a bore tube for the
installation of a single cartridge, a spring-loaded
retractable suspension lug, firing device, and box-type
fin assembly. The bomb is painted blue with
identification nomenclature stenciled in white letters on
the body.
MK 76 MOD 5.—The 25-pound, solid metal-cast,
Mk 76 Mod 5 practice bomb (fig. 8-3) has a
teardrop-shaped body. It is centrally bored to permit the
insertion of a practice bomb signal cartridge. The after
body, covering the tail tube, is crimped to the bomb
body and has welded-on conical tail fins. The bomb has
single-lug suspension and is painted blue with
identification nomenclature s stenciled in white letters
on the body. The Mk 76 Mod 5 subcaliber practice
bomb is specifically designed to simulate unretarded
weapon delivery.
BODY ASSEMBLY
CLUSTER BOMB UNITS (CBUs)
Cluster bomb units (CBUs) are weapons that carry
and dispense small bomblets over a large target area.
These weapons are designed to destroy material and
SUSPENSION LUG
COTTER PIN
ANF0804
FIN
FIRING PIN
ASSEMBLY
SIGNAL CARTRIDGE
TENSION SPRING
Figure 8-4.—BDU-48/B practice bomb.
8-8
ER
CENT
LANCE
OF BA
ANF0805
Figure 8-5.—Mk 20 Mods antitank bomb cluster and CBU-59/B antipersonnel/antimaterial bomb cluster.
The CBU-59/B weighs 750 pounds and contains 717
BLU-77/B target discriminating shape-charge airburst
bomblets.
personnel targets. The most commonly used types are
discussed in this section.
Antitank Bomb Cluster and Antipersonnel/
Antimaterial Bomb Cluster
When either the Mk 20 Mods or the CBU-59/B
CBU is released from the aircraft, the fuze arming wire
and the fin release wire is withdrawn from the fuze,
allowing the fuze to function after the preset delay.
Functioning of the fuze initiates a linear-shaped charge
in the dispenser. This, in turn, cuts the dispenser case in
half, dispersing the bombs/bomblets in the air.
The antitank bomb cluster Mk 20 Mods and the
antipersonnel/antimaterial bomb cluster CBU-59/B
(fig. 8-5) are air-launched, conventional free-fall
weapons. The Mk 20 Mods are used against armored
vehicles. The CBU-59/B is used against light material
and personnel targets.
Both CBUs are painted white with a yellow band
on the dispenser body, indicating a high-explosive
hazard.
The Mk 20 Mods and CBU-59/B CBUs are
delivered to the fleet completely assembled. Fuzes,
suspension lugs, arming wires, wire extractors, and all
other necessary components have been installed.
Guided Bombs Unit (GBU)
GBU-12, GBU-16, and GBU-10 are Mk 82, Mk 83,
and Mk 84 bombs that are actually low-drag,
general-purpose (LDGP) bombs modified to detect a
target illuminated by a laser beam (fig. 8-6). LDGP
The only difference between the Mk 20 Mods and
the CBU-59/B CBUs is the type of bomb/bomblets
contained inside the dispenser. The Mk 20 CBU weighs
490 pounds and contains 247 Mk 118 antitank bombs.
ELECTRIC
FUZE CHARGING
RECEPTACLE
GUIDANCE
FIN
COMPUTER
WARHEAD
DETECTOR
FORWARD
ADAPTER
ASSEMBLY
CONTROL
SECTION
ANF0806
GUIDANCE UNIT
BOMB BODY
Figure 8-6.—Typical guided bomb unit.
8-9
WING ASSEMBLY
a Mk 45 safety device arming group with a Mk 2
arming device, a Mk 57 target detecting device, and a
Mk 7 tail assembly.
bombs are converted into GBUs by the attachment of a
guided bomb unit kit. Each guided bomb unit kit
contains a computer-control group (CCG) and an
airfoil group (wing assembly and guidance fins).
Q8-10. What are the four components of the Mk 80
series bombs?
The CCG mounts on the nose of the bomb body.
This precludes the use of nose fuzing. The CCG detects
and guides on a laser-illuminated target. It provides
weapon guidance signals to the movable guidance fins
to guide the weapon to the target. An electrical fuze
installed in the tail of the bomb detonates the bomb at
the proper time.
Q8-11. What are the two types of practice bombs used
to train new or inexperienced pilots and
ground crew?
Q8-12. What are two types of cluster bombs used by
the Navy?
AIR-LAUNCHED WEAPONS
Except for the glass nose of the CCG, all
components are painted olive drab. The bomb body has
standard LDGP markings. A single or double yellow
band around the nose of the bomb body indicates a
high-explosive hazard.
LEARNING OBJECTIVE: Identify the
types, uses, and basic characteristics of
air-launched weapons.
The Mk 62, Mk 63, and Mk 64 mines are all
modular, influence-actuated bottom mines. They are
used against submarines and surface targets. The mines
are upgraded by installation of the Mk 130 conversion
kit and Mk 130 battery and flight gear.
Air-launched weapons are designed to be either rail
or ejection launched. In the case of airborne rockets,
they are fired from launchers suspended on the parent
rack of Navy aircraft. Underwater weapons, such as
air-laid mines and torpedoes, are suspended from the
parent rack and bomb bays of aircraft, and are designed
to destroy enemy submarines and surface ships.
The Mk 65 Quickstrike mine (fig. 8-7) is a
2,000-pound, air-laid, all modular, influence-actuated,
bottom mine. The Mk 65 is used against submarines
and surface targets. The Mk 65 consists of a mine case,
Air-launched weapons provide a defensive or
offensive capability against enemy aircraft, combatant
ships, ground radar installations, armored vehicles, and
cruise missiles. Some of the various types of airborne
Mines
TAIL SECTION ASSEMBLY
SAFETY AND
ARMING GROUP
SUSPENSION LUGS
MINE CASE
NOSE
FAIRING
ANf0807
Figure 8-7.—Mk 65 Quickstrike mine.
8-10
explode on contact or in near proximity of a target. The
majority of guided missiles used in the Navy are
essentially rockets that can maneuver while in flight
and make course corrections to intercept the target.
rockets, guided missiles, and underwater weapons used
by the Navy are discussed in the following text.
AIRBORNE ROCKETS
The Navy uses two types of rockets—the 2.75-inch
Mighty Mouse and the 5.0-inch Zuni. The 2.75
standard folding-fin aircraft rocket (FFAR) motor (fig.
8-8, view A) uses a standard nozzle insert. The
low-speed FFAR rocket motor (fig. 8-8, view B) uses a
scarfed nozzle insert. When the low-speed rocket is
fired, the scarfed nozzle insert causes the rocket to spin
during flight. This spin enables the rocket to be fired
from a slow-flying aircraft, such as a helicopter, and
still maintain trajectory to the target.
Guided missiles are classified according to their
range, speed, and launch environment, mission, and
vehicle type. Long-range guided missiles can usually
travel at least 100 miles. Short-range guided missiles
usually do not exceed the range capabilities of
long-range guns. Between these extremes the Navy has
an arsenal of medium or extended-range guided
missiles.
Guided missile speed is expressed in Mach
numbers. The Mach number "is the ratio of the speed of
an object to the speed of sound in the medium through
which the object is moving." Therefore, an object
moving at sonic speed is traveling at Mach 1. In air
under standard atmospheric conditions, sonic speed is
766 miles per hour. Guided missiles are classified
according to speed as follows:
In early development, both the Mighty Mouse and
the Zuni were used against both air and ground targets.
However, with the introduction of modern missile
technology, rockets are now used primarily against
ground targets. The Mighty Mouse is fired in large
numbers. It is carried in rocket launchers with a
capacity of 7 or 19 rockets. The Zuni, which carries a
much larger explosive payload than the Mighty Mouse,
is carried in rocket launchers with a capacity of four
rockets. Both the Mighty Mouse and the Zuni are fired
either singularly, in pairs, or in ripple salvo.
1. Subsonic—up to Mach 0.8,
2. Transonic—Mach 0.8 to Mach 1.2,
3. Supersonic—Mach 1.2 to Mach 5.0, and
4. Hypersonic—above Mach 5.0.
AIR-LAUNCHED GUIDED MISSILES
The speed of the launching aircraft is added to the speed
of the missile. Therefore, if a missile's speed is Mach
2.5 and the aircraft's speed, at the time of missile
launch, is Mach 2.0, the missile would be traveling at
Mach 4.5.
A guided missile is defined as "a self-propelled
object that automatically alters its direction of flight in
response to signals received from outside sources."
Guided missiles are equipped for, and usually carry,
high-explosive charges. They have the means to
MOTOR TUBE
MOTOR TUBE
NOZZLE INSERT
NOZZLE INSERT
FIN
FIN
ANF0808
(A)
(B)
STANDARD NOZZLE
SCARFED NOZZLE
Figure 8-8.—Nozzle and fin assemblies. (A) standard nozzle; (B) scarfed nozzle.
8-11
2. The primary mission of the missile
The Department of Defense has established a
missile and rocket designation system. The designation
of every guided missile includes letters that show the
following information:
3. The type of missile
The letters of the basic designator and their meaning are
listed in table 8-2.
Examples of common guided missile designators
are as follows:
1. The environment from which the missile is
launched
Table 8-2.—Guided Missile and Rocket Designations
FIRST LETTER DESIGNATING
DESCRIPTION
LAUNCH ENVIRONMENT
A Air
B Multiple
C Coffin
F
M
P
U
R
Individual
Mobile
Soft pad
Underwater
Ship
Air launched
Capable of being launched from more than one environment
Stored horizontally or at least less than 45° angle in a protective
enclosure and launched from the ground
Carried and launched by one man
Launched from a ground vehicle or movable platforms
Partially or non-protected in storage and launched from the ground
Launched from a submarine or other underwater device
Launched from surface vessel, such as a ship or barge
SECOND LETTER DESIGNATING
MISSION SYMBOL
DESCRIPTION
D Decoy
E
Special electronic
G
I
Q
T
U
Surface attack
Intercept aerial
Drone
Training
Underwater attack
W Weather
Vehicles designed or modified to confuse, deceive, or divert enemy
defenses by simulating an attack vehicle
Vehicles designed or modified with electronics equipment or
communications, countermeasures, electronic relay missions
Vehicles designed to destroy enemy land or sea targets
Vehicles designed to intercept aerial targets in defensive roles
Vehicles designed for reconnaissance or surveillance
Vehicles designed or permanently modified for training purposes
Vehicles designed to destroy enemy submarines or other underwater
targets or to detonate underwater
Vehicles designed to observe, record, or relay data pertaining to
meteorological phenomena
THIRD LETTER DESIGNATING
DESCRIPTION
VEHICLE TYPE SYMBOL
M Guided missile
R Rocket
N Probe
An unmanned, self-propelled vehicle with remote or internal trajectory
guidance
A self-propelled vehicle whose flight trajectory cannot be altered after
launch
A non-orbital instrumented vehicle to monitor and transmit
environmental information
NOTE: The designation listed in the table covers all the guided missiles and rockets used within the Department of
Defense. Therefore, all designations listed might not be used by the Navy.
8-12
WARHEAD
TARGET
DETECTING
DEVICE
GUIDANCE-CONTROL
GROUP
ROCKET
MOTOR
WINGS
ANF0809
FINS
IR DOME
Figure 8-9.—Typical air-to-air guided missile.
BASIC
DESIGNATION
AGM
Most guided missiles are given popular names,
such as Sparrow, Sidewinder, Harpoon, and HARM.
These names are kept regardless of later modifications
to the original missile.
MEANING
Air-launched, surface-attack
guided missile
Air-launched, intercept-aerial
guided missile
Air-launched, training guided
missile
Ship-launched,
intercept-aerial guided missile
AIM
ATM
RIM
The external surfaces of all Navy guided missiles
(except radomes and antenna items) are painted white.
The color white has no identification color-coding
significance when used on guided missiles. There are
three significant color codes used on guided
missiles—yellow, brown, and blue. These color codes
indicate the explosive hazard contained within the
missile component.
The basic designators are followed by a design
number; this may be followed by a modification
symbol of consecutive letters. A designation of
AGM-45C is identified as follows:
Guided missiles are made up of a series of
subassemblies (fig. 8-9 and fig. 8-10). The
subassemblies, related by function, form a major
section of the overall missile. These sections operate a
system such as guidance, control, armament (warhead
and fuzing), or propulsion. The major sections are
carefully connected to form the complete missile
assembly. The arrangement of major sections in the
missile assembly varies in missiles, depending on
missile type.
A—Air-launched
G—Surface-attack
M—Guided missile
45—Forty-fifth missile design
C—Third revision of the forty-fifth design
CONTROL SECTION
FIN
GUIDANCE SECTION
WING
ANF0810
ARMAMENT SECTION
PROPULSION SECTION
Figure 8-10.—Typical air-to-surface guided missile.
8-13
FORWARD
FIN (4)
WAVEGUIDE
(FORWARD
SECTION)
WIRING
HARNESS
AFT FIN (4)
WAVEGUIDE
(AFT SECTION)
WARHEAD
RADOME
TARGET
SEEKER
FLIGHT
CONTROL
ROCKET MOTOR
ANF0811
Figure 8-11.—AIM-7F Sparrow III guided missile.
components. The four major functional components are
the target seeker, flight control, warhead, and rocket
motor. The missile is 12 feet (142 inches) long, 8 inches
in diameter, and weighs 510 pounds.
Several of the guided missiles now in use by the
Navy are discussed briefly in the following paragraphs.
Sparrow III
The AIM-7F Sparrow III guided missile (fig. 8-11)
is a medium-range, all weather, supersonic, air-to-air
missile. It is designed to be rail or ejection launched
from an interceptor aircraft. The tactical mission of the
missile is to intercept and destroy enemy aircraft in all
weather environments. It is launched from the F-14
Tomcat and F/A-18 Hornet aircraft. Excluding the
radome, the missile body is made of four sectional
tubular shells that house the four major functional
Harpoon
The AGM-84A-1 Harpoon surface-attack guided
missile (fig. 8-12) is an all-weather, air-launch, antiship
attack weapon. It is launched from the P-3 Orion and
S-3 Viking aircraft. The missile consists of the guidance
section, warhead section, sustainer section, and
boat-tail section. It also contains wings and control fins.
CONTROL
SECTION
SUSTAINER
SECTION
WARHEAD SECTION/INERT
WARHEAD SECTION
GUIDANCE
SECTION
ANF0812
Figure 8-12.—AGM-84A-1 Harpoon guided missile.
8-14
ANF0813
Figure 8-13.—AIM-9M Sidewinder guided missile.
Phoenix
The missile has a low-level cruise trajectory with
over-the-horizon range, making it less susceptible to
radar detection. It uses active guidance and has
counter-countermeasure capability. The missile is
12 1/2 feet (151 inches) long and weighs 1,144 pounds.
The AIM-54C/D Phoenix (fig. 8-14) is an air-to-air
guided missile. It employs active, semi-active, and
passive homing capabilities. The Phoenix is a
long-range air intercept missile launched from the F-14
Tomcat aircraft. The missile may be launched in
multiple missile attacks against groups of aircraft or a
single aircraft. A maximum of six AIM-54C/D missiles
can be launched from a single aircraft with
simultaneous guidance against widely separated
targets. In addition, the missile has dogfight, electronic
counter-countermeasures, and anti-cruise missile
capabilities.
Sidewinder
The AIM-9M Sidewinder guided missile (fig. 8-13)
is a short-range, supersonic, air-to-air weapon. It has
passive infrared target detection, proportional
navigation guidance, and a torque-balance control
system. The Sidewinder is comprised of five major
components. These are the guidance and control
section, the target detector section, the safety-arming
device, the warhead section, and the rocket motor
section. The missile is capable of being launched from
the F-14 Tomcat and F/A-18 Hornet aircraft. The only
assembly required at fleet level is the installation of the
wings and control fins. The Sidewinder is 9 1/2 feet
(113 inches) long, 5 inches in diameter, and weighs 190
pounds.
The Phoenix consists of the guidance section, the
armament section, the propulsion section, and the
control section. The only assembly required at fleet
level is the installation of wing and fin assemblies. The
missile is 13 feet (156 inches) long, 15 inches in
diameter, and weighs 1,020 pounds.
WINGS
ELECTRICAL
CONNECTOR F
RADOME
GUIDANCE
FINS
ANF0814
ARMAMENT
PROPULSION
Figure 8-14.—AIM-54C/D Phoenix guided missile.
8-15
CONTROL
GUIDANCE
FIN
WING
D
WAR
FOR
TION
SEC
HAS
IT
L UN
TRO
N
ANF0815
O
C
SAF
DOME COVER
ACTUATOR
Figure 8-15.—AGM-65E/F Maverick guided missile.
combatants. The Maverick consists of two major
sections—the guidance and control section and the
center/aft section. The Maverick is compatible with the
AV-8 Harrier and F/A-18 Hornet aircraft. The only
assembly required at fleet level is the installation of the
fins.
Maverick
The AGM-65E (laser) and AGM-65F (infrared)
(fig. 8-15) are guided, rocket-propelled, air-to-ground
missiles that are designed for use against fortified
ground installations, armored vehicles, and surface
WING
MOTOR
SECTION
NAVIGATION
CONTROL
SECTION
WARHEAD/
EXERCISE
SECTION
SEEKER
SECTION
CANARD
Figure 8-16.—AGM-119B Penguin guided missile.
8-16
ANF0816
SEEKER
SECTION
WARHEAD
CONTROL
SECTION
ROCKET MOTOR
ANF0817
Figure 8-17.—AGM-88A HARM guided missile.
Advanced Medium Range Air-to-Air Missile
(AMRAAM)
Penguin
The AGM-119B Penguin (fig. 8-16) is a
short-to-medium range, inertialy guided, infrared
terminal homing, air-to-surface missile. It is used
against ships and surfaced submarines. The Penguin
consists of the following components—a seeker,
navigation and control section, warhead, rocket motor,
four folding wings, and four canards. The missile is
designed to be launched from helicopters at low speeds
and low altitudes.
The AIM-120 (AMRAAM ) missile is an advanced
missile system (fig. 8-18) that provides significant
performance and reliability improvements over the
existing Sparrow missile. The AMRAAM is an
all-weather, radar-guided missile. It provides fighter
aircraft with precision medium-range attack against
airborne targets. The missile is divided into four major
sections: guidance, warhead, propulsion, and control.
The missile can be launched from the F-14 and F/A-18
aircraft.
High-Speed Antiradiation Missile (HARM)
The AGM-88A HARM (fig. 8-17) is a supersonic,
terminal homing, air-to-ground missile. It is used
primarily against ground radar installations, and it has
the capability of selecting a single target from a number
of targets in the environment. The missile has four
major sections—guidance, control, warhead, and
rocket motor. It is capable of being launched from the
F/A-18 Hornet aircraft.
Walleye Guided Weapon
The Walleye guided weapon does not contain a
propulsion system as do other guided missiles. It is
classified as a missile because it has a guidance system,
a control system, and externally mounted control
surfaces.
AFT LAUNCH
HOOK
CENTER
LAUNCH HOOK
MISSILE
UMBILICAL
FORWARD LAUNCH
HOOK
ANF0818
ELECTRONICS
ASSEMBLY
BATTERY
ASSEMBLY
ACTUATION
SYSTEM
AFD
WARHEAD
TDD ASSEMBLY
SEEKER AND
SERVO ASSEMBLIES
TRANSMITTER
ECU ASSEMBLY
Figure 8-18.—AIM-120 (AMRAAM) guided missile.
8-17
ROCKET
MOTOR
approaches, convoy anchorage, and seaward coastal
barriers.
The Walleye (fig. 8-19) is a self-contained,
self-guided, high explosive weapon. It is grouped into
three basic series of weapons—Walleye I (small-scale,
1,000 pounds), Walleye II (large-scale, 2,000 pounds),
and Walleye II Extended Range Data Link (ERDL).
Aircraft mine delivery has been the principal
method for large-scale mining attacks into enemy
coastal and port areas. Mines that are delivered by
aircraft are usually carried and dropped in much the
same manner as bombs. Mines have different ballistic
flight paths than bombs. Air-laid mines usually require
parachutes.
UNDERWATER WEAPONS
Since World War II, the Navy has placed major
emphasis on the development of air-launched torpedoes
and air-laid mines. These weapons incorporate
components so sensitive that their operation is
protected as classified information. Therefore, the
unclassified information we can provide on these
weapons is limited.
Q8-13. What are the two types of rockets used by the
Navy?
Q8-14. Long-range guided missiles can usually travel
at least what distance?
Torpedoes
Q8-15. Define the term Mach number.
The Mk 46 torpedo is the primary weapon used in
antisubmarine warfare (ASW). It is designed to search
for, detect, attack, and destroy submarines. The torpedo
can be assembled into exercise configurations, and it
can be used for training.
Q8-16. Guided missiles are classified according to
speed. What are the four classifications?
The tactical torpedo consists of a nose section,
warhead, control group, long fuel tank, and after-body.
The physical characteristics (such as weight, length,
and other features) vary with the configuration and the
launch accessories attached. The Mk 46 torpedo can be
configured with aircraft launch accessories for either
helicopter or fixed-wing aircraft launching.
Q8-18. Walleye guided weapons differ from other
guided missiles in what way?
Q8-17. What are the three significant color codes
used on guided missiles?
Q8-19. What are the basic underwater weapons used
by the Navy?
20-MM AUTOMATIC
AIRCRAFT GUNS
LEARNING OBJECTIVE: Identify the
basic operation, characteristics, and
components of the 20-mm automatic
aircraft gun.
Aircraft-Laid Mines
Naval mines may be used in either offensive or
defensive mining operations. In either case, the primary
objective is to defend or control straits, port
ELECTRICAL CONNECTOR
AND TEAR STRIP
CLAMP
EJECTOR PAD
RAT
PROTECTIVE
COVER
RAT PROPELLER
PROTECTIVE
NOSE
SHROUD
FIN
WING
CLAMP
ANF0819
GUIDANCE
WARHEAD
CONTROL
Figure 8-19.—Typical Walleye guided weapon.
8-18
function and operation of the system are basically the
same.
Aircraft gun systems have changed significantly
over the years. The Navy's high-speed, computercontrolled gun systems are almost futuristic when
compared to the mounted machine guns used on the
biplanes of the early 1900's. The old Mk 12, 20-mm
aircraft gun installed in the A-4 aircraft and operated by
a gas-blowback system is primitive by today's
standards. Today's gun systems must meet demanding
performance requirements and provide the firepower
needed to penetrate and destroy advanced enemy
targets. The M61A1, 20-mm automatic gun system is
the most widely used gun system in Navy aircraft.
Q8-20. What is the most widely used gun system in
Navy aircraft?
SIGNALING, MARKING, AND
ILLUMINATION DEVICES
LEARNING OBJECTIVE: Identify the
types, uses, and basic characteristics of
signaling, marking, and illumination
devices.
Signaling, marking, and illumination devices are
used by the Navy for various purposes. Some are used
as signals by downed aircraft, while others are launched
by aircraft.
The M61A1 20-mm automatic aircraft gun (fig.
8-20) is a six-barrel rotary-action mechanism based on
the early Gattling gun. It is a revolving cluster of barrels
fired once per each revolution. The gun is hydraulically
driven and electrically controlled by the aircraft's
weapons control systems. The gun is capable of firing
4,000 to 7,200 rounds of M50 (series) ammunition per
minute. As installed in Navy aircraft, the gun has two
pilot-selectable firing rates of 4,000 (gun low) or 6,000
(gun high) rounds per minute.
PYROTECHNICS
Pyrotechnics are "fireworks adapted to military
use." The word pyrotechny means "the art of fire."
Pyrotechnics are items that produce their effect by
burning and are consumed in the process. As used in the
military, pyrotechnics are burning items that produce a
bright light for illumination. They also produce colored
lights or signaling smoke. All of the pyrotechnic
devices described here contain combustible chemicals,
which when ignited produce a flame, flash, smoke, or a
combination of these effects. Because of the many
pyrotechnics available, only those items that an Airman
may see on a routine basis are covered.
Ammunition is supplied to the gun by the
ammunition handling and storage system. The system
is an endless conveyor belt (closed loop). Ammunition
is transported from the ammunition drum to the gun,
and expended casings and unfired rounds are returned
to the drum. Although the component's physical
location may vary between gun installations, the
HOUSING
ASSEMBLY
FIRING
CONTACT
MID-BARREL
CLAMP
RECOIL
ADAPTER
MUZZLE CLAMP
BARREL
HOUSING
COVER PIN
HOUSING
COVER
END PLATE
COUPLING
CLAMP
INDEXING
PIN
GUIDE BAR
VIEW A
ANF0820
CLEARING
SECTOR
CLEARING
SOLENOID
VIEW A
Figure 8-20.—M61A1 20-mm automatic aircraft gun.
8-19
PRIMER
PROTECTIVE CAP
FLARE CANDLE
QUICKMATCH
PRIMER
IGNITER
ANF0821
IGNITER
SMOKE CANDLE
FIRECRACKER FUSE
PROTECTIVE CAP
Figure 8-21.—Mk 124 Mod 0 marine smoke and illumination signal.
HAND-HELD SIGNALING DEVICES
Mk 124 Mod 0 Marine Smoke and
Illumination Signal
Hand-held signaling devices are used for signaling
or for reference point marking for downed aircrew and
personnel in distress over land or at sea.
The Mk 124 Mod 0 marine smoke and illumination
signal (fig. 8-21) is used for either day or night
BANDOLEER
SAFETY SLOT
POLYPROPYLENE
CORD 48” LONG
FIRING SLOT
FIRST FIRE
COMPOSITION
TRIGGER SCREW
BODY
FLARE
COMPOSITION
PRIMER
M 42G
SLOT
SPACERS
EYE BOLT
PLUG CAP
SPRING
FIRING PIN
BLACK
PROJECTOR, SIGNAL SURFACE
MK 31 MOD 0
Figure 8-22.—Mk 79 Mod 0 illumination signal kit.
8-20
CUP
CASE
SIGNAL, HAND FIRED
MK 80 MOD 0
CAP
ANF0822
signaling by personnel on land or sea. It is a one hand
operable device that emits orange smoke for daytime
use and red flare for nighttime use. Burning time for
each end is about 20 seconds. Each end has protective
plastic caps. The night end has two prominent raised
bead circles on the casing that positively identify this
end, by the sense of touch, for nighttime use. A label on
the outer surface around the whole body of the signal
further identifies the smoke (day) and flare (night)
ends. The label also gives detailed instructions on how
to use the signal.
AIRCRAFT-LAUNCHED ILLUMINATION
DEVICES
The devices discussed in this section are designed
to be launched or dropped from aircraft.
LUU-2 Aircraft Parachute Flare
The LUU-2 aircraft parachute flare (fig. 8-23) is
used for nighttime illumination of surface areas in
search and attack operations. The flare consists of a
candle, parachute assembly, and fuze, which are all
encased in a cylindrical aluminum container.
Mk 79 Mod 0 Illumination Signal Kit
The LUU-2 flare is launched from an external
launching system, such as a bomb rack or by hand, from
an aircraft. The method most often used is the
dispenser-launch method. Regardless of the method of
launching, exerting pull on the fuze lanyard starts flare
operation. After a predetermined delay, a small
explosive charge detonates, expelling the candle and
parachute from the container. On opening, the main
parachute exerts pull on the cables of the
suspension/ignition system, igniting the candle. The
candle produces about 2 million candlepower.
The Mk 79 Mod 0 illumination signal kit (fig. 8-22)
contains a Mk 31 Mod 0 signal projector, a plastic
bandoleer that holds seven Mk 80 Mod 0 signals, and an
instruction sheet. The kit is designed for use as a
distress signaling device. It is small and lightweight for
carrying in flight suit pockets or life rafts. The projector
aims and fires the signals. Each signal contains a single
red star. On activation, this star is propelled upward to a
height of 250 to 650 feet. The star burns for at least
4 1/2 seconds.
SUSPENSION
LUG BANDS
IGNITER END
14 INCHES
TIMER GUARD TAB
TIMER GUARD
TIMER END
10 INCHES
SUSPENSION
LUG BAND
TIMER GUARD
TIMER KNOB
ANf0823
Figure 8-23.—LUU-2 aircraft parachute flare with drogue tray.
8-21
Mk 25 Marine Location Marker
2.976 DIA. MAX.
VALVE PLUG
The Mk 25 marine location marker (fig. 8-24) is
launched from aircraft or surface craft. It is primarily
launched from aircraft to provide day or night reference
points in marking the course of enemy submarines. It is
suitable for any type of sea-surface reference-point
marking that calls for both smoke and flame for 10 to 20
minutes.
CHIMNEY
STARTER MIX
Mk 58 Mod 1 Marine Location Marker
ELECTRIC SQUIB
OUTER TUBE
The Mk 58 Mod 1 marine location marker (fig.
8-25) is used for long burning, smoke and flame
reference-point marking on the ocean's surface. In
addition to being used for antisubmarine warfare, it is
also used for search and rescue operations. It is also
used for man-overboard markings and to provide a
target for practice bombing at sea. This marker
produces a yellow flame and white smoke for 40 to 60
minutes. The marker is visible from an aircraft for at
least 3 miles under normal operating conditions.
18.54
MAX
PYROTECHNIC
COMPOSITION
Q8-21. Define pyrotechnics as used in the military.
Q8-22. What are the two hand-held signaling devices
used by downed aircrew and personnel in
distress over land or at sea?
O
360 CRIMP
G-RING
Q8-23. The Mk 25 Mod 0 aircraft parachute flare is
used for what purpose?
RETAINER
RING
Q8-24. The Mk 58 Mod 1 Marine location marker is
used for what purpose?
CARTRIDGES AND
CARTRIDGE-ACTUATED DEVICES
(CADs)
SEA WATER
ACTIVATED
BATTERY
BASE
COVER
A
3.080 DIA. MAX.
ANF0824
BASE PLUG
NOTCH
ARROW
LEARNING OBJECTIVE: Identify the
types, uses, and basic characteristics of
cartridges and cartridge-activated devices.
VIEW A
Figure 8-24.—Mk 25 marine location marker.
and CADs are canopy removal, seat ejection, streaming
of ejection seat drogue chutes, and parachute opening.
With the advent of the high-performance jet
aircraft, aviation relies more and more on CADs. CADs
are small explosive-filled cartridges used to fire other
explosives or release mechanisms. CADs provide high
reliability and easy maintenance. The cartridges
undergo rigid quality control throughout design and
manufacture. Their actual performance is
dependable only when they have been properly
handled and installed. In a personnel escape system,
the CAD must work perfectly the first time.
Malfunction of a device or failure to fire when needed
usually results in injury or death to the pilot and/or crew
members. Escape operations performed by cartridges
It is not possible to discuss all the cartridges and
CADs in this TRAMAN. Therefore, a few representative cartridge systems are briefly discussed.
PERSONNEL ESCAPE DEVICE
CARTRIDGES
High-speed aircraft have many designs, special
control features, and space limitations. As a result, a
sequence of emergency operations must be carried out
before it is possible for pilot and/or crew members to
escape. CADs allow several operations to be performed
concurrently (at the same time), or in rapid sequence, to
8-22
ADHESIVE FOIL DISKS
PULL RING
CHIMNEY CAPS
ELECTRIC SQUIB
PYROTECHNIC CANDLES
STARTER COMPOSITION
STARTER PELLET
ANF0825
TRANSFER FUSE
POLYURETHANE FOAM
WATER-ACTIVATED BATTERY
PROTECTIVE COVER
Figure 8-25.—Mk 58 Mod 1 marine location marker.
The impulse cartridge (fig. 8-26) contains an
electric primer, a booster, and a main charge. When the
cartridge is fired, gas pressure moves a piston and
unlocking linkage, freeing and/or ejecting the store
from the rack.
ensure personnel escape. Personnel in the AME rating
usually install cartridges and CADs used in personnel
escape systems.
IMPULSE AND DELAY CARTRIDGES
Impulse cartridges are used as power sources in
aircraft stores release and ejection systems. The
cartridges provide a force to free or eject a store away
from the aircraft or to operate other devices.
BOOSTER
CHARGE
CCU-45/B Impulse Cartridge
The CCU-45/B impulse cartridge (fig. 8-27) is used
primarily for release and ejection of stores from an
aircraft in flight.
CLOSURE
DISC
CASE
CASE
IGNITION
ELEMENT
CUP CLOSURE
ASSEMBLY
ANF0826
PRIMER
DISC
MAIN
CHARGE
BUSHING
MK 37 MOD 0
ELECTRODE
Figure 8-26.—Typical impulse cartridge used in personnel
escape systems.
Anf0827
MAIN CHARGE
Figure 8-27.—Impulse cartridge CCU-45/B (sectioned).
8-23
PLUG
BODY
CLOSURE
DISC
DISC
INSULATOR
CASE
ANF0828
IGNITION
ELEMENT
PROPELLANT
PRIMER
MAIN CHARGE
(8 PIECES BY COUNT)
MK 19 MOD 0
ANF0829
Figure 8-29.—Mk 97 Mod 0 impulse cartridge.
Figure 8-28.—Typical impulse cartridge used in bomb racks,
launchers, and dispensers.
Q8-25. What are some of the escape operations
performed by cartridges and CADs?
Mk 19 Mod 0 Impulse Cartridge
Q8-26. Personnel in what rating usually install
cartridges and CADs used in personnel
escape systems?
The Mk 19 Mod 0 impulse cartridge (fig. 8-28) is a
backup cartridge. It is normally used for the emergency
jettison/release of stores loaded on an aircraft during
flight. This cartridge is fired after an attempt has been
made to fire the primary cartridges.
Q8-27. Cartridges that are used for cable cutters,
explosive bolts, and fire extinguishers are
known as what type of cartridges?
MISCELLANEOUS CARTRIDGES
AIRCRAFT WEAPONS SUSPENSION
AND RELEASING EQUIPMENT
Miscellaneous cartridges include cable cutters,
explosive bolts, and fire extinguishers.
LEARNING OBJECTIVE: Identify the
types, uses, and basic characteristics of
aircraft weapons suspension and
releasing equipment.
Mk 97 Mod 0 Impulse Cartridge
The Mk 97 Mod 0 impulse cartridge (fig. 8-29) is
used as a power source to actuate a helicopter cable
cutter to cut a chain/cable in an emergency.
Aircraft Fire-Extinguisher Cartridge
Naval combat aircraft and weapons use highly
complex suspension, arming, and releasing devices.
The majority of these devices are electronically
operated and are part of the aircraft's electrical circuits.
The devices are activated by a hand switch or
automatically through a circuit-closing device in the
system. Manual operation is possible, if needed.
In the event of fire, the aircraft fire extinguisher
cartridges start the release of fire-extinguishing agents
into the area surrounding an aircraft engine.
Current suspension, arming, and releasing devices
for aircraft require the use of associated electrical gear.
This gear times the release of stores and rack selectors
Mk 1 Mod 3 Impulse Cartridge
The Mk 1 Mod 3 impulse cartridge (fig. 8-30) is
used primarily to actuate a refueling hose guillotine in
an emergency.
MAIN CHARGE
BOOSTER
CHARGE
CUP
COVER
IGNITION CUP
CAP
WASHER
CUP
ANF0830
BUSHING
ELECTRODE
CASE
SECONDARY
CHARGE
PLASTIC
CAP
Figure 8-30.—Mk 1 Mod 3 impulse cartridge (sectioned).
8-24
heel of the bomb rack suspension hooks. This causes
the hooks to pivot up and engage the suspension lugs.
The hooks are held in the closed position by sears.
When the pilot initiates bomb release, an electrical
signal is routed through the weapon system circuits to
the bomb rack. This signal activates a solenoid that
activates the release linkage in the bomb rack. This
causes the suspension hooks to open, letting the
weapon/store fall away from the aircraft. The BRU-14
has a CAD backup release method if the primary
method fails. When the CAD is fired, the release
linkage frees the weapon/store.
to control the pattern of store releases. Other units
preselect the desired arming of bomb fuzes. Each
serves a definite purpose in accurately delivering
weapons against the enemy.
The Navy uses a wide variety of suspension
equipment. Suspension equipment is designed to
accommodate a certain maximum weight. The
structural strength of the aircraft determines the
maximum weight that may be suspended. The aircraft
weight capacity per rack is usually less than rack design
capability.
Several representative types of suspension and
releasing equipment are discussed briefly in the
following text.
BOMB EJECTOR RACKS
Bomb ejector racks differ from standard bomb
racks. Ejection racks use electrically fired impulse
cartridges to open the suspension hook linkage and
eject the weapon/store. When in flight, a vacuum can be
created under the fuselage and wings of the aircraft. In
some cases, this vacuum will prevent the released
weapon/store from entering the airstream and falling to
the target. Physical contact between the weapon/store
and the aircraft structure may result. This could cause
damage to or loss of the aircraft. Bomb ejector racks
eject the weapon/store from the bomb rack with
sufficient force to overcome this vacuum and ensure a
safe release.
BOMB RACKS
Aircraft bombs, torpedoes, mines, and other stores
are suspended either internally or externally by bomb
racks. Bomb racks carry, arm, and release these stores.
The BRU-14 (series) bomb rack (fig. 8-31)
suspends and releases conventional and nuclear
weapons/stores weighing up to 2,200 pounds with a
14-inch suspension. In certain applications, adapter
assemblies are added to increase the suspension
capacity to 30 inches.
When a weapon/store is loaded onto the bomb rack,
the suspension lugs on the weapon/store engage the
IN-FLIGHT OPERABLE BOMB RACK LOCK (IFOBRL)
SECONDARY RELEASE
ASSEMBLY
ELECTROMECHANICAL
ACTUATOR (IFOBRL)
MANUAL ACTIVATION
KNOB (IFOBRL)
LOCKBAR
(IFOBRL)
BELLCRANK
ANF0831
ARMING UNITS
LINEAR ELECTRO-MECHNICAL
ACTUATOR (LEMA)
STORE SUSPENSION HOOKS
Figure 8-31.—BRU-14 (series) aircraft bomb rack.
8-25
COCKING
KNOB
AUXILIARY UNLOCK
ASSEMBLY (IFOBRL)
FWD
FWD
ANF0832
Figure 8-32.—BRU-11A/B bomb ejector rack.
When the pilot fires the impulse cartridges, the
resulting gas pressure unlocks the suspension hooks.
The gas pressure simultaneously causes the ejection
piston and ejector foot to kick the weapon/store away
from the aircraft. The BRU-11A/B has a secondary
weapons/stores jettison release if the primary system
fails. The secondary release also uses an impulse
cartridge to unlock the suspension hooks, but it does not
eject the weapon/store.
The BRU-11A/B bomb ejector rack (fig. 8-32) has
four suspension hooks. Two of these hooks are spaced
14 inches apart and two are spaced 30 inches apart.
These hooks carry weapons/stores weighing up to
4,000 pounds. The rack has electrical connections,
mechanical and electrical arming units, ejection
components, and mechanical linkage for safely
suspending and ejecting weapons/stores.
LATCHING BLOCK
RELEASE LEVER IN LATCHED POSITION
(AFT POSITION)
COCKING LEVER
(FORWARD POSITION)
LATCHING LEVER
SUPPORTED
LATCHING LEVER
ENGAGED
HOOK LINK IN AFT
POSITION
HOOK OPENING SPRING
HOOK
ANF0833
Figure 8-33.—Mk 8 Mod 5 bomb shackle.
8-26
BOMB SHACKLES
DISPENSERS AND EJECTORS
The Mk 8 Mod 5 bomb shackle (fig. 8-33) is the
only bomb shackle now in use. It is used on helicopters.
The shackle is used to suspend and release mines or
torpedoes that weigh from 100 to a maximum of 1,500
pounds. The shackle has suspension hooks spaced 14
inches apart, center to center. It has no integral
provision for electrical release, electrical arming, or
mechanical arming. Electrical release of the shackle is
possible by attaching an electrical release unit to the
shackle structure. Weapons may be mechanically
armed by attaching arming solenoids to the shackle or
to the aircraft structure.
Dispensers and ejectors are used during tactical
situations to give an aircraft added offensive and
defensive capabilities. These units are usually
detachable and suspended from other installed
suspension equipment, or they are mounted directly to
the aircraft. They are used to suspend and release
ordnance, such as aircraft parachute flares, chaff, and
decoy flares.
SUU-25F/A Flare Dispenser
The SUU-25F/A flare dispenser (fig. 8-34) is
capable of suspending and launching eight LUU-2B/B
ANF0834
Figure 8-34.—SUU-25F/A flare dispenser.
8-27
USE TAPERED END
TO PRESS OUT
FIRED UNITS
TL-762/ALM-70 CHAFF
SLEEVE EXTRACTOR
USE BLUNT END
TO PRESS OUT
UNFIRED UNITS
CARTRIDGE
RETAINER
pressure is routed into the launcher tube. Gas pressure
buildup will be sufficient enough to force the flare aft
and shear the aft retaining lock shear pin, allowing a
single flare to be ejected from the launcher tube. A
stepper switch automatically steps the firing circuit in
the dispenser to the next tube. Each subsequent
activation of the firing circuit steps the stepper switch
and repeats the process for the remaining tubes.
PLASTIC SLEEVE
CHAFF/FLARE
LIMIT
PRINTED
CIRCUIT BOARD
CAPTIVE
SCREWS
AN/ALE-29A Countermeasures Chaff
Dispensing Set
The AN/ALE-29A countermeasures chaff
dispensing set (chaff dispenser) (fig. 8-35) is an
electronic device installed in most Navy combat
aircraft. The chaff dispenser ejects cartridge-loaded
configurations of Mk 46 or MJU-8/B decoy flares and
RR-129 or RR-144 chaff.
PLASTIC
BLOCK
ANF0835
Figure 8-35.—AN/ALE-29A countermeasures chaff
dispensing set.
Decoy flares are used during evasive maneuvers
against heat-seeking missiles. Chaff rounds consist of
extremely fine shredded metal strips in a cylindrical
metal container. When ejected, the metal strips cause a
jamming effect against ground-controlled radar
installations or radar-controlled missiles.
aircraft parachute flares. The SUU-25F/A dispenser is
made up of four aluminum tubes housed in a supporting
frame and covered with aluminum skin. Each tube is
loaded with a pair of flares configured with a flare
adapter kit. The dispenser allows the flares to be ejected
one at a time, thereby doubling the mission capability
over previous models. Each tube has two flares. The
forward bulkhead (A) of the dispenser has breech
assemblies for eight impulse cartridges (one for each
flare). Four aft retaining links (B) attached to the rear
bulkhead keeps the aft flares in the dispenser tubes until
they are ejected.
GUIDED MISSILE LAUNCHERS
A guided missile launcher provides mechanical
and electrical means of suspending and air launching a
guided missile from an aircraft. The launcher either
ejects the missile or the missile leaves the launcher rails
under its own power. Each of these type launchers is
discussed briefly in the following text.
When initiated by the pilot, the impulse cartridge in
the number 1 breech will be fired. The resulting gas
DETENTS, STRIKER POINTS,
AND SNUBBERS
MECHANISM
POWER SUPPLY
FIN RETAINER
SPRING
DETENT HOLDDOWN PIN
SAFETY PIN/
DETENT WRENCH
NITROGEN RECEIVER
HOUSING ASSEMBLY
ANF0836
Figure 8-36.—LAU-7/A (series) guided missile launcher.
8-28
view B) and either reusable or non-reusable. Metal
launcher tubes are reusable. Paper launcher tubes are
designed for onetime use only, and are jettisoned by the
pilot after use.
LAU-7/A Guided Missile Launcher
The LAU-7/A (series) guided missile launcher (fig.
8-36) is a reusable launcher system for use with AIM-9
Sidewinder missiles. The launcher has four major
assemblies—the housing assembly, the nitrogen
receiver assembly, the mechanism assembly, and the
power supply.
The 2.75-inch rocket launchers now in use are the
LAU-61/A (19 shot), LAU-68/A (7 shot), and the
LAU-69/A (19 shot). The 5.0-inch rocket launchers are
the LAU-10 series (4 shot).
LAU-92/A Guided Missile Launcher
Q8-28. What is the purpose of ordnance suspension
and releasing equipment?
The LAU-92/A guided missile launcher (fig. 8-37)
is a self-contained, gas operating mechanism. It carries,
retains, and ejection-launches the Sparrow III missile.
Q8-29. What is the purpose of bomb racks?
Launcher unlocking and ejection force is supplied
by two Mk 124 Mod 0 impulse cartridges installed in
the breeches. The cartridges are ignited by an electrical
impulse from the aircraft firing circuits.
Q8-30. The Mk 8 Mod 5 bomb shackle is used on what
type of aircraft?
AIRCRAFT ROCKET LAUNCHERS
Q8-32. What guided missile launcher is used with the
AIM-9 Sidewinder missile?
Q8-31. What is the purpose of dispenser and ejector
equipment?
Aircraft rocket launchers (rocket pods) are a
platform from which airborne rockets can be fired.
Rocket pods contain rocket motors and, in some cases,
completely assembled rounds. Each may use the same
container from manufacture, through stowage, to final
firing.
SUMMARY
In this chapter, you have identified the different
types of ammunition, materials, operation, and hazards
associated with aircraft ordnance. You have also
become familiar with some of the responsibilities of the
Aviation Ordnanceman.
Aircraft rocket launchers are classified as either
2.75-inch (fig. 8-38, view A) or 5.0-inch (fig. 8-38,
HOIST
ASSEMBLY
LOCK
HANDLE
OPERATING
LEVER
BREECHES
UMBILICAL
ANF0837
FAIRING
Figure 8-37.—LAU-92/A guided missile launcher.
8-29
A
2.75-INCH
ANF0838
B
5.0-INCH
Figure 8-38.—Typical airborne rocket launcher configurations.
8-30
ASSIGNMENT 8
Textbook Assignment: "Aircraft Ordnance," chapter 8, pages 8-1 through 8-30.
8-1.
1.
2.
3.
4.
8-2.
8-3.
8-8.
1.
2.
3.
4.
8-9.
What are the two general classes of military
explosives?
1. Explosive and nonexplosive
2. High and low explosives
3. Incendiary and burster explosives
4. Chemical and detonating explosives
8-10.
Which of the following additives may be added
to high explosives to provide desired stability
and performance characteristics?
1. Powdered metals
2. Oils
3. Waxes
4. All the above
8-11.
Which of the following explosives is
characterized by the extremely fast
decomposition called "detonation"?
1. High explosive
2. Low explosive
3. Initiating explosive
4. Auxiliary explosive
8-12.
The decomposition of low explosives is known
as what type of decomposition?
1. Detonation
2. Explosion
3. Deflagration
4. Combustion
8-13.
Proper identification of ammunition provides
which of the following types of information?
1. Service (live) ammunition
2. Nonservice (training) ammunition
3. Class of explosives
4. Each of the above
Cartridge-actuated device
Incendiary
Bomb-type ammunition
Inert ordnance
What actual size ammunition items with working mechanisms are used for training exercises
but have no explosive materials?
Cartridge-actuated device
Incendiary
Bomb-type ammunition
Inert ordnance
What type of ammunition uses a chemical primarily for igniting combustible substances?
1.
2.
3.
4.
8-6.
Cartridge-actuated device
Incendiary
Bomb-type ammunition
Inert ordnance
Which of the following devices is an explosive-loaded device designed to provide the
means of releasing potential energy to initiate a
function or a special-purpose action?
1.
2.
3.
4.
8-5.
Propellant
Incendiary
Pyrotechnics
Illumination
The Warhead is the part of the ammunition
containing the materials intended to inflict
damage. What are the explosives in the
warhead called?
1. Stores
2. Payload
3. Expendables
4. Components
An explosive is a material that is capable of
producing an explosion by its own energy.
1. True
2. False
What type of ammunition is characterized by a
large high-explosive charge-to-weight ratio?
1.
2.
3.
4.
8-4.
8-7.
Which of the following types of ammunition is
used to produce illumination?
Cartridge-actuated device
Incendiary
Bomb-type ammunition
Inert ordnance
Ammunition intended for combat rather than
for training has what classification?
1.
2.
3.
4.
Airborne stores
Propellants
Incendiaries
Service ammunition
8-31
8-14.
8-20.
What is the most important means of
identifying explosive hazards contained within
ordnance?
1.
2.
3.
4.
Safety information sheets
Color codes
Manufacturer’s assembly card
Ordnance manual
1.
2.
3.
4.
IN ANSWERING QUESTIONS 8-15 THROUGH
8-18, REFER TO TABLE 8-1 IN YOUR TRAINING
MANUAL.
8-15.
8-16.
8-18.
8-22.
Yellow
Brown
Red
Black
8-23.
Bomb fuzes are divided into what two
categories?
Light blue
Light red
Light green
Light orange
8-24.
8-25.
Stabilizer
Target detector
Fin assembly
Bomb casing
What is the preferred mode of delivery for
low-level bombing to prevent damage to the
aircraft?
1.
2.
3.
4.
Light green
White
Light blue
Gray
Explosion and detonation
Deflagration and combustion
Mechanical and electrical
Initiating and auxiliary
What part of the bomb causes a
general-purpose bomb to fall in a smooth,
stable, and definite curve to the target?
1.
2.
3.
4.
Retarded
Unretarded
Mechanical
Restricted
What is the primary purpose of practice
bombs?
1. To simulate different ballistic properties as
those of service-type bombs
2. To provide optimum safety during the
training of new or inexperienced pilots and
ground handling crews
3. To provide low cost training and to provide
an increase in available target locations
4. To provide for the training of experienced
pilots and ground handling crews
Some bomb-type ammunition is shipped and
stowed without the fuzes or arming assemblies
and associated components installed for which
of the following reasons?
1.
2.
3.
4.
By what means is the spacing of the suspension
lugs used with general-purpose bombs
determined?
1.
2.
3.
4.
Which of the following color codes identifies
ammunition used for training or firing
practice?
1.
2.
3.
4.
8-19.
Yellow
Brown
Red
Silver
Which of the following color codes identifies
incendiary ammunition or indicates the
presence of highly flammable material?
1.
2.
3.
4.
25%
35%
45%
55%
1. The configuration of the aircraft's bomb
rack
2. The size of the bomb
3. The assembly supervisor
4. The weapons handling officer
Which of the following color codes identifies
armor-defeating ammunition except on
underwater ordnance?
1.
2.
3.
4.
8-17.
8-21.
Which of the following color codes identifies
high explosives and indicates the presence of
explosives either sufficient to cause the
ammunition to function as a high explosive or
particularly hazardous to the user?
1.
2.
3.
4.
Approximately what percent of a Mk 80
general-purpose bomb's total weight is made of
explosives?
Physical size of the weapon
To meet safety requirements
To simplify handling requirements
To provide required training
8-32
8-26.
1.
2.
3.
4.
8-27.
8-30.
8-35.
Laser guided bombs
General purpose bombs
Cluster bomb units
Full-scale bombs
(a)
(a)
(a)
(a)
717
717
247
247
(b)
(b)
(b)
(b)
BLU-77/B
Mk 118
BLU-77/B
Mk 110
8-36.
What is the rocket launcher capacity for the
Mighty Mouse weapons system?
1. 7 or 19 rockets
2. 4 or 12 rockets
3. 6 or 18 rockets
4. 5 or 16 rockets
Guided missiles are classified according to
what characteristics?
Mk 82
Mk 83
Mk 84
All of the above
8-37.
mission,
mission,
type, and
Subsonic
Transonic
Supersonic
Hypersonic
When a guided missile with a speed of Mach
2.5 is launched from an aircraft traveling at a
speed of Mach 2.0, the missile will reach what
speed?
1.
2.
3.
4.
Conical fin assembly
Nose of the bomb body
Inside the bomb casing
Exterior mounting stanchion
mission,
At what speed is an object traveling in air at
766 miles per hour (Mach 1) under standard
atmospheric conditions?
1.
2.
3.
4.
Mach 0.5
Mach 2.5
Mach 4.5
Mach 5.5
IN ANSWERING QUESTIONS 8-38 AND 8-39,
REFER TO TABLE 8-2 IN YOUR TEXT.
How many assemblies make up the Mk 65
Quickstrike mine?
1.
2.
3.
4.
Nozzle
Folding fins
Scarfed nozzle insert
Stabilizer rod
1. Speed, launch environment,
vehicle type, and weight
2. Speed, launch environment,
range, and vehicle type
3. Speed, launch environment,
range, and weight
4. Speed, mission, range, vehicle
weight
Where is the computer-control group mounted
on a converted low-drag general-purpose
bomb?
1.
2.
3.
4.
8-32.
Mk 82 Mod 3
BDU-48/B
Mk 76 Mod 5
Both 2 and 3 above
Laser-guided bombs are modified from what
types of general-purpose bombs?
1.
2.
3.
4.
8-31.
8-34.
The CBU-59/B contains bomblets of
(a) what quantity and (b) what type?
1.
2.
3.
4.
Which of the following components enables a
rocket to spin when fired from a slow-flying
aircraft?
1.
2.
3.
4.
What type of weapons carry and dispense
small bomblets over a target area?
1.
2.
3.
4.
8-29.
Full-scale practice
Subcaliber practice
Service
Nonrestricted use
Which of the following types of bombs is/are
classified as subcaliber practice bombs?
1.
2.
3.
4.
8-28.
8-33.
A Mk 80 series bomb with a blue band around
the nose is classified as what type of bomb?
8-38.
One
Two
Three
Four
In the first letter designation for launching
guided missiles and rockets, what letter
signifies multiple launch environments?
1.
2.
3.
4.
8-33
A
B
C
D
8-39.
8-40.
8-41.
8-43.
8-44.
8-45.
The AGM-65E Maverick guided missile uses
what type of guidance?
1.
2.
3.
4.
8-47.
In the basic missile designation of the
AGM-65E, what does the number signify?
1. Missile design
2. Mach speed
3. Modification
4. Model
What are the three significant color codes used
on guided missiles?
1.
2.
3.
4.
8-42.
8-46.
In the second letter designation for the mission
of guided missiles and rockets, what does the
letter E signify?
1. Surface attack
2. Intercept aerial
3. Decoy
4. Special electronic
Infrared
Laser
Homing
Heat-seeking
The AGM-65E/F guided missile is employed
against what type of targets?
1. Microwave electromagnetic energy
2. Armored vehicles and fortified bunkers
3. Fortified ground installations, armored
vehicles, and surface combatants
4. Ground personnel, bunkers, tanks, and
artillery positions
8-48.
White, brown, and blue
White, brown, and yellow
Red, brown, and blue
Yellow, brown, and blue
What short-to-medium range guided missile is
designed to be launched from helicopters at
low air speeds and altitudes?
1.
2.
3.
4.
What is the tactical mission of the AIM-7F
Sparrow III guided missile?
1. To destroy enemy ships
2. To destroy enemy ground radar
installations
3. To intercept and destroy enemy aircraft
4. To destroy enemy fortified installations
8-49.
The AGM-84A-1 Harpoon guided missile is an
all-weather, air-launch, antiship attack weapon
and is launched from which of the following
aircraft?
1. F-15 and F-16
2. F-14 and AV-8
3. F/A-18 and EA-6
4. S-3 and P-3
The AIM-120 AMRAAM is an advanced
missile system and offers performance
improvements over which of the following
missiles?
1.
2.
3.
4.
8-50.
8-51.
8-52.
Aircraft laid mines
Mk 54 depth bombs
Mk 46 torpedoes
Subsurface guided missiles
Where are naval mines used?
1.
2.
3.
4.
8-34
Double-base solid propellant
Liquid rocket motor
Single-base gas propellant
None of the above
What are the primary weapons used in
antisubmarine warfare (ASW)?
1.
2.
3.
4.
What maximum number of Phoenix missiles
may be launched from a single aircraft with
simultaneous guidance against widely
separated targets?
1. Eight
2. Two
3. Six
4. Four
Shrike
Sidewinder
Maverick
Sparrow
The Walleye guided weapon employs which, if
any, of the following propulsion systems?
1.
2.
3.
4.
The AIM-9L Sidewinder guided missile is
comprised of what total number of major
sections?
1. Five
2. Two
3. Three
4. Four
AGM-119B Penguin
AGM-88A HARM
AGM-65E/F Maverick
AGM-78E Standard
In enemy harbors and ports
In offensive mining operations only
In defensive mining operations only
In offensive and defensive mining
operations
8-53.
1.
2.
3.
4.
8-54.
8-60.
How is the M61A1 20-mm automatic aircraft
gun (a) driven and (b) controlled?
(a)
(a)
(a)
(a)
Gas blowback
Hydraulically
Pneumatically
Gas blowback
(b)
(b)
(b)
(b)
Fire
Electrically
Manually
Hydraulically
What is the firing rate of the M61A1 20-mm
gun as installed in Navy aircraft?
8-61.
1. 4,000 (gun low) and 6,000 (gun high)
rounds per minute
2. 2,000 (gun low) and 4,000 (gun high)
rounds per minute
3. 5,000 rounds per minute
4. 7,200 rounds per minute
8-55.
By what means is the night end of the Mk 124
Mod 0 marine smoke and illumination signal
identified?
8-62.
1. By color
2. By the raised beads on the casing
3. By the D-ring located on the ignition
lanyard
4. By the larger sized end ring
8-56.
1.
2.
3.
4.
8-57.
4
5
6
7
8-64.
By which of the following methods can the
LUU-2 aircraft parachute flare be launched?
1.
2.
3.
4.
8-58.
8-63.
What number of signal flares is contained in
the Mk 79 Mod 0 illumination signal kit?
By hand
From a bomb rack
Dispenser-launched
Each of the above
What is the primary purpose of the Mk 25
marine location marker?
8-65.
1. As a distress signal for downed aircrew
personnel
2. Antisubmarine warfare operations
3. To illuminate target areas
4. As a channel marker
8-59.
8-66.
The Mk 58 Mod 1 marine location marker
produces yellow flame and white smoke for (a)
a minimum of and (b) a maximum of how
many minutes?
1.
2.
3.
4.
(a)
(a)
(a)
(a)
15
30
40
45
(b)
(b)
(b)
(b)
30
45
60
80
8-35
Which of the following functions is performed
by cartridges and CADs in personnel escape
devices?
1. Removal of cockpit canopies
2. Ejection of seats
3. Streaming of ejection seat drogue chutes
4. Each of the above
Which of the following ratings is normally
responsible for the installation of cartridges
and CADs as used in personnel escape
systems?
1. AO
2. AME
3. AT
4. AD
What is the primary use of the CCU-45/B
impulse cartridge?
1. To remove cockpit canopies
2. To eject seats
3. To release and eject stores from an aircraft
in flight
4. To eject and deploy seat drogue chutes
Which of the following impulse cartridges
is/are classified as miscellaneous cartridges?
1. Mk 19 Mod 0
2. Mk 97 Mod 0
3. Mk 1 Mod 3
4. Both 2 and 3 above
Aircraft weapons suspension and releasing
equipment is generally operated by what
means?
1. Hydraulic and pneumatic
2. Electronic and manual
3. Hydraulic and electrical
4. Hydraulic and mechanical
What is the function of bomb racks?
1. To carry stores
2. To arm stores
3. To release stores
4. Each of the above
How do bomb ejector racks differ from bomb
racks?
1. Bomb ejector racks are designed to carry
more weight
2. Bomb ejector racks are designed to carry
less weight
3. Bomb ejector racks use electrically fired
impulse cartridges
4. Bomb racks use electrically fired impulse
cartridges
8-67.
8-71.
The BRU-11A/B bomb ejector rack provides
(a) how many suspension hooks and (b) are
spaced how far apart?
1. Used during evasive maneuvers against
heat-seeking missiles
2. Causes a jamming effect against groundcontrolled radar installations
3. Interrupts enemy aircraft radar tracking
systems
4. Used for training purposes only
1. (a) Four
(b) two 14 inches apart and two
30 inches apart
2. (a) Two
(b) 30 inches
3. (a) Two
(b) 14 inches
4. (a) Four
(b) two 14 inches apart and two
28 inches apart
8-68.
8-69.
8-73.
Fighter
Attack
Helicopter
Patrol
8-74.
Eight
Two
Six
Four
Mk 46 or MJU-8/B decoy flares
RR-129 or RR-144 chaff
Both 1 and 2 above
Mk 50 decoy flares or RR-142 chaff
Harpoon
Sparrow III
Maverick
Shrike
Which of the following designations is a
classification of rocket launchers?
1.
2.
3.
4.
8-75.
Sidewinder
Harpoon
Sparrow III
Phoenix
The LAU-92/A guided missile launcher is
capable of carrying, retaining, and
ejection-launching which of the following
missiles?
1.
2.
3.
4.
The AN/ALE-29A countermeasures chaff
dispensing set is capable of cartridge ejecting
which of the following load configurations?
1.
2.
3.
4.
The LAU-7/A guided missile launcher
provides a complete launching system for
which of the following guided missiles?
1.
2.
3.
4.
The SUU-25F/A flare dispenser provides the
capability for suspending and launching what
total number of LUU-2B/B aircraft parachute
flares?
1.
2.
3.
4.
8-70.
8-72.
The Mk 8 Mod 5 bomb shackle is used on
which of the following types of aircraft?
1.
2.
3.
4.
What is the primary purpose of decoy flares?
2.75-inch or 5.0-inch
Reusable
Nonreusable
Each of the above
How many shots does the LAU-10 series
rocket launcher provide?
1. 4
2. 7
3. 19
4. 21
8-36
CHAPTER 9
SUPPORT EQUIPMENT
INTRODUCTION
This chapter identifies support equipment (SE)
used to handle, service, load, test, and maintain aircraft.
As an Airman Apprentice, you will be required to
operate SE. Some SE is used both ashore and afloat,
while other SE is used only ashore or only afloat. The
SE division of the AIMD is tasked with maintaining
SE. Principal users of SE are the squadron line
division, the base operations line division, and the air
department aboard aircraft carriers.
TYPES OF EQUIPMENT
LEARNING OBJECTIVE: Identify the
purpose and function of the types of support
equipment, to include operation, maintenance,
hazards, and carrier air and shore-based
operations.
There are two types of support equipment—aircraft
handling equipment and aircraft servicing equipment.
The following text discusses these various types of
support equipment.
HANDLING EQUIPMENT
Aircraft handling equipment consists of tow
tractors; crash and salvage equipment, to include
fire-fighting vehicles and maintenance cranes; forklift
trucks; and flight deck scrubbers.
ANF0901
Tow Tractors
Figure 9-1.—A/S32A-30 aircraft ground support equipment
towing tractor.
Various tow tractors in the Navy inventory are
discussed in the following text.
attachments. It can be fitted with a fully enclosed cab. It
is designed to tow aircraft servicing equipment, work
stands, and armament handling equipment.
A/S32A-30 AIRCRAFT GROUND SUPPORT
EQUIPMENT
TOWING
TRACTOR.—The
A/S32A-30 tow tractor (fig. 9-1) is a 6-cylinder,
gasoline-powered, four-wheel, heavy-duty vehicle with
a three-speed transmission. The tractor frame is a
welded steel one-piece unit. It is equipped with
hydraulically actuated front disc brakes and drum-type
brakes on the rear wheels. A hydraulically assisted
steering unit provides steering to the front wheels. The
tractor employs a 12-volt electrical system to supply
power for lighting, starting, horn, and instrument
operation. It comes equipped with two seats—one
driver and one passenger—mirrors, front and rear
towing couplers (pintles), tie-down fittings and lifting
A/S32A-30A AIRCRAFT GROUND SUPPORT
EQUIPMENT
TOWING
TRACTOR.—The
A/S32A-30A tow tractor (fig. 9-2) is a 4-cylinder,
diesel engine, (dual wheel) rear-wheel-drive tractor
with a 40,000-pound towing capacity. It comes with a
three-speed automatic transmission, hydraulic brakes
on front and rear wheels, conventional power steering
with power assist to the front wheels, and employs a
conventional 12-volt electrical system with battery and
alternator to supply power for the lights, horn, starter
motor, ignition, and instruments.
9-1
ANF0902
ANF0904
Figure 9-2.—A/S32A-30A aircraft ground support equipment
towing tractor.
Figure 9-4.—A/S32A-32 aircraft towing tractor.
automatic transmission, and rear wheel drive with dual
wheels. Front wheel steering is power assisted and has
seating for the driver only. Service brakes are
hydraulic, power operated, wet disc type with a
mechanical hand brake for the rear wheels. A 24-volt
The tractor frame is a welded steel one-piece unit
that is cross-braced to prevent misalignment. It also has
front and rear towing couplers (pintles), tie-down and
lifting attachments, and exterior lighting. The welded
steel cab encloses the driver and one passenger seat,
supports two flush-mounted doors with sliding glass
windows, mirrors, front and rear windshield wipers,
and dome light.
A/S32A-31A AIRCRAFT TOWING TRACTOR.—The A/S32A-31A aircraft towing tractor (fig.
9-3) is designed for towing aircraft aboard ship. The
drive system consists of a three-cylinder diesel engine,
ANF0905
ANF0903
Figure 9-3.—A/S32A-31A aircraft towing tractor.
Figure 9-5.—A/S32A-37 aircraft towing tractor.
9-2
of axle pins that engage both sides of the nosewheel are
carried on the tractor and fit a variety of aircraft.
electrical system provides starting, lighting, and
instrumentation. Front and rear mounted pintles are
used for aircraft towing. A universal jet-engine start
unit mounts to the rear of the tractor.
A/S32A-37 AIRCRAFT TOWING TRACTOR.—The A/S32A-37 aircraft towing tractor (fig.
9-5) is an inline, 6-cylinder, diesel-powered,
liquid-cooled, 4-wheel drive vehicle used to move
heavy, shore-based aircraft. The full power shift
transmission has six forward and three reverse speeds.
The tractor's front wheels are steered by two hydraulic
cylinders, and all wheels are equipped with
hydraulically powered disc brakes. A two-seat, heated,
enclosed cab with removable doors is provided for
operator comfort in all weather. Two 12-volt batteries,
24-volt alternator, electrical system provides power for
lighting, instrumentation, control panels, starter motor,
transmission control, switches, wiper/washer motor,
and heater/defroster. The tractor is capable of 35,000
pounds of drawbar pull with the traction ballast kit
installed.
A/S32A-32 AIRCRAFT TOWING TRACTOR.—The A/S32A-32 Aircraft Towing Tractor (fig.
9-4), also called "The Spotting Dolly," is designed to
tow, turn, and position aircraft within the confines of an
aircraft carrier hangar deck. It is powered by a
three-cylinder diesel engine, which drives two main
hydraulic pumps. The hydraulic pumps supply fluid to
drive motors that turn two open-chain reduction drives
via two gearboxes at each main wheel, which operates
independently. A mechanical wheel clutch handle is
used to engage or disengage the drive wheels, enabling
the tractor to pivot on a caster wheel around its center
within a zero turning radius. A Joystick Control, next to
the operator's seat, is an electromechanical device used
to control the speed and direction of the spotting dolly's
movement. The lift cylinder, which raises and lowers
the lifting arms, and two spread cylinders, which keep
the arms pinned against the aircraft nose gear, are
powered by an auxiliary hydraulic pump. Several pairs
LIFT/TIEDOWN
LOCATION
A/S32A-42 AIRCRAFT MID-RANGE TOW
VEHICLE.—The A/S32A-42 aircraft mid-range tow
vehicle (fig. 9-6) is a 4-cylinder, diesel-powered,
LIFT/TIEDOWN
LOCATION
LIFT/TIEDOWN
LOCATIONS
JACK STAND
LOCATION
(ON FRAME)
JACK STAND
LOCATION
(ON FRAME)
Figure 9-6.—A/S32A-42 aircraft mid-range tow vehicle.
9-3
ANF0906
pump is directly coupled to the engine and provides
fluid flow for steering, self-adjusting service brakes,
and winch brake control. Vehicle steering is
accomplished by hydraulic cylinders, which connect to
the rear axle and main frame. The front and rear axles
pivot in opposite directions, allowing significant
turning capability. The crane main hoist has a static lift
capacity of 75,000 pounds and the crane auxiliary hoist
has a lift capacity of 10,000 pounds.
3-speed automatic transmission, liquid cooled,
rear-wheel-drive tractor designed for towing aircraft
weighing up to 100,000 pounds. The frame is a
welded-steel one-piece unit, with cross brace, power
assisted front wheel steering, hydraulic boost power
disc brakes, and a conventional 12-volt electrical
system, with alternator, to supply power for the lights
and accessories, horn, starter motor, ignition, and
instruments. Front and rear tow couplers (pintles) and
tie-down attachments are provided.
The crane is capable of operating aboard ship in
inclement weather. It is designed to be stowed on the
flight deck of an aircraft carrier, where it will be
exposed to extreme weather and corrosive conditions.
In service, the crane will lift crashed/damaged aircraft
from various locations and attitudes and move loads on
a rolling and pitching ship to a safe parking zone on the
flight deck.
Crash and Salvage Equipment
Various salvage and maintenance cranes,
fire-fighting vehicles, and Twinned Agent Unit
(TAU-2H) extinguishers are discussed in the following
text.
A/S32A-35A (CVCC) AIRCRAFT CRASH
HANDLING AND SALVAGE CRANE.—The
A/S32A-35A aircraft crash handling and salvage crane
(fig. 9-7) is a self-propelled, four-wheel drive,
six-cylinder, liquid-cooled, turbocharged, diesel
electric-powered vehicle mounted on six pneumatic
rubber tires. The ac generator is directly coupled to the
engine and provides power to the drive motors,
luff/hoist winch motor, auxiliary hoist/counterweight
wench motor and motor control systems. A hydraulic
A/S32A–36A (AACC) AIRCRAFT CRASH
HANDLING AND SALVAGE CRANE.—The
A/S32A-36A aircraft crash handling and salvage crane
(fig. 9-8) is a six-wheel, four-wheel drive,
liquid-cooled, turbocharged, diesel, electric-powered,
self-propelled vehicle. Steering is hydraulically
controlled via the front and rear wheels. Mid and rear
axle drive motors provide traction power and has a
ANF0907
Figure 9-7.—A/S32A-35A (CVCC) aircraft crash handling and salvage crane.
9-4
ANF0908
Figure 9-8.—A/S32A-36A (AACC) amphibious assault ship crane.
that transmits power to the rear wheels. Steering is
preformed by a single hydraulic cylinder and tie-rod
assembly that controls the front wheels. Dynamic
vehicle braking is provided by the hydrostatic drive
system. When the accelerator is released, the brakes
automatically engage. Separate tanks within the
vehicle chassis carry 750 gallons of water and 55
gallons of AFFF (Aqueous Film-Forming Foam).
Three 20-pound fire extinguishers containing Halon
1211 (halogenated extinguishing agent) are stored on
the right side of the vehicle. One nursing line
connection on each side of the vehicle provides AFFF
mixture from the ship's system directly to the vehicle's
water pump.
six-wheel, self-adjusting air/hydraulic brake system
incorporated. Rear and mid dc electric drive motors
provide power for crane travel, while a separate dc
electric motor provides power to the main hoist control
or boom luff control. The crane has a maximum lift
capability of 70,000 pounds and can be operated from
the cab or by a remote pendant control.
The crane is capable of operating aboard ship in
inclement weather. It is designed to be stowed on the
flight deck of an aircraft amphibious assault ship,
where it will be exposed to extreme open-sea weather
conditions and the corrosive effects of a saltwater
atmosphere. In service, the crane will lift
crashed/damaged aircraft from various locations and
attitudes and move loads on a rolling and pitching ship
to a safe parking zone on the flight deck.
The vehicle has seating for a crew of two. The
driver compartment is located at the left forward end of
the vehicle and contains the main control panel for
activating the fire-fighting systems. AFFF can be
sprayed from both the forward turret nozzle and
handline hose reel nozzle. These nozzles operate
independently and can be used simultaneously to make
this vehicle ready for fire-fighting duty.
A/S32P-25 SHIPBOARD FIRE-FIGHTING
VEHICLE.—The P-25 shipboard fire-fighting vehicle
(figs. 9-9 and 9-10) is a four-wheel (two-wheel drive),
six-cylinder, turbocharged, liquid-cooled, 24-volt,
diesel-powered vehicle with a hydrostatic drive system
9-5
AFFF HYDRAULIC
TANK ACCESS DOOR
TOP ENGINE
ACCESS PANELS
BRAKE RELEASE
HAND PUMP
COOLANT
RECOVERY BOTTLE
ACCESS DOOR
WATER TANK
FILL
FIREFIGHTER’S
STATION
NURSING
CONNECTION
FUEL
FILL
FUEL
TANK
LOWER
PROPORTIONING
SYSTEM ACCESS
TIEDOWNS
DRIVER’S
STATION
FOAM-FILLED
TIRES
ANF0909
Figure 9-9.—A/S32P-25 shipboard fire-fighting and rescue vehicle—major assemblies and components (left side).
MAIN
CONTROL
PANEL
UPPER
PROPORTIONING
SYSTEM ACCESS
TURRET
LIFTING/TIEDOWN
HYDRAULIC
TANK FILL (2)
EXHAUST
DIESEL
ENGINE
COMPARTMENT
KNEEL
PLATE
PORTABLE
HALON
BOTTLES (3)
HANDLINE
HOSE REEL
AFFF
TANK FILL
REAR
ENGINE
ACCESS
DOOR
TIEDOWNS
WATER TANK FILL
(QUICK FILL)
FILTER
ACCESS
DOOR
RIGHT SIDE
ENGINE ACCESS
DOOR
NURSING
CONNECTION
ANF0910
BATTERIES
Figure 9-10.—A/S32P-25 shipboard fire-fighting and rescue vehicle—major assemblies and components (right side).
9-6
solution and the other containing 200 pounds of Halon
1211. The system permits use of the fire-fighting agents
either separately or simultaneously. The TAU-2H
employs a noncollapsible dual hose line encased in a
fire-resistant cotton jacket. The twinned hose line is
normally stowed in a rack or mounted on a reel. The
fire-extinguishing agents are propelled by nitrogen,
which is supplied by one 2700 psi pressurized cylinder
that is regulated to 200 psi and mounted on the
framework. The twinned nozzles on the handline expel
the fire-fighting agents. The Halon nozzle is equipped
with a low-reaction discharge tip. The AFFF nozzle is
equipped with an aspirating tip. Duel pistol grip
handles and triggers operate the shutoff valves.
Extinguishment is obtained by applying agents in a
sweeping motion, using the chemical agent Halon 1211
to gain initial extinguishment, followed by application
of AFFF to blanket the combustible liquid and preclude
reignition.
ANF0911
Figure 9-11.—TAU-2H twinned agent unit.
TWINNED AGENT UNIT (TAU-2H).—The
Twinned Agent Unit (TAU-2H) extinguisher (fig. 9-11)
is a dual-agent apparatus that is designed primarily for
extinguishing class B fires and is employed aboard ship
and shore facilities normally located at hot refueling
sites, or it can be vehicle-mounted. The TAU-2H is a
self-contained unit with a framework with two agent
tanks—one containing 86 gallons of AFFF premixed
A/S32M-14, 8 1/2 TON AIRCRAFT MAINTENANCE CRANE.—The A/S32M-14, 8 1/2 ton
aircraft maintenance crane (fig. 9-12) is a four-wheel
2
1
7
3
6
4
4
5
LEGEND
1.
2.
3.
4.
5.
6.
7.
8.
8
BOOM
WINCH
ENGINE/TRANSMISSION
OUTRIGGERS
HYDRAULIC TANK
CAB/CONTROL PANEL
LIFT CYLINDER
AERIAL BUCKET
ANF0912
Figure 9-12.—A/S32M-14, 8 1/2 ton aircraft maintenance crane.
9-7
shore stations. Aboard carriers, the support equipment
division of AIMD performs the maintenance.
drive, four-wheel steering, four-cylinder, diesel
powered vehicle with a main transmission, drive axles,
and a hydraulic craning circuit. The hydraulic craning
circuit consists of a hydraulic pump and motors, valves,
cylinders, piping, and a superstructure that revolves
360 degrees and can lift and move loads from one
location to another. A 24-volt electrical circuit provides
power for starting, lighting, instrumentation, and
electrohydraulics. The crane's primary purpose is to
remove and replace aircraft components in support of
scheduled and unscheduled maintenance. This includes
engines, transmissions, propellers, engine modules,
and rotor blades.
Flight Deck Scrubber
The fight deck scrubber (fig. 9-14) is designed to
spray a cleaning solution onto the flight and hangar
decks, scrub the deck, and recover the residual solution
and debris for disposal. It consists of the debris hopper
housing, two opposed rotation cylindrical brushes, a
solution and recovery tank, and a vacuum recovery
system and rear squeegee. Those are mounted on a
driver-operated, four-cylinder, two-wheel drive, diesel
engine power drive train. The purpose of having flight
deck scrubbers aboard ship is to achieve and maintain a
high degree of deck cleanliness, which contributes to a
reduction of aircraft engine Foreign Object Damage
(FOD) and provides better traction, thereby improving
personal safety during flight operations.
Forklift Truck
The forklift truck (fig. 9-13) is a cantilever-type
industrial truck, either gasoline, diesel (shipboard use),
or electrically operated, and is used in the handling and
lifting of palletized unit loads. It contains vertical
uprights and an elevator backplate equipped with two
or more forks of sufficient length and thickness for
lifting pallets. The forklift truck is probably the most
widely used power-driven piece of material-handling
equipment for palletized loads aboard ship and in Navy
industrial supply warehouses. When not on a hard
surface, a forklift truck should have pneumatic tires to
operate efficiently. Public works maintains forklifts on
SERVICING EQUIPMENT
Servicing equipment provides compressed
nitrogen or air, electrical and hydraulic power, and
air-conditioning for aircraft functions while the aircraft
is on the ground. Mobile electrical power plants
(MEPPs) supply electrical power for aircraft testing
and maintenance and operate on shore stations and
aboard aircraft carriers. MEPPs have high
ANF0913
Figure 9-13.—Forklift truck.
9-8
C
B
A
J
G
I
H
A. Steering wheel
B. Instrument panel
C. Solution tank
D
ANF0914
D. Rear squeegee
E. Recovery tank
F. Clean-out door
G. Articulated joint
H. Side squeegee
I. Head pivot
J. Debris trough release lever
Figure 9-14.—Model 550DN flight deck scrubber.
maneuverability and mobility. On shore stations,
MEPPs may be self-propelled or trailer-mounted and
require towing. The following text describes some of
the servicing units you will see in the aviation
community.
NC-2A Mobile Electric Power Plant (MEPP)
The NC-2A (fig. 9-15) is designed primarily for use
aboard aircraft carriers. It is a four-wheel, selfpropelled,
three-cylinder
diesel-engine-powered
service unit. The three-cylinder engine drives the ac
ANF0915
Figure 9-15.—NC-2A mobile electric power plant.
9-9
ANF0916
Figure 9-16.—NC-8A mobile electric power plant.
four-cylinder, liquid-cooled, diesel-engine-powered
service unit. It provides 115/200-volt, 3-phase,
400-hertz ac and 28 volts of dc electrical power for
starting, servicing, and maintenance of rotary and
fixed-wing aircraft. The ac and dc power cables are
located and stored on spring-loaded reels in a
compartment in the rear of the vehicle. All propulsion
and electrical controls are located on two panels in the
driver's compartment. This MEPP is used primarily on
shore stations, but it can also be operated aboard ship.
and dc generators through a speed increasing
transmission. The front axle is driven by a 28-volt dc,
reversible, variable speed motor and steered by the two
rear wheels, and is easy to maneuver in congested
areas. The ac and dc power cables are stored in a
compartment near the driver. They deliver
115/200-volt, 3-phase, 400-hertz ac, and 28 volts of dc
to the aircraft. All controls, both propulsion and
electrical power, are located on three panels located in
front and to the right of the operator's seat. The MEPP is
designed for air transport and is provided with tie-down
rings and forklift channels.
NC-10C Mobile Electric Power Plant (MEPP)
The NC-10C (fig. 9-17) is a trailer-mounted,
self-contained power plant designed for shore-based
facilities. It supplies electrical power for servicing,
starting, and maintaining aircraft. The six-cylinder,
NC-8A Mobile Electric Power Plant (MEPP)
The NC-8A (fig. 9-16) is a four-wheel, electrically
propelled, front-wheel steering, rear-wheel drive,
ANF0917
Figure 9-17.—NC-10C mobile electric power plant.
9-10
ANF0918
Figure 9-18.—MMG-1A mobile electric power plant.
and 28-volt dc power for aircraft maintenance,
calibration, and support. Operation of the unit requires
a 3-phase, 60-hertz, 220- or 440-volt external power
source. The 30-foot input and output cables are stowed
in compartments in the rear and left front side of the
unit. It is used both aboard ship and ashore. The MEPP
is not self-propelled and must be towed or manually
moved. The 4-wheel trailer is equipped with tie-down
rings, pneumatic tires, a mechanical hand brake, and a
tow bar for towing and steering.
two-cycle, water-cooled, diesel engine and
components, ac and dc generators, are enclosed in a
removable steel housing. The ac and dc power cables
are stored on spring-loaded reels next to the control
panel and deliver 115/200-volt, 3-phase, 400-hertz ac
and 28-volt dc electrical power. A tow bar for towing
and steering, tie-down rings, fire extinguisher, hinged
doors for operation, and manual hand brake are
provided.
MMG-1A Mobile Electric Power Plant (MEPP)
A/M47A-4 Jet Aircraft Start Unit
The MMG-1A (fig. 9-18) is a small, compact,
trailer-mounted, electric motor-driven generator set. It
provides 155/200-volt, 3-phase, 400-hertz ac power,
The A/M47A-4 jet aircraft start unit (fig. 9-19) is a
4-wheel, trailer-mounted, transportable gas turbine air
ANF0919
Figure 9-19.—A/M47A-4 trailer-mounted jet aircraft start unit.
9-11
operation, especially aboard ship where aircraft are
parked closely together. High volume air pressure,
extreme exhaust temperatures, jet intake suction, high
noise levels, and unqualified operator's are all potential
hazards.
compressor (GTC) used to provide air and electrical
power for starting aircraft jet engines. The start unit
contains all the components and fuel supply necessary
for independent operation. The start unit requires
manual start initiation/stop and manual air selection.
Once started, an engine control system regulates start,
acceleration, and engine operation. Air start hoses and
electrical cables are provided. This unit is used aboard
shore stations.
A/M27T-5 Hydraulic Portable Power Supply
The A/M27T-5 hydraulic portable power supply
(fig. 9-21) is a self-contained, single-system, hydraulic
pumping unit powered by a three-cylinder, two-cycle,
diesel engine with a rated capacity of 20 gpm at 3,000
psi and 10 gpm at 5,000 psi. During normal operation
the diesel engine runs at speeds up to 2,500 rpm. The
A/M27T-5 engine operates on JP-5 (jet fuel) or diesel
fuel, and the hydraulic reservoir holds 20 gallons.
Pressure and return hydraulic hoses, a tow bar, tie-down
rings, and a manual hand brake are provided.
A/S47A-1 Jet Aircraft Start Unit
The A/S47A-1 jet aircraft start unit (fig. 9-20) is a
tractor-mounted, self-contained, mobile aircraft turbine
engine air start unit. The air start unit enclosure consists
of a control panel, enclosure assembly, gas turbine air
compressor (GTC), stowage rack for the air start hose,
and turbine support and mounting assembly. Except for
fuel and electrical power (supplied by the tractor), the
enclosure contains all systems necessary for gas turbine
engine operation. This unit is used aboard ship and on
shore stations.
A/M27T-7 Hydraulic Portable Power Supply
The A/M27T-7 hydraulic portable power supply
(fig. 9-22) is similar in operation to the A/M27T-5
except for its source of power. The A/M27T-7 is
powered by a 50 horsepower electric motor. A 50-foot
power cable is provided for connection to an external
440-volt, 3-phase, 60-hertz power source and can be set
up to operate on a 220-volt source. The hydraulic
reservoir holds 16 gallons and is equipped with a fluid
level sight gauge. Pressure and return hydraulic hoses, a
tow bar, tie-down rings, and a manual hand brake are
provided.
WARNING
Hot exhaust from a jet aircraft start unit is a
serious hazard when operating in close proximity
to aircraft, aircraft components, fuel, weapons,
equipment, and personnel.
You must take extra special precautions as to where
a gas turbine compressor (GTC) is positioned during
ANF0920
Figure 9-20.—A/S47A-1 tractor-mounted jet aircraft start unit.
9-12
ANF0921
Figure 9-21.—A/M27T-5 hydraulic portable power supply.
ANF0922
Figure 9-22.—A/M27T-7 hydraulic portable power supply.
9-13
ANF0923
Figure 9-23.—A/U26U-1 oxygen servicing unit.
A/U26U-1 Oxygen Servicing Unit
A/M26U-4 (NAN-4) Nitrogen Servicing Unit
The A/U26U-1 oxygen-servicing unit (fig. 9-23) is
used to replenish oxygen storage cylinders and
emergency bailout oxygen systems, which are installed
in aircraft. The trailer has two fixed wheels and a
retractable, rotatable caster wheel for movement by
hand or towed by a tow tractor. The unit contains a
nitrogen module, oxygen module, and three cylinders
of gas. Two cylinders of nitrogen are used to drive the
boost pump and one cylinder of oxygen is used for
servicing. The modules contain the gas pressure and
flow controls, boost pump, connectors, and safety
devices within a protective case.
The A/M26U-4 (NAN-4) nitrogen-servicing unit
(fig. 9-24) provides a mobile source of compressed
nitrogen to recharge aircraft nitrogen systems. It
consists of a welded steel frame, two-wheel axle, a
front retractable caster wheel, draw bar coupler ring for
towing, tool and storage boxes, six compressed gas
cylinders, and a manual hand brake. Nitrogen under
pressure is transferred from the NAN-4 to the aircraft
through a series of gauges, valves, manifold, filters,
pressure regulator, and hoses. It is equipped with a
boost pump that is capable of boosting nitrogen supply
pressure up to a maximum of 3,500 psi.
ANF0924
Figure 9-24.—A/M26U-4 (NAN-4) nitrogen servicing unit.
9-14
ANF0925
Figure 9-25.—TMU 70/M low-loss, closed-loop, liquid oxygen storage tank.
on the ground. Air conditioning is normally provided
by an onboard system, but the aircraft engines must be
operating for the system to work. When on the ground,
electronic equipment must run for long periods of time
for maintenance, testing, or calibration. Therefore,
some other means of air conditioning is needed, and
that is the purpose of mobile air-conditioning units.
TMU 70/M Oxygen Storage Tank
The TMU 70/M (fig. 9-25) is a completely
self-contained unit composed of three major
components: a 50-gallon storage tank, a 15-liter
transfer tank, and a system of transfer lines and control
valves. The three components are permanently
mounted on a portable three-wheel trailer. The trailer is
equipped with a manually operated parking brake
system and retractable caster wheel. The storage and
transfer tanks have liquid level, pressure gauges, and
pressure relief devices.
A/M32C-17 AIR-CONDITIONER.—The A/M32C17 air-conditioner (fig. 9-26) is a mobile, four-wheel,
trailer-mounted, self-contained, six- cylinder diesel
powered unit that provides filtered air for cooling,
dehumidifying, or ventilating of aircraft electronic
equipment or cockpit/cabin areas during ground
maintenance. The air-conditioning components are
contained in a metal panel housing and assembled into
a refrigeration system, a ventilation system, a hydraulic
Mobile Air-Conditioning Units
Most modern aircraft are crammed with electronic
equipment that generates tremendous amounts of heat
and makes air conditioning a requirement in the air and
ANF0926
Figure 9-26.—A/M32C-17 air-conditioner.
9-15
ANF0927
Figure 9-27.—A/M32C-21 air-conditioner.
VIEW(A). AIRCRAFT AXLE JACKS
VIEW(B). AIRCRAFT TRIPOD JACKS
Figure 9-28.—Hydraulic jacks, (A) Aircraft axle jacks; (B) Aircraft tripod jacks.
9-16
ANF0928
hydraulically operated unit. These jacks are used to
raise the landing gear wheels off the deck to perform
maintenance operations. The lift, a component of the
base of the jacks, consists of three rams and an outer
cylinder. A rectangular tank welded to the base forms
the fluid reservoir.
system, and associated sensing and control
components. The trailer has towing and steering
capabilities and its own braking system. A collapsible
air ducting hose connects to the aircraft and provides
conditioned air.
A/M32C-21
AIR
CONDITIONER.—The
A/M32C-21 air-conditioner (fig. 9-27) is a mobile,
four-wheel, trailer-mounted, electrically powered,
self-contained unit powered by a 30-horsepower,
440-volt, 3-phase, 60-hertz ac electric motor that is an
integral part of the six-cylinder reciprocating type
compressor. A 30- to 50-foot external power cable, a
30-foot collapsible duct hose for aircraft connection, a
collapsible tow bar for towing and steering, tie-down
rings, and a manual parking brake are provided.
AIRCRAFT TRIPOD JACKS.—The aircraft
tripod jack (fig. 9-28, view B) is a portable,
self-contained, hydraulically operated jack. These
jacks are used for raising the wing, nose, or tail of an
aircraft. When used in sufficient numbers and at the
required jacking points, this jack can lift the complete
aircraft off the deck. The jack consists of three main
assemblies—a hydraulic cylinder, a tubular steel tripod
leg structure with caster wheels, and a hydraulic pump
assembly. The cylinder and ram are raised by manually
operating the hydraulic pump.
Hydraulic Jacks
Hydraulic jacks are frequently used in aircraft
maintenance. Maintenance of the tires, wheels, brakes,
and struts requires part or all of the aircraft to be lifted
off the deck. The entire aircraft must be lifted off the
deck to perform operational testing of the landing gear.
Maintenance Platforms
Performing maintenance on aircraft does not
always occur at ground level and often requires the use
of a maintenance platform. There are several different
models to use depending on type of aircraft, the
maintenance requirement, and location. Two common
maintenance platforms are the B-2 maintenance
platform and the B-4 maintenance platform.
Different types and sizes of hydraulic jacks are
needed. Some typical hydraulic jacks are described in
the following paragraphs. The basic types are
illustrated in figure 9-28.
B-2 MAINTENANCE PLATFORM.—The B-2
maintenance platform (fig. 9-29) is a fixed height,
AIRCRAFT AXLE JACKS.—The aircraft axle
jack (fig. 9-28, view A) is a portable, self-contained,
HYDRAULIC
CYLINDER
BARREL
LOCK
BARREL
GROOVES
HYDRAULIC
RESERVOIR
TOWBAR
HYDRAULIC
LINES
JACKSCREW
HYDRAULIC
PUMPS
ANF0929
Figure 9-29.—B-2 maintenance platform.
9-17
of an aircraft carrier hangar deck and is often
called "The Spotting Dolly"?
10-foot lower structure, a variable height upper
structure, and a manual pump actuated hydraulic
system for raising and lowering the upper structure.
The upper structure includes a work platform with
guardrails and steps with handrails. The lower structure
includes fixed steps and handrails, a towbar, and four
free-swivel caster wheels with safety locking devices,
four immobilizing jacks, and a hydraulic pump, lines,
and reservoir. The height range for the B-2 work
platform is from 13 feet to 20 feet, and it has a weight
bearing capacity of 600 pounds.
Q9-5.
What aircraft crash handling and salvage
crane is used on amphibious assault ships?
Q9-6. Aboard ship, what is the primary fire-fighting
and rescue vehicle?
Q9-7. What fire-fighting agents are contained in the
twinned agent unit (TAU-2H)?
Q9-8. What activity is tasked with maintenance of
forklifts aboard naval stations?
B-4 MAINTENANCE PLATFORM.—The B-4
maintenance platform (fig. 9-30) is a moveable,
hydraulically operated, adjustable platform with a
ladder assembly. Four free-swivel caster wheels, each
having a foot-lever actuated mechanical brake and
swivel lock mechanism, are included. The platform is
equipped with safety guardrails, handrails for the
ladder, two safety lock pins, which are inserted into the
frame to lock the extension scissors of the platform. A
hydraulic hand pump with reservoir is provided for
raising and lowering the platform. The adjustable
height range for the B-4 work platform is from 3 to 7
feet and a weight bearing capacity of 600 pounds.
Q9-9. What mobile electric power plant is designed
primarily for use on aircraft carriers?
Q9-10. What type of motor propels the NC-8A mobile
electric power plant?
Q9-11. What is the danger associated with operating
the NC-8A or NC-10C when aircraft are
serviced?
Q9-12. The A/M47A-4 jet aircraft start unit provides
what support for starting aircraft?
Q9-13. What are some of the dangers associated with
operating a jet aircraft start unit?
Q9-1. What are the two types of support equipment?
Q9-14. The A/M27T-5 is used to service what aircraft
system?
Q9-2. The primary function of the A/S32A-30 tow
tractor is to tow what aircraft or equipment?
Q9-15. How many nitrogen gas cylinders are mounted
on the A/M26U-4 (NAN-4) servicing unit?
Q9-3. What tow tractor is designed for towing aircraft aboard ship?
Q9-16. What are the major components on the TMU
70/M oxygen storage tank?
Q9-4. What type of tow tractor is designed to tow,
turn, and position aircraft within the confines
Q9-17. What is the purpose of having mobile airconditioning units?
SAFETY
RAILS
Q9-18. What type of aircraft jack is used to raise the
entire aircraft off the deck?
Q9-19. What is the weight bearing capacity of the B-4
maintenance platform?
LOCK
PINS
MAINTENANCE REQUIREMENTS
LEARNING OBJECTIVE: Identify the
purpose for support equipment preoperational
maintenance and the requirements for support
equipment training, licensing, and misuse/
abuse.
ANF0930
You, as an Airman Apprentice, are not responsible
for maintaining support equipment, unless you are
striking for Aviation Support Equipment Technician.
You will, however, be required to operate support
PARKING
BRAKES
Figure 9-30.—B-4 maintenance platform.
9-18
equipment and perform preoperational maintenance.
Preoperational maintenance is like checking your
automobile before you drive it; that is, checking your
oil, tire pressure, battery, radiator, and so forth.
trained and qualified on both the support equipment
and the aircraft.
The point is, if the support equipment unit has
developed a problem, return it to the support equipment
shop. Let the technicians work on it. They have had the
training. Most support equipment is dangerous. The
MEPPs, for instance, produce 1,000 amps, which is
more than enough to electrocute you. Hydraulic units
have working pressures as high as 5,000 psi. You do the
operating and leave the maintenance to the technicians.
The SE Operator Training and Licensing Program
has two distinct parts—Phase 1 and Phase 2. Phase 1
covers the support equipment, and Phase 2 covers the
operation or use of the support equipment on a specific
type of aircraft. You get your Phase 1 training from AS
ratings at the support equipment school sponsored by
AIMD. This school covers daily pre/post operational
inspections, safety, appropriate gear, and operating
procedures on each specific type of equipment. Phase 2
training is handled by your own squadron or unit.
Usually, the program is managed by the line division
and monitored by quality assurance (QA). This is
practical on-the-job training, relating what you learn in
support equipment school with actual aircraft handling,
servicing, or maintenance. While in Phase 2 training,
you are under the direct supervision of a qualified and
licensed operator of the support equipment you are
using.
Training
The three levels of naval aviation maintenance are
organizational, intermediate, and depot. Organizational
maintenance is the general upkeep of aircraft that is
preformed by aviation squadrons. Intermediate
maintenance is performed at AIMDs, and includes
component inspection, disassembly, repair, reassembly,
testing, and fabrication. Depot-level maintenance is
normally the complete repair of the entire aircraft and
systems. You will most likely be concerned with the
organizational level.
Licensing
PREOPERATIONAL MAINTENANCE
Once you complete training, you are eligible for a
USN Aviation Support Equipment Operator's License
(OPNAV 4790/102), commonly known as a "yellow
license." This license is required to check out certain
types of support equipment from the AIMD support
equipment division and/or to operate the support
equipment. When you complete Phase 1, a certificate of
completion is issued to your unit. It certifies
completion of Phase 1 training only and does not
authorize you to operate any given piece of support
equipment. When you complete Phase 2 training in
your unit, you are issued your "yellow license," which
is signed by your commanding officer (or the aircraft
maintenance officer if he/she is so authorized in writing
by the commanding officer). Your "yellow license" is
good for 3 years from the date issued for each specific
type of support equipment and aircraft. After 3 years
you must requalify. If you transfer to a new outfit with
different types of aircraft, your license is not valid. You
must requalify under Phase 2 training for the new types
of aircraft and be issued a new license.
Preoperational maintenance is performed by
organizational
and
intermediate
maintenance
personnel. A preoperational card is used to inspect
support equipment prior to its use. All support
equipment you operate will have a preoperational card
specific to the type of equipment. The card is easy to
use and must be completed in the numerical sequence,
and it must be accomplished prior to the first use of the
day and any use thereafter. All types of support
equipment require a preoperational check before each
use. The preoperational card does not state how to
repair, make adjustments, or correct defective
conditions. These functions are performed in AIMD.
QUALIFICATIONS FOR OPERATING SE
As a direct result of support equipment accidents,
the Navy established a Support Equipment Operator
Training and Licensing Program. The purpose of the
program is to make sure you receive effective training
in the safe and efficient operation of specific aircraft
support equipment, as prescribed in the Naval Aviation
Maintenance Program (NAMP), OPNAVINST 4790.2
(series). You cannot, without great risk, properly or
safely move, secure, service, or maintain an aircraft
using support equipment unless you are completely
Misuse/Abuse
Your commanding officer has the responsibility to
revoke your yellow license under the following
conditions:
9-19
•
•
•
Q9-20. What is the purpose of a preoperational card
for support equipment?
You display unsafe operator habits or
behavioral traits that constitute unsafe or
abusive use of support equipment.
Q9-21. What total number of phases are there in the
Support Equipment Training and Licensing
Program?
Your State Motor Vehicle Operator's License
becomes invalid (applies to self-propelled
support equipment only).
Q9-22. What division is normally responsible for
phase 2 training of support equipment?
You intentionally misuse or abuse support
equipment. Once your yellow license has been
revoked, you must go through the entire Phase
1 and Phase 2 training to requalify for a new
license.
Q9-23. How long is your support equipment "yellow
license" good for from date of issue?
Q9-24. Who must sign your "yellow license" before
you are allowed to operate support
equipment?
Local misuse or abuse forms are generally
available and may be submitted by anyone witnessing
misuse or abuse regardless of the command to which
the person is attached. It is common practice aboard
stations for the support equipment division to have
roving patrols to observe and report misuse, abuse, and
discrepancies in all areas and spaces where support
equipment is used. Reports can, and do, result in
disciplinary action for improper operation, negligence,
or vandalism.
Q9-25. Who can submit a misuse/abuse report?
Q9-26. What instruction contains all the information
concerning support equipment (SE) training,
licensing, and misuse/abuse?
SUMMARY
In this chapter you have identified the purpose and
function of different types of support equipment,
handling and servicing equipment, maintenance
requirements, preoperational inspections, and the
requirements for support equipment training, licensing,
and misuse/abuse.
NOTE: For additional information concerning
support equipment (SE) training, licensing, and
misuse/abuse, refer to Naval Aviation Maintenance
Program (NAMP), OPNAVINST 4790.2 (series).
9-20
ASSIGNMENT 9
Textbook Assignment: "Support Equipment," chapter 9, pages 9-1 through 9-20.
9-1.
1.
2.
3.
4.
9-2.
9-5.
One
Two
Three
Four
9-9.
9-10.
10,000 pounds
20,000 pounds
30,000 pounds
40,000 pounds
A/S32A-30
A/S23A-30A
A/S32A-31
A/S32A-31A
1.
2.
3.
4.
9-12.
"Big Bertha"
"Spotting Dolly"
"Joystick"
"Grappler"
Hydrostatic drive system
Hydraulic reservoir
Pneumatic pump
Brake master cylinder
Which of the following fire-fighting agents are
carried on the A/S32P-25 shipboard firefighting vehicle?
1.
2.
3.
4.
9-21
CVCC
AACC
AVCC
CVCA
What component provides dynamic vehicle
braking on the A/S32P-25 shipboard firefighting vehicle?
1.
2.
3.
4.
What is another name for the A/S32A-32 tow
tractor?
CVCC
AACC
AVCC
AVCA
Which of the following letter identifiers apply
to an amphibious assault ship crash handling
and salvage crane?
1.
2.
3.
4.
9-11.
25,000 pounds
50,000 pounds
75,000 pounds
100,000 pounds
Which of the following letter identifiers apply
to the aircraft carrier crash handling and
salvage crane?
1.
2.
3.
4.
A/S32A-30
A/S23A-30A
A/S32A-31
A/S32A-31A
A diesel engine
Pintle hook
Lifting arms
A drivers seat
What is the towing capacity of the A/S32A-42
mid-range tow vehicle?
1.
2.
3.
4.
Which of the following tow tractors is designed for towing aircraft aboard ship?
1.
2.
3.
4.
9-6.
9-8.
What is the towing capacity of the A/S32A30A tow tractor?
1.
2.
3.
4.
Which of the following features of the A/
S32A-32 tow tractor is NOT found on other
tractors?
1.
2.
3.
4.
Which of the following tow tractors is designed for towing aircraft servicing equipment,
work stands, and armament handling
equipment?
1.
2.
3.
4.
9-4.
Deck
Operations
Air
Supply
The Navy uses how many general types of
support equipment?
1.
2.
3.
4.
9-3.
9-7.
Which of the following departments aboard
ship are principal users of support equipment?
CO2 and PKP
AFFF and CO2
AFFF and Halon 1211
Water and AFFF
9-13.
1.
2.
3.
4.
9-14.
180°
270°
360°
375°
9-23.
Supply department
Base operations
Public works
AIMD
When operating the flight deck scrubber, how
do you recover the solution and debris?
1.
2.
3.
4.
9-18.
9-22.
Which of the following activities is tasked with
maintenance of forklifts aboard a naval
station?
1.
2.
3.
4.
9-17.
9-21.
Carbon dioxide
Oxygen
Compressed air
Nitrogen
How many degrees of rotation is provided for
the superstructure on the A/S32M-14 aircraft
maintenance crane?
1.
2.
3.
4.
9-16.
Class A
Class B
Class C
Class D
What propels the fire-extinguishing agents on
the Twinned Agent Unit (TAU-2H)?
1.
2.
3.
4.
9-15.
9-20.
What class of fire is the Twinned Agent Unit
(TAU-2H) primarily designed to extinguish?
9-24.
Rotating cylindrical brushes
Vacuum recovery system
Rear squeegee
Debris hopper
The purpose of servicing equipment is to
provide compressed nitrogen or air, electrical
and hydraulic power, and air-conditioning for
aircraft functions while the aircraft is on the
ground.
9-25.
1. True
2. False
9-19.
Which of the following electrical power plants
is designed primarily for use aboard aircraft
carriers?
1.
2.
3.
4.
9-26.
MMG-1A
NC-8A
NC-2A
NC-10C
9-22
Which of the following mobile or trailer
mounted electrical power plants deliver
115/200-volt, 3-phase, 400-hertz ac and
28 volts of dc power?
1. NC-2A
2. NC-8A
3. NC-10C
4. Each of the above
Which of the following types of motors or
engines propel the NC-8A?
1. Electric motor
2. Gasoline engine
3. Diesel engine
4. Hydraulic motor
Where are the ac and dc electrical cables stored
on the NC-10C?
1. On two flaking hooks at the rear of the unit
2. Spring-loaded reels next to the control
panel
3. In a wire mesh cage on top of the
removable cowling
4. Inside a hinged door compartment at the
front of the unit
Which of the following mobile electric power
plants is/are equipped with a tow bar for towing
and steering?
1. NC-2A
2. NC-10C only
3. MMG-1A only
4. NC-10C and MMG-1A
What does the A/M47A-4 jet aircraft start unit
provide for starting jet aircraft engines?
1. Fuel and compressed air
2. Hydraulic pressure and electrical power
3. Compressed air and electrical power
4. Fuel and hydraulic pressure
Which of the following hazards is associated
with the operation of a gas turbine compressor
(GTC)?
1. High volume air pressure and extreme
exhaust temperatures
2. Jet intake suction and high noise levels
3. Unqualified operators
4. Each of the above
What aircraft system is serviced using the
A/M27T-5?
1. Pneumatic
2. Nitrogen
3. Hydraulic
4. Oxygen
9-27.
9-34.
What is the rated capacity of the A/M27T-5
hydraulic portable power supply?
1. Cooling and ventilating aircraft electronic
equipment
2. Dehumidifying the cockpit and cabin
during ground maintenance
3. Alleviate the need for running the aircraft
engines for long periods of time
4. Each of the above
1. 10 gpm at 2,000 psi and 20 gpm at 3,000
psi
2. 20 gpm at 3,000 psi and 10 gpm at 5,000
psi
3. 30 gpm at 4,000 psi and 5 gpm at 5,000 psi
4. 25 gpm at 2,500 psi and 5 gpm at 6,000 psi
9-28.
The A/M27T-5 hydraulic portable power
supply is powered by a diesel engine.
9-35.
1. True
2. False
9-29.
The A/M27T-7 hydraulic portable power
supply is powered by an electric motor.
9-36.
9-31.
9-38.
9-39.
2,500 psi
3,500 psi
4,500 psi
5,500 psi
9-40.
1. Control valves, storage tank, and transfer
tank
2. Gas cylinders, control valves, and transfer
tank
3. Control valves, storage tank, and pump
4. Storage tank, control box, and pump
Mechanical scissors
Telescopic cylinders
Manual pump-actuated hydraulic system
Immobilizing jacks
What is the weight bearing capacity of the B-4
maintenance platform?
1.
2.
3.
4.
9-23
Tripod jack
Axle jack
Fixed height jack
Pneumatic jack
What operates the variable height upper
structure on the B-2 maintenance platform?
1.
2.
3.
4.
What are the major components on the TMU
70/M oxygen storage tank?
Tripod jack
Axle jack
Fixed height jack
Pneumatic jack
Which of the following aircraft jacks is used
for raising the wing, nose, or tail of an aircraft?
1.
2.
3.
4.
What is the maximum nitrogen supply boost
pump pressure on the NAN-4?
1.
2.
3.
4.
9-33.
Two
Four
Six
Eight
Electric motor
Diesel engine
Gasoline engine
External power
Which of the following aircraft jacks is used to
raise the landing gear wheels off the deck to
perform maintenance operations?
1.
2.
3.
4.
How many nitrogen cylinders are mounted on
the A/M26U-4 (NAN-4)?
1.
2.
3.
4.
9-32.
9-37.
One
Two
Three
Four
One
Two
Three
Four
The A/M32C-21 mobile air-conditioner is
powered by what source?
1.
2.
3.
4.
On the A/U26U-1 oxygen servicing unit, how
many cylinders of nitrogen are used to drive the
boost pump?
1.
2.
3.
4.
How many systems are contained in the
A/M32C-17 mobile air-conditioner?
1.
2.
3.
4.
1. True
2. False
9-30.
What is the purpose of using mobile
air-conditioning units?
200 pounds
400 pounds
600 pounds
800 pounds
9-41.
9-48.
As an Airman Apprentice, you are not
responsible for maintaining support equipment
unless you are striking for Aviation Support
Equipment Technician.
1. Naval Aviation Maintenance Program
(NAMP), OPNAVINST 4790.2
2. Aviation Support Equipment Technician 3
& 2, Vols. 1 & 2, NAVEDTRA 12385
3. Aviation Support Equipment Basic
Handling and Safety Manual, NAVAIR
00-80T-96
4. Aviation Support Equipment General
Operating Procedures Manual, NAVAIR
17-1-128
1. True
2. False
9-42.
Which of the following dangers are associated
with operating a MEPP?
1.
2.
3.
4.
9-43.
9-44.
High fluid pressure
High voltage
Hot exhaust temperatures
Intake suction
What total number of levels of maintenance are
available in naval aviation?
1.
2.
3.
4.
9-49.
One
Two
Three
Four
What level of aircraft maintenance is
responsible for component inspection,
disassembly, repair, reassembly, testing, and
fabrication?
9-50.
9-46.
9-51.
Maintenance manual
Operations manual
Maintenance requirements card
Preoperational card
9-52.
1. First thing in the morning only
2. Every other day if the equipment has not
been used
3. Prior to the first use of the day and any use
thereafter
4. At the end of the day
9-47.
9-53.
1.
2.
3.
4.
How to make a minor repair
Make adjustments
Correct defective conditions
None of the above
Quality assurance
Line
Support equipment
Maintenance
What is the Support Equipment Operator’s
License commonly known as?
1.
2.
3.
4.
Which, if any, of the following functions will
be stated on the preoperational card?
Aboard ship
Squadron
AIMD sponsored school
Support equipment "A" school
Which of the following divisions has the
responsibility for monitoring the Support
Equipment Operator Training and Licensing
Program?
1.
2.
3.
4.
How often must a preoperational card be used
when inspecting support equipment?
One
Two
Three
Four
Where would you receive support equipment
phase 1 training?
1.
2.
3.
4.
Which of the following publications must you
use to inspect support equipment prior to its
use?
1.
2.
3.
4.
What total number of training phases are there
in the Support Equipment Operator Training
and Licensing Program?
1.
2.
3.
4.
1. Organizational
2. Intermediate
3. Depot
9-45.
What publication governs the Support
Equipment Operator Training and Licensing
Program?
White license
SE card
Yellow license
Operator’s license
Completion of support equipment Phase 1
training at an AIMD-sponsored school certifies
completion of Phase 1 training only and does
not authorize you to operate any given piece of
support equipment.
1. True
2. False
9-24
9-54.
Which of the following persons authorizes and
signs your "yellow license" upon completion
of Phase 2 training?
1. Commanding officer only
2. Maintenance officer only
3. Commanding officer or maintenance
officer
4. Quality Assurance Officer
9-55.
From the date of issue, your yellow license is
good for what total number of years?
1. One
2. Two
3. Three
4. Four
9-56.
Upon witnessing a support equipment misuse
or abuse violation, which of the following
personnel may submit a misuse and abuse
form?
1.
2.
3.
4.
9-25
Maintenance officer
Supply officer
Chief petty officer
Anyone witnessing misuse or abuse
CHAPTER 10
LINE OPERATIONS AND SAFETY
! Personnel involved in the towing of aircraft
must be alert and exercise extreme care.
INTRODUCTION
One of the busiest, most important and dangerous
divisions in a squadron is the line division. Upon
reporting to a squadron, no matter your rate or
paygrade, you may be assigned to the line division. As
an Airman, or third class petty officer, you may become
a plane captain. A plane captain has many
responsibilities in flight operations and the day-to-day
maintenance and upkeep of modern aircraft. You will
be required to operate support equipment (SE), handle,
secure, and service aircraft. You must also be aware of
the related safety precautions to reduce personal injury,
aircraft and equipment damage, and prevent a loss of
operational readiness due to ground accidents. This
chapter outlines some of these crucial factors.
! Tractor drivers must always maintain a safe
distance from parked aircraft and be on the
alert for movements of other aircraft.
! Motorized vehicles used to service aircraft or
those used near aircraft must be driven or
parked adjacent to aircraft so that inadvertent
movement of the vehicle will not result in a
collision.
! When aircraft are serviced, all refueling
vehicles should be parked forward of the
aircraft and parallel to the wing. The refueling
vehicle should be parked at a point as distant
from the aircraft as the length of hose permits,
and preferably to the windward (upwind) side
of the aircraft.
OPERATING EQUIPMENT AROUND
AIRCRAFT
! If it is necessary to park near a parked aircraft,
the hand brake of a motorized vehicle must be
set and the ignition turned off. If the service
being rendered requires running the motor, the
motorized vehicle must be manned.
LEARNING OBJECTIVE: Identify the
proper procedures for operating ground
support equipment near or around aircraft, the
safety precautions and hazards involved, and
support equipment color identification.
! The speed limit for operating vehicles on
airfields in the vicinity of aircraft and hangars
(50 feet) is 5 mph.
When mobile equipment is used around aircraft,
certain operating techniques, handling procedures, and
safety precautions are followed to reduce the number of
accidents, to prevent damage to aircraft and equipment,
and to ensure the safety of personnel. The following
operating techniques and handling procedures should
be followed:
! On runways, taxiways, parking areas, ramps,
and work areas, the speed limit is 10 mph.
! When aircraft are towed, the towing speed
should never be faster than the slowest person
can walk or exceed 5 miles per hour.
! Vehicles should not pass under any part of a
parked aircraft. Where such passing is
absolutely necessary, the vehicle must come to
a complete stop and, before proceeding, a
visual check must be made to ensure that
sufficient clearance exists.
! Sudden starts and stops must be avoided.
Extreme caution must be exercised when an
aircraft is towed over unprepared surfaces or
into or through a congested area.
! Vehicles carrying passengers must stop only at
the boarding entrance and clear of aircraft
while loading or unloading passengers.
HAZARDS OF SUPPORT EQUIPMENT (SE)
! Riding on fenders, hoods, running boards, or
any place not intended for passengers is strictly
prohibited.
Tow tractors, electrical power units, hydraulic
jennys, jet aircraft start units, air conditioners, nitrogen
carts, work stands, jacks, floodlight carts and utility
vehicles are mostly big, heavy, clumsy, noisy, and
10-1
stripes at a 45-degree angle. Danger areas, such as
intakes/exhaust and front/rear pintels for attaching tow
bars, are painted red.
dangerous. You should always be aware of the
following SE hazards.
! Smoking or having an open flame around or
near aircraft and fueling equipment is strictly
prohibited.
Q10-1. What is the maximum aircraft towing speed?
Q10-2. What color is support equipment painted?
! Never operate support equipment that you are
not licensed and qualified to operate.
AIR OPERATIONS ABOARD A
CARRIER
! High voltage can zap you and aircraft electric
systems without warning.
LEARNING OBJECTIVE: Recognize
aircraft handling activities to include signaling,
spotting, launching, landing, securing, and
general safety precautions on board aircraft
carriers (CVs/CVNs).
! High pressure air or hydraulics can blow up
hoses, equipment, aircraft systems, or
personnel.
! Contamination, (water, dirt, grease, oil, trash,
FOD) when introduced to the wrong system,
can ruin an aircraft, support equipment, or
injure personnel.
The combined efforts of officers and crewmen are
necessary to conduct effective air operations on an
aircraft carrier. There are those who have prepared the
plans, briefed the pilots, plotted the weather, and fueled
and armed the aircraft. There are others who assist in
launching and landing the aircraft. After the aircraft
have returned, there are still others who check the
results, debrief with the pilots, interpret the
photographic findings, and refuel and rearm in
preparation for the next flight. The efficient and
coordinated efforts of all persons concerned are of vital
importance to the success of the operation.
! Unfamiliar controls on support equipment can
cause you to go in directions you didn't intend.
! Cables and hoses hooked up to aircraft
incorrectly or when they shouldn't be.
! Avoid breathing fuel vapors and noxious gases
that can make you sick or kill you.
! Defective, nonstandard, or jury-rigged hoses,
cables, plugs, and devices that can kill you or
damage an aircraft.
As part of this team, personnel whose duties
require them to work on the flight deck must wear the
proper flight deck uniform. All personnel must wear a
cranial impact helmet with liner, goggles, and sound
attenuators (fig. 10-1). Personnel who work on the
flight deck must also wear long sleeve jerseys and
trousers, flight deck shoes, an inflatable life preserver
outfitted with distress light marker, sea dye marker, and
a secured whistle (fig. 10-2). All personnel assigned
flight quarters stations on or above the hangar deck
level must wear this uniform as described in table 10-1.
Notice the different colors identifying different
assignments or jobs.
! Avoid loud noises by wearing appropriate
hearing protection.
! Driver's seats that restrict visibility can cause
you to run over people, equipment, or aircraft.
! Crankcases and radiators ruin an engine when
they run dry.
! Jacks or work stands that collapse because of
neglect or improper use can spoil your day.
COLOR MARKINGS OF EQUIPMENT
PLANE-HANDLING CREWS
All handling and servicing equipment used around
aircraft have standard colors and markings. This is
necessary so that the equipment and markings can be
seen easily by pilots taking off, landing, or taxiing in
aircraft, or by tower operators. These colors and
markings identify the equipment as being authorized
for use around aircraft on flight decks, hanger bays,
parking ramps, taxiways, and runways. Most support
equipment (SE) is painted yellow and/or white with
reflective tape strips on the corners. The front and rear
bumpers are painted with alternate black and yellow
The V-1 division is responsible for handling
aircraft on the flight deck, and the V-3 division is
charged with this responsibility for the hangar deck.
The personnel, other than plane directors, assigned to
handling crews are usually Airmen from these
divisions.
A complete handling crew normally consists of a
director, crew leader, one safety man, and six to ten
Airmen. The director is usually an ABH, and is the only
10-2
CRANIAL
IMPACT
(FRONT)
HELMET
CRANIAL
IMPACT
(BACK)
AURAL SOUND
PROTECTOR (TYP)
PROTECTIVE
GOGGLES
CLOTH
LINER
ANf1001
Figure 10-1.—Cranial helmet assembly.
When aircraft are being moved on the flight deck or
hangar bay by handling crews, verbal orders (with or
without radio headsets), hand signals, and whistles are
used in giving directions. You must remember that the
noise level on an operating carrier during landing and
launching operations is very high. All verbal orders
must be given in a loud and clear manner. Indistinct
directions or orders may lead to costly accidents. When
a high noise level can cause misunderstanding, the
plane director must make sure that directions are
understood by some form of return signal from his
crewmen.
petty officer in the crew. He is responsible for the crew
and directs them in the movement of aircraft.
The crew leader acts as the director's assistant, and
is in charge of the crew in the absence of the director.
Crew members are stationed near the wing tips on
the opposite side of the aircraft and act as wing walkers.
One crew member is referred to as the safety man. It is
his/her duty to keep the director informed about the
safety of the aircraft and to prevent accidental damage
and personal injury.
Two of the crew members serve as chockmen. They
tend the chocks, removing them and chocking the
aircraft when the director gives the signal.
In most cases the aircraft cockpit is manned during
a move. This person acts as a brake rider, and only
qualified personnel are allowed to perform this task.
When moving an aircraft by pushing, handling crews
must know the proper positions for pushing to prevent
damage to the aircraft. Crews must also know the
correct use of handling equipment and the proper use of
aircraft securing equipment.
When aircraft are moved on the hangar deck,
directors must make sure they do not hit bulkheads,
hangar deck fixtures, support equipment, or other
aircraft. The handling crew safety men are in the best
position to prevent collisions of this sort.
It is the plane director's responsibility to keep the
crew thoroughly informed about safety precautions for
handling aircraft. Each crew member must know
his/her responsibility as an individual and as a member
of the plane-handling crew. A good plane director must
be able to obtain maximum efficiency from his/her
crew.
LAUNCHING PROCEDURE
As soon as the flight requirements for a launch are
known, the aircraft handling officer holds a briefing,
which is attended by key flight deck personnel,
including flight directors, spotters, catapult and
10-3
IDENTIFICATION
LABEL
ORAL INFLATION
TUBE KEEPER
WHISTLE
REFLECTIVE
MATERIAL
(TYP 2 PLACES)
DISTRESS
SIGNAL
POUCH
DISTRESS
LIGHT MARKER
(SDU-5/E)
INFLATION
ASSEMBLY
PROTECTIVE
FLAP
DYE MARKER
POUCH ASSEMBLY
DYE MARKER
ADJUSTMENT STRAP
(TYP 2 PLACES)
BLADDER
ASSEMBLY
(SEE DETAIL A)
INFLATION
ASSEMBLY
KEEPER
WEBBING
BLADDER ASSEMBLY
ORAL INFLATION
TUBE AND VALVE
2-12 GRAM
CARBON DIOXIDE
CYLINDERS
RELIEF VALVE
DIAPHRAGM
LANYARD
HOOK TAPE
INFLATION
ASSEMBLY
ANf1002
Figure 10-2.—Mk 1 inflatable life preserver.
10-4
Table 10-1.—Authorized Flight Quarters Clothing
Aircraft handling crew and chock men
Aircraft handling officers and plane
directors
Arresting gear crew
Aviation fuels crew
Cargo handling personnel
Catapult and arresting gear officers
Catapult crew
Catapult safety observer (ICCS)
Crash and salvage crews
Elevator operators
Explosive ordnance disposal (EOD)
GSE troubleshooter
Helicopter LSE
Helicopter plane captain
Hook runner
Landing signal officer
Leading petty officers:
Line
Maintenance
Quality assurance
Squadron plane inspector
Blue
Blue
Crew number
Yellow
Green
Purple
White
Green
Green
Green
Red
White
Red
Green
Red
Red
Green
None
Yellow
Green
Purple
Green
Yellow
Green
(Note 4)
Red
Blue
Red
Green
Green
Brown
Green
White
Billet title—crew number
A
F
"SUPPLY"/"POSTAL" as appropriate
Billet title
C
Billet title
Crash/Salvage
E
"EOD" in black
"GSE"
H
H
A
LSO
Green
Green
Brown
Green
Brown
Green
White
White
LOX crew
Maintenance crews
Medical
Messengers and telephone talkers
Ordnance
White
Green
White
White
Red
White
Green
White
Blue
Red
Photographers
Plane captains
Safety
Supply VERTREP coordinator
Tractor driver
Tractor King
Transfer officer
Green
Brown
White
White
Blue
Blue
White
Green
Brown
White
Green
Blue
(Note 5)
White
Squadron designator and "Line CPO"
Squadron designator plus "Maint. CPO"
Squadron designator and "QA"
Black and white checkerboard pattern and
squadron designator
LOX
Black stripe and squadron designator
Red cross
T
3-inch black stripe and squadron
designator/ships billet title
P
Squadron designator
"SAFETY"
"SUPPLY COORDINATOR"
Tractor
TK
"TRANSFER OFFICER"
1.
2.
3.
4.
5.
NOTE
Only officers charged with the actual control or direction of aircraft movements on the flight or hanger decks shall
wear yellow jerseys. Officers in charge of a detail such as aviation fuels, ordnance, and maintenance shall wear a
helmet and jersey corresponding in color to that of their respective detail, with their billet title on the jersey and
flotation vest.
Helmets for the following personnel shall be marked with three reflective international orange stripes, 1-inch
wide, evenly spaced, running fore and aft:
a. All air department officers.
b. Air department chief petty officers and leading petty officers.
c. EOD team members.
d. All ordnance officers and gunners.
e. Ordnance handling officer and air gunner.
Helmets for all other personnel shall be marked with a 6-inch square (or equivalent) of white reflective tape on
the back shell and a 3-inch by 6-inch (or equivalent) of white reflective tape on the front shell. Landing signal
officers are not required to wear helmets or sound attenuators when engaged in aircraft control.
New requirement for ICCS is green jersey and yellow vest.
Yellow jersey/blue flotation vest.
10-5
arresting gear, and crash and salvage personnel.
Specific launch procedures and sequences are given,
the disposition of aircraft that go down is determined,
and the directors and spotters are informed about their
specific part in the operation. After the briefing,
directors inform their crews of the details of the launch,
and the aircraft are spotted on the flight deck.
DIRECTING TAXIING AIRCRAFT
During flight operations, the speed with which
aircraft can be launched and recovered depends largely
upon the efficiency of the plane directors. When
launching, aircraft must be moved out of the spotting
area and positioned on a catapult or takeoff spot, often
coming within inches of the flight deck or other
aircraft. Under these conditions, mistakes prove costly.
When an aircraft lands, it must be released from the
arresting gear, moved forward, and spotted to make
room for the next aircraft landing.
Details of the recovery are included in the next
launch briefing, and crews must always be aware that
the need for a ready deck could arise at any time
because of an emergency situation. Since most aircraft
are jets, they are catapulted. Aircraft are spotted as to
type, mission, and what catapult is to be used to ensure
an even, continuous flow to the catapults. Conventional
(reciprocating and turboprop) aircraft can be either
catapulted or deck launched. The search and rescue
helicopter is normally the first aircraft launched and the
last to be recovered.
Three important rules for you to remember in
directing taxiing aircraft are as follows:
1. Make sure the pilot can see the signals. The
standard position for the director is slightly ahead of the
aircraft and in line with the left wing tip, but the
position may have to be adjusted aboard a carrier. A
foolproof test is "if you can see the pilot's eyes, the pilot
can see your signals."
Flight quarters are usually sounded 1 to 2 hours
before the launch time. The flight deck becomes very
active. All Air Department personnel engage in a
foreign object damage (FOD) walkdown. The
walkdown finds things (nuts, bolts, safety wire, and
general trash) that could be sucked into an aircraft's
engine or blown by exhaust that could cause serious
damage or injury. Plane captains single up on aircraft
tie-down chains. Arming crews load aircraft with the
appropriate armament. Fueling crews check aircraft for
loads. Catapult and arresting gear crews check their
machinery and equipment. Plane-handling crews make
last minute respots and check tow tractors and other
plane-handling equipment. Crash and salvage (C/S) is
manned 24 hours a day. They break out the equipment
the day the vessel gets under way with aircraft aboard.
The only requirement of the crash and salvage crew
thereafter is to inventory and check out the gear.
2. The person being signaled must know and
understand the signals and use them in a precise
manner. Indistinct signals or poor execution of signals
will lead to casualties.
3. When taxiing an aircraft, you must take
extreme caution to prevent personnel from being
caught in the jet blast exhaust and being severely
burned or blown overboard. Other aircraft and/or
support equipment could suffer a similar fate.
As the carrier turns into the wind, you must have
coordination between primary flight control
(PRI-FLY), which gives the catapult officer the signal
to launch, flight deck control for the movement of all
aircraft, and the bridge that gives permission to
commence the launch.
Approximately 30 minutes before launch time,
flight crews perform their final checks to start the
engines upon the signal from primary fly control
(PRI-FLY). Flight deck control coordinates ground
crews to provide the aircraft with air conditioning,
electrical power ,engine start high-pressure air, move or
respot aircraft as required, and manage all aircraft
securing equipment. Once complete, the first launch
aircraft are started.
NOTE: Primary flight control (PRI-FLY) has
control for all flight deck lighting, landing spot
lighting, flight deck floodlights, the stabilized glide
slope indicator (SGSI), and the flight deck rotary
beacon.
When the flight deck is readied (equipment,
lighting, personnel, etc.) and all final checks are
preformed, the proper signals and communications are
given for launch by primary flight control. Then, the
catapult officer launches an aircraft from the catapult,
then another, giving only sufficient time for the first
aircraft to clear the bow of the ship. As the catapult
officer launches an aircraft, the directors move another
aircraft into the launch position. The sequence of time
DANGER
Beware of jet blast, props, and rotors.
10-6
intervals between aircraft being launched is
predetermined and reflects case 1, 2, or 3 launch.
Normally, intervals are as close as 30 seconds or within
a safe launch sequence. This procedure, alternating
between the catapults (2, 3, or 4), is continued until all
jet aircraft are airborne. Conventional aircraft may be
catapulted or deck launched, depending on the
operational situation. In this manner, an entire deckload
of aircraft can be launched in a matter of minutes.
NOTE: Aircraft carriers with an angled deck
elevator also have to be checked for the following
items:
1. The stanchions are all the way down.
2. The removable coamings are stored.
3. The aircraft elevators are up and in the locked
position.
The ship is then turned into the wind, and the air
officer switches the aft rotating beacon from red to
green, giving the pilot the signal to begin landing
operations.
LANDING PROCEDURE
Landing aircraft on a carrier is one of the most
dangerous operations performed. All hands not
involved in landing operations are ordered to clear the
flight deck, catwalks, and guntubs. Personnel whose
duties require that they be in exposed places must keep
alert and watch incoming aircraft so they can get clear
in case of an abnormal or emergency landing.
The aircraft enters a standard traffic pattern for the
landing approach. The landing signal officer (LSO)
stationed portside aft on the flight deck monitors or
directs the pilot in the final approach. By using various
signals or radio voice communications, the LSO
corrects any discrepancy in the aircraft's speed, altitude,
and attitude. If the aircraft is in the proper position, the
LSO gives the pilot (propeller-type aircraft) a "cut."
The "cut" signal can be a hand signal, a light signal, a
radio transmission, or a combination of any two of
these signals. The pilot then flies the aircraft onto the
deck. If, on approaching the flight deck, the aircraft is
not in the proper position, the pilot is given a
WAVE-OFF by the LSO. This means that the pilot
must again enter the traffic pattern and make a new
approach.
WARNING
Personnel should not turn their backs on
landing aircraft or aircraft taxiing out of the
arresting gear.
Before the aircraft landing, the flight deck aft is
checked by the arresting gear officer to ensure the
following:
! Catapult gear is clear of the landing area.
! The shuttle is retracted and the cover is in place
on the No. 3 catapult.
The Fresnel Lens Optical Landing System
(FLOLS) is a major improvement in carrier aviation.
This system places the major control of the aircraft in
the hands of one person (the pilot) instead of two. It also
gives the pilot quicker, more certain awareness of errors
in his/her approach.
! Sheaves are up in the aircraft area.
! The Fresnel Lens Optical Landing System
(FLOLS) is turned on, or the manually
operated visual landing system (MOVLAS) is
rigged in its place.
Using the FLOLS, the aircraft enters a standard
traffic pattern for the landing approach. The FLOLS
provides continuous glide path information to the pilot.
Propeller-type aircraft are given a "cut" signal by light
or voice radio by the LSO. The pilot must maintain
correct airspeed and line up the center line of the
landing area.
! The barricade hatch is clear, and a tractor is
hooked to the stored barricade if it is needed.
! The green rotating beacon at the aft end of the
island is turned on.
! The aircraft are clear of the fouled deck line.
If the aircraft is not on the glide path or the deck is
foul, the LSO flashes the WAVE-OFF light located on
the FLOLS. The wave-off is mandatory, and the pilot
must again enter the traffic pattern and make a new
approach.
! The arresting gear crews are manned and ready.
! The landing signal officer's (LSO) platform is
manned and ready.
! The gear is set for the first aircraft. (The
recovery officer then calls, "Gear manned and
ready; need a green light from the PRI-FLY.")
If a jet aircraft makes a good approach and the deck
is clear, no signal is given by the LSO. The aircraft
continues on the glide path with power on until it
10-7
large aircraft, the spotting location must not interfere
with the movement of other aircraft or launching or
recovery operations. This process is repeated until all
aircraft have landed.
contacts the deck and comes to a complete stop. If the
aircraft is not arrested, it continues toward the end of
the angled deck. The pilot must again enter the traffic
pattern for another approach. (This is referred to as a
"bolter.")
After all aircraft have landed, the flight deck is
respotted by the handling crews for the next launch.
Tow tractors are used to move the aircraft around the
flight deck when taxiing cannot be done. When the
refueling, servicing, rearming, or any minor
maintenance is completed, the carrier is again ready to
launch aircraft. The entire procedure from launch to
landing and respotting takes about 90 minutes.
After an aircraft has engaged a cross-deck pendant
(cable) and comes to a complete stop, the gear puller, a
director assigned to direct aircraft from the landing
area, gives the signal to either raise the hook or to pull
the aircraft backwards. This allows the gear puller to
have sufficient slack on the cross-deck pendant so he
can safely raise the tailhook. In the event the tailhook
cannot be raised, the crash and salvage crew may either
free the cable or manually raise the hook. The hook
runner acts as a safety check and displays the
emergency hold signal directed to the arresting gear
console operator.
EMERGENCY RECOVERY EQUIPMENT
Barricades (fig. 10-3) are that part of the emergency
recovery equipment used for the emergency arrestment
(stopping) of an aircraft that cannot make a normal
(pendant) arrested landing. Barricades are used when
aircraft have battle damage, tailhook failure, or some
other mechanical failure. The barricade has expandable
nylon webbing that is stretched across the flight deck
between port and starboard stanchions, which include
ramp plates and deck cables.
When the aircraft is free of the cross-deck pendant,
the director taxies the aircraft clear of the landing area;
the deck is then readied for another landing. An
alternating red and white striped line that runs the
length of the flight deck, known as the foul line or safe
parking line, separates this area from the rest of the
deck. The fly one director then taxies the aircraft to a
position so the nose of the aircraft is pointed over the
side, and then stops the aircraft.
During the aircraft arrestment, when the aircraft
contacts the barricade, the wings engage the nylon
webbing, which transmits the arresting force to the
barricade engine below deck and stops the aircraft
safely.
The director then ensures that the area directly in
front of the aircraft is clear of personnel and of other
aircraft. He/she then turns the aircraft over to the
ordnance crew for disarming. He/she displays a hold
signal to the pilot with one hand and points to the
ordnance director with the other. Once the disarming is
accomplished, the V-1 director then directs the aircraft
for parking or to be spotted.
The V-1 division works in conjunction with the V-2
division in the initial preparations of the barricade.
They set down the deck plates and ensure that they are
locked in place, pull out the webbing, and direct all
hands in this process.
Q10-3. What division is responsible for handling
aircraft on the flight deck?
SPOTTING AIRCRAFT
Q10-4. What is the purpose of a "FOD walkdown"?
Most carriers have a basic spotting order. This
spotting order varies from carrier to carrier to suit the
flight-deck layout. After the aircraft is spotted,
chocked, and secured, the plane captain takes over from
the pilot. The plane captain stays with the aircraft until
it is parked in its final spot.
Q10-5. What is the alternating red and white striped
line that runs the length of the flight deck
called?
Q10-6. What is the purpose of a barricade?
AIRCRAFT HANDLING SIGNALS
Certain aircraft must be spotted in a specific
location to permit servicing, loading of ammunition,
starting, fueling, maintenance, and so forth. For certain
LEARNING OBJECTIVE: Recognize aircraft handling signals aboard ship.
10-8
ENGAGING STRAPS
THREE WEBBING
ASSEMBLIES
(MODIFIED 91’ ASSEMBLIES
REGULAR 108’ ASSEMBLIES,
OR A MIXSTURE OF EACH)
MULTIPLE
RELEASE
STRAPS
UPPER TENSIONING
PENDANT
(DECK GEAR)
HOLDDOWN
DECK RAMP
DECK CABLE
EXTENSION LOOP
RING TYPE
COUPLING
EXTENSION
PENDANT
LOWER TENSIONING
PENDANT
(DECK GEAR)
ANf1003
Figure 10-3.—Typical barricade in the ready position.
The aircraft-handling signals discussed in this
section (fig. 10-4) are used by all aviation branches of
the United States Armed Forces.
NOTE: The "emergency stop" signal is
mandatory. All other director hand signals are advisory
when directing aircraft.
You, the beginner, must first learn (memorize)
these signals thoroughly. Then, you must practice these
signals to ensure precise execution. If you drop one arm
to indicate application of a brake on a turn, snap the arm
out briskly. If you stretch your arms out in rendering a
signal, open them wide. When practical, keep the
hands well separated. It is better to exaggerate a signal
than to make it in such a manner that it may be
misinterpreted.
Aboard carriers, the "emergency stop" signal is
used more frequently than on shore stations. You must
remember that this signal is meant for emergencies
only. Do not use it as a routine stop signal. It is
sometimes necessary for the director to give a "come
ahead slowly" signal in close quarters. The director
should execute this signal by alternately giving the
standard "come ahead" signal (with slow movement of
the arms, followed by the stop signal).
10-9
SIGNAL
NIGHT
DAY
1
REMARKS
Conforms to ICAO
signal.
Hand raised, thumb up.
Same as day signal with
addition of wands.
Arm held out, hand
below waist level, thumb
turned downwards.
Same as day signal with
addition of wands.
Right or left arm Down,
other arm moved across
the body and extended
to indicate direction to
next marshal.
Same as day signal with
addition of wands.
Conforms to ICAO
signal.
Arms above head in
vertical position with
palms facing inward.
Same as day signal with
addition of wands.
Conforms to ICAO
signal.
AFFIRMATIVE (ALL CLEAR)
2
NEGATIVE (NOT CLEAR)
3
PROCEED TO NEXT
MARSHALER
4
THIS WAY
ANf1004a
Figure 10-4.—General aircraft-handling signals (sheet 1).
10-10
SIGNAL
5
NIGHT
DAY
REMARKS
Arms down with palms
towards ground, then
moved up and down
several times.
Same as day signal with
addition of wands.
Conforms to ICAO signal.
Extend right arm
horizontally, left arm is
repeatedly moved
upward. Speed of arm
movement indicating rate
of turn.
Same as day signal with
addition of wands
1. Clench fist (day), or
down-turned wand (night),
means for pilot to lock
indicated brake.
Extend left arm
horizontally, right arm is
repeatedly moved
upward. Speed of arm
movement indicating rate
of turn.
Same as day signal with
addition of wands
Arm extended from
body and held horizontal
to shoulders with hands
up-raised and above eye
level, palms facing
backwards. Execute
beckoning arm motion
angled backward.
Rapidity indicates speed
desired of aircraft.
Same as day signal with
addition of wands
SLOW DOWN
6
2. Also used for spot
turns airborne aircraft.
Conforms to ICAO signal.
TURN TO LEFT
7
1. Clench fist (day), or
down-turned wand (night),
means for pilot to lock
indicated brake.
2. Also used for spot
turns airborne aircraft.
Conforms to ICAO signal.
TURN TO RIGHT
8
MOVE AHEAD
ANf1004b
Figure 10-4.—General aircraft-handling signals (sheet 2).
10-11
SIGNAL
NIGHT
DAY
Arms crossed above the
head, palms facing
forward.
9
REMARKS
Same as day signal with
addition of wands.
STOP
10
ON - Arms above head,
open palms and fingers
raised with palms toward
aircraft, then fist closed.
OFF - Reverse of above.
ON - Arms above head,
then wands crossed.
OFF - Crossed wands,
then uncrossed.
BRAKES
11
Arms by sides, palms
facing forward, swept
forward and upward
repeatedly to shoulder
height.
Same as day signal with
addition of wands.
Conforms to ICAO signal.
Point right arm down and
left arm brought from
overhead, vertical
position to horizontal
position repeating left
arm movement.
Same as day signal with
addition of wands
Conforms to ICAO signal.
MOVE BACK (ALSO USED
TO PULL BACK AIRCRAFT
UTILIZING ARRESTING WIRE)
12
TURNS WHILE BACKING
(TAIL TO LEFT)
ANf1004c
Figure 10-4.—General aircraft-handling signals (sheet 3).
10-12
SIGNAL
13
NIGHT
DAY
Point left arm down and
right arm brought from
overhead, vertical
position to horizontal
forward position,
repeating right arm
movement.
Same as day signal with
addition of wands.
REMARKS
Conforms to ICAO signal.
TURNS WHILE BACKING
(TAIL TO RIGHT)
14
A beckoning motion with
right hand at eye level.
CLEARANCE FOR PERSONNEL TO APPROACH
AIRCRAFT
15
Left hand raised
vertically overhead, palm
towards aircraft. The
other hand indicates to
personnel concerned and
gestures towards aircraft.
Same as day signal with
addition of wands.
Arms down, fists closed,
thumbs extended
inwards, swing arms
from extended position
inwards.
Same as day signal with
addition of wands.
PERSONNEL
APPROACHING THE
AIRCRAFT
16
Conforms to ICAO signal.
INSERT CHOCKS
ANf1004d
Figure 10-4.—General aircraft-handling signals (sheet 4).
10-13
SIGNAL
17
NIGHT
DAY
Arms down, fists closed,
thumbs extended
outwards, swing arms
outwards.
Same as day signal with
addition of wands.
With arms above head,
the right hand clasps left
forearm and the left fist is
clenched.
Similar to the day signal
except the right wand is
placed against left
forearm. The wand in the
left hand is held vertical.
With arms and hands in
“install down locks”
position, the right hand
unclasps the left forearm.
Similar to the day signal
except with the addition
of wands.
REMARKS
Conforms to ICAO signal.
REMOVE CHOCKS
18
INSTALL DOWN LOCKS/
UNDERCARRIAGE PINS
19
REMOVE DOWN LOCKS/
UNDERCARRIAGE PINS
20
Hands above head, left
fist partially clenched,
right hand moved in
direction of left hand with
first two fingers extended
and inserted into circle
made by fingers of the
left hand.
Same as day signal with
addition of wands.
Same signal for air start
unit except using two
fingers (day).
CONNECT GROUND
ELECTRICAL POWER
SUPPLY
ANf1004e
Figure 10-4.—General aircraft-handling signals (sheet 5).
10-14
SIGNAL
21
NIGHT
DAY
Hands above head, left
fist partially clenched,
right hand moved away
from the left hand, withdrawing first two fingers
from circle made by fingers
of the left hand.
Same as day signal with
addition of wands.
REMARKS
Same signal for air start
unit except using two
fingers (day).
DISCONNECT GROUND
ELECTRIC POWER
SUPPLY
22
Left hand overhead with
appropriate number of
fingers extended, to
indicate the number of
the engine to be started,
and circular motion of
right hand at head level.
Similar to the day signal
except that the wand in
the left hand will be
flashed to indicate the
engine to be started.
Conforms to ICAO signal.
START ENGINE(S)
23
Arms down with palms
toward ground, then
either right or left arm
waved up and down
indicating that left or
right side engines
respectively should be
slowed down.
Same as day signal with
addition of wands.
Either arm and hand level
with shoulder, hand
moving across the throat,
palm down. Hand is
moved sideways, arm
remaining bent. Other
arm pointing to engine.
Same as day signal with
addition of wands.
Conforms to ICAO signal.
SLOW DOWN ENGINE(S)
ON INDICATED SIDE
24
CUT ENGINE(S)
ANf1004f
Figure 10-4.—General aircraft-handling signals (sheet 6).
10-15
SIGNAL
25
NIGHT
DAY
Hands together
overhead, opened from
the wrists in a V , then
closed suddenly.
REMARKS
Same as day signal with
addition of wands.
LOCK TAIL WHEEL
26
Hands overhead, palms
together, then hands
opened from the wrists to
for a V, wrists
remaining together.
Same as day signal with
addition of wands.
Arms straight out at
sides, then swept forward
and hugged around
shoulders.
Same as day signal with
addition of wands
Arms hugged around
shoulders, the swept
straight out to the sides.
Same as day signal with
addition of wands
UNLOCK TAIL WHEEL
27
FOLD WINGS/
HELICOPTER BLADES
28
SPREAD WINGS/
HELICOPTER BLADES
ANf1004g
Figure 10-4.—General aircraft-handling signals (sheet 7).
10-16
SIGNAL
29
NIGHT
DAY
Hit right elbow with
palm of left hand.
REMARKS
Same as day signal with
addition of wands.
LOCK WINGS/
HELICOPTER BLADES
30
Body bent forward at the
waist, hands held with
fingertips touching in
front of body and elbows
bent at approximately
45%, then arms swing
downward and outward.
Same as day signal with
addition of wands.
Body bent forward at the
waist and arms extended
horizontally, then arms
swing downward and in
until fingertips touch in
front of the body with
elbows bent at
approximately 45%.
Same as day signal with
addition of wands
OPEN WEAPONS BAY(S)
DOOR(S)
31
CLOSE WEAPON BAY(S)
DOOR(S)
Director conceals left
hand and makes circular
motion of right hand over
head in horizontal plane
ending in a throwing
motion of arm towards
direction of takeoff.
32
Same as day signal with
addition of wands
TAKE OFF
ANf1004h
Figure 10-4.—General aircraft-handling signals (sheet 8).
10-17
SIGNAL
33
NIGHT
DAY
Describes large figure
eight with one hand and
point to the fire area
with the other hand.
Same, except with wands.
REMARKS
Signal is meant for
information only. Pilot
should be given a cut
engine or continuous
turnup signal, as
appropriate.
FIRE
34
Point to nose with index
finger while indicating
direction of turn with
other index finger.
Same as day signal with
addition of wands.
Point to nose with index
finger, lateral wave with
open palm of other hand
at shoulder height.
Same as day signal with
addition of wands.
ENGAGE NOSEGEAR
STEERING
35
DISENGAGE NOSEGEAR
STEERING
36
Hands in front, palms
together horizontally then
opened from the wrist
crocodile-mouth fashion.
Same as day signal with
addition of wands.
LOWER WING FLAPS
ANf1004i
Figure 10-4.—General aircraft-handling signals (sheet 9).
10-18
SIGNAL
37
NIGHT
DAY
Hands in front
vertically, with palms
open from the wrists,
then suddenly closed.
Same as day signal with
addition of wands.
Right fist , thumb
extended downward,
lowered suddenly to
meet horizontal palm
of left hand.
Same as day signal with
addition of wands.
Right fist , thumb
extended upward, raised
suddenly to meet horizontal
palm of left hand.
Same as day signal with
addition of wands.
Hands in front, palms
together horizontally. Then
opened from the wrists
crocodile-mouth fashion.
Same as day signal with
addition of wands.
REMARKS
RAISE WING FLAPS
38
DOWN HOOK
39
UP HOOK
40
OPEN AIR BRAKES
ANf1004j
Figure 10-4.—General aircraft-handling signals (sheet 10).
10-19
SIGNAL
41
NIGHT
DAY
Hands in front
horizontally, with palms
open from the wrists,
then suddenly closed.
Same as day signal with
addition of wands.
Hold nose with left hand,
right hand moving
horizontally at waist level.
a. Affirmative signal
immediately following
means: MAN IS TENDING
BAR.
b. A negative signal
immediately following
means: NO ONE
TENDING BAR.
Same as day signal with
addition of wands.
To tiedown crew: Makes
wiping motion down left
arm with right hand.
Same as day signal with
addition of wands.
REMARKS
CLOSE AIR BRAKES
42
TILLER BAR/STEERING
ARM IN PLACE
43
REMOVE TIEDOWNS
(director)
To tiedown crew: Rotates
hands in a circle
perpendicular to and in
front of his body.
44
Same as day signal with
addition of wands.
INSTALL TIEDOWNS
(director)
ANf1004k
Figure 10-4.—General aircraft-handling signals (sheet 11).
10-20
SIGNAL
45
NIGHT
DAY
Same signal as “install
tiedown,” followed by
thumbs up.
Same as day except with
wands.
Moves forefinger in a
circular motion in view of
director to indicate that
he is ready to run up
engines.
Makes circular motion
with hand held light.
Makes rapid fanning
motion with one hand in
front of face and points
to wheel with other hand.
Same as day except with
wands.
REMARKS
TIEDOWNS IN PLACE
(director)
46
Director responds with
same signal (wand at
night) to indicate “clear
to run up.”
ENGINE RUNUP (pilot)
47
HOT BRAKES
48
Pilot drops tailhook and
turns on external lights
as an emergency signal
to the director and deck
crew.
Same as day.
Pilot also informs tower
via radio.
BRAKE FAILURE (tailhook equiped aircraft)
(pilot)
ANf1004l
Figure 10-4.—General aircraft-handling signals (sheet 12).
10-21
SIGNAL
49
NIGHT
DAY
Points to eyes with two
fingers to signal “lights
on.”
Flashing wands.
REMARKS
When lights are already
on, same signal is used
to signal “lights off.”
LIGHTS
50
Hold one hand open,
motionless and high
above head, with palm
forward.
Same as day except with
wands.
Hold hands against side
of head; then open hands
by moving thumbs
forward and outward.
Same as day except with
wands.
I HAVE COMMAND
51
OPEN COWL FLAPS
Same as connect/
disconnect ground
“electrical power supply.”
except using one finger
(day). (See signals 20 and
21.)
52
CONNECT/DISCONNECT
AIR STARTING UNIT
ANf1004m
Figure 10-4.—General aircraft-handling signals (sheet 13).
10-22
SIGNAL
53
NIGHT
DAY
Points to power unit
exhaust with left hand
index finger; moves right
hand in horizontal circle,
index and middle finger
pointing downward.
REMARKS
Same as day except with
wands.
START AIRCRAFT
AUXILIARY POWER UNIT
54
Makes “throat cutting”
action with left hand;
moves right hand in
horizontal circle, index
and middle fingers
pointing downward.
Same as day except with
wands.
Extends arm in front of
body and makes a wide
circular wiping motion;
then brings thumb to
mouth as if drinking
from a glass.
Same except with wand
held vertically.
STOP AIRCRAFT
AUXILIARY POWER UNIT
55
Pilot extends air refueling
probe and sets switches
for fueling all tanks.
GROUND REFUELING
ALL TANKS, NO
EXTERNAL POWER
(ground crewman)
56
Makes a circular motion
as if rubbing stomach
with palm of hand; then
brings thumb to mouth
as if drinking from a
glass.
Same as day except with
wands.
Pilot extends air refueling
probe and sets switches
for fueling internal tanks
only.
GROUND REFUELING, INTERNAL TANKS ONLY,
NO EXTERNAL POWER
(ground crewman)
ANf1004n
Figure 10-4.—General aircraft-handling signals (sheet 14).
10-23
SIGNAL
NIGHT
DAY
57
Same as day except with
wand.
TO EXTEND: Extend
arm straight ahead,
fist clenched; swing
arm 90%to side. Use
left or right arm
according to location
of probe.
REMARKS
Pilot actuates probe
on signal.
TO RETRACT: Use the
reverse of the EXTEND
signal
EXTEND/RETRACT AIR
REFUELING PROBE OR
RAM AIR TURBINE
Extend arms out from
body (curved
upwards) and rotate
arms in a clockwise/
counterclockwise
motion.
58
Same as day except with
wands.
NEED AIRCRAFT
STARTING UNIT
59
Left arm raised above
shoulder with number
of fingers extended to
indicate affected
engine; right hand
describes a pendulum
motion between waist
and knees.
Similar to day signal
except that wand in
left hand will be
flashed to indicate
the number of the
affected engine.
Signal is for
information only;
pilot should be given
cut engine or
continuous turnup
signal, as appropriate.
FUEL DISCHARGE
DURING START
60
Give FINAL TURNUP
signal. Chapter 4 (No.
9). Wait 2 or 3 seconds
while pilot turns up
military rated thrust
and checks
instruments. Then,
hold open hand
toward pilot, fingers
extended vertically.
Same except hold
GREEN wand
vertically and move
up and down.
Day - Pilot
acknowledges by
salute.
Night - Pilot
acknowledges by
turning on light to
steady dim.
AIR WATER INJECTION (AV-8)
ANf1004o
Figure 10-4.—General aircraft-handling signals (sheet 15).
10-24
DAY
SIGNAL
61
DAY
NIGHT
REMARKS
Signal is optional,
given at request of
pilot. Also can be
used for deck launch.
Extend arm overhead,
forefinger pointing up.
Hesitate, then rotate
hand rapidly in a
horizontal circle.
Hold RED and
GREEN wands at
chest level, rotating
the green wand in a
horizontal circle.
Arms extended
horizontally sideways
beckoning upwards,
with palms turned up.
Same as day signal
with addition of wands.
With both arms
shoulder height, point
in direction of person
receiving control.
Same as day except
point amber wand.
Used by U.S. Navy
personnel. Not a
NATO signal.
One hand held in hold,
the other finger and
thumb extended but
not touching; then
bring fingers and
thumb together
several times. Pilot
will respond with
same signal.
Two wands used in
same manner.
Ramps shall not come
down until deck crew
acknowledges pilot
signal.
NIGHT
ENGINE THRUST CHECK (AV-8)
62
VTO (AV-8)
63
PASS CONTROL
64
COD RAMP: OPEN/CLOSE
ANf1004p
Figure 10-4.—General aircraft-handling signals (sheet 16).
10-25
During night operations, the plane director uses
two lighted taxi guidance wands (fig. 10-5) in giving
handling signals.
During night flight operations, only the prescribed
signal wands may be used, and then only by authorized
personnel. The wands are different colors and/or shapes
for the personnel designated to use them. The different
colors and/or shapes of the cones on the wands are a
safety factor. The colors/shapes prevent personnel from
misinterpreting a signal that could cause damage to the
aircraft or injury to personnel. Table 10-2 lists the
personnel authorized to use wands by wand color, the
number of wands, and the type. Other personnel that are
involved in night flight operations must use a standard
flashlight with a red filter.
take over control of an aircraft is with one arm high
overhead and palm inward. This not only aids the pilot
in recognizing the director, but it also puts the director
in a position to render practically any taxi signal with a
minimum of movement. The director retains control of
the aircraft only while it is in his control area. He then
passes control to the next director in line on the deck.
For more information on aircraft hand signals refer to
NAVAIR-00-80T-113, Aircraft Signals NATOPS
Manual.
Q10-7. What hand signal is mandatory when
directing fixed-wing aircraft?
Q10-8. When taxiing aircraft, directors are usually
stationed at what intervals of distance along
the flight deck?
Wands are used at night in the same way that hands
are used for day signaling. Night signals that differ
from day signals are also shown in figure 10-4.
SECURING AIRCRAFT ABOARD
CARRIERS
In operations requiring taxiing of aircraft, directors
are usually stationed at intervals of 50 to 100 feet along
the flight deck. The director must be in a position that
will give the pilot an unobstructed view of the signals.
The usual stance of an experienced director ready to
LEARNING OBJECTIVE: Recognize the
importance of securing aircraft and support
equipment, the weather conditions that affect
securing arrangements, and the aircraft
handling accessories required.
In general, securing aircraft and mobile support
equipment is relative on all naval aviation ships.
CV/(N) carriers embark mostly fixed-wing jet,
turboprop, and helicopter aircraft. LHD, LHA, LPH,
and LPD class amphibious assault ships embark
vertical short takeoff and landing (V/STOL) aircraft,
such as the V-22 Osprey, AV-8 Harrier, and a variety of
helicopters. This section does not differentiate between
the different types of ships.
TAPE
WAND CASE
ASSEMBLY
WAND CASE
ASSEMBLY
TYPE “C” DRY CELLS
TAPE
The importance of properly securing and handling
aircraft and mobile support equipment (SE) aboard
carriers cannot be overstressed. It is of the utmost
importance that they are secured in a manner that
prevents fore and aft and athwartship (side to side)
movement. The reasons for this are threefold:
TAPE
BULB
FILTER ASSEMBLY
(COLOR AS
REQUIRED)
DIFFUSER
STUBBY
1. The pitch and roll of the ship, caused by heavy
seas.
DIFFUSER
2. The list of the ship, caused by maneuvering,
particularly when making high-speed turns.
3. Aircraft are parked on the flight and hangar
decks with a minimum of clearance between them.
STANDARD
ANf1005
Figure 10-5.—Taxi guidance wand.
Adjustable chock assemblies are used to block the
main landing gear of all aircraft and wheels on support
equipment. The chocks should be in position at all
times when the aircraft is not being moved and support
10-26
Table 10-2.—Taxi Signal Wand Identification
PERSONNEL
Aviation Fuels Checker
Catapult Hookup Petty Officer
Catapult Safety Observer (ICCS)
Flight Deck Officer and Aircraft
Directors
Hook Runner
Launching and Arresting Gear
Officer/Helicopter LSE/LSO
COLOR
Amber
White
Red
Green
Amber
NO
1
1
1
1
2
Red
Red
Green
Red
TYPE*
Stubby
Stubby
Standard
Standard
Standard
1
1
1
1
Stubby
Standard
Standard
Ordnance Arming Crew
Stubby
Banded**
Ordnance Arming/Safety Supervisor
Red
2
Standard
Banded***
Plane Captain
Blue
2
Standard
Squadron Aircraft Inspector
Blue
1
Stubby
* Standard and stubby denote cone shape. Standard denotes full length cones; stubby is a modified
cone providing 3 inches of lighted cone. Any suitable battery and switch housing is authorized if
cone is brightly lighted. All signal wands/flashlights must be equipped with heat-shrinkable
sleeving to prevent possible cone separation.
** One 3/4 inch band on the cone (plastic electrician's tape is recommended).
*** Two 3/4 inch bands spaced equidistant on the cone (plastic electrician's tape is recommended).
equipment is not being driven. They should be removed
only upon command from a plane director. Both ends
of the chock should be snugly against the wheel with
the adjustable end toward the rear of the plane. This
ensures easy removal when engines are turning up and
the wheel is set hard against the forward end of the
chock.
hangar decks for securing aircraft. Methods of securing
aircraft or support equipment and the quantity of
tie-down assemblies will vary, depending upon the type
of aircraft, equipment, scheduled operations, and
weather conditions.
NOTE: You should exercise caution when using
wheel chocks. If aircraft chocks are not loosened during
fueling operations, they will be close to impossible to
remove after the aircraft is fueled because of the added
weight. The opposite occurs when the aircraft is
defueled; chocks must then be tightened.
In general, the following procedures apply when
securing aircraft under normal conditions:
Fittings are provided on all aircraft for attaching
tie-downs. These fittings are usually located on each of
the landing gear struts. On some aircraft additional
fittings may be found on the fuselage. In all
circumstances, tie-down chains are attached to each of
these points when the aircraft is being secured.
Tie-down assemblies are used to secure aircraft and
support equipment aboard carriers. These assemblies
are equipped with attachments for deck fittings (pad
eye). Deck fittings are provided on both the flight and
NORMAL WEATHER CONDITIONS
1. Plane captains of landing aircraft stand by with
tie-downs on the flight deck in a designated area. They
join their aircraft as they are being parked. If an aircraft
is moved to the hangar bay below, its plane captain
should board the elevator with it if he can do so safely.
2. Aircraft-handling crews stand by in a
designated area during recoveries and act as chockmen
while aircraft are being taxied and parked. They put on
the initial tie-downs and are assisted by the plane
captain when possible.
3. When the aircraft reaches the final spot, the
director will signal the pilot of the aircraft to lower its
tailhook. This automatically straightens the nosewheel
10-27
to center. Some aircraft must have the nosewheel
aligned to center manually.
4. The plane captain connects the ground wire
and installs wing fold jury struts, parking harness and
batten boards, engine and cockpit covers, and
tie-downs needed other than the initial tie-downs put on
by the aircraft-handling crews.
Detailed procedures for securing a specific aircraft
are found in the maintenance instruction manual
(MIM) for that aircraft.
HEAVY WEATHER PROCEDURES
The procedure for securing aircraft during heavy
weather differs very little from that used in normal
weather. The main difference is that more tie-downs are
used. All flight control surfaces are secured with
battens, and controls inside the aircraft are secured.
Figure 10-6 shows the heavy weather tie-down
arrangement for an aircraft.
When extremely heavy weather is anticipated, as
many aircraft as possible are spotted on the hangar
deck. The remainder are spotted in the fly 2 (center) and
fly 3 (aft) areas of the flight deck. Avoid securing
aircraft athwartship and in the heavy weather spot.
Aircraft remaining on the flight deck should be spotted
inboard along either side of the center line of the deck.
Leave a clear area around the perimeter of the flight
deck. If possible, spread the wings on the aircraft that
are spotted on the flight deck. For special instructions
on securing an individual aircraft, refer to the aircraft's
specific maintenance manual.
When the ship is not at flight quarters or during
heavy weather conditions, the Air Department is
required to maintain a security/integrity watch on the
flight deck and hangar deck to ensure that each aircraft
remains properly secured. The watch must be
especially alert for loose or broken jury struts,
tie-downs, battens, chocks, engine intake/exhaust and
canopy covers, any leakage, or hazardous conditions.
Extreme caution is necessary when you handle aircraft
in heavy weather.
COLD WEATHER PROCEDURES
Handling aircraft during cold weather operations is
extremely difficult. Keep as many aircraft on the hangar
deck as is possible during extremely cold weather.
Keep the flight deck clear of ice and snow.
The following methods, gear, and equipment for
snow and ice removal are often used:
1. Mobile equipment removal—some aircraft tow
tractors may be fitted with snowplow blades or with
rattan or wire rotary brushes.
2. Manual removal—conventional methods
include brooms, crowbars, shovels, wooden mallets,
9
3
11
5
7
1
2
0
6
4
8
10
ANf1006
Figure 10-6.—Heavy weather aircraft tie-down.
10-28
and scrapers. Use compressed air to blow snow from
pockets. Use firemain water at 100 psi and steam lances
for undercutting ice. Use deck scrapers and auxiliary
hot-air heaters to clear flight-deck equipment, such as
wires, sheaves, arresting gear, and elevators, of ice.
BAR
Use normal deck procedures in cold weather, but
considerably more time is required because of the
excessive hazards involved. Use battens on control
surfaces. Jury struts and cockpit covers are
recommended. Tie-down the controls inside the aircraft
to eliminate the chance of movement of outer control
surfaces. Aircraft on ice or snow should always be
moved slowly. Avoid using the brakes as much as
possible when turning aircraft.
RELEASE PIN
ADJUSTABLE
BLOCK
CAUTION
FIXED BLOCK
In severe cold weather environments, do not
lock the canopies of aircraft parked in the landing
area. Canopies will freeze "closed" and prevent
brake rider protection.
ANf1007
Figure 10-7.—NWC-4/5 universal wheel chock.
Aircraft Wheel Chocks
AIRCRAFT-HANDLING
ACCESSORIES
In addition to self-powered equipment, several
important handling accessories are required for safe
and efficient handling of aircraft. These accessories are
discussed in the following text.
Several types of aircraft wheel chocks are used by
the Navy. Of these, the NWC-4/NWC-5 polyurethane
universal wheel chock (fig. 10-7) is the most common,
particularly aboard aircraft carriers. On shore stations
you will find two polyurethane or wooden blocks
joined by nylon or manila line with different lengths to
accommodate different aircraft wheels sizes. Fig. 10-8
shows a wheel chock installed.
Anf1008
Figure 10-8.—NWC-4/5 universal wheel chock installed.
10-29
LARGER
RADIUSED END
TENSIONING
UNIT
TENSION
BAR
TD-1A and TD-1B Tie-Down Assemblies
The quick-release TD-1A and TD-1B tie-down
chain assemblies (fig. 10-9) are now used almost
exclusively aboard ship and ashore. These assemblies
consist of a locking and release mechanism, tension
bar, adjustable tension nut, and a chain, each with a
hook at one end. Figure 10-10 shows a close-up of the
proper installation. Both assemblies are available in
two different lengths, 9 foot and 14 foot, and are fully
adjustable from a foot and a half to full extension.
RELEASE LEVER
TD-1A
S-HOOK
OVERSIZE LINK
A/B Tie-Down Assembly
TD-1B
ANf1009
This tie-down is called the (Aero) full-power
tie-down assembly (fig. 10-11). It is commonly called
Figure 10-9.—TD-1A and TD-1B chain-type tie-down
assemblies.
FREE
END
HOOK END
INCORRECT ASSEMBLY
TENSION
BAR
RELEASE
LEVER
FREE END
OF CHAIN
FREE
END
HOOK END
TENSIONING
NUT
CORRECT ASSEMBLY
1. CORRECT INSTALLATION OF HOOK
2. INCORRECT INSTALLATION OF HOOK
ANf1010
Figure 10-10.—Close-up showing proper installation of the TD-1A assembly.
10-30
4 BAR DOG
WELDED
CHAIN
TENSION BAR
ASSEMBLY
LOCKING
COLLAR
DECK FITTING
ASSEMBLY
ROD
CHAIN
HAMMERLOK
LINK
LOCK
RETAINER
STUD
JAM NUTS
YOKE
STUD
ATTACHMENT
CABLE
LOCKING PIN
5 BAR DOG
STUD
TENSION BAR
LINK
YOKE
TENSION BAR
JAM NUTS
HOLDBACK
FITTING ASSEMBLY
DECK ATTACHMENT
FITTING
ANf1012
Figure 10-12.—MXU-657/W aircraft restraint.
ANf1011
Figure 10-11.—Aero full power tie-down assembly.
run-up areas. Specific A/B tie-down instructions for
each type of aircraft are contained in the specific
maintenance instruction manual (MIM).
the A/B (afterburner) tie-down. It consists of a deck
attachment fitting, a safety lock retainer, a chain, and a
coupler that fits the aircraft holdback fitting.
Aircraft Tow Bars
This assembly has a working load of 30,000
pounds. It weighs about 102 pounds and has no
adjustments to lengthen or shorten it. It can be modified
by joining two tie-downs together with a dummy link
for aircraft requiring it.
Two general classes of tow bars are used in naval
aviation—those adaptable to only one type of aircraft
and those adaptable to more than one type.
The universal aircraft tow bar, Model ALBAR
(Adjustable Length Towbar) (fig. 10-13) is the type of
tow bar most commonly used by the Navy today. It is
available in four different models and lengths. It is used
to tow and position aircraft weighing up to 90,000
pounds. The ALBAR is designed for towing aircraft
that have nose or tailwheel axle holes, or fuselage or
A newer version of the A/B tie-down, called the
MXU-657/W aircraft restraint, has a different deck
attachment fitting, and is shown in figure 10-12.
Otherwise, it is identical.
Special high-strength deck fittings are installed
aboard ships and at shore stations in designated engine
QUICK
RELEASE
PIN
FID
AXLE
PIN
TENSIONING
KNOB
CHAIN
LOCKING PIN
ANF1013
Figure 10-13.—ALBAR universal aircraft tow bar.
10-31
landing gear tow rings (fig. 10-14), and it can be
configured to accommodate different aircraft.
CAUTION
Before you attempt to tow an aircraft, be sure
that the tow bar tensioning chain is under
maximum tension when the axle pins are used.
When using the tow hooks, ensure the locking
pins are closed.
For more information on handling accessories,
refer to NAVAIR 00-80T-96, Support Equipment
Common, Basic Handling and Safety Manual, or for
any given aircraft, refer to the "General Information
and Servicing" section of the MIM.
Q10-9. What is used to block aircraft main landing
gear and support equipment wheels?
Q10-10. Detailed procedures for securing a specific
aircraft can be found in what publication?
Q10-11. When the ship is not at flight quarters, who is
responsible for maintaining aircraft security
or integrity watches?
Q10-12. What is the purpose of an ALBAR?
GENERAL FLIGHT DECK SAFETY
PRECAUTIONS
LEARNING OBJECTIVE: Identify the
safety precaution to be followed while
handling aircraft aboard a carrier and the
persons responsible for safety.
The ship's commanding officer is responsible at all
times for the safety of embarked aircraft and personnel.
The commanding officer or officer in charge of the
aircraft squadron/detachment and the pilots of
individual aircraft are directly responsible for the safety
of assigned aircraft and personnel. Ultimately, safety is
the responsibility of all hands.
Nearly all aircraft-handling accidents/incidents or
personal injury/death are the result of poor training and
supervision, lack of awareness, and/or disregard of
handling instructions.
Some of the safety precautions that could prevent
dangerous and costly accidents during flight operations
aboard carriers are as follows:
1. Never operate or allow personnel under your
supervision to operate any machinery or equipment
when not thoroughly checked out and qualified on all
safety and operating instructions.
2. The deck is considered foul any time
unauthorized personnel are in or around aircraft parked
in the safe-parking area aft of the island.
3. While flight operations are being conducted,
no personnel except those authorized and required may
be in the catwalks, guntubs, on the flight deck, in the
catapult or arresting gear engine rooms, or PLAT/lens
room without the express permission of the air officer.
4. Personnel should never stand or otherwise
block entrances to the island structure or exits leading
off the catwalks.
5. Personnel should not turn their backs on
aircraft landing or taxiing out of the arresting gear.
ANf1014
Figure 10-14.—Tow bar attachment.
10-32
6. While taxiing aircraft out of the arresting gear,
directors must be aware of the activities of the hook
runner, tiller-bar man, and the wing walkers.
21. Be particularly careful when you move a jet
that has been started. Ensure that all personnel are clear
of the intake and jet blast.
7. While directing aircraft, the director must be in
plain view of the pilot at all times. If the pilot loses sight
of his director, he must STOP immediately.
22. Stay clear of the launching and landing areas
unless you are part of that operation.
8. No director should give signals to a pilot who is
being controlled by another director EXCEPT in an
attempt to avert an accident.
9. Never allow yourself to become complacent to
the point of permitting unsafe conditions to exist.
Complacency is one of the major causes of aircraft
accidents/incidents in handling aircraft.
10. Make sure that the brakes are manned before
you move an aircraft.
23. Stay alert when you are working around
aircraft. There is never room for carelessness,
daydreaming, or skylarking on the flight deck.
24. Keep constant vigilance for coworkers. This
helps to avoid accidents.
25. Ensure that aircraft wheel chocks and tie-down
chains are always used whenever an aircraft is not being
moved.
26. Always wear articles of flight-deck clothing in
the following manner:
NOTE: If an aircraft with inoperative brakes is to be
respotted, the cockpit must NOT be manned, and the
chockmen must be in position to chock the main wheels
instantly when ordered.
11. Use the proper tow bar for the aircraft that is
being moved.
! Helmets on and buckled, goggles down
over eyes.
! Flight-deck jerseys on with sleeves rolled
down.
! Life vest on and fastened.
12. Use wing and tail walkers in all movements.
! Wear safety shoes.
13. Use chockmen at all times in case the aircraft is
to be stopped without brakes or in the instance where
brakes fail. Use chockmen when you back an aircraft to
the deck-edge spots.
14. Never move an aircraft when there is doubt as
to clearance.
15. Watch for unexpected ship movement that may
have a bearing on aircraft being moved.
16. Be extremely cautious when you handle
aircraft on and off of elevators. There is always the
danger of losing one over the side because they are at
the extreme edge of the deck.
17. Make sure the elevator is in the full up or down
position before you move an aircraft on or off it.
18. Because of the small confines of the hangar
deck, it is of the utmost importance that aircraft be
moved with extreme caution. Ensure that hydraulic
brake fluid pressure is available and is sufficient to
safely accomplish the handling operation.
27. Be alert for slick deck areas. Clean spillage
from the deck as soon as possible.
28. Aircraft with wings folded are not to be
spotted, towed, or taxied immediately behind a jet blast
deflector when another aircraft is at high-power turnup
on the catapult.
29. You must strictly observe all safety precautions
when working around aircraft equipped with an
ejection seat. Accidental actuation of the firing
mechanism can result in death or serious injury to
anyone in the cockpit area.
30. Beware of jet blast, props, and rotors.
Q10-13. Who is ultimately responsible for safety?
Q10-14. When an aircraft is being towed with inoperative brakes, should the cockpit be manned?
19. Handling of other equipment around aircraft
should always be performed with utmost care.
20. Unlock the nose or tail wheel (if applicable)
before you move an aircraft.
10-33
AIRCRAFT HANDLING
OPERATIONS ASHORE
LEARNING OBJECTIVE: Recognize aircraft handling operations ashore, including
spotting, securing, and operating vehicles on
flight lines and around aircraft. Identify the
hazards associated with working around
aircraft.
The methods and procedures for handling aircraft
ashore are similar to those afloat. When an air wing or
squadron is shore based, it operates on air stations that
have paved spotting areas. The area where a particular
group of aircraft is spotted or parked is referred to as
"the line." Aircraft are spotted on the line for servicing,
loading, maintenance, and checking for operational
readiness. It is the responsibility of the personnel
assigned to the line crew to direct and spot the aircraft.
The line is spotted following the flight schedule
instructions. Aircraft must be spotted for engine turnup,
taxiing, or towing without endangering other aircraft on
the line.
In directing an aircraft that is taxiing from the line,
the director should remain in control of the aircraft until
it is clear of other aircraft or obstructions in the spotting
area. Incoming aircraft should be met at the edge of the
spotting area and directed to the appropriate spot.
other fire extinguishers located on the line may also be
painted the same color as the extinguisher band.
MULTIENGINE AIRCRAFT HANDLING
Because each type of multiengine aircraft requires
slightly different handling procedures, this discussion
is limited to general handling procedures. Specific
handling procedures for specific aircraft may be found
in the "General Information and Servicing" section of
the MIM.
Many multiengine aircraft have a means of steering
the nosewheel from the cockpit. While this provides
more effective control when the aircraft is taxied, it also
limits the radius of turns. When an aircraft equipped
with cockpit steering is being directed, allow sufficient
space as a turn is being made. The nosewheel steering
system should be disengaged, if possible, when an
aircraft is towed by the nosewheel.
Transient aircraft often require assistance in taxiing
from the runway to the spotting area. An appropriate
vehicle that has the words "follow me" displayed in
large letters is used. The vehicle meets the aircraft at the
end of the runway or an intersection to the runway and
leads it to the spotting area or flight line.
Special towing equipment is provided for each type
of multiengine aircraft. This consists of a nosewheel
towing and steering bar for forward towing and a main
gear tow bar or adapter for aft towing. The nosewheel
bar is used to steer the aircraft when towing it from aft.
Personnel assigned to flight line duty should
prepare for possible emergencies by becoming
thoroughly familiar with the various types of
fire-fighting equipment available on the line. They must
know their location and capabilities and ensure, by
frequent inspection, that they are always ready for use.
Large aircraft should be towed slowly and
carefully. Sudden starts, stops, and turns must be
avoided. When an aircraft is towed, the brakes should
be engaged only in an emergency. If a quick stop is
necessary, the brakes of the tractor and aircraft should
be applied at the same time (the aircraft move director
coordinates this action by blowing a whistle).
The use of standard color-coded fire extinguishers
promotes greater safety and lessens the chances of
error, confusion, or inaction in time of emergency.
Coding distinguishes flight-line fire extinguishers from
building fire equipment.
The type of extinguisher, together with the class of
fire it extinguishes, must be painted on a 6-inch color
band. The letters are black and at least 1 inch in height.
The 6-inch band around the top of the extinguisher
should be painted as follows:
Carbon Dioxide (CO2)..…Yellow
In addition to the above handling instructions, the
following safety precautions should be observed:
1. During towing operations, have a qualified
operator in the pilot's seat to operate the brakes when
necessary. Ensure that there is sufficient hydraulic
pressure for brake operation.
2. When aircraft are moved in close spaces, a taxi
director and sufficient walkers should be placed to
provide centralized control and to ensure clearance of
obstructions.
3. If the aircraft is equipped with a tail wheel,
unlock the tail wheel before the aircraft is moved.
AFFF Type.........…………Silver or white
Purple K Powder........……Purple
Halon..................…………Fluorescent yellow
Carts for handling the 50-pound extinguisher
bottles should be painted the same color as the
extinguisher band. The containers or holders for the
4. Ensure that the landing gear safety lockpins or
down locks are installed before the aircraft is towed.
5. Do not turn the nosewheel beyond the
nosewheel turn limits. Structural damage will result.
10-34
SECURING AIRCRAFT ASHORE
The parking areas on air stations are usually
equipped with tie-down pad eyes, which are sunk into
the surface of the concrete aprons on the "line." One
end of the tie-down chains or securing line assemblies
are attached to the aircraft tie-down fittings, and the
other end is secured to the pad eyes and properly
adjusted.
Multiengine aircraft are usually tied down at six
points. These points are the landing gear, the tail, and
each wing. Detailed information concerning securing a
particular aircraft may be found in the "General
Information and Servicing" section of the MIM.
Q10-15. On air stations ashore, what is the area called
where a particular group of aircraft is spotted
or parked?
Q10-16. What is the purpose of color coding flight line
fire extinguishers?
CAUTION
Q10-17. Why should sufficient slack be left in manila
line when used for securing aircraft?
When you are securing aircraft with manila
line, leave sufficient slack for shrinkage that
occurs when the line becomes wet.
HELICOPTER HANDLING
NOTE: Most aircraft are equipped with their own
special securing accessory equipment, such as intake,
exhaust, canopy, and external flight instrument covers,
propeller or rotor blade restraints and tie-downs, flight
control and landing gear lock pins, etc.
The fundamental rules for securing aircraft ashore
are as follows:
1. Direct or locate the aircraft to a protected spot.
2. Park the aircraft into the wind if possible.
3. Place chocks both in front of and behind each
main landing gear wheel.
4. Ground the aircraft.
5. Place all controls in neutral position and lock
or secure.
6. Tie the aircraft down.
LEARNING OBJECTIVE: Recognize
helicopter handling signals, activities, securing
procedures, and general safety precautions.
Helicopters are used on CV/(N)/LHD/LHA/LPH/
LPD type vessels. They are also used on destroyers, fast
frigates, replenishing ships, cruisers, and, of course,
shore stations. There are areas that differ between
handling fixed-wing aircraft and helicopters. Unique
flight characteristics and aircraft operation require
special handling procedures.
HELICOPTER TIE-DOWN AND SECURING
PROCEDURES
With the exception of the main rotor blade
tie-downs, helicopter tie-downs and securing
procedures are similar to those for conventional
fixed-wing aircraft.
Tie-downs for the main rotor blades are used to
prevent damage that might be caused by gusty and
turbulent wind conditions when the blades are in a
spread position. This type of tie-down usually consists
of a canvas boot with an attached length of manila line;
however, some helicopter rotor blades have special
fittings and attachment accessories to accomplish this
task.
7. Install the protective covers.
8. Secure propellers and rotor blades as required
9. Ensure brakes are set.
CAUTION
Do not install intake or exhaust engine covers
when the engine is hot.
The canvas boot is placed over the tip of the rotor
blade, and the boot line is then secured either to a deck
fitting or to an aircraft fitting on the helicopter itself.
When high winds threaten, move the aircraft inside
the hangar if possible. If not, ensure tie-downs or lines
and anchorages are doubled and control surfaces are
secured with battens.
NOTE: Rotor blade securing lines should be taut
enough to hold the blades without applying excessive
bending force. Check lines for security and shrinkage
when wet, and readjust lines when required.
10-35
HAND SIGNALS
The LSE, under the supervision of the air officer, is
responsible for visually signaling to the helicopter, thus
assisting the pilot in making a safe takeoff and/or
landing on the ship. He or she is responsible for
directing the pilot to the desired deck spot and for
ensuring general safety conditions of the flight deck, to
include control of the flight deck crew.
Hand signals shown in figure 10-16 are used when
helicopters are directed. As you can see, they differ
greatly from fixed-wing aircraft. The director, called a
Landing Signalman Enlisted (LSE), is normally
stationed on a 45-degree bearing to the portside of the
helicopter if the pilot in control is in the left seat, and to
the starboard side if the pilot in control is in the right
seat. When you are acting as LSE, you should position
yourself upwind of the area in which the helicopter is to
be launched and in a similar position for a landing.
Flight deck operations with rotors engaged are
particularly hazardous to personnel. The tail rotor of
some helicopters revolves in a vertical plane fairly close
to the deck. In addition, the possibility always exists
that the main rotor blades may strike the deck during
engagement or disengagement of the rotor system due
to the wind being out of perimeters or hurling pieces of
debris. Because of this hazard, flight deck personnel
should be kept to the minimum needed for the
operation.
NOTE: Helicopter hand signals "wave-off" and
"hold" are mandatory; all others are advisory in nature
when directing aircraft.
CAUTION
An example of a helicopter tie-down configuration
is given in figure 10-15. Always consult the applicable
MIMs "General Information and Servicing" section for
detailed securing instructions for a specific type of
helicopter.
Aircraft engines, auxiliary power plant starts,
blade spread/fold, and rotor engagement must not
be accomplished in wind conditions exceeding
the individual aircraft's NATOPS limitations.
HELICOPTER FLIGHT
OPERATIONS
Carrier flight decks and air station runways or
taxiways have marked helicopter landing areas that are
controlled by Pry-Fly (afloat) and the control tower
(ashore) for helicopter takeoff and landings. See figures
10-17 and 10-18.
Once the proper commands (table 10-3) are given
to the flight deck officer and the flight deck lighting has
been activated from Pry-Fly (table 10-4), the LSE
supervises and is responsible for, but not limited to, the
following:
A
RELEASE LINE FOR
NORCO BLADE LOCK
A
45O
MOORING LINES
(TYPICAL)
Figure 10-15.—Tie-down configuration (CH-53A/D).
10-36
ANf1015
SIGNAL
1
NIGHT
DAY
REMARKS
Marshaler stands with
arms raised vertically
above head and facing
toward the point where
the aircraft is to land.
The arms are lowered
repeatedly from a
vertical to a horizontal
position, stopping finally
in the horizontal position.
Same as day signal with
addition of wands.
Arms extended
horizontally sideways
beckoning upwards, with
palms turned up. Speed
of movement indicates
rate of ascent.
Same as day signal with
addition of wands.
Conforms to ICAO
signal.
Arms extended
horizontally sideways,
palms downward.
Same as day signal with
addition of wands.
Conforms to ICAO
signal.
Arms extended
horizontally sideways
beckoning downwards,
with palms turned down.
Speed of movement
indicates rate of descent.
Same as day signal with
addition of wands.
Conforms to ICAO
signal.
LANDING DIRECTION
2
MOVE UPWARD
3
HOVER
4
MOVE DOWNWARD
ANf1016a
Figure 10-16.—Helicopter hand signals (page 1 of 11).
10-37
SIGNAL
5
NIGHT
DAY
Right arm extended
horizontally sideways in
direction of movement
and other arm swung
over the head in same
direction, in a repeating
movement.
Same as day signal with
addition of wands.
Left arm extended
horizontally sideways in
direction of movement
and other arm swung
over the head in the
same direction, in a
repeating movement.
Same as day signal with
addition of wands.
When aircraft
approaches director with
landing gear retracted,
marshaler gives signal
by side view of a
cranking circular motion
of the hands.
Same as day signal with
addition of wands.
Waving of arms over the
head.
Same as day signal with
addition of wands.
REMARKS
MOVE TO LEFT
6
MOVE TO RIGHT
7
LOWER WHEELS
8
Signal is mandatory.
WAVE OFF
ANf1016b
Figure 10-16.—Helicopter hand signals (page 2 of 11).
10-38
SIGNAL
9
NIGHT
DAY
Arms crossed and
extended downwards in
front of the body.
Same as day signal with
addition of wands.
When rotor starts to “run
down” marshaler stands
with both hands raised
above head, fists closed,
thumbs pointing out.
Same as day signal with
addition of wands.
When droop stops, go in,
marshaler turns thumbs
inwards.
Same as day signal with
addition of wands.
Left hand above head,
right hand pointing to
individual boots for
removal.
Same as day signal with
addition of wands.
REMARKS
Conforms to ICAO
signal.
LAND
10
DROOP STOPS OUT
11
DROOP STOPS IN
12
REMOVE BLADE
TIEDOWNS
ANf1016c
Figure 10-16.—Helicopter hand signals (page 3 of 11).
10-39
NIGHT
DAY
SIGNAL
13
Circular motion in
horizontal plane with
right hand above head.
Same as day signal with
addition of wands.
Rope climbing motion
with hands.
Same as day signal with
addition of wands.
Left arm extended
forward horizontally, fist
clenched, with right hand
making vertical
pendulum movement
with fist clenched.
Same as day signal with
addition of wands.
Bend left arm
horizontally across
chest with fist clenched,
palm downward; open
right hand pointed up
vertically to center of
left fist.
Same as day signal with
addition of wands.
REMARKS
ENGAGE ROTOR(S)
14
HOOK UP LOAD
15
RELEASE LOAD
16
LOAD HAS NOT BEEN
RELEASED
ANf1016d
Figure 10-16.—Helicopter hand signals (page 4 of 11).
10-40
SIGNAL
17
NIGHT
DAY
Left arm horizontal in
front of body, fist
clenched, right hand
with palm turned
upwards, making upward
motion.
Same as day signal with
addition of wands.
Left arm horizontal in
front of body, fist
clenched, right hand
with palm turned
downwards, making
downnward motion.
Same as day signal with
addition of wands.
Right arm extended
forward horizontally,
fist clenched, left arm
making horizontal
slicing movements
below the right fist,
palm downward.
Same as day signal with
addition of wands.
Bend elbow across
chest, palm downward.
Extend arm outward to
horizontal position,
keeping palm open and
facing down.
Same as day signal with
addition of wands.
REMARKS
WINCH UP
18
WINCH DOWN
19
CUT CABLE
20
SPREAD PYLON
ANf1016e
Figure 10-16.—Helicopter hand signals (page 5 of 11).
10-41
NIGHT
DAY
SIGNAL
21
Extend right arm
horizontally, palm
downward. Bend arm
keeping palm down.
Same as day signal with
addition of wands.
Helicopter crew member
brings thumb to mouth
as if drinking from glass.
Same except use red
lens flashlight.
REMARKS
FOLD PYLON
22
I DESIRE HIFR/FUEL
23
Helicopter crew member
makes circular motion
with right hand.
Helicopter crew member
makes circular motion
with red lens flashlight.
COMMENCE FUELING
24
GREEN
Ship’s fuel crew member
holds green device
vertically over red
device.
Ship’s fuel crew member
holds green wand
vertically over red wand.
RED
AM PUMP FUELING
ANf1016f
Figure 10-16.—Helicopter hand signals (page 6 of 11).
10-42
NIGHT
DAY
SIGNAL
25
Helicopter crew member
makes horizontal cutting
motion of right hand
across throat.
Helicopter crew member
makes horizontal motion
of red lens flashlight.
Ship’s fuel crew member
holds red device over
green device.
Ship’s fuel crew member
holds red wand vertically
over green wand.
Helicopter crew member
makes vertical motion
of hand.
Helicopter crew member
makes vertical motion
of red lens flashlight.
REMARKS
CEASE FUELING
26
RED
GREEN
HAVE CEASED
PUMPING FUEL
27
DESIRE TO MOVE
OVER DECK AND
RETURN HOSE
28
LSE/director makes
waveoff signal.
LSE/director makes
waveoff signal with
wands.
Signal is mandatory.
EXECUTE EMERGENCY
BREAKAWAY
ANf1016g
Figure 10-16.—Helicopter hand signals (page 7 of 11).
10-43
SIGNAL
29
NIGHT
DAY
Moves hand in a circle
perpendicular to the
deck; follows with a
thumbs up signal.
Signify by number of
fingers, engine to be
started
REMARKS
Turns on flashlight or
moveable light and
moves it in a circle
perpendicular to the
deck.
READY TO
START ENGINE
(pilot)
30
Moves hand in
horizontal circle at eye
level, index finger
extended. Aircraft lights
FLASHING BRIGHT.
Same as day except
holds red light in hand.
Aircraft lights FLASHING
DIM.
At night, aircraft
lights should be on
FLASHING DIM
until aircraft is
declared up and
ready for takeoff by
the pilot.
FACES FLY CONTROL:
Holds left fist above
head; gives circular
motion of right hand
above head, index finger
extended.
Rotates one wand at
chest level; holds other
wand above head.
The air officer shall
signal authority to
engage rotors by
illuminating a
yellow rotating
beacon.
Gives thumbs up signal
at eye level. Aircraft lights
STEADY BRIGHT.
Places running and
formation lights on
STEADY DIM. May give
thumbs up signal by
turning on flashlight or
other moveable lights
and moving it up and
down.
READY TO ENGAGE
ROTORS (pilot)
31
READY TO ENGAGE
ROTORS (LSE)
32
READY FOR TAKEOFF
(pilot)
ANf1016h
Figure 10-16.—Helicopter hand signals (page 8 of 11).
10-44
NIGHT
DAY
SIGNAL
33
FACES FLY CONTROL.
Holds right thumb up at
eye level; holds left fist
at eye level.
Signal not required.
Pilot’s STEADY DIM
indicates readiness to
Fly Control.
REMARKS
The air officer shall
signal authority for
launch of
helicopters by
illuminating a green
rotating beacon in
addition to the
rotating yellow
beacon.
READY FOR TAKEOFF
(LSE)
34
To tiedown crew: Makes
wiping motion down left
arm with right hand.
Same as day except with
addition of wands.
Swings arms apart,
thumbs extended
outwards.
Using hand held light or
flashlight, gives on/off
signals at 1-second
intervals.
Swings arms together,
thumbs extended
inwards. In single piloted
aircraft, pilot may swing
one arm alternately from
each side, thumb
extended inwards.
Moves hand held light or
flashlight at eye level in a
horizontal plane
alternately inwards from
each side.
REMOVE TIEDOWNS
(LSE)
35
REMOVE CHOCKS AND
TIEDOWNS(pilot)
36
INSERT CHOCKS AND
TIEDOWNS (pilot)
ANf1016i
Figure 10-16.—Helicopter hand signals (page 9 of 11).
10-45
SIGNAL
37
DAY
NIGHT
Stands in full view of
pilot and LSE and holds
tiedown and chocks
extended to side.
Same as day except
illuminates tiedown with
amber flashlight.
REMARKS
TIEDOWNS REMOVED
(deck crew)
38
To tiedown crew:
Rotates hands in circle
perpendicular to and in
front of his body.
Same as day except with
amber wands.
Give “hold” signal
as soon as first
tiedown is attached.
Holds left fist above
head; makes throat
cutting action with right
hand.
Same as day except with
amber wands.
Give “hold” signal
as soon as first
tiedown is attached.
INSTALL TIEDOWNS
(LSE)
39
DISENGAGE ROTORS
(LSE)
40
Arms extended, make
short up and down
chopping action,
alternating hands.
Same as day except with
amber wands.
HOOK NOT DOWN/UP
ANf1016j
Figure 10-16.—Helicopter hand signals (page 10 of 11).
10-46
SIGNAL
41
NIGHT
DAY
Use standard fixed wing
turn signal, pointing with
hand to wheel to be
pivoted and giving
“come on “ with other
hand.
Same as day except with
amber wands.
Use standard fixed wing
turn signal, pointing with
hand to wheel to be
pivoted and giving
“come on “ with other
hand.
Same as day except with
amber wands.
Makes clenched fists at
eye level.
Hold crossed wands
(any color) overhead.
REMARKS
SWING TAIL LEFT
42
SWING TAIL RIGHT
43
Signal is mandatory.
HOLD POSITION
44
Rest elbow in left palm
at waist level. Bring right
hand down to horizontal
position.
Same except with wands.
ANTENNA IN DOWN
POSITION
ANf1016k
Figure 10-16.—Helicopter hand signals (page 11 of 11).
10-47
FORE/AFT CENTERLINE OF
ALL HELICOPTERS ARE TO
BE IN LINE WITH THE
FORE/AFT LINE
NOSEWHEEL SPOT FOR H-53
(OMITTED FROM SPOTS 1
AND 4, AND SPOT 3A ON LPH)
NOSEWHEEL SPOT FOR H-46
(OMITTED FROM LHA SPOT 3A)
MAIN WHEEL SPOTS FOR
BOTH H-46 AND H-53 (OMITTED
FROM LHA SPOT 3A)
H-1 SKID TOE ON
THE ATHWARTSHIP
LINE, H-2, H-3
AND H-60 NOSE
OVER THE
ATHWARTSHIP
LINE.
ANf1017
Figure 10-17.—Shipboard helicopter landing spot (typical).
! Launch and recovery operations
LHD/LHA/LPH/LPD NATOPS Manual, NAVAIR
00-80T-106; and the Shipboard Helicopter Operating
Procedures, NWP-42, latest revision.
! Chocks and tie-downs (as required)
! Fire bottle and guard (posted)
HELICOPTER SAFETY
PRECAUTIONS
! Auxiliary power plant start/shut down
! Clearances around the aircraft
During aircraft operations afloat or ashore, the
following helicopter safety precautions should be
observed:
! Rotor blade spread/fold
! Engine start/shut down
! Rotor engagement/disengagement
! The movement of all personnel around the
aircraft when loading or unloading troops,
cargo, or fueling
! Do not approach or depart a helicopter without
direction from the LSE.
! Do not approach or depart a helicopter while
the rotors are being engaged or disengaged.
! All other activities around the launch or
landing area
! Helicopters should not be taxiied on the flight
deck.
! External material condition and security of the
aircraft
! Helicopters should not be towed or pushed
while the rotors are engaged.
For detailed information on shipboard V/STOL
aircraft operating procedures, you should refer to the
Naval Warfare Publication Shipboard V/STOL Aircraft Operating Procedures, NWP-63-1; the
! Helicopters should not be launched or
recovered and rotors should not engaged or
disengaged while the ship is in a turn or the
wind is out of parameters.
10-48
IDENTIFICATION
MARKING
D
PERIMETER
MARKING
C
F
B
A
C
C
B
E
F
DIMENSIONS
A = 0.6F BUT 60’ MAX
B = 0.5A
HELIPAD SIZE
(F)
PATTERN LINE
WIDTH (C)
PERIMETER EDGE
WIDTH (D)
80’ - 99’
100’ - 150’
5’
6’
24”
30”
CORNER EDGE
LENGTH (E)
10’ (TYP)
12’ (TYP)
COLOR: RETROREFLECTIVE AVIATION SURFACE WHITE, EXCEPT HELIPADS FOR DAY OPERATIONS
ONLY MAY BE NONRETROREFLECTIVE WHITE.
ANf1018
Figure 10-18.—Air station helipad identification and perimeter markings.
! A helicopter should not be flown over any
other aircraft during takeoff and landing.
Q10-18. What is the purpose of helicopter rotor blade
tie-downs?
! Never approach a tail rotor type helicopter
from the rear while the rotors are turning.
Q10-19. What are the two mandatory helicopter hand
signals?
! Personnel required to be in the area of
operating helicopters should exercise extreme
caution and observe the signals or directions
from the aircraft director.
Q10-20. Who is responsible for directing the pilot to
the desired deck spot and for ensuring
general safety conditions of the flight deck?
10-49
Table 10-3.—Flight Deck Commands
EVOLUTION
COMMAND
DISPLAY
MEANING (HELO)
MEANING (AV-8)
1. Prepare to
start engines
Check chocks,
chains, tie-downs,
fire bottles, and all
loose gear about the
flight deck. Helmets
buckled, goggles
down, start
APP/GTS on
LSE/director signal.
Red signal in
flight deck area
Verify starting wind
limitations chocks and
tie-downs in place.
Boots removed and
stowed. Secure all
loose gear. Man fire
extinguishers.
Intake blanks clear
GTS wind limits met,
chocks, tie-downs in
place, loose gear
secured. Man fire
extinguishers.
2. Start engines
Start engines
Red signal in
flight deck area
Authority for responsible flight deck personnel to
signal for starting engines. Ship not ready for
flight operations.
3. Engage/
disengage
rotors
Stand clear of rotors
(20 second pause) engage/disengage
rotors
Amber signal in
flight deck area
Ship is ready for the
pilot to engage rotors.
Authority for
responsible flight deck
personnel to signal for
engaging rotors when
the immediate area is
cleared. Ship not ready
for flight operations.
4. Removal of
tie-downs
Remove all
tie-downs
Not applicable
Note: Emcon
(Red,
Green,
Red)
Remove tie-downs from aircraft and show to
pilot. LSE points to tie-downs and shows one
finger to the pilot for each tie-down removed.
5. Launch
Launch aircraft
Green signal in
flight deck area
Ship is ready in all respects for flight operation.
Authority for responsible flight deck personnel to
launch aircraft when pilot is ready and tie-downs
and chocks have been removed.
6. Aircraft
approaching
Standby to recover
aircraft, spot _____.
Red signal in
flight deck area
Prepare designated landing area to land aircraft.
Ship not ready to recover aircraft.
7. Recover
Land aircraft
Green signal in
flight deck area
Ship is ready in all respects to land aircraft.
Squadron personnel
conduct poststart
checks (i.e., controls)
clear exhaust areas.
NOTE: Flight deck rotating beacon signals are for Pri-Fly control of flight deck operations only. These lights are
not to be interpreted by pilots as clearance/denial for any evolution.
Table 10-4.—Deck Status Lights/Rotating Beacon Signals for
Helicopter Operations
EVOLUTION
Start Engines
Engage Rotors
Launch
Recovery
Disengage Rotors
Shutdown
DECK STATUS LIGHTS/
ROTATING BEACON SIGNAL
Red
Amber
Green
Green
Amber
Red
Q10-21. What color should the deck status lights/
rotating beacon signal be to engage rotors?
Q10-22. Is it permissible to taxi a helicopter on the
flight deck?
SUMMARY
In this chapter you have learned about operating SE
around aircraft, afloat and ashore aircraft operations,
handling and securing procedures, hand signals,
aircraft handling accessories, and the related safety
procedures and requirements.
10-50
ASSIGNMENT 10
Textbook Assignment: "Line Operations and Safety," chapter 10, pages 10-1 through 10-50.
10-1.
1.
2.
3.
4.
10-2.
10-7.
What is one of the busiest, most important and
dangerous divisions in a squadron?
1.
2.
3.
4.
Line
Ordnance
Maintenance
Supply
10-8.
When fueling an aircraft ashore, the refueling
vehicle should be parked in what position?
What is the speed limit for vehicles operating
on runways, taxiways, parking areas, ramps,
and work areas?
1.
2.
3.
4.
1.
2.
3.
4.
When aircraft are towed, the towing speed
should NEVER be faster than the slowest
person can walk or exceed 5 miles per hour.
What method is used to identify handling and
servicing equipment used around aircraft?
1.
2.
3.
4.
V-1 division
V-2 division
V-3 division
V-4 division
10-11. Which division is responsible for handling
aircraft in the hangar bay?
1. True
2. False
10-6.
What is the minimum protective clothing required for all personnel to wear while working
on the flight deck?
10-10. Which division is responsible for handling
aircraft on the flight deck?
1. 5 miles per hour
2. 10 miles per hour
3. 15 miles per hour
4. 20 miles per hour
10-5.
Yellow
Red
White
Black
1. Cranial impact helmet, goggles, and sound
attenuators
2. Long sleeve jerseys and trousers with steel
toe flight deck boots
3. Inflatable life preserver with distress light
marker, sea dye marker, and whistle
4. All of the above
What is the maximum speed limit for vehicles
operating on airfields within 50 feet of aircraft
and hangars?
1. 2 miles per hour
2. 5 miles per hour
3. 10 miles per hour
4. 12 miles per hour
10-4.
10-9.
Yellow only
Black and yellow
Yellow and white
Red and white
On support equipment, the danger areas, such
as intakes or exhausts, are painted what color?
1.
2.
3.
4.
1. Downwind side headed away from the
aircraft
2. Behind the aircraft wing after engine
cooling
3. Perpendicular to the aircraft close to the
fueling point
4. Forward of the aircraft and parallel to the
wing
10-3.
What color is most support equipment painted?
V-1 division
V-2 division
V-3 division
V-4 division
10-12. In addition to the director, crew leader, and
safetyman, how many Airmen are normally
assigned to complete the aircraft handling
crew?
1.
2.
3.
4.
Identification plates
Placards and reflective tape
12-inch black letters
Colors and markings
10-51
Two to five
Four to seven
Six to ten
Eight to eleven
10-13. In an aircraft handling crew, what member is
the only petty officer assigned to the crew?
1.
2.
3.
4.
1.
2.
3.
4.
1.
2.
3.
4.
Primary flight control (PRI-FLY)
Flight deck control
The air boss
The mini boss
10-24. Who has control of all flight deck lighting,
landing spot lighting, flight deck floodlights,
and the flight deck rotary beacon?
Green
Yellow
Blue
Purple
1.
2.
3.
4.
The landing signal officer’s platform
Flight deck control
Primary flight control (PRI-FLY)
The engineering department
10-25. Which of the following personnel
responsible for launching aircraft?
Aircraft type, mission, and catapult
The pilot’s seniority
The aircraft’s bureau (side) number
The aircraft’s fuel load
1.
2.
3.
4.
10-19. When aircraft launching begins, what type
aircraft is normally launched first?
1.
2.
3.
4.
10-23. Who is responsible for the movement of all
aircraft on the flight deck?
1.
2.
3.
4.
10-18. Aircraft are assigned a spotting sequence for
launch based on what criteria?
1.
2.
3.
4.
1. Ensure the pilot can see the signals being
given
2. The person being signaled must
thoroughly understand the signal
3. Exercise extreme caution to prevent
personnel from being caught in the jet blast
4. Each of the above
Catapult officer
Flight deck officer
Aircraft handling officer
Flight deck safety officer
10-17. What color cranial, jersey, and floatation vest
identifies aircraft handling officers and plane
directors?
During flight operations only
During an aircraft crash or fire only
When directed by the air boss
24 hours a day
10-22. Which of the following rules is extremely
important to remember while directing taxiing
aircraft?
Radio headsets
Hand signals
Whistles
All of the above
10-16. Once the requirements for an aircraft launch
are known, which of the following officers
holds a brief with all the key flight deck
personnel?
1.
2.
3.
4.
10-21. How many hours a day is crash and salvage
manned and ready aboard ship?
Crew leader
Safetyman
Tractor driver
Wing walker
10-15. When aircraft are being moved on the flight
deck or hangar bay by handling crews, what
method is used to give directions?
1.
2.
3.
4.
1. To check all aircraft engines for loose gear
2. To pick up all debris from the deck
3. To ensure all support equipment is secured
and inspected for damage
4. To check all aircraft tires for embedded
objects
Director
Crew leader
Safetyman
Chockman
10-14. What member in the aircraft handling crew is
responsible for informing the director about
the safety of the aircraft and to prevent
accidental damage and personal injury?
1.
2.
3.
4.
10-20. What is the purpose of a foreign object damage
(FOD) walkdown?
is
Flight deck officer
Catapult officer
Air boss
Commanding officer
10-26. Which of the following personnel ensures that
the aft flight deck is ready for landing aircraft?
Turboprop
Jets
Rescue helicopter
Reciprocating engine
1.
2.
3.
4.
10-52
Arresting gear officer
Air boss
Flight deck officer
Catapult officer
10-27. Which of the following personnel monitors or
directs the pilot in the final approach to the
ship?
1.
2.
3.
4.
1. V-1 division
2. V-3 division
3. V-4 division
Air traffic controller
Air officer
Recovery officer
Landing signal officer
10-28. What system provides continuous glide path
information and places major control of the
aircraft in the hands of the pilot?
1. Air traffic control radar
2. Frensel Lens Optical Landing System
(FLOLS)
3. Aircraft Automatic Landing System
(AALS)
4. Manually Operated Visual Landing
System (MOVLAS)
10-29. When an aircraft fails to hook on an arresting
gear cable and is required to enter the traffic
pattern again, the action is known by what
term?
1.
2.
3.
4.
Wave-off
Miss
Bolter
Skip
10-30. What method is used to release the arresting
cable from the aircraft tailhook if the cable
does not fall free normally?
1.
2.
3.
4.
1.
2.
3.
4.
Center line
Landing lineup line
Lubber line
Foul line
Emergency stop
Takeoff
Landing
Fold wings
IN ANSWERING QUESTIONS 10-35 AND 10-36,
REFER TO FIGURE 10-4 (SHEETS 1 THROUGH
16).
10-35. When the director gives the hand signal "Arms
crossed above the head, palms facing forward,"
which of the following signals is he/she
giving?
1.
2.
3.
4.
"This way"
"Slow down"
"Stop"
"Brakes (on/off)"
10-36. When the director gives the hand signal "Point
right arm downward, left arm is repeatedly
moved upward and backward," which of the
following signals is he/she giving?
1.
2.
3.
4.
10-32. What is used to recover aircraft that cannot
make a normal arrested landing?
1.
2.
3.
4.
10-34. What aircraft director hand signal is mandatory
at all times?
Pull the aircraft backwards
Disconnect the tailhook
Turn the aircraft
Disconnect the cable
10-31. What is the name of the alternating red and
white striped line that runs the length of the
flight deck?
1.
2.
3.
4.
10-33. What division works in conjunction with the
V-2 division in the initial preparation of the
barricade?
"Turn right"
"Turn left"
"Proceed to next director"
"Clear for takeoff"
10-37. During night operations, what instruments are
used by directors for taxiing signals?
1.
2.
3.
4.
Handheld radios
Beacons
Wands
Chemical light sticks
10-38. At what intervals are the aircraft directors
usually positioned along the flight deck during
operations that require taxiing of aircraft?
1.
5 to 10 ft
2. 20 to 40 ft
3. 50 to 100 ft
4. 100 to 200 ft
Barricade
Parachute
Pendant
Cables
10-53
10-39. What class of ships embarks vertical, short
takeoff and landing (V/STOL) aircraft?
1.
2.
3.
4.
LHD
LHA
LPH
Each of the above
10-40. For which of the following reasons are aircraft
secured by chocks and chains at all times when
aboard ship?
1. Because heavy seas make the ship pitch
and roll
2. Because of the list of the ship caused by
maneuvering
3. Because of the close proximity of the
aircraft on the flight deck and hangar bay
4. Each of the above
IN ANSWERING QUESTIONS 10-41 AND 10-42,
REFER TO TABLE 10-2 IN THE TEXT.
10-41. What color wands are used by aircraft directors
during night operations?
1.
2.
3.
4.
White
Amber
Blue
Green
10-45. When you secure aircraft in heavy weather,
how will the procedures differ from that of
normal weather conditions?
1.
2.
3.
4.
10-46. Which department is responsible for
maintaining a security/integrity watch on the
flight deck and hangar bay to ensure all aircraft
remain properly secured?
1.
2.
3.
4.
1. True
2. False
10-48. What is the most common type of aircraft
wheel chocks used aboard aircraft carriers?
1.
2.
3.
4.
Amber
Red
White
Blue
The NWC-3
Model 1509AS300-1
The NWC-4 and NWC-5
Model 1509AS300-5
10-49. What are the two available lengths of the
TD-1A and TD-1B tie-down chain assemblies?
1. 5 and 10 ft
2. 9 and 14 ft
3. 10 and 15 ft
4. 20 and 25 ft
10-43. For what reason should aircraft wheel chocks
be loosened during fueling operations?
1. They will be difficult to remove because of
the added weight
2. A snug fit is not required during fueling
3. The chocks can be removed quickly if an
emergency occurs
4. Because the tie-down chains will not
prevent the aircraft from moving
10-44. Which of the following attachments are
installed on the flight deck and hangar bay for
the attachment of tie-down chain assemblies?
1.
2.
3.
4.
Operations department
Security department
Deck department
Air department
10-47. In severe cold weather environments, aircraft
canopies should not be locked in the landing
area because they will freeze "closed" and
prevent brake rider protection.
10-42. What color wands are used by plane captains
during night operations?
1.
2.
3.
4.
The aircraft are parked further apart
More tie-down chains are used
The security watch is doubled
The brake rider remains in the cockpit
10-50. What is the working load of the Aero full
power tie-down assembly?
1.
2.
3.
4.
10,000 pounds
20,000 pounds
30,000 pounds
40,000 pounds
10-51. How many general classes of tow bars are used
in naval aviation?
1.
2.
3.
4.
Anchor points
Scuppers
Pad eyes
Tie downs
10-54
One
Two
Three
Four
10-52. What is the weight towing capacity of the
universal aircraft tow bar, Model ALBAR
(adjustable length tow bar)?
1.
2.
3.
4.
1.
2.
3.
4.
60,000 pounds
70,000 pounds
80,000 pounds
90,000 pounds
10-53. Who is responsible at all times for the safety of
embarked aircraft and personnel aboard ship?
1.
2.
3.
4.
Commanding officer
Air officer
Safety officer
Operations officer
10-54. What term is used when the flight deck has
unauthorized personnel in or around aircraft
parked in the safe-parking area aft of the
island?
1.
2.
3.
4.
1.
2.
3.
4.
10-56. If an aircraft with inoperative brakes is to be
towed and respotted, the cockpit must NOT be
manned, and the chockman must be in position
to chock the main wheels instantly when
ordered.
1.
2.
3.
4.
the parking area
the ramp
the line
the hole
10-58. Which of the following personnel has the
responsibility to direct and spot aircraft
ashore?
1.
2.
3.
4.
Yellow
Silver or white
Purple
Blue
10-62. What color is the 6-inch band around the top of
a fire extinguisher on the flight line painted to
identify Halon?
1.
2.
3.
4.
Blue
Silver or white
Purple
Fluorescent yellow
10-63. What is a disadvantage of a multiengine
aircraft equipped with nosewheel steering?
1.
2.
3.
4.
1. True
2. False
10-57. When squadron aircraft are shore based, the
area where a group of aircraft is spotted or
parked is referred to as
The size of container
6-inch black letters
Color codes
Length of hose
10-61. What color is the 6-inch band around the top of
a fire extinguisher on the line painted to
identify carbon dioxide (CO2)?
1.
2.
3.
4.
Contact the tower
Continue to the next director
Stop immediately
Continue taxiing and wait for instructions
An aircraft director
A "follow me" vehicle
The control tower
A tow tractor
10-60. What method is used to distinguish flight line
fire extinguishers from building fire-fighting
equipment?
Dirty
Foul
Secured
Skunk
10-55. While taxiing the aircraft, what must the pilot
do if he/she loses sight of the director?
1.
2.
3.
4.
10-59. Upon landing ashore and clearing the runway,
the pilot will be assisted to the line for parking
by what means?
It limits the turning radius
It is unable to back up in a straight line
It increases the turning radius
It has to be parked using a tow tractor
10-64. What signal is given by the move director to
have the brakes of the aircraft and tow tractor
applied simultaneously in case of an
emergency?
1.
2.
3.
4.
Waving arms above head
Blowing a whistle
Yelling, "stop"
Arms above head, clinched fists
10-65. What aircraft safety equipment should be
installed before the aircraft is towed?
Maintenance crew
Phase crew
Operations crew
Line crew
1.
2.
3.
4.
10-55
Engine intake covers
Grounding straps
Control surface battens
Landing gear safety lockpins
10-66. What, if anything, will occur if an aircraft
nosewheel is turned beyond its limits while
towing?
1.
2.
3.
4.
Structural damage will occur
The nosewheel tire will be damaged
The landing gear strut will collapse
Nothing, this is a common procedure
IN ANSWERING QUESTIONS 10-71 AND 10-72,
REFER TO FIGURE 10-16 (SHEETS 1 THROUGH
11).
10-71. When the director gives the hand signal "Arms
extended horizontally sideways, palms
downward," which of the following signals is
he/she giving?
10-67. Why should you leave sufficient slack in the
line when securing an aircraft with manila
line?
1. To prevent damage to the tie-down points
during wind gusts
2. To make it easier to untie the knots
3. To prevent structural damage to the wings
4. To allow for shrinkage that occurs when
the line becomes wet
1.
2.
3.
4.
10-72. When the director gives the hand signal "A
circular motion in horizontal plane with right
hand above head," which of the following
signals is he/she giving?
10-68. Multiengine aircraft are usually tied down at
six points.
1.
2.
3.
4.
1. True
2. False
10-69. Which of the following helicopter hand signals
is mandatory?
1.
2.
3.
4.
Wave-off only
Hold only
Wave-off and hold
Hover
Lower wheels
Engage rotors
Clear for takeoff
Engine fire
10-73. Helicopters should NEVER be taxiied on the
flight deck of a ship.
1. True
2. False
10-70. What is the name of the director that is
responsible for visually signaling to the
helicopter?
1.
2.
3.
4.
Hover
Land
Move downward
Move upward
10-74. What color light is displayed from the flight
deck rotary beacon that indicates the ship is
ready for the pilot to engage rotors?
Landing signal enlisted (LSE)
Landing signal officer (LSO)
Signalman
Flight deck leading petty officer
10-56
1.
2.
3.
4.
Red
Green
Amber
White
CHAPTER 11
AIRCREW SURVIVAL EQUIPMENT
flying conditions. Flight clothing is designed to
minimize injury from these hazards.
INTRODUCTION
Emergency conditions arise quickly and leave little
or no time for preparation. You must know what
survival equipment is available and how to use it before
the need arises.
Aircrew personal protective equipment, such as
flight clothing, plays an important role in the safety and
survival of pilots and aircrewmen. It protects personnel
from the elements and provides adequate comfort for
efficient mission performance. The primary purpose of
flight clothing and equipment is to protect you from a
variety of hazards. No single item of clothing or
equipment can cover all the potential requirements. The
Navy uses both general flight gear and specialized
protective equipment for protection and comfort in cold
and hot climates. General flight gear consists of flight
coveralls, boots, gloves, etc.; specialized protective
equipment consists of anti-g protection coveralls and
antiexposure equipment.
You can receive aircrew survival training in a
number of places. The first place is the aviator's
equipment shop, commonly called the "parachute loft"
or just the "paraloft." There you will meet the personnel
that rig, pack, inspect, and maintain all Navy survival
equipment. These personnel are members of the
Aircrew Survival Equipmentman rating, and are
commonly called "parachute riggers." In the parachute
loft, you can get first-hand information on the different
items that are covered in this chapter.
The next place is in Flight Physiology. There you
will find the medical people who are responsible for
survival training. You may have an opportunity to see or
even take a ride in the pressure chamber. The pressure
chamber allows you to use oxygen equipment under the
atmospheric pressure conditions encountered at high
altitudes, and to see how your body reacts to those
changes.
FLIGHT COVERALLS (SUMMER
WEIGHT)
The summer weight flight coverall (fig. 11-1),
which comes in two colors (sage green and blue), is a
one-piece suit made from Aramid cloth. Aramid cloth
is a high-temperature resistant, flame retardant, and
nonabsorbent synthetic fabric commonly called
Nomex. The fabric is lightweight and does not burn, but
it begins to char at 700° to 800°F. The suit is fitted by
size, easy to put on, has ample pocket space, and is
wash and wear.
The multiplace egress device is used in many areas.
This device is used to simulate the problems involved in
ditching an aircraft at sea, day or night. This training
teaches you how to escape from a sinking aircraft and
how to use inflatable life rafts and life preservers.
FLIGHT COVERALLS (COLD WEATHER)
The cold weather flight coverall is a one-piece
lined coverall similar to the summer-weight flight suit.
The outer layer is a fire–resistant aramid twill with an
inner layer of aramid microfiber thermal insulation.
The coverall is sized and belted, has a concealed hood
in the collar, has ample pocket space, and is wash and
wear. The coverall has adjustable sleeve cuffs, front
closure and leg zippers make it easy to get in to and
provide a snug fit. The coverall is available in 24 sizes
and may be worn instead of the summer flight suit when
conditions warrant.
FLIGHT CLOTHING
LEARNING OBJECTIVE: Identify the
types, characteristics, and uses of flight
clothing.
Naval aircrew protective equipment is designed to
meet the extreme stresses of a combat environment. It
also provides fire protection, camouflage, and has
design features for escape and evasion. The wide range
of environmental conditions in which aircraft must
operate requires a compromise between comfort and
the high level of protection needed. Protection is the
first priority. Postcrash fire and cold water exposure are
two critical areas where the survival requirements are
more important than maintaining the best cockpit
FLIGHT BOOTS
Flight boots are designed to protect your feet from
high impact forces, such as crushing or piercing. The
boots are water resistant.
11-1
The fabric (top) portion of the glove does not melt and
will not support combustion. The leather palm and
finger portions of the glove provide a nonslip surface
even when wet.
HELMETS
The type of aircraft you are in dictates whether or
not you have to wear a protective helmet. Fighters,
attack planes, and helicopters usually require you to
wear a protective helmet throughout all flight
operations. Other aircraft may require you to wear a
helmet only during takeoffs and landings.
The helmet is part of a pilot's protective equipment.
Maintenance and upkeep is the responsibility of the
Aircrew Survival Equipmentman. There are several
different types of helmets. Each has its own specific
function. Some types of helmets can be changed or
modified to meet certain requirements for specific
aircraft and mission. The HGU series helmets are
discussed in the following text.
The HGU–68(V)/P series helmets (fig. 11-2) are
designed for all tactical fixed-wing aircraft applications. They are lightweight and provide face, eye,
hearing, and head protection when properly assembled
and fitted to the person. The helmet assembly houses
the visor, liner, and communications headset. Some
ANf1101
Figure 11-1.—Summer flight coverall.
The upper boot is constructed of black,
high-quality calfskin or cattlehide and is lined with soft,
full-grain cattlehide glove leather. The boot is 8 inches
high when fully laced, and is available in normal shoe
sizes. The traction tread soles and heels are made of
nonslip, nonmarking, jet-fuel-resistant rubber. The
steel box toe is constructed of cold-rolled carbon steel
to provide safety through greater compression
resistance.
FLIGHT GLOVES
The fire-resistant flight gloves provide protection
in the event of fire in the aircraft. The flight gloves are
snug fitting to allow maximum finger movement and
sense of touch. The gloves do not interfere with
operation of the aircraft or use of survival equipment.
The gloves are constructed of soft gray cabretta leather
and a stretchable, sage green, Aramid (Nomex) fabric.
ANf1102
Figure 11-2.—HGU-68(V)/P helmet assembly.
11-2
helmets have specialized features, such as the Visual
Target Acquisition System (VTAS), Night Vision
Goggle (NVG) assemblies, laser protective lenses,
sonar operator binaural cables, and boom microphones.
At 5 g's, your heart cannot pump enough blood to
your head. When this happens, you will pass out.
Wearing anti-g coveralls will help prevent this from
happening.
The HGU–84/P series helmet (fig. 11-3) is
designated for used by all helicopter aircrew members.
Helmet assemblies feature a lightweight shell
constructed of a multi–layer mixed composite of
graphite fabric and ballistic nylon fabric, an inner foam
liner, three integrated visor assemblies (Neutral, Clear,
and Laser Eye Protective), communication cord set,
boom microphone, earphones, and a integrated
chin/nape strap. The helmet provides maximum face,
eye, ear and head protection and comfort when properly
fitted to the wearer. The HGU–84/P helmet is available
in four sizes, (M, LG, XLG, XLG wide) and can also be
fitted with specialized features for aircraft or mission.
The Navy uses two models of anti-g coveralls
(commonly called "G" suits). These coveralls provide
protection against blacking out, loss of vision, and
lowered mental efficiency caused by high g-forces
experienced in high-performance aircraft. Figure 11-4
shows a typical anti-g coverall.
Anti-g coveralls compress your legs and stomach to
prevent blood from pooling in your lower body. This
increases your stress tolerance an average of about 2
g's. Without an anti-g coverall, you may be able to
withstand about 4.5 to 5.5 g's without losing vision or
blacking out. With a coverall, you can withstand 6.0 to
7.0 g's. This protection is available only for sustained
accelerations of 4 to 5 seconds. Anti-g equipment does
not offer protection in snap maneuvers where 10 to 12
g's are applied in about 1 second. Such extreme forces
for a short time are not as harmful to the body as are
lesser forces sustained for a longer time.
ANTI-G COVERALLS
When in flight, the body can have trouble adjusting
to stresses produced by rapid changing of speed or
direction. In situations such as seat ejection, ditching,
or parachute opening shock, the short duration of the
excessive force has little effect on the body. However,
changing the direction of flight produces stress forces
equal to several times the normal pull of gravity for
much longer periods of time. These longer duration
forces can have dangerous effects.
At 5 g's (5 times the force of gravity), the
aircrewman's body is exposed to a force that increases
its weight 5 times. This increased weight has many
effects. Your body is pushed down into your seat. Your
arms and legs feel like lead, and operation of equipment
becomes more difficult. The extra weight on your
internal organs causes stomach and chest pain. Most
important, however, is the effect on your circulatory
system.
ANf1104
ANf1103
Figure 11-3.—HGU–84/P series helmet.
Figure 11-4.—Cutaway anti-g coverall.
11-3
crashing in the water, and when any of the following
conditions exist:
ANTIEXPOSURE COVERALL
Antiexposure coveralls are composed of several
garments that protect you against exposure in cold
water. The two main coveralls are the constant-wear
and the quick-donning. The constant-wear suit consists
of a waterproof outer garment worn over a ventilation
liner and/or cold weather underwear. Constant-wear
coveralls provide additional protection from cold
temperatures.
1. The water temperature is 50°F or below.
2. The outside air temperature (OAT) is 32°F
(wind chill factor corrected) or below.
If the water temperature is between 50° and 60°F,
the commanding officer of the unit concerned considers
the following search and rescue (SAR) factors to
determine if antiexposure coveralls should be worn:
The quick-donning antiexposure coverall is carried
in the aircraft and donned only in case of emergency. It
consists of a waterproof outer garment equipped with
permanently attached boots and wrist and neck seals.
An inflatable hood and antiexposure mittens are stowed
in the pockets. In case of emergency, the coverall is
donned over the regular flight clothing (fig. 11-5).
1. The maximum probable rescue time. This
should be a function of mission distance, SAR
equipment, and SAR location.
2. The lowest temperatures that will occur in the
mission area during the time period of the flight.
When water temperature is below 60°F and
antiexposure coveralls are not required, the flight
equipment must include antiexposure and high-
Either the continuous-wear or quick-donning
antiexposure coverall is provided for flight personnel
and passengers when there is a significant risk of
FACE
FLAP
PILOT CHUTE
REFLECTIVE
TAPE
HELICOPTER
HOIST
STRAP
WAIST
CINCH
CANOPY
WRIST
CINCH
SILVER
REFLECTIVE
TAPE
MITTEN/GLOVE
ASSEMBLY
SUSPENSION
LINES
RED-ORANGE
REFLECTIVE
TAPE
HARNESS
ANKLE CINCH
PACK
ANf1106
ANf1105
Figure 11-6.—Five major components of a Navy parachute.
Figure 11-5.—Quick-donning antiexposure coverall.
11-4
or sling during descent. The container encloses the pilot
chute, canopy, and suspension lines. The suspension
lines are made of nylon and join the canopy to the
harness. The canopy is a large round area of cloth that,
when inflated, slows the descent of a falling body. The
pilot chute is a small parachute attached to the top of the
canopy. When the ripcord is pulled, the pilot chute
deploys and helps deploy the main canopy and
suspension lines.
temperature resistant undergarments. Wearing double
layers of these undergarments can significantly
improve your antiexposure protection.
Q11-1. What is the primary purpose of flight clothing
and equipment?
Q11-2. What type of helmet is designed for use by
helicopter aircrews?
Q11-3. What is the purpose of the anti-g coverall
suit?
There are three basic types of Navy parachutes—
the Navy back (NB), the Navy chest (NC), and the
Navy ejection system (NES).
PARACHUTES
LEARNING OBJECTIVE: Identify the
types, characteristics, and basic operating
procedures for Navy parachutes.
The NB and NC parachutes are used in aircraft that
do not have ejection seat systems. The NES is used in
ejection seat aircraft.
A parachute consists of five major parts—the
harness, container, suspension lines, canopy, and pilot
chute (fig. 11-6). The harness is an arrangement of
nylon webbing and metal fittings. It is designed to hold
the parachute securely to the wearer and provide a seat
NES PARACHUTE
The NES parachute assembly (fig. 11-7) is used
only with ejection seat equipped aircraft. The assembly
is equipped with a 28-foot canopy. The canopy is
AFTER
ACC 446
LUMBAR PAD ASSEMBLY
(S 3 AIRCRAFT APPLICATION
ONLY)
FRONT VIEW
ANf1107
Figure 11-7.—Personnel Parachute Assembly, NES-12.
11-5
attached to the aircrewman by lift webs connected to a
torso harness. This torso harness is part of the shoulder
harness restraint system. The restraint system is part of
the ejection seat emergency egress system.
Upon ejection, there are two methods for deploying
the parachute. One ejection method is for seats to use
explosive cartridge-actuated projectiles to withdraw
and deploy the parachute. The other way is for seats to
trip an automatic parachute opening device when the
ejection sequence separates the occupant from the
ejection seat.
The automatic opening device pulls the ripcord
pins, which releases the pilot parachute. The pilot
parachute, in turn, pulls the main canopy and
suspension lines from the container. When full stretch
of the suspension lines is attained, a spreading gun
attached to the hem of the canopy explodes. The
explosion fires 14 projectiles in a centrifugal pattern,
which accelerates the parachute opening.
PARACHUTE HARNESSES
A parachute harness secures the parachute to the
wearer and provides support during the opening shock
and descent. The harnesses used by the Navy are the
standard quick-fit (used with the NB and NC
parachutes) and the integrated torso harness suit (used
with the NES parachute).
ANf1108
There are two types of standard quick-fit
harness—the back type (NB) and the chest type (NC).
The NB type consists of a main sling, lift webs, leg
straps, a horizontal back strap, a diagonal back strap,
and a chest strap combined into one unit. The lift webs
are the attaching points where the parachute suspension
lines are attached to the parachute canopy.
Figure 11-8.—Torso harness suit.
garment. Shoulder restraint adjustable straps with
quick-release fittings are for attachment of an NES
parachute assembly. A lap belt and quick-release
adapter are attached to the lap belt alignment webbing.
The lap belt assembly is used to attach a survival kit. A
webbing belt at the waist area is used to attach a life
preserver if the survival vest is not used. A zipper
located in the front closes the suit. An adjustable chest
strap provides for the final chest adjustment. The strap
is secured by a friction adapter and hook-and-pile tape
(Velcro). A gated D-ring is attached to the right
shoulder adjustable strap near the quick-release fitting.
The D-ring is used to attach a helicopter rescue hook.
The chest type consists of the same components as
those of the back parachute. The difference between the
chest and the back harness is that the lift webs of the
chest harness may be connected to or disconnected
from the main sling. This allows you to remove the
chest parachute while wearing the parachute harness.
The Integrated Torso Harness Suit
The integrated torso harness suit (fig. 11-8)
contains the parachute harness, lap belt assembly, and
shoulder restraint harness. The suit provides mobility
while restraining the wearer to the seat during
emergency conditions. It also serves as a parachute
harness during an aircraft ejection.
Parachute Container
The parachute container holds and protects the
pilot chute, main canopy, and suspension lines. There
are many container designs. Each design is unique to its
specific aircraft egress system. Containers are either
made from nylon fabric or a contoured plastic frame
enclosed in a nylon cover.
The suit consists of a nylon webbing harness
encased in nylon fabric. It is a sleeveless, legless, torso
11-6
• Each gore section is identified by the letters A,
B, C, and D, starting with the bottom section.
Suspension Lines
Suspension lines are the lines that connect the
parachute canopy to the parachute harness. The
suspension lines form a net or skeleton for the canopy.
This skeleton absorbs much of the parachute opening
shock. Suspension lines are made of nylon and are used
on all main canopies. Suspension lines consist of an
outer covering and several inner cords called the core.
The core provides the greater portion of the strength of
the suspension lines. The suspension lines run
continuously between connector links on either side of
the canopy.
• Each section is cut at a 45-degree angle to the
center line of the gore. This is called "bias
construction," and it provides maximum strength and
elasticity.
• The suspension lines are enclosed in the channel
produced by the stitches of the radial seams.
• A vent opening in the top of the parachute acts as
a relief valve and relieves the high internal pressure
within the parachute at the instant of opening. Without
this vent, an opening at high speed could tear the
canopy.
Canopy
The 28-foot, rip-stop nylon parachute canopy (fig.
11-9) is commonly used in Navy parachutes. The
canopy has 28 sides and a diameter of 28 feet. Each side
is called a gore and is made up of four sections of fabric.
• The canopy is manufactured in four colored
sections of fabric to aid a downed crewman in either
concealing or signaling his location. The four colors are
white, orange, tan, and green.
This parachute has the following characteristics:
BEFORE ASSEMBLING SUSPENSION LINES
LENGTH OF SUSPENSION LINES ACROSS
VENT SHALL BE 17" WHEN LINE IS UNDER
TENSION SPECIFIED FOR MARKING
18" DIA.
45
D
4
E
RE
AM
DIAGONAL SE
GO
OF
LIN
ER
NT
NT
CE
LIN
CE
E
ER
SU
E
S
OF
45
N
SIO
N
PE
LIN
C
OR
NO.3
B-PANEL
OR NO.2
SECTION
DIRECTION OF
WARP PARALLEL
TO DIAGONAL SEAM
A-PANEL
OR NO. 1
SECTION
OUTSIDE OF HEM AFTER FOLDING
ALLOW 1/2 PUCKER
IN FABRIC BETWEEN
ZIG-ZAG STITCHING
SEW FABRIC TO EACH CORD ON
ZIG-ZAG MACHINE AS INDICATED
Figure 11-9.—The 28-foot ripstop canopy.
11-7
ANf1109
4. Keep parachutes away from extreme heat, such
as heaters or radiators.
Pilot Chute
The purpose of the pilot chute is to help deploy the
main parachute. The vane-type pilot chute (fig. 11-10)
is a small spring-loaded chute. It is held in a
compressed state by the closing feature of the parachute
container. When released from the container, the coil
spring will eject the pilot chute into the airstream. The
pilot chute canopy inflates and pulls the main parachute
canopy and suspension lines from the container.
5. Do not drop a parachute.
6. Do not step on a parachute.
7. Keep parachutes clean. Protect them from
contact with oil, grease, dirt, acids, and other
destructive elements. Acids of any kind, even in weak
solutions, are extremely harmful to fabrics. Spillage
from aircraft storage batteries often contaminates areas
of the deck. This harmful condition has many ways of
being transmitted to a parachute. Report immediately
any discrepancy noted on the exterior of a parachute.
PARACHUTE HANDLING AND
CARE
Anyone whose life has been saved by using a
parachute needs no motivation when it comes to taking
care of parachutes. Parachutes may seem cumbersome
at times, but their bulk should serve as a reminder to
those who handle them that the parachute is a lifesaving
instrument. The following is a list of handling
precautions designed to guide you in the proper ways of
caring for a parachute.
WARNING
Never hide or attempt to rearrange webbings,
material, or actuating lanyards that are disarranged
by careless handling. The life you save by reporting
these discrepancies might be your own.
Q11-4. What are the three basic types of navy
parachutes?
1. Do not carry a parachute by its ripcord handle
or the lift webs.
2. Keep actuating lanyards
actuating devices well protected.
for
Q11-5. What secures the parachute to the wearer?
cartridge-
Q11-6. Which parachute harness has a gated D-ring
attached for helicopter rescue?
3. Keep parachutes dry and away from all sources
of moisture.
Q11-7. What is the purpose of a pilot chute?
GORES
CROWN
VANES
SPRING
RIP STOP NYLON
PARACHUTE CLOTH
USED THROUGHOUT
CONE
SPRING CASING
GROMMET
PILOT CHUTE
TUBULAR WEBBING
REINFORCEMENT
ANf1110
Figure 11-10.—Vane-type pilot chute.
11-8
with a compressed CO2 cartridge. If this fails, they also
have an oral inflation device. Accessory survival items
may be attached, depending upon the type of preserver.
LIFE PRESERVERS
LEARNING OBJECTIVE: Identify
types of life preservers and associated
survival equipment.
You must be familiar with the donning, fitting, care,
and operation of your life preserver. If you have to eject
or ditch, you may spend several minutes or several days
in the water. A properly inflated preserver will help you
to survive. When you are rescued or reach your raft,
keep the life preserver on and inflated in case the raft
capsizes or deflates.
Life preservers are worn by personnel on overwater
flights and by flight deck personnel. The life preservers
function is to keep you afloat until you can reach a raft
or until a rescue team arrives. To prevent malfunction,
you must have proper inspection, maintenance, and
handling of life preservers.
LIFE PRESERVER PASSENGER (LPP)
Life preservers are safe, comfortable, and easy to
wear. They provide enough buoyancy to support you if
you have to bail out, ditch from an aircraft, or fall off the
ship into the water. Life preservers are rapidly inflated
DISTRESS SIGNAL LIGHT
The LPP assembly (fig. 11-11) is used by combat
helicopter crews and passengers. The assembly consists of a single-compartment yoke-type flotation
FLOTATION CELL
ORAL INFLATION
TUBE
LIGHT
CHANNEL
COVER
INSPECTION
RECORD PATCH
POUCH
WHISTLE
CARBON DIOXIDE
CARTRIDGE
BELT
LANYARD
INFLATION VALVE
LIFELINE
INFLATION
ASSEMBLY
COVER
SHARK REPELLENT
DYE MARKER
ADJUSTMENT TAPE
DISTRESS SIGNAL LIGHT BATTERY
FRONT
REAR
STORAGE CONTAINER
ANf1111
Figure 11-11.—LPP assembly.
11-9
bladder, a pouch and belt assembly, a toggle assembly,
a CO2 inflation assembly, an oral inflation tube
assembly, and a storage container.
Floatation Assembly
The flotation assembly is constructed of
polychloroprene-coated nylon cloth. It has an oral
inflation tube, a whistle pocket, and a belt loop.
Pouch and Belt Assembly
The pouch and belt assembly consists of a
rubber-coated nylon cloth pouch and an adjustable belt.
The pouch contains the flotation assembly and the
survival items. The belt consists of a 53-inch piece of
webbing, an adjustable buckle and clasp, a toggle
assembly, and a toggle assembly pocket. The belt
attaches the flotation assembly and pouch to the wearer.
PULL
TO
LIGHT
ANf1113
Figure 11-13.—Distress signal light.
Toggle Assembly
The toggle assembly consists of a wooden toggle
and line. The toggle assembly is used to secure
survivors together while they are in the water.
flotation assembly. The valve stem is equipped with a
check valve that prevents leakage.
Inflation Assembly
Storage Container
The LPP inflation assembly consists of a CO2
cartridge and an inflation valve. The inflation assembly
is connected to the valve stem on the front of the
The storage container is used to store the life
preserver assembly when it is not in use. The storage
container has donning instructions printed on it. For an
example of these instructions, refer to figure 11-12.
Survival Items
1. REMOVE PRESERVER FROM
POUCH.
2. FASTEN BELT ADAPTERS IN
FRONT WITH POUCH IN REAR.
POUCH
HOOK AND PILE
TAPE
3. ADJUST BELT TO SIZE, SECURE
EXCESS BELT BY MATING
HOOK AND PILE TAPE.
4. ROTATE POUCH TO FRONT AND
READJUST BELT.
5. OPEN SNAP FASTENERS ON
POUCH AND UNFOLD LIFE
PRESERVER.
SNAP
FASTENER
The following survival items are provided with the
LPP.
WHISTLE. The signaling whistle is used to attract
the attention of rescue ships or personnel in foggy
weather or at night.
DISTRESS SIGNAL LIGHT. The distress signal
light (fig. 11-13) is water activated. It is used to attract
the attention of SAR aircraft, ships, or ground rescue
6. PLACE DEFLATED PRESERVER
OVER HEAD.
7. LIFT LOWER END OF PRESERVER
OUT OF POUCH.
SEA
DYE MARKER
TO RELEASE DYE
PULL TAB
8. INFLATE PRESERVER BY PULLING
TOGGLE DOWN.
TOGGLE
VENT
ANf1112
ANf1114
Figure 11-14.—Dye marker.
Figure 11-12.—LPP donning procedures.
11-10
ANf1115
Figure 11-15.—LPU life preserver assembly.
parties. The light emits a constant, high-intensity light
that is visible for many miles, and it has an operational
life of 8 continuous hours. The light is a small, compact
unit consisting of a lens, connector wire, and
powerpack. The light is attached near the top right side
of the flotation assembly to provide maximum
visibility. The powerpack hangs below the light to
ensure contact with water. To activate the powerpack,
pull the "pull to light" plug.
DYE MARKER. The dye marker (fig. 11-14) is a
chemical that turns water brilliant green. It is used to
attract the attention of rescue aircraft. The dye stays
strongly visible for 20 to 30 minutes and may cease to
be a good target after an hour, depending on sea state
and ocean current. It is visible at an approximate
distance of 11 miles at 3,000 feet altitude. If rapid
dispersion of dye is desired, agitate the container in the
water. To open the dye marker, grasp the material at the
top of the packet between the fingers and the palm of
the hand. Tear the pull tab.
CO2 INFLATION
ASSEMBLY
LIFE PRESERVER UNIT (LPU)
The LPU assembly (fig. 11-15) is used by naval
aircraft crew members. It is designed as a
constant-wear item for use with and attached to the
SV-2 series survival vest. It will not interfere with
removal of the quick-fit parachute harness. The
assembly consists of a two-chambered flotation
assembly, a casing assembly, and optional survival
items and pouches.
Flotation Assembly
The flotation assembly (fig. 11-16) is constructed
of polychloroprene-coated nylon cloth and consists of
two independent flotation chambers sewn together at
the collar. These chambers are inflated by CO2 inflation
assemblies or by the oral inflation tubes on each waist
lobe.
Each waist lobe is equipped with an attachment
patch used for securing the casing assembly. The right
ORAL INFLATION
TUBE
FLOTATION
ASSEMBLY
SURVIVAL ITEM
POUCH
Figure 11-16.—Flotation assembly (inflated).
11-11
WAIST LOBE
SNAP HOOK
ANf1116
waist lobe is equipped with a snap hook. The left lobe is
equipped with a D-ring. The snap hook and D-ring are
used to secure the waist lobes together after inflation.
Each collar lobe is equipped with a snap hook for
attachment to the survival vest.
Casing Assembly
The casing assembly is constructed of
rubber-coated nylon cloth and protects the flotation
assembly. The casing assembly consists of the
adjustable casing, an adjustable webbing belt, and the
front connector assembly. The webbing belt keeper
loops retain the webbing belt. They also allow
attachment of the survival vest around the wearer's
waist.
Survival Item Pouches
The survival item pouches attach to the lower
casing assembly with snap hooks. The pouches contain
two dye markers and two Mk 13 Mod 0 or the Mk 124
(day/night) distress signal flares. Carrying the survival
item pouches is optional; however, when the pouches
are not used, the dye markers and flares will be
contained in the SV-2 series survival vest.
FLIGHT DECK INFLATABLE LIFE
PRESERVER
The flight deck inflatable life preserver (fig. 11-17)
is NOT a piece of aviation survival equipment. It must
NEVER be substituted for an LPP or LPU life
preserver. The flight deck inflatable life preserver is
worn by all flight deck, aviation maintenance, and
ordnance personnel. This preserver is mandatory flight
deck safety equipment.
REFLECTIVE
TAPE
STROBE
LIGHT
ORAL
INFLATION
TUBE
CO2
INFLATION
ASSEMBLY
SEA
DYE
MARKER
DYE
ANf1117
The flight deck inflatable life preserver is a
two-piece unit that consists of a single-compartment
inflatable bladder and a cloth outer garment.
The inflatable bladder is inflated by pulling the
toggled lanyard that is attached to a dual CO2 inflation
assembly or by an oral inflation tube. Overinflation is
prevented by a pressure-relief valve diaphragm. The
bladder will support 29 pounds of buoyancy.
The cloth outer garment is constructed of cotton
fabric. It is available in a variety of colors used to
identify the carrier/flight deck personnel occupational
fields. Cloth reflective tape is sewn to each shoulder
area to aid in the location of a wearer at night. Each vest
is equipped with pouches that contain a distress light
marker, whistle, and sea dye marker.
The shipboard Planned Maintenance System
(PMS) contains maintenance and inspection
requirements for the flight deck inflatable life
preserver.
Q11-8. How many ways can the LPP life preserver be
inflated?
Q11-9. How many pounds of buoyancy will the flight
deck life preserver support?
Q11-10. What is the purpose of the different colors for
the flight deck life preserver?
LIFE RAFTS
LEARNING OBJECTIVE: Identify the
types of life rafts and common survival kit
items.
Naval aircraft that make operational flights over
water are required to carry enough life rafts to carry all
the assigned crew plus passengers. Life rafts are
manufactured in various sizes and configurations to
meet the demands of all types of aircraft.
Pneumatic life rafts are compact assemblies that
can be stowed in a small area. They should be stowed so
they are easy to get to, preferably near an emergency
exit. Never stow a life raft under other equipment or
cargo or near batteries. Protect them from sources of
heat such as heaters, engines, auxiliary power units, and
electronic tubes.
If the aircraft flight manual designates a storage
place for rafts, this space should be used. Whenever
possible, stow rafts in the same places in all aircraft of
the same model. This allows new crewmen to know the
location of the rafts, and thus avoid confusion in the
event of a ditching situation.
Figure 11-17.—Flight deck life preserver.
11-12
BOARDING HANDLE (5 PLACES)
ORAL INFLATION
TUBE POCKET
ORAL INFLATION TUBE
SEA ANCHOR POCKET
SEA ANCHOR
WEATHERSHIELD
CARBON DIOXIDE
CYLINDER
ACTUATING LANYARD
ANf1118
Figure 11-18.—One-man life raft assembly.
Life rafts are constructed of various types of
rubberized, rubber-coated, rubber-impregnated, or
nylon cloth.
Emergency survival equipment is provided with the
life raft when it is used with the rigid seat survival kit
(RSSK) in a parachute/ejection seat egress system.
Life rafts can be damaged by abuse. However,
when afloat at sea, rafts are surprisingly strong,
durable, and stable. The Aircrew Survival
Equipmentman (PR) is responsible for inspecting,
packing, and maintaining life rafts and related
equipment carried in an aircraft.
The life raft can be inflated manually or
automatically. The survivor can pull the CO2 inflation
assembly actuating lanyard or the raft will
automatically inflate when it is released from the
RSSK. You may top off inflation by using the oral
inflation tube.
ONE-MAN LIFE RAFT
One-Man Life Raft Container
The one-man life raft (fig. 11-18) is a single
compartment flotation tube with a non-inflatable floor
used with various soft and hard types of survival kits.
This life raft is intended for use by aircrew members
forced down at sea; however, it can also be used when
forced down over land for fording down rivers and
streams or as a shelter.
The one-man life raft container is designed so that
the life raft and survival items can be secured to the
parachute and ejection seat system. This container is
called a rigid seat survival kit (RSSK).
The RSSK (fig. 11-19) is a two-part container. It
has a separating type hinge and a release handle
assembly that secures the two containers. The upper
LOWER
HALF
RELEASE
HANDLE
SURVIVAL
EQUIPMENT
CONTAINER
ONE-MAN
LIFERAFT
MANUAL OXYGEN
RELEASE
EMERGENCY
OXYGEN UNIT
DROP
LANYARD
ANf1119
UPPER
HALF
Figure 11-19.—Rigid seat survival kit (RSSK).
11-13
half of the container houses an emergency oxygen
system and incorporates the lap belt retention
assembly. The lower half contains the one-man life raft
and survival equipment container. The life raft is
released, during parachute descent, by pulling the
release handle. The lower half of the container drops
away under the weight of the raft and equipment. A
drop lanyard is attached between the upper and lower
containers. The lanyard automatically inflates the raft
and equipment to the upper container. The upper half of
the RSSK stays attached to the survivor.
NSN 7210-00-935-6666
Blanket, Combat, Casualty (56" x 96")
SPACE brand NORTON Metallized Products Division
37 East St., Winchester, Mass. 01890
1. Remove and open to full 96" length.
2. Tuck approximately 12" underside of user.
3. Continue to spread, tucking sides in to
provide warmth and waterproofness.
4. If excessively windy, the blanket may be
held in place with adhesive tape.
ANf1120
Figure 11-20.—Combat casualty (space) blanket.
Survival Items
The life raft and many of the survival items
supplied in the RSSK (table 11-1) have already been
described. Only those items that have not been covered
are described in the following paragraphs.
Table 11-1.—Life Raft and Survival Kit Items
DESCRIPTION
Dye Marker
Distress Signal (Day/Night)
Mk 124 Mod 0
Survival Radio or Beacon
Code Card
Canned Water 10 oz.
Opener, Can, Hand
Nylon Cord, Type I, 50-Foot
SRU-31/P Kit
Bailing Sponge
Space Blanket 3 oz.
The blankets are made of aluminized plastic. They
provide warmth and protection against the elements,
provide signaling capabilities, and some radar
reflectivity.
GROUND/AIR EMERGENCY CODE CARD.—
QUANTITY
REQUIRED
The GND/AIR emergency code card (fig. 11-21)
contains
aircraft
distress
signals,
aircraft
acknowledgments, display signals, and body signals.
Use these signals if communications equipment is not
operable, no communication equipment is available, or
if radio silence is required.
2
2
1
1
1
1
1
1
1
1
MULTIPLACE LIFE RAFTS
When the crew and passenger capacity of an
aircraft make the one-man life raft impractical,
multiplace life rafts have been provided. The CO2
inflated multiplace rafts are made in four sizes. They
are equipped with provisions to support 4, 7, 12, or 20
people for 24 hours.
BAILING SPONGE.—The bailing sponge may
be used to catch rainwater, to bail a raft, for personal
hygiene, and for other purposes under survival
conditions.
NYLON CORD.—The 50-foot length of
110-pound test nylon cord is provided for securing
items to the raft and for a fishing line.
COMBAT CASUALTY (SPACE) BLANKET.—The space blanket (fig. 11-20) is 84 inches long
by 56 inches wide and weighs 3 ounces. The blankets
are either orange/silver or olive drab/silver colored.
Multiplace life rafts are stowed in the wing, engine
nacelle, and outside fuselage compartments. They are
automatically inflated and ejected when the
compartment door is released. The life raft is tied to the
aircraft by a breakable painter line. Droppable life rafts
are carried inside the aircraft. They are inflated only
after being removed or dropped from the aircraft. To
inflate the life raft, pull the inflation assembly actuating
handle located on one end of the carrying case.
The 4-, 7-, and 12-man life rafts are similar in
design. Only the 7-man and the 20-man rafts will be
discussed in the following paragraphs.
11-14
LIFE RAFT PAULIN SIGNALS
NOTE - Solid lines = blue. Dotted lines = yellow.
The pilot of the rescue plane will answer your messages either by
dropping a note or by dipping the nose of his plane for the affirmative (yes) and fishtailing his plane for the negative (no).
Have abandoned plane.
LAND - Walking this direction.
SEA - Drifting.
LAND - Need quinine or
atabrine.
SEA - Need sun cover.
LAND - Need gas and
oil. Plane is flyable.
LAND - Indicate direction nearest habitation.
SEA - Indicate direction of rescue craft.
LAND - Need warm
clothing.
SEA - Need exposure
suit or clothing shown.
LAND and SEA - Plane
is flyable. Need tools.
SEA - Need equipment
as indicated. Signals
follow.
LAND and SEA - Need
medical attention.
LAND and SEA - Need
first aid supplies.
LAND and SEA - Need
food and water.
LAND - Should we wait
for rescue plane?
SEA - Notify rescue
agency of my position.
LAND and SEA - O.K.
to land. Arrow shows
landing direction.
LAND and SEA - Do
not attempt landing.
BODY SIGNALS
Need medical assistance - Urgent. Lie prone.
All O.K. Do not wait.
Can proceed shortly Wait if practicable.
Need mechanical help
or parts - Long delay.
Pick us up - Plane
abandoned.
Do not attempt to land
here.
Land here. (Point in
direction of landing.)
Our receiver is operating.
Use drop message.
Affirmative (Yes)
Negative (No)
ANf1121
Figure 11-21.—The GND/AIR emergency code card.
11-15
INSTRUCTION TAG
PAINTER LINE
(INBOARD STOWED
RAFTS ONLY)
INFLATABLE
SEAT
TOPPING-OFF VALVE
3-PLACES
MORSE CODE
CO 2 INFLATION ASSEMBLY
ACCESSORY CONTAINER
SECURING LINE
SUPPLY POCKET
ACCESSORY
CONTAINER
RIGHTING HANDLE
3 PLACES
SEA
ANCHOR
LIFE LINE
COMBINATION SUPPLY
POCKET AND BAILER
BOARDING HANDLE
3 PLACES
ANf1122
RIGHTING LINE
Figure 11-22.—Seven-man life raft assembly, parts nomenclature.
Table 11-3.—Seven-Man Life Raft Supply Pocket Survival
Items
The Seven-Man Life Raft
This life raft (fig. 11-22) consists of a
two-compartment main tube, an inflatable seat, a
non-inflatable floor, and a sea anchor. The CO2
inflation assembly inflates the two main tubes. A
lifeline and a combination supply pocket and bailer are
attached to one of the main tubes. A righting line and an
accessory container securing line are attached to the
lifeline. Survival items are stowed in the accessory
container (table 11-2) and in the supply pocket and
bailer (table 11-3). Boarding handles and righting
handles are attached to the main tube and floor.
COMPONENT OR SURVIVAL
ITEM
Packed in Supply Pocket:
Flare Gun
Signal Light (Strobe)
Signal Light (Steady Burning)
Signal Mirror
Survival Radio or
Beacon and Battery
Code Card
Whistle
Compass
Pocket Knife
Nylon Cord, Type I, 50-foot
Table 11-2.—Seven-Man Life Raft Accessory Equipment
COMPONENT OR SURVIVAL
ITEM
QUANTITY
REQUIRED
Packed in Accessory Container
Dye Marker
Distress Signal (Day/Night)
Mk 124 Mod 0
Water Storage Bag
Canned Water (10 oz.)
Opener, Can, Hand
First Aid Kit
Sunburn Ointment
Rations
Bailing Sponge
Hand Pump
Space Blanket (12 oz.)
4
6
3
7
1
1
1
7
1
1
1
QUANTITY
REQUIRED
1
1
1
1
1
1
1
1
1
1
The Twenty-Man Life Raft
The 20-man life raft (fig. 11-23) consists of two
single-compartment circular tubes connected by an
equalizer tube, a non-inflatable floor suspended
between the circular tubes, and a boarding ramp
permanently attached to each tube. The floor has a
built-in inflatable floor support. A sea anchor, used to
retard drifting, is stowed in a pocket at the junction of
the circular tubes. An inner lifeline, boarding handles, a
heaving line, and accessory equipment are also
provided, as shown in table 11-4.
11-16
TIED TO SURVIVOR
HOLDING HANDLE
* FLOOR SUPPORT
TOPPING-OFF
VALVE
PAINTER LINE (RAFTS STORED INBOARD ONLY)
SEA ANCHOR
MORSE
CODE
FLOOR SUPPORT
TUBE
* HEAVING LINE
UPPER
TUBE
LOWER TUBE TOPPING-OFF
VALVE
2 PLACES
* OPERATING
INSTRUCTION
PATCH
LOWER
TUBE
BOARDING RAMP
2 PLACES
* INNER LIFELINE
* BOARDING HANDLE
17 PLACES
UPPER TUBE
TOPPING-OFF
VALVE
2 PLACES
** SURVIVOR HOLDING
HANDLE
22 PLACES
* TYPICAL BOTH SIDES
** OLD MK 20'S DO NOT HAVE SURVIVORS
HOLDING HANDLES, BUT A LIFE LINE.
CARBON DIOXIDE
CYLINDER
Anf1123
Figure 11-23.—Twenty-man life raft assembly parts nomenclature.
Table 11-4.—Twenty-Man Life Raft Accessory Equipment
COMPONENT OR
SURVIVAL ITEM
Signal Mirror
Dye Marker
Whistle
Code Card
Distress Signal (Day/Night)
Mk 124 Mod 0
Space Blanket (12 oz.)
First Aid Kit
Sunburn Ointment
Rations
Water Storage Bag
Canned Water (10 oz.)
Opener, Can, Hand
Compass
Pocket Knife
Hand Pump
Nylon Cord, Type I, 50-foot
Bailing Sponge
Survival Radio or
Beacon and Battery
Flare Gun
Signal Light (Strobe)
Signal Light (Steady Burning)
Sealing Clamp
inflation assembly inflates the circular tubes and
boarding ramps only. Topping-off valves are located on
each side of the circular tubes and on each side of the
floor support.
QUANTITY
REQUIRED
1
6
1
1
10
Q11-11. Where is the one-man life raft located in
ejection seat systems?
Q11-12. How many sizes are there for the multiplace
life raft?
Q11-13. Which multiplace life raft is always right side
up when inflated?
3
1
3
20
7
20
2
1
1
1
1
2
1
PERSONAL SURVIVAL EQUIPMENT
LEARNING OBJECTIVE: Identify
items of personal survival equipment and
their uses.
When an aircrewman leaves his aircraft under
emergency conditions, survival items provide a means
of sustaining life. They also provide a means of
attracting the attention of rescuers and, if necessary, of
evading the enemy.
Survival items are packed in life rafts and
droppable kits or packed and carried by the aircrewman
on his/her person.
2
1
1
2
A unique design feature of the 20-man life raft is
that it is always right-side-up after inflation. The
As a possible aircrewman, you need to know what
survival items are available and how to use them. Some
survival items have already been covered in the life raft
and life preserver sections of this chapter. The
following survival items are normally carried by the
aircrewman on his/her person.
11-17
SURVIVAL VEST (SV-2 SERIES)
Individual Survival Kit
The survival vest (fig. 11-24) is designed to provide
pocket storage for survival items. It provides
attachment places for a life preserver and a
chest-mounted oxygen regulator. It does not interfere
with use of either the quick-fitting or integrated-type
parachute harness.
The individual survival kit (fig. 11-25) is a two-part
kit. It is used to provide medical (Packet 1) and general
survival (Packet 2) equipment for a downed
aircrewman for about 24 hours.
The survival vest is made of nylon cloth. An
adjustable harness, shoulder and leg straps, and an
entrance zipper secure the vest to the crewman. A
helicopter rescue strap is attached to all survival vests
that are worn without an integrated torso suit. When
required, a chest-mounted oxygen regulator is located
inside a pocket secured to the vest by hook-and-pile
tape (Velcro). The survival vest and the survival items
are shown in figure 11-24 and figure 11-25. Survival
items not previously discussed are discussed in the
following paragraphs.
NOTE: This kit may be omitted from the survival
vest when the kit is included in the aircraft survival kit.
Mk 79 Mod 0 Illumination Signal Kit
The signal kit (fig. 11-26) is used for day and night
signaling to attract the attention of SAR (search and
rescue) aircraft or ground rescue parties. The signal kit
consists of a hand-held pencil-type launcher (Mk 31),
seven (Mk 80) star flare cartridges that screw into the
launcher and a bandoleer for storing the flares. Each
flare has a minimum burn duration of about 4 1/2
seconds and can be launched up to 250 feet producing a
12,000 candlepower red star.
Service Pistol
Signaling Mirror
The service pistol is worn only when mission
requirements warrant its use.
The emergency signaling mirror consists of an
aluminized reflecting mirror glass, a back cover glass,
and a sighting device. Personnel can use it to attract the
attention of passing aircraft or ships. It reflects light
either in sunlight or in hazy weather. Mirror reflections
can be seen at distances three to five times farther than a
Sheath Knife
The 5-inch sheath knife is carried as a generalpurpose survival tool. It should be kept clean and sharp.
ATTACHMENT
STRAP (TYP)
SURVIVAL KNIFE
SHEATH & FLARE
GUN POCKET
LEFT HARNESS
AMMUNITION
KEEPER SUPPORT
WHISTLE
POCKET
OXYGEN
REGULATOR
& HOSE
RETENTION
POCKET
SRU-31/P
POCKET
EMERGENCY
SIGNAL MIRROR
POCKET
AMMUNITION
KEEPER
SUPPORT
SRU-31/P
POCKET
HOLSTER
OXYGEN HOSE
SECURING TAB
RETAINING LINE
(TYP)
HOOK
BLADE
KNIFE
POCKET
RIGHT HARNESS
RADIO
POCKET
DISTRESS
SIGNAL
LIGHT
POCKET
PILE
TAPE
ELASTIC
STRAPS
(TYP)
LEFT HAND
POCKET COVER
LIFE PRESERVER
ATTACHMENT BAND
(TYP)
SECURING BELT (TYP)
(LIFE PRESERVER)
RIGHT HAND
POCKET COVER
Figure 11-24.—Survival vest (SV-2 series).
11-18
LEG STRAP
(TYP)
FLASHLIGHT
RETAINER
(AFTER ACC 436)
KEEPER
(TYP)
ANf1124
PACKET 1
PACKET 2
SIGNAL PANEL
INSTRUCTION
CARD
MIRROR
PAIN KILLER (ASPIRIN)
SOAP
ANTI-DIARRHEA
BACITRACIN
(EYE OINTMENT)
BANDAIDS
SURGICAL
TAPE
WATER
RECEPTACLE
TWEEZER & PINS
MOSQUITO HEADNET
& MITTENS
TINDER
CHARMS
COMPASS
(WRIST)
BANDAGE
(ELASTIC)
WATER PURE
TABLETS
INSECT
REPELLENT
RAZOR KNIFE
CHICLETS
ENERJETS
WATER BAG
(1 QUART)
METAL MATCH
FLASHGUARDS
(RED & BLUE)
ANf1125
Figure 11-25.—Individual survival kit.
life raft can be sighted at sea. On a clear sunny day, the
mirror reflects the equivalent of 8 million candlepower.
Flashes from this mirror have been seen from a distance
of 40 miles.
Figure 11-27 shows the operation of the signaling
mirror. Past experience shows that personnel may have
difficulty using the mirror in a bobbing raft at sea.
(A)
NOTE: FOR USE WHEN
BANDOLIER IS NOT USED
(B)
HAND FIRED SIGNAL
TRIGGER SCREW
SIGNAL PROJECTOR
Reflect sunlight from mirror onto a nearby
surface. (raft, hand, etc.)
PROTECTIVE CAP
Slowly bring mirror to eye level
and look through sighting hole.
A bright light spot will be visible.
This is the aim indicator.
ANGULAR SLOT
LANYARD
(60 INCHES
LONG)
PLASTIC BANDOLIER
(C)
HAND FIRED
SIGNAL
ANf1126
Hold mirror close to the eye and
slowly turn and manipulate it so
that the bright light spot is on
the target.
ANf1127
Figure 11-26.—Mk 79 Mod 0 illumination signal kit.
Figure 11-27.—Operation of signaling mirror.
11-19
Practice signaling with the mirror on the ground is part
of a good training program for flight crews. Practice
will enhance rescue chances.
NOTE: When canned water is in the aircraft
survival kit, the water bottle may be omitted from the
survival kit.
Water Bottle
Mk 13 Mod 0 Marine Smoke and
Illumination Signal
The water bottle contains 4 ounces of drinking
water. Drink this water only to quench an extreme
desire for water. Refill the bottle with fresh water every
30 days.
The Mk 13 signal (fig. 11-28) is used to attract the
attention of SAR aircraft and to give pickup aircraft
wind drift direction. One end is for night use; the other
5.37
NIGHT
IDENTIFICATION
BEADS
PULL
RING
WASHER
PLASTIC
CAP
PROTECTIVE
CAP
IGNITER
FIRST FIRE
COMPOSITION
FIRST FIRE PELLET
NYLON CORD
FLAME
COMPOSITION
INSULATOR
SMOKE
COMPOSITION
FELT PAD
FIRECRACKER
FUSE
PULL WIRE
IGNITER
PULL
RING
PLASTIC
CAP
NYLON
CORD
PULL WIRE
IGNITER
MK 13 MOD O SIGNAL
PRIMER
PRIMER
QUICKMATCH
FIRECRACKER FUSE
FLARE CANDLE
IGNITER
SMOKE CANDLE
PROTECTIVE
CAP
MK 124 MOD O SIGNAL
Figure 11-28.—Mk 13 and Mk 124 Mod 0 marine smoke and illumination signals.
11-20
ANf1128
end is for day use. The night end produces a red flame;
the day end produces orange smoke. Each end burns for
about 20 seconds. The night end has bumps around its
outer edge, approximately one-quarter inch from the
end. This identifies it as the night use end. Follow the
instructions printed on the signal.
Mk 124 Mod 0 Marine Smoke and
Illumination Signal
The Mk 124 Mod 0 marine smoke and illumination
signal (fig. 11-28) is also used for either day or night
signaling by personnel on land or sea. It is a ONE hand
operable device that emits orange smoke for daytime
use and red flare for nighttime use. Burning time for
each end is about 20 seconds. Each end has protective
plastic caps. The night end has two prominent raised
bead circles on the casing to positively identify this end,
by the sense of touch, for nighttime use. A label on the
outer surface around the whole body of the signal
further identifies the smoke (day) and flare (night) ends.
The label also gives detailed instructions on how to use
the signal.
Distress Marker Light (Strobe)
The battery-operated strobe light (fig. 11-29) emits
a high-intensity white flashing light 40 to 60 times per
minute. The light is visible at great distances and is
used to attract the attention of SAR aircraft, ships, or
ground rescue parties. It is located in a pouch attached
to the personal flight deck inflatable life preserver and
other rescue kits. An infrared filter lens and a blue flash
guard lens are provided in the individual survival kit for
signaling in combat areas.
SURVIVAL RADIOS AND BEACONS
There are several types and models of survival
radios and beacons that are carried on personnel, in
aircraft, or stowed inside life rafts. Radios and beacons
are used for different purposes. Radios are used to
establish two-way communication, on one or more
channels, between aircrew and rescue personnel.
Beacons transmit only a swept tone signal for search
and rescue (SAR) parties to home in on. Radios and
beacons are sometimes combined into one system.
Instructions for use of survival radios and beacons
are on instruction plates as part of the equipment.
Q11-14. How many parts are there to the individual
survival kit?
Q11-15. How many flares are contained in the Mk 79
Mod 0 Illumination kit?
Q11-16. What hand-held signaling device produces an
orange smoke?
RESCUE
LEARNING OBJECTIVE: Identify
items of land and sea rescue equipment
and their uses.
Land and sea rescue starts when a distress is
reported or when a reporting point or arrival time is
exceeded. Both military and civilian authorities may
react to an emergency. This is called search and rescue
(SAR).
Search and rescue craft could be anything from a
ship, boat, or fixed-wing aircraft to a fully equipped
rescue helicopter with rescue swimmer. The method of
searching and rescuing personnel depends on a great
many factors, such as location, time, environment,
equipment, and personnel. Ditching or bailout often
occurs a great distance from a rescue craft. When this
happens, military aircraft are diverted or launched to
the SAR area.
At sea, fixed-wing aircraft equipped with
droppable life raft kits may arrive at the scene and drop
a raft to the survivors until the rescue helicopter or
surface vessel arrives. The SAR life raft provides
communications, medical, and survival items.
RESCUE EQUIPMENT
All naval personnel should be familiar with the
equipment used in rescue. The following text discusses
rescue equipment and lifting devices that may be used.
Hoisting Cable and Rescue Hook
Assembly
ANf1129
Figure 11-29.—Distress marker light (strobe).
The primary rescue device used in helicopter
rescue is the hoisting cable and double rescue hook
11-21
CABLE STOP
assembly (fig. 11-30). The rescue hook assembly is
attached to the end of the helicopter hoisting cable. This
hook assembly consists of two gated hooks and an
eyelet. The larger hook is used to attach all personnel
and/or any elected rescue devices. The smaller hook is
used for handling equipment or light cargo. The eyelet
is used strictly for cargo hoisting. The upper section of
the hook is a ball bearing swivel, which prevents
unwinding of the hoisting cable, bumper assembly, and
cable stop.
CABLE
BUMPER
ASSEMBLY
SAFETY
LATCH
Survivor's Rescue Strop
SAFETY
LATCH
PERSONNEL
HOOK AND
RESCUE
DEVICE
EQUIPMENT
HOOK
EQUIPMENT
RING
ANf1130
Figure 11-30.—Hoisting cable and rescue hook assembly.
The survivor's rescue strop (fig. 11-31) (also known
as the "horse-collar") is primarily designed as a rescue
device for uninjured personnel. It carries one survivor
at a time and is connected to the rescue hook assembly.
The strop is an inherently buoyant device made of
closed cell foam with an orange external cover for high
visibility during rescue. A webbing strap running
through the cover has a V-ring at both ends for
attachment to the double rescue hook. Two black
V-RINGS
(A)
STROP - RETAINER STRAPS
(STOWED)
RETAINER STRAPS
(B)
V-RINGS
STROP - RETAINER STRAPS
(DISPLAYED)
SNAP HOOK
RETAINER STRAPS
Figure 11-31.—Survivor's rescue strop.
11-22
ANf1131
retainer straps are incorporated, one with a snap hook
and the other with a V-ring. These straps may be locked
around the survivor's body to ensure stability during
hoisting.
Forest Penetrator
The forest penetrator (fig. 11-32) may be attached
to the rescue hook assembly for land and sea rescue
operations. The unit is bright yellow for high visibility.
The forest penetrator is 34 inches long and 8 inches in
diameter with the three seats retracted. Each seat is
approximately 12 inches long and is spring loaded in
the retracted position. A spring-loaded retaining latch
under each seat secures the seat in the extended
position. To release the seat from the extended position,
push down on the seat and pull down on the latch. The
seat will then snap back into the retracted position.
Three webbing safety straps are provided to secure
survivors. The straps terminate with a yellow fabric
marked TIGHTEN. Yellow webbing tabs, marked
PULL OUT, are sewn to the safety straps and extend
from one of three stowage openings.
Attachment of a flotation collar allows the forest
penetrator to float during air-sea rescue operations. The
collar is made of bright orange foam rubber for high
visibility. When the flotation collar is installed, the
diameter of the penetrator is 9 inches.
Rescue Net
The rescue net (fig. 11-33) is a collapsible, buoyant
device designed to accommodate two survivors. It is
constructed of a nylon line woven into a net and
aluminum tubular frame. A lifting ring for hoisting is
located at the top or upper portion of the net, along with
flotation collars and locking support rods. These rods
incorporate sliding sleeves to prevent the net from
collapsing when it is occupied and to make it easy for
storage when not in use.
SAR MEDIVAC Litter
The SAR MEDIVAC litter (fig. 11-34) is designed
for use in water, shipboard, mountain, and other re-
ANf1132
(A)
(B)
Figure 11-32.—(A) Forest penetrator; (B) Forest penetrator with flotation collar installed.
11-23
LIFTING RING
UPPER FRAME FLOTATION
UPPER SUPPORT RIB
UPPER SUPPORT RIB
MIDDLE FRAME FLOTATION
MIDDLE FRAME FLOTATION
LOWER SUPPORT RIB
AND FLOTATION
LOWER SUPPORT RIB
AND FLOTATION
LOWER FRAME FLOTATION
ANf1133
Figure 11-33.—Rescue net.
stricted area rescues. It has a low and narrow profile,
floats with the patient's head slightly reclined from the
vertical, and can be hoisted vertically with its own
slings or horizontally by using standard rescue litter
slings (cables) and a trail line assembly. The litter folds
in half and is constructed of stainless steel tubing, the
case and bed of nylon ballistic cloth, the restraint straps
of nylon webbing and (Velcro), and the zippers are
heavy duty and noncorrosive. It weighs approximately
40 pounds when fully rigged.
SEA RESCUE
Sea rescue operations require preparation and
practice for success. Survivors should take the
following actions to aid rescuers:
5. During night rescue, turn on the strobe or
steady burning signal light.
6. If in a life raft, deploy the sea anchor, and then
get clear of the life raft.
7. Ensure that the rescue device is in the water
before you touch it. Static electricity may have built up.
For sea rescues, a SAR crewman will be placed into
the water. The SAR crewman will take control of the
rescue and attach the survivor(s) to the elected rescue
device for hoisting.
Q11-17. What does SAR mean?
Q11-18. What is the primary rescue device used in
helicopter rescues?
1. Remove your parachute and get clear of it.
Q11-19. How many seats are on the forest penetrator?
2. Retain your helmet for protection during
hoisting operations.
Q11-20. How many survivors is the rescue net
designed for?
3. Establish communications by using the
survival radio. If radio is not available, use signaling
devices.
SUMMARY
4. Use a Mk 13 or MK 124 Mod 0 smoke signal to
show direction of surface winds.
In this chapter you have identified aircrew survival
equipment, flight clothing, parachutes, life preservers,
life rafts, personal survival equipment, rescue
procedures, and equipment.
11-24
1
2
1
9
3
4
6
5
7
4
8
10
8
1. ADJUSTABLE CARRYING HARNESS 2 EA
2. VERTICAL HOISTING SLING
3. FOOT RESTRAINT ASSEMBLY
4. LOCKING COUPLERS
5. LUMBAR SUPPORT PAD
6. HEAD RESTRAINT
ANf1134
7. HOISTING CONNECTING CABLE
8. PATIENT STRAPS
9. PATIENT IN LITTER
10. CHEST FLOTATION
Figure 11-34.—SAR MEDIVAC litter.
11-25
(THIS PAGE IS INTENTIONALLY LEFT BLANK.)
11-26
ASSIGNMENT 11
Textbook Assignment: "Aircrew Survival Equipment," chapter 11, pages 11-1 through 11-25.
11-1.
The personnel that rig, pack, and inspect
survival equipment are commonly called
Parachute Riggers. What is the correct title for
this rating?
1.
2.
3.
4.
11-2.
11-8.
In the parachute loft
In air operations
In Flight Physiology
In the supply department
1. True
2. False
11-4.
11-5.
1.
2.
3.
4.
Cotton
Aramid cloth (Nomex)
Polyester
Rayon
300° to 400°F
500° to 600°F
700° to 800°F
900° to 1,000°F
HGU-84/P
PPH-11/S
HGU-68(V)/P
APH-23/V
11-11. How many sizes are available for the
HGU-84/P flight helmet?
1.
2.
3.
4.
One
Two
Three
Four
11-12. What type of protection is available to the
aircrewman for excessive "g" forces?
1.
2.
3.
4.
The fabric used in the manufacture of flight
coveralls does NOT burn, but will begin to char
at what temperature?
1.
2.
3.
4.
HGU-84/P
PPH-11/S
HGU-68(V)/P
APH-23/V
11-10. What series helmet is designed for all
helicopter aircrew members?
Summer flying coveralls are fabricated from
which of the following types of material?
1.
2.
3.
4.
11-6.
Fire protection
Camouflage
Escape and evasion
Each of the above
Aircrew Survival Equipmentman
The pilot
Plane captain
AME
What series helmet is designed for all tactical
fixed-wing aircraft?
1.
2.
3.
4.
Which of the following is a design feature of
the fight clothing used in naval aviation?
1.
2.
3.
4.
Soft leather only
Nomex fabric only
Soft leather and Aramid (Nomex) fabric
Nylon twill
What person is responsible for the upkeep of a
pilots helmet?
1.
2.
3.
4.
11-9.
The pressure chamber allows you to use
oxygen equipment under the atmospheric
pressure conditions encountered at high
altitudes, and to see how your body reacts to
those changes.
Flight gloves are manufactured from which of
the following types of materials?
1.
2.
3.
4.
Personnel responsible for survival training are
assigned to what organization?
1.
2.
3.
4.
11-3.
Aircrew Survival Equipmentman (PR)
Survival Riggers
Ejection and Survival Technicians
Aircrew Support Technicians
11-7.
Anti-blackout suit
Anti-g coveralls
Pressurized cabins
Full pressure suit
11-13. How many different models of anti-g suits are
used by the Navy?
1.
2.
3.
4.
11-27
One
Two
Three
Four
11-14. Which of the following symptoms does a
person experience due to excessive "g" forces?
1.
2.
3.
4.
1. NES
2. NC
3. NB
Blacking out
Loss of vision
Lower mental efficiency
Each of the above
11-15. What "g" range can an aircrewman withstand
without anti-g protection?
1.
2.
3.
4.
2.2 to 4.2 g's
4.5 to 5.5 g's
6.0 to 7.0 g's
8.0 to 9.0 g's
11-16. The quick donning antiexposure suit comes
equipped with which of the following parts?
1.
2.
3.
4.
Boots
Hood
Mittens
Each of the above
11-17. Antiexposure suits are required when
personnel are exposed to which of the
following conditions?
1. When the water temperature is 50°F or
below
2. When the outside air temperature (OAT) is
32°F (wind chill factor corrected) or below
3. Both 1 and 2 above
4. When the sum of the air and water
temperatures exceeds 85°F
11-18. When water temperature is between 50° and
60°F, what person determines whether an
antiexposure suit will be worn?
1.
2.
3.
4.
The aircraft commander
The commanding officer
The maintenance officer
The individual
11-19. A personnel parachute consists of how many
major parts?
1.
2.
3.
4.
11-22. What size canopy is used in the NES type
parachute?
1.
2.
3.
4.
12 foot
24 foot
28 foot
32 foot
11-23. Upon pilot ejection, how many methods are
there for deploying the parachute?
1.
2.
3.
4.
One
Two
Three
Four
11-24. Which of the following parachute parts pull(s)
the main canopy from the container upon
ejection?
1.
2.
3.
4.
The suspension lines
The automatic opening device
The ripcord pins
The pilot chute
11-25. What total number of projectiles are installed
on a spreading gun?
1.
2.
3.
4.
10
12
14
16
11-26. Which of the following parachute harnesses is
used with the NES type parachute?
1.
2.
3.
4.
Integrated torso
Back pack
Quick fit
Chest pack
11-27. What are the two types of quick-fit harnesses?
1.
2.
3.
4.
Three
Four
Five
Six
11-20. How many basic types of parachutes are used
by the Navy?
1.
2.
3.
4.
11-21. Which of the three basic types of Navy
parachutes is used in ejection seat aircraft?
Torso and back types
Chest and back types
Quick-fit type 1 and quick-fit type 2
Standard and chest types
11-28. What is the purpose of the gated "D" ring used
on the integrated torso harness?
1.
2.
3.
4.
One
Two
Three
Four
11-28
To attach a helicopter rescue hook
To secure to the life raft
To attach to another survivor
To attach to a survival kit
11-29. What components connect the parachute
canopy to the parachute harness?
1.
2.
3.
4.
1.
2.
3.
4.
Parachute containers
Integrated torso harnesses
Rip cord pins
Suspension lines
11-30. What total number of sections make up a gore
on a parachute canopy?
1.
2.
3.
4.
1.
2.
3.
4.
By colors
By numbers
By letters
By size
11-32. Most parachute canopies are manufactured in
different colors. What total number of colors
are used?
1.
2.
3.
4.
Two
Three
Four
Five
20 minutes
30 minutes
45 minutes
60 minutes
11-38. A dye marker can be seen by an aircrewman in
an aircraft flying at 3,000 feet for what
approximate distance?
1. 11 miles
2. 22 miles
3. 7 miles
4. 18 miles
11-39. What type of life preserver is designed for
constant-wear and attaches to the SV-2 series
survival vest?
1. LPP
2. LPU
3. LPA
11-33. Which of the following precautions is a proper
handling procedure for a parachute?
1. Do not carry a parachute by its ripcord
handle or lift webs
2. Keep a parachute dry and away from all
sources of moisture
3. Do not drop a parachute
4. Each of the above
11-40. What is the purpose of the "D" ring on the life
preserver unit (LPU) waist lobe?
1.
2.
3.
4.
1.
2.
3.
4.
1. True
2. False
11-35. Personnel life preservers are rapidly inflated by
what means?
Attach to the helicopter rescue hook
To secure the waist lobes together
To attach the life raft to the survivor
To secure the survival kit
11-41. Which of the following is NOT a piece of
aviation survival equipment?
11-34. Acids of any kind, even in weak solutions, are
extremely harmful to parachute fabrics.
1.
2.
3.
4.
A toggle switch
By water
A connector wire
The "pull" lanyard
11-37. Dye markers will be a good target up to what
maximum amount of time?
One
Two
Three
Four
11-31. How is each gore section of a parachute canopy
identified?
1.
2.
3.
4.
11-36. How is the distress signal light activated on the
LPP series life preserver?
LPU life preserver
LPP life preserver
Flight deck inflatable life preserver
Each of the above
11-42. By what means is overinflation prevented on
the flight deck inflatable life preserver?
1.
2.
3.
4.
CO2 cartridge
Oral inflation tube
Pneumatic canister
Nitrogen hose
11-29
A pressure-relief valve diaphragm
An oral inflation tube check valve
A metered orifice in the CO2 cylinder
A pressure sensitive blow-out plug
11-43. How many pounds of buoyancy does the
bladder support on the flight deck life
preserver?
1.
2.
3.
4.
15 pounds
21 pounds
29 pounds
37 pounds
11-44. The outer garment of the flight deck inflatable
life preserver is available in a variety of colors
used to identify the carrier/flight deck
personnel occupational fields.
11-49. Multiplace life rafts are manufactured in how
many different sizes?
1.
2.
3.
4.
11-50. Multiplace life rafts are equipped with
provisions to support 4, 7, 12, or 20 people for
how many hours?
1. 8 hours
2. 12 hours
3. 24 hours
4. 36 hours
1. True
2. False
11-45. Where would you find the maintenance and
inspection requirements for the flight deck
inflatable life preserver?
1. The squadron paraloft maintenance publication
2. The shipboard Planned Maintenance System
3. The AME work center
4. The quality assurance work center
11-46. Naval aircraft that make operational flights
over water are required to carry enough life
rafts to carry all the assigned crew plus
passengers.
1. True
2. False
11-51. Which of the following types of life rafts is
equipped with boarding ramps?
1. 4-man life raft
2. 7-man life raft
3. 12-man life raft
4. 20-man life raft
11-52. What is a unique design feature of the 20-man
life raft?
1.
2.
3.
4.
11-48. Which of the following items are contained in
the rigid seat survival kit (RSSK) in a
parachute/ejection seat egress system?
1.
2.
3.
4.
The shape and color of the raft
Its floating characteristics in rough seas
It is always right-side-up after inflation
It is virtually unsinkable
11-53. What is the length of the sheath knife carried
by the aircrewman while wearing the SV-2
series survival vest?
1.
2.
3.
4.
11-47. Which of the following methods is used to
automatically inflate the one-man life raft
contained in the RSSK?
1. The lap belt retention assembly inflates the
life raft
2. The drop lanyard will inflate the raft upon
separation from the RSSK
3. The life raft will inflate upon contact with
salt water
Four
Five
Six
Seven
4 inches
5 inches
6 inches
7 inches
11-54. What are the two parts of the individual
survival kit contained in the SV-2 series
survival vest?
1.
2.
3.
4.
Emergency and all-purpose
Survival and evasion packets
Land and sea packets
Medical and general survival equipment
11-55. How many Mk 80 star flare cartridges are
contained in the Mk 79 Mod 0 illumination
signal kit?
Emergency oxygen system
One-man life raft
Survival equipment container
Each of the above
1.
2.
3.
4.
11-30
Five
Six
Seven
Eight
11-56. A Mk 80 star flare cartridge has a minimum
burn duration of 4 1/2 seconds and can be
launched up to how many feet?
1.
2.
3.
4.
100 feet
250 feet
300 feet
450 feet
11-63. Radios are used to establish two-way
communication, on one or more channels,
between aircrew and rescue personnel.
1. True
2. False
11-64. What are some of the factors to consider when
searching for and rescuing personnel?
11-57. Flashes from a signaling mirror can be seen up
to what total number of miles?
1.
2.
3.
4.
10 miles
20 miles
40 miles
50 miles
11-58. The water bottle carried by the aircrewman will
hold what total number of ounces of water?
1. 4 ounces
2. 6 ounces
3. 10 ounces
4. 16 ounces
11-59. What color is the smoke that is emitted from
the day end of the Mk 124 Mod 0 marine
smoke and illumination signal?
1.
2.
3.
4.
White
Orange
Red
Green
1.
2.
3.
4.
11-65. What is the primary rescue device used in
helicopter rescues?
1.
2.
3.
4.
1.
2.
3.
4.
For hoisting personnel
Attachment of a rescue device
Secure medivac litter to the aircraft
Handling light cargo
11-67. What is the survivor’s rescue strop commonly
called?
20 seconds
30 seconds
45 seconds
60 seconds
1.
2.
3.
4.
Lifting sling
Horse collar
Hoisting strap
Rescue ring
11-68. How many "V" rings are incorporated on the
survivor’s rescue strop?
1.
2.
3.
4.
11-61. How is the night end of the Mk 124 Mod 0
marine smoke and illumination signal
identified?
1.
2.
3.
4.
The hoisting cable and double rescue hook
The survivor’s rescue strop
The SAR medivac litter
The forest penetrator with floatation
11-66. What is the purpose of the small hook on the
double rescue hook?
11-60. What is the approximate burning time of each
end of the Mk 124 Mod 0 marine smoke and
illumination signal?
1.
2.
3.
4.
The location and time
The environment
Equipment and personnel
All of the above
Two prominent raised beads
A large washer with pull lanyard
The label under the end cap
Each of the above
One
Two
Three
Four
11-69. The forest penetrator can be used for land and
sea rescue operations.
11-62. The battery operated distress marker strobe
light emits a high-intensity white flashing light
approximately how many times per minute?
1. True
2. False
11-70. How many safety straps are incorporated on
the forest penetrator?
1.
2.
3.
4.
1. 30 to 50 times
2. 40 to 60 times
3. 70 to 90 times
4. 100 to 120 times
11-31
One
Two
Three
Four
11-71. The rescue net is designed to accommodate
what total number of survivors?
1.
2.
3.
4.
11-72. What is the approximate weight of a fully
rigged SAR medivac litter?
1. 120 pounds
2. 85 pounds
3. 40 pounds
4. 100 pounds
One
Two
Three
Four
11-32
CHAPTER 12
CRASH RESCUE AND FIRE FIGHTING
INTRODUCTION
Fire fighting is a highly technical profession. Fire
fighting in and around crashed aircraft is a highly
specialized field of fire fighting. An individual willing
to become a fire fighter must process the following
qualities: alertness, courage, dedication, agility,
physical strength, and the ability to be an exacting team
worker.
OXYGEN
HEAT
FUEL
The primary duty of the fire fighter is saving life. If
there is a fire aboard an aircraft with ordnance on board,
there is potential for loss of life. If an ordnance
cook-off occurred, the top priority would be to cool off
the ordnance, simultaneously lay a personnel rescue
path, and to extinguish the fire.
HEAT
OXYGEN
During frequent drills and training sessions, it is
important for you to actually use all equipment,
extinguishing agents, and tools so you will learn their
capabilities and limitations.
NO FIRE
Anf1201
Figure 12-1.—Requirements for combustion.
THE CHEMISTRY OF FIRE
Fire is the most common form of chemical
reaction. The process of fire may be regarded as a
chemical triangle (fig. 12-1). The three sides consist of
fuel (combustible matter), heat, and oxygen. After
extensive research, the presence of a fourth element has
been identified. It is the chemical chain reaction
(fig.12-2) that takes place in a fire that allows the fire to
LEARNING OBJECTIVE: Identify the four
elements necessary to produce fire, and
recognize the characteristics associated with
the different classes of fires. Recognize the
characteristics of the five different
extinguishing agents.
A
B
INCREASED MOLECULE
CHAIN REACTION
CHAIN REACTION
OXYGEN
VAPOR
FUEL
ANf1202
Figure 12-2.—Chain reaction.
12-1
being touched off by a match or spark at temperatures
down to -5°F (fire point). It will also flash across the
surface at temperatures from -5°F down to -45°F (flash
point). From these examples, you can readily see that
fuel has a low flash point and is easily ignited. Fuel is a
constant fire hazard around aircraft. A spark, heat
caused by friction, or an electrical discharge could
supply enough heat to cause fuel to flash.
both sustain itself and grow. This process of fire is now
called the "fire tetrahedron." See figure 12-3.
The most common method of controlling or
extinguishing a fire is to eliminate one or more of sides
of the tetrahedron. This can be accomplished by the
following methods.
1. Smothering—removing the oxygen
2. Cooling—removing the heat
CLASSES OF FIRE
3. Starving—removing the fuel or combustible
matter
Different types of fires are combated by different
means. It is important that you know how to identify
the various types of fires and understand why each type
must be combated in a specific way.
There are two terms you need to understand about
fires. These are the fire point and the flash point.
The fire point of a substance is the lowest
temperature at which its vapors can be ignited and will
continue to burn. At this temperature, the vapor will
ignite spontaneously in the air. Also, substances don't
have to be heated to this ignition temperature
throughout in order to ignite.
Class A
Class A fires occur in combustible materials, such
as bedding, mattresses, books, cloth, and any matter
that produces an ash. All fires of this class leave
embers, which are likely to rekindle if air comes in
contact with them. Class A fires must not be considered
extinguished until the entire mass has been cooled
below its ignition temperature. Smothering (removing
the oxygen) is not effective for class A fires because it
does not lower the temperature of the smoldering
embers below the surface. The extinguishing agents
most effective for class A fires are solid water stream,
both high- and low-velocity fog, CO2, and water
immersion.
The flash point of a substance is the temperature at
which the substance gives off enough vapors to form an
ignitable mixture with the air near the substance's
surface. An ignitable mixture is a mixture within the
explosive range. The mixture is capable of spreading a
flame away from the source of ignition when ignited.
For example, fuel will spontaneously ignite when a
portion of it (or its vapors) is exposed to temperatures
around 500°F (ignition temperature). It is capable of
FLAMING COMBUSTION
SURFACE GLOWING COMBUSTION
TEMPERATURE
ER
MP
TE
EN
YG
OX
AT
U
RE
OXYGEN
AND
FUEL
FUEL
UNINHIBITED
CHAIN REACTION
OF COMBUSTION
PROCESS
NO CHAIN
REACTION
DIFFUSION & CONTINUOUS
REIGNITION & AUTOMATICALLY
OBTAINED AT FLAME
TEMPERATURE LEVELS
OXYGEN IS AT
INTERFACE OF
GLOWING FUEL
FUEL IS IN FORM OF
INCANDESCENT SOLID
FUEL IS IN FORM OF
VAPOR AND GAS
Anf1203
3
Figure 12-3.—Tetrahedron and fire triangle.
12-2
N
Class B
Water
Class B fires occur with flammable liquid
substances. Examples of class B fires are gasoline, jet
fuels, paints, grease, and any petroleum-based product.
These and other combustible substances do not leave
embers or ashes. Class B fires are extinguished by
providing a barrier between the burning substance and
oxygen necessary for combustion. Chemical and
mechanical foams produce such a barrier and are
known as permanent smothering agents, but their effect
is only temporary. The application must be renewed if
there is any danger of reignition. The extinguishing
agents recommended for combating class B fires are
CO2, PKP, Halon, and Aqueous Film-Forming Foam
(AFFF).
Water is a cooling agent, and on board ship, the sea
provides an inexhaustible supply. If the surface
temperature of a fire can be lowered below the fuel's
ignition temperature, the fire will be extinguished.
Water is most efficient when it absorbs enough heat to
raise its temperature to 212°F (100°C) or boiling point.
At this temperature, the seawater will absorb still more
heat until it changes to steam. The steam carries away
the heat, which cools the surface temperature.
Water in the form of fog is very effective for
fire-fighting purposes. Additionally, water fog can
provide protection to fire fighters from heat. However,
the fog must be applied directly to the area to be cooled
if its benefits are to be realized.
NOTE: Water by itself is NOT recommended for
use on class B fires.
Water in the form of a straight stream (also called
solid stream) is used to reach into smoke-filled spaces
or areas at a distance from the fire fighter. When a
straight stream is needed as an extinguishing agent, it
should be directed into the seat of the fire. For
maximum cooling, the water must come in direct
contact with the burning material. A straight stream is
best used to break up and penetrate materials.
Class C
Class C fires are energized electrical fires that are
attacked at prescribed distances by using
nonconductive agents such as CO2 and Halon 1211.
The most effective tactic is to de-energize the system
and handle the fire as a class A fire. When fires are not
deep seated, clean agents that pose no cleanup problem,
such as Halon 1211 or CO2, are the preferred
extinguishing agents.
Aqueous Film-Forming Foam (AFFF)
AFFF is composed of synthetically produced
materials similar to liquid detergents. These
film-forming agents are capable of forming water
solution films on the surface of flammable liquids.
AFFF concentrate is nontoxic and biodegradable in
diluted form. When proportioned with water, AFFF
provides three fire-extinguishing advantages.
WARNING
Water in any form, particularly salt water, is
dangerous when used on electrical equipment.
1. An aqueous film is formed on the surface of the
fuel that prevents the escape of the fuel vapors.
Class D
Class D fires are combustible metals, such as
magnesium and titanium. Water in large quantities, as
high velocity fog, is the recommended extinguishing
agent. When water is applied to burning class D
materials, there may be small explosions. The fire
fighter should apply water from a safe distance or from
behind shelter. Metal fires on board ships are
commonly associated with aircraft wheel structures.
2. The layer effectively excludes oxygen from the
fuel surface.
3. The water content of the foam provides a
cooling effect.
The primary use of AFFF is to extinguish burning
flammable or combustible liquid spill fires (class B).
AFFF has excellent penetrating characteristics and is
superior to water in extinguishing class A fires.
EXTINGUISHING AGENTS
Carbon Dioxide (CO2)
There are many materials that may be used as
fire-fighting agents. The primary agents discussed in
the following paragraphs are the most extensively used
aboard naval ships.
CO2 is an inert gas and extinguishes fires by
smothering them. CO2 is about 1.5 times heavier than
air, which makes it a suitable extinguishing agent
12-3
PKP does not produce a lasting inert atmosphere
above the surface of a flammable liquid. Therefore, its
use will not result in permanent extinguishing if
ignition sources, such as hot metal surfaces or
persistent electrical arcing, are present. Reflash of the
fire will most likely occur. The ingredients used in PKP
are nontoxic. However, the discharge of large
quantities may cause temporary breathing difficulty
and, immediately after the discharge, it may seriously
interfere with visibility.
because it tends to settle and blanket the fire. CO2 is a
dry, noncorrosive gas, which is inert when in contact
with most substances and will not leave a residue and
damage machinery or electrical equipment. CO2 is a
nonconductor of electricity regardless of voltage, and
can be safely used in fighting fires that would present
the hazard of electric shock.
CO2 extinguishes the fire by diluting and
displacing its oxygen supply. If gaseous CO2 is
directed into a fire so that sufficient oxygen to support
combustion is no longer available, the flames will die
out. CO2 has limited cooling capabilities, and may not
cool the fuel below its ignition temperature. It is more
likely than other extinguishing agents to allow reflash.
Therefore, the fire fighter must remember to stand by
with additional backup extinguishers.
Q12-1. What are the four elements necessary to
produce fire?
Q12-2. What is the "fire point" of a substance?
Q12-3. What is the "flash point" of a substance?
Q12-4. What are the four classes of fire?
NOTE: CO2 is not an effective extinguishing agent
for fires in materials that produce their own oxygen
supply, such as aircraft parachute flares or fires
involving reactive metals, such as magnesium and
titanium.
Q12-5. What are the primary fire-extinguishing
agents used aboard naval ships?
FIRE-FIGHTING EQUIPMENT
LEARNING OBJECTIVE: Recognize the
various systems and equipment used for
aircraft fire-fighting on board ships and shore
activities.
Halon 1211
Halon is a halogenated hydrocarbon. Halon 1211,
known chemically as bromochlorodifluoromethane, is
colorless and has a sweet smell. Halon attacks the fire
by inhibiting the chemical chain reaction. Halon
decomposes upon contact with flames or hot surfaces
above 900°F (482°C).
In assisting the crash fire fighters, you will use very
specialized equipment. A crash crew must bring its
equipment into action with every pump nozzle
delivering at its maximum capacity. Fire-fighting
equipment is discussed in the following text.
Halon 1211 is used for twin agent (AFFF/Halon
1211) applications on board flight and hangar deck
mobile fire-fighting equipment. For flight and hangar
deck fire-fighting procedures, you should refer to
NAVAIR 00-80R-14, NATOPS U.S. Navy Aircraft
Fire-Fighting and Rescue Manual.
FIREMAIN SYSTEM
You must get acquainted with the firemain system
throughout your ship. You should know the location of
the firemain and the riser piping that carries water to the
upper decks. You must be able to identify the plugs
where hoses can be attached to the mains. You must
know the location of all pumps, valves, and controls in
the vicinity of your duty and berthing stations.
Potassium Bicarbonate (Purple-K-Powder or PKP)
Potassium bicarbonate (PKP) is a dry chemical
principally used as a fire-fighting agent for flammable
liquid fires. When PKP is applied to fire, the dry
chemical extinguishes the flame by breaking the
combustion chain. PKP does not have cooling
capabilities on fire. PKP is highly effective in
extinguishing flammable liquid (class B) fires.
Although PKP can be used on electrical (class C) fires,
it will leave a residue that may be hard to clean. Also,
when combined with moisture, it may corrode or stain
the surfaces it settles on.
Fireplugs have outlets either 1 1/2 or 2 1/2 inches in
diameter. Some plugs are equipped with wye gates that
provide two outlets, each are 1 1/2 inches in size. In
some cases, a reducing connection is used so that a
1 1/2-inch hose can be attached to a 2 1/2-inch outlet.
Connected to the fireplugs and stored in adjacent
racks are two lengths of either 1 1/2- or 2 1/2-inch
diameter hose. The 1 1/2-inch hose is used on smaller
ships and below decks on larger ships. This hose is
made up in 50-foot lengths, with the necessary end
12-4
locations (Pri-Fly, NAVBRIDGE, hose stations, and
CON-FLAG stations).
couplings. All threaded parts of fire hose fittings and
couplings have standard threads and are easy to
connect. Hoses and fittings 1 1/2 inches and below
have standard pipe threads. Those 2 1/2 inches and over
have standard Navy hose threads.
The injection pump system supplies the flush deck
nozzles on the flight deck, and the deck edge nozzles on
CVNs and some CVs. The two-speed pump operates at
27 or 65 gpm, depending upon the demand. The
low-rate output will supply handlines and small
sprinkler systems. High-demand systems, such as
hangar bay sprinklers, are served by the high-speed
output. On selected CVs, the two-speed pump supplies
the deck edge nozzles.
Two people working together can quickly prepare a
fire hose. You can do the job alone if you place the hose
on the deck and hold it down with your foot just behind
the fitting. The pressure of your foot will cause the
metal fitting on the end of the hose to point upward. In
this position you can screw in the nozzle or other fitting.
Fire hose is usually located on a bulkhead rack near
a fireplug. Nozzles, extensions called applicators, and
spanner wrenches are stowed on the bulkhead near the
hose. See figure 12-4. When two lines are located
separately on the bulkhead, one is connected to the
firemain and the other is left unconnected.
Hangar Deck AFFF Sprinkler System
The AFFF sprinkler systems are installed in the
overhead of the hangar deck. The sprinkler system is
divided into groups that can be individually actuated.
Each group is supplied from two risers—one from a
port AFFF injection station and one from a starboard
AFFF injection station. Controls to start and stop flow
to individual sprinkler groups are located in the
conflagration (CONFLAG) stations and along each
side of the hangar deck near the related sprinkler group.
HIGH-CAPACITY AFFF SYSTEMS
An AFFF station consists of a 600-gallon AFFF
concentrate tank, a single-speed injection pump or a
two-speed AFFF pump, electrical controllers, valves,
and necessary piping. Saltwater and AFFF flow is
controlled by hydraulically operated valves, which are
actuated by solenoid-operated pilot valves (SOPVs).
The SOPVs are activated by electrical switches at user
Flight Deck AFFF Extinguishing System
Flight decks have an AFFF fire-fighting system that
consists of flush-deck, flush-deck cannon-type, and
deck-edge nozzles installed in combination with the
SPANNER WRENCHES
FIRE PLUG (VALVE)
OPEN POSITION
(TO INDICATE LEAKAGE)
CLOSED POSITION
WYE-GATE
CONNECTED
TO FIRE PLUG
ALL HOSE SHALL BE A MINIMUM
OF 6” OFF THE DECK
ANf1204
Figure 12-4.—Typical fire hose station.
12-5
adjacent to each AFFF hose station. The station has a
1 1/2-inch hose reel and one 2 1/2-inch hose outlet (fig.
12-5).
Flight deck AFFF hose outlets are located in
catwalks and near the island. The station has one reel of
1 1/2-inch hose and/or one 2 1/2-inch hose outlet or two
2 1/2-inch hose outlets with hose and nozzle
preconnected to each outlet. A push-button control,
X50J phone circuit box, and E call button are located
next to each AFFF hose station. There is emergency
lighting at each hose reel station. The controls are
located in Pri-Fly and on the NAVBRIDGE.
Anf1205
PORTABLE FIRE-FIGHTING
EQUIPMENT
Figure 12-5.—AFFF hose reel.
saltwater washdown system. AFFF from the
concentrate tank is injected into the saltwater (injection
point is on the 03 level just downstream of the saltwater
control valve) via a positive displacement pump,
usually 60 gpm. This injection pump serves the
flush-deck and cannon-type nozzles. Deck edge
nozzles may be served by the AFFF two-speed pump
system or single-speed injection pump system.
As you become more familiar with aircraft
fire-fighting tactics and equipment, you will become
more familiar with the many different types of portable
equipment that the fire fighter uses to combat and
contain aircraft fires. Some of the equipment you will
use is discussed in this section.
Vari-Nozzles
Controls for the flight deck fixed fire-extinguishing
system are located in both Pri-Fly and on the navigation
bridge. The controls allow for selection of saltwater
AFFF or system shutdown.
Vari-nozzles are used on all AFFF and saltwater
hose lines. Flow rates are 250 gpm for all 2 1/2-inch
hose lines. Nozzles on 1 1/2-inch AFFF hoses on flight
and hangar decks are the 125 gpm units. Nozzles on the
1 1/2-inch saltwater lines and those used with AFFF
in-line inductors are 95 gpm models. All nozzle gpm
flow rates are based on 100 psi pressure at the nozzle
inlet. See figure 12-6.
AFFF Hose Reel Station
Hangar bay AFFF hose outlets are located port and
starboard near the AFFF injection stations from which
they are supplied. A push-button control is located
RELEASE
TO ROTATE
SPRAYHEAD
Anf1206
Figure 12-6.—Examples of variable-stream fog nozzles.
12-6
·
·
·
·
·
·
·
·
·
·
·
Hoses
The standard Navy fire hose is a double jacketed,
synthetic fiber with a rubber or similar elastomeric
lining. The outer jacket is impregnated to increase wear
resistance. The impregnating material contains an
orange colored pigmentation for easy identification.
Navy fire hose comes in 50-foot lengths and has a
maximum operating pressure of 270 psi. Optimum
hose handling occurs between 90 and 150 psi. Pressure
above 150 psi is hazardous because excessive nozzle
reaction force may result in loss of nozzle control.
Noncollapsible rubber hose for the AFFF hose reel
system is available in 3/4-inch and 1 1/2 inch size. The
length of these hoses varies in size depending upon
application and location.
Tools
Large claw tool; small claw tool
Crowbar
Parachute knife
Pliers; screwdriver
Wrench
Hacksaw; metal saw
Chisels
Flashlight
Carpenter's hammer; maul
Bolt cutters
Notched ax
NAVAIRSYSCOM developed what is called an
aircraft tool kit (fig. 12-7) for crash trucks. The station
fire chief must ensure that one of these kits is carried on
A fire fighter's tool kit should contain the following
tools.
Anf1207
Figure 12-7.—Crash rescue tool kit.
12-7
5. Corrosive chemicals will react with the
aluminum surface and may etch the metal. Clean the
clothing with water and wipe it dry. Allow it to hang in
a ventilated location at room temperature.
each of the crash trucks assigned to the fire-fighting
crew. The kit consists of a canvas tool roll with pockets
or holders for specified tools. The crash kit contains
tools for forced entry. Fire fighters use these tools in
rescuing occupants trapped in aircraft. The kit contains
three tapered, hard-rubber plugs and three hardwood
plugs. These plugs are used to stop fuel tank leaks.
6. Replace garments when the aluminum wears
off or when the fabric cracks or tears. Spraying worn
clothing with aluminum serves no useful purpose and is
a dangerous practice.
PROTECTIVE CLOTHING
Care of Facepiece
Aircraft fire-fighting/rescue protective clothing is a
prime safety consideration for personnel engaged in
fire-fighting and rescue work. Aluminized protective
clothing offers a means of providing protection to fire
fighters because of its high percentage of reflectivity to
radiant heat. Aluminized proximity fabrics have been
adopted for use in the Navy Mishap/Rescue Program. It
is important to point out that these garments are not
classified as entry suits, but are known as proximity
clothing to be worn with fire fighter's knee-length boots
that have safety toes and soles.
The gold-coated facepiece is a heat-reflective
shield. The facepiece is NOT a sun shield. This item
should be kept in excellent condition to maintain the
radiant-heat-reflective efficiency. When the gold
surface of the facepiece becomes worn, scratched, or
marred, 90 percent of the heat protection is lost, and
you should immediately replace the facepiece. Other
precautions you should take with facepieces are as
follows:
1. Keep the protective cover in place when you
are carrying or storing the hood to minimize damage to
the gold-coated surface. Remove it when using the
hood.
Care and Maintenance of Protective Clothing
The heat-reflective ability of aluminized clothing
is reduced when the clothing is stained or otherwise
soiled. Therefore, you must give careful attention the
care and maintenance instructions for protective
clothing. Some guidelines are as follows:
2. For adequate protection, replace a worn
gold-coated facepiece. When wearing the facepiece,
make sure the gold surface is on the outside as marked
on the edge.
1. Store clothing on hangers, with suitable
hanging space to prevent aluminized fabrics from
creasing or cracking. If the garment is folded, the folds
should be loose. Do not sit on a folded garment.
3. Avoid touching or wiping the gold surface as
much as possible.
4. Clean the facepiece, without removing it from
the hood, by using a clean, soft cloth with mild soapy
water, and then rinse and pat dry.
2. Sponge off dirt and soot by using mild soap and
water. Dry aluminum surfaces with a clean cloth. Rub
gently to avoid removal of the aluminum.
Q12-6. What size diameter are the fireplug outlets
aboard ship?
3. Remove grease stains by using dry-cleaning
solvents. (NOTE: Isopropanol or perchloroethylene
will react with the metal in proximity suits and may
etch the aluminum surface.) Clean the clothing with
water and wipe dry. Allow the garment to hang in a
ventilated location at room temperature.
Q12-7. Where is the AFFF sprinkler system installed
on the hangar deck?
Q12-8. What length is a standard Navy fire hose?
Q12-9. What type of protective clothing offers
protection to fire fighters because of its high
percentage of reflectivity to radiant heat?
4. Remove AFFF by sponging the clothing clean
with mild soap and water. Hang the garment to dry in
the open or in a place with good circulation. During
fire-fighting operations, it is not always possible to
prevent fire-fighting agents from getting on protective
clothing. However, aluminized protective clothing that
has been covered or spotted with agents will have less
heat-reflecting ability than the suit normally would
provide.
AIRCRAFT FIRE-FIGHTING AND
RESCUE VEHICLES
LEARNING OBJECTIVE: Recognize the
types of fire-fighting and rescue vehicles used
aboard ship.
12-8
handlines have a discharge rate of 95 gpm and have a
pistol grip with variable pattern.
The Navy uses different types of trucks. The use
depends on the base, type of aircraft assigned, and
anticipated types of fires. Some of the trucks used by
the Navy are the Oshkosh T-3000, the P-4A vehicle, the
P-19 fire-fighting truck, and the P-25 shipboard
fire-fighting truck. Shore-based Twinned Agent Units
(TAUs) and Shipboard Twinned Agent Units
(SBTAUs) are also used.
P-4A VEHICLE
The P-4A vehicle (fig. 12-9) is diesel powered with
an optional all-wheel drive. It has a six-speed,
semiautomatic, power shift transmission. The
operator's controls has power-assisted steering, airover-hydraulic power boost brakes, transmission range
selector, and in-cab controls for operating the vehicle's
fire-fighting systems.
OSHKOSH T-3000
The Oshkosh T-3000 (fig.12-8) is a dieselpowered, six-wheeled-drive truck with an automatic
transmission.
The operator controls consist of
power-assisted steering, air or mechanical brakes,
transmission range selector, and in-cab controls for
operating the fire-fighting system. The water storage
tank has a capacity of 3,000 gallons; the AFFF
concentrate tank holds 420 gallons. The roof turret has
a discharge rate of 600 to 1,200 gpm and an infinitely
variable pattern from straight stream to fully dispersed.
The bumper turret is electric joystick controlled with
auto-oscillation. The discharge rate is 300 gpm and it is
also variable pattern. Two 15-foot, 1 3/4-inch
preconnected handlines are provided, one per side. The
The water storage tank has a capacity of 1,500
gallons. The AFFF concentrate pumps (centrifugal) are
powered by the truck engine by means of power
dividers. The concentrate and water are carried to each
of the discharge points in separate lines and are mixed
in venturi inductors before discharge. The P-4A is
provided with a manually maneuvered, 750-gpm
constant-flow, variable-stream roof turret.
The P-4A is also provided with a 250-gpm bumper
turret mounted in front of the cab and controlled
hydraulically from within the cab. The handline is
mounted in front center of the vehicle in a compartment
Anf1208
Figure 12-8.—T-3000 aircraft fire-fighting rescue vehicle.
12-9
Anf1209
Figure 12-9.—P-4A aircraft fire-fighting and rescue vehicle.
under the cab. The reel is provided with 150 feet of
1 1/4-inch-diameter hose. The handline has a 75 to 100
gpm discharge capacity. An air motor provides for
powered rewind. Four 30-pound PKP dry-chemical
fire extinguishers are provided with each vehicle.
When both the roof turret (750 gpm) and the bumper
turret (250 gpm) are operating, the truck depletes its
self-contained water supply in 1 1/2 minutes.
P-19 FIRE FIGHTING
TRUCK
The P-19 has a diesel-engine-powered, 4 × 4,
all-wheel-drive chassis. A single diesel engine powers
the truck drive train and water pump. The fire-fighting
systems of the truck are self-sufficient. No outside
source for extinguishing agents is needed. The truck
contains its own pressure pumps and fire-fighting
equipment. Water, foam, and Halon 1211 are carried in
tanks built into the truck body. The truck body is
insulated, which prevents heat loss from the truck's
interior during cold weather. The insulation also
provides protection from fire heat.
Water or a combination of water and foam can be
used to put out a fire. Agents are delivered through the
cab-mounted roof turret, the bumper turret, or the
handline. These can be used alone or at the same time.
The Halon system uses its own handline. The chassis
design allows the truck to operate in all kinds of
weather and on off-road terrain.
The P-19 has a water capacity of 1,000 gallons, and
the foam tank holds 130 gallons. The single-roof turret
has a discharge capacity of 500 gpm, and the bumper
turret discharges agent at 250 gpm.
AFFF can be applied by using a 100-foot,
1-inch-diameter (60-gpm), reel-mounted handline.
Five hundred pounds of Halon 1211 is also available on
another 100-foot-long, 1-inch-diameter, reel-mounted
handline.
A/S32P-25 SHIPBOARD FIRE-FIGHTING
VEHICLE
The P-25 shipboard fire-fighting vehicle (figs.
12-10 and 12-11) is a 4-wheel (2-wheel drive), 6
12-10
AFFF HYDRAULIC
TANK ACCESS DOOR
TOP ENGINE
ACCESS PANELS
BRAKE RELEASE
HAND PUMP
WATER TANK
FILL
COOLANT
RECOVERY BOTTLE
ACCESS DOOR
FIREFIGHTERS
STATION
NURSING
CONNECTION
FUEL FILL
LOWER
PROPORTIONING
SYSTEM ACCESS
FUEL TANK
TIEDOWNS
DRIVERS
STATION
FOAM FILLED
TIRES
Anf1210
Figure 12-10.—A/S32P-25 shipboard fire-fighting and rescue vehicle—major assemblies and components (left side).
cylinder, turbocharged, liquid cooled, 24-volt,
diesel-powered vehicle, with a hydrostatic drive system
that transmits power to the rear wheels. Steering is
preformed by a single hydraulic cylinder and tie rod
assembly that controls the front wheels. Dynamic
vehicle braking is provided by the hydrostatic drive
system. When the accelerator is released, the brakes
automatically engage. Separate tanks within the
vehicle chassis carry 750 gallons of water and 55
gallons of AFFF (Aqueous Film-Forming Foam).
Three 20-pound fire extinguishers containing HALON
1211 (Halogenated Extinguishing Agent) are stored on
the right side of the vehicle. One nursing line
connection on each side of the vehicle provides AFFF
mixture from the ship's system directly to the vehicle's
water pump.
The vehicle has seating for a crew of two. The
driver compartment is located at the left forward end of
the vehicle and contains the main control panel for
activating the fire-fighting systems. AFFF can be
sprayed from both the forward turret nozzle and
handline hose reel nozzle. These nozzles operate
independently and can be used simultaneously to make
this vehicle ready for fire-fighting duty.
TWINNED AGENT UNIT (TAU-2H)
The Twinned Agent Unit (TAU-2H) fire
extinguisher is a dual-agent apparatus that is designed
primarily for extinguishing class B fires, and it is
employed aboard ship and at shore facilities. The
TAU-2H is normally located at hot refueling sites, or it
12-11
UPPER
PROPORTIONING
SYSTEM ACCESS
MAIN
CONTROL
PANEL
LIFTING/TIEDOWN
HYDRAULIC TANK
FILL (2)
TURRET
EXHAUST
DIESEL ENGINE
COMPARTMENT
PORTABLE
HALON
BOTTLES (3)
KNEEL
PLATE
HANDLINE HOSE REEL
AFFF TANK FILL
WATER TANK FILL (QUICK FILL)
REAR ENGINE
ACCESS DOORS
NURSING CONNECTION
TIEDOWNS
FILTER
ACCESS DOOR
RIGHT SIDE
ENGINE ACCESS DOOR
BATTERIES
ANf1211
Figure 12-11.—A/S32P-25 shipboard fire-fighting and rescue vehicle—major assemblies and components (right side).
can be vehicle-mounted.
The TAU-2H is a
self-contained unit with two agent tanks—one
containing 86 gallons of AFFF premixed solution and
the other containing 200 pounds of Halon 1211. The
system permits use of the fire-fighting agents either
separately or simultaneously.
in a sweeping motion, using the chemical agent Halon
1211 to gain initial extinguishment, followed by
application of AFFF to blanket the combustible liquid
and preclude reignition.
The TAU-2H (fig. 12-12) employs a noncollapsible
dual hose line encased in a fire-resistant cotton jacket.
The hose line is normally mounted on a reel. The
fire-extinguishing agents are propelled by nitrogen
supplied from two pressurized cylinders, which are
mounted on the framework. The twinned nozzles on
the handline expel the fire-fighting agents. The Halon
nozzle is equipped with a low-reaction discharge tip.
The AFFF nozzle is equipped with a aspirating tip.
Duel pistol grip handles and triggers operate the shutoff
valves. Extinguishment is obtained by applying agents
12-12
ANf1212
Figure 12-12.—TAU-2H twinned agent unit.
Q12-10. What type of aircraft fire-fighting rescue
vehicles are used at shore-based activities?
Q12-11. What type of aircraft fire-fighting rescue
vehicles are used aboard aircraft carriers?
Q12-12. What type of fire-fighting agents are
contained in the Twinned Agent Unit
(TAU-2H)?
JP-4 Fuel
JP-4 jet fuel is a blend of gasoline and kerosene and
has a flash point from -10°F (-23°C). The rate of flame
spread has also been calculated to be between 700 and
800 feet per minute.
JP-5 Fuel
JP-5 fuel is a kerosene grade with a flash point of
140°F (60°C). The rate of flame spread has been
calculated to be in the order of 100 feet per minute. The
lowest flash point considered safe for use aboard naval
vessels is 140°F (60°C).
AIRCRAFT FIRE HAZARDS
LEARNING OBJECTIVE: Identify the
different hazards associated with aircraft fires,
and recognize aircraft fluid line identification
markings.
Not every crash results in fire. The responsibility of
the crash fire fighter does not end when fire fails to
occur. Serious actual and potential fire hazards may
have been created, which you must eliminate or
minimize without delay.
The greater the damage to the aircraft, the greater
the possibility of fuel spillage. A spark or a hot engine
part could ignite fuel vapors and set off a full-fledged
fire. You should take every precaution to guard against
accidental ignition. Personal laxity or unfamiliarity
with ordinary preventive measures could allow a
delayed fire to occur, which could endanger personnel.
FLAMMABLE, HAZARDOUS, AND FIRE
ACCELERATING MATERIALS
Accelerating materials carried on aircraft are of
major concern to the aircraft rescue and fire-fighting
crews. Aviation gasoline (AVGAS), jet fuels (JP-4,
JP-5, and JP-8), engine oils, oxygen systems, and
hydraulic fluids constitute problems in aircraft
fire-fighting. Some of these fuels have restrictions as to
where they can be used; for example, JP-4 is prohibited
aboard ship due to its flash point.
CAUTION
Under aircraft crash impact conditions
where fuel-air mixtures or mists are created, all
fuels are easily ignited.
Aviation Gasoline (AVGAS)
The flash point (by closed cup method at sea level)
of AVGAS is -50°F (-46°C). The rate of flame spread
has also been calculated to be between 700 and 800 feet
per minute.
FUEL TANKS
When an aircraft crashes, the impact usually
ruptures the fuel lines and fuel tanks. Ordinarily, all the
fuel is not liberated at once. There is a source of fuel
that is supplying the fire either from the rupture in the
tank or from the loosened and ruptured fuel lines in the
accessory section of the engine.
The control of the fire around the fuselage section
under these conditions presents a very complex
problem. The top portion of the tank is more void of
liquid than any other section of the tank. Because of the
restraining cushion of the liquid itself, the explosive
force will be directed upward instead of downward or
on a horizontal plane.
Fuel loads can vary from 30 gallons in small
aircraft to approximately 50,000 gallons in large jet
aircraft. Fuel tanks are installed in a variety of places
within the aircraft structural framework or as a built-in
part of the wing. Fuel tanks are often carried under the
floor area in the fuselage of helicopters. You should
refer to NATOPS U.S. Navy Aircraft Emergency Rescue
Information Manual, NAVAIR 00-80R-14-1, for the
exact location of fuel tanks on a particular aircraft.
Upon severe impact these tanks generally rupture and
result in fire. Many naval aircraft are provided with
external auxiliary fuel tanks located under the wings
and fuselages.
The aircraft manufacturers conducted a number of
tests on external aircraft fuels tanks in which they were
exposed to an enveloping fuel fire. These studies show
that there were no deflagrations. The tanks did melt or
rupture, releasing fuel onto the decks. The time to fuel
tank failure (release of fuel) was dependent on the
percent of fuel in the tank and ranged from 28 seconds
for a 10-percent load to 3 1/2 minutes for a 100-percent
load.
12-13
There is so little difference in the heat of
combustion of the various aircraft hydrocarbon fuels
that the severity after ignition would be of no
significance from the "fire safety" point of view. The
fire-fighting and control measures are the same for the
entire group of aviation hydrocarbon fuels.
OXYGEN SYSTEMS
Oxygen systems on aircraft can present hazardous
conditions to fire fighters during an emergency. Liquid
oxygen is a light blue liquid that flows like water and is
extremely cold. It boils into gaseous oxygen at -297°F
(-147°C) and has an expansion rate of approximately
860 to 1. Liquid oxygen is a strong oxidizer, and
although it is nonflammable, it vigorously supports
combustion.
GENERAL HAZARDS
During aircraft fire-fighting operations personnel
are constantly in harms way, from the actual
fire-fighting operations to the salvage and clean-up
operations. All components and material in or on the
aircraft are considered hazardous to personnel. The
following text discusses a few of the hazards that
personnel need to be familiar with.
Anti-icing Fluids
Anti-icing fluids are usually a mixture of about
85-percent alcohol and 15-percent glycerin. While not
as great as other aircraft hazards, you should remember
that alcohol used in aircraft anti-icing systems burns
with an almost invisible flame. The best method of
control is by dilution with water.
ordnance, refer to chapter 8 of this manual and
NATOPS, U.S. Navy Aircraft Firefighting and Rescue
Manual, NAVAIR 00-80R-14, chapter 2.
Flare Dispensers
The SUU-44/SUU-25 flare dispensers carry eight
Mk 45 or LUU-2 paraflares. When the flares are ejected
from the dispenser and the tray separates, they must be
considered fully armed. Once the tray separates from
the flare, it ignites a fuse on the Mk 45 flare, which will
fire within 5 to 30 seconds. The LUU-2 flare uses a
simple mechanical timer instead of an explosive fuse. If
ignited, the Mk 45 or LUU-2 candle should be
extinguished by inserting a water applicator tip into the
burning end of the candle, applying low-velocity fog.
The flare will normally extinguish in less than 30
seconds. If a fog applicator is not readily available, an
alternate method is to have a fully outfitted fire fighter
cut the shroud lines, pick up the flare by the cold end,
jettison it over the side, or remove it to a clear area if
ashore.
Batteries
Alkaline or nickel-cadmium batteries may get hot
from internal shorting or thermal runaway. The
overheated battery is hazardous to both aircraft and
personnel. When an overheated battery is detected, the
crash crew should open the battery compartment, check
for the following conditions, and take the action
indicated:
1. When flame is present, use available
extinguishing agent, such as Halon 1211 or CO2.
WARNING
Class A Combustibles
Class A combustibles in aircraft fires are best
extinguished with AFFF. When aircraft cockpit and
interior finish materials are burned or charred, they
produce toxic gases. These gases include carbon
monoxide, hydrogen chloride, and hydrogen cyanide.
Therefore, it is necessary that fire-fighting and rescue
personnel who enter an aircraft during a fire sequence
be equipped with a self-contained breathing apparatus.
Ordnance
Naval aircraft carry a wide variety of ordnance in
support of their assigned missions. For more
information on the characteristics and cook-off times of
Halon 1211 or CO2 is an acceptable
fire-extinguishing agent once a fire has
developed. CO2 must not be directed into a
battery compartment to effect cooling or to
displace explosive gases. Static electricity
generated by the discharge of the extinguisher
could explode hydrogen or oxygen gases trapped
in the battery compartment.
2. When the battery is emitting smoke, fumes, or
electrolyte in the absence of flame or fire, make sure the
battery switch in the cockpit is in the OFF position.
Remove the quick disconnect from the battery and, if
possible, move the battery clear of the aircraft. Use
water fog to lower the battery temperature.
12-14
occurs that involves any aircraft that contain
carbon-graphite fiber composites.
Any aircraft
incident involving fire on these types of aircraft must be
considered to have potential contamination hazards
until positively identified to the contrary.
WARNING
When approaching a battery that is in a
thermal runaway condition, aircraft rescue
fire-fighting personnel must work in teams of
two and must be attired in full protective
clothing, with extinguishing agent available for
instant use.
Composite Materials Reinforced with
Boron/Tungsten Fibers
COMPOSITE MATERIALS
The following text discusses the advantages and
disadvantages of using composite materials in aircraft
construction.
WARNING
Inhalation of composite fibers resulting
from aircraft fires and/or aircraft material
damage may be harmful to personnel.
Respiratory protection must be worn when
personnel are exposed to these potential hazards.
Composite Materials Reinforced with
Carbon/Graphite Fibers
Composite materials reinforced with boron fibers
also
provide
superior
stiffness,
a
high
strength-to-weight ratio, and ease of fabrication. This
material is being used in advanced aircraft, such as the
F-14, F-15, and F-16, to replace heavier metal
components. Unfortunately, boron fibers can be
released if their epoxy binder burns. Boron fibers pose
less of a problem to unprotected electrical equipment
than carbon or graphite fibers, because boron fibers are
much heavier and are less likely to become airborne.
Also, boron fibers are much less electrically
conductive. However, loose boron fibers are stiff and
sharp, and thus pose handling problems. The
extinguishing, containment, and cleanup practices for
boron fibers are the same as those previously outlined
for carbon or graphite fibers.
AIRCRAFT FIRE AND PERSONNEL
HAZARDS
Composite materials that are reinforced with
carbon/graphite fibers provide superior stiffness, a high
strength-to-weight ratio, and ease of fabrication. As a
result, this material is being used extensively in
advanced aircraft, such as the AV-8 Harrier, to replace
heavier metal components. Unfortunately, carbon or
graphite fibers can be released into the atmosphere if
their epoxy binder burns. Once free, these small
lightweight fibers can be transported up to several miles
by air currents and, because of their high electrical
conductivity,
can
damage
unprotected
electrical/electronic equipment.
Until such time as more information is known,
aircraft crash and fire-fighting units must attempt to
extinguish fires involving carbon-fiber-reinforced
composites as quickly as possible and to provide
maximum containment of the aircraft debris. The
containment and cleanup function is extremely
important and must be treated as a special hazard
prevention measure. Accordingly, the practices for
extinguishing, containment, and cleanup, as stated in
paragraph 6.7 of NATOPS, U.S. Navy Aircraft
Firefighting and Rescue Manual, NAVAIR 00-80R-14,
should be observed when an aircraft crash/fire incident
Not every crash results in fire. The responsibility of
the crash fire fighter does not end when fire fails to
occur. Serious actual and potential fire hazards may
have been created, which must be eliminated or
minimized without delay.
The greater the damage to the aircraft, the greater
the possibility of fuel spillage. A spark or a hot engine
part could ignite fuel vapors and set off a full-fledged
fire. You must take all precautions to prevent accidental
ignition. Personal laxity or unfamiliarity with ordinary
preventive measures can cause a delayed fire, which
could endanger personnel who would otherwise
survive a disaster.
Engine Accessory Section
The most common source of crash fires is the
engine compartment, particularly the accessory
section. Take steps to prevent ignition of fuel vapors by
hot exhaust stacks and collector rings. CO2 discharged
through the cooling flaps, air scoop, or inspection doors
is an effective precaution. CO2 will cause no damage to
the engine or its accessories.
12-15
Fuel Spills
CAUTION
When fighting a fire on an aircraft known to
have loaded guns aboard, stay out of the area
forward of the guns. If rockets or bombs are in
the aircraft, stay clear of them, keep low to the
deck, and keep the bombs or rockets cool with
water fog or fog foam until they are declared
safe.
Fuel spills can be caused by ruptured fuel lines.
These spills should be swept clear of the aircraft. Use
water streams and follow up with a layer of foam to halt
vaporization. An aircraft should NEVER be dragged or
moved unnecessarily. There is great danger that
friction will ignite the fuel.
Selector Valve
You should know the location of the fuel selector
valve on as many types of aircraft as possible. In
single-engine aircraft, this valve is usually found on the
lower left-hand side of the cockpit. In multiengine
aircraft, fuel selector valves for all engines are usually
found on one panel. Turn the valve to OFF. It is the
primary fuel cutoff valve. The valve is used to select
various fuel tanks. In the OFF position, the valve
completely separates the source of fuel from the engine.
Battery Switch
Turn the battery switch to OFF. This is the master
electrical switch. It is the source of all power to the
aircraft electrical system when the engine(s) are not
running. Memorize the location of battery switches so
you can turn the power off rapidly in emergencies.
Disconnect the battery, if possible, as detonators and
electrical recognition devices are connected ahead of
the master switch. Turning the switch off will not stop
the flow of current to these devices.
Ejection Seat
The ejection seat is not normally a fire hazard if fire
is not already present. The ejection seat should be
disarmed or made safe by qualified personnel. The
greatest danger from an ejection seat comes during
rescue operations when fire is present.
Hydraulic System
The hydraulic system of a crashed aircraft should
be considered a potential hazard. The loss of hydraulic
fluid/pressure could cause an unexpected movement of
the aircraft. The landing gear could collapse or brakes
could release, causing injury to personnel.
FLUID LINE IDENTIFICATION
Armament
Many different types of liquids and gases are
required for the operation of aircraft. These liquids and
gases are transmitted through many feet of tubing and
flexible hose. Both liquids and gases are called fluids,
and tubing and flexible hose are referred to as lines. The
term "fluid lines" is used in the following discussion.
Turn gun switches to OFF so there is no chance of
firing a gun accidentally. This is one of the first actions
taken by fire fighters to prevent fire at the crash scene.
Each fluid line in an aircraft is identified by bands
of paint or strips of tape around the line near each
fitting. These identifying markers are applied at least
VISUAL
IDENTIFICATION
MARKING
IDENTIFICATION
OF FUNCTION
CONTENTS
PRESSURE
HAZARD CODE
DIRECTION
OF FLOW
ANf1213
Figure 12-13.—Fluid line identification application.
12-16
once in each compartment. Various other information
is also applied to the lines.
In most instances, lines are marked by the use of
tape or decals. On lines 4 inches and larger in diameter,
steel tags may be used in place of tape or decals. On
lines in engine compartments, where there is a
possibility of tapes, decals, or tags being drawn into the
engine intake, paint is usually used.
Identification tape codes indicate the function,
contents, hazards, direction of flow, and pressure in the
fluid line. These tapes are applied according to
MIL-STD-1247. This Military Standard was issued to
standardize fluid line identification throughout the
Department of Defense. Figure 12-13 shows the
application of these tapes as specified by this standard.
The function of a line is identified by the use of a
tape. The tape is approximately 1-inch wide, where
words, colors, and geometric symbols are printed.
Functional identification markings, as shown in
MIL-STD-1247, are the subject of international
standardization agreement. The function of the line is
printed in English across the colored portion of the
tape. Three-fourths of the total width on the left side of
the tape has a code color. Non-English-speaking
people can troubleshoot or maintain the aircraft if they
know the color code.
The right-hand, one-fourth of the functional
identification tape contains a geometric symbol that is
different for every function. This symbol ensures that
all
technicians,
whether
colorblind
or
non-English-speaking will be able to identify the line
function. Figure 12-14 is a listing of functions and their
associated colors and identification markings as used
on tapes.
FUNCTION
COLOR
FUEL
RED
ROCKET OXIDIZER
GREEN, GRAY
ROCKET FUEL
RED, GRAY
WATER INJECTION
RED, GRAY, RED
LUBRICATION
YELLOW
HYDRAULIC
BLUE. YELLOW
SOLVENT
BLUE, BROWN
PNEUMATIC
ORANGE, BLUE
INSTRUMENT AIR
ORANGE, GRAY
COOLANT
BLUE
BREATHING OXYGEN
GREEN
AIR CONDITIONING
BROWN, GRAY
MONOPROPELLANT
YELLOW, ORANGE
FIRE PROTECTION
BROWN
DE-ICING
GRAY
ROCKET CATALYST
YELLOW, GREEN
COMPRESSED GAS
ORANGE
ELECTRICAL CONDUIT
BROWN, ORANGE
INERTING
ORANGE, GREEN
SYMBOL
ANf1214
Figure 12-14.—Functional identification tape data.
12-17
The identification of hazard tape shows the hazard
associated with the contents of the line. Tapes used to
show hazards are approximately 1/2-inch wide, with
the abbreviation of the hazard associated with the fluid
in the line printed across the tape. There are four
general classes of hazards found in connection with
fluid lines.
·
·
·
·
Q12-14. What is the preferred fire-fighting agent used
to cool an overheated battery in the absence
of flame or fire?
Q12-15. What is the purpose of functional identification tape?
AIRCRAFT FIRE-FIGHTING TACTICS
Flammable material (FLAM). The hazard
marking FLAM is used to identify all materials
known as flammables or combustibles.
Toxic and poisonous materials (TOXIC). A
line identified by the word TOXIC contains
materials that are extremely hazardous to life
or health.
Anesthetics and harmful materials (AAHM).
All materials that produce anesthetic vapors
and all liquid chemicals and compounds that
are hazardous to life and property.
Physically dangerous materials (PHDAN). A
line that carries material that is asphyxiating in
confined areas or is under a dangerous physical
state of pressure or temperature. For example,
the line shown in figure 12-13 is marked
PHDAN because the compressed air is under a
pressure of 3,000 psi.
Table 12-1.—Hazards Associated With Various Fluids and
Gases
CONTENT
Air (under pressure)
Alcohol
HAZARD
ACCESSORY SECTION, COMPRESSOR
COMPARTMENT, OR ENGINE
COMPARTMENT OF JET
FIXED-WING AND ROTARY-WING
AIRCRAFT
CAUTION
FLAM
When AFFF is used as the fire suppression
agent on an aircraft fire and the agent is directed
at or ingested into the engine or accessory
sections, the fire chief or senior fire official must
notify the maintenance officer of the unit
involved or, in the case of a transient aircraft, the
supporting facility.
PHDAN
Freon
PHDAN
Gaseous oxygen
PHDAN
Liquid nitrogen
PHDAN
Liquid oxygen
PHDAN
Nitrogen gas
Aircraft fire-fighting, crash, and rescue techniques
are well defined, but no two fire situations will be
identical. Success will continue to depend on training,
planning, leadership, and teamwork by both ship's
company and air wing personnel. Supervisory
personnel, fire parties, and squadron personnel should
take advantage of every opportunity to drill and acquire
knowledge of fixed and mobile fire-fighting equipment
available to them. All personnel should become
familiar with aircraft configuration, fuel load, weapons
load, and fire-fighting techniques of assigned aircraft.
The following text discusses procedures recommended
for training purposes.
PHDAN
Carbon dioxide
LPG (liquid petroleum gas)
LEARNING OBJECTIVE: Recognize the
various fire-fighting techniques based upon the
existing emergency conditions.
FLAM
PHDAN
Oils and greases
FLAM
JP-5
FLAM
Trichloroethylene
AAHM
Q12-13. What aviation jet fuel is prohibited for use
aboard ship due to its "flash point"?
Fires in the accessory section, compressor
compartment, or engine compartment of jet aircraft
result from fuel being introduced into the area between
the engine and fuselage, or between the engine and
nacelle on engines carried in pods that come into
contact with the heat generated by the engine. You
must be familiar with these areas to be able to properly
apply extinguishing agents. (For more information,
refer to NATOPS, U.S. Navy Aircraft Emergency
Rescue Information Manual, NAVAIR 00-80R-14-1.)
12-18
Halon 1211 or CO2 are the extinguishing agents
used on these fires. However, when a fire in an aircraft
cannot be extinguished with Halon 1211 or CO2, the
use of AFFF to prevent further damage outweighs the
disadvantages.
CAUTION
The source of this fire will probably be
burning titanium, and can be identified by the
sparking effect of this material when it is
burning. This fire is potentially destructive and
may possibly burn through the engine casing if
immediate fire suppression measures are not
taken.
Internal Engine Fires
Internal engine fires usually result when residual
fuel is dumped into the engine on shutdown. When
starting equipment and qualified starting personnel are
immediately available, these fires may be controlled by
windmilling the engine. If this procedure fails or if the
equipment and personnel are not available, an
extinguishing agent must be directed into the engine.
Halon 1211 or CO2 is the primary agent for internal
fires. Application of Halon 1211 or CO2 must be
accomplished at a distance so that the Halon 1211 or
CO2 enters the fire area in gaseous form.
CAUTION
a. Halon 1211 or CO2 may be introduced into
the engine intake, exhaust, or accessory section.
b. When the fire is under control, one fire
fighter in full protective clothing (hot suit) will open the
engine cowling. An AFFF hand line should be used to
provide fire protection to the fire fighter.
c. When the engine cowling is open, apply
AFFF to both sides of the engine casing to complete
extinguishing and provide additional cooling.
Electrical and Electronic Equipment Fires
When CO2 or Halon 1211 is expelled
directly into an engine, thermal shock may
result, causing engine damage. High bypass
turbofan engines require unique techniques to
extinguish engine core fires.
In combating electrical fires, you must secure the
source of electrical power. For combating class C fires,
Halon 1211 or CO2 is the primary agent, and should
have no adverse effect on electrical or electronic
components.
WARNING
Aircraft Engine Fires
Halon 1211 may be used in a small
electronics compartment to make the
atmosphere inert, provided fire fighters do not
enter the compartment, or enter it with a
self-contained breathing apparatus. Do NOT use
CO2 to make the atmosphere in an electronics
compartment inert, as it may produce a spark.
Use the following procedures for extinguishing
fires in high bypass turbofan engines:
1. Engine accessory section fire.
a. Halon 1211 or CO2 may be introduced into
the engine accessory section area through the access
doors located on the aircraft engine cowling.
b. When the fire is under control, one fire
fighter in full protective clothing (hot suit) will open the
engine cowling. An AFFF hand line should be used to
provide fire protection to the fire fighter.
NOTE: A screwdriver may be required to open the
engine cowling due to the restrictions of proximity
gloves.
2. Engine fire turbine section engine core. When
the engine is shutdown, apply Halon 1211 or CO2, and
if required AFFF, into the aircraft exhaust section only
until the fire is extinguished.
3. Engine fire in compressor section engine core.
TAILPIPE FIRES
When a fire occurs in the tailpipe of an aircraft
during shutdown, the aircraft engine should be started
by authorized personnel in order to attempt
extinguishing through exhaust pressures. If this
operation does not extinguish the fire, the following
should be performed by the crash crew.
1. Direct fire-extinguishing agents Halon 1211 or
CO2 into the tailpipe.
2. If fire is not extinguished by the above
methods, direct the stream of extinguisher agent into
the intake duct.
12-19
after the aircraft has come to a complete stop. See
figure 12-15.
WARNING
Do not stand directly in front of the intake
duct.
WHEEL ASSEMBLY FIRES
HOT BRAKES
The following types of fires and hazards may occur
around an aircraft wheel assembly:
During a normal or an emergency landing, the
landing gear is an item of considerable concern. With
the added weight and landing speeds of modern
aircraft, and because of the extreme braking required on
shorter runways, overheated brakes and wheels are a
common occurrence. You, as a fire fighter, must have a
thorough understanding of the hazards created by
overheated brakes, as well as the techniques and
equipment used with this type of emergency.
1. The heating of aircraft wheels and tires
presents a potential explosion hazard, which is greatly
increased when fire is present. The combination of
increased stress on the brake wheel assembly,
additional tire pressure, and the deterioration of
components by heat may cause an explosion. This
explosion is likely to propel pieces of the tire and/or
metal through the air at high speeds.
Overheated aircraft wheels and tires present a
potential explosion hazard because of built-up air
pressure in the tires, which is greatly increased when
fire is present. To avoid endangering the crews
needlessly, all nonessential personnel should evacuate
the area. The recommended procedure for cooling
overheated wheel, brake, and tire assemblies is to park
the aircraft in an isolated area and allow the assemblies
to cool in the surrounding air. Using cooling agents,
such as water, is not recommended unless absolutely
necessary due to increased hazards to personnel near
the overheated assembly. Most aircraft operating
manuals for propeller-driven aircraft recommend that
flight crews keep the propeller turning fast enough to
provide an ample cooling airflow. Most major jet,
propeller-driven, and turboprop aircraft now have
fusible plugs incorporated in the wheel rims. These
fusible plugs are designed to automatically deflate the
tires. (Failure of fusible plugs to function properly has
occurred.) Releasing the tire pressure reduces the
pressure on the wheel, and thus eliminates the
possibility of explosion.
2. Materials that may contribute to wheel
assembly fires are grease, hydraulic fluid, bearing
lubricants, and tire rubber.
a. Grease and bearing lubricant fires. When
ignited, wheel grease fires can be identified by long
flames around the wheel brake/axle assembly. These
fires are usually small and should be extinguished
quickly with Halon 1211 or water fog.
b. Rubber tires. Rubber from the tires may
ignite at temperatures from 500°F (260°C) to 600°F
(315°C) and can develop into an extremely hot and
destructive fire. Halon 1211 or water fog should be
used as early as possible to extinguish the fire.
Reignition may occur if the rubber sustains its
autoignition temperature or if the rubber is abraded and
the fire is deep-seated.
c. A broken hydraulic line may result in the
misting of petroleum-based fluids onto a damaged or
CAUTION
The use of CO2 for rapid cooling of a hot
brake or wheel assembly is extremely
dangerous. Explosive fracture may result
because of the rapid change in temperature.
When responding to a wheel fire or hot brakes as a
member of the emergency crew, you should approach
the wheel with extreme caution in a fore or aft direction,
never from the side in line with the axle. Peak
temperatures may not be reached until 15 to 20 minutes
Figure 12-15.—Danger zones and attack zones in combating
wheel fires. (Attack the fire from fore and aft—do not
attack from the side).
12-20
·
hot wheel assembly. Upon ignition, misting fluid will
accelerate a fire, resulting in rapid fire growth and
excessive damage to the aircraft if it is not extinguished
rapidly.
·
WARNING
A broken hydraulic line that causes misting
of petroleum-based fluids around an overheated
brake assembly can cause a potentially
dangerous and destructive fire. Intermittent
application of water fog should be used to
extinguish this type of wheel assembly fire.
Rapid cooling of a hot inflated aircraft
tire/wheel assembly presents an explosion
hazard. Therefore, fire-fighting personnel must
exercise good judgment and care to prevent
injuries. The vaporized products of hydraulic
fluid decomposition will cause severe irritation
to the eyes and respiratory tract.
·
·
·
·
·
Although Halon 1211 may extinguish
hydraulic fluid fires, reignition may occur
because this agent lacks an adequate cooling
effect.
In a fire, F-14, S-3, and C-5 aircraft with
beryllium brakes may produce irritating or
poisonous gases. These gases are toxic, and
they are respiratory and eye irritants.
Because heat is transferred from the brake to
the wheel, agent application should be
concentrated on the brake area. The primary
objective is to prevent the fire from spreading
upward into wheel wells, wing, and fuselage
areas.
Q12-16. Where should you direct the fire-fighting
agent for an internal engine fire?
The following safety information pertains to all
aspects of wheel assembly fire-fighting operations:
·
Positive-pressure, self-contained breathing
apparatus must be worn in fighting fires
associated with hydraulic systems.
Q12-17. What is the primary agent used to combat
class C electrical fires?
Rapid cooling may cause an explosive failure
of a wheel assembly.
Q12-18. What is the greatest hazard associated with
overheated aircraft wheels and tires?
When water fog is used on a wheel assembly
fire, an intermittent application of short bursts
(5 to 10 seconds) every 30 seconds should be
used.
Q12-19. In what direction should you approach an
aircraft with overheated brakes or a wheel
fire?
The effectiveness of Halon 1211 may be
severely reduced under extremely windy
conditions if the Halon cannot be maintained
on the fire source.
You must take protective measures to prevent
hydraulic fluid from coming into contact with
the eyes. Seek medical attention immediately
should the fluid come in contact with the eyes.
Q12-20. What are the four materials that usually
contribute to wheel assembly fires?
SUMMARY
In this chapter, you have learned about aircraft
crash, rescue, and fire-fighting techniques and
procedures. Fire chemistry, fire-fighting agents, and
equipment used in dealing with naval aircraft were also
covered.
12-21
(THIS PAGE IS INTENTIONALLY LEFT BLANK.)
12-22
ASSIGNMENT 12
Textbook Assignment: "Crash Rescue and Fire Fighting," chapter 12, pages 12-1 through 12-21.
12-7.
12-1.
What is the primary duty of a fire fighter?
1. To prevent fire from spreading
2. To save lives
3. To extinguish fire
4. To protect Navy equipment
12-2.
There are four elements in the process of fire.
The fourth element is a chemical reaction that
allows the fire to sustain itself and grow. Which
of the following terms describes this process?
1. Fire triangle
2. Fire cube
3. Fire tetrahedron
4. Fire matrix
12-3.
12-4.
12-5.
12-6.
1.
2.
3.
4.
12-8.
At what exposed temperatures will a portion of
fuel (or its vapors) spontaneously ignite?
1. 200°F
2. 300°F
3. 400°F
4. 500°F
12-9.
Class A
Class B
Class C
Class D
What class of fires is associated with electrically energized equipment?
1.
2.
3.
4.
What is the term used to describe the lowest
temperature at which vapors of a substance can
be ignited and continue to burn?
1. Fire point
2. Flash point
3. Ignition point
4. Spark point
What is the term used to describe the temperature at which a substance gives off enough
vapors to form an ignitable mixture in the air
near its surface?
1. Fire point
2. Flash point
3. Ignition point
4. Spark point
What class of fires occur with flammable liquid substances, such as gasoline, jet fuels,
paints, grease, and any petroleum-based
products?
Class A
Class B
Class C
Class D
What class of fires is associated with combustible metals, such as magnesium and titanium?
1.
2.
3.
4.
Class A
Class B
Class C
Class D
12-10. Water is most efficient when it absorbs enough
heat to raise its temperature to a boiling point,
and then changes to steam that carries away the
heat, which cools the surface temperature.
1. True
2. False
12-11. When proportioned with water, AFFF provides
which of the following fire-extinguishing
advantages?
What class of fires occur in combustible materials, such as bedding, mattresses, books, cloth,
and any matter that produces an ash?
1. Class A
2. Class B
3. Class C
4. Class D
12-23
1. An aqueous film is formed on the surface
of the fuel that prevents the escape of the
fuel vapors
2. The layer effectively excludes oxygen
from the fuel surface
3. The water content of the foam provides a
cooling effect
4. Each of the above
12-12. What is the primary fire-fighting agent used to
extinguish burning flammable or combustible
liquid spill fires?
1.
2.
3.
4.
Water
AFFF
PKP
Halon
12-19. Where are the AFFF sprinkler systems
installed in the hangar bay aboard ship?
1.
2.
3.
4.
12-20. Where are the flight deck AFFF fixed
fire-fighting system controls located?
12-13. By what means does CO2 extinguish a fire?
1. By cooling the fire below its ignition
temperature
2. By eliminating all heat
3. By diluting and displacing its oxygen
supply
4. By settling and blanketing the fire
12-14. By what means does Halon 1211 extinguish a
fire?
1. By cooling the fire below its ignition
temperature
2. By eliminating all heat
3. By settling and blanketing the fire
4. By inhibiting the chemical chain reaction
and decomposing upon contact with
flames
1.
2.
3.
4.
AFFF/Halon 1211
CO2/PKP
Water/AFFF
PKP/Halon 1211
12-16. What fire-fighting agent is used for combating
flammable liquid fires?
1.
2.
3.
4.
Water fog
AFFF
PKP
CO2
1.
2.
3.
4.
1.
2.
3.
4.
(a) 20 feet
(a) 35 feet
(a) 50 feet
(a) 75 feet
(b) 100 psi
(b) 225 psi
(b) 270 psi
(b) 340 psi
12-23. Fire hose pressure above 150 psi is hazardous
because excessive nozzle reaction force may
result in loss of nozzle control.
1. True
2. False
12-24. What is the purpose of the hard-rubber and
hardwood plugs contained in the aircraft tool
kit?
1/2 or 1 inch
1 1/2 or 2 1/2 inch
2 or 3 inch
2 1/2 or 3 1/2 inch
1.
2.
3.
4.
To seal ruptured fire hoses
To stop fuel tank leaks
To seal off aircraft intakes
To wedge open aircraft canopies
12-25. How does aluminized protective clothing
provide protection to fire fighters?
12-18. How many gallons of concentrated AFFF are
contained in a high-capacity AFFF station on
board ship?
1.
2.
3.
4.
100 psi pressure
200 psi pressure
300 psi pressure
400 psi pressure
12-22. What is (a) the length of Navy fire hoses and
(b) the maximum operating pressure?
12-17. What is the diameter of fire hoses used on
board naval ships?
1.
2.
3.
4.
Primary flight control (Pri-Fly)
Navigation bridge
Both 1 and 2 above
Flight deck control
12-21. Vari-nozzles are used on all AFFF and
saltwater hose lines. All nozzle gallonper-minute flow rates are based on what psi
pressure at the nozzle inlet?
12-15. What two fire-fighting agents are used in the
twin agent units on board flight and hangar
deck mobile fire-fighting equipment?
1.
2.
3.
4.
In the overhead
On the hangar deck
On each bulkhead
In each CONFLAG station
200 gallons
400 gallons
600 gallons
800 gallons
12-24
1. Because of its thermal lining
2. Because of a positive airflow valve that
cools the wearer
3. Due to its high percentage of reflectivity to
radiant heat
4. Because of its lightweight fabric construction and ease of mobility
12-26. How much heat protection is lost when the
gold-coated facepiece on the aluminized
proximity suit becomes worn, scratched, or
marred?
1.
2.
3.
4.
25 %
40 %
65 %
90 %
12-32. How are the brakes engaged on the P-25
shipboard fire-fighting vehicle?
1.
2.
3.
4.
12-33. The twinned agent unit (TAU-2H) is primarily
designed for extinguishing what class of fires?
12-27. The Oshkosh T-3000 crash and fire-fighting
truck has a water and AFFF capacity of what
total number of gallons?
1. 1,000 gallons of water and 220 gallons of
AFFF
2. 2,000 gallons of water and 310 gallons of
AFFF
3. 3,000 gallons of water and 420 gallons of
AFFF
4. 4,000 gallons of water and 510 gallons of
AFFF
12-28. Where is the water and AFFF mixed on the
P-4A aircraft fire-fighting vehicle before
discharge?
1.
2.
3.
4.
Mixed in venturi inductors
It is premixed in the holding tank
Mixed by the variable-stream roof turret
Mixed by the AFFF concentrate
centrifugal pumps
1.
2.
3.
4.
Two
Five
Four
Three
1.
2.
3.
4.
1.
2.
3.
4.
PKP, water, and CO2
Water, foam, and Halon 1211
Halon 1211, PKP, and water
CO2, Halon 1211, and foam
P-4A
P-19
P-25
T-3000
Because of its flash point
It cannot be mixed with other fuels
It contaminates the ships fuel systems
A fuel fire is difficult to extinguish
12-36. What is the calculated rate of flame spread for
aviation gasoline (AVGAS) and JP-4 jet fuel?
1.
2.
3.
4.
100 to 300 feet per minute
200 to 400 feet per minute
700 to 800 feet per minute
500 to 900 feet per minute
12-37. What is the lowest flash point of aircraft fuels
that is considered safe for use aboard naval
vessels?
12-31. Which of the following aircraft fire-fighting
vehicles are used aboard ship?
1.
2.
3.
4.
High-velocity tip
Aspirating tip
Duel orifice tip
Low-reaction discharge tip
12-35. For what reason is JP-4 jet fuel prohibited
aboard Navy ships?
12-30. What fire extinguishing agents are carried on
the P-19 fire-fighting truck?
1.
2.
3.
4.
Class A
Class B
Class C
Class D
12-34. The Halon nozzle on the twinned agent unit
(TAU-2H) is equipped with what type of tip?
12-29. The P-4A aircraft fire-fighting vehicle comes
equipped with what total number of 30-pound
PKP dry-chemical fire extinguishers?
1.
2.
3.
4.
Depress the clutch pedal
Release the accelerator
Apply the hydraulic cylinder lever
Disengage the transmission
1. 80°F
2. 110°F
3. 120°F
4. 140°F
12-38. The top portion of the fuel tank is more void of
liquid than any other section of the tank. In the
event of an explosion, the liquid itself provides
a restraining cushion, which will direct the
explosive force in what direction?
1.
2.
3.
4.
12-25
Upward
Downward
Horizontally
Diagonally
12-39. What color is liquid oxygen in an aircraft
oxygen system?
1.
2.
3.
4.
White
Light blue
Yellow
Light green
12-46. What advantage(s) does composite materials
reinforced with carbon/graphite fibers provide
in advanced aircraft construction?
1.
2.
3.
4.
12-40. At what temperature does liquid oxygen turn or
boil into gaseous oxygen?
12-47. In composite aircraft construction, boron fibers
pose less of a problem to unprotected electrical
equipment than carbon or graphite fibers.
1. 212°F
2. -32°F
3. -297°F
4. 121°F
12-41. What is the usual mixture of aircraft anti-icing
fluids?
1.
2.
3.
4.
90% alcohol and 10% glycerin
75% alcohol and 25% glycerin
45% alcohol and 55% glycerin
85% alcohol and 15% glycerin
12-42. What fire-extinguishing agent should be
applied to extinguish an ignited Mk 45 or
LLU-2 parachute flare?
1.
2.
3.
4.
CO2
AFFF
Water fog
PKP
12-44. What fire-extinguishing agent is used to lower
the temperature of an aircraft battery that is in a
thermal runaway condition when no flame or
fire is present?
1.
2.
3.
4.
12-48. What area of an aircraft is the most common
source of aircraft crash fires?
1.
2.
3.
4.
Engine compartment
Landing gear
Wing fuel tanks
Ordnance/stores
12-49. How are aircraft fluid lines identified?
1.
2.
3.
4.
By the diameter and length of the line
By the material it is made of
By etched markings in the center
By bands of paint or strips of tape around
the line
12-50. On aircraft fluid lines, steel tags can be used in
place of identification tape or decals on lines of
what diameter?
1.
2.
3.
4.
1 inch
2 inches
3 inches
4 inches or larger
12-51. What do identification tape codes indicate on
aircraft fluid lines?
CO2
AFFF
Water fog
PKP
1.
2.
3.
4.
12-45. Because of the potential hazards to personnel,
what additional protection is necessary for
personnel to combat composite fibers resulting
from an aircraft fire?
1.
2.
3.
4.
1. True
2. False
Halon 1211
AFFF
Low-velocity fog
PKP
12-43. What fire extinguishing agent should NOT be
directed into a battery compartment to effect
cooling or to displace explosive gases because
of the risk of explosion?
1.
2.
3.
4.
Superior stiffness
High strength-to-weight ratio
Ease of fabrication
All of the above
Function and contents
Hazards and direction of flow
Pressure in the fluid line
All of the above
12-52. How many general classes of hazards are found
in connection with fluid lines?
More fire party personnel
Respiratory protection
Additional proximity suit liner
Special eyewear
12-26
1.
2.
3.
4.
One
Two
Three
Four
12-53. What does the hazard code PHDAN indicate
on aircraft lines?
1.
2.
3.
4.
Potential electrical danger
Physically dangerous material
Anesthetics and harmful materials
Toxic and poisonous materials
IN ANSWERING QUESTIONS 12-54 AND 12-55,
REFER TO TABLE 12-1 IN THE TEXT.
12-54. What is the associated hazard code that
identifies alcohol?
1.
2.
3.
4.
Thermal shock
An explosion
Produce toxic fumes
Thermal runaway
12-60. In what area would you introduce fireextinguishing agents to put out a fire in the
engine accessory section area?
1.
2.
3.
4.
Access doors on the engine cowling
The engine intake
The engine exhaust section
The compressor section
12-61. How can burning titanium be identified?
1.
2.
3.
4.
FLAM
AAHM
PHDAN
TOXIC
12-56. The success of aircraft fire-fighting, crash, and
rescue techniques will continue to depend on
which of the following factors?
1.
2.
3.
4.
1.
2.
3.
4.
FLAM
AAHM
PHDAN
TOXIC
12-55. What is the associated hazard code that
identifies trichloroethylene?
1.
2.
3.
4.
12-59. When CO2 or Halon 1211 is expelled directly
into an engine that is hot or has an internal fire,
which of the following conditions could occur?
By the color of the smoke
By the smell produced
By the sparking effect of the material
By the large amount of ashes produced
12-62. When combating class C electrical fires, what
is the first thing you should do?
1.
2.
3.
4.
Training
Leadership
Teamwork
Each of the above
Charge all fire hoses to maximum pressure
Secure the source of electrical power
Post a fire security watch
Ensure a nonconductive rubber mat is
placed on the deck for personnel protection
12-57. What person must be informed when AFFF is
used as the fire suppression agent on an aircraft
fire and the agent is directed at or ingested into
the engine or accessory section?
12-63. CO2 should NOT be used to make the
atmosphere in an electronics compartment
inert for which of the following reasons?
1. The commanding officer
2. The senior fire official on board ship
3. The maintenance officer of the unit
involved
4. The squadron quality assurance officer
1. The possibility of suffocation
2. It may cause damage to the electrical
components
3. It may produce a spark
12-58. In addition to the use of fire-extinguishing
agents, what other method may be used to
control internal aircraft engine fires?
1.
2.
3.
4.
12-64. When a fire occurs in the tailpipe of an aircraft
during shutdown, the aircraft engine should be
started in order to attempt extinguishing
through exhaust pressures.
Installing the engine intake covers
Windmilling the engine
Turn the aircraft into the wind
Let the fire burn itself out
1. True
2. False
12-27
12-65. What is the recommended procedure for
cooling overheated wheel, brake, and tire assemblies?
1. Direct a steady stream of water at the assemblies
2. Apply water fog to cool the brakes
3. Discharge short burst of CO2 at the assemblies
4. Allow assemblies to cool in the surrounding air
12-66. What is the purpose of fusible plugs
incorporated in aircraft wheel rim assemblies?
1. Automatically deflates the tire
2. Reduces the pressure on the wheel
3. Eliminates the possibility of explosion
4. All of the above
12-67. When responding to a wheel fire or hot brakes,
in what direction should personnel approach
the wheel assembly?
1. In a fore or aft direction of the wheel
2. Side to side in line with the axle
3. Diagonally with the landing gear
4. Any direction is approved to fight the fire
12-68. Which of the following materials may contribute to wheel assembly fires?
1.
2.
3.
4.
Grease
Tire rubber
Hydraulic fluid
Each of the above
12-69. At what temperatures may aircraft tires ignite?
1.
2.
3.
4.
200°F to 400°F
500°F to 600°F
700°F to 800°F
900°F to 1000°F
12-70. What is the danger in combating wheel
assembly fires on aircraft with beryllium
brakes installed?
12-28
1. They may produce irritating or poisonous
gases
2. They burn out of control
3. The brake temperature cannot be measured
4. The heat is not transferred to the wheel
APPENDIX I
GLOSSARY
AMBIENT—Surrounding; adjacent to; next to. For
example, ambient conditions are physical conditions of the immediate area such as ambient temperature, ambient humidity, ambient pressure, etc.
ABOARD—In or on a ship, aircraft, or other means of
transportation.
ABORT—To cut short or break off an action,
operation, or procedure with an aircraft, guided
missile, or the like, especially because of
equipment failure; for example, to abort a mission.
ANGLE OF ATTACK—The angle at which a body,
such as an airfoil or fuselage, meets a flow or air.
ANTI-ICING—The prevention of ice formation upon
an aircraft's surface or engines.
ACCELERATION—A change in the velocity of a
body, or the rate of such change with respect to
speed or direction.
APRON—An area, ordinarily paved, for parking or
handling aircraft.
ACCESSORY—A part, subassembly, or assembly
designed for use in conjunction with or to
supplement another assembly or unit.
For
example, the fuel control is an accessory for a
turbojet engine.
ASCEND—To move or rise upward.
ASW—Antisubmarine warfare.
ATMOSPHERE—The body of air surrounding the
earth. The atmospheric pressure at sea level is 14.7
psi.
AERODYNAMICS—The science that deals with the
motion of air and other gaseous fluids and the
forces acting on bodies in motion relative to such
fluids.
ATTITUDE—The position or orientation of an
aircraft, either in motion or at rest, as determined
by the relationship between its axes and some
reference line or plane or some fixed system of
reference axes.
AFFF—An aqueous film-forming foam; also known as
light water.
AFT—Towards the rear of the ship, aircraft, or other
object.
AUTOMATIC PILOT—A device or system that
automatically controls the flight of an aircraft or
guided missile.
AILERON—A movable control surface or device.
One of pair located in or attached to the wings on
both sides of an aircraft. The primary purpose is to
control the aircraft laterally or in a roll by creating
unequal or opposing lifting forces on opposite sides
of the aircraft.
AVGAS—Aviation gasoline for reciprocating engines.
AVIONICS—Electronics as applied to aviation.
AXIS—An imaginary line that passes through a body,
about which the body rotates or may be assumed to
rotate. For example, the horizontal axis, the lateral
axis, and the longitudinal axis about which an
aircraft rotates.
AIMD—Avaition Intermediate Maintenance Department.
AIRFOIL—A structure or body, such as an aircraft
wing or propeller blade, designed to provide
lift/thrust when in motion relative to the
surrounding air.
BERNOULLI'S PRINCIPLE—If a fluid flowing
through a tube reaches a constriction, or narrowing
of the tube, the velocity of fluid flowing through the
construction increases and the pressure decreases.
AIRSPEED—The speed of an aircraft, missile, rocket,
or the like, relative to the air through which it flies.
CANTED DECK—The area of an aircraft carrier
flight deck that is at an angle to the center line of the
ship. The canted deck permits aircraft to be parked
out of the way of landing aircraft.
ALTIMETER—An instrument for measuring altitude.
It uses the change in atmospheric pressure with
altitude to indicate the approximate elevation
above a given point.
AI-1
FLASH POINT—The temperature at which a
substance, such as oil or fuel, will give off a vapor
that will flash or burn momentarily when ignited.
CANOPY—A covering; for example, a cockpit
canopy is a transparent covering for a cockpit.
CELSIUS—The temperature scale using the freezing
point as zero and the boiling point as 100, with 100
equal divisions between, called degrees. A reading
is usually written in the abbreviated form, for
example, 75 C. This scale was formerly known as
the Centigrade scale, but was renamed Celsius in
recognition of Andrew Celsius, the Swedish
astronomer who devised the scale.
FLIGHT CONTROL MECHANISM—The linkage
that connects the control(s) in the cockpit with the
flight control surface(s).
FORCE—The action of one body on another tending
to change the state of motion of a body acted upon.
Force is usually expressed in pounds.
FUSELAGE—The main or central structure of an
aircraft that carries the crew, passengers, or other
load.
COCKPIT—A compartment in the top of an aircraft
fuselage for the pilot and other crew members.
COWLING—A removable cover or housing placed
over or around an aircraft component or section,
especially an engine.
HORSEPOWER—A unit of power equal to the power
necessary to raise 33,000 pounds one foot in 1
minute.
DE-ICING—The breaking off or melting of ice from
aircraft surfaces, or fuel induction systems.
HUMIDITY—Moisture or water vapor in the air.
HYDRAULICS—The branch of mechanics that deals
with the action or use of liquids forced through
tubes and orifices under pressure to operate various
mechanics.
DENSITY—The weight per unit volume of a
substance.
DESCENT—Relative to an aircraft, to come down,
under control, from a higher to a lower altitude.
INERTIA—The tendency of a body at rest to remain at
rest, and a body in motion to continue to move at a
constant speed along a straight line, unless the body
is acted upon in either case by an unbalanced force.
DYE MARKER—A substance that, when placed in
water, spreads out and colors the water
immediately to make a spot readily visible from the
air.
JETTISON—To throw or dump overboard. For
example, to drop or eject fuel, tanks, or gear from
an aircraft to lighten the load for emergency action.
ELEVATOR—As applied to aircraft, a control surface,
usually hinged to a horizontal stabilizer, that is used
to control the aircraft about its lateral axis. As
applied to aircraft carriers, elevators are used to
move aircraft between the flight deck and hanger
deck.
LAG—The tendency of rotor blades to remain at rest
during acceleration.
LANDING GEAR—The components of an aircraft
that support and provide mobility foe the aircraft on
land, water, or other surfaces.
EMPENNAGE—The tail section of an aircraft,
including the stabilizing and control surfaces.
LAUNCH—To release or send forth. For example, to
launch aircraft from an aircraft carrier.
ENERGY—The ability or capacity to do work.
ETA—Estimated time of arrival.
LEAD—The tendency of rotor blades to remain in
motion during deceleration.
FACE CURTAIN—A sheet of heavy fabric, installed
above an ejection seat, that is pulled down to trigger
the ejection seat and to protect the pilot or crew
member's face against wind blast.
LEADING EDGE—The forward edge of an airfoil
that normally meets the air first.
LONGERON—A main structural member along the
length of an airplane body, to fuselage.
FAIRING—A part or structure that has a smooth,
streamlined outline, used to cover a nonstreamlined
object.
LONGITUDINAL—The lengthwise dimension; for
example, the longitudinal axis of an aircraft runs
lengthwise from the nose to the tail.
FLAP—The tendency of a blade to rise with high-lift
demands as it tries to screw itself upward into the
air.
MIM—Maintenance Instruction Manual.
AI-2
gases to predetermined
quantities, or weights.
MONOCOQUE—An aircraft structure in which the
stressed outer skin carries all or a major portion of
the torsional and bending stress.
levels,
pressures,
SLIPSTREAM—The stream of air driven backward
by a rotating propeller.
NACELLE—A streamlined structure, housing, or
compartment on an aircraft; for example a housing
for a engine.
SPECIFIC GRAVITY—The ratio of the weight of a
given volume of a substance to the weight of an
equal volume of some standard substance, such as
water.
NAMP—The Naval Aviation Maintenance Program.
NBC—Nuclear Biological Chemical.
STRUT—A type of supporting brace; a rigid member
or assembly that bears compression loads, tension
loads, or both, such as a landing gear to transmit the
load from the fuselage of the aircraft.
PITCH—The rotational movement of an aircraft about
its lateral axis.
PRESSURE—The amount of force distributed over
each unit of area. Pressure is expressed in pounds
per square inch (psi).
TAB—A small auxiliary airfoil set into the trailing
edge of an aircraft control surface and used to trim
or to move, or assist in moving, the larger surface.
PYLON—A structure or strut that supports an engine
pod, external tank, etc., on an aircraft.
TENSION—A force or pressure that exerts a pull or
resistance.
RADAR—A device that uses reflected radio waves for
the detection of objects.
THRUST—The forward-direction pushing or pulling
force developed by an aircraft engine or rocket
engine.
RADOME—A dome housing for a radar antenna on an
aircraft.
TORQUE—A turning or twisting force.
RAM AIR—Air forced into an air intake or duct by the
motion of the intake or duct through the air.
TRAILING EDGE—The aft edge of an airfoil. The
edge over which the airflow normally passes last.
RPM—Revolutions per minute.
VELOCITY—The rate of motion in a particular
direction.
RUDDER—An upright control surface that is
deflected to control yawing movement about the
vertical axis of an aircraft.
VISCOSITY—The internal resistance of a liquid that
tends to prevent it from flowing.
SELECTOR VALVE—A valve used to control the
flow of fluid to a particular mechanism, as in a
hydraulic system.
WAVE OFF—An act or instance of refusing an aircraft
permission to land in an approach, requiring
another attempt. Also, the signal given an aircraft
in such refusal.
SE—Support equipment. All of the equipment on the
ground needed to support aircraft in a state of
readiness for flight.
YAW—The rotational movement of an aircraft about
its vertical axis.
SERVICING—The refilling of an aircraft with
consumables such as fuel, oil, and compressed
AI-3
APPENDIX II
REFERENCES USED TO DEVELOP
THE NONRESIDENT TRAINING
COURSE
Although the following references were current when this course was
published, their continued currency cannot be assured. When consulting these
references, keep in mind that they may have been revised to reflect new
technology or revised methods, practices, or procedures. Therefore, you need to
ensure that you are studying the latest references.
Chapter 1
Basic Military Requirements, NAVEDTRA 12018, Naval Education and Training
Professional Development and Technology Center, Pensacola, Florida, September
1999.
United States Naval Aviation 1910-1995, Naval Historical Center, Department of the Navy,
Washington, D.C., 1997.
Manual of Navy Enlisted Manpower and Personnel Classification and Occupational
Standards, NAVPERS 18068-F, Department of the Navy, Bureau of Naval Personnel,
Washington, D.C., October 1998.
Chapter 2
Basic Military Requirements, NAVEDTRA 12018, Naval Education and Training
Professional Development and Technology Center, Pensacola, Florida, September
1999.
Naval Aviation Maintenance Program (NAMP), OPNAVINST 4790.2 series, Naval Air
Systems Command, Patuxent River, MD, February 1998.
Aviation Maintenance Ratings, NAVEDTRA 12017, Naval Education and Training
Professional Development and Technology Center, Pensacola, Florida, August 1997.
Chapter 3
United States Naval Aviation 1910-1995, Naval Historical Center, Department of the Navy,
Washington, D.C., 1997.
Fundamentals of Aviation and Space Technology, Institute of Aviation, University of Illinois,
Savoy, IL, 1974.
Chapter 4
Aviation Structural Mechanic (H & S) 3 & 2, NAVEDTRA 12338, Naval Education and
Training Program Management Support Activity, Pensacola, Florida, July 1993. *
General Manual for Structural Repair, NAVAIR 01-1A-1, Naval Air Technical Services
Facility, Philadelphia, PA, September 1991.
AII-1
Chapter 5
Aviation Structural Mechanic (H & S) 3 & 2, NAVEDTRA 12338, Naval Education and
Training Program Management Support Activity, Pensacola, Florida, July 1993. *
Chapter 6
Aviation Machinist’s Mate 3 & 2, NAVEDTRA 12300, Naval Education and Training
Program Management Support Activity, Pensacola, Florida, September 1991. *
Chapter 7
Aviation Electronics Technician 1 (Organizational), NAVEDTRA 12331, Naval Education
and Training Program Management Support Activity, Pensacola, Florida, June 1993. *
Chapter 8
Aviation Ordnanceman 3, 2, & 1, NAVEDTRA 12309, Naval Education and Training
Program Management Support Activity, Pensacola, Florida, April 1996. *
Chapter 9
Aviation Support Equipment Technician 3 & 2, Volumes 1 & 2, NAVEDTRA 12385, Naval
Education and Training Professional Development and Technology Center, Pensacola,
Florida, September 1998.
Naval Aviation Maintenance Program (NAMP), OPNAVINST 4790.2 series, Naval Air
Systems Command, Patuxent River, MD, February 1998.
Chapter 10
Aviation Boatswain's Mate H 3 & 2, NAVEDTRA 12368, Naval Education and Training
Program Management Support Activity, Pensacola, Florida, April 1994. *
Aviation Maintenance Ratings, NAVEDTRA 12017, Naval Education and Training
Professional Development and Technology Center, Pensacola, Florida, August 1997.
U.S. Navy Support Equipment Common, Basic Handling and Safety Manual, NAVAIR
00-80T-96, April 1996.
Aircraft Signals, NATOPS Manual, NAVAIR 00-80T-113, Naval Air Systems Command,
October 1997.
CV NATOPS Manual, NAVAIR 00-80T-105, Naval Air Systems Command, November 1995.
LHD/LHA/LPD NATOPS Manual, NAVAIR 00-80T-106, Naval Air Systems Command,
August 1994.
Chapter 11
Aircrew Survival Equipmentman 3 & 2, NAVEDTRA 10380, Naval Education and Training
Program Management Support Activity, Pensacola, Florida, March 1990. *
Naval Search and Rescue (SAR) Manual, Naval Warfare Publication (NWP 3-50.1), February
1996.
Aviation-Crew Systems, RESCUE and SURVIVAL EQUIPMENT, Technical Manual
NAVAIR 13-1-6.5, January 1998.
AII-2
Chapter 12
Aviation Boatswain's Mate H 3 & 2, NAVEDTRA 12368, Naval Education and Training
Program Management Support Activity, Pensacola, Florida, April 1994. *
Aircraft Fire-fighting and Rescue Manual, NATOPS, U.S. Navy, NAVAIR 00-80R-14, Naval
Sea Systems Command, 1994.
Surface Ship Fire-fighting, NSTM S9086-S3-STM-010/CH-555, Volume 1, Naval Sea
Systems Command, 1996.
__________________________
* Effective 01 October 1996, the Naval Education and Training Program Management
Support Activity (NETPMSA) became the Naval Education and Training Professional
Development and Technology Center (NETPDTC).
AII-3
APPENDIX III
ANSWERS TO EMBEDDED QUESTIONS
CHAPTERS 1 THROUGH 12
CHAPTER 1
A1-1. The mission and function of naval aviation is to support our naval forces and to
closely coordinate with other naval forces in maintaining command of the seas.
A1-2. The Navy purchased its first aircraft from Glenn Curtiss on 8 May 1911.
A1-3. Naval Aviator CDR Alan B. Shepard Jr.
A1-4. The band was lifted in 1993.
A1-5. The initial Machinist Mate (Aviation) rating came from the Machinist Mate rating.
A1-6. Major changes to the enlisted aviation structure took place in 1948.
A1-7. The Manual of Navy Enlisted Manpower and Personnel Classification and Occupational Standards.
A1-8. The Aviation Support Equipment Technician rating.
A1-9. Aviation service ratings are subdivisions of a general rating that require specialized training within that general rating.
A1-10. Your division training petty officer or the Education Services Office.
CHAPTER 2
A2-1. It provides direction in the assignment of duties.
A2-2. To provide service and support to the fleet.
A2-3. The commanding officer.
A2-4. The air operations department.
A2-5. Issuing all fuels and oils, issuing aircraft parts and support equipment, and operating the general mess.
A2-6. Organizational, intermediate, and depot.
A2-7. The basic concept of quality assurance (QA) is preventing defects.
A2-8. Production control and material control.
A2-9. The power plants division.
A2-10. A naval air facility (NAF) is smaller and is not equipped to handle large numbers
of aircraft?
A2-11. Carrier, patrol, composite, and noncombatant.
A2-12. Fighter, attack, strike/fighter, antisubmarine, and airborne early warning squadrons.
A2-13. Development, tactical, and training squadrons.
A2-14. Any type of aircraft that requires testing and evaluation.
A2-15. To provide long distance transfer of personnel and supplies.
AIII-1
A2-16. The commanding officer.
A2-17. The maintenance material control officer (MMCO).
A2-18. Administrative department, safety department, operations department, and maintenance department.
A2-19. Target, aircraft, avionics/armament, and line divisions.
A2-20. The commanding officer must be a naval aviator.
A2-21. Four divisions during peace time.
A2-22. The V-1 flight deck division.
A2-23. The V-4 aviation fuels division.
A2-24. The navigation department.
A2-25. The aircraft Intermediate Maintenance Department (AIMD).
A2-26. An admiral.
A2-27. The Chief of Naval Operations (CNO).
A2-28. A "yard" period is the time scheduled for periodic repair and refitting of an aircraft
carrier.
A2-29. Underway replenishment by supply ships, carrier onboard delivery aircraft, or by
vertical replenishment helicopter squadrons.
A2-30. 1962.
A2-31. Fighter.
A2-32. The aircraft has been modified four times.
A2-33. Bell-Boeing.
CHAPTER 3
A3-1. Newton's first law of motion, which describes an object's willingness to stay at rest
because of inertia.
A3-2. Newton's second law of motion, which describes the reason why, when equal force
is applied, a heavy object accelerates slower than a light object.
A3-3. If you inflate a balloon and then release it (without tying the neck), it will move opposite the direction of the escaping air (Newton's third law of motion).
A3-4. Bernoulli's principle states that "as fluid reaches a narrow or constricting part of a
tube, its speed increases and its pressure decreases."
A3-5. The flow of air is split.
A3-6. Lift is developed by the difference in air pressure on the upper and lower surfaces
of an airfoil. As long as there is less pressure on the upper surface than on the
lower surface, an aircraft will have lift.
A3-7. The four forces that affect flight are lift, weight, thrust, and drag.
A3-8. Roll, pitch, and yaw.
A3-9. (a) An airplane's angle of attack is changed by raising the nose.
(b) A helicopter's angle of attack is changed by increasing the pitch of the rotor
blades.
AIII-2
A3-10. The main difference between a helicopter and an airplane is the way lift is
achieved.
A3-11. A helicopter can hover.
CHAPTER 4
A4-1. Tension.
A4-2. Compression.
A4-3. Shear is a stress exerted when two pieces of fastened material tend to separate.
A4-4. Bending is a combination of tension and compression.
A4-5. Torsion is the result of a twisting force.
A4-6. Metallic or nonmetallic materials.
A4-7. Aluminum, magnesium, titanium, steel, and their alloys.
A4-8. Transparent plastics, reinforced plastics, and composite materials.
A4-9. Monocoque, semimonocoque, and reinforced shell.
A4-10. Points on the fuselage are located by station numbers, at measured distances.
A4-11. The spars are the main structural members of the wing.
A4-12. "Wet wing" describes the wing that is constructed so it can be used as a fuel cell.
A4-13. Vertical stabilizer and horizontal stabilizer.
A4-14. Primary, secondary, and auxiliary.
A4-15. The purpose of speed brakes is to keep the airspeed from building too high when the
aircraft dives and to slow the aircraft's speed before it lands.
A4-16. The tricycle type of landing gear.
A4-17. The main advantage of rotary-wing aircraft is that lift and control are independent
of forward speed; rotary-wing aircraft can fly forward, backward, sideways, or
hover above the ground.
A4-18. Conventional fixed (skid type), retractable, and nonretractable.
A4-19. The tail rotor group.
A4-20. The possibility of leakage and contamination by foreign matter.
A4-21. The selector valve directs the flow of fluid.
A4-22. The actuating unit converts the fluid pressure into useful work.
A4-23. Hydraulic contamination is defined as foreign material in the hydraulic system of
an aircraft.
A4-24. The two types of pneumatic systems are the storage bottle type and the type that has
its own air compressor.
CHAPTER 5
A5-1. By its specification number or trade name.
A5-2. The head, grip, and threads.
A5-3. Machine screw, structural screw, and self-tapping screw.
A5-4. Nonself-locking nuts.
AIII-3
A5-5. A washer guards against mechanical damage to the material being bolted and prevents corrosion of the structural members.
A5-6. Camloc, Airloc, and Dzus.
A5-7. Solid rivets and blind rivets.
A5-8. Countersunk head or flush rivets.
A5-9. Snap rings, turnbuckles, taper pins, flat head pins, and flexible connectors/clamps.
A5-10. Maintenance Instruction Manual (MIM).
A5-11. Safetying prevents aircraft hardware and fasteners from working loose due to vibration.
A5-12. The single-wire, double-twist method.
A5-13. Clip-locking method and wire-wrapping method.
A5-14. Stainless steel cotter pins.
A5-15. Plain, lock washers, and special washers.
CHAPTER 6
A6-1. The four types of jet propulsion engines are the rocket, ramjet, pulsejet, and gas
turbine engines.
A6-2. Burning fuel in a container that has an opening at one end causes the expanding
gases to rush out of the nozzle at a high velocity, which leaves an unbalanced
pressure at the other end. This pressure moves the container in the direction
opposite to that of the escaping gases.
A6-3. Newton's Third law, which states that "for every acting force there is an equal and
opposite reacting force."
A6-4. The ramjet is the simplest power plant that uses atmospheric air to support combustion.
A6-5. The pulsejet doesn't have a compressor or a turbine. It can't take off under its own
power.
A6-6. The four types of turbine engines are the turbojet, turboprop, turboshaft, and turbofan engines.
A6-7. Inlet duct, compressor, combustion chamber, turbine, and exhaust cone assembly.
A6-8. The power section, the torquemeter assembly, and the reduction gear assembly.
A6-9. Normally, helicopters have turboshaft engines.
A6-10. The major difference between a turboshaft and turbofan engine is the airflow.
A6-11. The heart of the gas turbine engine fuel system is the fuel control.
A6-12. Some of the engine operating variables that are sensed by modern fuel controls
include the following: pilots' demands, compressor inlet temperature, compressor
discharge pressure, burner pressure, compressor inlet pressure, rpm, and turbine
temperature.
A6-13. The main bearings and accessory drive gears.
A6-14. A scavenging system returns oil to the tank for reuse.
A6-15. The high-voltage system produces a double spark, which ionizes the gap between
the igniter plug electrodes so the high-energy, low-voltage component may follow.
AIII-4
In the low-voltage system, the spark is like the high-voltage system, but it has a
self-ionizing igniter plug.
A6-16. The accessory section of the gas turbine engine is usually mounted beneath the
compressor section.
A6-17. The Brayton cycle is a process that begins with certain conditions and ends with
those same conditions.
A6-18. ANA Bulletin No. 306M designation system and MIL-STD-1812 designation system.
A6-19. A special designation, such as experimental or restricted service.
A6-20. The type indicator, the manufacturer's indicator, and the model indicator.
A6-21. MIL-STD-1812 system.
A6-22. Before any maintenance turnups are conducted, personnel MUST install protective
screens for all ducts.
A6-23. The two most serious hazards that you face when working around engine exhausts
are high temperatures and high velocity of gases exiting tailpipes.
A6-24. When you work around jet engines, you should always wear protectors to avoid
hearing loss.
CHAPTER 7
A7-1. The generator and the battery.
A7-2. The generator.
A7-3. Acid burns and explosions.
A7-4. Internal shorting or thermal runaway.
A7-5. Flush the area with large quantities of fresh water and seek medical attention immediately.
A7-6. Flush the affected area with large quantities of fresh water. Neutralize with vinegar
or a 5-percent solution of acetic acid, and seek medical attention immediately.
A7-7. Ac generators or alternators.
A7-8. An ac electrical system.
A7-9. These power units furnish electrical power when engine-driven generators are not
operating or when external power is not available.
A7-10. The altimeter, the airspeed and Mach number indicator, and the rate-of-climb indicator.
A7-11. It displays the correct altitude of the aircraft.
A7-12. Its speed compared to the speed of sound in the surrounding medium (local speed).
A7-13. The relative position of the aircraft compared to the earth's horizon.
A7-14. It shows the correct execution of a turn and bank as well as the lateral attitude of
the aircraft in straight flight.
A7-15. The magnetic (standby) compass, the gyro compass, and the horizontal situation
indicator.
A7-16. The transmission of intelligible coded radio-frequency waves as Morse Code.
AIII-5
A7-17. The transmission of sound intelligence (voice, music, or tones) by continuous
radio-frequency waves.
A7-18. From 3,000 to 30,000 kilohertz.
A7-19. 100 to 400 megahertz.
A7-20. The Tactical Air Navigation System (TACAN).
A7-21. GPS provides highly accurate three-dimensional position, velocity, and time data
to suitably equipped aircraft anywhere on or near the earth.
A7-22. 24 satellites.
A7-23. A continuous carrier wave (CW) transmission.
A7-24. RAdio Detection And Ranging.
A7-25. Echo waves.
A7-26. 1100 feet per second.
A7-27. IFF (Identification Friend or Foe)
A7-28. Gather intelligence from enemy electronic devices and make them ineffective.
A7-29. To detect underwater sounds and transmit these sounds to aircraft.
A7-30. Magnetic Anomaly Detection (MAD).
CHAPTER 8
A8-1. Ejection seats, canopy ejection systems, aircraft bomb racks, and launchers.
A8-2. A chemical used to ignite combustible substances.
A8-3. Items that are NOT normally separated from the aircraft in flight.
A8-4. An explosive is a material that is capable of producing an explosion by its own
energy.
A8-5. High explosives and low explosives.
A8-6. The bursting effect prevents its use in ammunition and gun systems because the gas
pressure formed could burst the barrel of a weapon.
A8-7. Low explosives are solid combustible materials that decompose rapidly but do not
normally explode.
A8-8. Ordnance identification provides working and safety information, such as service/
nonservice ammunition, class of explosives, and color codes representing the
explosive hazards.
A8-9. Color codes identify the explosive hazards within the ordnance.
A8-10. Bomb body, suspending lugs, fuzing, and fin assemblies.
A8-11. Full scale and sub-caliber practice bombs.
A8-12. Antitank bomb cluster and antipersonnel/anti-material bomb cluster.
A8-13. The Mighty Mouse and the Zuni rockets.
A8-14. At least 100 miles.
A8-15. The Mach number is "the ratio of the speed of an object to the speed of sound in the
medium through which the object is moving."
A8-16. Subsonic, transonic, supersonic, and hypersonic.
AIII-6
A8-17. Yellow, brown, and blue.
A8-18. The Walleye guided weapon does not have a propulsion system.
A8-19. Torpedoes and air-laid mines.
A8-20. The M61A1, 20-mm automatic gun system.
A8-21. Pyrotechnics are burning items that produce a bright light for illumination.
A8-22. The Mk 124 Mod 0 Marine smoke and illumination signal and the Mk 79 Mod O
illumination signal kit.
A8-23. For marking day or night reference points to plot the course or enemy submarines.
A8-24. For long-burning, smoke and flame reference-point marking on the ocean surface.
A8-25. Aircraft canopy removal, seat ejection, seat ejection drogue chute, and parachute
openings.
A8-26. The AME rating.
A8-27. Miscellaneous cartridges.
A8-28. They suspend, arm, and release ordnance for accurate delivery of weapons against
the enemy.
A8-29. Bomb racks carry, arm, and release stores.
A8-30. Helicopters.
A8-31. They are used during tactical situations to give an aircraft added offensive and
defensive capabilities.
A8-32. The LAU-7/A guided missile launcher.
CHAPTER 9
A9-1. Aircraft handling equipment and servicing equipment.
A9-2. Aircraft servicing equipment, maintenance platforms, and armament handling
equipment.
A9-3. The A/S32A-31A tow tractor.
A9-4. The A/S32A-32 aircraft towing tractor.
A9-5. The A/S32A-36A crane.
A9-6. The A/S32P-25 vehicle.
A9-7. Aqueous Film-Forming Foam (AFFF) and Halon 1211.
A9-8. Public works department.
A9-9. The NC-2A MEPP.
A9-10. An electric motor.
A9-11. High voltage.
A9-12. Air and electrical power.
A9-13. High-volume air pressure, extreme exhaust temperatures, jet intake suction, and
high noise levels.
A9-14. Hydraulic systems.
A9-15. Six cylinders.
AIII-7
A9-16. Storage tank, transfer tank, control valves, and transfer lines.
A9-17. For cooling the interior of aircraft and electronic components for maintenance,
testing, or calibration for long periods of time.
A9-18. Aircraft tripod jacks.
A9-19. 600 pounds.
A9-20. It is used to inspect support equipment prior to its use.
A9-21. Two.
A9-22. The line division.
A9-23. 3 years.
A9-24. The commanding officer or his/her designated (in writing) representative.
A9-25. Anyone witnessing the misuse or abuse of support equipment.
A9-26. Naval Aviation Maintenance Program (NAMP), OPNAVINST 4790.2 (series).
CHAPTER 10
A10-1. 5 mph.
A10-2. Yellow and/or white.
A10-3. V-1 division.
A10-4. To find things, such as nuts, bolts, safety wire, and general trash, that could be
sucked into an aircraft's engine or blown about by exhaust that could cause
serious damage to the aircraft or cause personnel injury.
A10-5. The "foul line" or "safe parking line."
A10-6. To provide a means for arresting (stopping) aircraft in an emergency.
A10-7. The "emergency stop" signal.
A10-8. 50 to 100 feet.
A10-9. Adjustable chock assemblies.
A10-10. The maintenance instruction manual (MIM) for the specific aircraft.
A10-11. The Air Department.
A10-12. It is used to tow a variety of aircraft.
A10-13. All hands.
A10-14. No, the aircraft should not be manned.
A10-15. The line.
A10-16. Color coding distinguishes flight-line fire extinguishers from building fire equipment.
A10-17. It allows for shrinkage when the line becomes wet.
A10-18. To prevent rotor blade damage during gusty or turbulent wind conditions.
A10-19. Wave-off and hold.
A10-20. The LSE (Landing Signalman Enlisted).
A10-21. Amber.
AIII-8
A10-22. No, this should be avoided.
CHAPTER 11
A11-1. Protects personnel from a variety of hazards.
A11-2. The HGU–84/P series helmet.
A11-3. It compresses the body to prevent blood from pooling in the lower parts.
A11-4. The Navy Back (NB), Navy Chest (NC), and Navy Ejection System (NES).
A11-5. The parachute harness.
A11-6. The torso harness suit.
A11-7. It helps deploy the main parachute.
A11-8. Two, automatic and manual inflation.
A11-9. 29 pounds.
A11-10. Identifies occupational fields.
A11-11. Inside the Rigid Seat Survival Kit (RSSK).
A11-12. Four.
A11-13. 20-man life raft.
A11-14. Two, medical and general.
A11-15. Seven.
A11-16. The Mk 13 or Mk 124 Mod 0 Marine Smoke and Illumination Signal Flare.
A11-17. Search and Rescue.
A11-18. Hoist cable and double rescue hook.
A11-19. Three.
A11-20. Two.
CHAPTER 12
A12-1. Fuel (combustible matter), heat, oxygen and chemical reaction.
A12-2. The "fire point" of a substance is the lowest temperature at which its vapors can be
ignited and will continue to burn.
A12-3. The "flash point" of a substance is the temperature at which the substance gives off
enough vapors to form an ignitable mixture with an explosive range that is capable
of spreading a flame away from the source.
A12-4. Classes: A, B, C, and D.
A12-5. Water, AFFF, CO2, Halon 1211, and PKP.
A12-6. 1 1/2 or 2 1/2 inches.
A12-7. AFFF sprinkler systems are installed in the overhead on the hanger deck.
A12-8. A standard Navy fire hose comes in 50-foot lengths.
A12-9. Aluminized protective clothing.
A12-10. The Oshkosh T-3000, P-4A, P-19, and Twinned Agent Unit (TAUs).
A12-11. A/S32P-25 fire-fighting vehicle and Twinned Agent Unit TAU-2H.
AIII-9
A12-12. AFFF premixed solution and a dry chemical agent.
A12-13. JP-4 jet fuel.
A12-14. Use water fog to lower battery temperature.
A12-15. Identifies hazards associated with the contents of the line.
A12-16. Through the engine air intake.
A12-17. Halon 1211 or CO2.
A12-18. An explosion hazard.
A12-19. Fore and aft.
A12-20. Grease, hydraulic fluid, bearing lubricants, and tire rubber.
AIII-10
INDEX
A
Advancement and eligibility requirements, 1-15 to
1-17
Aerodynamics, physical laws affecting, 3-1 to 3-2
Aerographer's Mate (AG), 1-6
Air Traffic Controller (AC), 1-6 to 1-7
Aircraft aboard carriers, securing, 9-38 to 9-44
Aircraft avionics, 7-1 to 7-21
aircraft storage batteries, 7-1 to 7-2
battery safety precautions, 7-2
lead-acid battery, 7-2
alternating current (ac) systems, 7-3 to 7-13
airborne auxiliary power units (APU), 7-4
carrier aircraft electrical power
servicing system, 7-4 to 7-6
emergency electrical power, 7-3
emergency power generators, 7-3
engine instruments, 7-9 to 7-11
exhaust gas temperature indicator, 7-9 to
7-10
fuel quantity indicator, 7-10
tachometer, 7-10
turbine inlet temperature
indicator, 7-9
vertical scale indicator, 7-10 to 7-11
gyroscopes, 7-12 to 7-13
altitude indicator, 7-12 to 7-13
turn and bank indicator, 7-13
navigational instruments, 7-13
gyro compass, 7-13
horizontal situation indicator, 7-13
magnetic (standby) compass, 7-13
pitot-static system, 7-6 to 7-9
airspeed and mach number indicator, 7-8
altimeter, 7-8
rate of climb, 7-8 to 7-9
pressure indicating gauges, 7-9
fuel pressure indicator, 7-9
hydraulic pressure indicator, 7-9
oil pressure indicator, 7-9
antisubmarine warfare equipment (ASW),
7-20 to 7-21
magnetic anomaly detection (MAD),
7-20 to 7-21
sonobuoys, 7-20
communications and navigation equipment,
7-14 to 7-20
airborne communications equipment,
7-14 to 7-15
long-range communications, 7-14
short-range communications, 7-14
to 7-15
navigational equipment, 7-15 to 7-17
long-range navigation (loran), 7-15
navigational computers, 7-15 to
7-17
tactical air navigation system
(TACAN), 7-15
Aircraft avionics—Continued
radar, 7-17 to 7-20
applications of radar, 7-18 to 7-19
use in fire control, 7-18 to 7-19
use in tactical air control, 7-18
echo principles, 7-17 to 7-18
electronic countermeasures, 7-19 to 7-20
active, 7-20
passive, 7-19 to 7-20
identification friend or foe (1FF), 7-19
Aircraft basic construction, 4-1 to 4-22
aircraft hydraulic systems, 4-19 to 4-21
components of a basic system, 4-19 to 4-20
hydraulic contamination, 4-20 to 4-21
fixed-wing aircraft, 4-5 to 4-15
arresting gear, 4-13
catapult equipment, 4-13 to 4-15
flight control mechanisms, 4-11 to 4-12
flight control surfaces, 4-9 to 4-11
auxiliary group, 4-10 to 4-11
primary group, 4-9 to 4-10
secondary group, 4-10
fuselage, 4-5 to 4-7
landing gear, 4-12 to 4-13
stabilizers, 4-9
wings, 4-8 to 4-9
materials of construction, 4-4 to 4-5
metallic materials, 4-4
nonmetallic materials, 4-4 to 4-5
pneumatic systems, 4-21 to 4-22
rotary-wing aircraft, 4-15 to 4-19
fuselage, 4-16
landing gear group, 4-16
tail landing gear, 4-16
main rotor assembly, 4-17 to 4-18
rotor head, 4-17 to 4-18
rotary wing, 4-17
tail rotor group, 4-18 to 4-19
rotary rudder blades, 4-18 to 4-19
rotary rudder head, 4-18
pylon, 4-18
structural stress, 4-1 to 4-4
bending, 4-2
compression, 4-2
shear, 4-2
specific action of stresses, 4-2 to 4-4
tension, 4-1
torsion, 4-2
varying stress, 4-2
Aircraft carrier, organization of an, 2-11 to 2-16
air department, 2-14 to 2-15
aircraft intermediate maintenance department
(afloat), 2-16
carrier air wing, 2-12 to 2-14
dental department, 2-16
engineering department, 2-15
medical department, 2-16
navigation department, 2-15
INDEX-1
Aircraft carrier, organization of an—Continued
operations department, 2-14
supply department, 2-16
weapons department, 2-15
Aircraft handling, air station, 10-33
Aircraft hardware, 5-1 to 5-22
aircraft electrical system hardware, 5-14 to 5-16
bonding, 5-16
connectors, 5-15
terminals, 5-15 to 5-16
wire and cable, 5-15
miscellaneous fasteners, 5-12 to 5-14
flat head pins, 5-13
flexible connectors/clamps, 5-14
snap rings, 5-12
taper pins, 5-13
turnbuckles, 5-12
rivets, 5-10 to 5-12
blind rivets, 5-11
rivnuts, 5-12
solid rivets, 5-11
brazier head rivets, 5-11
countersunk head rivets, 5-11
flat head rivets, 5-11
round head rivets, 5-11
universal head rivets, 5-11
safety methods, 5-16 to 5-21
cotter pins, 5-21
general safety wiring rules, 5-19 to 5-21
safety wiring, 5-16 to 5-19
electrical connectors, 5-18
nuts, bolts and screws, 5-16 to 5-18
oil caps, drain cocks and valves, 5-18
turnbuckles, 5-18 to 5-19
threaded fasteners, 5-1 to 5-7
aircraft bolts, 5-1 to 5-3
installation of nuts and bolts, 5-7
application of torque, 5-7
safetying of nuts and bolts, 5-7
nuts, 5-5 to 5-7
nonself-locking nuts, 5-5
self-locking nuts, 5-5 to 5-7
screws, 5-3 to 5-4
machine screws, 5-4
self-tapping screws, 5-4
setscrews, 5-4
structural screws, 5-4
turnlock fasteners, 5-7 to 5-10
Airloc fasteners, 5-9 to 5-10
Camloc fasteners, 5-9
Dzus fasteners, 5-10
washers, 5-21 to 5-22
lock washers, 5-22
plain washers, 5-22
special washers, 5-22
star lock washers, 5-22
tab lock washers, 5-22
Aircraft ordnance, 8-1 to 8-30
aircraft weapons and ammunition, 8-3 to 8-10
20-mm automatic aircraft guns, 8-18
airborne rockets, 8-11
aircraft bomb-type ammunition, 8-3
Aircraft ordnance—Continued
air launched guided missiles, 8-11
Advanced Medium Range Air-to-Air
Missile (AMRAAM), 8-17
Harpoon, 8-14
High-Speed Antiradiation Missile
(HARM), 8-17
Maverick, 8-16
Penguin, 8-17
Phoenix, 8-15
Sidewinder, 8-15
Sparrow III, 8-14
Walleye guided weapon, 8-17
Mk 80 (series) general-purpose bombs, 8-5
Cluster Bomb Units (CBUs)
antitank bomb cluster and
antipersonnel/antimaterial bomb
cluster
laser guided bombs, 8-9
practice bombs, 8-6 to 8-8
full-scale practice bombs, 8-6
subcaliber practice bombs, 8-6
bomb body, 8-6
suspending lugs, 8-6
fuzing, 8-6
pyrotechnics, 8-19 to 8-22
LUU-2 aircraft parachute flare, 8-21
Mk 124 Mod 0 marine smoke and
illumination signal, 8-20
Mk 25 marine location marker, 8-22
Mk 58 Mod 1 marine location marker,
8-22
Mk 79 Mod 0 illumination signal kit,
8-21
underwater weapons, 8-18
aircraft laid mines, 8-18
torpedoes, 8-18
aircraft weapons suspension and releasing
equipment, 8-24 to 8-30
aircraft rocket launchers, 8-29
bomb ejector racks, 8-25
bomb racks, 8-25
bomb shackles, 8-27
dispensers and ejectors, 8-31
AN/ALE-29A countermeasures
chaff dispensing set, 8-28
SUU-25F/A flare dispenser, 8-27
guided missile launchers, 8-28
LAU-7/A guided missile launcher,
8-29
LAU-92/A guided missile launcher,
8-29
cartridges and cartridge-actuated devices
(CADs), 8-22 to 8-24
impulse and delay cartridges, 8-23
CCU-45/B impulse cartridge
Mk 19 Mod 0 impulse cartridge,
8-24
miscellaneous cartridges, 8-24
Mk 97 Mod 0 impulse cartridge,
8-24
INDEX-2
Aircraft ordnance—Continued
Mk 1 Mod 3 impulse cartridge,
8-24
aircraft fire-extinguisher cartridge,
8-24
personnel escape device cartridges, 8-24
fundamentals of explosives, the, 8-2 to 8-3
high and low explosives, 8-2 to 8-3
identification and marking of ordnance,
8-3
general terminology and definitions, 8-1 to
8-2
Aircraft power plants, 6-1 to 6-19
engine identification, 6-16 to 6-19
ANA Bulletin No. 306M designation system,
6-16 to 6-18
manufacturer's symbol, 6-16
model numbers, 6-16 to 6-17
special designations, 6-17 to 6-18
type symbols, 6-16
MIL-STD-1812 designation system, 6-18
manufacturer's symbol, 6-18
model indicator, 6-18
type indicator, 6-18
power plant safety precautions, 6-19
engine noise, 6-19
exhaust area, 6-19
intake ducts, 6-19
principles of operation, 6-1 to 6-16
Brayton cycle, the, 6-15 to 6-16
component controls, systems, and sections,
6-12 to 6-15
accessory section, 6-15
fuel control, 6-12 to 6-13
ignition system, 6-13 to 6-15
lubrication system, 6-13
jet propulsion engines, 6-1 to 6-12
gas turbine engines, 6-5 to 6-12
pulsejet engines, 6-4 to 6-5
ramjet engines, 6-2 to 6-4
rocket engines, 6-1 to 6-2
Aircrew survival equipment, 11-1 to 11-25
flight clothing, 11-1 to 11-5
antiexposure coverall, 11-4
anti-g coveralls, 11-3
flight boots, 11-1
flight coveralls (cold weather), 11-1
flight coveralls (summer weight), 11-1
flight gloves, 11-2
helmet, 10-2 to 10-3
cloth helmet assembly, the (cranial
protector), 10-3
HGU-68(V)/P helmet, 11-2
HGU-84/P helmet, 11-3
life preservers, 11-9 to 11-12
flight deck inflatable life preserver, 11-12
life preserver passenger (LPP), 11-9
flotation assembly, 11-10
inflation assembly, 11-10
pouch and belt assembly, 11-10
storage container, 11-10
survival items, 11-10
Aircraft survival equipment—Continued
toggle assembly, 11-10
life preserver unit (LPU), 11-11
casing assembly, 11-12
flotation assembly, 11-11
survival item pouches, 11-19 to 11-21
multiplace life rafts, 11-14 to11-17
seven-man life raft, the, 11-16
twenty-man life raft, the, 11-16
one-man life raft, 11-13
one-man life raft container, 11-13
survival items, 11-14 to11-17
parachutes, 11-5 to 11-8
NES parachute, 11-5
parachute handling and care, 11-8
parachute harnesses, 11-6
canopy, 11-7
integrated torso harness suit, the,
11-6
parachute container, 11-6
pilot chute, 11-8
suspension lines, 11-7
personal survival equipment, 11-17
survival radios and beacons, 11-21
survival vest 11-18
distress marker light (strobe), 11-21
individual survival kit, 11-18
Mk-13 Mod 0 marine smoke and
illumination signal, 11-20
Mk 79 Mod 0 illumination signal
kit, 11-19
MK-124 Mod 0 marine smoke and
illumination signal, 11-21
service pistol, 11-18
sheath knife, 11-18
signaling mirror, 11-18
water bottle, 11-20
rescue, 11-21 to 11-25
rescue equipment, 11-21
forest penetrator, 11-23
gated D-ring, 11-6
helicopter rescue strap, 11-22
hoisting cable and rescue hook
assembly, 11-21
medivac litter, 11-23
rescue net, 11-23
survivors rescue strop, 11-22
sea resuce, 11-24
Aircrew Survival Equipmentman, (PR), 1-8
Airfield danger areas, standard markings for, 11-25
Airfoil, the 3-2 to 3-3
Airman duties, 1-13
Airman rate, history of the, 1-5
Aviation Antisubmarine Warfare Systems
Operator (AW), 1-8
Aviation Boatswain's Mate, Aircraft Handling (ABH),
1-9
Aviation Boatswain's Mate, Fuels (ABF), 1-9
Aviation Electrician's Mate (AE), 1-9
Aviation Electronics Technician (AT) O&I, 1-9
Aviation Machinist's Mate (AD), 1-10
Aviation Maintenance Administrationman, (AZ), 1-10
INDEX-3
Aviation Ordnanceman (AO), 1-10
Aviation ratings, 1-6
aviation general ratings, 1-6
aviation service ratings, 1-6
Aviation Storekeeper (AK), 1-10 to 1-11
Aviation Structural Mechanic (AM), 1-11 to 1-12
Aviation Structural Mechanic, Hydraulics (AMH),
1-11
Aviation Structural Mechanic, Structures (AMS),
1-11 to 1-12
Aviation Support Equipment Technician (AS), 1-12
B
Batteries, aircraft storage, 7-1 to 7-2
battery safety precautions, 7-2
battery (lead-acid), 7-1
battery (nickel-cadmium), 7-1
Boeing-Vertol Sea Knight, H-46
Bolts, aircraft, 5-1 to 5-3
Bomb, body, 8-6
Bomb, fin assemblies, 8-6
Bomb, fuzing, 8-6
Bomb, suspending lugs, 8-6
Bomb ejector rack, 8-25 to 8-26
Bomb rack, 8-25 to 8-26
Bomb shackles, 8-27
Bomb-type ammunition, aircraft, 8-3
Bombs, Mk 80 (series) general-purpose, 8-5
Bombs, personnel and material, 8-9
Bombs, practice, 8-6
full-scale practice bombs, 8-6
subcaliber practice bombs, 8-6
Boots, flight, 11-1
Brayton cycle, the, 6-15 to 6-16
B-2 maintenance platform, 9-17
B-4 maintenance platform, 9-18
C
CADs (cartridges and cartridge-actuated devices),
8-24
Career planning, 1-17
Carrier divisions, 2-16 to 2-17
Cartridges miscellaneous, 8-24
Catapult launching, 9-37 to 9-38
Chain of command, naval aviation, 2-1
Chemicals, dry, 11-16 to 11-17
Cloth helmet assembly, the (cranial protector), 10-3
CO2 fire extinguisher, 11-15 to 11-16
Communications and navigation equipment, 7-13
Computers, navigation, 7-15 to 7-17
Cotter pins, 5-21
Coverall, antiexposure, 11-1
Coveralls, anti-g, 11-3
Cranes, crash and salvage, 9-4
Cranes, maintenance, 9-7
Crash rescue and fire fighting, 12-1 to 12-21
classes of fire, 12-2 to 12-3
class A, 12-2
class B, 12-3
class C, 12-3
Crash rescue and fire fighting—Continued
class D, 12-3
chemistry of fire, 12-1 to 12-2
extinguishing agents, 12-3 to 12-4
carbon dioxide, 12-3 to 12-4
chemical foam (AFFF), 12-3
chemical/mechanical foam (protein
type), 12-3
dry chemical (PKP), 12-4
Halon 1211, 12-4
water, 12-3
fire-fighting equipment, 12-6
aircraft fire-fighting and rescue trucks, 12-6
to 12-12
firemain system aboard ship, 12-4 to 12-6
mobile maintenance cranes, 9-7
Oshkosh T-3000 fire-fighting truck, 12-9
P-4A truck, 12-9 to12-10
P-19 truck, 12-10
P-25 truck 12-10 to 12-11
protective clothing, 12-8
tools, 12-7
fire-fighting techniques, 12-18 to 12-21
aircraft fire hazards, 12-18 to 12-21
armament, 12-16
battery switch, 12-16
engine accessory section, 12-15
ejection seat, 12-16
fuel spills, 12-16
hydraulic system, 12-16
selector valve, 12-16
ordnance stores, 12-14
CO2 fire extinguisher, 12-3 to 12-4
dry chemicals, 12-4
vehicle-mounted twin agent unit, 12-11
to 12-12
wheel fires, 12-20 to 12-21
fluid line identification, 12-16
line safety precautions, 10-1 to 10-50
color and marking of equipment, 12-2
hot brakes, 12-20
seat-ejection mechanisms and
power-operated canopies, 12-16
operating vehicles on airfields, 10-1
driver/operator training, 9-19
safety precautions, 10-1
standard markings for airfield danger areas,
10-48 to 10-50
safety precautions, 12-13
types and identifying characteristics of
various fuels, 12-13
Crash and salvage equipment, 9-4
A/S32A-35A (CVCC) aircraft crash and salvage
crane, 9-4
A/S32A-36A (CVCC) aircraft crash and salvage
crane, 9-4
D
Designations, guided missile and rocket, 8-12
Dispensers and ejectors, 8-27
Directing taxiing aircraft, 10-6
INDEX-4
Grumman Hawkeye, E-2, 2-21
Grumman Prowler, EA-6, 2-21
Grumman Tomcat, F-14, 2-20
Guided missile and rocket designations, 8-12
Guided missile launchers, 8-28
Guided missiles, air-launched, 8-11
Advanced Medium Range Air-to-Air Missile
(AMRAAM), 8-17
Harpoon, 8-14
High-Speed Antiradiation Missile (HARM), 8-17
Maverick, 8-16
Penguin, 8-17
Phoenix, 8-15
Sidewinder, 8-15
Sparrow III, 8-14
Walleye guided weapon, 8-17
Guns, 20-mm automatic aircraft, 8-18
Gyro compass, 7-13
Gyroscopes, 7-12 to 7-13
E
Echo principles, 7-17 to 7-18
Electrical power, emergency, 7-3
Electrical system hardware, aircraft, 5-14 to 5-16
Electronic countermeasures, 7-19 to 7-20
Emergency recovery equipment, 10-8
Engine identification, 6-16 to 6-19
Engine instruments, 7-9 to 7-1 1
Equipment color and marking of, 10-2
Equipment, types of, 9-1 to 9-20
handling equipment, 9-1 to 9-5
servicing equipment, 9-8
Exhaust gas temperature indicator, 7-9 to 7-10
Explosives, high and low, 8-2
Explosives, the fundamentals of, 8-2
Extinguishing agents, 11-2 to 11-4
carbon dioxide, 12-3
chemical foam (AFFF), 12-3
chemical/mechnaical foam (protein type), 12-3
dry chemical (PKP), 12-4
Halon 12-11, 12-4
water, 12-3
H
F
Fasteners, threaded, 5-1 to 5-7
Fire, chemistry of, 12-1
Fire hazards, aircraft, 12-13
Fire-extinguisher cartridge, aircraft, 8-24
Fire-fighting and rescue trucks, aircraft, 12-10
Fire fighting equipment, 12-5 to 12-12
Fire fighting techniques, 12-13 to 12-19
Firemain system aboard ship, 12-5 to 12-6
Fixed wing aircraft, 3-6, 4-5 to 4-15
Flat head pins 5-13
Flexible connectors/clamps, 5-14
Flight clothing, 10-1 to 10-6
Flight coveralls (intermediate weight), 10-2
Flight coveralls (summer weight), 10-2
Flight, forces affecting, 3-3 to 3-4
drag, 3-4
lift, 3-4
thrust, 3-4
weight, 3-4
Flotation assembly, 10-12
Fluid line identification, 12-16
Forest penetrator, 11-23
Forklift truck, 9-8
Fuel pressure indicator, 7-9
Fuel quantity indicator, 7-10
Fuels, types and identifying characteristics of various,
12-13
G
Gas turbine enclosure, 9-5
Gas turbine engines, 6-5 to 6-12
Gated D-ring, 11-6
Global positioning system (GPS), 7-15
Glossary, AI-1 to AI-4
Gloves, flight, 11-2
Hand signals, 10-10 to 10-25 and 10-37 to 10-47
HARM (High-Speed Antiradiation Missile), 8-17
Helicopter handling, 10-35
Helicopter rescue strap, 11-22
Helmet(s), 11-2 to 11-3
Horizontal situation indicator, 7-13
Hydraulic jacks, 9-17
Hydraulic pressure indicator, 7-9
Hydraulic systems, aircraft, 4-19 to 4-21
Hydraulic portable power supply, 9-12
I
IFF (identification friend or foe), 7-19
Illumination devices, aircraft-launched, 8-21
Illumination devices, hand-held, 8-20
Impulse and delay cartridges, 8-25 to 8-26
J
Jet propulsion engines, 6-1 to 6-12
gas turbine engines, 6-5 to 6-12
pulsejet engines, 6-4 to 6-5
ramjet engines, 6-2 to 6-4
rocket engines, 6-1 to 6-2
L
Landing gear, fixed-wing aircraft, 4-12 to 4-13
Landing gear group, rotary-wing aircraft, 4-16
Laser guided bombs, 8-9
Leadership, 1-17
Life preserver, flight deck inflatable, 11-12
Life preserver passenger (LPP), 11-9
Life preserver unit (LPU), 11-11
Life rafts, 11-16 to 11-20
multiplace life rafts, 11-14
one-man life raft, 11-113
Lockheed Orion, P-3, 2-21
INDEX-5
Lockheed Viking, S-3, 2-21
Loran (long-range navigation), 7-15
M
MAD (magnetic anomaly detection), 7-20 to 7-21
Magnetic (standby) compass, 7-13
Maintenance requirements, 9-18
Maintenance platforms, 9-17 to 9-18
McDonnell-Douglas Harrier II, AV-8, 2-21
McDonnell-Douglas Hornet, F/A-18, 2-19
Metallic materials, 4-4
Mines, aircraft laid, 8-10
Mk 62, influence-actuated, bottom
Mk 63, influence-actuated, bottom
Mk 64, influence-actuated, bottom
Mk 65, quickstrike
Mission and history of naval aviation, 1-1 to 1-17
advancement and eligibility requirements, 1-15 to
1-17
advancement advantages, 1-16 to 1-17
career planning, 1-17
consider your aptitudes, 1-17
learn about the rating, 1-17
military and professional requirements, 1-15
to 1-16
sources of information, 1-16
training manuals, 1-16
studying for advancement, 1-16
airman duties, 1-13
assignments, 1-13
aviation ratings, 1-6
aviation general ratings, 1-6
aviation service ratings, 1-6
description of aviation ratings, 1-6 to 1-12
Aerographer's Mate (AG), 1-6
Air Traffic Controller (AC), 1-6 to 1-7
Aircrew Survival Equipmentman (PR), 1-8
Aviation Antisubmarine Warfare Systems
Operator (AW), 1-8
Aviation Boatswain's Mate (AB), 1-8 to 1-9
Aviation Boatswain's Mate, Aircraft
Handling (ABH), 1-9
Aviation Boatswain's Mate, Fuels
(ABF), 1-9
Aviation Electrician's Mate (AE), 1-9
Aviation Electronics Technician (AT), O&I
1-9
Aviation Machinist's Mate (AD), 1-10
Aviation Maintenance Administrationman
(AZ), 1-10
Aviation Ordnanceman (AO), 1-10
Aviation Storekeeper (AK), 1-10 to 1-11
Aviation Structural Mechanic (AM),
1-11 to 1-12
Aviation Structural Mechanic,
Hydraulics (AMH), 1-11
Aviation Structural Mechanic,
Safety Equipment (AME), 1-11
Aviation Structural Mechanic,
Structures (AMS), 1-11 to 1-12
Mission and history of naval aviation—Continued
Aviation Support Equipment Technician
(AS), 1-12
Photographer's Mate (PH), 1-12
history of naval aviation, 1-2 to 1-5
historic events of naval aviation, 1-2 to
1-4
major naval aviation battles, 1-4 to 1-5
history of the airman rate, 1-5
leadership, 1-17
Navy schools, 1-14
Navy training courses, 1-15
training, 1-13 to 1-14
Motion, laws of, 3-1 to 3-2
Newton's first law of motion, 3-1
Newton's second law of motion, 3-1
Newton's third law of motion, 3-2
Multiengine aircraft handling, 10-34
N
Naval air facility, 2-7
Naval air station (NAS) organization, 2-2 to 2-7
administration department, 2-3
air operations department, 2-4
aircraft intermediate maintenance department
(AIMD), 2-5 to 2-7
comptroller department, 2-3 to 2-4
consolidated civilian personnel office, 2-4
dental department, 2-4
medical department, 2-4
public works department, 2-4
security department, 2-4
supply department, 2-4
weapons department, 2-4
Naval aviation depots, 2-7
Naval aviation, history of, 1-2 to 1-5
historic events of naval aviation, 1-2 to 1-4
major naval aviation battles, 1-4 to 1-5
Naval aviation, the mission of, 1-1 to 1-2
Navigational instruments, 7-13
NES parachute, 11-5
Nitrogen service unit (NAN-4), 9-14
Nonmetallic materials, 4-4
Nuts, 5-5 to 5-7
nonself-locking nuts, 5-5
self-locking nuts, 5-5 to 5-7
Nuts and bolts, installation of, 5-7
O
Oil pressure indicator, 7-9
Ordnance, aircraft, 8-1 to 8-30
Ordnance, identification and marking of, 8-12
Organization of naval aviation, 2-1 to 2-22
designation and types of naval aircraft, 2-17 to
2-22
naval aviation chain of command, 2-1
naval aviation establishments, 2-2 to 2-17
carrier divisions, 2-16 to 2-17
naval air facility, 2-7
INDEX-6
Organization of naval aviation—Continued
naval air station (NAS) organization, 2-2 to
2-7
administration department, 2-3
air operations department, 2-4
aircraft intermediate maintenance
department (AIMD), 2-5 to 2-7
comptroller department, 2-3 to 2-4
consolidated civilian personnel office,
2-4
dental department, 2-4
medical department, 2-4
public works department, 2-4
security department, 2-4
supply department, 2-4
weapons department, 2-4
naval aviation depots, 2-7
organization of a squadron, 2-8 to 2-11
aircraft squadron departments, 2-9 to
2-10
commanding officer (CO), 2-8
executive officer (XO), 2-8 to 2-9
maintenance administration, 2-11
maintenance/material control officer,
2-10
maintenance officer, 2-10
quality assurance/analysis, 2-11
types of divisions, 2-11
organization of an aircraft carrier, 2-1l to
2-16
air department, 2-14 to 2-15
aircraft intermediate maintenance
department (afloat), 2-16
carrier air wing, 2-12 to 2-14
dental department, 2-16
engineering department, 2-15
medical department, 2-16
navigation department, 2-15
operations department, 2-14
supply department, 2-16
weapons department, 2-15
types of squadrons, 2-7 to 2-8
carrier squadrons, 2-7 to 2-8
composite squadrons, 2-8
noncombatant squadrons, 2-8
patrol squadrons, 2-8
typical carrier schedule, 2-17
Oxygen servicing unit, 9-14
P
Parachute container, 11-6
Parachute handling and care, 11-8
Parachute harnesses, 11-6
Parachutes, 11-5 to 11-8
Personnel escape device cartridges, 8-22
Photographer's Mate (PH), 1-12
Pilot chute, 11-8
Pitot-static system, 7-6 to 7-9
airspeed and mach number indicator, 7-8
altimeter, 7-8
rate of climb, 7-8 to 7-9
Plane-handling crews, 10-2
Pneumatic systems, 4-21 to 4-22
Pouch and belt assembly, 11-10
Power generators, emergency, 7-3
Principles of flight, 3-1 to 3-8
airfoil, the, 3-2 to 3-3
airflow around an airfoil, 3-3
airfoil terminology, 3-2
fixed-wing and rotary-wing aircraft, 2-17
fixed-wing aircraft, 2-17 to 2-21
rotary-wing aircraft (helicopters), 2-21 to
2-22
directional control, 3-7
hovering, 3-7
lift, 3-6 to 3-7
torque reaction, 3-8
forces affecting flight, 3-3 to 3-4
drag, 3-4
lift, 3-4
thrust, 3-4
weight, 3-4
physical laws affecting aerodynamics, 3-1 to 3-2
Bernoulle's principle, 3-2
laws of motion, 3-i to 3-2
Newton's first law of motion, 3-1
Newton's second law of motion, 3-1
Newton's third law of motion, 3-2
rotational axes, 3-4 to 3-6
lateral axis, 3-4
longitudinal axis, 3-4
vertical axis, 3-4 to 3-6
Protective clothing, 12-8
Pulsejet engines, 6-4 to 6-5
Pyrotechnics, 8-19 to 8-22
R
Radar, 7-17 to 7-20
Radios and beacons, survival, 11-21
Ramjet engines, 6-2 to 6-4
References, AII-1 to AII-3
Rescue, sea, 11-21 to 11-25
Rescue equipment, 11-21
Rivets, blind, 5-11
Rivets, solid, 5-11
brazier head rivets, 5-11
countersunk head rivets, 5-11
flat head rivets, 5-l1
round head rivets, 5-11
universal head rivets, 5-11
Rivnuts, 5-12
Rocket engines, 6-i to 6-2
Rocket launchers, aircraft, 8-29
Rockets, airborne, 8-11
Rotary-wing aircraft (helicopters), 2-20 to 2-22
Rotational axes, 3-4 to 3-6
lateral axis, 3-4
longitudinal axis, 3-4
vertical axis, 3-4 to 3-6
Rotor head, 4-17 to 4-18
INDEX-7
S
Safety precautions, line, 10-48
Safety precautions, power plant, 6-19
Schedule, typical carrier, 2-17
Schools, Navy, 1-14
Screws, 5-3 to 5-4
self-tapping screws, 5-4
setscrews, 5-4
structural screws, 5-4
Seat-ejection mechanisms and power-operated
canopies, 8-22
Shipboard fire-fighting vehicle, A/S32P-25, 9-5
Sikorsky Sea King, H-3, 2-21
Sikorsky Sea Hawk, H-60, 2-22
Sikorsky Super Stallion, H-53, 2-22
Snap rings, 5-12
Sonobuoys, 7-20
Spotting aircraft, 10-8
Squadron, organization of a, 2-8 to 2-11
aircraft squadron departments, 2-9 to 2-10
commanding officer (CO), 2-8
executive officer (XO), 2-8 to 2-9
maintenance administration, 2-1l
maintenance/material control officer, 2-10
maintenance officer, 2-10
quality assurance analysis, 2-l1
types of divisions, 2-11
Squadrons, types of, 2-7 to 2-8
carrier squadrons, 2-7 to 2-8
composite squadrons, 2-8
patrol squadrons, 2-8
Standard Antiradiation Missile (ARM), 8-19
Structural stress, 4-i to 4-4
bending, 4-2
compression, 4-2
shear, 4-2
tension, 4-1
torsion, 4-2
varying stress, 4-2
Support equipment, hazards of, 10-1 to 10-2
Support equipment ,9-1 to 9-20
aircraft handling, 10-1
air station aircraft handling, 10-33
catapult launching, 10-3
aircraft towing, 10-31
recovery, 10-7
general safety precautions for handling
aircraft aboard carriers, 10-32
helicopter handling, 10-35
helicopter tie-down and securing
procedures, 10-35
multiengine aircraft handling 10-34
aircraft fittings, 10-47
securing aircraft ashore, 10-26
securing aircraft aboard carriers, 10-26
aircraft-handling accessories, 10-29
cold weather procedures, 10-28
heavy weather procedures, 10-28
normal weather conditions, 10-27
spotting aircraft, 10-8
air operations aboard a carrier, 10-2
landing procedure, 10-7
Support equipment—Continued
launching procedure, 10-3
plane-handling crews, 10-2
aircraft handling accessories, 10-29
aircraft handling equipment, 9-1
A/S 32A-30 aircraft support equipment
towing tractor, 9-1
A/S 32A-30A tow tractor, 9-1
A/S 32A-31 tow tractor, 9-2
A/S 32A-32 tow tractor, 9-2
A/S32A-37 tow tractor, 9-3
A/S32A-42 tow tractor, 9-3
A/S32A-35A (CVCC) aircraft crash and
salvage crane, 9-4
A/S32A-36A (CVCC) aircraft crash and
salvage crane, 9-4
hazards of SE, 10-1 to 10-2
maintenance requirements, 9-18
periodic maintenance, 9-18
preoperational maintenance, 9-19
qualifications for operating SE,
9-19
operating equipment around aircraft,
10-33
servicing equipment, 9-8
A/M47A-4 jet aircraft start unit,
9-11
A/S47A-1 jet aircraft start unit,
9-12
A/M27T-5 hydraulic portable
power supply, 9-12
A/M27T-7 hydraulic portable
power supply, 9-12
A/M 26U-4 (NAN-4) nitrogen
servicing unit, 9-14
A/M32C-17 air-conditioner, 9-15
A/M32C-21 air-conditioner, 9-17
A/U26U-1 oxygen servicing unit,
9-14
gas turbine enclosure, 9-12
hydraulic jacks, 9-17
MMG-1A mobile electric power
plant, 9-11
NC-2A mobile electric power plant,
9-9
NC-8A mobile electric power plant,
9-10
NC-10C mobile electric power
plant,
9-10
TMU 70/M oxygen storage tank,
9-15
Survival equipment, personal, 11-17 to 11-21
T
TACAN (tactical air navigation system), 7-15
Tachometer, 7-10
Tail rotor group, 4-18 to 4-19
pylon, 4-18
rotary rudder blades, 4-18 to 4-19
rotary rudder head, 4-18
INDEX-8
Taper pins, 5-13
Terminology and definitions, 8-1 to 8-2
Torpedoes, 8-20
Tractors, 9-1
Training, 1-13 to 1-14
Training courses, Navy, 1-15
Training, driver/operator, 9-19
Turbine inlet temperature indicator, 7-9
Turn and bank indicator, 7-12 to 7-13
Turnbuckles, 5-12
Turnlock fasteners, 5-7 to 5-10
Airlock fasteners, 5-9 to 5-10
Camloc fasteners, 5-9
Dzus fasteners, 5-10
U
Underwater weapons, 8-18
V
Vertical axis, 3-4
Vertical scale indicator, 7-10 to 7-1 1
W
Walleye guided weapon, 8-17
Washers, 5-21 to 5-22
lock washers, 5-22
plain washers, 5-22
special washers, 5-22
star lock washers, 5-22
tab lock washers, 5-22
Weapons and ammunition, aircraft, 8-1 to 8-30
Wiring rules, general safety, 5-19 to 5-21
INDEX-9
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