Firefighting, Crew Entrapment, Shipboard Firfighting, and Administration

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ED 082 021 CE 000 297

TITE Aviation Boatswain's Mate H1 and C. NAVPERS 10303-B. Rate Training Manual. INSTITUTION Bureau of Naval Personnel, Washington, D.C. REPORT NO NAVPERS-10303-B PUB DATE 71 NOTE 119p.; Revised edition AVAILABLE FROM superintendent of Documents, U.S. Government Printing Office, Washington, D.C. 20402 (Stock Number 0500-094-3110)

EDRS PRICE MF-$0.65 HC-$6.58 DESCRIPTORS *Aviation Technology; Equipment; *Job Training; *Manuals; *Military Personnel; *Military Training; *Seamen; Skilled Occupations; Vocational Education IDENTIFIERS *Aviation Boatswain's Mate

ABSTRACT A guide for advancement of Navy personnel in the Aviation Boatswain's Mate H (ABH) rating is provided in this self-study training manual. The chapters outline the qualifications and responsibilities of Aviation Boatswains involved in aircraft handling equipment, aircraft handling, aircraft crashes, firefighting, crew entrapment, shipboard firfighting, and administration. There are extensive diagrams, drawings, and photographs. (KP)

r" U.S DEPARTMENT OF HEALTH EDUCATION & WELFARE NATIONAL INSTITUTE OF EDUCATION THIS DOCUMENT HAS BEEN REPRO DJCED EXACTLY AS RECEIVED FROM THE PERSON OR ORGANIZATION ORIGIN ATING IT POINTS OF VIEW 02 OPINIONS STATED DO NOT NECESSARILY REPRE SENT OFF ICI AL NA.TIONAL INSTITUTE OF EDUCATION POSITION OR POLICY

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

TILMED FROM BEST AVAILABLE COPY PREFACE

This Navy Rate Training Manual is one of a series of training manuals prepared especially for men of the Navy studying for advancement in the Aviation Boatswain's Mate H (ABH) rating. This manual was designed to be a self-study manual. The predominant factor in the selection of the contents of this training manual has been the 1969 revision of the Manual of Qualifications for Advancement, NavPers 18068 (Series), as it relates to the ABH rating at the first class and chief petty officer levels. Aviation Boatswain's Mate H 1 & C was prepared by the Navy Train- ing Puolications Center, Millington, Tennessee, for the Bureau of Naval Personnel.Credit for technical assistance is given to the Aviation Boatswain's Mate School, Lakehurst, New Jersey, the Naval Aviation Integrated Logistic Support Center, Patuxent River, Maryland, and the Naval Air Systems Command.

1971 Edition

Stock Ordering No. 0500-094-3110

1 THE UNITED STATESNAVY.

GUARDIAN OF OUR COUNTRY The United States Navy is responside for maintaining control of the sea and is a ready force on watch at home and overseas, capable of strong action to preserve the peace or of instant offensive action to win in war. It is upon the maintenanc, of this control that our country's glorious future depends; the United State: Navy exists to mal e it so.

WE SERVE WITH HONOR Tradition, valor, and victory are the Navy's heritage from the past. To these may be added dedication, discipline, and vigilance as the watchwords of the present and the future. At home or on distant stations we serve with pride, confident in the respect of our country, our shipmates, and our families. Our responsibilities sober us; our adversities strengthen us. Service to God and Country is our special privilege. We serve with honor.

THE FUTURE OF THE NAVY The Navy will always employ new weapons, new techniques, and greater power to protect and defend the United States on the sea, under the sea, and in the air. Now and in the future, control of the sea gives the United States her greatest advantage for the maintenance of peace and for victory in war. Mobility, surprise, dispersal, and offensive power are the keynotes of the new Navy.The roots of the Navy lie in a strong belief in the future, in continued dedication to our tasks, and in reflection on our heritage from the past. Never have our opportunities and our responsibilities been greater.

ii CONTENTS

CHAPTER Page

1.Aviation Boatswain's Mate H rating 1

2.Aircraft handling equipment 12

3.Aircraft handling 34

4.Aircraft crashes, firefighting, and crew entrapment 50

5.Shipboard firefighting 83

6.Administration 3 91

INDEX 111 READING LIST

USAFI TEXTS

United States Armed Forces Institute (USAFI) courses for additional reading and study are available through your Educational Services Offi- cer.* The following courses are recommended: D 700 General Aeronautics E 275 General Science I E 276 General Science II *"Miembers of the United States Armed Forces Reserve components, when on active duty, are eligible to enroll for USAFI courses, services, and materials if the orders calling them to active duty specify a period of 120 days or more."

iv CHAPTER 1 AVIATION BOATSWAIN'S MATE H RATING

The requirements for advancement are many. Subdivisions of certain general ratings are Experience has proved that one requirement identified as SERVICE RATINGS. These serv- for advancement is study.This is essential if iceratingsidentify areas ofspecializa' the petty officer is to keep up with a rapidly within the scope of a general rating.Service changing Navy. Study relates to those efforts ratings are established in those general ratings necessary to acquire ,related knowledge from in which specialization is essential for efficient both the written word and from the practical utilization of personnel. Although service rat- aspects of a job. For the ABH the knowledge ings can exist at any petty officer level, they required for advancement is acquired from the are most COMMOr at the P03 and P02 levels. study of training manuals and other publica- Both Regular Navy and Naval Reserve person- tions, and from on-the-job training and practi- nel may hold service ratings. cal experience. This Rate Training Madual is designed te: ABH RATING aid the ABH2 in preparing for advancement Lo The ABH rating is a service rating and is ABH1 and the ABH1 in preparing for ABHC, included in Navy Occupational Group IX (Avia- based primarily on the professional require- tion).The general rating, . AB, applies at the ments or qualifications for ABH1 and ABHC. as E-8 and E-9 levels. (See fig. 1-1). contained in the Manual of Qualifications for. The Manual of Qualifications for Advance- Advancement, NavPers 18068 (Series).For ment, NavPers 18068 (Series), states that ABH's examination purposes, this manual should be are responsible for the movement and spotting studied in conjunction with ABH 3 & 2, NavPers of aircraft,- both ashore and afloat; operate and 10300-B since some material on the examina- service ground handling and hoisting equipment; tion for advLucement may be thoroughly ex- and perform aircraft crash rescue firefighting, plained in that publication and not repeated in crash removal, and damage control duties. this manual.In preparation for examination, ABH's also supervise the securing of aircraft Military Requirements for Petty Officer 1 & C, and equipment and perform duties in connection NavPers 10057-B, which covers the military with launching and recovery of aircraft. requirements forall seniorpettyofficers, The ABH1 must be qualified to supervise should also be studied. and conduct inventories and maintain custody records, prepare equipment failure reports, ENLISTED RATING STRUCTURE direct flight deck damage control parties, and know the procedures and equipment needed for The present enlisted rating structure in- jettisoning aircraft and equipment. cludes two types of ratings:general ratings In addition to'the above listed requirements and service ratings. for ABH1, the ABHC must inspect work areas, GENERAL RATINGS are designed to provide tools, and equipment to detect potentially haz- paths of advancement and career development. ardous and unsafe conditions and take correc- A general rating identifies a broad Occupational tive action, and screen defective components field of related duties and functions requiring for feasibility of repair. similar aptitudes and qualifications.General Along with th,-; necessary tours of se"._ duty, ratings provide theprimary. means used to a wide variety of assignments ashore is avail- identify billet requirements and personnel qual- able to the ABH. In addition to air station ifications. Some general ratings include serv- assignments which usually entail a billet in air ice ratings; others do not. Both Regular Navy terminal duties or crash-rescue duties,the and Naval Reserve personnel may hold general ABH1 and ABHC are eligible for assignment to ratings. instructor duty. AVIATION BOATSWAIN'S MATE H 1 & C

LDO /// / / / / //1// WARRANT cwo . cwo CWO OFF ICZR W-2 W-3 W-4 W-1 ; I ABC M E - 9 1.1 r

APPRENTICE 1 E -2

WARRANT OFFICER INPUT ZONE RECRUIT E- I LDO INPUT ZONE AB.: Figure 1-1.Paths of advancement. Some of the instructor billets available to assignment to instructor duty is contained in ABH's are as follows: the Enlisted Transfer Manual, NavPers 15909 1. Aviation Boatswain's Mate School, NATTU, series. Lakehurst, New Jersey. Chief Aviation Boatswain's Mates are eligi- 2. Aviation Familiarization School, NATTC, ble for assignment to duty with the Navy Train- Memphis, Tennessee. ing Publications Center (NTPC), NAS Memphis, Instructor billets are normally filled on a Millington, Tennessee, as Technical Writers. voluntary basis. Detailed information concerning CPO's assigned to NTPC assist in, the preparation

2 Chapter 1 AVIATION BOATSWAIN'S MATE H RATING and revision of Rate Training Manuals for the for bystrengthinothers. Criticalself- Group IX (Aviation) ratings. evaluation will enable you to realize the traits Chief Aviation Boatswain's Mates are also in which you are strong, and to capitalize on eligible for assignment to duty with the Naval them. At the same time, you must constae-ly Examining Center, Great Lakes, Illinois, as strive to improve on the traits in which you are Item Writers. CPO's assigned to the Examin- weak. ing t:enter assist in the preparation of Navy- Your success as a leader will be decided, wide advancement examinations forenlisted for the most part, by your achievements in personnel. inspiring others to learn and perform. This is There are also a number of special pro- best accomplished by personal example. grams and projects to which enlisted personnel may be assigned. For a listing of special pro- ADVANCEMENT grams and projects, reference should be made to the Enlisted Transfer Manual.Others are By this time, you are probably well aware of also announced from time to time in BuPers the personal advantages of advancementhigher Notices. pay, greater prestige, more interesting and Personnel may indicatetheir desirefor challenging work, and the satisfaction of getting assignment to a specific program or project by ahead in your chosen career. By this time, indicating it in the "remarks" block of their also, you have probably discovered that one of Rotation Data Card. the most enduring rewards of advancement is As a petty officer, you are already aware of the training you acquire in the process of pre- the importance of the ABH rating to naval avia- paring for advancement. tion.Naval aviation depends upon the ABH The Navy also profits by ynur advancement. rating for the efficient operation of its aircraft Highly trained personn 1 are essential to the carriers. Thus, the ABH's job involves great functioning of the Navy. By advancement, you responsibilities, and from the lowest level up, increase your value to the Navy in two ways: he must possess greater technical skills than First, you become more valuable as a technical ever before. specialist, and thus make far-reaching contri- When advanced to ABH1 or ABHC, even butions to the entire Navy; and second, you more responsibilities are to be yours.As a become more valuable as a person who can senior petty officer, you must possess more supervise, lead, and train others. than technical skills. You must assume greater Since you are studying for advancement to responsibility not only for your own work, but P01 or CPO, you are probably already familiar also for the work of others who serve under with the requirements and procedures fol. ad- you.Briefly, the ABH1 and ABHC must be a vancement. However, you may find it helpful to skilled supervisor, inspector, and instructor, read the following sections. The Navy does not as well as an accomplished military leader. stand still. Things change all the time, and it Senior petty officers are therefore vitally con- is possible that some of the requirements have cerned with the Naval Leadership Program. changed since the last time you went up for As a result of the Naval Leadership Pro- advancement.Furthermore, you will be re- gram, a considerable amount of material responsible for training others for advancement; lated to naval leadership for the senior petty therefore, you will need to know the require- officer is available. Studying thf.s material will ments in some detail. make you aware of your many ibMership responsibilities as a senior petty officer and will HOW TO QUALIFY also be of great help in developing leadershi, FOR ADVANCEMENT qualities.It will not in itself, however, make you a good leader. Leadership principles can To qualify for advancement, a person must: be taught, but a good leader acquires that qual- 1. Have a certain amount of time in grade. ity only through hard work and practices. 2. Complete therequired Rate Training As you study this material containing lead- Manuals either by demonstrating a knowledge erF:hip traits, keep in mind that probably none of the material in the manual by passing a of cur most successful leaders possessed all of locally prepared and administered test or by these traits to a maximum degree, but a weak- passing the Enlisted Correspondence Course ness in some traits was more than compensated based on the Rate Training Manual. AVIATION BOATSWAIN'S MATE H 1 & C 3. Demonstrate the ability to perform all the "Quals" Manual PRACTICAL requirements for advancement by completing applicable portions of the Record of The Manual of Qualifications for Advance- Practical Factors, NavPers 1414/1. ment,--NavPers 18068 (Series), gives the mini- 4. re recommended by your commanding mum requirements for advancement to each officer, after the petty officers and officers rate within each rating. This manual is usually supervising your work have indicated that they called the "Quals" Manual, and the qualifications consider you capable of performing the duties themselves are often called "quals." The qual- of the next higher rate. ifications are of two general types: (1) military Demonstrate KNOWLEDGE by passing a requirements, and (2) professional or technical written examination on(a) military require- qualifications. Military requirements apply to ments, and (b) professional qualifications. all stints rather than to any one rating alone. Some of these general requirements may be Professional4,:alifications aretechnical or modified in certain ways. Figure 1-2 gives an professional requirements thataredirectly overall view of the requirements for advance- related to the work of each rating. ment of acti,:e duty personnel; figure 1-3 gives this information for inactive duty personnel. BOth the military requirements and the pro - Remember that the requirements for ad- fessional qualifications are divided into subject vancement can change. Check with your educa- matter groups.Then, within each subject mat- tional services office to be sure that you know ter group, they are divided into PRACTICAL the most recent requirements. FACTORS and KNOWLEDGE FACTORS. When you are training lower rated personnel, The qualifications for advancement and a it is a good idea to point out that advanceme:it bibliography of study materials are available in is not automatic. Meeting all the requirements your educational services office.The "Quals" makes a person ELIGIBLE for advancement, Manual is changer' more frequently than Rate butit does riot guarantee hisadvancement. Training Manuals are revised. By the time you Such factors as the score made on the written are studying this training manual, the "quals" examination, length of time in service, per- for your rating may have been changed. Never formance marks,and quotas f rthe rating trust any set of "quals" until you have checked enter into the final determination of who will the change number against an UP-TO-DATE actually be advanced. copy of the "Quals" Manual. In training others for advancement, empha- HOW TO PREPARE size these three points about the "quals": FOR ADVANCEMENT 1. The "quals" are the MINIMUM require- What must you do to prepare for advancements for advancement. Personnel who study ment? You must study the qualifications for MORE than the required minimum will have a advancement, work on the practical factors, great advantage when they take thewritten study the required Rate Training Manuals, and examinations for advancement. study other material that is required. You will need to be familiar with the following: 2. Each "qual" has a designated rate level I.. Manual of Qualifications for Advance- chiei, first class, second class, or third class. ment, NavPers 18068 (Series). You are responsible for meeting all "quals" 2. Record of Practical Factors, NavPers specified for the rate level to which you are 1414/1. seeking advancement AND all "quals" specified 3. Training Publications for Advancement, for lower rate levels. This manual is written NavPers 10052 (Series). to provide additional or add-on information to 4. Applicable Rate Training Manualsand that contained in ABH 3 & 2, NavPers 10300-B, theircompanion EnlistedCorrespondence and it is recommended that the material in the Courses. 3 & 2 manual be reviewed. Crilectively, these documents make up an 3. The written examinations for advancement integrated training package tied together by the will contain questions relating to the practical qualifications.The following paragraphs de- factors AND to the knowledge factors of BOTH scribe these materials and give some informa- the military requirements and the professional tion on how each one is related to the others. qualifications.

4 Chapter 1AVIATION BOATSWAIN'S MATE H RATING

#1 #E4 t E5 t E6 t El t EB REQUIREMENTS*El to E2E2 to E3 E3 to Ee to E5 to E6 to E7 to EB to E9 4 mos. 36 mos. service as E-6. 8 years SERVICE eagle- 6 mos. 6 mos.12 mos.24 mos. total 36 mos 24 mos. tion of as E-2. as E-3 as E-4 as El. enlisted as E -1. as El. service.8 of 1110 of 13 years years Class A:::.,.... total total for PR3,::::::::::, .., Class B service service for AGC Recruit AME 3, must bemust be SCHOOL Training. HM 3, MU C, enliAed.enlisted. PN 3, MNC.tt FTB 3, MT 3,

.. Lcc ally PRACTICAL prepared Record of Practical Factors, NayPers 1414/1, must be FACTORS check- completed for E-3 any all PO advancements. offs.

Specified ratings must _complete I: PERFORMANCE applicable performance tests be- T EST .fore taking examinations.

As used by CO ENLISTED Counts towant performance factor credit in ad- when approving PERFORMANCE vancement multiple. EVALUATION advancement.

Locally See Navy-wide examinations required Navy- wide,. EXAMINATIONS Prepared below. tests. for all PO advancements. selection board.

Required for E-3 and all PO advancements Correspondence RATE TRAINING unless waived because of school comple- courses and MANUAL SiNCLUO- tion, but need not be repeated if identical recommended ING MILITARY reading. course has already been completed. See See REQUIREMENTS) NayPers 10052 NayPers 10052 (current edition). (current edition). Commanding AUTHORIZATION Naval Examining Center Officer * All advancements require commanding officer's recommendation. t 1 year obligated service required for E-5 and E-6; 2 years for E -1, E-8 and E-9. # Military leadership exam required for E-4 anEl. ** For E-2 to E-3, NAYEXAMCEN -exams. or locally prepared tests may be used. tt Waived for qualified EOD personnel.

Figure 1-2.Active duty advancement requirements.

5 AVIATION BOATSWAIN'S MATE H 1 & C

El to E2 to E3 to E4 to E5 to E6 to ra REQUIREMENTS * E2 E3 E4 E5 E6 El Lu

36 mos.36 mos.24 mos. TOTAI. TIME With with with 4 mos.6 mos.6 mos.12 mos.24 nu.s. total total total IN GRADE

. 8 yrs 11 yrs 13 yrs serviceserviceservice

TOTAL TRAINING DUTY INGRADE t 14 days14 days14 days14 days28 days42 days42 days28 days

PERFORMANCE Specified ratings must complete applicab e TESTS performance tests netore taking examinat on

DRILL Satisfactory participation as a member of a drill unit PARTICIPATION in accordance With BUPERSINST 5400.42 series.

PRACTICAL FACTORS (INCLUDING MILITARY Record. of Practical Factors. NavPers 1414/1, must be completid for alladvancements. RE05iREMENTS) RATE TRAINING MANUAL (INCLUDING Completion of applicabl4 ',..mreseor coursesoust be entered MILITARY REQUIRE in service record. MENTS)

Standard Exam_ required for all PO Advancements. Standard Exam, EXAMINATION Standard Exam Also pass Selection Board. Military leanership Exam for E-4 and E5.

Commanding AUTHORIZATION Naval Examining Center Officer

* Recommendation by commanding officerrequired foi all advancements. t Active duty periods may be substituted for training duty.

Figure 1-3.Inactive duty advancement requirements.

6 Chapter 1AVIATION BOATSWAIN'S MATE H 'RATING Record of Practical Factors The importance of NavPers 1414/1 cannot be overemphasized.It serves as a record to Before you can take the Navy-wide examina- indicate to the petty officers and officers super- tion for advancement, there must be an.entry in vising your work that you have demonstrated your service record to show that you have qual- proficiency in the performance of the indicated ified in the practical factors of both the military practical factors and is part of the criteria requirements and the professional qualifica- utilized by your commanding officer when he tions. A special form known as the Record of considers recommending you for advancement. Practical Factors, NavPers 1414/1 (plus the In addition, the proficient demonstration of the abbreviation of the appropriate rating), is used applicable practical factorS listed on this form to keep a record of your practical factor quali- can aid you in preparing for the examination fications. The form lists all practical factors, for advancement. Remember that the knowledge both mi3itary and. professional.As you demon- aspects of the praCtical factors are covered in strate your ability to perform each practical theexamirmtionforadvancement. Certain factor, appropriate entries are made in the knowledge is required to demonstrate these DATE and INITIALS columns. . practical factors and additional knowledge can As a P01 or CPO, you will often be required be acquired during the demonstration. Knowl -. to check the practical factor performance of edge factors pertain to that knowledge which is lower rated personnel and to report the results required to perform acertain job.In other to your supervising officer. words, the knowledge factors required for a As changes are made periodically to the certain rating depend upon the jobs (practical "Quals" Manual, new forms of NavPers 1414/1 factors) that muF..4, be performed by personnel of are provided when necessary. Extra space is that rating.Therefore, the knowledge required allowed on the Record of Practical Factors for toproficiently demonstratethese practical entering additional practical factors as they factors will definitely aid you in preparing for are published in changes to the "Quals"Manual. the examination for advancement. The Record of Practical Factors also proVides space for recording demonstrated proficiency NavPerS* 10052 in skills which are within the general scope of TrainingPublicationsforAdvancement, the rating but which are not identified as mini- NavPers 10052 (Series) is a very important mum qualifications for advancement. Keep this publication for anyone preparing for advance- in mind when you are training and supervising ment.This publication/bibliography lists re- other personnel. If a person demonstrates pro- quired and recommended Rate Training Manuals ficiency in some skill which is not listed in the and other reference material to be used by "quals" but which is within the general scope of personnel, working for advancement. NavPers the rating, report this fact to the supervising 10052 (Series) is revised and issued once each officer so that an appropriate entry can be made year by the Bureau of Naval Personnel. Each in the Record of Practical Factors. revised edition is identified by a letter follow- When you are transferred,. the Record of ing the NavPers number; be SURE you have the Practical Factors should be forwarded with most recent edition. your service record to your next duty station. The required and recommended references It is a good idea to.check and be sure that this are listed by rate level in NavPers 10052 (Se- formis,actually inserted in jour service record ries). It is important to remember that you are before'you are transferred. If the form is not responsible for all references at lower rate in your record, you may be required to start levels, as well as those listed for the rate to all over again and requalify in practical factors which you are seeking advancement. that have already been checked off.You should Rate Training Manualg that are marked with also take some responsibility for helping lower an asterisk (*) in NavPers 10052 (Series) are rated personnel keep track of their practical MANDATORY at the indicated rate levels.A factor record$ when they are transferred. mandatory, training manual may be completed A second copy of the Record of Practical by (1) passing the appropriate Enlisted Corre- Factors should be made available to each man spondence Course that is based on the mandatory_ in pay grades E-2 through E-8 for hiS personal training manual; (2) passing locally prepaied record and guidance. tests 'based on the information given inthe I AVIATION BOATSWAIN'S MATE H 1 & C mandatory training manual; or (3)in some you study the training manual, and refer to the ca---;, successfully completing an appropriate "quals" frequently as you study.Remember, chool. .1 you are studying the training manual primarily den training personnel for advancement, to meet these "quals." do not overlook the section of NavPers 10052 2. Set up, a regular study plan. If possible, (Series) which lists the required and recom- schedule your studying for a time of day when mended references relatingto themilitary you will not have too many interruptions or requirements for advancement. All personnel distractions. must complete the mandatory military require- 3. Before you begin to study any part of the ments training manual for the 'appropriate rate training manual intensively, get acquainted with level before they can be eligible to advance. the entire manual. Read the preface and the Also, make, sure that personnel working for table of contents.Check through the index. advancement study the references listedas Thumb through the manual without any particu- recommended but not mandatory in NavPers lar plan, looking at the illustrations and reading 10052 (Series).It is important to remember bits here and there as you see things that inter- that ALL references listed in NavPers 10052 est you. , (Series) may be used as source material for 4. Look at thetraining manual in more the written examinations, at the appropriate detail, to see how it is organized. Look at the levels. tableofcontentsagain.Then,chapter by chapter, read the introduction, the headings, Rate Training Manuals and the subheadings. This will give you a clear picture of the scope and content of the manual. There are two general types of Rate Train- 5. When- you have a general idea of what is ing Manuals. Rate Training Manuals (such as in the training manual and how it is organized, this one) are prepared for most enlisted rates fill in the details by intensive study.In each and ratin6, giving information that is directly study period, try to cover a complete unitit related to the professional qualifications for may be a chapter, a section of a chapter, or a advancement.Subject matter manuals give The amount of material you can information that applies to more than one rating. subsection. Rate Training Manuals are revised from cover at. one time will vary.If you know the time to time to bring them up to date techni- subject well, or if the material is easy, you can cally.. The revision of a Rate Training Manual cover quite a lot at one time. Difficult or un- is identified by a letter following the NavPers familiar material will require more study time. number. You can tell whether a Rate Training 6. In studying each unit, write down ques- Manual is the latest edition by checking the tions as they occur to you. Many people find it NavPers number (and the letter following the helpful to make a written outline of the unit as number) in the most recent edition of List of they study, or at least to write down the most Training Manuals and Correspondence Courses, important ideas. NavPers 10061 (Series).(NavPers 10061 is 7. As you study, relate the information in actually a catalog that lists current training the training manual to the knowledge you al- manuals and correspondence courses; you will ready have. When you read about a process, a find this catalog useful in planning your study skill, or a situation, ask yourself some-ques- program.) tions.Does this information tie in with past Rate Training Manuals are designed for the experience?Or is this something new and special purpose of helping naval personnel pre- different? How does this information relate to pare,for advancement. By this time, you have the qualifications for advancement? probably developed your own way of studying 8. When you have finished studying a unit, these manuals.Some of the personnel you take time out to see what you have learned. train, however, may need guidance in the use of Look back over your notes and questions. Maybe .Rate Training Manuals.Although there is no some of your questions have been answered, single "best" way to study a training mannal, but perhaps you still have some that are not the following suggestions have proved useful answered.Without referring to the training for many people: manual, write down the main ideas you have 1. Study the military requirements and the learned from studying this unit.Do not just professional qualifications for your rate. before quote the manual. If you cannot give these ideas

8 Chapter 1AVIATION BOATSWAIN'S MATE H RATING in your own words, the chances are that you military and professional matters, your re- have not really mastered the information. sponsibilitieswillextend both upward and 9. Use Enlisted Correspondence Courses downward. whenever you can. The correspondence courses Along with your increased responsibilities, are based on Rate Training Manuals or other you will also have increased authority. Officers appropriate texts. As mentioned before, com- and petty officers have POSITIONAL authority pletion of a mandatory sate Training Manual thatis, their authority over others lies in their can be accomplished by passing an Enlisted positions.If your CO is relieved, for example, Correspondence Course based on the training he no longer has the degree of authority over manual.You will probably find it helpful to you that he had while he was your CO, although take other correspondence courses, as well as he still retains the military authority that all those based on mandatory training manuals. .seniors have over subordinates. As a P01, you Taking a correspondence course helps you to will have some degree of position?! authority; master the information given in the training as a CPO, you will have even incite.When ex- manual, and also gives you an idea of how much ercising your authority, remember thatit is you have learned. positionalit is the rate you have, rather than the person you are, that gives you this authority. INCREASED RESPONSIBILITIES A Petty. Officer conscientiously and proudly exercises his authority to carry out the re- When you assumed the duties of a P03, you sponsibilities he is given.He takes a personal began to accept a certain amount of responsi- interest in the success of both sides of the bility for the work of others.With each ad- chain of command ... authority and responsi- vancement, you accept an increasing responsibility.For, it is true that the Petty Officer who bility in military matters and in matters relating does not seek out and accept responsibility, to the professional work of your rate.When loses his authority and then the responsibility you advance to P01 or CPO, yciu will find a. he thinks he deserves. He must be sure, by his noticeable increase in your responsibilities for example and by his instruction, that the Petty leadership, supervision, training, working with Officers under him also sccept responsibility. others, and keeping up with new developments. In short, he must be the leader his titlePetty. As yourresponsibilitiesincrease, your Officersays he is. ability to communicate clearly and effectively must also increase.The simplest and most Training direct means of communication is a common As a P01 or CPO, you will have regular and language. The basic requirement for effective continuing responsibilities for training others. communication is therefore a knowledge of your Even if you are lucky enough to have a group of own language. Use correct language in speak- subordinates who are all highly skilled and well ing and in writing.Remember that the basic, trained, you will still find that training is nec- purpose of. all communication is understanding. essary. For example, you will. always be re- To lead, supervise, and train others, you must sponsible for training lower rated personne:" be able to speak and write in such a way that foradvancement.Also, some of your best others can understand exactly what you mean. workers may be transferred; and inexperienced or poorly trained personnel may be assigned to Leadership and Supervision you. A particular job may call for skills that none of your personnel have. These and similar As .a P01 or CPO, you will be regarded as a problems require that you be a trainingSpecial- leader and supervisor. Both officers and en- istone who can conduct formal and informal. listed personnel will expect you to translate the training programs to qualify personnel for general orders given by officers into detailed, advancement, and one who can train individuals practical, on-the-job language that can be un- and groups in the effective execution of assigned derstood and followed by relatively inexperi- tasks. - enced personnel. In dealing with your juniors, In using this training manual, study the in- it is up to you to see that they perform their formation from two points of view.First, what jobs correctly.At the same time, you must be.. do you yourself need to learn from it?And able to explain to officers any iinportant prob- second, how would you go about teaching this lems or needs of enlisted personnel.In all information to others?

9 AVIATION BOATSWAIN'S MATE H 1 & C

Training goes on all the time. Every time a Working With Others person does a particular piece of work, some learning is taking place. As a supervisor and As you advance to P01 or CPO, you will find as a training expert, one of your biggest jobs is that many of your plans and decisions affect a to see that your personnel learn the RIGHT large number of people, some of whom are not things about each job so that they will not fora. even in your own occupational field (rating).It bad work habits. An error that is repeated a .becomes increasingly important, therefore, for few times is well on its way to becoming a bad you to understand the duties and the responsi- habit. You will have to learn the difference be- bilities of personnel in other ratings,Every tween oversupervisingand notsupervising petty officer in the. Navy is a technical special- imough.No one can do his best work, with a ist in his own field.Learn as much as you can supervisor constantly supervising. On the other about the work Of others, and plan your own hand, you cannot turn an entire job over to an work so that it will fit into the overall mission inexperienced person and expect him to do it of the organization. correctly without any help or supervision. In training lower rated personnel, emphasize Keeping Up With New Developments the importance of learning and using correct Practically everything in the Navypolicies, terminology. A command'of the technical lan- procedures, publications, equipment, systems guages of your occupational field (rating) en- is subject to change and. development.As a ables you to receive and convey information P01 or CPO, you must keep yourself informed accurately and to exchange ideas with others. about changes and new developments that affect A person who does not understand the precise you or your work in any way. - meaning of terms used in connection with the Some changes will be called directly to'your work of his rating is definitely at a disadvantage attention, but others will be harder to find. Try when he tries to read official publications re- to develop a special kind' of alertness for new lating to his work. He is -also- at a great dis- information. When you hear about anything new advantage when he takes the examinations .for in the Navy, find out whether there is any way advancement.To train others in the correct in which it might affect the work of your rating. use of technical terms, you will need to be very If so, find out more about it. careful in your own use of words. Use correct terminology and insist that personnel you are SOURCES OF INFORMATION supervising use it too. As a P01 or CPO, you must have an exten- You will find the Record of -Practical Fac- sive knowledge of the references to consult -for tors, NavPers 1414/1, a useful guide in plan- accurate, authoritative, up -to -date information ning and carrying out training programs. From on all subjects related to the military and pro- this record, you can tell which practical factors fessional requirements for advancement. have been checked off and which ones have not Publications mentioned in this chapter are yet been done. Use this information to plan a subject to change or revision from time to -training-program-that-will-fit the needs of the timesome at regular intervals, others as the personnel you are training. need arises. When using any publication that is On-the-job training isusuallycontrolled subject to revision, make sure that you have through daily and weekly work assigninents. the latest edition. When using any publication When you are working on a tight schedule, you that is kept current by means of changes, be will generally want to assign each person to the sure you have a copy in whichall official part of the job that you know he can do best.In changes have been made. the long run, however, you will gain, more by The reading listat the beginning of this assigning personnel to a variety of jobs so that manual consists of USAFI courses that offer each person can acquire broad experience. By additional background material.The educa- giving people a chance to do carefully supervised tional services officer will always have the work in areas in which they are relatively in- most up-to-date and .training nian- experienced, you will increase the range of uals applicable to your rating. skills of each person and thus improve the In addition to training manuals and publica- flexibility of your working group. tions, training films furnish a valuable source

10 Chapter 1AVIATION BOATSWAIN'S MATE H RATING of supplementary information. Films that may renrtirements for advancement to Senior and be helpful are listed in the U.S. Navy Film Master Chief are subjectto change but,in Catalog, Nav Air 10-1-777. general, include a certain length of time in grade, a certain length of time in the naval ADVANCE iVIENT OPPORTUNITIES service, a recommendation by the commanding FOR PETTY OFFICERS officer, and a sufficiently high mark on the Navy-wide examination. The final selection for Making chief is not the end of the line as far Senior and Master Chief is made by a regularly as advancement is concerned. Proficiency pay, convened selection board. advancement to Senior (E-8)nd Master (E-9) Chief, and advancement to Warrant Officer and Commissioned Officer are among the opportu- Examination Subjects nities that are available to qualified petty offi- Qualificationsfor advancement toSenior cers. These special paths of advancement are Chief Petty Officer and Master Chief Petty open to personnel who have demonstrated out- Officer have been developed and published in standing professional ability, the highest order the Manual of Qualifications for Advancement, of leadership and military responsibility, and NavPers 18068 (Series). They officially es- unquestionable moral integrity. tablish minimummilitaryand professional qualifications for Senior and Master Chief Petty PROFICIENCY PAY Officers. The Career Compensation Act of 1949, as TrainingPublicationsforAdvancement, amended, provides for the award of proficiency NavPers 10052 (Series) contains a list of study pay to designated military specialities.Pro- references which may be used to study for both ficiency pay is given in addition to regular pay military and professional requirements. and allowances and any special or incentive pay The satisfactory completion of the corre- which you are entitled.Certain enlisted spondence coursetitledNavyRegulations, personnel in pay grades E-4 through E-9 are NavPers 10740-A4, is mandatory for advance- eligible for proficiency pay. Proficiency pay is ment to E-8, and the course titled Military awarded in two categories:(1) Speciality pay Justice in the Navy, NavPers 10993-A, is re- to designated ratings and NEC's, and (2) Supe- quired of all personnel advancing to E-9. rior performance payfor superior performance of duty in certain specialities not covered ADVANCEMENT TO WARRANT by speciality pay.The eligibility requirements AND COMMISSIONED OFFICER for proficiency pay are subject to change.In general, however, you must be recommended by The Warrant Officer program provides op- your commanding officer, have a certain length portunity for advancement to warrant rank for of time on continuous active duty, and be career E-6 and above enlisted personnel. E-6's, to be designated. eligible, must have passed an E-7 rating exam prior to selection. ADVANCEMENT TO SENIOR The LDO program provides a path of ad- AND MASTER CHIEF vancement from warrant officer to commissioned officer. LD0's are limited, as are warrants, in Chief petty officers may qualify for the ad- their duty, to the broad technical fields associ- vanced grades of Senior and Master Chief which .1ted with their former rating. are now provided in the enlisted pay structure. Ifinterestedin becoming a warrant or These advanced grades provide for substantial commissioned officer, ask your educational increases in pay, together with increased re- services officer for the latest requirements sponsibilitiesand additionalprestige. The that apply to your particular case.

11 CHAPTER 2 AIRCRAFT HANDLING EQUIPMENT There are many types of mobile and non - not have a standard meaning. The number in mobile equipment used by the ABH and eaci. has the M series is the model number. A letter a specific job. The ability to operate and main- following the model number indicates the num- tain this equipment is the key to maximum per- ber of modifications to that model tractor. An A formance.Trvetors, spotting dollies, cranes, indicates the first modification, etc. The TA in chocks, tow bars, and tie-downs are the tools the TA series denotes Tractor, Aircraft. The of the plane director and handler. As with all numbers following the TA indicate the first two tools, their safe and proper use is required to numbers of the drawbar pull, for example, the perform a creditable job. The ABH1 and ABHC TA-75 has a drawbar pull of 7,500 pounds. must have a knowledge of their capabilities in order to supervise their use. HOUGH MC-2 TOW TRACTORS The MC-2 (fig. 2-1) is designed for use in towing and spotting aircraft on various types of Most present day aircraft are too heavy and surfaces. Towing hitches are provided on both large to be moved by manpower alone. There- front and rear of the tractor. This tractor is fore, the tow tractor is ^ means of propulsion equipped with a full reversing, three-speed, for the majority of aircrai'- when the aircraft power shift transmission. The transmission is is on the ground and the engines are not running. controlled by two levers attached to the steer- The characteristics of importance to the ing column (speed range lever and directional ABH are the tow tractor'smaneuverability, lever). Power for this tractor is supplied by a weight, drawbar pull, engine and transmission six-cylinder gasoline engine Sand a two-phase, type, and the type of aircraft support equipment single-stage torque converter. that may be installed. The MC-2 is 11 feet 2 inches long, 8 feet Maneuverability of the tractor depend' on its wide, and 4 feet 4 inches high, with a ground dimensions and turning radius.The :smaller clearance of 9 inches.The turning radius is the dimensions and turning radius the more 11 feet 8 inches and the weight is approximately maneuverable the tractor will be. The type of 23,500 pounds. The MC-2 is capable of exerting transmission may also contribute to the ease of a 15,000-pound drawbar pull. handling of the tractor. The drawbar pull is the amount of force that HOUGH TA-18 GASOLINE the tractor can exert. The drawbar pull of any tractor is dependent on the type and condition The TA-18 (fig. 2-2) is a gasoline-powered of surface on which it is being used. Dry con- tractor with four-wheel drive, designed for tow- crete gives the most traction, hence the most ing and spotting large aircraft at relatively drawbar pull for a given tractor. On a wet, fuel low speeds (less than 20 mph). Front and rear soaked steel or wooden flight deck, the tractive tow fittings are provided to facilitate positioning force may be almost nil. its load. Both steering and brakes arepower. Support equipment forsupplyingelectric assisted. Power for the tractor is provided by power and/or low compressed air for aircraft a V-8, high-torque, heavy duty gasoline eng_ne, engine starting or servicing and electric power which is water cooled. The transmission is a for brake operation may be installed on some fully automatic unit providing six forwar d speeds tractors. and a reverse speed. The maximum permissible Tow tractors are usually classified by one road speed is 5 mph in LO-2, 10 mph in 3-4, of two designationsthe M series and the TA 14 mph in 3-5, and 20 mph in 3-HI. All auto- series. Some tractors may have both designa- matic shift points are controlled by a combinations.The first two letters of the M series do tion of engine speed, engine loading, and throttle

12 Chapter 2AIRCRAFT HANDLING EQUIPMENT

AB.576 Figure 2-1.MC-2 Tow Tractor.

opening. Shifts can be made by the operator by M-R-S 190 DIESEL manual setting of the transmission shift lever. The M-R-S 190 (fig. 2-2) airfield arresting CAUTION: This should never be done in gear tow tractor is intended for use in position- such a manner as to cause the tractor to ex- ing arresting gear chain on runways at air sta- ceed, in any gear range, the maximum speeds tions.It is also used as a tow tractor on some given above. beaching ramps. It is powered by a six-cylinder, 335-horsepower fulldieselengine,andis equipped with a selective type transmission The tractor weighs 25,0 pounds and exerts providing five forward speeds and one reverse a drawbar pull of 18,000 pounds. It is 14 feet speed. Steering is by conventional steering gear 10 inches long, 8 feet wide, and 5 feet 7 inches with reduction and a hydraulic booster. It has high with a minimum giDund clearance of 13 two-wheeldrive with two wheel air-over- inches. The turning radius is 24 feet 10 inches. hydraulic brakes. The equipment "' s complete Some of these tractor 3 are provided with weather with all controls, switches, and indicators nec- protection for the driver, while others have an F....Ary for normal operation.This tractor is a open driving position. huge piece of equipment. It weighs approximately 47,300 pounds, is 17 feet 4 inches long, 9 feet 6 inches wide, with a ground clearance of 15 TA-75 GASOLINE inches, and is capable of exerting sufficient The TA-75 (fig. 2-2) is a gasoline pew: ^d drawbar pull to perform any work that may be tractor intended for u..:ze as an aircraft spotting required. vehicle for aircraft up to 75,000 pounds. The HOUGH MD-3/3A DIESEL tractor has provisions for mounting a gas turbine compressor to be used in starting jet en- The MD-3 (fig. 2-3) is designed to tow air- gines.It is equipped with a three-speed auto- craft on various types of surfaces in various matic transmission that is pushbutton operated kinds of inclement weather that may be experi- from the dash panel.The dimensions are 10 enced through an ambient temperature range of feet long, 5 feet 6 inches wide, and 4 feet 6 25°F and 125°F. This tractor is a self-contained inches high. The turning radius is 10 feet. The unit capable of developing 8,500 pounds of draw- drawbar pull is 7,500 pounds and the weight is bar pull on dry, level concrete (nonskid) at an 10,500 pounds. approximate speed of 1 mph.

13 AVIATION BOATSWAIN'S MATE H 1 & C The main powerplant for this tractor is an internal diesel combustion, four-stroke cycle, six-cylinder engine. The steering system is hydraulically assisted, and the service brakes are assisted by compressed air.The trans, mission is a multiple reduction drire unit (three speed ranges forward-one range reverse) that shifts automatically in all forward gears. The MD-3/3A presents a low silhouette for maneu- verabilityincongestedareas.The tractor weighs 12,000 pounds and is 13 feet 5 inches long, 5 feet 5 inches wide, and 3 feet high with a minimum ground clearance of 7 1/2 inches. The turning radius is 11 feet 0 inches.

OPERATION Supervision of tow tractor operation is a major concern of the ABH1 and ABHC. Although he will not normally drive or operate the tractor, the ABH1 and ABHC must know the operating procedures and be able to carry on a training program for lower rated personnel. Drivers who perform towii:g operations must be fully qualified.In oth.r words, no attempt should be made to train a new driver during actual towing operatione. Driver training is an operation of its own and must be carried on in TA - 1 8 an area where traffic can be controlled and the aircraft being towed is not likely to strike anything. Tractors should not be1'1'Se-eltopushsh or pull any equipment other than that specified by local directives. As a general rule, a tractor can safely tow an aircraft weighing ten times its drawbar pull overdry.,levelconcrete.Of course, weather conditions and'terrain can affect the weight that the tractor can safely tow. AB.577 Tractors with four-wheel drive have a turn- Figure 2-2.Tow tractors. ing radius twice that of rear -wheel drive frac- tryls and are more difficult to turn and maneuver. Tractors equipped with air brakes must not be moved until the air tank re7.2.1.1cs its full rated operating pressure. This requires a minute or so-after starting the engine. A red light on the panel lights up anytime the air pressure is low. The proper approach to an aircraft must be A gas turbine compressor (GTCP-100) may that of sound judgment on the part of the driver be mounted at the rear of this tractor, supplying and/or plane director. A tractor should never pneumatic power in the form of compressed air be permitted to pass under any part of an air- for the operation of 'large class pneumatic equip- craft unless it is absolutely essential to the tow- ment, such as aircraft main engine starters, air ing operation. When this is necessary, person- conditioning systems, and other large consumers nel must be stationed so that all- clearances of compressed air. between the tractor and aircraft can be observed.

14 Chapter 2AIRCRAFT HANDLING EQUIPMENT

AB.255 Figure 2-3.MD-3/3A Aircraft Tow Tractor.

Someone other than the tractor driver should for tow tractors to be keptin the best condition be present to hook the tractor to the tow bar. possible. If the driver must do this, the tractor engine In order to keep tractors and/or enclosures must be stopped and the parking brake set be- readyfor service it is a must that an inspection fore getting of the tractor. and preventive maintenance program be set up. NOTE: Aboard ship, whenever a tractor is Preventive maintenance is also a factor in ac- not manned, it must be chocked in addition to cident prevention. In equipment the failure of a setting the parking brake, regardless of the single part may cause the loss of the entire as- time period it is to be unmanned. sembly. Loss of that equipment may cause the After hookup of the tow bar is made, no loss of personnel, and may be the difference be- attempt should be made to move an aircraft tween success or failure of an important mis- until a fully qualified man is in the cockpit of sion.It has been determined that good preven- the aircraftone who fully understands the op- tive maintenance will keep a piece of equipment eration to be performed. in safe and working order for a long time. An Extreme care must be taken when backing a enforced preventive maintenance program is the towed aircraft to avoid jackknifing the tractor key to a successful operation. into the tow bar. The maintenance and/or repair of tow trac- Towing speed should be limited to 5 miles tors, as well as all ground support equipment, per hour at all time. is performed by the Aircraft Intermediate Main- More detailed irformation on towing opera- tenance Department (AIIViD), or the activity hav- tions is contained in ABH 3 & 2, chapter 4. ing permanent custody of the equipment. How- ever, in order to properly carry out his duties as a tractor driver and/or supervisor of aircraft MAINTENANCE towing operations the ABH must have some knowledge of the mechanical difficulties that Due to the weight of modern aircraft in the may be encountered in their operation.Some Navy today, aircraft tow tractors are one of of these difficulties have been discussed in pre- ,he ABH's most important items of equipment. ceding paragraphs. It is virtually impossible to physically move an It is the responsibility of the tractor driver aircraft without them, let alone to do it safely to complete the daily and preoperational inspec- and/or to respot to meet the requirements of tions as described in the applicable Maintenance the flight schedule. Therefore, it is necessary Requirements Cards (MRC's).

15 AVIATION BOATSWAIN'S MATE H 1 & C It is the responsibility of the 'supervisor to 3. Pull the load gradually and tow it at a insure that these inspections and servicing of steady rate, keeping in mind the type of surface the tow tract-r are carried out in an approved being traveled. Tow in a gear range and at a manner. A tractor should never be used in a speed that minimizes sudden speed changes; towing operation until the daily and preopera- i.e., operate in a speed range that will allow tional inspections have been made in accordance full acceleration of the engine, and allow ample with the Maintenance Requirements Cards and turning space. any noted discrepancies corrected. Minor dif- The tow tractor should be used only for those ficulties should be noted and corrected to avoid jobs for which it was designed or has been au- the development of major repairs and unneces- thorized.It is not a "wrecker" and should not sary "down" time. be used to push-start other tractors or vehicles. Passengers should be carried only on those SAFETY PRECAUTIONS tractors that have seats installed for this purpose. Tractors should not be used as a truck The importance of safety cannot be over- to haul parts or other equipment. stressed. The safety factor is one of the first The MAXIMUM speed limit for a tractor considerations of any job. After an accident has towing an aircraft is 5 mph. The tractor must happened, investigation almost invariably shows be operated so as to avoid any sudden stops or that it could have been prevented by the exer- starts. Extreme care must be taken when tow- cising of simple safety precautions which are ing an aircraft over rough ground and/or arrest- then posted for future guidance, but which never ing gear pendants. Jerking, bumping, and bounc- undo the consequences of the accident that has ing can quickly disconnect the tow bar from the gone before. Safety precautions must always be aircraft or tractor. observed. When operating a tractor on which a gas One of the major causes of accidents is the turbine compressor is installed, additional safety lack of attention to the job being done. The precautions must be observed. The starting safety precautions necessary for the safe op- and operating procedures for the turbine are eration of each piece of equipment should be given on a plate fixed to the tractor instrumthit studied and discussed at length with personnel panel and must be followed. Before starting tile concerned before any operation is attempted. unit, make sure that the area around the com- The safety precautions are issued by indi- pressor inlet and exhaust outlet is clear of all vidual commanding officers to suit particular loose gear. All personnel must stand clear of needs of activities, ships, and operating sched- the compressor air inlet,the exhaust outlet, ules. All personnel concerned with tow tractor and the area adjacent to the plane of rotation of operation should be familiar with these instruc- the high-speed compressor and turbine assem- tions. bly.Personnel handling the flexible air ducts Only qualified drivers should be allowed to should wear asbestos gloves when connecting operate a tow tractor. A qualified driver is one and disconnecting the duct to the aircraft, and thathassatisfactorily completed a training stand well clear of the duct quick disconnect program in the operation of towing equipment, fittings during starting operations. has read and understands the operations section of the technical manual for the tractor he NOTE: Extreme care must be exercised in is to operate, and knows and understands the the approach and final spot when using a tractor standard signals used in the directing of aircraft equipped with a high-speed compressor and towing. turbine assembly to insure that the extremely The following precautions are to be observed high temperature of the exhaust is not directed while aircraft are being towed. against aircraft, ordnance, fueling hoses, or 1. Look in the intended direction of travel to personnel, etc. be sure no personnel or obstructions are in the way.Sufficient clearances must exist on all The ABH1 and ABHC supervising the use of sides of the tractor and load while both are tow tractors must, as a part of their responsi- moving as a unit. bilities, insist that only proper operating and 2. Move slowly on wet or slippery surfaces maintenance procedures be followed and that rtnd in congested areas. all safety precautions be observed.

16 Chapter 2AIRCRAFT HANDLING EQUIPMENT

A.B.578 Figure 2-4.--Aircraft spotting dolly SD-1C.

AIRCRAFT SPOTTING DOLLY The lifting arms (fig. 2-5) are hydraulically MODEL SD-1C controlled by a main hydraulic cylinder and two secondary hydraulic cylinders. The arms house The SD-1C aircraft spotting dolly (fig. 2-4) different size axle pins for engagement with the is a self-contained diesel engine driven unit in- nosewheel of specific types of aircraft. tended for use in towing, turning, and spotting The SD-1C spotting dolly has a drawbar pull carrier type aircraft, providing maximum ma- rating of 6,000 pounds and a nosewheel lifting neuverability in congested areas with only one- capacity of 16,000 pounds for maneuvering air- man operation. craft on its own landing gear to any desired The spotting dolly is a three-wheeled unit, position.This dolly is equipped with a 28-volt, two of the wheels being driven and the third, a 40-ampere, d-c output to supply aircraft needs free-wheeling caster. A diesel prime mover during spotting operations. drives two variable displacement pumps which Control of the dolly is accomplished through supply varying amounts of power to hydraulic a single handle on the end of the control arm. motors which drive the wheels. A third pump (See fig. 2-4.)Steering is accomplished by maintains a positive head on the hydraulic sys- Rushing the handle left or right; speed and direc- tems and supplies control pressures. tion (forward or reverse) by twisting the handle.

17 AVIATION BOATSWAIN'S MATE H 1 & C

AB.579 Figure 2-5.Aircraft nosewheel lifting assembly.

The operator may walk with the unit, or ride on The dolly is also equipped with removable the operator's seat, controlling it with a single fork lift tines that can be.used for lifting pallets hand. with weights up to 2,000 pounds. CAUTION: Maximum speed is 5 miles per hour loaded and 10 miles per hour unloaded. AIRCRAFT CRANES LThe-dolly is 11 -feet 7 inches long, 6 feet 3 inches wide, and 29 inches, high, with a gross Cranes are installed on carriers, cruisers, weight of 5,500 pounds.Self-propelled,the and auxiliaries for handling airplanes, boats, spotting dolly moves an aircraft by picking up missiles, bombs, torpedoes, mines, trucks, its nosewheel and moving it in any direction paravanes, and stores.The numberOfcranes with no turning radius required by the spotting per ship vary, depending upon the specific re- dolly. quirements of the ship involved. When using the spotting dolly to move an air- Cranes are designed to meet the following craft the usual manner is to set the brakes on conditions: the main landing gear, lower the lifting arms, 1. Hoist, lower top, and rotate rated load at drive the dolly under the nosewheel, insert two the specified speed, and against a specified list axle pins in the lifting arms, raise the lifting of the ship. arms,.release the aircraft's brAkes, and drive 2. Handle 150 percent rated load at no speci- away. fied speed.

18 Chapter 2AIRCRAFT HANDLING EQUIPMENT

A1111111

AB.580 Figure 2-5.Aircraft nosewheel lifting assemblyContinued. 3. Withstand a static, suspended load of 200 acceleration and deceleration are required, as percent rated load without damage or distortion in the case of airplane handling. to any part of the crane or structure. Electric-hydraulic equipment for the cranes Thetypes of cranes installed on the ship vary consists of one or more electric motors, running accoi -Jingto the equipment handled, and are t constant speed, each of which drives one or classified in general type and type of drive as more variable displacement hydraulic pumps follows: whose strokes are controlled through operating 1. General type: handwheels.. "Start," "stop," and "emergency a. Rotating king post. (See fig. 2-6.) run" pushbuttons are totaled at the ope b. Stationary king post. station adjacent to the operating handwheels for c. Fixed topping lift. the control of the electric motors. Interlocks d. Variable topping lift. are provided to prevent starting the electric e. Jib. motors when the hydraulic pumps are on stroke. 2. Type of drive: The fixed crane on most carriers is of the a. Electric-hydraulic. rotating king post type with electrohydraulic b. Straightelectric.. drive. c. Gasoline engine. The description and capabilities of the crane d. Diesel engine. given here are for the aircraft carriers, CVA- e. Hand-operated. 59, 60, and 61. The machinery for this crane consists of an electrohydraulic aircraft hoist- DESCRIPTION ing unit, cargo hoisting unit, and rotating unit. The crane equipment, in' general, includes. the Each unit has a single speed, nonreversing, boom,.king 'post, king post bearings, sheaves, electric motor driving a hydraulicvariable hook and rope, machinery platforms rotating displacement pump which_ in turn drives its -gear, drums, heisting,topping and rotating connected hydraulic fixed displacement motor drives, and control. and gear reducer. Electric-hydraulic cranes are installed where The gear reducer for the aircraft hoisting wide range of speed, delicate control, and smooth unit drives a single grooved spooling drum.

19 AVIATION BOATSWAIN'S MATE H 1 ,8z C

,fi t

-. _ 14E OraLjittO, Ss111=7.0=iL--.

AB.266 Figure 2-6.Shipboard aircraft crane.

The aircraft hoisting unit is capable of the fol- cargo hoisting unit is capable of the following lowing operation: operation: 1. A pull of 14;500 pounds at the drum gives 1. A pull of 6,180 pounds at the drum gives the 1 1/8-inch diameter wire rope a travel of the 3/4-inch diameter wire rope a travel of 120 80 feet per minute when handling a useful hook feet per minute when handling a useful hook load load of 50,000 pounds traveling at 20 feet per of 10,000 pounds traveling at 60 feet per minute minute with a four-part purchase arrangement. with a two-part purchase arrangement. 2. A pull of 900 pounds at the drum causes 2. A pull of 295 pounds at the drum gifes the the wire rope to travel at 240 feet per minute wire rope a travel of 360 feet per minute when when handling an empty hook traveling at 60 handling an empty hook traveling at 180feet per feet per minute with a four-part purchase minute with a two-part purchase arrangement. arrangement. 3. A pull of 6,220 pounds at the drum gives The gear reducer for the cargo hoisting unit the wire rope a travel of 120 feet per minute drives a single grooved spooling drum.Tile when handling a useful hook load of 5,000 pounds

20 Chapter 2 AIRCRAFT HANDLING EQUIPMENT traveling at 120 feet per minute with a single and preoperational checks rendered, plus the part purchase arrangement. ability of the operator to properly operate the 4. Apull of 565 pounds at the drum gives the crane. wire rope a travel of 360 feet per minute when If any type ofequipment deserves to be handling an empty hook traveling at 360feet per checked out top to bottom and given a thorough minute with a single part pur chase arrangement. physical before using, it is the crane.If you The gear reducer for the rotating unit driles are operating with defective equipment you not a pinion gear meshing with the main rotating only run the risk of dropping the aircraft; you gear. The rotating unitis capable of rotatingthe also run the risk of dropping it on another ex- crane at a maximum rate of 1/2 rpm with a pensive aircraft or on personnel. Check out the hook load of 50,000 pounds and the ship listing crane and equipment before it is used. adversely 5 degrees. Even if you have been around this equipment The operator's controls forthe aircraft, for a while, and certainly if you are new to the cargo, and rotating units are grouped on one equipment, there are few general characteris- control stand and are all operated from the op- tics which deserve to be emphasized and which erating platform of the crane. A more detailed would be wise for you to keep in mind when discussion of electrichydraulic cranes my be working with and around mobile cranes.Per- found in NavShips Technical Manual. The ABH1 sonnel to whom the crane is assigned should and ABHC are responsible for knowing the limi- become thoroughly familiar with the crane's tations and capabilities of the cranes in their technical manual prior to actual operation of the charge. crane. In order to operate a crane safely and efficiently, a crane operator must be assisted by C-25 Mobile Crane one or more crane signalmen. These signalmen must be located at appropriate vantage The C-25 Mobile Crane (fig. 2-8) is a truck- points which offer an unobstructed view to the mounted crane manufactured by the Oshkosh operator.Since the operator and signalmen Truck Co.It has a lifting capacity of 20 tons, must function smoothly as a team, a practical has six-wheel drive, and a top speed of 50 mph. means of visual communication is necessary. (See fig. 2-7.) NS-50/60 Mobile Cranes CAUTION: Cranes are to be operated only by authorized personnel who are thoroughly The NS-50/60 Mobile Crane is designed pri- trained in the fundamental rules of crane safety. marily to lift and carry crashed aircraft on the flight deck of an aircraft carrier, and is equally suitable for similar duty on shore stations for MOBILE CRANES both aircraft landing areas or unpaved operational areas.See figure 2-9 for an illustration The ABH is concerned with the operation of of the NS-50 Mobile Crane. both fixed and mobile cranes in the handling of The NS-50 and NS-60 are quite similar in aircraft. A fixed crane is one whose base is appearance mechanically and in operation, the stationary although its boom is movable. The basic difference being in the greater length of mobile crane has a wheeled chassis. the boom and lifting capacity of the NS-60. For The mobile crane is an emergency vehicle purpose of discussion, the NS-50 is described primarily designed for use in aircraft salvage in this manual. and rescue and is used both at shore stations The NS-50 crane is a self-propelled vehicle, and aboard ship. mounted on four electrically powered wheels. The ABH responsible for directing the use of Heavy-duty d-c electric traction motors and mobile cranes must have some knowledge of gear reduction units built within the wheel rims their operation and handling characteristics. Of provide motive power for the crane. Eachwheel vital importance is a knowledge of their lifting motor is equipped with multiple-disc type spring- capacities and the boom positions at which these loaded brakes for emergency stops and parking, capacities are obtained. _ _ while a regenerative electrical braking system Maximum performance of the mobile crane, is used for operational deceleration of the crane. including its operating equipment, is dependent Gear motors power the boom, hook, and upon the frequency and scope of the maintenance steering.A-c electric motors strategically 21 AVIATION BOATSWAIN'S MATE H 1 & C

HOIST. With forearm vertical, fore- HOIST. Hold both arms horizontal at LOWER. Arm extended, palm down, LOWER.Hold arms at sides, fully finger pointing up, move hand in sides, fully extended, and move up- wave hand down and up. extended and move out and return. small horizontal circle clockwise. ward and return.

WIVE ELOwLy. Use one hand to give the Hoist, Lower, Raise Room, Lower Boom, Swing Room, Travel. or Rack. and place other hand motion- less near the hand giving the motion RAISE BOOM. Arm extended, fin- LOWER BOOM. Arm extended, fingers SWING BOOM. Arm extended, signal. (Hoist Slowly shown as gers closed, thumb pointing upward. closed. thumb pointing down, move point with finger in direction example.) move hand up and down. hand up and down. of motion.

TRAVEL. Arm extended forward LOVER BOW AND RAISE LOAD. hand open and slightly raised, RAISE SOON AND LOWER LOAD. Give Lower Room signal with one RACE. Palm up, fingers closed, wave forearm in direction of Give Raise Room signal with one hand and Raise Load signal with thumb pointing in direction of travel, while facing in that hand and Lower Load signal with other hand. motion, jerk hand horizontally. direction. other hand.

DOG OFF LOAD AND BOOM. Clasp fingers of one hand' EMERGENCY STOP. Arm extended, raid arms horizontal with fingers of other, palms palm down, move hand rapidly STOP. Are extended, palm dm.), STOP. at sides fully extended. facing each other. right and left. hold position rig'Ily. AB.581 Figure 2-7.Standard hand signals for crane operators and signalmen.

22 Chapter 2AIRCRAFT HANDLING EQUIPMENT from 63,600(no counterweights attached) to 83,750 pounds (allcounterweights attached). For load limits the weight of this crane varies with the position of the boom and the amount of counterweight that is attached.For the lifting capacities, see figure 2-9.

Cable Reeving (NS-50) The lifting capacity and speed of hook travel can also be changed by changing the hook Pne reeving. The different reevings are as follows: AB.582 1. Three-part line reeving gives 25 fpm hook Figure 2-8.C-25 Oshkosh tray.:1 and a: maximum of 50,000 pounds of lift. Mobile Crane. 2. Two-part line reeving gives 50 fpm hook travel and a maximum of 33,000 pounds of lift. 3. One-part line reeving gives 75 fpm hook located at the point of power application drive travel and a maximum of 16,000 pounds of lift, through gearboxes to power each crane function. using the swivel hook and block assembly. Each a-c motor is equipped with a multiple-disc 4. One-part line reeving gives 75 fpm hook spring-loaded brake that sets instantly when the travel and a maximum of 15,500 pounds of lift, motor's electrical .power is interrupted: Res- using the light capaCity hook. toration of the motor's electrical power auto- The hook line maybe reeved in four manners. matically releases the motor brake. (See fig. 2-9.) A-c and d-c generators, directly coupled to The first method of reeving employs the the diesel engine, supply current to the control 7 1/2-ton hook reeved with a single part line; motors and to the d-c drive motors.Fingertip over the boom sheave, through the limit switch, switches on the operator's panel control the ap- dead ending and secured with the locking pin to plication of power to the a-c motors. One con- the hook.The second method employs the trol handle on the panel provides power and 50,000-pound hook and a single part line.It is directional control of the electric wheels, while reeved over the boom sheave, through the limit another 'givestheoperator complete wheel switch," dead ending and secured with the hook motor breaking control. locking pin.The third method is a two-part All normal operations required for maneu- line; reeved over the boom sheave, through the verability of the crane are managed from the limit switch, around the hook sheave, dead end- operator's station. A remotecontrol,panel on ing on the boom structure, swinging dead end, the rear of the crane permits control of the secured to the dead end with locking pin.The hook and boom at a point near the load.The fourth method is a three-part line; reeved over crane is 35 feet long overall without the boom. the boom sheave, around the hook sheave, over With the boom extended 23 feet, the overall the second boom sheave, dead ending on the hook length is 58 feet; and with the boom resting on block and secured with locking pin. Boom luff- the deck, the overall length is 71 feet.Overall ing lines are reeved as a four-part line to the height, with the boom extended 23 feet, is 31 dead end of the main frame. feet 9 inches. Withthe boom resting on the deck CAUTION: Reeve boom and book lines to the overall height is 17 feet.The width is 12 maintain not less than three wraps on their feet 4 inches. The turn radius is 30 feet.The cable drums and at least two wraps around the crane is counterbalanced vihen lifting near- boom dead ends on the yoke structure. capacity loads by using counterweights.The Each method of reeving allows the operator crane should be operated with counterweight to employ the crane' s hook at different capacities No. 1 in place during all hoisting operations. and hook speeds. Keep in mind that each crane The weight of this crane can be varied by the has a maximum lift and reach rating.It is the use of counterweights. There are four counter- responsibility of the supervisor/operator of the weights that can be installed singularly or in crane to make sure that the load does not ex- combination to vary the weight of the crane ceed the crane's limits.

'23 AVIATION BOATSWAIN'S MATE H 1 & C

MAXIMUM HOOK LIPT HEIGHT (FT, & IN.)

NCON COO 02 N0 0 000000 to .9 0 Cft N .4 NINNNININ.4 0 0 enNNNNNCO 0 N NNNNNNN0 0 N1 N .4 0 CO

MAXIMUM 50,000 1111111111MEN111111011

48,000

46,000 111011111ENIMENRIMMININ111E1 44,000 1101IIMINNIMSWIEN 42,000 1111011121MSNIMIlin 40,000 11111611110%111 5 38,000 INIIIENSEPAIMININ1111 36,00 2111101011ROMENNIIIII

34,000 32,000 11=11111111111111111111111 30,000 111=111111111NISSIMlk

28,000 26,000 111111111111111: 24,000 22,000 111MNEMINI 20,000 MIL 18,000 11 12 13 14 15 16 17 18 19 20 2122 23 24 25 2627 28 29 30 31 32 33 3435

CLEAR OUTREACH, FEET (HIM. TO MAX.) AB.583 Figure 2-9.NS-50 Mobile Crane.

24 Chapter 2AIRCRAFT HANDLING EQUIPMENT Operation as close to the top as possible, or the hook must be lashed to the boom to keep it from swinging. Only qualified operators are to be used to operate cranes. The operator must understand Safety Precautions the function and operation of each of the crane's instruments and controls.This knowledge is As with all heavy equipment, precautions essentialfor the proper maintenance and opera- should be taken when operating or servicing tion of the machine. This information can best cranes.Your safety as well as the safety of be gained by a study of the operation manual. a fellow worker depends on it. Most cranes have warning lights on the in- It is imperative that the operator under- strument panel to indicate an abnormal condi- stands the function and operation of each of the tion of the machine. Warning lights are used to instruments and control switches on the in- indicate low air pressure in the brake system, strument panel.This knowledge is essential low engine oil pressure, and overtemperature for the proper maintenance and safe operation of cooling systems and wheel drive motors. On of the mobile crane. some machines the light comes on when the Personnel assigned as operators of the crane component is operating normally, on others' only must be fully qualified in the operation of the when the component is malfunctioning. crane and be familiar with the local instructions Warning lights for the NS-50 are as follows: regarding the crane's use. 1. Engine coolantredcomes on when the Never leave the crane with the engine op- coolant reaches 200°F. erating and make sure that all electrical switches 2. Engine oil pressureredcomes on when are turned off when leaving the crane. the oil pressure, drops below 8 psi. Keep the speed of the crane to a minimum. 3. Drive wheel motorsambercomes on Make all starts and stops as smoothly as pos- when the drive wheel temperature reaches 290°F. sible. When this light comes on, the snorkels that are Check instruments frequently during crane used as an aid in cooling the wheel motor should operations. Any abnormal gage indication should be opened. be checked immediately and corrected before 4. Drive wheel motorsredcomes on when continuing the operation.The crane must be the drive wheel motor reaches 340°F.The stopped as quickly as possible when any warning crane mustbe stopped when this light comes on. light comes on and the trouble corrected. 5. The crane must be stopped when any red Cables should be kept tight, but not under warning light comes on and the malfunction must severe strainwhen the crane is not in operation. be corrected before any further operation. Inspect all cables periodically for frayed or When the crane is being maneuvered to pick broken strands and replace when necessary. up a crashed aircraft, watch the position of the Always wear gloves when making this inspection crane wheels in relation to the aircraft.Most to prevent injury to the hands. cranes must befairly close to the aircraft if the When operating a crane from the remote hook is to be in the proper position.Personnel control station an operator must always be in must be stationed so that they can give ample the operator's cab. warning if any part of the crane looks as if it Do not touch bare electrical connections or would hit the aircraft. For the lifting of certain electrical cables if insulation is broken. Re- aircraft there are only one or two positions quest the services of the maintenance electrician where the crane can be,if the hook is to be for performing all electrical checks and repairs. properly positioned. Ma;A.e sure that the hook is properly centered TOW BARS over the load to be lifted.Use small trial lifts in the beginning and be prepared to stop if the There are two classes of tow bars, those load tends to shift or swing. designated as universal and those designated as When the crane is required to travel with a special. The special tow bars are those designed load, keep the load as close to the crane wheels for use with only one type of aircraft. The uni- and as close to the ground as possible.All versal tow bar, NT-4, is designed to tow and stops, starts, and turns must be made very position all carrier based aircraft. slowly to avoid swinging the load. When moving The Universal Aircraft Tow Bar, Model the crane with no load, the hook must be run up NT-4 (fig.2-10), is the type tow bar most 25 AVIATION BOATSWAIN'S MATE H 1 & C

AB.263 Figure 2-10.NT-4 Universal Aircraft Tow Bar. commonly used by the Navy today. It is designed from 3/4-inch diameter to 2 1/2-inch diameter, to provide for the nose tow of aircraft, employ- the tow pins have been sized to suit. ing four different sizes of nosewheel axle tow Before attaching the tow bar to the aircraft holes.The NT-4 is also designed for towing nosewheel, the proper size pin must be selected. aircraft provided with fuselage and landing gear The axle pins are held in the tow bar by tow rings.Attachment is dependent on the air- quick-release pins.After selecting the proper craft being towed and is accomplished by either size, engage the pins in the towing holes of the axle pins or by hooks. aircraft.With the chain through the movable This tow bar is provided with a securing rail, engage the chain in the slot and tighten chain that will allow t,tow bar to spread 25 the chain by turning the knob (handtight) on the inches thereby accommodating the maximum fixed rail. nosewheel axle length for carrier type aircraft. CAUTION: Be sure that the chain is tight By detaching the chain from one side of the split and under tension. tow bar, the tow bar may be opened as required For aircraft that have towing rings on the for fuselage tow. fuselage or on the landing gear, hooks are pro- The tow bar is made of aluminum alloy, is vided on the tow bar. When engaging the hooks 15 feet long, weighs 135 pounds, and is designed in the towing rings, make sure that the spring- to handle aircraftwith a maximui.i gross weight loaded pin is completely closed. When using up to 90,000 pounds. the hooks, the axle pins should never protrude Most carrier aircraft have provisions for on the inboard side of the tow bar and the chain towing from the nosewheel axle.In view of the should be stowed on the fixed rail.The axle fact that the aircraft to be towed have been pro- pins can be stowed in the tow bar by installing vided with four different sizes of holes, ranging them with the small tapered end flush with the 26 Chapter 2-- AIRCRAFT HANDLING EQUIPMENT

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

27 AVIATION BOATSWAIN'S MATE H 1 & C inboard side of the A-3 lug. Figure 2-11 shows an NT-4 attached to a S-2F ai.kcraft. When towing the tow bar without attachment to an aircraft, the axle pins should be installed with the small tapered end flush with the -n- board side of the A-3 lugs and the chain engaged in the slot and stowed. Special tow bars are those designed by the aircraft manufacturer for a special purpose, or to tow an aircraft that has special handling characteristics.An example of this type bar is the one designed for use with the UH-34C helicopter.(See fig. 2-12.)

AB.585 Figure 2-12.Special Tow Bar for the UH-34.

This tow bar is used to properly steer the helicopter whenever land or shipboard towing AB.586 is necessary.It is installed on the auxiliary Figure 2-13.Special towbars for the A-6A. landing gear for towing and steering purposes. The P-3A aircraft comes under a special category in that it must be towed or steered only by a special tow bar made'by the aircraft manufacturer. This tow bar is designed so that when itis installed on the nosewheel landing The rearward tow bar for the A-6A is at- gear, it unlocks the aircraft steering system. tf:ched to a special fitting on either main landing When this bar is removed, the aircraft steering gear. The tow tractor is positioned alongside system is automatically restored. the aircraft and tows from that position. A tiller There aretwo special tow bars for the A-6A; bar or the forward tow bar must be attached to the rearward towing tow bar and the forward the nosewheel for steering purposes during this towing tow bar. (See fig. 2-13.) operation.

28 Chapter 2AIRCRAFT HANDLING EQUIPMENT NOTE: Do not exceed 2 mph during rear- tiedown device (fig.2-15) is used to secure ward towing of the A-6A.Use the aircraft parked aircraft to the deck ashore and afloat. brakes spar'mgly during towing to prevent dam- A minimum of four units is used for small age to the nose and main landing gears. aircraft. Information on the tow bar(s) for any given To prepare the unit for use, the adjustable aircraft can be found in the general information hook is extended by rotating the tensioning grip section of the Maintenance Instructions Manual in the opposite direction to the arrows on it. for that aircraft. The hook on the chain is inserted in the deck fitting; the hook on the unit is fitted on the air- AIRCRAFT CHOCKS AND TIEDOWNS craft.This tiedown has a capacity of10,000 pounds and weighs about 12 pounds. Whenever an aircraft is not being moved, the Allowing a small amount of slack in the main landing gear wheels should be chocked. chain, a link is pushed down into the chain The chocks may be universal chocks designed pocket until the chain lock snaps into place. to be used with most carrier based aircraft or If there is too much slack in the chain, another special chocks made up by the squadron op- link can be chosen by pushing the chain lock to- erating the aircraft. ward the chain pocket, lifting the chain out, and The universal chock used by the Navy is the choosing another link.The tensioning grip is Model MWC-2 Universal Wheel Chock.(See then rotated in the direction of the arrows until fig. 214.)This is an all-metal chock that is the desired tension is reached. adjustable to fit any main landing gear wheel up To release, the release lever is pulled up to 45 inches in diameter. and back in the direction indicated by the arrows. Special chocks are made and used where The TD-1A chain has an oversize link on the standard or universal chocks are of insufficient end opposite the hook so that chains may be used size.At times, it may be necessary to make in series when a longer tiedown is needed. chocks for use when there are insufficient stand- The holdback type tiedown (fig. 2-16) is used ard chocks for the number of aircraft aboard. to secure the aircraft to the deck while the en- These chocks can be made from many different gine is being run up to full power for check and materials; for example, wood and line, all wood, adjustments. or metal tubing and chain. The holdback type tiedown consistsof a coupler, chain, and a deck fitting.The coupler TD-1A AIRCRAFT TIEDOWN adapts to the fitting on the aircraft used for the The TD-1A and the holdback type tiedown catapult holdback tension bar.The coupler is use chain as part of the tiedown.The TD-1A positive locking on 'the aircraft fitting.The

AB.259 Figure 2-14.MWC-2 Universal Wheel Chock.

29 AVIATION BOATSWAIN'S MATE H 1 & C fitting as the holdback tiedown, but uses two cables with hooks for attaching to the main landing gear towing rigs of the aircraft. Temporary tiedowns may be made of hemp line or ...ylon straps. Cargo type nylon securing straps are sometimes used by helicopter crew- men as an initial tiedown when the helicopter touches down. These straps are light, easy to fasten, and quick to tension. They are designed for light loads of 1,000 to 1,200 pcunds. The weight of present day carrier aircraft has increased to the point where they ,can no longer be adequately- secured with line alone; AB.261 however, the ABH should have a good working Figure 2-15.TD-1A all knowledge of both nylon and Manila line, as they purpose tiedown. are frequently used for the securing of gear and equipment and the temporary securing of aircraft aboard ships.Handling ofline and the thumb rules for safe working loads are covered in detail in ABH 3 and 2, NavPers 10300-B. Detailedinstructionsconcerningaircraft handling and securing equipment may be found in NavAix 17-1-537, Technical Manual, Opera- tion and Service Procedures, Aircraft Handling and Securing Equipment.It is recommended that this manual be placed and maintained in the ABH technical library.

AIRCRAFT HOISTING SLINGS Hoisting slings are used aboard aircraft carriers, as well as by shore stations, to aid in moving aircraft and equipment. Each military aircraft is equipped with lifting points for the attachment of the particular sling designed for use with that model of aircraft.Slings are sometimes used in place of jacks for perform- AB.587 ing aircraft maintenance and are commonly used Figure 2-16.--Holdback type tiedown. to lift aircraft from the pier or barge onto the carrier (either onto the flight deck or elevator chain is made of welded links and attaches to platform). They are also used for crash/salvage thecouplerand deck fitting by removable handling of aircraft. shackles.The deck fitting assembly permits In that the load bearing cables, chains, or 360 degrees horizontal travel around the deck straps of hoisting equipment are subject to wear and 0 to 45 degrees vertical angle from the deck. and/or deterioration, it is necessary that these The deck fitting assembly adapts to the fourbar components be thoroughly inspected and tested deck fitting and the fivebar deck fitting. at frequent intervals. A complete visualinspec-, This tiedown is about 10 feet long and weighs tion is required prior to each use, and proof- about 102 pounds. The design capacity is. 90,000 load testing must be carried out at least once a pounds from 0 to 45 degrees of angle. The five- year as directed by NavAir 17-1-114, Handbook, bar deck fitting has a design strength of 36,000 Inspection and Testing of Lifting aridRestraining pounds. Devices for Aircraft and Related Components. There is also afull power turnup tiedown for The general procedure for inspecting slings the A-5A.This tiedown uses the same deck prior to each use is as follows:

30 Chapter 2AIRCRAFT HANDLING EQUIPMENT 1. All dirt and.foreign matter should be re- be examined to determine the extent of deterio- moved from the assembly to be inspected,if ration.Fittings with severe pitting should be necessary. discarded.If fitting is found to be serviceable, Cables must beinspected forcorrosion, it should then be cadmium plated and examined kinks, knrAs, slippage,loosening of fittings, by means of magnetic particle inspection. fraying, stretching, or any other sins of failure. 3. Zinc-poured terminals must be inspected Of particular importance is the detection of a at the top for slippage of individual wires and cable in which a kink has been pulled through in for excessive depression in the zinc filling. order to restraighten the cable.The resultant Wire slippage in zinc may not exceed 1/32 inch, deformation, as shown in figure 2-17, is cause and zinc pullout from the base of terminal may for immediate rejection of the cable. not exceed 1/8 inch. Proof loading of slings is normally accomplished at Naval Air Rework Fac:iities (NARF), and are static tested at1 1/2 times working loads of the sling.It is strong'', recommended that a metal tag be securely attached to each sling assembly to reflect the following information: 1. Date of last proofload test. 2. Due date for the next test. 3. Name of testing activity. SAFETY Never stand or permit personnel to stand under or near a suspended load or tensioned KINKED CABLE KINK PULLED THROUGH cable/sling whether testing or during actual AB.588 hoisting of a load/aircraft.Avoid makeshift Figure 2-17.Cable damage resulting from repairs ofhoisting equipment.Whenever a a pulled through kink. component is found to be faulty, it must be replaced with a new component designated for that The presence of 6 or more broken wires in specific purpose.Frequent failures have been any 9-inch length of cable or 3 broken wires in caused by using a bolt, pin, or other part of the any one strand 3 inches in length is cause for wrong size or strength as a replacement for a replacement. If excessive corrosion is present, faulty or missing component.After replace- the cable must be replaced, regardless of the ment of the faulty part, the entire assembly must number of broken strands. be proofload tested. Chains used in slings must be inspected for stretching, wear, gouges, fractures, corrosion, SCREENING DEFECTIVE EQUIPMENT kinks, and knots.Chains having more than a 5 percent stretch in any 5-link section must be The failure of handling equipment during discarded. Chains which show 25 percent wear flight operations both ashore and aboard ship in any individual link must also be discarded. can pose many problems for the ABH. At times Terminals, lugs, shackles, plates, and other this can seriously affect the safety of the op- fittings must be checked formisalignment, eration.The first class and chief must know wear, corrosion, loosening, slippage, fractures, enough about repair procedures to estimate the etc.Inspect all bolt holes for elongation and time the equipmentwill' be out of commission stripped threads. In the case of cable terminals, and its effects on the safety of operations. the lay of the cable beneath the base of the ter- Whenever a piece of equipment fails, there minal must be examined to insure that the lay are several questions that should be answered. is undisturbed and that the individual wires are 1. What operations will this equipment affect fitted tightly together. by being unavailable ? 2. When a fitting is found to be severely 2. What can be used in its place? corroded, a glass bead type blaster should be 3. What division or department is involved used to remove scales.The fitting muss then or who is qualified to effect the repair ?

31 AVIATION BOATSWAIN'S MATE H 1 & C 4. How long will it take to repair the equip- Corrosion of aluminum alloy is evident as ment (if it is your responsibility to repair the white or gray powdery deposits on the metal equipment you will need to know how many men surface.The condition is first indicated by the will be needed.) powdery residue deposited in tho area of con- 5. Are spare parts available and if they are tact,later by the pitting and scarring of the not, how long will it take to get them ? aluminum surface, and finally complete deterio- 6. Is the equipment available to perform the ration of the aluminum in the area. repair ? Corrosion endangers the equipment by re- There are numerous sources where infor- ducing the strength and changing the mechanical mation can be found. The Maintenance Require- characteristics of the metals used in its con- ments Cards as well as the technical manual struction.Materials are des;gned to carry for each tow tractor and mobile crane should certain loads and withstand given stresses as give the time required, the equipment or tools, well as to provide an extra margin of strength and the number of men needed to make the re- for safety.Corrosion can weaken the struc- pair. The NavShips Technical Manual gives de- ture thereby reducing or eliminating this safety tailed repair procedures for most of the ship factor. board machinery, piping systems, deck, etc. There are many factors that affect the type, Frequent inspections should be made during speed, cause,and the seriousness of metal the performance of the work as well as after corrosion. Some of these corrosion factors can completion. The supervisor's inspection should be controlled; others cannot. Preventive main- provide affirmative answers to the following: tenance factors such as inspection, cleaning, 1. Is the work done according to the current and painting and preservation are within the directives? control of the operating activity. 2. Do technical materials used conform to When corrosion of equipment or structure specifications ? has been discovered, the first step to be taken 3. Is the job complete in all respects? should be the safe and complete removal of the 4. Does the workmanship measure up to de- corrosion deposits or replacement of the affected sired standards? part.Which of these actions to be taken de- The most effective repair procedure is pre- pends upon the degree of corrosion, the extent vention. A thoruugh maintenance program con- of damage, the capability to repair or replace, tinuously carriedout and properoperating and the availability of replacement parts. Any procedures adhered tr,, not only promotes safety, part which has been damaged by corrosion but also prevents mcst equipment failures. should be replaced if continued use is likely to result in structural failure. Areas tobe treated CORROSION CONTROL for corrosion deposit elimination must be clean, unpainted, and free from oil and grease. Chips, In recent years more equipment is being burr, flakes of residue, and surface oxides must made of metals other than steel or in combina- be removed. However, care must be taken to tions of several different metals.Tow bars, avoid removing, at the same time, too much of tow tractor parts, flight decks, chocks, and many the uncorroded surface metal. Corr osion deposit parts of ships' structures are being made of removal must be complete.Failure to clean aluminum. Since the introduction of steel ships, away surface debris permits the corrosion rust has been, and still is, one of the major process to continue even after refinishing the problems of maintenance. With the introduction affected areas. of aluminum and other metals, more problems After the corrosion has been removed the have been added to corrosion control. extent of damage must be assessed. It is at this Corrosion may take place over the entire point that the determination is made to repair surface of a metal from chemical reaction with or replace the affected part or to perform a the surrounding environment, or it may be elec- corrosion correction treatment. This treatment trochemical innature between two metallic involves the neutralization of any residual cor- materials or two points on the surface of the rosion materials that may remain in pits and same alloy, which may differ in chemical ac- crevices, and tie restoration of permanent pro- tivity. The presence of moisture is essential in tective coatings and paint finishes. both types of attack. The most familiar example Control of corrosion can be accomplished by of corrosion is the rusting of iron or steel. maintaining a dry environment through the 32 Chapter 2AIRCRAFT HANDLING EQUIPMENT use of suitable moisture barriers or drying repair and maintenance work should be done agents. only by authorized and assigned personnel. Complete technical information may be ob- The ABH1 and ABHC should be concerned tained by reference to Corrosion Control for with the inspection of work areas, tools, and Naval Aircraft, NavWeps 01-1A-509; Aircraft equipment to detect potentially hazardous and Maintenance Cleaning, -14 a vW e p s 01-1A-506; unsafe conditions and take appropriate correc- Preservation of Naval Aircraft, NavWeps 15- tive action. 01 -500; and to the manufacturer's instructions Safety is an area in which the AM's re- furnished with various proprietary materials. sponsibility increases as he advances in rating. An ABH1 or ABHC must possess the ability to SAFETY interpret safetydirectives and precautions. When maintaining or working with equip- . The First Class or Chief must know and ob- ment, there is one rule that must be .strongly serve all safety precautions for the equipment stressed:SAFETY FIRST. Whether you are he uses and the work he does. working in the shop, on the line, or on the flight The importance of interpreting the safety or hangar deck, there are prescribed safety rules and regulations, and either giving your procedures that should be folloWed. It is a must men instructions or publishing them in written to be aware of the many dangers that are asso- form, cannot be stressed too much. However, ciated with this type of work. the indoctrination of your men in safety pre- Because of the possibility of injury to per- cautions and techniques is an integral part of sonnel, and the possible damage to material, all the safety program.

33 CHAPTER 3 AIRCRAFT HANDLING

This chapter coversaircraft handling on 4. Scheduling administrative and proficiency naval air stations, aboard aircraft carriers, flights. and LPH/LPD ships. 5. Recommending personnel for assignment as plane captains, directors, equipment opera- NAVAL AIR STATIONS tors, and cargo handlers. 6. The security and proper ground handling At naval air stations the ABH1 or ABHC of aircraft and associated support equipment. may be assigned to the operations department. 7. Recommending changes in methods and The term operations, as used here, refers to techniques to promote maximum ground safety, routine operations concerned with regulating safetyinflight,and operational readiness the arrival and departure of aircraft at a naval of assigned aircraft and associated support air station, and not to military tactics. There- equipment. fore, senior ABH's may be assigned as flight The leading petty officer in charge is the line leading petty officers. assistant to the division officer in carrying out the functions of the line.He must keep himself FLIGHT LINE and the line division officer informed of the status of all the aircraft and handling equipment, The air station line is under the operations and any unusual conditions which may exist. department.The line division is responsible Some of the major duties of a leading petty for the servicing, loading and unloading, and officer in charge of a line are included in the checking for operational readiness of all air- following list: craft, that may be assigned to the naval air 1. "")irect and sent aircraft on and off the station and those transient aircraft that may flight line. require these services. 2. Insure that aircraft are spotted in ac- The organization of a naval air station line cordancewitha given operational plan (if varies with the number and type of aircraft required). assigned to the air station.Personnel in the 3. Insure that adequate firefighting equip- division are assigned as plane captains,taxi ment is available and properly manned when signalmen, and equipment operators. On small starting aircraft. air stations the men in the division may be re- 4. Insure that aircraft are preflighted and quired to perform all of these duties. Men ready to go prior to scheduled flights. from maintenance shops may also be assigned to 5. Maintain status reports on all aircraft perform specific checks and other operations. assigned to the line. The line division officer is responsible for 6. Insurethatsufficientauxiliary power the operation of all aircraft and handling equip- units are available for starting aircraft. ment on the line and works directly under the 7. Maintain flight records as required. operations officer. 8. Insure that aircraft are fueled and de- The flight line division is responsible for fueled properly, observing all applicable safety accomplishing the following functions: precautions. 1. Line maintenance for assigned aircraft. 9. Enforce all safety precautions applicable Line maintenance includes the daily inspec- to flight line operations. tions, adjustments,servicing,correctionof 10. Direct the movement of aircraft away minor discrepancies, and troubleshootingof from the scene of fires. aircraft being prepared for flight. 11. Insure that aircraft are secured properly. 2. Performing line-servicing functions for 12. Insure the cleanliness of the line, equip- transiting aircraft.., ment, and spaces. 3. Operating air terminal facilities. 13. Train and supervise plane directors.

34 Chapter 3AIRCRAFT HANDLING 14. Perform other duties as may be assigned When directing aircraft with side-by-side by the department head. seating, such as is found on multipiloted air- In addition to the above duties, the first class ciaft, his position is forward of the left wingtip. or chief ABH assigned to an air terminal must He has no alternate position since the pilot on a have a thorough knowledge of aircraft cargo multipiloted aircraft sits on the left-hand side loading procedures and weight limitations of of the cockpit. When directing multipiloted air- the aircraft concerned. craft in obstructed areas,an assistant taxi Personnel assignments are made by the di- signalman may be used on the right wingtip. vision chief, and all personnel matters are sub- The assistant taxi signalman will signal the mitted through him to the division officer. aircraft taxi signalman on the left wingtip. The taxi signalman must always be in a position to Plane Captains see the assistant taxi signalman and the pilot's eyes. The plane captain is responsible for the ma- Aircraft being taxied on land within 25 feet terial condition of the particular tjpe aircraft of obstructions must have a taxi signalman at his unit or squadron is utilizing. He should be each wingtip. If any obstruction is present on familiar with the general features of the air- one side only, a man at that wingtip is required. craft and have a practical knowledge of the air- Aircraft must not be taxied at any time within frame and powerplant.Through this knowledge 5 feet of obstructions.Aircraft being taxied on gained, he will be able to assist in all phases of water must not be taxied closer than 50 feet to required routine engine and airframe periodic obstructions except in mooring or docking pro checks. cedures or when dictated by nature of th3 mission. Extra precaution is necessary when di- Taxi Signalmen (Plane Director) recting aircraft at night.The taxi strip and parking area should be inspected for workstands Standard taxi signals are used by all branches and any other mobile equipment which can of the Armed Forces so that there will be no damage the aircraft. misunderstanding when a taxi signalman of one In directing an aircraft that is taxiing from serviceissignalinga pilot from another. the line, the director should remain in control These signals must be definite and precise to of the aircraft until it is clear of the other air- eliminate any possible misunderstanding and to craft or obstructions in the spotting area. inspire the pilot's confidence in the signalmen. All men assigned to the line should be qualified Equipment Operators' as taxi signalmen. When the line crew is large, some men may be assigned as taxi signalmen A fully qualifiedpetty officershould be as their primary duty. charged with the supervision of the equipment Any time an aircraft is to be taxied from operators and line equipment.The type and the line or is returning to the line for spotting, amount of aircraft handling and servicing equip- it must be directed by one or more taxi signal- ment on the line vary with the type and number men as necessary. of aircraft that may be assigned to the naval The taxi signalman should assume and main- air station.Operators of all self-propelled tain a position where he can see the pilot's vehicles must possess a valid government eyes at all times.If it is necessary for him to driver's license (SF-46) and have attended a lose sight on the pilot's eyes in changing posi- formal course of instruction on aircraft support tions, or for any other reason, he should signal equipment (ASE). Op Nav 3500.26 (Series) gives the pilot to stop until he has taken up his new detailed instructions on the licensing of ASE position. operators. The taxi signalman has a definite position The handling equipment may be one or more to maintain when directing aircraft, calculated of the types discussed in chapter 2 of this to give him all possible advantages. His posi- training manual.Detailed information oil the tionwhendirectingsingle-engineaircraft equipment required for handling and servicing should be slightly ahead of the aircraft and in can be found in the General Information and line with the left wingtip. An alternate position, Servicing section of the Maintenance Instruc- in line with the right wingtip, may be used when tions Manual for the respective aircraft. This it is necessary to clear obstructions. manual also gives the handling characteristics

35 AVIATION BOATSWAIN'S MATE H 1 & C and the securing equipment requirements and of the aircraft brakes with those of the tow procedures for the aircraft. tractor. Operators should be cognizant of all safety CAUTION Before towing an aircraft, insure precautions and vehicle operating instructions that all landing gear ground safety locks are in- issued by the commanding officer of the naval stalled. These ground safety locks are pins and air station and higher authority. clamps used to insure that the landing gear does not retract accidentally while ground han- TOWING AIRCRAFT dling the aircraft. Aircraft are either towed by the fuselage, Towing aircraft can be a hazardous opera- nosewheel, or the main landing gear, depending tion, causing damage to the aircraft and injury on the type of aircraft or the area over which to personnel, if done recklessly or carel'ssly. the aircraft is to be towed. Many aircraft are The following paragraphs outline the general provided with nosewheel steering; therefore, procedure for towing aircraft; however, spe- the cockpit steering system should be disen- cific instructions for each model of aircraft gaged if possible when towing by means of the are detailed in the General Information section nosewheel. of the applicable Maintenance Instructions Man- The universal tow bar may be used to tow ual and should be followed in all instances. aircraft from rings mounted on the fuselage or Most naval aviation activities issue specific landing gear. The tow bar is secured to these instructions concerning aircraft towing. These instructions usually contain the composition of rings by means of hooks which are mounted on the tow crew, tow tractor speed, and various the ends of the bars. A spring-loaded safety other instructions concerning local conditions. pin secures the hooks in the rings. These instructions must be complied with. Special tow bars are designed to be secured Aircraft are generally moved by a tow crew. to the aircraft in various ways. The informa- The crew is usually composed of a tractor tion contained in the applicable Maintenance driver, plane captain, and one man to watch for Instructions Manual should always be followed clearance at each wingtip and the tail, and a when attaching special tow bars to an aircraft. qualified director. The man assignedto operate the brakes SPOTTING AIRCRAFT must be thoroughly familiar with the particular type aircraft. His main function is to operate It is th.. responsibility of the ABH assigned the brakes in case the tow bar should fail or to the line crew on an air station to direct and come unhooked. He must also be familiar with spot aircraft on the line. Sometimes the spot the operation of various systems such as the will be painted on the ramp, but in many cases ejection seat, power canopy, wing fold, and the the director will have to be familiar with the safety precautions associated with each. area so he can spot the aircraft in such a man- The men assigned to observe the wings and ner as to facilitate engine turnup, taxiing, or tail should proceed at their assigned stations towing without materially endangering other as the aircraft is being towed.It is the re- aircraft on the line, and for securing aircraft sponsibility of these men to keep sharp lookout on the par:cing ramp. for obstructions and signal the tractor driver Incoming aircraft should be met at the edge in time to prevent collisions. of the spotting area and directed to the appro- Only qualified personnel should attempt to priate spot.Transient aircraft often require tow an aircraft. Driving a tow tractor requires assistance from the runway to the P;;otting area. specialized training as well as a valid Navy This is accomplished by the use of the follow-me driver's license. jeep or other appropriate vehicle.The vehicle When towing an aircraft, the towing vehicle meets the aircraft at the end of the runway or speed must be reasonable, and all persons in- an intersection to the runway and leads it to the volved in the operation must be alert. Only respotting Prea. liable, competent personnin should be assigned CAUTION:All vehicles entering upon or to opnrate the tow tractors. When the aircraft crossing runways must get radio orvisual is being towed, the brakes of the tractor ihould clearance from the control tower before enter- not be relied upon to stop the aircraft.The ing or crossing.Visual signals are used if man in the cockpit should coordinate the use radio communication is not possible.

36 Chapter 3AIRCRAFT HANDLING An aircraft can be spotted on the flight line use of firefighting equipment available at all under its own power, by use of a tow tractor, times on the line.It is of the utmost impor- or manually by pushing.Regardless of the tance that every man working on the line be method used to spot the aircraft, a qualified familiar with the location and use of the fire- man must be in the cockpitto operate the fighting equipment. brakes. Standard color codes are used for visual The position of the taxi signalman during identification of the fire extinguishers.The spotting is the same as for taxiing. He must be use of the standard color code for the extin- able to see the eyes of the man in the cockpit at guishers, promotes greater safety, lessens the all times. chance of error. ,confusion, or inaction in time When spotting aircraft at night, extra pre- of emergency, and also provides identification cautions must be taken to insure that the park- of the flight line fire extinguishers from build- ing area isclear of workstands and other ing fire equipment. equipment.Assistant taxi signalmen should be The typeof extinguishers,together with used to insure that the path is clear and there class of fire it will extinguish, must be painted isno dangerofhitting otheraircraft or on a 6-inch color band. The letters should be obstructions. black and at least 1 inch in height. When the aircraft is spotted in its proper The 6-inch band around the top of the extin- position, the brakes should be applied and held guisher should be painted as follows: until the main landing gear wheels are chocked. Carbon dioxide (CO2) ye, low AIRCRAFT TIEDOWN Foam Compatible Dry Chemical (FCDC) green The tiedown ofaircraft isanother very Foam type silver or white important part of ground handling.Aircraft Purple K Powder purple ashore on naval al: stations are chocked, and Carts for handling the 50-pound extinguisher thentied down on concrete parking areas bottles should be painted the same color as the equipped with fittings called pad eyes.The extinguisher band.The containers or holders aircraft to be tied down is spotted in the park- for the other fire extinguishers located on the ing area in the best position for full utilization line may also be painted the same color as the of the pad eyes. The aircraft may be tied down extinguisher band. with cable tiedown reels, chain type tiedown, The station fire chief is responsible for the manila line or a combination of all. proper distribution, maintenance, and inspec- When tying down aircraft,theexpected tion of fire extinguishing equipment provided weather conditions will determine how the air- for flight line operation. craft should be secured. In normal weather the The line chief under the station fire chief is NORMAL TIEDOWN PROCEDURE is used; and responsible for the following: when heavy weather is anticipated, the HEAVY 1. Insure that fire protection measures are WEATHER TIEDOWN PROCEDURE is used. provided for all aircraft undergoing mainte- Since the method of securing and tiednwn nance of overhaul on the flight line or parking procedures vary on different typeairc_aft, area. refer to the applicable Maintenance Instrucdons 2. That all line personnel engaged in duties Manual for the proper tiedown procedures. involving aircraft operation be fully trained in fire prevention, fire protection measures, and FIREFIGHTING EQUIPMENT the use of fire extinguishing equipment. 3. Insure that a sufficient number of prop- The ABH1 and ABHC assigned to the flight erly charged extinguishers are maintained for line duty should prepare himself for pos:;ible replacement while flight line extinguishers are emergencies by becoming thoroughly familiar being serviced. with the various types of firefighting equipment 4. Require a daily inspection of all line fire available on the line. extinguishing equipment. Experienced crash crews and fire crews are Carbon dioxide (CO2) bottles are the most always readily available; however, the need for common fire extinguishers used on the line. the services of the fire crews can, in many These bottles are supplied in sufficient quantity cases, be avoided by the prompt and efficient to handle any small fire started on the line.

37 AVIATION BOATSWAIN'S MATE H 1 & C An aircraft should never be fueled, defueled, or divisicins which are responsible for the flight its engines started without having one or more deck and hangar deck, respectively. men standing by with a CO2 bottle. Some aircraft carry one or more small CO2 FLIGHT DECK bottles. These bottles are intended for use in flight and should never be used in ground oper- A flight deck of an aircraft carrier is one of ations except in extreme emergency. In the the most hazardous places in the world and cne event that they are used, the proper personnel of the busiest spots in the Navy. There can be must be notified so that they may be replaced many differences in the flight deck arrangement prior to the aircraft's next flight. of aircraft carriers. Equipment may be located NOTE: Twinned Agent Units (TAU-2) are differently, be of different size, or be of differ- provided and should be standing by for imme- ent type. These differences are even greater diate use duringallaircraft hotrefueling between the various classes. Thelocation, operations. size, and type of equipment (elevators for example) can seriously affect the methods of flight HANDLING AIRCRAFT ON CARRIERS deck operations. The handling of all aircraft on the flight deck The two main classifications ofaircraft is the responsibility of the V-1 division. This carriers are the attack carrier (CVA) and the includes directing and spotting aircraft, opera- antisubmarine warfare support carrier (CVS). tionof elevators, and operation ofaircraft Other types of carriers have been developed handling equipment such as tractors and cranes. for specialized and supporting role. Each type Also included inthe V-1 division is the carriescertain aircraft and equipment de- crash and salvage crew. The major concern of signed to fulfill the specific carrier's mission. this crew is the handling of crashed aircraft Those departments which contribute directly to and the manning of firefighting equipment in the the primary mission of an aircraft carrier are event of any emergency situation. The duties theoperations department, weapons depart- and responsibilities of the crash and salvage ment, carrier air wing, and air department. crew are discussed in chapter 4 of this Rate The combined efforts of both officers and Training Manual. men are necessary to make air operations on There are basic organizations within a V-1 a carrier effective.It is certain that without division; one covers the military or adminis- exceptional organization and teamwork on the trative aspects and the other the flight quarters part of all hands, the operations of an aircraft or operational organization.All personnel in carrier would not be possible; therefore, the the V-1 division come under these organiza- efficient and coordiaated efforts of all person- tions and their duties may be alike or varied. nel concerned are of vital importance to the The operational organization for a V-1 divi- success of all air operations. The success of sion covers the flight quarters station assign- these operations depends largely on factors ments. These assignments are outlined in the such as organization, training, and experience ship's battle bill.In this organization the divi- of the senior flight and hangar deck personnel. sion officer becomes the flight deck officer, and During flight operations the speed with which theassistantdivisionofficer becomes the aircraft can be launched or recovered depends crash and salvage officer. largely upon theefficiency of the directors The crash salvage chief, safety petty officer, handling the aircraft.The efficiency of the and damage control petty officer are outlined directors depends on the leadership and know- for each organization. This basic organization how of the ABH1 or ABHC who is in charge of will vary from ship to ship due to operational them. requirements, number of personnel in the divi- The aircraft handling group, under the air- sion, and other factors. craft handling officer, is responsible for launching, recovering, handling and servicing of all Flight Deck Chief aircraft aboard the carrier.These various functions are the responsibility of more than The flight deck chief (FDC) is the overall one division. The two divisions in the aircraft supervisor of the flight deck. The FDC is the handling group in which the ABH1 or ABHC assistant to the flight deck officer (FDO) and is may be assigned are the V-1 and the V-3 charged with a tremendous responsibility.The

38 Chapter 3AIRCRAFT HANDLING FDC is responsible for the operations on the Leading Flight Deck Petty Officer flight deck, the training of aircraft directors, proper operation and readiness ofall flight The flight deck leading petty officer func- deck aircraft handling 9quipment, and all safety tions as an assistant to the flight deck chief and precautions/procedures concerned in any move- has the following duties and responsibilities: ment of aircraft on the flight deck. 1. Be familiar with all aspects of n movement It .;s not feasible to list all the duties and/or of aircraft on the flight deck and ascertain the responsibilities of the flight deck chief due to training requirements of the handling crews to the flexibility of his billet; however, some of insure the expeditious movement of aircraft. the major duties and responsibilities include 2. Supervise the directors and crews in the the following: proper spotting,respotting, and securing of 1. Conductprelaunch briefingsofplane aircraft. directors. 3. Become familiar with all other duties of 2. Supervise flight deck personnelin the the flight deck chief. spotting, respotting, and securing of all air- 4. Assume the duties of the flight deck chief craft on the flight deck. in his absence. 3. Supervise and direct the training of per- Experience has taught that the flight deck sonnel assigned to the flight deck, and admin- chief must be the senior supervisor, but at the ister the division, subject to the direction of ti. same time be one who realizes that the whole division officer or higher authority. job cannot be done alone.The flight deck chief 4. Supervise the movement of aircraft be- and the flight deck PO, together, must super- tween the flight deck and the hangar deck via vise the flight deck until the very last man the aircraft elevators. knows his job and knows it thoroughly. 5. Insure that elevator operators and phone talkers are well qualified and have an under- Flight Operations standing of and observe all applicable safety orders. In most operations advance word will be 6. Insure that the crash salvage crew mans given toallow time by planning.However, the appropriate firefighting stations for either special missions often arise which necessitate flight or respotting operations. maximum effort on the part of the flight deck 7. Insure that all aircraft handling equip- crews to get the launch off on time. For this ment isin good working order and that the reason tilt, importance of flexibility and broad required equipment is readily available. training ctheflight deck crews cannot be 8. Insure that only qualified, licenkd oper- overemph atorsare allowedto operate tow tractors, To a person watching flight deck operations cranes, etc. for the first time the activity alone presents a 9. EnForce the wearing of the prescribed confusing picture. Some have called carrier flight deck uniform; paying particular attention flight deck operationsthe greatest show on to the wearing of goggles, sound attenuators, earth. They cannot determine how and why the and othe) safety devices. aircraft are launched and moved around as they 10. Direct the utilization of flight deck han- are with maximum efficiency.The success of dling crews. these operations dependslargely on factors 11. Conduct and maintain a continuous train- such as organization, training, experience and ing program toassure theexpeditious and sound operating procedures. proper performance ofthe handling crews. There can be no uncertainty on a carrier 12. Supervise the loading and off-loading of flight deck at any time during flight operations. aircraft. Each man must know where he belongs and the 13. Take all necessary action to insure the job that he is to perform. Orders must be given prompt movement of aircraft to fulfill the re- so that they are clearly understood and carried quirements of the operational schedule. out. 14. Keep the division officer advised of all NOTE: General flight deck and hangar deck matters concerning safety, status of equipment, procedures arecontainedinthe CVA/CVS performance of personnel, etc. NATOPS (Naval Air Training and Operating 15. Act as principal observer, inspector, and Standardization). As the title implies, this man- evaluator of his men's performance. ual standardizes the procedures for shipboard

39 AVIATION BOATSWAIN'S MATE H 1 & C aircraft handling, and compliance with these in the note section where there is insufficient procedures is mandatory. space on the schedule. While flight decks are hazardous areas, the There are many things that can 'change the danger can be minimized byreducingthe schedule during the day's operation or even chance of a hazard changing into a dangerous before the day's operation commences. The situation.This can be accomplished by con- schedule must be compiled in advance of the stantlyevaluating ever-changingsituations, operation (usually 10 to 12 hours); therefore, looking out for the other man first, and devel- aircraft status can change, target areas may oping team effort. not be available, or weather may change in the In order to take steps necessary to avoid ship's operating area or the target area. hazards, the individual must first recognize The number of aircraft to be launched must that these dangers are, in fact, real and could be based on the squadron's maintenance depart- turn into an unpleasant statistic.Once the ment's prediction of what aircraft will be in an hazards are recognized they can be dealt with UP status for the coming day's operation. Ad- realibtically. Applying command policy, stand- ditional aircraft may be assigned when and if ard operating procedures, training principles, they become available. At times when the ex- and a continuous safety program are the solution. pected aircraft do not reach an UP status the whole launch may becanceled orchanged. An indoctrination program for men being Some missions require an exact number of air- introduced toflight deck operations for the craft.One aircraft in a DOWN status C211 be first time must be vigdrously carried out, and the cause for changing the entire mission. should include air wing personnel.Unauthor- The personnel in charge of the flight deck ized personnel must not be allowed on the flight must be ready to-expect a change in the launch deck at any time during flight operations. sequence or to hold or add certain aircraft at a Every man in the division should know that moment's notice.At times test hops may be he is doing one of the most important jobs on added to the schedule at the request of the the shipand be mighty proud of it. The gruel- squadron's maintenance department. All changes ing work associated with flight deck operations to the schedule must be approved by the ship's must never be allowed to assume connotations operation department. of punishment. An effective and safe flight deck PLANNING THE SPOT FOR FLIGHT OPER- is invariably a disciplined deck.This disci- A'1;0NS.Most carriers have a basic spotting pline, which followers know is necessary and order. The aircraft ar,- spotted for launch in want to participate in is intended here, rather approximately the same location each time. than the stern,severe compulsion normally This spottir,rder varies from carrier to interpreted into the meaning. carrier to suit the flight deck layout. Certain As flight deck chief or leading PO, you can aircraft must be spotted in a specific location insure that there is one thing for which there to permit servicing,loading of ammunition, is no room on the flight deckcarelessness. starting, maintenance, etc. In the case of cer- OPERATIONS FLIGHT SCHEDULE.The tain large aircraft, the location should be such operationsdepartmentpreparestheflight that the aircraft does not interfere with the schedule for each day's operation.For special movement of other aircraft or is such that they operations this schedule may cover more than do not need to be moved during launching or 1 day's operation but normally it is for only recovery operations. 1 day. This schedule is intended to cover the The aircraft handling off..2er and/or flight ship's air wings and squadron's training or deck officer, using the flight schedule, the air- operational requirements and commitments. craft status board, and advice from the squad- A copy of this mimeographed schedule is dis- roll maintenance chiefs as to what aircraft may tributed to all departments/divisions concerned. be ready, assigns the aircraft by side number This schedule gives he launch and recovery to the scheduled launch.The squadron may times; the number, type, and squadron of the request specific aircraft but the final decision aircraft in each launch; the fuel loads and am- rests with the aircraft handling officer. munition types and quantities; and any other After the decision has been made as to which information such as launch sequences, launch aircraft are to be used, the aircraft handling priority, and which spare aircraft are required. officer, flight deck officer, flight deck chief Ammunition types and loads are usually given and/orflight deck PO using templates and

40 Chapter 3AIRCRAFT HANDLING the ouija (wee-gee) board, decide on the best catapult spotters than on the catapult(s).The location for the GO aircraft. most experienced directors should always be Jet aircraft are usually spotted in a turnup assigned as catapult spotters.There is no position with the engine exhaust over the side room for the smallest error by the spotter if a of the desk unless they are spotted on the cata- good launch interval is to be maintained. The pult or in a .,-oady position behind the catapult. position of the aircraft on the catapult is criti- Jet aircraft should always be pointed as nearly cal. The distance that the aircraft can be off as possible into the wind for starting. This is center in relation to the catapult will vary with to help prevent starting fires and hot starts. each type of aircraft but the maximum for any Reciprocating engine aircraft are normally aircraft is about 6 inches. The nosewheel on spotted on the aft end of the flight deck with the some aircraft must be perfectly lined up and GO aircraft in the front rows. Jet aircraft are the aircraft must not be cocked more than a normally spotted along the deck edge with the specified amount in relation to the catapult. first to be launched aircraft aft; however, the Some types of aircraft are equipped with first to be launched aircraft may also be fed in catapult nose gear launch equipment.This from the forward spots, depending on the type equipment provides a safer and more efficient flight deck. means of aircraft alignment and hookup than When there are a very large number of air- the bridle/pendant launch system. craft to be launched some of the GO aircraft When spotting an aircraft in preparation for may be spotted on the hangar deck, brought up launch,ha ringthistypelaunch equipment, on an elevator during the launch, and started. direct the aircraft to the mouth of the approach When the spot and the operation of the launch ramp, and signal the pilot to lower the launch are planned, the aircraft handling officer makes bar from taxi position to the deck. The aircraft a spotting sheet or card to indicate the location is then steered into the aft end of the approach of the aircraft. A copy of this sheet or card is ramp and continues forward (not toexceed given to each director on the flight deck.This 4 knots) until the trail bar engages the buffer card may also contain notesas to specific slider. When the aircraft stops and the launch launching sequences. bar drops into position the catapult deck edge PRELAUNCH BRIEFING.Before each operator is signaled to give bridle tension. launching operation, a briefing is held by the In the event it is necessary to respot an air- aircraft handlingofficer.Thisbriefingis craft equipped with nose launch gear (after a attended by the catapult officer, the flight deck catapult hookup) signal the pilot to reduce air- officer, the hangar deck officer,the PO in craft power.After all applicable procedures charge of tow tractors and starting equipment, are followed to release the aircraft from the the flight deck chief, the leading PO, and all catapult, direct the aircraft forward (under its flight deck directors and spotters. During this own power) until the launch bar clears the for- briefing, specific launch procedures and se- ward end of the deck ramp (the launch bar will quences are given. The disposition of aircraft automatically spring up into taxi position). Re- that go "down" during the launch is determined move the aircraft from the catapult as directed. and each director and spotter is informed as to When launching with conventional launching his specific part in the operation.After the systems, the speed of the aircraft must be briefing, each director informs his crew as to controlled by the spotter so that the catapult the details of the launch.After the first launch holdback man is able to connect the holdback. of the day, details of the recovery are also in- The holdback must not be used to stop the air- cluded in this briefing; for as soon as the last craft as any undue strain on the ten: ion bar or aircraft has left the deck the previous launch ring requires that it be changed. If the aircraft must be recovered.The crews must also be overruns the holdback and the holdback man is aware that the need for a "ready" deck may unable to connect the holdback, the aircraft arise at any time due to an emergency situation. must be pushed back manually by a handling NOSE GEAR LAUNCH (CATAPULT SPOT- crew. Any time that an aircraft must be re- TING).The takeoff requirements of jet air- positioned, the time for the entire launch inter- craft necessitate the use of the catapult for val is greatly increased. launching purposes. With the use of modern When an aircraft on the catapult goes "down," catapults, the time interval between each launch the spotter and directors must know where to depends more on the flight deck directors and spot it to prevent interference with the rest of

41 AVIATION BOATSWAIN'S MATE H 1 & C thelaunch.The procedure for removing a An alternate spot should be determined be- DOWN aircraft from the catapult will vary with fore the recovery for aircraft with blown tires. the flight deck layout, the number of aircraft Some aircraft cannot be taxied any great dis- still to be launched, and the space available on tance with a blown tire. Some require towing the hangar deck and/or flight deck. with a tractor because they are impossible to DECK LAUNCHING.The deck launching control when taxiing with a blown tire. method can only be used when the required A tow tractor should always be kept in a amount of clear deck can be obtained for take- ready condition during recovery operations to off run. When the amount of deck run is deter- tow aircraft from the landing area that have mined, it is verified by the air officer, using blown tires or some other condition that pre- the tables for each type aircraft.Directors vents them from being taxied. feed aircraft out of the pack to a predetermined The flight deck handling crews must also be spot on the flight deck where the flight deck trained and ready to assist in rigging the barri- officer takes over andgives the signal for cade. The arresting gear crews are responsi- launching. ble for making the hookup but must have as- The angle portion of the flight deck is some- sistance from the flight deck crews in stretching times used on carriers to deck launch certain the webbing across the flight deck. aircraft. This can only be done when the ma- RESPOTTING.The respottingof aircraft jority of the aircraft are spotted forward on the on the flight deck becomes an exercise in co- flight deck and the required takeoff distance operation between personnel that make up the can be obtained. refueling and rearming crews, squadron per- RECOVERY.When thelast aircraft has sonnel, and the plane handlers.The servicing, been launched, the remaining aircraft in the maintenance, and rearming of the aircraft start landing area of the deck must be moved. A assoon asthe first aircraft recoveredis line painted on the flight deck, known as the spotted, and continues through the recovery and safe parking line or "foul line," separates this respotting periods.The plane director has area from the rest of the deck. No portion of basic control over these operations due to the any equipment or aircraft should be in this required moving of the aircraft. The director area. All personnel must remain back of this must decide if the servicing or other operation line during landing operation except those spe- on the aircraft is to continue or be halted. cifically authorized to enter the landing area. Servicing and maintenance must not be allowed When the aircraft has been released from to interfere with the orderly flow of aircraft the arresting gear wire, the fly three director during the respot. On the other hand, serv- directs the aircraft clear of the landing area. icing and maintenance should not be stopped The speed with which the aircraft clears this unnecessarily. area has a bearing on the landing interval. During the respot, DOWN aircraft that would A basic spot is used for recovered aircraft interfere with operations are sent to the hangar much in the same way as in the launching spot. deck and aircraft in an UP status needed for Experience with spotting the different aircraft the next launch are brought to the flight deck. assigned the ship determines this spot. As an Respotting of aircraft on the hangar deck for exact landing sequence cannot be determined in maintenance purposes may be done at this time. advance, the directors must take the aircraft It may be necessary to bring some of these as they come aboard and spot them in the most aircraft to the flight deck: temporarily in order feasible locations.These locations should be to have room to respot the hangar deck. as close to the basic spot as possible. On large When there is space available, aircraft that recoveries some of the aircraft must be sent to are not needed for the next launch are sent be- the hangar deck to give sufficient space for the low. Aircraft are usually respotted in the basic entire recovery. This is especially true when spotting order. At times this order may be it is necessary to hold an aircraft on the cata- modified slightly when a special launch is to be pult in a ready-to-launch condition. carried out,but normally each squadron will When it is possible to determine, in advance, have a..1 area for its aircraft. which aircraft are going to be in a down condi- During the respot, the directors must be tion upon landing,it may be possible to send especially watchful to prevent crunches. There these to the hangar deck on recovery, is always the likelihood of a crunch when mov- AMPLE: An aircraft going into check.) ing aircraft under the adverse conditions of

42 Chapter 3AIRCRAFT HANDLING flight operations aboard a carrier. A thorough discipline on these circuits by maintaining a and vigorousanticrunch program must be training program for phone talkers and direc- carried out and the flight deck chief and flight tors and by exercising a continuous check on deck PO are the ones to insure that it is carried their use. out. The launching, landing, and respotting can General Safety Precautions be halted at times because of elevator casualties.The term casualties is used here to indi- The enforcement of flight deck safety pre- cateaninoperativeelevator.The elevator cautions is one of the major duties of the flight platform can be in any position all the way up deck chief and the leading PO. He must insure and locked, down, or any position in between. that ALL personnel working on the flight deck On some carriers where the elevator platform observe and practicethe safety precautions is part of the landing area, the platform not required by the air department instructions and locked in an UP position can prevent the land- higher authority.This includes personnel of ing of any aircraft. The launching of aircraft other divisions, departments, and squadrons, as may also be halted when the forward center-of- any laxity on their part affects the safety of the-deck elevator cannot be locked in an up men, equipment, and the ship. position. Nonstandard director signals can cause pilot The elevator casualty of major concern to confusion and create accident hazards; there- the ABH is a casualty to the forward center-of- fore, the first and foremost safety requirement the-deck elevator.When .the locks cannot be is the use of standard signals. Directors tend installed on an elevator, aircraft should not be to develop their own personal, colorful, and taxied across it.When the elevator is down dangerous interpretations of standard taxi sig- during a recovery it poses a problem in spot- nals if they are allowed to do so.It is the re- ting the aircraft as they are recovered. Air- sponsibility of the ABH1 and ABHC to insure craft must be taxied around it, the area left for that only the standard signals are used.If any spotting is severely limited, and those aircraft discrepancies are reported, immediate steps that were required to be sent to the hangar deck must be taken to correct them. to make room for the recovery must be sent The accident potential takes a tremendous down another elevator. Additional aircraft have increase during periods of darkness, and re- to be sent to the hangar deck to make up for the quires extra precaution on the part of both lost space. The deck edge elevators have to be pilots and crew. Launches in darkness nor- utilized for this and may seriously affect the mallyinvolve the lack of depth perception, landinginterval.When the casualty occurs which results in error of distance judgment. before the recovery, plans can be made to pro- To compensateforthisdeficiency,small vide for it.When the casualty occurs during launches with additional sp2cing between parked the recovery the flight deck chief and leading and taxiing aircraft should be standard.The PO must use all their experience and ingenuity directors must make slower movements with in directing the spotting of the aircraft to in- the lighted signal wands to insure the pilot sure that all can get aboard. understands clearly the intent of the given sig- COMMUNICATIONS.A rapid, accurate ex- nal.A problem which sometimes gets out of changeof information is a necessity fora hand when not constantly stressed is the direc- smooth, safe, and efficient flight deck operator'smoving on the deck while givingtaxi tion. Enough of the plane directors must have signals at night. This gives the pilot the illu- radio equipped headsets, and the phone talkers sion he is not moving his aircraft since there must have phones with leads long enough to is no relative motion between the director and obtain a maximum coverage of the flight deck. the aircraft. The pilot tends to add more power Good communications then becomes a matter of to respond to the director's signals. When the discipline.Every time an aircraft moves an director stops, the pilot then realizes that he is inch or anything else significant occurs on the moving too fast. Thus, the accident potential is flight deck, information should flow smoothly to increased. and from flight deck control. The aircraft han- An indoctrination program is utilized for dling officer must have this information if he those personnel new to flight deck operations is to maintain control of the operation.The or who have not worked on the flight deck for flight deck chief and leading PO must insure an extended period of time.New personnel

43 AVIATION BOATSWAIN'S MATE H 1 & C should not be used for night operations until occasion arise in which any doubt exists as to they are thoroughly familiar with day operations. theapplication of a particular directiveor Strict enforcement of wearing proper flight precaution, the measures to be taken are those deck uniforms must be carried out. The cor- which will achieve maximum safety. rect wearing of helmets, goggles, and sound attenuators is a major problem.Directors and Flight Deck Crew Safety other equivalent personnel should be held re- Clothing and Equipment sponsible for the men in their crews. Person- nel working on the flight deck should be pre- For apparent reasons, flight deck life prevented from carrying loose gear (books, rags, servers and protective helmets (sound attenu- etc.)in their pockets. There is always the ating) should be worn whenever a person works danger of loose gear being drawn into a jet on the flight deck, flight operations, respot, etc. engine intake. Strict enforcement of wearing properflight When moving aircraft aboard an aircraft deck uniforms must be carried out. The cor- carrier, insure that there is proper clearance, rect wearing of helmets, goggles, and life pre- and watch for unexpected ship movement that servers is a major problem. Directors and may have a bearing on aircraft being moved. other supervisory personnel should be and are Be extremely cautious when moving on and off held responsible for the Men in their crews, as elevators.There is always danger of losing well as any other person(s) not in proper flight one over the side. deck attire. Inattention or improper handling or spotting The Mk 1 Life Preserver, designed for use of the aircraft causes the loss of an aircraft or by flight deck personnel, is available in three some unscheduled maintenance. sizes: small, medium, and large, and in seven The problems involved during operations colors to designate the various aviation func- area product of flight deck crews,pilots, tions. These preservers are comfortable, du- weather, a pitching deck, and last but far from rable, and washable and should be used to the least, tempo of operations. These are elements best advantage. of the carrier environment and for the most Information relative to the use and periodic part cannot be altered; however, the number of testing of thislife preserver (FSN 2H -4220- crunches and hazards can be decreased through 926 -9438 through 9458) can be found in NavShips alertness, cooperation, and training, and doing Technical Manual, chapter 9331. Some of the the job in a professional manner. general inspection and testing procedures per- The hazards of a carrier flight deck cannot taining to this preserver are as follows: be overemphasized because of the clanger to 1. Examine all mechanical gear on the pre- personnel and property.Safety is an area in server to insure that it is in worku.o order. which responsibilities increase with advance- 2. Check that the tip of the piercing pins (of ment. As an ABH1 or ABHC you must know and the inflater assembly) has not been bent or observe all safety precautions for the equip- otherwise damaged. ment you use and the work you do.In addition, 3. Inflate the preserver orally, examine for it is your responsibility to insure that all men leaks.Preservers with leaks or other defects working under your supervision also observe should be repaired or replaced.Holes in the the proper safety rules and procedures.Safety buoyancy chamber can be repaired with the au- is a never-ending job that must be emphasized thoriz?d repail. kit (FSN 9C-4220-399-6213). so strongly that doing all jobs in a safe manner Wh an the lie preserver is being worn, it is becomes the accepted and routine procedures impel ative that it be closed in front with the at all times. snaps provided, so that it will not come off in Safety precautions and directives issued by the water. To provide some initial buoyancy, the commanding officer and higher authority one or two breaths may be blown into the buoy- should be followed to the letter in their specific ancy chamber orallybut only when the in- application. It is the responsibility of the flight creased bulk of the preserver, due to the partial deck chief or flight deck PO to correctly inter- inflation, does not become a work hazard). pret their application to his men. The major Lifevests mrst be kept away from oil, paint, objective of safety precautions is preventionit and greasy substances as much as possible is much better to prevent an accident than to since these materials can accelerate deterio- give first aid to someone injured. Should any ration of the fabrics in the preserver. Sharp

44 Chapter 3AIRCRAFT HANDLING edges of various items about the flight deck are must be coordinated through the aircraft han- "wear and tear" hazards to be avoided. dling officer. Protective headgear and goggles are also a There are two types of spotting that concern must it.3m to be included in proper flight deck the hangar deck handling crews:operational uniforms.In short, they are good insurance in and maintenance spotting. reducing personnel injuries. OPERATIONAL SPOTS.Aircraft that are not needed for a launch may be sent to the hangar deck to increase the amount of room for HANGAR DECK operations on the flight deck.These aircraft The operations of an aircraft. carrier would will normally be needed for the next launch on be almost impossible without a smoothly and the flight deck and must be readily available to efficiently operating hangar deck crew. The be sent back to the flight deck. Care must be movement of aircraft on the hangar deck cre- taken in choosing their spots so that this move- ates special problems due to the limitations of ment is not blocked. space.Therefore, a great deal of advanced Information as to the UP or DOWN status of planning must go into the spotting of aircraft to the aircraft must be given to the hangar deck prevent the blocking of UP aircraft with DOWN officer or chief at the time or before the air- aircraft and those that cannot be moved. The craft is sent to the hangar deck. The flight closequartersand irregular shape of the deck personnel must cooperate in the operation hangar deck areas require the constant a.L.tQn- in sending the aircraftin a sequence most tion of the directors and handlers to prevent advantageous to the hangar deck. At times it crunches.Tte handling . equipment forthe may be necessary to send some aircraft from hangar deck is mostly manpower; however, the the hangar deck to the flight deck and then spotting dolly can, while providing maximum return them to the hangar deck with the addi- maneuverability, spot aircraft equally effective tional aircraft. This is to prevent "burying" UP in congested areas as in the open. There is not aircraft behind DOWN aircraft.Servicing of room in most cases for tow tractors. some aircraft is also required on the hangar The V-3 division organization is much the deck.Spotters of the aircraft must take this same as that of the flight deck. It is also based i.itoconsideration.Care must be taken to on two organizationsadministration and oper- prevent crunches while moving the aircraft. aiion.The main difference is in the number of Care must also be taken in the spotting so that men assigned. There are fewer handling crews overlapping wing andtail surfacesare not but the number of men in each crew should be forced together due to an increase in weight of greater due to the fact that most of the move- the aircraft when fuel is put into the tanks of ment of aircraft is done by manpower. the aircraft with its wing on top. The reverse The hangar deck division is charged with the can happen when defueling an aircraft and its handling of all aircraft on the hangar deck. wing is on the bottom. Other responsibilities include operation of air- At times the aircraft may be sent to the craft elevators, hangar bay doors, roller cur- hangar de :k just for refueling or defueling. tains, and assigned firefighting equipment such Care should be taken in spotting so the tank as sprinkler systems, water curtains, and foam openings are not blocked, making the operation monitors.. Certain personnel from V-3 division impossible. man the conflagration control stations on the MAINTENANCE SPOTTING.The spotting hangar deck. of aircraft for maintenance on the hangar deck Duties of the hangar deck chief and the lead- is thelargest problem ofthe hangar deck ing PO are basically the same as those of their crews. The condition of the aircraft undergoing a "check," extensive maintenance,or counterparts on the flight deck. repair may prevent its being moved. When the aircraft must be placed on jacks, only a certain Flight Operations area of the hangar deck can be used because of the lowness of the overhead in most areas. The hangar deck officer, with the assistance Aircraft undergoing an engine change or check of the hangar deck chief, is responsible for the will require additional space to perform the movement of all aircraft from, onto, and on the work.On some jetenginedaircraft,this hangar deck. The movement of any aircraft requiresconsiderablespace. Noaircraft

45 AVIATION BOATSWAIN'S MATE H 1 & C maintenance that will keep the aircraft from 5. Make sure that there is a sufficient num- being moved should be undertaken without the ber of men to handle the aircraft when moving approval of the hangar deck officer or chief and it. the aircraft handling officer; no matter how 6. When an aircraft is to be turned up on the much or little time is required for the work to hangar deck, make sure that permission has be performed. been obtained from the aircraft handling officer Cooperation between the hangar deck chief, in flight deck control and that all ship's regu- flight deck chief, aviation fuels chief, and the lations are observed.Safety men from the squadron maintenance chief is a must if the squadron, with sufficient line to block off the hangar deck is to operate smoothly and effi- area, must be stationed around the aircraft. ciently. The hangar deck chief is responsible Each ship has safety precautions that are for the movement of all aircraft on the hangar unique to that ship due to special circumstances deck.It is necessary that he be informed of and operational requirements. Each petty offi- any operation requiring the movement or pre- cer of the division must know and enforce those venting the movement of any aircraft on the that apply to him and his men. New men com- hangar deck. ing into the division should be required to read and sign a listing of these precautions. Safety Precautions Safety precautions for the hangar deck are LPH/LPD HELICOPTER HANDLING much the same as for the flight deck.Aircraft Other carriers of a specialized nature are must be moved into and out of tighter areas on the LPH (Amphibious Assault) and LPD (Am- the hangar deck than on the flight deck and phibious Transport Dock) type.The-se ships movement of the aircraft in most cases is by are to support the vertical envelopment phase manpower alone. All the fire hazards present of amphibious operation.The LPH and LPD c,n the flight deck are present on the hangar deck transports and lands troops, equipment, and plus the disadvantage of restricted movement. supplies, utilizing transport helicopters, land- One of the major responsibilities ofthe ing craft, apd amphibian vehicles. hangar deck chief and leading PO is the en- The first LPH, the Thetis Bay, was converted forcing of theship's regulations and safety from an escort carrier.Some Essex class precautions on the hangar dE ck. carriers have been converted to amphibious Some of the safety precautions for the hangar assault ships. Some other LPH's have been deck are as follows: built from the keel up for thisspecialized 1. All equipment, machinery, and gear that mission. The first one built from the keel up are not being moved or used must be securely was the Iwo Jima (LPH2). tied down. The first LPD, the Raleigh, was built from 2. All tiedowns that may be in an area used the keel. The LPD has a wet well for launching as a passageway should be marked with a rag large landing craft as well as a flight deck for or other device to increase their visibility. launching and landing helicopters.There are The sharp trailing edges of wings and horizon- no facilities on this type ship for striking heli- tal tail surfaces that may be position d in such copters below deck. An LPD usually team., up a way that they are not readily visible should with an LPH (when air transportation is re- be padded or marked. quired for troops, equipment, etc.), and utilizes 3. When moving an aircraft, make sure that the helicopters from the LPH. a qualified plane captain is in the cockpit and The ABH assigned duty on an LPH is as- that he is fully aware that the aircraft is to be signed to either the V-1 or the V-3 division. moved. The air department for this type ship is basi- 4. There should be a safety man stationed at cally the same as the CVA/CVS class carrier. any point of the aircraft that cannot be seen by The air department on the LPD has only one the director.When there is any doubt as to V division, and usually all aviation ratings are clearance, stop the aircraft and make sure of assigned to this division.The ABH's duties adequate clearance before proceeding. Be es- include directing helicopters during launching pecially watchful of the clearance between the and landing operations and other duties as may vertical fin of the aircraft and the overhead. be assigned.

46 Chapter 3AIRCRAFT HANDLING General flight deck and hangar deck proce- bar.Full 360 degrees swivelling of the nose dures are contained in applicable LPH and gear shimmy damper enables the helicopter to carrier NATOPS Manuals. These may be re- be towed with the scissors assembly connected. ferred to forspecific type aircraft. Some When directing the towing of the helicopter, the general procedures are as follows: director will assume and maintain a position in 1. Personnel not required for plane handling front and to the right of the helicopter (outboard must remain clear of the flight deck during of rotor tip path), keeping the eyes of the pilot/ launching and recovery operations. crewmember and the driver of the tow vehicle 2. Starting the auxiliary powerplant, engines, visible at all times. Tow the helicopter using rotor turnup, and taxiing will be done upon the procedures as follows: the direction of personnel from the ships air 1. Insure that external power and obstacles department. are removed, and the cockpic is manned by qual- 3. There must be maximum safe relative ified personnel to apriy brakes when necessary. wind conditions for unfolding or folding rotor 2. Close all access panels and doors to pre- blades. vent damage to helicopter. 4. Extreme caution must be exercised dur- 3. Remove loos,?, objects that could fall from ing preflight inspections and flight operations. the helicopter during towing. 5. All flight deck operations are executed on 4. Incongestedareas,one crewmember signals from Primary Flight Control. - should be placed at the left-hand side of the 6. Taxiing and movenient of helicopters will helicopter just outboard of the rotor blade tip be under the positive control of the directors. path in sight of the director. All signals from Under normal conditions, while directing the crewmember will be directedtothe plane taxiing of helicopters, the director will at all director. times assume and maintain a position from 5. Connect the tow bar to the helicopter and which the eyes of the pilot are visible.Nor- the tow vehicle. Remove all tiedowns and wheel mally this position will be forward and to the chocks. right of the nose of the helicopter, immediately 6. Release the,2king brakes, unlock the outboard of the rotor blade tip path. Under nosewheel and, if towing at night, turn the navi- specific conditions (such as may occur aboard gation lights ON. a carrier), the director will assume a position 7. Do not start or stop too suddenly. Tow best suited to the specific environment. the helicopter straight ahead before turning. Handling a helicopter aboard ship requires Do not exceed maximum speed of 5 mph during strict adherence to safety measures and trained towing. handling crews, utilizing standard procedures 8. Tow the helicopter smoothly and do not and signals. A great deal of special handling of use the helicopter brakes for steering. helicopters is required for safe and efficient 9. Use brakes only when necessary, as this operation; precautions must be practiced and may cause wheels to overheat. If the helicopter observed in all movement to preclude the pos- brakes must be used for emergency stopping, sibility of injury and/or damage. apply the brakes evenly to avoid swerving and Night operations are always the most criti- subsequent damage to the helicopter. cal for both pilots and the flight deck crews. 10. When towing is completed, place chocks The tempo of operations must be reduced in fore and aft of each landing gear, set the park- both volume and speed when compared to the ing brake, and disconnect the tow bar from the day operations.Slow and careful handling of tow vehicle and helicopter. helicopters by the flight deck crews is manda- When the tractor is not practical, pushing tory; therefore, particular attention must be crews may be used. These crews must be in- given to insure that all personnel involved in structed as to those areas of the aircraft that flight deck operations are well briefed in their are capable of taking external forces.In all duties and procedures. cases of deck movement, a crewmember must Movement of helicopters will be accom- be in the cockpit to insure that the helicopter is plished, when feasible, by using a two tractor moved at a slow and safe speed. equipped with an appropriate tow bar.As an For detailed towing procedures for different example for towing procedure, the CH46A type type helicopters, consult the applicable Main- helicopter is given.The aircraft may be towed tenance Instructions Manual (General Informa- by the nosewheel using a Navy Universal Tow tion section).

47 AVIATION BOATSWAIN'S MATE H 1 & C

Table 3-1. Helicopter launch and land commands. Evolution Command from fly Display at Meaning /action control fly control Preparation to "Check tiedowns, Red flag and Verify tiedowas on, chocks in start engines. chocks, and all red light. place. Bootman untie loose gear boot lines and handhold about." lines.Secure all loose gear. Man fire extinguishers. Start engines. 'Start engines." Red flag and Authority for responsible red light. flight deck personnel to signal for starting of, engines.Ship not ready for flight operations. Engage/disen- "Stand clear of Red flag and Deck is clear of all per- gage rotors. helicopter (s)" red light. sonnel not required. (20-second pause). Authority for respon- "Engage/disen- sible flight deck per- gage rotors." sonnel to signal for engaging rotors when their immediate area is clear. Ship not ready for flight operations. Launch. "Launch heli- Green flag Ship is ready in all respects copter (s)." and green for flight operations. light. Authority for responsible flight deck personnel to launch helicopter when pilot is ready and tiedowns removed. Helicopter (s) "Prepare to land Red flag and Prepare designated landing approaching helicopter (s)." red light, area to land helicopter for landing (s).Ship is not ready. aboard. Recovery. "Land helicop- Green flag Ship is ready in all respects ter (s)." and green to land helicopter (s). light.

FLIGHT DECK PROCEDURES The preparation for starting the auxiliary powerplant and engines should be accomplished All flight deck operations, including starting by the helicopter crew immediately after they of the auxiliary powerplant, engines, engaging enter the helicopter, and when PriFly issues rotors, removing tiedowns, etc., are executed insteuctions to start engines, the director gives on signals from PriFly via the director. the start engine signal to the pilot; the pilot 48 Chapter 3AIRCRAFT HANDLING then starts the engine. A visual signal will be 180-degree position, and will be near a hover passed to PriFly via the director as soon as attitude with a minimum rate of closure as it the pilot determines that he is ready to engage crosses the deck edge of the ship and comes to rotors. The rotors will be engaged only upon a hover over thedesignated landing area. the sioal from PriFly to the pilot via the Touchdown on the designated landing spot will director. Thefollowingrequirementsare be made when the director gives the appropri- mandatory for engagement of the rotors: ate signal.See table 3-1 for the sequence of 1. Rotor blade tiedowns removed. signals between director and PriFly and vice 2. Deck tiedowns secure and chocks in place. versa. 3. Flight deck area clear of all unnecessary The signals for a normal sequence of action personnel and loose gear. during launching and recovery operations are given in ABH 3 & 2, NavPers 10300-B. At times 4. Nosewheel locked and parking brake on. there may be changes to these signals; there- 5. Required relative wind velocity. fore, always refer to the latest edition of NWIP After the rotor engagement is completed and 41-6 for approved helicopter signals. the pilot is ready for takeoff, he will indicate Launching andrecovery procedures are an "up status" signal to the helicopter director: basically the same for I,PD ships; however, Following an UP status signal, and when di- due to the configuration of these ships (limited rected by PriFly, the tiedowns will be removed. deck space, gun mounts, cranes, etc.), the di- As soon as practical after the tiedowns are re- rector may launch the helicopter to either port moved, the director signals the pilot for takeoff. or starboard. When PriFly issues instructions to prepare In general, flight deck operations may cause to land a helicopter the director and handling some confusion between pilots/crew and the crew take up their stations in the designated helicopterdirectors. Allsignals must be area, and when the ship is steady on course and clearly understood by everyone concerned so ready to receive the helicopter, PriFly issues as not to leave any doubt about procedures. instructions to land the helicopter.Normally When in doubt, stop and find out; this is espe- the approach of the helicopter will be from the cially important in the movement of helicopters.

49 CHAPTER 4 AIRCRAFT CRASHES, FIREFIGHTING, AND CREW ENTRAPMENT

This chapter discusses the duties, responsi- crash firefighting.As a result, extinguishment bilities, and organizational structure of Aircraft becomes a job for individual, specialized units. Fire/Rescue crews (both ashore and aboard This specialization is necessary because the aircraftcarriers). Informationconcerning two types of firefighting differ greatly in many emergencyfire/rescueequipment,aircraft ways. crashes, aircrew entrapment, and rescue pro- Special equipment is required for aircraft cedures is included. crash rescue because of these differences in types of fire and techniques of extinguishment. NAVAL AIR STATIONS The crash crew employs trucks, helicopters, extinguishing agents, and tools not ordinarily One of the primary command responsibilities utilized by a structural fire crew. The quantity of each naval shore activity is to maintain a of extinguishing agents is limited for the crash reliable and effective firefighting organization crew.Normally, an unlimited wate,. supply of personnel and equipment. from hydrants and other sources is available to On naval air activities, consideration is given the structural fire crew, but for the aircraft to the two primary types of fires encountered crash crew therequiredfireextinguishing the aircraft fire and the structural fire. Each agents usually are limited to the capacities of type requires different firefighting materials the crash cress trucks and airlift equipment. and procedures to effect rapid extinguishment. Each crash crewman assigned to the fire- The fighting of fires in and around grounded fighting department isto be trained in both or crashed aircraft isa highlyspecialized crash firefighting and structural firefighting. branch of firefighting,which demands skill, The primary duty of any firefighter is saving courage, teamwork, physical agility, and men- LIFE: the secondary duty is to extinguish and tal alertness, and thus extends a challenge to limit damage by fire.To help the firefighter firefighting and rescue personnel. meet these responsibilities, the Navy has. placed Fire may occur at any time during the operat his disposal the finest equipment available ation or servicing of aircraft, but fires are with the latest developments in this specialized especially critical following a crash, either on science. Through continuous study and prac- takeoff or landing.This type of fire spreads tice, the firefighter should master this specific rapidly, and because of the unusual fuel dis- art of firefighting so that he can operate with persion and flame intensity, presents a severe a maximum of speed and at the optimum of hazard to the lives of those inside the aircraft. efficiency. An aircraft crash fire can occur on a variety of terrains and can involve high-test gasoline CRASH-RESCUE SERVICE or jet fuels, rocket fuels, nuclear weapons, ORGANIZATION lubricating oil,andafuselage damaged to varying extents. Combustion is sudden, back- It is a primary responsibility of each Naval flashes are common, and explosions are a con- Air Facility to maintain adequate, reliable, and stant hazard to personnel and equipment. effective organizations of personnel and equip- Structural fires, on the other hand, are con- ment to furnish emergency protective services fined within buildings, usually are progressive in accordance with standard procedures. The in nature, and usually create a greater smoke basic standards are implemented by appropri- hazard. These differences necessitate different ate instructions as required to meet local situ- methods of approach, removal of hazards, and ations and missions. It is the responsibility of extinguishing agents and procedures than for each commanding officer to publish a detailed

50 Chapter 4AIRCRAFT CRASHES, FIREFIGHTING, AND CREW ENTRAPMENT aircraftfirefightingand rescue procedure, Personnel engaged in duties incidental to which follows the basic policies outlined by the aircraft operations (maintenance, refueling, and Naval Air Systems Command. This detailed servicing) on the flight line will be instructed procedure must be postedat eachlocation in the types of extinguishers and their operation, where aircraft emergency calls are received. care, and proper application with reference to All personnel concerned with aircraft fire- the following types of fires: fighting and rescue operations are listed in the 1. Aviation fuel fires. Station Aircraft Firefighting and Rescue Pro- 2. Compressor compartment fires. cedure. This procedure outlines the responsi- 3. Accessory section fires. bilities, requirements, and general procedures 4. Aft fuselage fires. to meet local situations and missions. 5. Aircraft wheel and brake fires. 6. Tailpipe fires. Station Fire Chief 7. Tire fires. TRAINING PROGRAM.A comprehensive Each air station w:thin the continental United training program should include instruction and States employs a civilianfire chief who is training in the following: responsible for the operational readiness and 1. Firefighting and rescue organization out- performance of the crash- rescue organization. line. The fire chief, or designated crash captain, has 2. Aircraft emergency mol-ilization proce- control and command of the firefighting and dures. rescue operation at the immediate scene of the 3. Fundamentals of combustion, fire control, accident.The air operations officer assumes and extinguishment; particulafly as involved in overall coordination control of movement of aircraft fuels, materials, and explosives. aircraft, crash-rescue equipment,and other 4. Firefighting operations and tactics. personnel and equipment involved Jn the field 5. Aircraft identification, arrangement, and other than immediate scene of the accident. characteristics familiarization. 6. Basic rescue and first aid procedures. Training and Drills 7. Actual burning practice in simulated aircraft fire emergencies. Aircraft crash accidents and emergencies 8. Review and discussion of past accident usually occur suddenly and with a minimum of operations. advance warning.They permit no extensive 9. Fire hazards involvingaviationfuels. on-the-scene preparation.Time and exacting 10. Preparation and submission of aircraft/ operations with minimum waste motion or ex- rescue reports. tinguishing materials are of extreme impor- 11. Driver-operator instructions. tance.Standard, comprehensive, and constant 12. Ordnance.(The Ordnance/Weapons Offi- training must be afforded all crash firefighting cer will give special instructions on ordnance and rescue personnel througha continuous in accordance with the activity's mission and on-the-job training program.Care must be facilities supported.) exercised in the duty assignment of.;:ec ruits 13. Characteristics of commercial jet air- and otherwiseinexperiencedand unt craft which, in the event of an -mergency, may personnel lest their actions unnecessaril: ii,:- land at Navy or Marine Corps air facilities. pede action or possibly jeopardize the lives of TRAINING AIDS.Applicable training manu- crash aircraft occupants or fellow personnel. als, directives, films, visual aids,and other RESPONSIBLuITY FOR TRAINING.The material published by the Government depart- crash fire chief is responsible for the continu- ments and aircraft manufacturers should be ous trainingof all aircraft firefighting and utilized to the maximum extent in the training rescue personnel and crews, and other support- program.Results of actual tests,personal ing personnel in accordance with NavAir In- experiences and observations, and knowledge of structions and the mission of the activity. specificcharacteristics of various typesof All personnel engaged in duties incidental to aircraft should be incorporated into local fabri- aircraft operation (maintenance and servicing) cated training aid devices, demonstrations, and will be periodically instructed in fire preven- charts to augment published manuals.Aircraft tion and protection measures. This will include familiarization kits, charts, and cutaways are squadrons on temporary duty. valuable training aids.Local medical, aircraft

51 AVIATION BOATSWAIN'S MATE H 1 & C maintenance, ordnance, operations, and other Rescue) boats and/or aircraft when operating related services should be enlisted to cooper- within the range of the control tower or the ate in conducting appropriate training phases. crash communications control station. An adequately planned and suitably located Primary Aircraft Emergency Alarm Inter- training ground for actual burning practice and communications System. The PRIMARY crash simulated crash operations is essential at each alarm system, in addition to the radio equip- naval air activity.In developing each training ment described above, consists of a direct wire grounds site, due consideration should be given communications system installed at the follow- to location with respect to the airfield, to as- ing locations: sure noninterference with flying operations and, 1. Aircraft control tower. at the same time, to provide rapid availability 2. Air operations dispatcher. of the personnel for emergency response. Training fires and realistic forcible entry 3. Aircraft fire/rescue alarm room (crash into and rescue from burning aircraft should be shack). usedto the extent necessarytoattainand 4. Structural fire organization alarm room. maintain the desired standards of proficiency. 5. Air operations duty office. 6. Station hospital or dispensary. Emergency Communications System The purpose of this system is to afford an immediate means of communications to pri- The emergency communications system must mary emergency activities, and to notify the be reliable and rapid. The system should in- operations dispatcher so that he may in turn cludecrashfirefightingand rescue crews, notify all essential supporting activities. crash ambulance crews, and other personnel Secondary Aircraft Emergency Alarm Inter- and activities requiring notification.It should communications System.This system may also provide communications between inqbile operate through the regular telephone switch- emergency unitsand control fixedstations. board, and the commanding instrument is gen- Radio Equipment. Radio equipment is allo- erally located at the operations dispatcher's cated for specific use of aircraft fire/rescue desk. Instruments on this system are installed organizations. The aircraft fire/rescue net- as required at specific locations, thus permit- work is for emergency communications ONLY, ting notification of all essential personnel and and is not to be used for any other reason such activities simultaneously by the operations dis- as administrative or industrial purposes. Fixed patcher without interference with control tower transceivers are authorized for the following: or- primary crash alarm operator'sduties. 1. Aircraft control tower. Stations served by the crash alarm telephone 2. Aircraft fire/rescue alarm room (crash system are variable and at the discretion of the shack). commanding officer.The following connected 3. Structural fire station where structural stations are suggested: and aircraft fire/rescue units are not housed in 1. Crash-rescue alarm room. one common structure. 2. Structural fire station. The following mobile transceivers for the 3. Hospital or dispensary. fire/rescue network are authorized: 4. Photographic laboratory. 1. Aircraft fire/rescue trucks or vehicles. 5. Aircraft maintenance department. 2. Fire chief's vehicle; dual installation on 6. Crash boat house (if applicable). the aircraft fire/rescue network and internal 7. Security Office. security or other fire network. 8. Airfield operations office, which in turn 3. Crash ambulance. notifies by regular telephone or other means: 4. Runway foamer/nurse truck. a. Aircraftaccidentboardmembers. 5. Rescue boats (if applicable). b. Aviation safety office. 6. Other vehicles that the commanding offi- 9. Duty officer's ()nice, where by regular cer deems necessary to support aircraft fire/ telephone or other means the following person- rescue and/or salvage operations. nel are notified: NOTE: Suitable portable or mounted mobile a. Commanding officer. equipment shouldbeprovidedinsufficient b. Staff officers as required. quantity to enable communications between the c. Chaplain. crash vehicle convoy and SAR (Searchand d. Information services officer.

52 Chapter 4AIRCRAFT CRASHES, FIREFIGHTING, AND CREW ENTRAPMENT e. Other agencies whose presence at an maintained on an ABSOLUTE alert status dur- aircraft accident is declared necessary by the ing all scheduled periods of recurrent flying commanding officer. activity. The location of the alert station will It is the responsibility of the control tower val..y between navalairactivitiesand with to observe and report emergencies to the crash circumstances. crew. This does not relieve crash crews ON 1. Runway Alert.A runway alert must be RUNWAY ALERT oftheresponsibilityfor maintained at all times that runways are in use maintaining constant observation since, partic- to provide timely rescue of personnel involved ularly during active flying periods, many in- in unanticipated emergencies, and to report any stances may escape the initial notice of the suspected malfunction of aircraft to the aircraft tower operator.Crash crews dispersed on control tower.This runway alert must be alert assignment or actual response will moni- strategically located in order to observe the tor the crash communications control center, entire runway in use and respond immediately or air traffic control tower, as appropriate. to an emergency. In the event.of a crash or notification of im- NOTE: Where landings. and/or takeoffs are pending emergency; on or off base, upon which being conducted simultaneously, or where more the tower operator received initi:41 notice, he than one runway is in use and operations cannot immediately notifies listening members of the be observed from a single vantage point, a crash crew by radio or over the primary crash second runway alert is required. intercommunications system,consistent with The runway alert must consist of a fully circumstances. As far as can be ascertained, manned MB-5 or, where an MB-5 is not avail- the crash crew, including ambulance, is fur- able, a truck-mounted twinned agent unit (TAU) nished complete information concerning loca- with a crew of four men may be utilized as a tion, type of aircraft, occupants, type of cargo interim measure. At air activities where the carried(especiallyifanyexplosivesare aircraft maximumgrosstakeoff weightis aboard), amount of fuel aboard, nature of the 10,000 pounds or less (table 4-1, gross weight emergency, landing runway and time,, and such category), the TAU with a crew of four men other information as is pertinent to the antici-. may be used as the runway alert inlieu of pated emergency operation.This information the MB-5. may be obtained by monitoring air traffic Con- Runway alert watches may be established in trol and by tower operator's repeatback. Upon a number of watch hour combinations, depend-' receipt of initial notification, 'crash crews and ent upon intensity of operations and weather ambulance respond immediately. and, if the in- conditions. No one fire/rescue crewman, how- cident is an impending emergency, they assume ever, is to be assigned to runway alert duty for standby positions at predetermined emergency more than a total of 8 hours in any one '24-hour locations alongside,but clear ofdesignated period. runway. 2. Standby Alert. The purpose of the standby Simultaneous with notification,Of crash truck alert is to supplement the runway alert in meet- and ambulance crews, the operations dispatcher ing minimum response requirements, and to is notified over the primary crash intercommu- provide firefighting capability required to mini- nications system. The operations dispatcher mize danger to flight personnel, and to reduce then notifies other designated activities over fire damage to aircraft involved in an accident. thesecondarycrashintercommunications A 'standby alert must be maintained at all times system. during':flight operations and will consist of an If information of a crash or emergency is ambulance, MB vehicles, and runway foamer. received by the crash crews oroperations Where the combined fire organization is located dispatcher before the control tower, the tower in common quarters, or the structural fire sta- operator is immediately notified by radio or tion is so located as to permit response within intercommunications system and crash fire- the time prescribed for standby alert (3 minutes fighting vehicles and ambulance proceed to the from the standby position to the field alert crash or emergency location. position), one MB-5 and/or the runway foamer will. be cross manned :by personnel normally Maintenance of Alert. assigned' structural firefighting' duties. ,How- Itismandatory that aircraft firefighting ever, at least one structural fire pumper must and rescue crews, with ample, equipment, be be maintained in a fully manned condition at all

53 AVIATION BOATSWAIN'S MATE H 1 & C Table 4-1.Minimum response requirements. Aircraft maximum gross Gross weight Gallons and pumping rate. of water for takeoff weight in pounds category foam generationAFFF-GALS/GPM

Up to 10,000 1 400/250 10,000 to60,000 2 800/500 60,000 to90,000 3 1200/750 90,000 to 200,000 4 1800/1000 200,000 and over 5 2400/1250 NOTE: This table supersedes minimum response requirements as set forth in NavAir 00-80R-14, U.S. Navy Aircraft Firefighting and Rescue Manual, dated 1 January 1968. times to permit ready response to structural Foam).Thisisthestandardextinguishing fire emergencies. agent used by the Navy. (Protein foam is still On notification of an anticipated or impend- used for runway foaming operations.) If for any ing emergency landing, the standby alert must- reason the minimum response water require- assume the condition of readiness of the runway ments cannot be provided by the runway and/or alert at a strategic' position near the anticipated standby alertas specified in the preceding emergency location. paragraphs, the commanding officer concerned 3. Backup Standby -Alert. During flight op- should curtail or reduce flight operations to a erations, a backup standby alert consisting of gross weight category of aircraft for which the other medical/ambulance .personnel, ordnance wateravailable meets minimumresponse disposal teams and vehicles, and the structural requirements. fire organization must be maintained in a con- 6. Aircraft Firefighting and Rescue Vehicles. dition of readinessthat will permit prompt The type and quantity of crash/rescue vehicles' response from normal working areasto a assigned will vary with the operational status standby alert position.On notification, of an of the air activity. Assignments are-,Qacie on emergency or other anticipated aircraft mal- the basis of the mission of the airfield. an the function, these forces will assume the condition actual number and types of aircraft. The num- of readiness of the standby alert and await in- ber and types of crash/rescue vehicles assigned : structions from the senior fire 'officer at the an activity are based on the minimum response scene of the emergency. requirements. More vehicles may be assigned 4. Mutual Assistance.In addition to the to allow for repair and maintenance and for support and utilization of the structural fire' exceptionally. hazardous and/or intense flight crews and equipment, cooperation and mutual operations. The MB-1 and MB-5, using.AFFF assistancebetween. 'Department of Defense fire extinguishing agent, are the standard air- Agencies and between Naval and Marine Corps craft fire/rescue vehicles.In addition to the activities are essential. Coordination and co- MB equipment, some selected air activities, operation between local military, civilian air- which support aircraft with costly and intricate port, and municipal firefighting organizations electronic equipment, have been provided a 06 are. Local commanders are en- carbon dioxide vehicle.This vehicle must be joined to cooperate' with forest service, state, maintained as part of the standby alert and' and local fire officials in developing plans to manned With minimum response requirements. . furnish mutual assistance to an extent which 7. Support Crash/Rescue Vehicles. Support- would not impair the safety of the military ing aircraft fire /rescue' vehicles include the facility involved. folloWing: 5. Minimum Response. Table 4-1 contains a. Auxiliary aircraft fire/rescue trucks. the minimum response necessary to adequately These are small lightweight vehicles of the perform the aircraft fire/rescue fUnction for multidrive type. and may be equipped with as- routine flight operations. This table establishes sorted power and hand-operated forcible entry minimum response in number of gallons and tools and/or field lighting equipment. A truck- pumping rate based on use of the fire extin- mounted TAU with the above equipment may be guishing agent, AFFF (Aqueous Film Forming substituted for this support vehicle.

54 Chapter 4AIRCRAFT CRASHES, FIREFIGHTING, AND CREW ENTRAPMENT b. Water tankers/runway foamer.Run- essential for immediate participation in emer- way foamer trucks may be assigned to or be on gency operations: emergency call for service with the aircraft (1) Fire chief, as available, the on-duty fire/rescue organization. Runway foamers may assistant fire chief, and/or the aircraft fire also be used to transfer water and/or fire ex- captain on duty. tinguishing agentto other firefighters/crash (2) Fire-rescue crews. rescue trucks, in the event such a transfer be- (3) Ambulance crew. comes necessary. (4) Personnel for runway foamer. c. Structural fire pumpers and brush fire (5) Aircraft SAR boat crew at those trucks.Structural fire pumpers and brush/ activities so situated so that availability of such structural fire trucks may be utilized to back boats is required. upaircraftfire/rescue trucks.Particular (6) SAR helicopter crew (if available). benefits will be derived where .nstalled water c. Support participation.The following distribution systems, or sources of a static personnel are required to provide support for body of water are available with hose line relay aircraft fire/rescue and salvageoperation: distances.In addition toregular functions, (1) Aircraft maintenance personnel. brush/structural fire trucks should be used to (2) Security personnel. respond to off-base aircraft emergencies. (3) Official photographic personnel. d. Navy airlift type, dry chemical extin- d. Administrative participation. The fol- guisher, 400-pound capacity, Purple-K-Powder lowing are required to be present at an accident (P-K-P) extinguishers mounted on four-wheel site: drive, 3/4 to 1 ton pickup trucks equipped for (1) Accident board members. crash/rescue operations. (2) Aviation safety officer. NOTE: These units will be phased out and (3) Such other personnel as the com- replaced as necessary with TAU's. manding officer deems necessary. e. Crash ambulance. The medical officer is responsible to the commanding officer for Manpower the assignment of proper equipment and personnel for crash ambulances. Each ambulance It is essential that sufficient personnel be on call for aircraft crashes should have equip-' assigned to the aircraft firefighting/rescue or- ment sufficient to provide adequate care for ganizationto performallassigned duties/ several injured persons.Crash ambulance functions.With exception of the runway alert crews should include at least one enlisted man, vehicle (described previously), the following is preferably a Corpsmaritrained in crash-rescue established as the minimum number of on-duty work and first aid, who also may act as the personnel required for manning the standard driver.At least. one crash ambulance with fire/rescue vehicles: crew should be ON STANDBY ALERT during scheduled flying hours and at such other times MB-1 5 personnel as designated by the commanding officer. MB-5 4 personnel f. Aircraft salvage cranes. Mobile cranes Truck-mounted TAU 2 personnel (40.- to 50-ton capacity) and truck-mounted (10- Nurse truck or combined to 20-ton capacity) should be available to expe- roamer nurse truck 2 personnel dite aircraft salvage and/or rescue operations. 06 cart.,nn dioxide g. SAR (Search and Rescue), helicopters, truck (where provided). 2 personnel and boats, where available. 8. Personnel Requirements. The manpower criteria as directed by Nav Mat a. Runway alert.The number of person- Instruction 11320.11, Aircraft Fire Fighting and nel assigned to MB-5 and TAU vehicles used on Rescue Service, provides manning under the runway alert, as previously set forth in this following specific conditions: chapter,is predicated upon those personnel 1. Continuous operations,with respect to required to drive and to operate the vehicle hours of operations. firefighting system, and simultaneously per- 2. Normal operations, with regard to degree form rescue functions. of hazard and intensity of flight operations. b. Standby alert-immediate(3Minute) 3. Withcrewstrainedtofullyutilize availability. Thefollowingpersonnelare equipment/vehicle capabilities.

55 AVIATION BOATSWAIN'S MATE H 1 & C Some deviations from these specific condi- protection efforts and increases the demands tions are to be expected. Commanding officers on the aircraft fire/rescue organization. The are enjoined to utilize the services of the area foregoing may dictate to the supervisor the fire marshal and the station fire chief to estab- ne..lessity of increased manning levels. lish an aircraft fire/rescue unit that realisti- ASSIGNMENT OF PERSONNEL.Care must cally supports the station's mission. be exercised in assigning military personnel to HOURS OF OPERATION.The majority of aircraft fire/rescue duties. These men should air activities are open to flight operations 24 be in good physical condition, be resolute, and hours a day, 7 days a week, and firefighters are possess initiative and a capability to assess a employed on an average 72-hour workweek. A fire situation.The following standards meet multiple factor of 2.7 men must be used to com- the above criteria: pute the number of personnel required to man a 1. Driver/operators of emergency aircraft minimum response position 24 hours a day, 7 fire/rescue equipment must be 21 years of age days per week. Some auxiliary landing fields, or older.However, this requirement will be and outlying fi,r,lds, are not operated 24 hours waivered down to 19 years of age for qualified per day. As the hours of operation for which graduates of the. Aviation Crash Crew School, the fire/rescue function must be provided de- NATTC, NAS Memphis, Millington, Tennessee, creases from the 24-hour day to an 8-hour day, or the Aviation Boatswain's Mate H (Aircraft 40-hour week, the multiple factor decreases to Handling) Course, NAS, Lakehurst, New Jersey, 2.35 for a 65-hour week, to 1.65 for a 50-hour provided that emergency fire/rescue equipment week, and to 1.1 for a 40-hour week. driver training requirements set forth by Nav- NOTE: Multiple factors cited apply only to Fac Instruction 11240.82 (Series), Policy 'And personnel required to man aircraft fire/rescue Procedures for the Testing and Licensing of vehicles necessary to meet minimum response Motor Vehicles, have been met. requirements. 2. Educationa minimum of 2 years of high One aircraft fire captain (supervisor) for school education. each section is required in addition to the above 3. Sizeat least 5 feet 8 inches in height and listed personnel.If other duties such as main- weight of at least 135 pounds, well proportioned, tenance and operation of arresting gear or and better than average strength and agility are FLOLS, wheel watches, salvage crane opera- essential. tion, mess cooking, or compartment cleaning 4. Assignments should be for a 2-year pe- are assigned to the fire of g,anization, additional riod with a well-planned program for replace- personnel must be assigned in consonance with ments in order to preclude sudden transfers of the requirements for such other duties. large numbers of experienced personnel.At EXTRA-HAZARDOUS FLIGHT OPERA- least on:. -half of the on-duty personnel should TIONS.Extra-hazardous flight operations, ?re have a minimum of 8 months' experience in the those other than routine flight operations which, assignments. for reasons of training, intensity, and/or number of aircraft involved, increases the frequency AIRCRAFT CRASHES ofaircraftd.L.cidents. Examplesofextra- hazardous flight operations are:any portion of Many variables are involvedinaircraft the progressive phases of flight training where emergencies that require immediate, positive, instructors are not available to the student, and accurate judgement with regard to response field carrier landings, combined squadron and/or routes and firefighting tactics. As time is all airwing flight operations, aircraft with hospital important in effecting rescue of personnel, it is litter cases aboard, aircraft involved in test imperative that the responding crash firefight- and/or evaluation, and remotely controlled air- ing vehicles be employed to effect the rescue craft flight operations. as rapidly as possible. Once committed, time INTENSITY OF FLIGHT OPERATIONS.-The does not permit the redeployment of vehicles. intensity of flight operations varies at air ac- The intensity of the operation and the full at- tivities to well over 100,000 flight operations tention of personnelto combating fires and per quarter (fiscal). As the intensity of flight effecting rescue does not permit individual operations increases, the base loading of air- direction of personnel.In addition, the geo- craft is increased. This imposes greater re- graphical locationof the station,obstacles, quirements for flight line fire prevention and terrain, and field layout differ for each activity.

56 Chapter 4AIRCRAFT CRASHES, FIREFIGHTING, AND CREW ENTRAPMENT Therefore,it is necessary that each aircraft the fire in the control area.All other crash crash firefighting organization preplan its ac- firefighting vehicles arriving at the scene must tions so that all personnel are familiar with a take position complementing the first response basic plan of action.It must be remembered vehicle, enlarging on the pattern for rescue and that preplanning is basic, and that conditions total extinguishment.It must be borne in mind upon arrival at the scene may require adjust- that all factors involved in aircraft crashes ment to cope with the situation.The factors cannot be discussed in detail, as each accident' involved in preplanning and tactics employed at will present many variables.The basic ap- the scene are dependent upon the following: proach is that which will afford the most effi- 1. Terrain. cient control of fire in the area, or locations 2. Wind direction. where rescue of personnel is to be performed. 3. Type of aircraft involved. Due to prevailing conditions, these basic pro- 4. Crew stations within the aircraft. cedures may not be adaptable in their entirety, 5. Fire location on the aircraft and/or de- and may require deviations to accomplish the gree of fire involvement. mission. The following paragraphs are points 6. Presence and type of ordnance stores. of consideration,not necessarily in their se- 7. Type of primary extinguishing agent dis- quence of importance. pensed by the responding vehicle(s). Type of Aircraft. The type and size of the When aircraft crash firefighting personnel initial fire control area will be dependent upon respond to the scene of an emergency, they the type of aircraft, the number of personnel must have all information available to enable aboard, and their stations aboard the aircraft. them to plan their attack intelligently and ef- Locations of access doors, hatches, and cano- fectively.The aircraft control towerwill pies must be considered, as well as obstacles transmit as much of the following information and aircraft design features that may impede as is available:, the rescue effort. 1. Location of the aircraft emergency. Basic Vehicle Spotting.The basic vehicle 2. Type of aircraft. position, in relation to aircraft involved in an 3. Number of occupants.- accident, is at the nose or tail of the aircraft. 4. Presence and type of ordnance aboard. For aircraft in total fire involvement, this po- 5. Fuel state, if known. sition affords the most advantageous location to 6. Any other amplifying information. provide coverage in the control area along both Speed is the essence of successful aircraft sides of the fuselage. (See fig. 4-1.) firefighting.A few seconds' difference may Use the wind. The wind must always be used mean the saving of a life or the saving of an to your advantage, unless conditions dictate aircraft.Although the aircraft firefighter is otherwise.Position vehicles and attack from highly trained and motivated toward speed of upwind, with the wind to your back or on the response and rescue of personnel, the speed of quarter if possible.The seat of fire cannot be responding vehicles must be within the safety identified through smoke on the downwind side. limitations of the vehicle.In short, the vehicle When attacking a fire m the upwind approach, and rescue crew must arrive at the scene to firefighting personnel are not subjected to the accomplish their mission.The speed of the same intensity of heat as from a downwind ap- vehicles in response to an accident must be that proach.In addition, fuel vapors will drift away at which the vehicle may respond and maneuver on the wind, whether ignited or not.(See fig. -safely. 4-2.) Normally the first aircraft crash/firefighting On combat aircraft 'carrying.rockets, mis- vehicle to arrive at the scene of an aircraft siles,orother ordnancestorescontaining accidentwillbethe, runway alert vehicle. rocket motors, the basic vehicle's spotting po- The responsibility for success of the rescue/ sition will have to be adjusted to keep from firefighting operations rests heavily upon the being in the line of fire or exhaust blast areas first response vehicle.The dri'ver-operator of in case the rocket motors are set off by heat the first response vehicle sets up the rescue/ from the fire.In this case the attack would be firefighting operation at the scene, and his de- from the quarters, with attention directed to- cisions must be made accurately and on a split ward expanding the control area to encompass second basis. The first response vehicle sets rockets, missiles, or other ordnance stores up the initial path for the rescuemen and controls containing rocket motors located in or on the

57 AVIATION BOATSWAIN'S MATE H 1 & C

ORDNANCE STORES

COCK PIT A13.590 Figure 4-2.Useof wind direction to best advantage. Note:

Control the area encompassing personnel locations and, if involved, ordnance stores stations.In the case of guns, rockets or missiles adjust to remain clear of the WRONG

line: of fire. .

AB.589 Figure 4-1.Fire control area. aircraft, as well as entrapped aircrew locations.In combating a fire on aircraft with ordnance storesthat do notcontain rocket motors, the initial attack should include, in the control area, the location of ordnance stores on the aircraft. When fixed guns are contained in the aircraft, the basic nose or tail spotting position will require adjustment to preclude vehicles or personnel from being in a direct line of fire from this type of weapon.(See fig. 4-3.) Seat of Fire. The fire should be attacked to AB.591_ prevent spread, and to drive the fire outward Figure 4-3.Beware of ordnance stores, from the aircraft or in a direction least haz-\. ardous to aircraft and crew. The fire is not to surrounding theairfield;and inresponse, be driven toward the .fuselageor ordnance choose the ground that affords assurance of stores locations. Plan your attack for control your arrival on the scene. and extinguishment; and in your line of attack,, Get Into Range. Firefighting vehicles must donot oppose one another (more than one be in effective range, with sufficient additional fire and rescue vehicle).Know the terrain handline length for maneuvering. Position the

58 Chapter 4 AIRCRAFT CRASHES, FIREFIGHTING, AND CREW ENTRAPMENT vehicle toaffordallfirefighting appliances positions for instantaneous action in the event their maximum capabilities.(See fig. 4-4.) of reignition. Rescuernen face aft, keeping eyes Liquid fuels or vapors flow with ground slipes, on ejection seat and ejection seat controls while and may flow toward the crash/rescue vehicle lifting injured or unconscious personnel out of if on a lower elevation than the source°Stay attack or fighter aircraft.NOTE: Crew en- uphill, even though the elevation may be on the trapment is discussed in a later section of this edge of a slight depression. (See fig. 4-5.) chapter. In the event that it becomes necessary to move crash/rescue vehicles during firefighting Attack operations, each vehicle should be positioned to permit movementin at least one direction. The attack on the fire commences as soon Support equipment must not be allowed to be as the vehicles are within range of the fire, and positioned whereby movement of thecrash as close to the aircraft as safely as possible. firefighting vehicles is prevented. On MB type vehicles, the turret operators are Rescue. All aircraft crash/rescue vehicles in firefighting position well in advance of ar- and personnel must cover rescuemen during rival to the scene if the accident occurs in the the entiretyof the rescue operation.Even vicinity of the runways. Turret operators ad- though total extinguishment may have been ac- just the turret from straight stream to spray complished, vehicles and personnel hold their patterns, depending upon reach required and pattern desired, and using as much spray as possible to cover a large area. Sweeping the turret from side to side contributes to coverage of a large area in a short period of time. The main objective isto knock down the mass of fire in the vicinity of the fuselage (fire control area) to permit immediate rescue; then concentrate on workingthe remaining fire areas over by appropriate pattern adjustment. The turret nozzlemen will be directed to shut off the turrets when the fire 'has been checked in the control area, and will keep one hand on the shutoff valve and the other hand on the turret handle in readiness for instantaneous action. Hand lines will be utilized to extinguish small fringe and/or patch fires that may exist after turret shutdown. The' boom and ground -sweep nozzles of the Note 06 type aircraft crash/rescue vehicle are acti- Your extinguishing agents are limited in vated when in effective range of the fire, with quantity. MANE EVERY GALLON COUNT. the boom _directed toward the fuselage of the aircraft and the ground-sweep nozzles covering AB.592 the area in front of the vehicle.The CO2 is Figure 4-4.Get into fire range. dispensed until the fire is extinguished, and handlines are utilized for extinguishment and standby to combat reignition. CO2 being a gas, is dispersed into the atmosphere and is carried from the fire area by the wind and, therefore, does not possess the capability of preventing backflash.It is imperative that personnel be extremely alert and be prepared immediately to combat backflash. When available, use foam to cover the fire area to prevent the possibility of a backflash (reignition). AB.593 Thevehicle-mounted twinnedagentunit Figure 4-5.Attack fire from uphill vantage. (TAU) provides Purple-K-Powder dry chemical

59 AVIATION BOATSWAIN'S MATE H 1 & C for quick extinguishment of aircraft fuel fires appropriate district or area fire marshall who and the application of light water to blanket or is assigned to conduct the annual crash rescue cover the fuel, preventing backflashes.The inspection. These inspections are documented vehicle approaches from upwind, and is posi- on NavAer Form 2530. Additionally, and as the tioned approximately 40 feet from the fire. The occasion requires, technical assistance con- vehicle is so positioned to facilitate pulling cerning structural and crash/rescue programs nozzles and hoses from the side.Avoid possi- and related subjects may be obtained from the ble kinks in the hose. The nozzleman advances district or area fire marshal. toward the seat of the fire, directing P-K-P at DAILY LOG.A daily log or journal must be the base of the fire. When headway on the fire maintained by each crash/rescue organization. is gained, the nozzleman advances, making a Entries should includeall alerts, responses, rescue path by sweeping from left to right, with and other movements of crash/rescue equip- both P-K-P and light water nozzles operating. ment and/or crews, and such other information When sweeping from left to right, the light as would provide a day-to-day history of crash/ water nozzle is off, and as the sweeping changes rescue business. The fire chief will review and from right to left, both nozzles are activated. analyze the journal monthly for the purpose of The fast action of the P-K-P and the excellent determining adequacyof administrativeand holding qualities of light water will allow the operational procedures. nozzleman to advance rapidly and open a path GRID MAP.A system forlocatingand for the rescueman/men to accomplish the res- reaching an off-the-station crash in a minimum cue. After the rescue path has been opened, the time, with as much crash fire rescue and medi- nozzleman continuestoextinguishfire that cal equipment as circumstances warrant, must might hinder rescue or, if rescue has been ac- be employed at each airfield. complished, he continues toward total extin- A map of the station and surrounding area of guishment. A trained and experienced nozzle- approximately a 15-mile radius (the 15-mile man can extinguish, and hold 2,400 square feet radius referred to herein is considered an op- of fire area. timum approximate distance and may be modified to conform to level conditions and terrain) Reports and Grid Map must be maintained at the operations office, air traffic control tower, crash fire and fire sta- Within 72 hours following an aircraft emer- tions, hospital, and security office. These maps gency, the activity to which the crash/rescue should be ruled off in numbered gridsand organization is attached will submit a report of marked for easy location of any point within the the incident on NavWeps Form 11135/1.(See map area. Figure 4-7 illustrates a grid map. fig. 4-6.)Reportable emergencies are those in Compass headings from the fields should be which the crash/rescue performed rescue, fire-' ruled on the map to facilitatelocations of fighting, or salvage operations.It is i,lpera- crashes by aircraft.Copies of this map must tive that the report be a complete and accurate be kept in all vehicles and liaison aircraft that description of the incident, including condition=, may be sent off the field in the event of a crash. difficulties, and action taken.Of particular Such maps should be coordinated between all importance is information regarding the usage airfield activities in the general area. and performance of extinguishing agents and All aircraft crash firefighting and crash and equipment.It is from these reports ftat the hospital ambulance personnel should acquaint Naval Air Systems Command can determine themselves as far as possible with terrain sur- program effectiveness and evaluate agent and rounding the airfield. Through persbnal inspec- equipment performance. Accurate reporting is tion, they must know location of roads, bridges, a vital aspect to the crash/rescue program. paths, and other terrain features in a 15-mile Report Routing.The original of the report radius of the field. should be forwarded to the Commander, Naval Air Systems Command (Code 423) via the mili- EMERGENCY AIRCRAFT FIRE- tary command. One copy is included as an en- FIGHTING AND RESCUE TRUCKS closure to the Aircraft Accident Report, as required by OPNAVINST 3750.6 (Series). This Crash-rescue crews, with equipment, rz.ust report is sent to CNO via NAVSAFECEN. One be maintained on an absolute alert and be in copy of the report will be provided for the constant readiness for immediate response and

60 Chapter 4AIRCRAFT CRASHES, FIREFIGHTING, AND CREW ENTRAPMENT

AIRCRAFT FIRE/RESCUE REPORT NAVWEPS FORMII135/1(REP. II.63) NO TRANSMITTAL LETTER REQUIRED REPORT SYMBOL BUWEPS III35 -I sun.AND LOCATION DATE Of REPORT Ai.NO. Naval Air Station 10 May 1970 3-70 Memphis, Tennessee DATE AND TIME Of INCIDENT ON STATION 9 May 1970 1306 OFF STATION REPORT DIG CUSTODIAN MODEL AIRCRAFT INVOL VEO SURE. NO. N.A.S. Memphis, Tennessee A4F 154970 %ACT LOCATION Of IC I DENT TO: C',.ef. Pureau of Naval Weapons

MILITARY cotaaant 130' off the approach end CNATECHTRA, Memphis, Tennessee of R/W 21 on taxiway10' V.' SI CAA TARE fromwest edge of taxiway '. -7.77u,ivez, TYPE OF INCIDENT FIRE INVOLVED ES'.ATEDCA. TAKE.OFF X LIGE OR LOADING FUELING YES X Aborted takeoff. LANDING PARKED MAINTENANCE ND TAXIING DEFUELING INFLIGHT I NATION Brakes overheated. OTHE, bpectfy) DELAYED an IGNITION X CONDIT ONS AT TIME OF INCIDENT GENERAL BEATS., PICTURE WIND DIRECTION 1730 NATURE Of PAI AI AND IN APP ROACH TO INCIDENT Clear 20 miles WIND VELOCITY (mph) 5 Taxiway is concrete. TEMPERATURE (°F) 59 Terrain is rolling hills. LIQUID FUEL QUANTITY DTBEIR FUELS ESTIMATED ON BOARD BEFORE INCIDENT (lb.) 9100 ESTIMATED ON BOARD AFTER INCIDENT (lbs) 8900 None. ESTIMATED SPILL AREA (St" to feet) Hydraulic fluid 6 ft. PERSONNEL RESCUE NO. PERSONNEL ON BOARD AIRCRAFT 1 DESCRIBE RESCUE YE .003 USED NO. PERSONNEL SURVIVED 1 NO. PERSONNEL ESCAPED UNAIDED 1 None required. NO. PERSONNEL RESCUED 0 FIRE FIGHTING FIRST METHOD OF ALARM USED TIME RECORD TWOnAY RADIO X EMERGENCY INTER:CCM. EMERGENCY PHONE -1--TIME ALARM RECEIVED 1306 OTHER METHOD (State) TIME EQUIPmEN' ARRIVED 1307 STATION EQUIPMENT EACH EQUIPMENT NO. PERSONNEL QUANTITY EXTINGUISHING AGENTS USED AVAILABLE AT INCIDENT MANNING EQUIPMENT FOAM OTHER TYPES AND CJANTITIES TYPE O. LOADS USED MIL. CIV. (gals. conc. used) MB5 0 2 2 PKP 1-30 pounds MB5 0 2 2 MB1 0 1 4 ,PKP 1-30 pounds Crash P/U 0 0 1 PKP 1-30 pounds Nurse true 0 1 1 STATION EQUIPMENTOUT DF SERVICE TYPE DEFICIENCY NO. OF DAYS EXPLAIN DELAYS TO REPAIR

MB5 Engine block cracked 45 Cannot repair - New engine not

available this date

AB.594 Figure 4-6.(A) Aircraft Fire and Rescue Report form.

61 AVIATION BOATSWAIN'S MATE H 1 & C

"CrIOMMOINIMMI rOLL OESCRIPTION OF FIREFIGHTING OR PROTECTION AT INCIOENT

At 1306 the tower operator called via the twoway radio

and stated an A4F had hot brakes and wheelswere on fire. The

crash pickup was first at the scene, and upon arriving, found

both wheels burning. PKP was applied quickly bringing the

fire under control. Other PKP was applied to keep the fire

from reflashing, and to cool the wheels. Hydraulic fluid

was leaking from both wheels.

The aircraft was kept at the scene fok. 1 hour after the

fire was extinguished to let the wheels cool off, the wheels

were replaced, and the aircraft was towed to the hangar.

AB.595 Figure 4-6,(B) Aircraft Fire and Rescue Report formContinued. action.Costly errors in material and lives MB-1 Trucks have been and will continue to be made by personnel underestimating or overestimating The Navy's MB-1 aircraft firefighting and potential and capabilitiesof personnel and rescue trucks are its largest and most potent equipment. pieces of apparatus. They are designed to move In order for the crash-rescue crewman to rapidly to the, scene of a fire in a hurry, thus make a correct evaluation of any crash situa- saving lives and property. The two types of tion, he must first have a working knowledge of MB-1 trucks are described in the following all equipment availableto the crash-rescue paragraphs. TheBiedemanand Marmon-Herrington crew. (older type vehicles) are mounted on a 6 x 6 Crash-rescue equipment is uniformly dis- chassis, powered by a 320-hp engine.(See fig. tributed throughout the Navy according to its 4-8.) The gross weight is approximately 36,000 mission and support requirements. pounds consisting of 1,000 gallons of water and

62 Chapter 4AIRCRAFT CRASHES, FIREFIGHTING, AND CREW ENTRAPMENT

DIAGRAM OF INCIDENT SHOWING WIND. DIRECTION, APPROACH OF EQUIPMENT, POSITION OF AIRCRAFT. DISTANCES. ETC. (fp and photographs should be Included. If lgnlllent)

RUNWAY 21

TAXIWAY

AB.596 Figure 4-6.(C) Aircraft Fire and Rescue Report formContinued.

63 AVIATION BOATSWAIN'S MATE H 1 & C

DESCRIPTION OF DIFFICULTIES IN FIRE CONTROL'AND EXTINGUISHMENT DUE TO UNUSUAL' CONDITIONS OR EQUIPMENT AND/OR AGENT INADEQUACIES

. None

RECOMMENDATIONS FOR IMPROVEMENTS IN EQUIPMENT AND/OR PROCEDURES TO INCREASE EFFICIENCY

None

, MONETARY LOSSES (Estimated) . PEIKINT DAMAGE ST IMPACT ITSTICENT DAMAGE TO TINE toss TO SURNOUNOING Ro0Rtsry

None . .5% None

DATE . IN pa. and IT SIGNATURE / 5-10-70 Li :. G. H. Shellenberger USN J / r''

bar SWIM COMMANDING 014/GIR SIGNSTURt

5-10-70 Capt. N. Sikes USN ./;774.....f...--cdL

AB.597 Figure 4-6.(D) Aircraft Fire and Rescue Report formContinued.

65 gallons of foam .concentrate.This type of systems maybe placed in operation when maxi- truck, can reach a speed of 45 mph in 33 sec- mum discharge is neededor either system onds and obtain, a top speed of 64 mph. may be operated separately. Each turret noz- The big feature of this truck is its twin zle is therefore independent the other. independent foam making systems, each gener -: The turret nozzles used wit these separate ating 3,000 gpm .of high quality mixed foam pumps are of a special design.All foain is solution. When properly used, it can cover, an fully formed before it reaches the nozzle so it aircraft fuselage with an insulating layer of Merely acts as a foam distributor. The foam foam and extinguish tremendous areas of air- maker pump adds the proper volume of air and craft fuel spillage fire. Each of the two 'iden- discharges the foam forcibly through the turret tical systems is powered by a 112-hp gaso- on the top deck.Remote controls enable the line engine and completely independent.Both turret operator to open and close valves from

64 I

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AB.599 Figure 4-8.Aircraft crash firefighting and rescue vehicle (old type) MB-i. longer needed, the controller is returned to the Gasoline heater for the engine compartment. OFF position.An intermediate position pro- Four search-and-flood lights. duces a water-only turret discharge and is used Siren and red light located over the cab. when only 'water is needed to fight a fire and also for flushing purposes, after making foam.. Revolving red beacon located between the There is a separate handling pump system turrets. in the MB-1 truck.This system supplies the Aircraft type power plug located on the rear handline nozzles and the undertruck nozzles of the truck. with an effective firefighting foam.It is an A two-way radio. independent system from the two large foam An independent air-cooled gasoline-engine- maker systems, and this auxiliaryhandline driven generator provides electrical power for pump is controlled from the driver's seat. The light, radio, etc., during all standby operations. handline nozzles do a good job of extinguishing It is not necessary to idle the truck engine for smaller fires because they are flexible and long periods for this purpose.. easy to handle and are of use chiefly for mopup An .extension ladder is conveniently attached operations. outside the body on the starboard side and a Both the main pump systems and the hand - pikepole and a door opener on the .portside. line system require cleaning and flushing after Two portable extinguishers (CO2) are mounted each use. The foam concentrate will clog the forward inside the bus doors.Inside the cab system and corrode metal parts; therefore, the there is an air-charging hose that is used to importance of thorough flushing after each use keep the truck tires up to pressure. There are cannot be overstressed. also racks located on the top of the truck to Auxiliary equipment carried on the MB-1 store spare 5-gallon foam cans. Located in crash truck consists of the following items: each truck should be a standard rescue kit.

66 Chapter 4AIRCRAFT CRASHES, FIREFIGHTING, AND CREW ENTRAPMENT The driver is responsible for the truck, the components are the same as in the MB-1. A crew, and the readiness of both at all times. power takeoff drive arrangement is used on the The crew assignment for the MB-1 crash truck turret foam system so the vehicle cannot move is as follows:. one driver, two turretmen, and while pumping. . two rescuemen. The features of this truck are a specially When proceeding to the scene of a crash, the insulated body equipped with sliding type doors; turretmen and the rescuemen ride in the pump hose reel,equipped with an interchangeable engine compartment. The turretmen start the foam and water spray nozzle; a bayonet pierc- pump engine and engage the clutches while the ing nozzle; two-way radius searchlights and truck is underway.As a safety precaution, floodlights for night operations; and a separate turretmen will not man the turrets until the gasoline auxiliary power unit to recharge bat- truck nears the crash. teries.Standard equipment provides three Whiledefiniteinspection and/or service 30-pound Purple-K-Powder extinguishers for routines of the Ma.-1 truck may be assigned to aviation fuel fire and ctheel and/or tire fires, a specific member of the crash fire department, and one 50-pound carbon dioxide extinguisher. it is desirable to insure that each member of (See fig. 4-9.) the crash crew is instructed in the operation The following firefighting tools are included: and function of all components of the apparatus. Adjustable hydrant wrenches and Halligan A rigid inspection and preventive line main- door openers or Hayward claw tools.These tenance procedure has been established which tools are mounted in the cab. will provide maximum vehicle efficiency, pro- Metal cutting saw. This saw is intended for long the operating lif-, and reduce periods of aircraft forcible entry and rescue purposes and deadline. is mounted in a closed compartment forward of All major maintenance and repair for the the right rear wheel. Power for saw operation MB-1 crash truckisaccomplished bythe is provided by a 230-volt, 180-hertz, 3-phase transportation division of the station's public generator, belt-driven from a power takeoff on works department the transfer case. The new Yankee-Walters MB-1 is mounted A 50-foot live cable reel is provided and is on a 4 x 4 chassis,' is powered by a 300-hp, mounted in the saw compartment. multifuel engine (Marine) or a 318-hp diesel The foam pump-turret is the main output of engine (Navy); a):ci is equipped with an auto- the truck. It is exactly the same as one of the matic transmission. Gross weight is approxi- foam .systems on, the older type MB-1 trucks mately 38,000 pounds.The tanks will carry except that it does not have ant -independent 1,000 gallons of water and 120 gallons of agent engine diive. concentrate. It can reach 50 mph in 32 seconds Because of the nature of the purrip drive and aitain a top speed of 65 mph. The feature train, it is necessary to have the driver engage of this truck is simplicity- and ease of opera- the power takeoff after the vehicle has been tion.It is equipped with a 6,000 gpm positive properly positioned and stopped at thefire displacement rotary sliding vane type foam ,scene.Once this is done the turret operator' pump, powered by one engine; two 3,000-gpm has complete control of the turret output until turret nozzles (foam); two handline foam noz- such time as it may be necessary for the vehi- zles; and a 150-pound P-K-P dry chemical ex- cle to move. tinguisher. A 5-man cab with two turret access The turret is mounted on the cab roof and is ha:ches is also a new feature. operated by standing on the center seat with theft roof hatch open.The construction and manipu- MB5 Trucks lation of the turret are the same as for the old type MB-1. A separate pumping system handles The Navy older type MB-5 crash truck is a the handline nozzle. A centrifugal pump driven lightweight, high-performance vehicle mounted from a power takeoff supplies foam solution or on a 4x 4 chassis and powered by an 8-cylinder, water to the nozzle.The driver engages .the rear mounted, gasoline engine. This truck is power takeoff and opens the pump suction valves designed to carry auxiliary extinguishing agents to start the system. He must set the hand and equipment as well as foam and water.It throttle or control the foot throttle to maintain has a capacity of 400 gallons of water and 30 proper pressure. The pump being of the cen- gallons of foam concentrate. The foam making trifugal type allows the handline operator to

67 AVIATION BOATSWAIN'S MATE H.1 & C

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AB.2 9 8 Figure 4-9.Aircraft firefighting and rescue truck (old type) MB-5.

open and shut his nozzle without concern to the top cover.and pourIng in the foam slowly so as pump speed. to prevent. excessive frothing.A traAsparent_ The handline nozzle is stored in the hose plastic tubing inside the cab- serves as a sight reel compartment.It consists of a shutoff level gage.It should be cleaned frequently for valve and three interchangeable discharge de- accurate reading. vices. One is a variable pattern foam making Just as withthe MB-1 truck,the MB-5 nozzle,he second is an adjustable water spray truck pumping systems must be thoroughly nozzle, and the thi-r1 is a bayonet nozzle. All flushed with water whenever titcsystem has are fitted with a quick disconnect type joint to pumped foam. permit rapid Change of attachments. The spray nozzle and bayonet nozzle are normally used A newer type of crash rescue vehicle which with plain water.The vaives used to set the is the Oshkosh MB-5. This new Oshkosh MB-5 system for water or foam solution must be op- operates as a self-contained unit and does hot erated from the driver's position in the vehicle require any accessories or material Other than cab. The bayonet nozzle is 1..sed to pierce the those it carries to perform its normai function. skin of the aircraft to cool the interior with a Various compartMents and mounting facilities spray of water. are provided for the storage and transport of The water tank capacity is 400 gallons.It the necessary firefighting and rescue equip- can be filled either through on opening on the ment. (See fig. 4-10.) top deck or through a valve on the curbside of This truck isa four-wheel drive vehicle, the truck. with a semiautomatic "power shift" transmis- The foam concentrate tank capacity is 34 sion that provides fcur forward speeds, neutral, gallons,. but is only filled to a working capacity and reverse. Ope:ator controls include power of 30 gallons.The truck isfilled with foam steering and power brakes to all four wheels. from the top deck by removing the round tank A normal complement of gages, and instruments,

68 Chapter 4AIRCRAFT CRASHES, FIREFIGHTING, AND CREW ENTRAPMENT Nomenclature for figure 4-10. 1. Foam turret. 2. Spotlight. 3. Emergency beacon. 4. Foam tank vent. 5. Foam tank fill anddrain valves and fuel filler access door, 6. Dry chemical system handlinecompartment door. 7. Nitrogen ryiinder valve compartment. 8. Front handline bayonet applicator. 9. Front handline compartment door. 10. Main engine compartment. 11. Battery compartment. 12. Ladder hooks. 13. Fire extinguisher compartment. 14. Hydrant fill, water tank drainvalve and tool compartment. 15. Water tank vent. 16. Auxiliary generator compartment. 17. Work deck. 18. Main engine air cleaner. 19. Dry chemical tank.

recommended fill, 30 gallons. The agent concentrate and water tank is a fiberglass, com- partmented tank located under the top deck of the vehicle, between the personnel cab and the engine. The tank is of one-piece construction with a removable cover.The foam tank is a separate compartment molded into the. front roadside (port) of the water tank.The water tank is provided with molded-in baffles to minimize "sloshing" and the resultant rapid weight transfer. 'he tank cover is fitted with two sew arate hatches, or filling covers; one for water and one for agent concentrate. The foam and water system is actually two separate systemsthe turret supply and the handline supply.Although both systems are supplied by a common source, each has its own pump. Both systems will pump water only or AB.600 an agent concentrate and water mixture.All 'Figure 4-I0.Oshkosh MB-5 controls are located in the personnel cab and firefighting and rescue truck. are readily accessible to the driver and/or the turret operator. Unlike the older MB-5 trucks, and switches for the operation of all accesso- the newer Oshkosh trucks may operate the tur- ries is provided on the dashboard instrument ret and handline systems while the truck is panel. moving. The gross weight is20,000 pounds,and NOTE: When the truck has reached theisite the truck will carry 420 gallons of water maxi- of the fire, the operator must place the pumping mum; recommendedfill,400 gallons. The governor switch in the ."ON" position. This will agent 'concentrate tank capacity is 34 gallons; immediately limit engine speed to1,300 to

69 AVIATION BOATSWAIN'S MATE H 1 & C 1,400 rpm. Due to an electrical interlock, the nurse truck be capable of transferring both turret valves and the front handline valves can- liquids in excess of the output rate of the MB-1, not be opened until the pumping governor switch which is 530-gpm water and 30-gpm foam con- is "ON. ". Operation of the truck must be re- centrate. Allowing some time for delayed ar- stricted to the use of first, second, and reverse rival and ma'dng the necessary hose connec- gears only when the governor switch is "ON." tions, the nurse vehicle should have a minimum The turret pump is a rotary vane type capable output of 600 gpm of water at 15 psi and 45 gpm of 3,000 gpm, the same capacity as that of the of foam concentrate. turret. NOTE: Light water foam is not satisfactory The .dry chemical system (P-K-P) consists for runway foaming; protein type foam must be of a 150-pound capacity canister' and a. nitrogen used for runway warning. cylinder.that is used to propel the P-K-p.. The A minimum pumping rate of 600 gpm at nitrogen cylinder and dry chemical canister 100 psi will also expedite runway foaming op- are accessible from theroadside,workdeck, erations,as rate of area coverage depends and The system discharge is through a hose reel directly on the rate of water discharge and foam handline.The truck also carries three dry production. On the basis of 0.1 gallon of water chemical (P-K-P)fire extinguishers ofthe per square foot required to cover the runway portable type. They are mounted in a storage surface adequately, a total of 30,000 square compartment on the curbside (starboard) of the feet can be covered by one load of 3,000 gallons vehicle. of water in 5 minutes. Time and circumstances permitting, an air- Runway Foamer-/Nurse Truck field runway may be foamed in preparation for the landing of an aircraft experiencing landing The firefighting-agent carrying capacity of gear malfunction. The intent is to minimize aircraft firefighting and rescue vehicles has the fire hazard by the suppression of friction- always been severely "limited becauFe of the generated metal sparks. need for vehicle performance both in accelera- Information concerning an anticipated foam- tion and off-highway operation.One common , ing is communicated via the crash circuit by attempt at solving this problem has been the the operations duty officer or the control tower use ofauxiliary trucks which have greater immediately to provide the crash crew with capacities and which serve to replenish the i-maximum-time possible. faster,first-response vehicles at the scene The operations duty officer, after conferring of a fire.The nature of this operation has led with the crash captain, determines the feasibil- to the popular name of. "nurse" truck. ity of providing therequested runway foam Runway foaming vehicles and auxiliary tank based on the availability of crash equipment, vehicles have two important features in com- prevailing weather conditions,and the time mon: the carrying of copious amounts of water required for its application.He then notifies and foam concentrate and a means of pumping the crash captain immediately when runway both at high flow rates. These features make it foam is to be used and gives the following possible and desirable to combine them both information: into one vehicle .as both functions are not re- 1. Time aircraft can remain airborne. quired simultaneously. 2. Type. Foam pattern #1all gear up, in- Usually, a refueler truck is converted to dicating belly landing. Foam pattern #2foam combine the functions of foaming runways and -at arresting gear, indicating partial gear down. serving as a "nurse" truck to resupply water Give particulars on which gear is down so and foam concentrate to aircraft firefighting swerve direction can be estimated. vehicles. 3. Designate'runway to be.foamed. The vehicle should be capable of carrying at Plans for foaming a runway should never least 3,000 gallons of water and 200 gallons of include use of 'the primary aircraft firefighting foam concentrate. This is equivalent to three and rescue vehicles. Full firefighting capabili- loads of the largest primary vehiclethe MB ties for use after the aircraft has touched down and can provide the MB-1 with 8 minutes of must not be compromised in, any way. The continuous foam application at a rate of 6,000 flight plans of an aircraft under emergency gpm or a total of 48,000 gallons of expansion conditions are usually subject to sudden change 12 foam.Of course, it is necessary that the and this may lead to being caught with empty or

70 Chapter 4AIRCRAFT CRASHES, FIREFIGHTING, AND CREW ENTRAPMENT partially filled vehicles should the plane come in ahead of schedule. Therefore, only vehicles over and above the normal required. 'complement should be used for runway foaming. During foaming operations, continuous radio contact should be maintained between the foaming crew and the aircraft. A change in the pilot's status may cause him to come in sooner than expected,or it might be necessary to break off the foaming to reload the trucks. Orbiting the aircraft to achieve a low fuel state will materially lower the fire hazard. '1 Truck-Mounted TAU This unit combines the quick flame knock- down capability of P-K-P withthe vapor- securing and blanketing ability of light water, providing a rapid and lasting flame extinguishment. Therefore, this unit provides a means of --j116011 effecting rapid rescue of personnel from burning aircraft. The TAU is a self-contained, skid mounted, fire extinguishing system,consisting of two 28-inch-diameter aluminum spherical tanks, one containing 400 pounds of P-K-P and the ftagN - other containing 48:5 gallons of light water solution.The contents of the two spherical tanks are discharged by pressure from two cylinders of high-pressure nitrogen. A third cylindriCal tank contains refrigerant gas which automatically introduces gas-vapor into the light water solution at the foam nozzle, providing for foam generation and stabilization. A 100-foot dual' hose line supplies the two fire extinguishing '.agents to the single firefighter's dual nozzle holder. Pistol grip trigger valves contrei the flow of each extinguishing agent.These units aredesigned for mounting on crash-rescue trucks (Dodge Power Wagon, 4 x 4) and as such will replace the Navy airlift type, 400-pound dry chemical extinguisher, mounted thereon. (See fig. 4-11.) This light water-dry chemical fire extinguisher is an. efficient extinguisher of class B flammable fuel fires and mixed class A and B fires.The 800 pounds of extinguishing agents contained in the TAU will extinguish2,500 list square feet of JP-4 fuel. The light water foam used singly provides an excellent vaporproof coating for unignited flamniablefuel spills. The TAU will fully extinguish and fireproof a AB.301 circular fire area,containing obstacles,of Figure 4- 11. Truck - mounted about 50 feet in diameter. A rescue path may twinned agent unit (TAU).

71 AVIATION BOATSWAIN'S MATE H 1 & C ba made into larger fires with the equipment, disassembly of the engine to remove deposits. and personnel may be rescued incomplete Purple-K-Powder that has penetrated small safety from fuel reflash although fires may crevices in and around the accessory section exist at the sides of the path. This unit, mounted and has been exposed to moisture is very diffi- on the required crash-rescue truck, can be cult to remove completely and eventually will used on runway and standby alerts where an cause corrosion. Therefore, Purple-K-Powder MB-5 is ordinarily used. should not be used on internal and accessory The Purple-K-Powder dry chemical used section jet engine fires and electrical equip- provides for quick knockout of fires. The ap- ment fires until it is apparent that carbon di- plication of the light water to extinguished fuel oxide extinguishers will not extinguish the fire. prevents backflash of fire.Operation of the fire extinguisher must be performed smoothly RESCUE EQUIPMENT and skillfully since available continuous dis- AND .CLOTHING charge time is 1 minute for the light water and 2 minutes for the dry chemical. All of the Navy crash trucks have some The twinned light water-dry chemical fire emergency entry tools as part of the basic extinguisher is equipped with twinned hose and equipment furnished with the truck.These in- trigger-operated twinned nozzles, each having clude ladders, axes, etc. Other equipment car- its own shutoff valves, and may be operated in- ried consists of a metal-cutting power saw, a dependently or simultaneously.(See fig. 4-11.) Halligan tool, and a cras.h-rescue toolkit.The In the event of a fire, position the extin- station fire chief must, see that this equipment guisher to within approximately 50 feet from is carried on each of the crash trucks assigned the fire and upwind if possible.Open both to the firefighting crew. Also, one of the vehi- nitrogen cylinder valves. Poll the ring pin and cles should be designatedas a rescue vehicle. open the light water valve, then release the It will normally the first vehicle on the hose and nozzle holddown and pull the twin hose scene, and it will also have these tools, along and nozzle assembly from the hose basket, with some specialized rescue equipment. allowing the hose _to twist freely.Hand the The procedures for using the forcible entry nozzle to the firefighter.(See fig. 4-120 tools are covered later in this chapter. Approach the, fire froin upwind; open the dry To insure that the equipment is always com- chemical nozzle first.Direct the dry chemical plete and readily available, the fire chief makes at the base of the flames covering the entire frequent and careful inspections.He must width of the fire or rescue path at first with a arrange for intensive, continuous training to side-to-side sweeping motion.When headway assure that personnel in all platoons are fully is gained on the fire, open the light water noz- qualified to handle this eqUipMent: This equip- zle to cover extinguished fuel with foamy liquid. ment must be restricted to crash-rescue use Work the fire slowly to your right with both only. nozzles open as you proceed to the right side. Aircraft crash/rescue protective clothing is Fire will stay out.If any area needs rework- a prime safety consideration for personnel en- ing, go back with the light water nozzle off and gaged in firefighting and/or rescue operations. proceed to the right, again using both nozzles Metalized protective clothing offers a means of on.After light water has been used, rapid providing protection tthe firefighters because side-to-side sweeping will not be necessary. of its high percent of reflectance to radiant After the fire has been extinguished or a heat. Aluminized proximity fabrics have been rescue path has been secured, close nozzles adopted for use in the Navy crash/rescue pro- and standby to assure no additional fire occurs gram.It is important to point out that these and/or to protect the rescue operators. garments are not classified as entry suits, but Purple-K-Powder should not be directed are known as proximity 'clothing. As previously into the intake or used in the accessory section stated, the aluminized proximity suit gives the of jet engines until other attempts have failed wearer good protection against radiant heat. to extinguish the fire.The fine grain powder However, aluminum is a good conductor of heat, will penetrate minute crevices and leavea and therefore will not give much protection residue which, if\ingested into a jet engine, will against direct flame contact. penalize engine performance and restrict in- The heat reflective ability of aluminized ternal cooling air passages thereby requiring clothing items is reduced when they are stained

72 Chapter 4AIRCRAFT CRASHES, FIRE7IGHTING, AND CREW ENTRAPMENT

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AB.302 Figure 4-12.Operator holding twinned nozzle assenbly. or otherwise dirty. Additionally, the garments all personilelin his charge areco npletely will develop hotspots where the metal flakes off familiar with the following care and mainte- or the fabric cracks or tears. For the above nance instructions: reasons, me to reduce replacement costs, it is I. Storage should De on hangers,if neatly imperative chat each supervisor insures that folded.If folded, the folds should be loose.

73 AVIATION BOATSWAIN'S MATE H 1 & C Sharp folds or creases will crack the metalized deck firefighting, aircrew rescue, and flight fabric. Do not sit on or place objects on a deck repairs.The following is a suggested folded garment. organization for use during normal flight oper- 2. Dirt and soot should be sponged off with ations.During limited flight operations, such mild soap and water, and the aluminum surface as helicopter launch/recover, the basic organi- dried with a clean soft cloth. Rub GENTLY, so zation and procedures may be modified by local as not to remove the aluminum impregnating directives. the fabric. 1. Crash and Salvage OfficerOverall di- 3. Grease stains may be removed by the use rection and supervision of assigned personnel. of drycleaning solvents, isopropanol or per- 2. Crash/SalvageChiefAssistant tothe chloroethylene, instead of mild soap.Again, Crash/Salvage Officer. rub carefully.If you rub hard and remove any 3. Crash/Salvage Petty OfficerA first class of the aluminum, the garment will have a hotspot. petty officer who assists the Crash/Salvage 4. Fqam may be removed by sponging clean Chief in the direction and placement of fire- with mild boa") and water. Hang to dry in the fighting personnel and equipment should a crash open, or in a place with good circulation.It is realized that during firefighting operations it is occur. not always possible to prevent foam from get- 4. Salvage Petty OfficerSupervisesand tingonto protective clothing;however itis directs men and equipment and insures imme- pointed out that aluminized protective clothing diate availability of all required aircraft sal- which has been covered or spotted with foam vage and'removal tools and equipment. The Sal-. will have less heat reflection than the suit nor- vage Petty Officer normally has one assistant. mally provides. 5. Equipment operators for the crash-crane 5. Abrasive, harsh, or corrosive chemicals and crash forklift. will react with the aluminum surface and etch 6. Minimum of nine firefighters and three the metal and, therefore, should not be used for rescuemen. any reason. Clean the clothing as stated above Ideally, each member of the crash/salvage with mild soap and water and wipe dry; allow to team should be trained and qualified to perform dry at room temperature. the functions of every other member within the 6. Garments should be replaced when the unit.Duringalllaunches and recoveries, metal wears off or when the fabric cracks or rescuemen are stationed in the island area, on tears.Spraying worn clothing with aluminum the alert to move anywhere on the flight deck. serves no useful purpose and isdangerous They are to be fully clothed in the firefighter's practice. aluminized protective coat and pants and as- 7. When wearing aluminized protective cloth- bestos or.. aluminized gloves and boots. An ing, never sit, lean, or lie down, as unneces- aluminized helmet is carried to be donned when sary wear and stress will be subjected to the needed. The rescuemen should also carry a garment. rescue knifeforcutting seat restraint and parachute harnesses. Firefighters standby fog SHIPBOARD (FLIGHT DECK) foam stations in the event of emergencies, and provide KNOW HOW in manning the hose lines CRASH SALVAGE CREW/TEAM on fog foam and salt water stations. The crash/ salvage team maintains all crash and firefight- The crash salvage team's functions are to ing equipment assigned to the division. In addi- effect rescue of personnel from crashed and/or tion, they comprise the nucleus of the firefight- burning aircraft on the flight deck, administer ing crew on the flight deck. The crash/salvhge "emergency" first aid, fight fires on the flight team's detailed functions are as foll,ws: deck, clear away wreckage, and make emer- 1. Exercise all operating and maintenance gency repairs to the flight deck and associated safety precautions for firefighting equipment. equipment. The Aircraft Crash Salvage Officer 2. Exercise all damage control procedures is in direct charge of the crew under the super- for the flight deck area. Keep all crash and res- vision of the Flight Deck Officer (FDO) and the cue equipment in a state of constant readiness. Air Officer (AO). 3. Assist in on/off loading aircraft. The crash salvage crew should consist of , 4. Assistthedivislonal damagecontrol experienced personnel highly trained in flight petty officer. 74.. Chapter 4AIRCRAFT CRASHES, FIREFIGHTING, AND CREW ENTRAPMENT 5. Have custody of and maintain all divisional lift only one portion or side of an aircraft at a equipment which is used during flight operations. time. The padded lifting arm can be inserted 6. Have custody of, maintain, and issue all under the wing, tail surfaces, or fuselage when aircraft tiedown chains to squadron personnel necessary to lift an inverted aircraft for rescue on subcustody. purposes.Care should be taken to place the 7. Assist aviation fuel crews with washdown lift arm under a section of the aircraft that will of fuel spills. sustain the weight without damage. It is well to 8. Assist duty support equipment mechanic remember that the use of the longer lift arm with crash crane and forklift checklist. (6 to 8 feet) reduces the weight the forklift can 9. Man fire extinguishersduring aircraft safely lift without the possibility of the forklift turnups and starts. tipping over. Due to the tremendous weight 10. Man two aluminized rescue suits during capability and stresses occurring in an emer- flight quarters. gency situation,it is recommended that solid 11. Man two starboard HCFF (high capacity tires be obtainedfor all forkliftsused for fog foam) and two salt water stations during crash/rescue operations. flight operations. 12. During recovery operations, provide tow- Dollies bars, chocks, and other equipment necessary for removal of aircraft flameout in the arrest- Truck dollies (crash) are provided on all ing gear area, brake failure, flat tire, etc. carriers for the moving of heavy aircraft com- 13. Man crash crane and crash forklift dur- ponents and to serve as aids in moving crashed ing recovery operations. aircraft.This is a heavy-duty, low-bed dolly 14. Act as safety observers during all phases of welded steel construction with a hard fiber of flight operations. top surface and four swivel shock absorbing 15. Provide instructors for indoctrination of castertype wheelswith nonsparking tread. new personnel and/or embarked squadron per- Pipe type rails on all four sides of the dolly sonnelinshipboardfirefightingequipment provide handholdsand attachments fortie- operation and application. downs. This dolly is designed to support a load 16. Assist the hangar deck crew with col- up to 12,000 pounds. lapsed landing gear drills or actual emergen- These dollies can be modified in many dif- cies, such as aircraft falling off jacks, etc. ferent ways to serve specific purposes.One modification may be a steel structure to form a EQUIPMENT CRANES higher platform for use under a wing or nose section.Also,a heavy steel socket,large Mobile cranes (NS-50 & 60) previously dis- enough to insert a landing gear strut with the cussed in chapter 2 of this Rate Training Man- wheel broken off, is sometimes welded to the ual are provided on most all aircraft carriers top of the dolly. Any modification to the dolly in the fleet. These cranes are capable of lifting must be sufficiently strong to safely handle the and "walking off" with any carrier aircraft; load that will be imposed upon it. however, the lifting capacities of these cranes are 50,000 and 60,000 pounds,respectively. Slings Therefore, some of the larger type aircraft will have to be defueled prior to lifting (i.e., A5-J, Aircraft hoisting slings should be used with A-3A/B, C-2A). They are an inyaluable piece extreme care when lifting an aircraft in other of equipment and should be maintained and op- than the normal three-point attitude relative to erated accordingly. the flight deck. Loads on the hoisting sling fittings will be increased if a departure is made FORKLIFTS from this attitude.Instances of failure have been reported in which attempts were made to Crash forklifts used aboard carriers for the raise crashed aircraft which had become lodged purpose of aircraft salvage should be in the in abnormal positions.In such cases it is con- minimum lifting class of 15,000 pounds or bet- sidered safer to improvise a sling than use the ter and be powered by a diesel engine.The aircraft's usual hoistingsling.Improvised easy maneuverability of the forklift makes it slings should be safeguarded with heavy pre- most useful when it is necessary to speedily venter lines. Improvised slings may be attached

75 AVIATION BOATSWAIN'S MATE H 1 & C to such members as the main landing gear, 2. Light Water Container An 80-gallon ca- crankshaft, catapult hooks, or by lines encir- pacity cylindrical stainless steel vessel con- cling the fuselage or wings at points of maxi- tains the light water agent.This pressure mum strength,such as bulkheads and ribs. vessel is also constructed in accordance with Provisions to prevent chafing of surfaces must the latest ASME Unfired Pressure Vessel Codes be provided if salvage operations are intended. for a maximum working pressure of 230 psig Reinforced canvas straps with hook-on provi- and is so stamped.The nitrogen enters the sions should be available in the crash locker container at the top and light water is expelled for this purpose. from the bottom. The tank is equipped with a liquid level gage for refilling purposes. NOTE: Shipboard Twinned The bleed valve should be opened on top of the Agent Unit (SBTAU) light water tank before unscrewing the liquid In the event of a fire on the flight deck, the level gage. first and immediate response will be made by 3. Container CapsEach contain( ris crews manning the SBTAU. The skid-mounted equipped with a 4-inch-diameter fill opening twinned agent unit fire extinguisher is used in and screw type self-venting pressure cap. The applying a "light water" firefighting agent in cap is constructed of brass and is equipped with conjunction with a dry chemical firefighting a neoprene gasket for sealing purposes. agentforpurposes of rapidlyextinguishing 4. Nitrogen CylinderOne ICC- 3AA -240P, fires and preventing reignition of flammable shatterproof, 400-cubic foot capacity gas cylin- hydrocarbon fuels.It is designed to permit it der is filled with nitrogen gas to a pressure of to be mounted within a compartment on the 2,400 psig at 70°F. The cylinder is equipped rear of the MD-3 tow tractor. It can be used in with a lever-operated valve and integral pres- the corrosive salt environment on the flight sure gage.This pressure gage provides visual deck or hangar deck aboard aircraft carriers. pressure reading of the gas pressure at all The light water concentrate is premixed with times. fresh water and is contained in an 80-gallon 5. Pressure RegulatorOne single stage stainless steel cylindrical tank.The mixture pressure reducing regulator is used to reduce is expelledwith nitrogen gas through one- thenitrogen pressure from the cylinderto half of the twinned handline and nozzle.The 230 psig, the Purple-K and light water contain- "Purple-K" dry chemical agent is contained in ers operating pressures.This one regulator an invertible, spherical, steel tank and is ex- supplies both containers. pelled with nitrogen gas through the other half 6. InversionCylinderThe dry chemical of the twinned handline and nozzle. The system container is inverted mechanically with two gas allows use of light water or Purple-K sepa- operated piston type cylinders.The latch cyl- rately or both simultaneously. inder is mounted under the dry chemical con- ComponentsArrangement and Function. tainer and the inversion cylinder is mounted by The major components which make up this fire the inlet end of the dry chemical container. extinguisher (SBTAU-2) are described below. When the cylinder valve is opened, the pistons 1. DryChemical ContainerA spherical on the inversion cylinder and latch cylinder shaped steel tank is used to contain the 200 operate rapidly, striking lugs on the dry chemi- pounds of Purple-K agent.Itis mounted on cal container, causing the container to revolve bearings to allow rotation just prior to dis- approximately 135°.Siuce the cylinders are charge of the Purple-K. The container is in- spring loaded, they will return to their original verted and pressurized simultaneously,just position when the gas pressure is released. prior .to discharge, to insure complete aeration 7. Sphere LatchThe dry chemical container, and fluidization of the Purple-K. The container or sphere, is held in position and prevented is constructed in accordance with the latest from rotation by a stainless steel,spring ASME Unfired Pressure Vessel Codes for a loaded, latch assembly. The sphere is equipped maximum working pressure of 230 psig and is with three latch lugs; one for filling the con- so stamped. Nitrogen gas enters the container tainer (cap straight up), one for the "Ready" .through a 1-inch swivel joint and thegas/ position (cap approximately 45° below straight Purple-K mixtureisdischarged througha up),and "Operated" position(capstraight 1 1/2-inch swivel.These swivels are located down).The latchis released mechanically on opposite ends of axis of rotation. from the "Ready" position by the latch cylinder.

76 Chapter 4AIRCRAFT CRASHES, PIREFIGHTING, AND CREW ENTRAPMENT Just prior to the piston rod striking the lug on is operating. Both gages indicate "zero" when the dry chemical container a cam on this rod the system is in the "ready" condition. depresses the latch, thus releasing the sphere. 14. Temperature Relief ValveThe light water The latch must be. released manually when the tank is equipped with a temperature relief at a sphere is in the "Fill" or "Operated" positions. temperature of 212°F. This is a fusible plug- 8. Bleed ValvesTwo bleed -calves are pro- type valve. When the relieving temperature is vided; one on the light water tank and one in the reached,theplugmaterialmeltsallowing line to the inversion cylinder. Both valves are pressure t., escape.This valve is not reusable quarter-turn type ball valves and have to be and must be replaced after it has relieved. manually opened and closed. 15. Dry Chemical AgentThe 'SBTAU-2is 9. Pressure Relief ValvesThree pressure delivered with 200 pounds of Purple-K agent in relief valves are provided:of e at the inlet to accordance with Military Specification MIL-F- each container and one on the pressure regu- 22287A (WEP). lator. All three are spring-operated type and 16. Light Water AgentFive gallons of 6 per- are set at .250 psig. cent MIL-F-23905(B) light water concentrate is 10. Check ValvesTwo check valves are pro- shipped with each SBTAU-2. The concentrate vided; one at the inlet to each container.They must be mixed with fresh water at the rate of prevent the backflow of agent into the nitrogen 5 gallons of concentrate to 75 gallons of fresh gas portion of the system. A swing check type water.This may be mixed right in the light valve is used on the dry chemical container and water container. However, precautions should a spring-loaded disc type is used on the light be taken to prevent excessive foaming or froth- water tank. ing of the mixture during mixing. NOTE: See 11. Discharge HosesA twinned type line, filling instructions to properly mix the agent 100 feet long, is used to discharge the two fire- and water. fighting agents.It is constructed of two neo- 17. Sphere Position IndicatorThe dry chem- prene lined and neoprene covered hoses held ical sphere is equipped with an indicator to together with a polyester outer jacket. The dry show the position of the sphere at a glance. A chemical hose is 3/4-inch in diameter while hole on the left-hand end of the hood exposes the light water hose is in diameter. The the sphere. Two arrows are painted on the neoprene hoses are eqty dped with brass, male hood and the words "Operated" and "Ready" and female,expansion typecouplings.The are painted on the sphere. When the sphere is threads are 3/4-inch NPT and .1-inch NPT, in the "Ready" position (sphere cap at approxi- respectively. The hose is coiled in a storage mately 45 °), the word "Ready" appears between compartment on the rear of the extinguisher. the two arrows. When the dry chemical system NOTE: It is much easier to remove the hose has operated, the word "Operated" appears be- from the hose compartment before charging it tween the arrows. No indication is provided for with agents. the fill position since the hood must be removed 12. NozzlesA twinned nozzle is used on the to obtain this position. twinned hose to expel the two agents.Each Operation.When the lever valve on the ni- nozzle is equipped with a pistol grip handle and trogen cylinder is pulled to the open position, atrigger-operatedshutoffvalve. The two high-pressure gas, 2,400 psig at 70°F, flows to nozzles arefastened together approximately theregulator.The pressure is reduced to 2-inches apart to make up the twinned assem- 230 psig by the regulator.The 230 psig gas bly. The dry chemical nozzle is equipped with flows in three directions when itleaves the a Fire Boss Lo-Re-Action discharge tip.It is regulator:to the latch and inversion cylinders rated at 4 pounds of Purple-K per second.The to invert the dry chemical container, into the light water nozzle is equipped with an aspira- dry chemical container, and into the light water tion type tip which is directed outward from the tank. A pressure gage at the inlet of each tank parallel planes of the nozzle handle at an angle indicates the operating pressure of the tank. of 22 1/2°.It is rated at 50 gpm of light water As the gas flows into the light water tank, solution. the light water.is forced out the discharge. No 13. Pressure GagesTwo gages are provided; gas will be discharged from the light water one for each container. Each gage shows the tank untilallof the light water solution is pressure in its respective tank while the system exhausted.

77 AVIATION BOATSWAIN'S MATE H 1 & C The gas flowing into the dry chemical con- 3. Open both bleed valves. tainer aerates and fluidizes the Purple-K agent. 4. Trip manual latch on dry chemical sphere As the gas leaves the container, the Purple-K and roll sphere counterclockwise (when viewed agent, is carried along suspended. in the .gas from discharge end) until fill cap is at top. stream by the velocityof the moving gas. Sphere will latch in this position. Therefore, a mixture of gas and Purple-K is 5. Bleed residual pressure of dry chemical discharged through the handline and nozzle. sphere through handline.(This clears handline Gas will continue to flow after the 'Purple-K is of remaining powder.) exhausted since the400 cubic foot nitrogen 6. With pressure dissipated, loosen cap with cylinder has a capacity greater than that re- the wrench provided on unit and slowly remove quired to discharge all the Purple-K and light cap from each container. water. 7. Refill dry chemical sphere to top.Re- This system is protected from excessive place cap and tighten with wrench.Unlatch pressures by three pressure relief valves; one sphere and rotate clockwise (when viewed from at each of the agent tanks, and one on the pres- discharge end) until sphere latches in ready sure regulator.Each relief valve is set at position.(Cap will be approximately at 45 250 psig. An additional relief valve is provided from vertical.) on the light water tank. It is a temperature re- 8. Refill light water container as indicated lief valve set to relieve when a temperature of on Refill Chart on cover, or forcomplete 212`F is reached. charge: Operating and Maintenance Instructions. Fill light water tank with approximately 50 The following instructions should be followed to gallons of fresh water with a garden hose, then operate the SBTAU-2 fire extinguisher and to pour 5 gallons of light water concentrate in return it to service after use. tank using funnel provided, replace garden hose on bottdm of tank and fill slowly, and fill to TO OPERATE: 1-inch of cap opening. NOTE: It is very im- 1. Open cylindervalveby pulling valve portant to use this method of filling the light handle forward. water tank to insure proper mixing of the solu- 2. Open hose line valves located at left of tion. Replace cap and tighten with wrench.. hose box.NOTE:These valves can be Left 9. Replace nitrogen cylinder if gage reads open at all times to expedite placing unit into below 1,700 psig. To replace: Raise hose box operation. and install "T" handles. Loosen swivel nut be- 3. Uncoil hose Co desired length.NOTE: tween cylinder and regulator, allow pressu -'e to dissipate. Remove regulator.Pull empty cyl.- The hose is much easier to uncoil if it is done inder and install full cylinder. gage in up posi- prior' to charging same. . 4. When approaching the fire from tr. 9 wind- tion.Reinstall ,regulator, tighten swivel nut ward side, open dry chemical nozzle, applying securely. Remove "T" handles and lower hose agent to the base of the fire.When headway of box. the fire is gained, open the light ,water nozzle 10. Close bleed valves. and apply the agent in a side-to-side motion to 11. Replace cover. Unit is n w t'eady for cover extinguished fud with the foam liquid. operation. Work fire slowly from right Lo left, applying Purple-K and light water, extinguishing the fire MAINTENANCE: in and around the aircraft fuselage for rapid extinguishment rescue of personnel. Fire vill 1. Check nitrogen cyliriderpresSure daily. stay out.NOTE: Do not apply Purple-K too Aeplace if below 1,700 psig. long a period because you cannot see where to 2. Check twin agent nozzleshuroffs to see apply light water. If any area needs reworking, that they operate freely. Besure that nozzle back up and proceed with the above technique shutoff is in the closed position: until all of the fire is extinguished. 3. Removecoverand manually release latch on the Purple-K sphere 1.n.d rotate to AFTER USE: make sure that it operatesfreely.Replace cover. 1. Close nitrogen cylinder valve. 4. Purple-K sphere, shouldalways be in the 2. Remove the cover. "Re i,y" position when unit is instandby location.

78 Chapter 4-AIRCRAFT CRASHES, FIREFIGHTING, AND CREWENTRAPMENT 5. Protect against freezing.If temperature and in the U.S. Navy Aircraft Firefighting and is 32°F or lower, unit will have to be kept in Rescue Manual, NavAir 00-80R-14. warm spaces on hangar deck, and exchanged to flight deck periodically to maintain it operatipnal. Catwalk

CRASHES The rescue of perso' nnel and the fighting of fire in crashed aircraft in a catwalk is some- There are four general classes of aircraft what more complicated than an on-deck fire due crashes aboard an aircraft carrier:on deck, to the difficulty in getting to the aircraft.The catwalk, suspension (over the side), and in the direction of approach is also limited due to the water. Each Crash must be handled differently, location.Assistance may have to be given to depending on the situation. No standard proce- rescuemen in getting to the aircraft.There is dure .will apply to all crashes.The primary also greater danger of ignited fuelrunning consideration must be for a ready deck for all down the side of the ship and into the compart- airborne aircraft. When possible, an aircraft ments below the 'flight deck.Firefighters from with a known problem should be landed last. pair parties May be required to aid in This does not preclude situations that require hese fires.

4 .6immediate recover;r, such as in-flight fires, impending loss of control due to hydraulic sy-- ,,,:nsion Over the Side tern failure, toxic fumes in the cockpit,etc. When time is essential, the easiest Pnd fast- Ail aircraft suspended over the sidecan -est method is used regardless of additional present a major problem in rescue ofperson- damage that will occur to the aircraft. When nel and in firefighting. Care must be taken to time is not essential, care is taken to insure prevent the aircraft from being dislodged. A that further damage does not occur. It is im- preventer (line of sufficient strength to hold the portant that the Crash Salvage Officer or the light of the aircraft) must be attached toor Crash Salvage Chief be left in full control of passed ground a part of the aircraft to hold it clearing a crash from the deck. Squadron as soon as possible. Rescue and firefighting maintenance personA. should be outside the operations may have to be made from the perimetei: :their assistance is requested. hangar deck. Line should be passed to the air- Since fire is an ever-present danger in all craft crew to assist them from the aircraft. aircraft crashes, each crash must beap- At times it may be necessary to, senda;rescue- proached as though the aircraft was on fire. man to the -aircraft to effect the rescue of When an aircraft crashes, the impact is usually injured, personnel. The method of gettingres- such thatfuel lines and fuel tanks betome cue personnel to the aircraft depends on the ruptured.If the aircraft is not already on fire location of the aircraft, the type aircraft, the when it comes to rest, fuel fumes are likely to condition of the aircrafts,' etc. be ignited by hot engine parts,sparks, or electrical shorts. In the Water Since the rescue of personnel in a crash is normally the first objective of the rescue crew; When an aircraft crashes into the sea in the fog-foam nozzles must be trained on the cock- vicinity of; the ship which is Underway, the air- pit area and other .crew stations to protest the craft siren is sounded from primary .111,con- plane crew until rescue can be effected. Upon trol. This is followed by "crash in the water direction from the crash officer, .tlYe hot suit (port/starboard) side," passed from primary men move in to effect rescue of personnel. .fly control over the 5MC announcing circuit. Reszuemen should approach the aircraft with Whenever flight operations are beingcon- due regard for danger areas. If the aircraft is ducted, the LSO stations a man "on theport actually on fire, these men must be protected walkway and a man ,on the starboard walkway at with fog foam acid water fog as applicable. the afterend of the flight deck. Each station is Rescue and forcible eLtry is discussed later equipped with the following equipment: in this chapter.Detailed instructions for each 1. Two-man liferaft. type aircraft are covered in its technicalman- 2. Liferings. ual (General Information and Servicing section) 3. Dyemarkers, AVIATION BOATSWAIN'S MATE H 1 & C 4..Sealed electric float li7hts (for night or The steps in recovering a crashed aircraft low-visibility operations only). vary considerably, depending upon the situation. These men are instructed to drop this equip- Basically, they will consist of righting the air- ment, without further orders, into the water if craft so that it can be hoisted or mulehauled a crash occurs in the water on their side of the (bodily dragged) up on deck. ship.The ..quipment must be dropped in the The location, attitude, and condition of the vicinity z.-,/ the crashed aircraft.In no case aircraft to be jettisoned, time available to per- should the equipment be dropped so close to the form the jettisoning operation, and the equip- aircraft or personnel in the water that there ment on hand with which to work are some of could be danger of its striking them. the problems confronted by the ABH when jet- Since it it not normally practicable for a tisoning an aircraft. carrier to interrupt air operations in order to The aircraft to be jettisoned may be in an effect a rescue, the ship's lelicopter or vessel inverted position on the flight deck, have one in company nearc:6t the scene of the crash takes wheel in the catwalk, two wheels in the catwalk, appropriate ration. If the helicopter and vessel orit may have the landing gear completely in company have not observed the crash, they sheared off. are notified by the carrier to proceed with The 'situation and problems vary with each rescue operations. aircraft; therefore, no single step-by-step pro- Most aircraft crashes at sea affect the car- cedure can be given that would be applicable rier flight deck in some way, whether it was an for use in every case where an aircraft is to be on-deck, suspension over the side, or into the jettisoned. Common sense and resourcefulness water crash.Some in-the-water crashes are are importmlt assets In such operation. from aircraft that attempted a landing, then In general, the jettisoning operation is car- crashed, and continued over the side. A check ried out as follows: of the flicrht deck must be made for damages to The aircraft to be jettisoned is placed on the the decit and/or equipment, for parts of the outboard edge of the nearest deck edge eleva- crashed aircraft,and for injured personnel tor.The safety netting around the elevator before giving a clear deck for the continuation must be dropped so the aircraft will clear it. of landing operations. If feasible, the ship then executes a high-speed turn to port or starboard, depending on which side of the ship the aircraft to be jettisoned is Salvage and Jettisoning located.The execution of this turn creates a list to the ship which in many cases will be As in the combating of crash fires,the sufficient to cause the aircraft to be jettisonel zpecifiC action to be taken in clearing the flight to clear the deck edge elevator, and at the deck can only be determined after an on-the- same time minimizes the. possibility of jetti- spot analysiS of the crash situation.In any soned aircraft becoming fouled in the ship's event, the time element usually proves to be a screws. very important factor. Crashes that interfere H the list to the ship created by this maneu- with flight operations must be cleared by the ver is not sufficient to cause the aircraft to most expeditious means available. clear the elevator, or if it is not feasible to On-deck crashesthat render thelanding maneuver the ship in this 'manner, the aircraft gear inoperable may be removed by supporting may be pushed clearutilizingtheaircraft the aircraft on one or more dollies. Automo- mobile crash crane. tive type jacks or mobile cranes may be used to lift the aircraft in order that these dollies CREW ENTRAPMENT AND RESCUE can be placed under the aircraft. The dollies must then be secured to the aircraft by means With new, modern aircraft being introduced of lines or straps.The aircraft can then-be--into-naval aviation, many design changes have towed or clear of the landing area. resulted that affect personnel (Aircrew(s)) res- Catwalk crashes and overside suspensions cue procedures under emergency operations. present many and varied problems. Depending Supervisory personnel must take it upon them- upon the situation,various itemsof crash selves to keep abreast and up to date with these equipment willbe used (sometimes all the changes and modifications as they occur to en- equipment available). able him to inform and train his crash rescuemen.

80 Chapter 4AIRCRAFT CRASHES, FIREFIGHTING, AND CREW ,ENTRAPMENT Lac this information could result in fatal or 9. Hoisting and towing under normal and serious injury to the r'etscueman as well as to emergency conditions. those whom he is attempting to rescue.. 10. Crash firefighting criteria: Of necessity,thissectionisgeneral in a. Rescue operations are the primary nature and does not include equipment, proce- objective. dures, or modifications for each type aircraft, .b. When an aircraft crashes,itis too but rather to illustrate that rescuemen famil- late to make a study of the aircraft to deter- iarization is the responsibility of, and must be mine the best methods of lifesaving and fire- accomplished by, the supervisor in his ever- fighting. changing and continuous training curriculum. c. No fire hazard in or in close proximity The supervisor` should include in his training to an aircraft is minor nor slight enough4O 1,;:e curriculum as a minimum the following sug- ignored. gested topics (per each type aircraft), as well d. Be familiar with identification colors as information of changes and/or procedures for aircraft tubing.Should tube cutting be nec- gained through his own research study, and essary, do not increase fire hazard by mis- experience: takenlycuttingtubingcontaining flammable 1. Aircraft description. fluids. a. General identificationof: mission, e. When entrance is gained, the first step crew, engines, armament and ordnance Sores, is to determine crew and environmental condi- and type.of ejection system(s). tions. Where immediate. hazards ^re beyond b. Interioraircraft arrangement: fuel, control of rescuemen and time is limited, re- oil, hydraulic fluid, compressed air, and liquid move aircrew at once. In other cases it may oxygen tank location and capacity. Location and be necessary or practical to reduce hazards quantity of ordnance stores. first and thereafter remove personnel. 2. Danger areas: f. In a cfrashed aircraft, it is of immediate importance to see the master- switch (bat-, a. Engines (intakes and exhausts). , b. Wheels. tery switch) is placed in the "OFF" position. c. Canopies and ejection seats. g. The fastest removal-fro-m Safety belt d. Drogue gun. and shoulder harness is to operate the release catch itself, not cut the belts. e. Weapons. h. Extreme care mustbe taken in re- 3. Cockpit entry for: moving a'rcrewm-;mbers if they appear to be a. Normal conditions. injured; .owever, in no case should rescuemen b. Manual ct...-.4itiOns. delayin removing victims from dangerous c. Forcible entry. locations, as them 'Is always, danger of flash 4. Prevention of pilot suffocaticn:oxygen fires. mask and helmet. i. Medical assistance should be intro- 5. Crew release from seat for: duced at the earliest possible time. Do not a. Automatic. assume that occupants are uninjured or that b. Manual, they are beyond help. c. Cut or emergency conditions. j. No part of the aircraft stru.:t.:re should 6.% Firefighting techniques for: be moved unleSs it is absolutely' essential to a. Engine pods. rescue operations. b. Aft fuselage compartments. c. Tailpipe. FORCIBLE ENTRY TOOLS d. Wheel brake assemblies, 7. Deactivation of: Whenever pmEtsible, access by means of door a. Battery. openings rsr hatches should be used when res- b. En1'ine. cuing flight crew personnel from crashed air- c. Ejection seats. craft. These door openings and hatches may be d. Canopy. opened from both inside and outside the air- e. Face mask precautions. craft,Cockpit canopies ead emergency escape 8. Special tools:. hatches are equipped with emergency release a. Hoisting slings. mechanisms. These release mechanisms may b. Jacking instructions. be operated from both inside and outside the

81. AVIATION BOATSWAIN'S MATE H 1 & C aircraft. When actuated, most emergency re- 10-inch circular s-w; and two 500-watt flood- lease mechanisms allow theentire canopy, lights and necessary cable and connectors. The cockpit enclosure, door, or hatch to fall away. current produced by the generator permits op- Thus,easy' and speedyexitoraccessis eration of power tools under severe conditions facilitated. which would stall conventional equipment, and If the emergency releases fail to operate, also permits the use of more compact, lighter itbecomes necessary to forcibly enterthe weight tools.Tools, l;'-ts, switches, and con- cockpit.To accomplish this,in case of a nectors are explosioloof and weatherproof. _Plexiglas or safety glass type canopy, use is The generator, which is also weatherproof, has made of a standard hatchet-size fire ax. four service outlets; two outlets supply 230-volt, Direct the pointed end of the ax on the can- 3-phase a.c. for the circular saw, the other two opy near the center of the bow.One healthy furnish 110-volt a.c. for the floodlights and blow will knock a hole through the canopy. other conventional tools. Chop down from the hole toward the sill, then NOTE: This power forcible entry equipment along the frame. The canopy glass will break should be subjected to rigid and frequent in- up into large pieces. If the aircraft is on fire spection for operation and should also be re- and the canopy is soft and sagging, apply CO2 stricted for the exclusive use of aircraft fire to harden it before chopping. At normal tem- and rescue operations. perature, CO2 is not.needed. Extreme calltion must be observed when SOURCES OF INFORMATION canopies covering ejection seatsareshat- tered,lest the blowsactuatesear ejection As stated previously, there are many differ- mechanisms. ent sources of information available concerning A Lou' '.:_ole, electrically-powered metal cut- aircraft fire/rescue. The senior ABH will find ting saw of the type carried on the MB-5 crash these sources very valuable in maintaining an rescue truck may be utilized when forcible effectivetraining programforfire/rescue entry of a nearly-all-metal type canopy is re- crews aboard ship, as well as on shore stations. quirk!. :If a portable power saw is not avail- These sources include, but are not limited to, able, the metal canopy can be chopped through the following: with an ax and ripped apart with a Halligan tool. 1. NavAir 00-80R-14, U.S. Navy Aircr*ft Each activity that supports flight operations Firefighting and Rescue Manual. The Crash should designate one or more crash rescue,,.Crew information charts in sections '6 and 9 vehicles to carry and be equipped with rescue are of special interest for rescuemen. and forcible 'entry equipment. The TAU vehi- 2. Type Aircraft Technical Manual-General cle, where provided, is ideally constructed as a Information and Servicing section. rescue vehicle. Tile designated vehicle or ve-. 3.. Squadron and/or Base Aviation Safety hicles should contain equipment suitable for Officer. either normal or forcible rescue of aircrew 4. NavAir Instruction 11320.8, Aircraft Fire- personnel. fighting and Rescue Training Course Outline. The power saw and portable generator equip- 5. Navy Safety Center,Norfolk, Virginia. ment includes a carriable generator rated at 6. NavPers 10300-B, Aviation; Boatswain's 2.5 kw, 180 hertz, 230-volt, 3-phase a.c.; a Mate H 3 & 2. CHAPTER 5 SHIPBOARD FIREFIGHTING

The handling of casualties such as the fight- and in normal day-by-day routine.(See fig. ing of shipboard fires, the accomplishment-of/ 5-1.) emergency repairs, and the maintenance of The damage control organization consists of watertight integrity are accomplished by repair Damage Control Central and the repair parties. parties, which are an integral part of the damage The Engineering Officer, as the Damage Control control orgainzation. Officer, is responsible for damage control. The Every, division and man aboard ship is cm Damage Control Assistant, who is under the cerned' with some aspect of damage control. Engineering Officer, is respor ible for estab- Your success as a leading petty officer in the lishing and maintaining an effective damage damage control organization depends on your control organization.Specifically, the Dam- complete understanding of the zystem and the age Control Assistant is -responsible for the ability to help fit its parts together so that they following: work properly. In order to do this, you should 1. The prevention and control of damage, have a good fundamental knowledge of the dam- including control of stability,list, and trim. age control organization as it works in battle He supervises placing the ship in the material

COMMAND

DAMAGE ENGINEER NG WEAPONS ELECTRONICS PRIMARY CASUALTY FLIGHT CONTROL CONTROL CONTROL CONTROL CONTROL

1 I

REPAIR I REPAIR 2 REPAIR 3 REPAIR 4 REPAIR 7 REPAIR 5I [ REPAIR E.I REPAIR 8 AVIATION CRASH FUEL AND REPAIR SALVAGE TEAM TEAM

MAIN BATTLE BATTLE BATTLE BATTLE DRESSING DRESSING DRESSING DRESSING

CHAIN OF COMMAND LIAISON/REPORTING NOTE; BATTLE DRESSING STATIONS WILL VARY W H DIFFERENT CLASSES OF SHIPS. APPLICABLE STATIONS FOR A SPECIFIC SHIP MAY BE MODIFIED AS NECESSARY..

AB .601 Figure 5-1.-A typical damage control battle organization.

83 AVIATION BOATSWAIN'S MATE H 1 & C condition of closure ordered by the command-. 1. Hosemen. ing officer. 2. Plug man. 2. The training of the ship's personnel in 3. Access men. earnage control, including firefighting,' emer- 4. Foam proportioner operator. gency repairs, and nonmedical defensive meas- 5. Fbain supply men. ures against gas and similar weapons. 6. Portable CO2 men. The General Emergency Bill sets up the 7. Oxygenbreathing apparatus.and aluminized necessary staffed organifation for controlling. fire-protective clothed men. the effects of any shipboard emergency, such as 8. Tenders _for men wearing breathing ap- collision, explosion, or fire, either in port or paratus and aluminized fire-protective clothing. underway. The biil is based on the ship's regular 9. Ventilation detail. damage control organization. The engineering officer is responsible for maintaining the bill The senior man in the firefighting party is so that it is current and ready for execution at designated as the group leader.His first duty all times. is to get to the fire quickl,, investigate and de- Fires occurring during action or while the termine its nature, and supervise his team in ship is at general quarters, with a full crew on fighting the fires.He :nust make decisions as board, are handled as kbattle casualty. These to whether additional or different equipment is fires, which may occur in port or at sea, aJ.e required, and also the number of personnel fought by repair parties and personnel in the required for fighting the fire. vicinity, under the direction of damage control Although firefighting is one of the most im- central, or the air officer (for fires in aircraft portant functions,, the repair parties have other and aircraft parking areas). When afire occurs duties for which they must organize and train. in poi and there is a partial crew on board, the Some of these are chemical warfare defense, duty fire party will take over. radiological, defense, biological defense, inves- Repairpartypersonnel, members of the tigation of damage, making repairs, etc. primary shipboard firefighting units underway, The number and the ratings of men assigned always go to their P: efieral quarters station on to a repair station, as specified in the battle fire call. On some sA.ips, the General Emergency bill, are determined by:(1) the locale of the.. Bill may designate the in-port fire party as the station, (2) the "p .Aion of the ship assigned to primary firefighting unit. Repair party personnel that station, and (3) the total number of men assigned to the in-port fire party proceed to the available for all stations. All repair stations on scene of the fire with assigned equipment. aircraft carriers normally have men in the DC, The in-port fire party is Composed primarily HM, and EM or IC ratings assigned to them. of personnel in the regular damage controlre- Each repair station will have an officer in pair parties, with each duty section having an charge. The second in charge of a repair sta- effective firefighting force. Heads of depart- tion is, in most cases, a chief petty officer who ments, division officer, and leading petty offi- is qualified in damage control and is capable of cers concerned should consider training and taking over the supervision of the repair party. experience of repair party personnel in making A set of operating instructions should be assignments, in accordance with the gral posted at each repair station. In general, these emergency ;Jill.Care must be exerced to instructions will include the following: avoid assigning personnel1 of the in-port fire 1. Purpose of the repair party.. party to additional details or to other duties in 2. Specific assignmentS of spaCe for which port which require, absence from the ship. the party is responsible. Repair parties provide the only personnel 3. Instructions for assignment and stationing immediately available to fight fires during ac- of personnel. tion. Other personnel must leave their primary 4. Methods and procedures of communica- duty should they have to fight afire. It is .essen- tions. tial that a systematic procedure for fighting 5. Sequenceof command' and procedures. fires be established.Loss of valuable time 6. List of basic damage control bills. will result if the decision as to the met'.2od to be 7. Instructions for handling equipment such used in fighting a fire is not made immediately. as sprinkler systems, lighting, fire doors, etc. MeMbers of a repair party will generally be 8. Functions of NBC defense and the decon- assigned to firefighting positions as1follows: tamination of personnel. 84. Chapter 5SHIPBOARD FIREFIGHTING 9. An inventory list of all damage control for the operation of assigned fireghting equip- equipment provided for the repair party. ment such as the hangar sprint: ter systems, The organization of a repair party should be water curtains, high capacity fog foam (HCFF) such that maximum utilization of the specialitieS _monitors and handlines, aircraft elevators, con- of the men assigned to it is realized. Though flagration stations in hangar bays 1 and 2, and each man in 1. party is assigned specific duties the hangar separation .ballistic doors.If the in the organization of the repair party, his re- hangar deck is involved in a fire, the Hangar sponsibilities are not limited to these specific Deck Officer is charged with the safety of per- duties. He must perform such other duties as sonnel and equipment and the activation of the are assigned to him by the officer or petty offi- appropriate firefighting equipment. cer in charge of his party, crew, etc. In addition to the ship's eight repair parties, FLIGHT QUARTERS there are two repair teams in the Air Depart- mentthe Aviation Fuel Repair Team and the Repair 1F and 1B will not be fully manned Crash Salvage Team. These two teams consist during flight quarters unless specifically or- of personnel highly trained. in the maintenance dered by the air officer. The partial manning of and repair of fuels systems and aircraft fire- this repair party during flight quarters nor- fighting and personnel rescue. They work in mally consists of manningthe conflagration sta- close coordination with, and may be called upon tion in each hangar bay area assigned to the to assist, other repair parties. repair party. Two men are normally utilized in Repair 1 is responsible for 'firefighting and manning each station. One man serves as talker damage control inthe hangar deck area. In some and controls operator. The other man assigned carriers such as the larger CVA's, this repair serves as a ,roving patrol for the hangar 'bay stationisdivided into three 'substations or area served by his assigned station. groupsRepair 1.F (hangar deck forward); Re- pair 1B (hangar deck amidships); and Repair lA GENERAL QUARTERS (hangar deck aft).In others, such as certain of the smaller CVA's and CVS type carriers, only During general quarters, Repair IF and 1B two subdivisions (Repair 1Fhangar deck fru-- d.re responsible for the material condition of ward; and Repair IAhanger deck a.ft)Imay be the hangar deck structures and the hangar deck found. The basic difference in these organiza- machinery and firefighting equipment fol .vard tions is that the hangar deck forward area is of and including the after hangar bay doors `subdivided into hangar deck forward and hangar (division doors).This includes the aircraft deck amidships in the case of thelarger CVA elevator machinery, platforms,.roller curtains, type carriers. 1 elevator doors, hangar bay doors, and such fire- Since men from the ABH rating are normally fighting equipment as CO2 extinguishers, foam assigned to the hangar deck forward and hangar monitors, hangar deck sprinklers, and other deck amidships stations, only these two stations sea water outlets. are discussed here, and they are discussed to- This machinery and the equipment, other gether. On most carriers, the hangar deck aft than the aircraft elevators, are normally op- station is manned primarily by personnel from erated by members of these repair parties AIIVID department. This station's responsibili- during general quarters. The elevator safety- ties are similar to those of the forward station men and the men manning the elevator machinery or stations. spaces are usually members of these repair parties. The material condition and the operation of the hangar deck lighting system are also HANGAR DECK CREW a responsibility of Repair 1F and 113, The` Hangar Deck Officer (V-3 Division Offi- FIREFIGHTING EQUIPMENT cer) is normally responsible for the 1F and IB repair stations. In addition to the ABH, men The hangar deck of an aircraft carrier is one from the MM, DC, HM, and EM or 'IC ratings of the most ,f,a-igereus fire areas on the. ship. are normally assigned to these repair stations. There is Cwayp a large quantity of fuel in the, The Hangar Deck Chief is second in charge of aircraft spotted there with the ever-present the party. The hangar deck crew is responsible danger of leakage. Aircraft must be spotted 85. .AVIATION BOATSWAIN'S MATE H 1 & C very close together, which can present a prob- general vicinity of the injection stations from lem .in getting to the source of a fire. Due to which they are supplied. Equipment at each of the ever-present danger of fire and the difficulty these stations consists of one 3 1/2-inch and of reaching it, most of the firefighting equipment one 2 1/2-inch foam nozzle with quick-acting on the hangar deck can be opt.rated by remote shutoff valve, stream shaper for each nozzle, control. These remote controls are located in 150 feet of 3 1/2-inch and 100 feet of 2 1/2-inch the conflagn,tions stations. cotton rubber-lined hose; 100 feet of each size hose should be connected to the foam service Conflagration Stations outlet valves ready for use. The monitor stations are fitted with a 3 1/2-inch outlet and a A conflag station is provided in each hangar 2 1/2-inch hose valve. A swivel type monitor bay.This station must be manned at all times is connected to the 3 1/2-inch outlet.Monitors by fully qualified personnel.These men are are fitted with 3 1/2 -inch fog-foam nozzles and responsible for the proper and timely use of stream shapers. These nozzles do not contain firefighting equipment on the hangar deck that quick-acting shutoff valves. A 2 1/2-inch foam can be operated by remote controls installed in nozzle and stream shaper are also provided at their stations. each monitor station: Thee 2 1/2-inch firehose Each hangar foam monitor control is dupli- for these stations is obtained,as required,from cated in the conflag station.An open-close adjacent fireplugs. pushbutton is located in the conflag for each A pushbutton is provided adjacent to the monitor in the same bay with the conflag station. monitors for operating the station.In order to On ships which have hangar division doors, a prevent in dvertent operation of the station, the master switch and remote indicating lights are pushbutton is fitted with a sheet-metal enclosufn. provided for starting all monitors inthe adjoin- Each hose or monitor station is connected to ing hangar bay(s). No close position is provided the injection station by the X50J sound-powered with the master switch(es). In instances when telephone circuit. it is necessary to resort to the use of the master A buzzer is provided at each outlet for call- switch, starting of the remote foam system will ing the injection station. The conflagration con- energize the indicator lights associated with the trol station can call each injection station sup- master switch. plying outlets in the same or adjacent hangar There are also controls in the conflag sta- bays by means of a selector switch. tion for the operating of the hangar division Generally; where the fire is over 40 or 50 (fire) doors, elevator doors, and lighting sys- feet frem the monitor,the stream shaper should tem 'associated with the hangar bay in which it be put on the nozzle to insure that the foam will is located. reach the fire. The stream shaper cannot be placed on the nozzle while it is in operation. Ballistic Doors (Fire Doors) Operating the pushbutton controlling the valve in the monitor supply branch is the only action Fire or division doors are large metal doora required to put the monitor in operation. athwartship that are used to divide tha hangar The monitors may also be put into operation deck into sections (bays). This compartmen- from the second deck by means of the manual talizing of the hangar deck facilitates the isola- control in the solenoid which operates the 4-inch tion of hangar deck fires and/or NBC contami- valve. This means of operation should be re- nation. Also, as their name implies, they limit served for large fires which inalse local control the ballistic damage on the hangar deck due to of the monitor remote control from the confla- explosions. Hangar deck personnel must insure gration station impossible or where elE..t.rical that no aircraft or equipment is spotted in such control fails.Since*liangar conflagrations are a manner that blocks the operation of these always a possibility whenever fueled aircraft doors. are present in a hangar, the monitor should always be trained athwartship at the angle of High Capacity Fog Foam elevation (or depression) calculated to give the Monitors and Handlines greatest coverage without undue impingement on the overhead or parked aircraft. The hangar, deck foam hose stations are The monitors can operated with little or located alternately port and starboard in the no decreaseinefficiency, with the barrel

86 Chapter 5SHIPBOARD FIREFIGHTING removed from the yoke. Removal of the barrel of pressures required 'for efficient operation. will decrease the length about 15 inches and will Judicious use can be made of the hangar sprin- permit the monitor to be trained athwartship kling system for cooling downthe structure after with practically no interference to planes parked the fire has been extinguished. Extreme care nearby. The threads on the monitor yoke are must be exercised while doing this to prevent the same as those on the barrel so the change the foam blanket from being broken up to the can be made without any alterations. There are extent that reflashes may occur. a few monitor stations-which are recessed along- When general, fire, or flight quarters are side of bulkheads. Retention of barrels onthese sounded, all foam injectica stations should be monitors will be necessary in order to avoid manned and foam proportioner pumps primed blanking off portions of the area protected. and placed in operating condition.If fire de- velops On the hangar deck, water curtains at both extremities of the area involved should be Firefighting placed in operation; and hangar doors should be closed to form a boundary for the fire. Foam NOTE: In the. event of fire in the hangar, monitor nozzles covering theinvolved area the FIRST and IMMEDIATE' response will be should be turned on, thereby reducing the tem -. made by the Shipboard Winned AgentUnit peratures within the area and furnishing a foam (SBTAU). blanket.If fire or other damage makes foam As has been previously stated, foam service monitor nozzles within the involved area inop- outlets are installed fore and aft of the hangar, erative, the 2 1/2- and 3 1/2-inch foam lines port and starboard. The 3 1/2-inch foam}service located forward and aft should be advanced into outlets at these stations are not fitted with moni- the involved area to extinguish the fires. When tors. A study of fires which have occurred on the fire is beyond the reach of the 3 1/2-inch aircraft carriers reveals that the majority of hose lines at the fore and aft ends of the hangar, fires take place at or near the midship section, the hoses should be brought up and connected to leaving the fore and aft ends of the deck rela- the nearest operable monitor outside the in- . tively safe for the launching of firefighting op- volved area. The use of the stream shapers on erations after any initial blasts have subsided. the portable lines will be dependent upon the It is intended that spare firehoses and nozzles severity and extent of the heat wave created by be stowed behind bulkheads in sheltered spaces the fire. They should not be used at close range close to these fore and aft foam service outlets. since the foam is delivered with such force to a It has also been determined that satisfact-wy localized area that it tends to break up the foam progress can be made in hangar deck firefight- blanket. Monitor nozzles should be shut down ing where fire, parties advance from the fore when mopping up (with the 2 1/2-inch linesY has and aft ends 'and simultaneously converging on been started, and the water curtains should be thefire' with high-capacity foam gear., As cut off as soon as all fire has been extinguished progress is made toward the fire, supplementary and the involved area suffipiently cooled to' be foam' lines can be-operated from other, foam certain that no.flashback will occur. service outlets made accessible in the course The reflash watch should tnen be set with as of the advance. Operations of the monitor nozzle much equipment as was used at the end of the foam streams and lines'but of range as a result New crews should be assigned with leaders of the advance should be secured by the fire who were onthe original fire party (when possi- parties as soon as possible to prevent too great ble). A maximum effort should be then made to a drain on the system. reservice the foam injector stations. Some sort It is not recommended that the hangar sprin- of effective security from the crowd which col- kling system be operated while using the foam lects should beestablished.The foam blanket system. The sprinkling system can .be used should be kept intact as long as necessary to in- effectively to control the intensit, 'of a hangar sure that the heat retained in the metal decks, conflagration ,should events prevent immediate etc.,. does not cause reignition.Remember, application of fog foam.It should be secured foam also insulates and prevents rapid dissipa- immediately when the) fog -foam systemis tion of the heat. One method of determining the Started.The capacity of the ship's pumps is heat retention of decks, etc., is to check the .not suffi...dent to supply both. the hangar sprinkling metal temperatures onthe backside of the metal system and the fog-foamsystem simultaneously plates that were involved in the fire area.

87 AVIATION BOATSWAIN'S MATE H 1 & C

Movement of Aircraft FLIGHT QUARTERS From Fire Areas Duringflight quarters, the major concerns of Movement of aircraft from or on the hangar the Crash Salvage Team are the handling of during a hangar deck fire is severely re- crashed aircraft and the manning of key fire- stricted. Once a fire starts, the division doors fighting equipment and/or apparatus, while two must be closed and no aircraft can -be moved. men dressed in aluminized fire-protective suits Aiicraft may have to be moved on the hangar stand by in the fly two area or as directed by deck to provide access to a fire in aimpart- the Crash Salvage Officer. ment whose entrance is frohi the haLou, deck. The Air Officer is charged with the general At times it may also be necessary to move air- direction in the handling of all crashes which craft' away from a potentially hazardous area occur; the Flight Deck. Officer is charged with such as a large fuel spill: the general super ,*.sion of The flight deck in the At times when jet-engined aircraftare vicinity of the crash or emergency area. taxied directly onto an elevator and lowered to A medical officer (flight surgeon), and one the hangar: deck, a fire may occur in the engine or two HM's are on duty on the flight dSckduring or engine bay from excess fuel when the engine flight quarters in order to render first. aid to is shut doqri. When the fire is in the engine personnel involved in mishaps related;ib flight tailpipe; the fire normally can be extinguished operations. by dry ruriiiing the edgine, using a starter unit. When the aircraft is on a center-of-the-deck GENERAL QUARTERS elevator, the elevator must be raised to the flight deck level to perform this operation. On During general quarters, the Crash Salvage a deck edge elevator it may be performed on Team becomes part of the damage control the hangar deck level. When the fire is not in organization.(See fig. 5-1.)The damage con- the engine but in the engine bay or fuselage, trol organization is necessarily an integral part CO2 must be introduced through one of the fire of the engineering department organization. The doors to extinguish it.Some carriers may re- damage control assistant is charged with the quire that an aircraft fire of any nature upon overall coordinationofall damage control engine shutdown on the hangar deck be sent to matters. the flight deck level. These teams are peculiar to aircraft carriers The ship's instructions should cover the pro- and ships equipped for manned .helicopter op- cedures to be ,taken in regard to hangar deck erations.On aircraft carriers, an officer or fires.The hangar deck chief and ieading PO chief petty officer of the air department is in should be familiar with these instructions and charge. the procedures for extinguishment of, fire in all On ships equipped formars 'ad helicop` r types of aircraft that may be assigned to the operations, the appropriate deck, engimeermg, ship. and damage control personnel are assigned. The men assigned to these teams should be FLIGHT DECK CREWS trained and drilled in the following: 1. Methods of, investigating and reporting In a fire or other emergency situation, the damage. flight deck crews will keep in mind their pri- 2. Controlling and extinguishing fireS. mary function as aircraft handlers, moving air- 3. Isolating damage to piping systems. craft that hinder firefighters from controlling 4. Rescuing personnel and caring for the conflagrations or aircraft that would otherwise wounded. be damaged by fire; however, they must be 5. Operating all .types `of damage control ready for immediate response to fire and/or equipment. emergency situation either by taking the proper 6. Correct setting of material conditions of action personally or in direct' support of the readiness. Crash Salvage Team NOTE: The primary duties and responsi- EQUIPMENT bilities of the Aircraft Crash Salvage Team are discussed in chapter 4 of this Rate Training Some of the equipment and firefightirr Ap- Manual. paratus related to flight operations on th.Alight

88 Chapter 5SHIPBOARD FIREFIGHTING deck is similar to the equipment previously de- other flight deck area which would not be cov- scribed for the hangar deck crews. The high ered during a condition of zero relative wind, capacity fog foam (HCFF) stations on the flight at the rate of 0.06 gallons per minute per square deck correspond to those on the hangar deck and foot. are supplied with foam/sea water solution from Existi'.g plastic piping in theflight deck the injector station below decks. The fireplug areas or zones must be replaced with suitable locations are placed so that the best deck cov- metallic piping. erage is available.Other equipment includes b. All existing HCFF (High Capacity Fog the SBTAU (Shipboard Twinned Agent Unit), Foam) 300-gallon protein foam concentrate portable CO2 and P-K-P (dry chemical) ex- tanks are replaced with 600-gallon stainless tinguishers, and MB-5 crash rescue trucks. As steel (CRES) tanks for the stowage of the fluoro- on the hangar deck, .in the.event of fire on the carbon concentrate, and the original stowage flight deck, the FIRST and IMMEDIATE re-.. racks.and equipment are removed for the refill sponse will be made by the MB-5, until the third supply of protein foam concentrate.Refill of generation TAU is available throughout thefleet the fluorocarbon concentrate is accomplished (i.e., 1973-1974).. by a 1 1/2-inch fire hose connection near the top of the tank. WATER W ASHDOWN SYSTEMS c.. Positive displacement pumps are installed on a one tank-one pump-one zone basis Due to the exposed nature of the flight deck, to inject the fluorocarbon concentrate at the over which the Crash Salvage Team has re- rate of 6 percent, pluS or minus 1 percent, into sponsibility during general quarters for damage the saltwater supply lines to the washdown sys- control. purposes, personnel. assigned to this tem.An exception is the fantail sprinkling/ team must have a thorough knowledge of nuclear, aftermost zone of the flight deck, which may be biological, and chemical warfare.Drills con- served on a one tank-one pump-TWO zone ducted by the Crash Salvage Officer should em- basis. phasize training in these matters as well as d. Duplicate control panels are installed standard damage control procedures. inoth Primary Fly Control and the ship's pilot The purpose of the washdown system is to house. These panels are laid out as flight deck help minimize the effects of the radiation haz- diagrams, with the controls for each zone in the ards of radioactive fallout by creating a spray corresponding zones of the panels. of water over the entire flight deck and flight Pushbutton controls are providedfor operat- deck/area. There are two types of systems being any zone as a water sprinkling system (wash- ing utilized, and are as follows: down), or as a Light Water firefighting system 1. The permanent system. This system con- (i.e., separate buttons for sprinkling group consists of an arrangement covering the entire flight trol and for injector pump control). deck and consists of flush deck type nozzles Indicator lights for each zone are also pro- which are fed by piping installed under the flight vided to show SALT WATER ON, INJECTOR deck. During an actuality, word will be passed ON, and /INJECTION OFF. INJECTION OFF from the carrier's DCC (Damage Control Cen- must be wired to function only when SALT tral),. "Commence water washdown."Supply WATER ON is lighted. A lockable, two-position valves feeding the system are then turned on, master switch, as part of, or adjacent to each putting it into operation. panel, must be. installed.This switch must ShipAlt_3410 provides for a light water capa- have sections wired in series with the SALT bility for fhe water washdown system as a fire- WATEI ON buttons ofthe local panel.: This fighting option of the permanent systems only. switch is also wired to sound an alarm in the Briefly, this water washdown/light water fire- ship's Damage Control Central. fighting system is as follows:, The fantail sprinkling system is controlled a. The flight deck portion of the wash- by independent controls installed in the je'z en- down countermeasures system, depending on gine test stand control cubicle on the fantail. each particular flight deck, is rearranged into The HUFF, (High Capacity Fog Foam) gen- 12 to 20 zones.Each zone is 125 feet long and erators opeate independentlyof the water covers approximately half the width of the flight washdown/light water firefighting system; how- deck.Additional sprinklers are provided to ever, deliver proportioned saltwater and fluoro- cover the after end of the flight deck, and any carbon mixture for firefighting operations.

89 AVIATION BOATSWAIN'S MATE H 1 & C 2. The interim system.This system is in- locker for this purpose.They would be laid stalled on the older type carriers or carriers over the damaged area and nailed in place with that do not have the permanent provisionThe 4d wire nails. interim 'system is portable sinceflight deck op- Many holes in flight decks may be repaired erations cannot take place with the system in- by covering them with steel plates.' Plates of stalled. This system consists of quick connect- various sizes should be provided.. Plates to be ing, lightweight aluminum pipes with spaced used in repairing wood decks should have 5/16 - nozzles.Each array or pipelines are laid out inch holes drilled along the edges. These plates athwartships at about 40-foot intervals.Then may be secured to wooden decks by using 60d each array is attached to tha deck edge fire- nails which have been cut into two parts.Only plugs by a short length of fire hose. Additionally, the part bearing the head is used.The cut end each array must be secured to the aircraft tie- of this part is flattened prior to use.Plates down padeyes to prevent them from being blown that are to be attached to metal flight decks about by the wind.The standard protective must be welded. The edge(s) facing approaching covers that are provided for aircraft should be aircraft in the landing area must be welded in a installed on each aircraft on the flight deck Continuous bead to prevent the possibility of en- (time permitting) to prevent salt water and/or gagement of an aircraft arresting gear hook. contamination from getting into the aircraft. The opposite edge (forward) can be tack welded unless additional strength is required due to the nature of the damag,.d area. In the latter situa- FLIGHT DECK REPAIRS tion, continuous bead welding is necessary. Hol-es that cannot be covered with a single After any aircraft crash, the flight deck must plate may be patched with a series of plates. be checked for and cleared of any loose gear Additional strength members (I-beams) must be and parts.Any damage to the deck that would added. When flight operations have been com- affect the recovery of aircraft must be tempo- pleted, tile temporary patch can become a semi- rarily repaired. permanent one by welding an I-beam to the web Methodsofeffecting temporary repairs of the new temporary deck beams and the per- should be studied, and materials for making manent deck beams. repairs should be assembled, prefabricated, Detailed instructions for making temporary and stowed in the most convenient locations. and semipermanent repairs arecoveredin Drills should he conducted to familiarize the chapter 9880, Secti)n 3, NavShips TeChnical crash salvage team (flight deck crews) in the Manual, Stock Number 0901-883-0002. locations and methods of assembly and use of Small cuts and gouges in wood flight decks the prefabricated materials. that have splintered edges should be smoothed Due to the wide variation in the extent of out using an adz. As an alternate to the use of damage to the flight deck, prefabricated patches wood or metal plates for temporary repairs of of various sizes must be provided.Certain gouges to wood deck planking in the landing area, small holes in wooden decks may be effectively latex underlay may be utilized.This should be repaired with fireproof plywood strips.Strips applied in accordance with instructions given in that are 12 inches wide, 4 feet long, and 1/4 inch chapter 9140, Section5, NavShips Technical thick are provided in the flight deck repair Manual, Stock Number 0901-140-0002.

90 CHAPTER 6 ADMINISTRATION

By definition a supervisor is one who is re- 9. Procuring tools and equipment to. do the sponsible for and directs the work of others. work intended'. This means that the leading AB must actually 10. Giving orders, making decisions. oversee and instruct the men under his super- 11. Checking and _inspecting jobs of men. vision. A mere inspection of the accomplished 12. Promoting good teamwork. work is not supervision. TIT function of super- Some of the above techniques will:have been vision is not considered to have been fulfilled learned thrt. Nigh past' experience; others will until positive action has been taken to improve have to be learned during. the actual supervision a program, to expedite a process, or otherwise of the division.Still other techniques may be improve a given situation. The supervisor has learned frOm self-study courses and technical atreniendous responsibility when all facets are publications. The purpose of this chapter is to considered. He must satisfy the demands of acquaint the new superviSor with some of the

his .Superiors, he must keep his men busy and more important aspects of supervision. . content in their work, and as a check on 'him- Briefly, the objectives of shop supervision self, must constantly analyze his abilities in are as follows: the job to determine if he is successfully ac- 1. To operate, with maximum efficiency and complishing the goals of an instructor, leader, Safety and administrator. 2. To operate with minimum expense and waste. MANAGEMENT OF SHOP 3. To operate free. from interruption and AND PERSONNEL difficulty. Personnel that are under your supervision As an AEH1 or ABHC, you, will have new most always -be made aware of the dangers in- supervisory duties whil.h will require a greater volved while working around the machinery or knowledge and ability in adminiStratiVe duties the aircraft aboard a Carrier. They must move and procedures. The job of supervising, isa quickly, efficiently, and safely. many-sided task.It involves the procurement --While theses are Itthe-10imary. objectives' of of equipment, repair parts, and other necessary supervision,-it rs well for the'ABH1 or ABHC materials; planning, scheduling, and direciing who 'may be assigned these duties to keep in. work assignments; maintaining .an adequate file Mind the fact that. his assignment is important of applicable references and technical manuals/ to him, personally: jt affords him an excellent publications;, maintaining the required logs and opportunity -to gain practical experience -toward records; makingt reports; and carryitig on an eventual advancement to ABCS and ABCM. effective, and scheduled training program. AsuPOrvisOr should know his men's limita- Some typical duties and responsibilities are tions and capabilities in order to get the most as follows:' work out'of them. He 'should utilize the..-capa-. Getting the right.man on. the job:. bilitieS of his best men 'in a 'twofold manner. If 2-.'"Using.and placing materials economically. at all possible he should aSsign a well-qualified -a. Preventing accidents and 'controlling haz.- man to do a certain job.' and add 'to. the team ards, other individuals who are lesS 'qualified. but 4. Keeping morale at a high pitch. who are profeSsionally ready for advanced on- 5. Maintaining quality and .quantity .of. work the -lob training. accomplished. 'The: supervisor must anticipate the, eventual 6. Maintaining accurate and up-to-date rec- Loss of his- most experienced workers through ords and. reports. transfers, discharges, etc., and offset this by 7.. Maintaining discipline. the establishment -of an effective and continuing. S. Planning and scheduling work. training program.: In addition to raising the

91 AVIATION BOATSWAIN'S MATE H 1 & C skill level of his division, the training program firsidetermining from allowance lists what will insure that personnel, otherwise qualified, tools will be required for satisfactory operation will be ready for the advancement examination. of the shop. The place for all tools should be A safety program must be organized and marked or otherwise specified, and those not administered if the division is to function effi- being used should be kept in that place. ciently. Current Navy directives and local poli- The shpp layout plan should make provisions cies are quite specific as to the establishment for an information or bulletin board upon which of safety training programs. A worker is not may bepostedsafety posters, maintenance much good to anyoneif he is laid up in the posters, instructions and notices, plans-of-the- sickbay. day, and such other information as is appropri- The keeping of accurate and complete rec- ate from time to time.The bulletin board ords is another factor in the efficient operation should be located in a prominent place in the of a division. This includes records of usage shop, preferably near the entrance where every-. data, work accomplished, and personnel prog- one assigned will have to pass it at some time ress. The most efficient recordkeeper is one during the day. Material on the bulletin board who ha's enough records without having his files should be changed frequently, expired notices bulging with useless and outdated material. promptly removed, the current plan-of-the-day The supervisor has responsibility for order- posted early, and other posters and material ing sand accounting for. spare parts and mate- rotated periodically.If the same material is rial.He must impress upon his men the need presented in the same format every day, it will for being thrifty in the use of these materials. not be too' long before the men begin to ignore The efficiency of .any operation is directly re- the bulletin board and the purposes for having lated to the relative expense involved. There it' will have been defeated. New arrangements are many ways to economize, and the super- arenoticed and interestis stimulated with visor and his senior petty officers should al- variety. ways be on the alert for opportunities to point out these ways_ to the less experienced individuals. PERSONNEL WORK Methods of avoiding waste and unnecessary ASSIGNMENTS expense shouldbeincluded. inthe training program. V Work assignments should be rotated so that each man will have an opportunity to develop his skills in all phases of the ABH work. When MAINTENANCE SHOP assignments are rotated, the' work becomes more interesting for the men. Another good A smooth running ,maintenance program de- reason, for rotating work assignments is that if pends largely upon the extent to which the main- one highly skilled man performs all the work of tenance shop files and equipment are maintained. a certain type, the supervisor and the division Equipment in good working order, tools in good would be at a great disadvantage 'in the event shape and of the proper type and quantity, and the man is transferred. Less experienced per- an up-to-date file of applicable publications are sonnel should be assigned to work with him in all important factors indicating a smoothly run order to become proficientin his particular maintenance shop. . skill.Also, to broaden his knowledge of his The shop functions may be further smoothed rate, the expert on one job should be rotated to by the judicious delegation of authority to indi- other tasks. This will make him more valuable viduals next in seniority to the supervisor. The to his division and to the Navy in general. delegation of authority does not relieve the su- Strikers should be assigned to various tasks pervisor of the final responsibility for work so that they will acquire experience on all kinds accomplishment.It is primarily a means of of jobs. A special consideration for the assign- relieving the superVisor of details. A super- ment of strikers to jobs is that they should be visor who allows himself to become too in- assigned progressively to jobs of ascending volved with details loses his effectiveness 'as a levels of difficulty. A striker may be a useful supervisor. assistant on a complicated job, but he may not A system of stowing tools must be devised. understand what he is doing unless he has An efficient system cannot be set up without worked his way up from basic tasks.

92 Chapter 6ADMINISTRATION ALLOWING FOR PLANNED materials required to perform many repairs INTERRUPTIONS and maintenance functions.Factors which can function to increase or decrease these hazards During an average workday, occasions will are (1) the experience levels and mental atti- arise when personnel have to leave their work- tudes of assigned personnel, and (2) the quality ing spaces for one reason or another, thereby of supervision of the maintenance tasks. Thor- delaying the completion of the scheduled work. ough indoctrination of new personnel and a con- Some delays can be anticipated; some cannot. tinuing safety program are the most important Among the delays which can beanticipated stepsin --maintaining safe working conditions. are training lectures, immunization schedule's, The concept of maintenance safety should flight operations, rating examinations, meals, extend beyond concern for injury to personnel and watches or other military duties. and damage to equipment. Safe work habits go Before making personnel work assignments; hand-in-hand with flight operation safety. Tools the supervisor should determine what delays left adrift, improper torquing of fasteners, and can be anticipated.It may be possible to ar- poor housekeeping around machinery can cause range assignments so that work interruption is conditions which may claim the lives of per- held to a minimum. When estimating the com- sonnel as well as cause strike damage to air- pletion time of a maintenance task, the super- craft. Safety in machinery spaces is equally as visor should allow for these predictable delays. important as safety on the flight deck. While the increased complexity of our mod- INSPECTION OF COMPLETED WORK ern equipment is a factor, it is noted that a large number of accidents and incidents are All work completed by the division is sub- due, not to complexity of equipment, but to lack ject to inspection. This fact in no way relieves of supervision and technical knowledge. Many the supervisor of the responsibility for check- mistakes are simple ones in routine mainte- ing on the quality of\ work accomplished by his nance. division. Frequent inspections should be made Safety in maintenance depends largely upon during the progress of the work as well as the supervisory personnel. The 'standards of after completion. The superviSor's inspection quality which they establish are directly re- should provide affirmative answers to the fol- flected in the quality of the preventive mainte- lowing questions:' nance. The primary duty of the senior petty 1. Is the work being done according to cur- officers isto supervise and instruct others rent directives? rather than to become totally engrossed in ac- 2. Do the materials used conform to speci- tual production.Attemptstoperform both fications? functions invariably result in inadequate super- 3. Is the job complete in. all respects? vision and greater chante of error. Supervisors 4. Does the workmanship measure up to de- must exercise mature judgment when assigning sired standards? personnel. to maintenance jobs.Consideration must be given to each man's experience, train- SETTING UP SAFE ing, and ability. WORKING CONDITIONS Sometimes overlooked in .a .maintenance program are the considerations generally grouped Operational readiness of aircraft handling .under the term "human factors." 'These factors equipment, emergency gear, andfirefighting are important in that they determine if an indi- gear is a prerequisite before and during flight vidual is ready and physically able to do the operations.Keepingallmachineryand/or work safely and with quality. Supervisory per- equipment in "4.0" operating condition is the sonnel should be constantly aware of conditions prime maintenance function of all personnel in such as general Im.lth, physical and mental the ABB-rating. It is equally essential that this' fatigue, unit and individual morale, training and important maintenance be performed -without experience le,vels of personnel, and other con- 'injury to personnel or damage to equipment or ditions which can contribute in varying degrees aircraft, etc. to unsafe work.( Not only isit important that Maintenance is,to some extent, naturally proper tools,protective clothing, and equipment hazardous due to the nature of the work, the are available for use; but also the-insistence by equipment and tools involved, and the variety of maintenance supervisors that they are used is

93 AVIATION BOATSWAIN'S MATE H 1 & C of utmost importance. For example, mainte- flight deck--all of these areas should be in- nance personnel are sometimes negligent in the cluded in the supervisor's inspection. He should wearing of sound attenuation devices in high check for explosion and inhalation hazards due noise areas. to improper ventilation of working spaces in Technical knowledge also plays a large part the event of careless and improper handling of in a good maintenance safety program. The materials. complexity of our modern equipment demands Fire hazards present another serious prob- the attention of well-informed and expert main- lem; "NO SMOKING" rules must be strictly en- tenance personnel; otherwise, the machinery forced.' Spilled fuel, oil, grease, and chemicals cannot 'be operated and maintained properly. must.be wiped up promptly, and the rags used Technical knowledge is a function of education disposed of in approved containers or as di- and training which, incidentally, does not end rected by local regulations concerning flam- with graduation from Class A school.Gradua- mables. tion is only the beginning. Any(ABH worthy of Handtools should be in good condition, of the the rating is continually training and learning proper type, and used only for the purpose in- through self-study and application, and through tended. a personal desire for grOficiency andself- Insure that equipment is operated only by betterment. Technical knowledge by itselfis qualified personnel, and thatsafetydevices not sufficient unless -itis coupled with an old- and/or guards are installed and in good condi- fashioned craftsmanship that receives gratifi- tion. The equipment must also be inspected for cation and keen satisfaction in doing any job. .broken or -damaged components, and corrective well. The ABH who wishes to contribute to action taken when required. Check to see that safety and reliability improvement must know periodic maintenance,servicing, and/or in- his job and must de "elop professional pride in spections are up to date for that equipment re- the quality of his work. quiring action. It is a continuing duty of every person connected with maintenance to try to discover and ORGANIZATION AND eliminateunsafe work practice?).Accidents ADMINISTRATION OF which are caused by such practices may not SAFETY PROGRAMS take place until a much later, date and their severity cannot be predicted. The consequences In accordance with the Navy policy of con- may range from, simple material failure to a serving manpower and material, all naval ac- major accident resulting in serious injuries or tivities are required to conduct effective and fatalities. continuous accident prevention programs. The There are several areas in which the shop organization and administration of a safety pro- supervisor can effectively work to minimize gram are part of the requirements of the super- accidents, due to maintenance. Among these visor. The safety program must be in accord- are continuing inspections of work areas, tools, ance withlocalinstructionsand based on and equipment; organization and administration information contained in official United States of safety programs; correct interpretation of Navy safety precautions. Work methods must safety directives and precautions; and ener- be adopted which do not expose personnel un- getic and imaginative enforcement of them. necessarily to injury or occupationalhealth hazards.Instructionsinappropriate safety INSPECTION OF WORK AREAS, precautions are required and disclplinary ac- TOOLS, AND EQUIPMENT tion should be taken in cases of Willful viola- tions. Most accidents can be prevented if the full The shop safety program will generally in- cooperation of ALL personnel is' gained and volve three areas of attentionthe posting of vigilanceis exercised to eliminate all unsafe the most important safety precautions in ap- acts. The supervisor should continually and propriate places, the incorporation of safety diligently inspect work areas, assigned clean lessons in the folnal training program, and ing spaces,tools, and equipment to detect and frequent checks for understanding during the correct potentially and/or hazardous and un- day-to-day supervision of work. safe conditions. The ABH may be working in a Posted safety precautions are more effec- shop, his assigned cleaning station, or on the tive if they may be easily complied with. For

94 Chapter 6ADMINISTRATION example, a. sign on a tool grinder reads "goggles IDENTIFICATION OF SPARE required," so one or more pairs of safety gog- PARTS AND EQUIPAGE gles should be hanging within reach at the machine. Similarly, the protective clothing poster In order to procure the desired Material or in the shop should be backed up with readily to properly conduct an inventory of materials available aprons, gloves, shields, etc. on hand, the ABH must be able to identify the Fixed posters and sign-sshouldbe-reiiewell material or equipment concerned. The name- frequently and not allowed to become rusty, plate attached. to some equipment furnishes faded, or covered with dust and dirt. General data helpful in identifying the equipment. How- safety posters on bulletin boards and other ever, when procurement requests are initiated, placesshould be rotated often to stimulate itis very important that the correct federal interest. stock number, completenomenclature, part The formal safety training sessions should number, and reference be furnished the supply utilize films, books, visual aids, or any other officer to prevent ordering unsuitable material. suitable technical material. The men should be This information can normally be obtained from told more than just what to do or what not to Navy stock lists and applicable technical man- do. Each safety subject should be explained in uals, parts lists, NavAirSysCom change bulle- detail.Causes of accidents and contributing tins, and allowance lists. factors should be reviewed and analyzed. Many good ideas for accident prevention have been FLEET ORIENTED developed in training sessions devoted to such CONSOLIDATED STOCK LIST analys is. It may be well to mention the new man in the The Fleet Oriented Consolidated Stock List division at this point. A separate safety indoc- (FOCSL) is prepared by the Navy. Fleet Mate- trination lesson which covers allthe major' rial Support Office and is designed to afford haZards of the work should be given to a new relief of workload forshipboard personnel. man as soon as he reports for work. No super- The many stock catalogs are impractical for visor will expose the new man to air operations shipboard use because they are bulky in size, without pointing out the dangers involved. they differ in format, they include much data In the third area of safety program adminis- never, used aboard ship, and they require an trationfollow-upthe supervisor will do well excessive amount of time to maintain.The to delegate authority to his subordinate petty FOCSL was developed in order to substantially officers to assist him in monitoring the .pro- reduce the number of supply catalogs required gram. Also included in the followup area is the to be, maintained by reducing and tailoring cata- responsibility of the supervisorto,inquire as log information to those items of interest to. quickly and thoroughly as possible into the cir-. Navy personnel: cumstances of accidents and reports of unsafe Prior to the development of the FOCSL, it practices followed by appropriate action to was necessary to search through several cross- correct any deficiencies uncovered. reference listings published by the various inventory managers to cross-reference a manu- SUPPLY facturer's part numberofa federalstock number. Part number for Navy interest items It is essential that the ABH1 and ABHC know are now consolidated into the MASTER CROSS- certain phases of supply in order to procure REFERENCE LIST section of the FOCSL re- and maintain equipments in accordance rith. gardless of the 'controlling inventory manager. current regulations.They must be familiar This section is a one-way listing from part with the publications used in identifying mate- numbers to Federal Item Identification Num- rial, equipment, and spare parts utilized in the bers (FIINs) and includes the federal supply performance of the duties of their rate. In ad- code for manufacturers. The part numbers are dition, the ABH1 and ABHC must be familiar arranged in alphanumerical S'equence. with the quantities of material and equipment Bimonthly CHANGE BULLETINS are pub- authorized, and the authorization for these al- lished to update the Price and Management Data loWances.They must also know procedures4section and the 'Master Cross-Reference List used in procuring, expending, inventorying, and section; a separate bulletin is issued for each. maintaining custody of material. These change bulletins are cumulative and list.

95 AVIATION BOATSWAIN'S MATE H 1 &C necessary current information to update the and. salvageability information, and indications applicable FOCSL sections.The information as to whether items are included on allowance is presented in the same format as the basic list. section. REQUEST FOR ISSUE CURRENT WEAPONS EQUIP-. MENT LIST (WEL 1090) The ABH may encounter a variety of local requisitioning channels, all designed to satisfy This List contains FSN (Federal Stock Num- material requirements. Procedures at the con- ber) to P/N (Part No.) and P/N to FSN cross - sumer level are somewhat flexible. Normally, reference listings.This List is invaluable to the single line item requisition, DD Form1348, the ABH. is the form on which material is procured from the supply department. It is important that the NAVY STOCK LIST OF correctstock number, manufacturer's part AVIATION SUPPLY OFFICE number, and nomenclature be included on all requests in order to expedite identification and The Navy Stock List of the Aviation Supply issue.Incorrect or omitted information can Office lists and identifies material under the lead only to confusion and delay in issue, or inventory management. of the Aviation Supply possibly the wrong part or material may be Office (ASO). This material is identified by the issued. cognizance symbol E or R prefixing the federal Afloat, the request document. is presented to stock number of the item. The Navy Stock Listr-the aviation stores division for technical aero- of ASO is published in four parts. nautical material or tothe supply office for other th4.-1 aeronautical material. While indi- Cross-Reference C0009 vidual ships may employ different procedures, (FSN to Manufacturer's Part such as a credit card system, the DD Form Number and Code) 1348is normally the request document. When it is necessary, for the ABH t( draw parts or One part of the ASO stock list publication is material from supply, he prepares a DD Form a cross-reference from federal stock numbers 1348and presents it to the .air officer or his to manufacturer's part numbers and code. authorized representative for signature. The DD Form1348is then presented to the supply Price and Management Data Section. department for processing and receipt of material. The second ASO stock list publication con- Ashore, the requisition may be presented tains the following information:thefederal directly to a supply warehouse or to an estab- stock number of the item, its unit.price, unit of lished retail issue outlet: Procedures may dif- issue and accountability code; new items; and fer between shore stations, because of assigned deleted items. All classes of material are in- levels /of maintenance, geogratphical location of cluded in these sections. shops relative to supply facilit1ies and other factors. Normally the pp_,Form1'348is the proper Descriptive Sections request document which is prepared and submitted in accordance with local instructions. The third ASO stock list publication contains a. cross- reference from the characteristics of REQUESTS FOR items to the federal stock numbers. IN-EXCESS MATERIAL Parts List Sections Aboard ship requisitions for the following-- are considered as in-excess: The fourth ASO stock list publication con- 1. Equipage not .on the ship's allowance list. tains a cross-reference from part number to 2. Equipage on the allowance list but in stock number, supersedure of numbers, addi- greater quantities than allowed. tional model applications; equivalents, change 3.Repair parts not listed with quantities in of design information, maintenance and overhaul ship's allowances for which a request can be percentages, accountability codes, perishability justified. 96 Chapter 6ADMINISTRATION Request for in-excess material must be ac- The survey request provides a record show- companied by a complete justification as to why mg. the cause, condition, responsibility, recom- the item is required and why authorized mate- mendation for disposition, and authority to ex- rial will not suffice. If the item is required for pend material from the records. Rough survey use by all similar type activities, a recommen- requests are prepared by the person or depart- dation should be mace to include the item in an ment head responsible for the material to be applicable allowance list.Except. in an emer- expended gr reevaluated. gency, in-excess material cannot be issued by the supply officer until the request has been TYPES OF SURVEYS approved by competent authority. Ashore, the ABH is not normally confronted There are two types of surveys with which with in-excess requirements. Accountable (plant the ABH should be familiarformal and infor- account) material requirements are included in mal.Each activity normally prepares local the activity's budget submission to the manage- regulations outlining the circumstances which ment bureau, and the granting of funds normally will determine whether a formal or informal constitutes approval of the requirement.,,, survey will be made. However, the commanding officer will order a formal survey in any REQUESTS FOR case he deeths it necessary. NONSTANDARD MATERIAL Nonstandard material is material for which Formal Survey a federal stock number has not been assigned. A formal survey is required for those classes When preparing a DD Form 1348 for nonstand- of materials or articles so designated by the ard material, itis,imperative that,complete information be furnished in order that.the,supply bureau or office concerned, or when specifi- officer may positively identify the exact mate- cally directed by the commanding officer. A rial, equipment, or part that is required. The formal survey is made by either a commis- following information should be furnished, if sioned officer or a board of three officers, one possible, when requesting nonstandard material: of whom, and as rnany as practicable, must be 1. Complete name of item. commissioned,' appointed in either instance by 2. Complete nomenclature of item. the commanding officer. 3. Manufacturer's name. Neither the commanding-officer, the officer 4. Manufacturer's part or drawing number. on whose records the material being surveyed 5. Name and address of a dealer where the is carried, nor the officer charged with the, material can be obtained. custody of the material being surveyed, may 6. The document or publication authorizing serve on a survey board. issue-of-the-item. 7. Justification as to why standard material Informal Survey will not suffice. Requests for nonstandard material are, Pre- Informal surveys are made by the head of pared on DD Form 1348 and forwarded to the the department having custody of ithe material supply officer in the same manner as a request to be surveyed. Informal surveys are used in for standard material. cases when a formal survey is not required or directed by the commanding officer. :4URVE YS PREPARATION OF A The 'Survey Request, Report, and Expendi- REQUEST FOR SURVEY ture (NavSup Form 154) is the document used to reevaluate or expend lost, damaged, deterio- A request for survey may be originated by a rated, or worn material from the records of department, division, .or section head, or a the accountable officer as required by U. S. designated subordinate, as prescribed by local Navy Regulatiuns. Rules and regulations gov- regulations. Normally, requests, for survey are erning surveys and the responsibility connected originated in the department having custody of with the accounting for government property the material being surveyed. The initial survey are of primary importance to every man in the is made on a rough copy of Form 154. A state- naval service. ment by the originator is placed on or attached 97' AVIATION BOATSWAIN'S MATE H 1 C to the request for survey.Included in this make recommendations as to the inclusion of a statement is information relative to the condi- statement of the action taken in the record of tion of material; cause or condition surround- person concerned and inform that person of the ing the loss, tdamage, deterioration, or obso- final decision in the matter. Action on the sur- lescence of material; responsibility for cause vey in respect to the material involved must or condition of material, or reason why respon- NOT, however, be withheld pending disciplinary sibility cannot be odetermined; and recommen- action. (See art. 1953, U. S. Navy Regulations.) dation for disposition of material or action to be taken ''INVENTORIES Upon receipt of the rough copy, the desig- 1 nated group or section prepares a sufficient In the first quarter of each fiscal year an number of smooth copies of the request for annual inventory of equipage is conducted. The distribution in accordance with local regula- supply office_ r coordinates and sets up the be- tions.' The smooth survey request is filled in sinning and ending annual inventory dates with down to the caption "Action by Commanding the approval of the commanding officer. Each Officer or Delegate."It is then forwarded to department is advised of these inventory dates the commanding officer who will determine in writing by the supply officer.It is the re- whether the survey will be formal or informal. sponsibility of each department head to inven- If formal, the survey request is forwarded to tory the equipage assigned to his department. the designated surveying officer(s); if informal, ABH's are normally required to physically in- it is forwarded to the HEAD of department for ventory all equipage assigned to them on a cus- survey action. tody receipt from the air officer or their divi-, The statement by the originator as to the sion officer.When equipageisinventoried, cause, condition, etc., is attached to the smooth special care should be taken to note ifit is request for survey for evaluation by the sur- serviceable, properly preserved and stowed, . veying officer(s).After the survey has been and to ascertain if it is still required by the completed by the head of department or sur- department to perform its assigned mission. veyingofficer(s)it is returned to the 'com- The using ABH is the person in the best posi- manding officerfor. review action.After, ap- tion to determine this.Therefore, he should proval by the commanding officer, the survey make recommendations to the division officer request is forwarded to thecognizantfleet or to the air officer as to the need for survey, command and/or bureau for final. review and expenditure, disposition, or acquisition of addi- approval when so required. In the absence of tional equipage. specific instruction, surveys are not forwarded The most important inventory is the one to the Naval Air Systems Command for final held within the division. There is no answer in review and approval. the event ascertain spare part is needed and it After approval, the supply officer expends suddenly comes to light that one is not avail- items as directed by the approved survey. able.Not one piece of equipment under the Requests for replacement of surveyed items cognizance of ABH's can be allowed to be in- must be made with DD Form 1348, and must be operative at any time. Therefore, if something accompanied by a certified copy of the approved is in a down status due to the lack of a proper survey request. inventory of spare parts, someone is in trouble; and as a senior ABH, the/re is no need to point out who it is. CULPABLE RESPONSIBILITY To operate efficiently and to insure that When a person in the naval service is found spare parts are properly stowed and inspected, to be culpably responsible by a surveying offi.:- an inventory is, held every 30 days.There cer or board, the reviewing officer will refer should always be a CO-day supply of spare 'parts the'entire matter to such a person for a state- aboard; therefore, inspect your spares as often ment. The reviewing officer must then take as necessary to see that you have a complete such disciplinary action as the circumstances stock and that it is in good condition. require. He will note on the survey the action taken and inform the Chief of Naval Personnel CUSTODY CARDS and the bureau concerned as to the disciplinary Equipage is the term normally used to iden- action taken. In the case of officers, he must tify nonexpendable material for which custodial

98 Chapter 6ADMINISTRATION responsibility is designated by means of custody having the material in their custody. When an cards. An inventory count of equipage on hand ABH is assigned custodial responsibility, he is must be brought into agreement with the amount required to sign a memcqandum receipt to his shown on the custody cards. Any items missing division officer or departMent head for the ma- at inventory, or found to be unserviceable, must terial for which he is held responsible. be surveyed and expended from the custody The ABH should keep strict control over and record cards.Equipage, on which custody know the location of his equipment at all times. cards must be maintained, is defined as thdse He can be held culpably responsible for mate- items having an accountability code designation rial lost or damaged due to his negligence. of D, E, R, or L. Code D and E items are maintained on acustodialsignaturebasis. TECHNICAL PUBLICATIONS Code R and L items, depending on the use of the item, are in -some cases maintained on a Technical publications that the ABH need be custodial basis. All of these four coded items knowledgeable of for use in conjunction with the are normally exchanged on an item-for-item operation, preoperational inspection, and nor- basis. There are two designations of custody mal maintenance of aircraft handling equipment record cards, S. and A. Form 306 or 460. are usually in the form of manual type publica- Figure 6-1 illustrates a typical custody card. tions.It is extremely important that senior Equipage is issued by the supply officer to petty officers be familiar with these publica- the head of the applicable using department. tions to enable them to supervise the ,proper The department is held accountable to the com- use, filing, procurement of needed manuals, manding officer for this material. It is appar- and normal maintenance of these publications. ent that the head of a department cannot per- NavSup Publication 2002is a 13-section sonally keep track of all equipage for which index of all the forms and publications used he is held accountable.Therefore, he must throughout the Navy and stocked by the Naval delegate custodial responsibility to the division Supply. Systems Command. Section VI of this officers and/or leading petty officers using or. stock list is the basic index of the Naval Ships

CUSTODY COMIC EQUIPAGE STOCK CARD AND CUSTODY RECORD sIGIIATUIN NAY. S. AND A. rONII NICY.140 INQUINCO 01° ID 13 N° G -24 SIDANTN0a MAIM ITCQC ID. leer raft ALLommx uir AIR 6 G5130-289-1054 Ea\40.00moue III kik49__j.5.ami

D -I 4- . - - -- - .- ...... _._ DA1 vc..., ,.. It CCZWED /ROM QUANTITY QUANTITY I acknowledge wept el uwwwily MUCCI TO NEC:MVO, ISINECI ol HA article as indicated gale 71-70 342 s n 6 Vek..tverd f mins

81-70 - as; ....4 if 8-15-70 432 S.O. 1 6 - .litAl eierterd

. .

S. 11.1111MCIR Mf1110 411110. 211-41101/4

AB.328 Figure 6-1.Custody Card.

99 AVIATION BOATSWAIN'S MATE H 1 & C System Command, and contains both alphabeti- List the publications code number, federal stock cal and numerical listings of all Nav Ships pub- number, and title 0e each manual desired. lications by stock number, title, security etas- Letter type publications should be ordered sification, and the date of the most recent issue. using DD Form 1149, in accordance with the Section VI is further divided into four parts instructions given on the cover pag.: of Nav Sup I,,II, III, and IV.Section I lists all Nav Ships 2002, Section VIII, Part D. publications in numerical order according to Requests to be placed on the mailing list for stock number. Section II lists the same pub- Nav Sup 2002, Section VIII, Parts C and D, and licationsinalphabetical order according to supplements should be submitted to NATSF, title/nomenclature. 700 Robbins Avenue, Philadelphia, Pennsyl- Section VIII of this index contains Naval Air vania 19111. Nav Sup 2002 is revised and re- Systems Command publica....lIns, listed by pub- issued semiannually. During the interval be- lications code number, title, security classifi- tween issues, supplements are issued containing cation, and the date of the latest issue. Section listings of publications distributed or canceled VIII is furthe.r divided into four partsA, B, C, since the last issue. and D. Part C is the numerical listing of manual type publications, and part D contains listings of letter type publications. (Parts A and B MAINTENANCE AND FILING contain listings of ordnance publications and OF PUBLICATIONS normally are of no interest to the ABH.) The technical manual type publication makes There are four nr.andatory requirements to available information necessary for the proper be met in maintaining an allowance of publica- operation and maintenance, and gives the safety tions. These requirements are as follows: precautions of the particular equipment about 1. That the prescribed publications be on whichitis written.Publications of this type board. _ serve as a reference for operating, maintain- 2. That the publication be corrected up-to- ing,and correcting the malfunctions of the date. eruipment. They may also serve as textbooks 3. That they bready for immediate use. for operating personnel to study optimum pro- 4. That applicable security provisions be cedures of operation and maintenance estab- observed. lished by past experiments and experiences. Most changestopublications are issued New and recently revised manuals do not contain either in the form of looseleaf pages, pen-and- detailed descriptions or procedures concerning inkchanges, or completerevisions.When preventive maintenance since this information changes are issued in the form of numbered is now contained on the 3-M Maintenance Re- pages, theold page with the corresponding quirements Cards (MCR's). Technical manuals number is removed and the new replacement do contain the following: page inserted inits place.Specific instruc- 1. Description of equipment. tions are normally given with each change on 2. Theory of operation. the method to be used in incorporating the 3. Troubleshooting techniques. change. Changes should be made immediately 4. Corrective maintenance information. upon receipt. 5. Specific safety information. A checklist of pages that are to 'remain in 6. Parts breakdown and numbers. the publication after the change has been incor- 7. Sketches, diagrams, schematics, operat- porated is provided with changes issued for ing and design limits, etc. some publications.This checklist should be compared against pages remaining in the publication to insure they agree. Extra pages are PROCUREMENT OF PUBLICATIONS removed and missing pages ordered to bring the publication up to date.Obsolete pages re- Manual type publications may be obtained by moved should be secured together and retained properly preparing and submitting DOD Single until the next change is received. Sometimes Line Item Requisition System Document (DI, the wrong pages are removed from a publica- Form 1348 or 1348m) tothe nearest supply tion when a change is entered and the error is point (indicated on the inside front cover of not discovered, even with the checklist, until Nav Sup Publication 2002, Section VIII, Part C). the next change is entered. 100 Chapter 6ADMINISTRATION When pen-and-ink changes are made, the compiled andappropriate correctiveaction change number and date should be entered with taken.The reports includesudden failures each change for future reference.Sometimes (broken parts, etc.) as well as gradual failures it is convenient to cut out pen-and-ink changes (due to corrosion, foreign particles, stress, and insert them in their proper place in a pub- cracks, etc.). Conscientious reporting and the lication by fastening them with a transparent submission of detailed opinions and observa- tape or mucilage. tions on failed or unsatisfactory items from the service will greatly help to process this data. RECORDS, REPORTS, AND SCHEDULES The UR form has provision for the originator to submit a report in various categories. The records, reports, and schedules di's- Space 5 of the ITH must indicate the category as cussed in this section are a selection of some determinfed. by the reporting activity. Guides of the more important that senior petty officers for this selection are as follows: will encounter in their billets as leading petty 1. SPECIALindicates that the particular officer, supervisor, and/or leader. When pre- condition is a result of discrepancies in design, paring any report/schedule, etc., bear in mind maintenance, technicaldata,qualitycontrol that it should be as accurate and complete as (new manufacture or overhaul), or foreign ob- possible, whether it is prepared personally or ject damage, but was not itself critical in na- under your direction.In either case it is a ture.Other special situations, such asnot personal reflection on you as a petty officer. meeting expected performance lifeor other parameters which require reporting, fallinto UNSATISFACTORY this category. MATERIAL/CONDITION REPORT 2. SAFETY--indicates a priority over all other reports. The originator selects this cat- The Unsatisfactory Material/Condition Re- egory when reporting deficient material condi- port (UR) was created to obtain service ex- tions which, if not corrected, would result in perience information from the most reliable fatal or serious injury to personnel or exten- sources.The major aspects of the program sive damage or destruction to equipment; or are the collecting, compiling, and analyzing of for conditions that contribute to or could con- service experience with aeronautical materials tribute to an accident or incident. A SAFETY to determine areas of immediate failures and Unsatisfactory Material/Condition Messa ge trends of impending failures, and to coordinate should be initiated on the date the trouble oc- effortsto correct material deficiencies and curs. The message must be assigned a "prior- improve flight safety, operational utility, and ity" rating. The SAFETY UR message must be logistic support for operating aircraft. followed up by a SAFETY UR. The rapid collection and dissemination of The UR is provided in acarbon backed' servi) experience data to cognizant govern- three-page set. To obtain legible copies, it is mental activities are necessary in order to recommended that either uppercase letters on rapidlyinitiate appropriate action to insure a typewriter or a ball-point pen be used. more reliable equipment in fleet service.In The instructions for preparation of the Un- this regard, the assignment of competent per- satisfactory Material/Condition Report (UR), sonnel to supervise and re7iew Unsatisfactory printed on the first page of the three-page UR Material/Condition Report preparation is man- set, must be followed completely. Read all in- datory. structions thoroughly before filling in the UR. The basic form used for reporting failures, The UR set is prepared in all cases when an deficiencies, or malfunctions of equipment is azcountable part is removed and replaced by a the Unsatisfactory Material/Condition Report part drawn from supply, or when a part is de- (UR), OpNav 4790/47. (See fig.fir2r) livered to a supporting maintenance activity for The UR provides for submittal of specific repair or replacement. The purpose of each information considered essential to conduct a section is as follows: complete evaluation and analysis of problem 1. The first sheet in the set is the ORIGI- areas associated with catapults or arresting NAL document which is transmitted to the UR gear. The UR is required in order that com- Center, NATSF (MR).Pertinent data from the plete statistical data and records concerning UR is entered on the other parts of the UR set unsatisfactory material and failures may be by carbon registration.

101 AVIATION BOATSWAIN'S MATE H 1 & C

URUNSATISFACTORY MATERIAL/CONDITION REPORT UR /Ulm typeweitor or ball Woo pan.) Re.. 5,64 NAVAIR 11070/5 1. REPORTING ACTIVITY 2, LOCATION 3. SER. NO. DATE OF TROUBLE5. REPORT CATEGORY PTA

OSPECIAL SAFETY 7. INSTALLED ON (Type Alicia/090N B. BUREAU/SERIAL/HULL NO. B. TECHNICAL. DATA DEFICIENCY-TECHNICAL DATA IDENTIFICATION (Amplify i n Spate 291 Support Equip. M.) OYES 050 10. JOB CONTROL. NUMBER II. MAINT. CONTROL NUMBER 12. WUC/EIC 13. TYPE EQUIP. 14, ORG. ; DATE ;SEQ. 110.15uF 1 CIFOLLOWUP REPORT DEFICIENT ITEM DATA 15. MANUFACTURER'S PART NO. 10. NOMENCLATURE 17. SERIAL NO, IS. QUANTITY

1 19. FEDERAL STOCK NO.IFSNI 20. FEDERAL MFR.'S CODE 21. CONTRACT NO, 22.1411LITART/CONATERVAL OVERHAUL ALTATTT \ 23. TIME SINCE NEW 24, TIME SPICE OVERHAUL 25. HUMBER OF EVENTS ICyclem, Vans. died

25. INSTALLED ON )indicate major component and end Hem on which delecliue Hem i. rum!, d or nontiranfe 101 PART NUMBER NOMENCLATURE TYPE /MODEL SSERIES SERIAL NUMBER SYSTEM/ EQUIPMENT/ I ENGINE, ETC. UNIT/ COMPONENT OR EQUIPAGE

SUBASSEMBLY 27. REASON FOR REPORT FAILURE /SUSPECTED OAMAGED DUE TO DAMAGED CAN BE arincu X in pmc, boo i MFAA1,!.FIJURNECOTION ,/i IMPROPER MAINTENANCE/30 Ir. DEFECTIVE INSTALLED "LiOPERATION /TEST 2B. DISPOSITION RELEASED FOR REPAIRED RETURNED TD SUPPLY/ ,,, HOLOING 90 DAYS ,, INVESTIGATION ,, MADE NFU ,--, DISPOSED OF /Place X in Proper Pao) I 1.. j FOR INVESTIGATION EL.! lAmplify in space 231 3ij fanylkly in Sync. 29I 4 LI (APB% Pt spate 291

29. ftEllik1ItIING L7."C"ra.:: ''' 7.'41.t.11;;J:17, RTeaVenndritTj'1".

addinonat space is required. tear out and reuierse carbons. Use reurcse side. Us kupeurrher or ball point pen.) 30. - PREPARED BY RANK/RATE DATE

APPROvEO BY RANK/RATE DATE 44444444 1.1 AAAAA WM011.0 MM. ORIGINAL . N481 Alt T,Mle of Sy.. Feeihre, SOO labons A.... PSbs, P. NAVAIR FORM 11070/517471 IZ:47% hets1I.r. ..eel,

AB.322 Figure 6-2.UR Form.

102 Chapter 6 ADMINISTRATION 2. The FILE copy is retained by the UR re- left blank.It is mandatory that all applicable port originator for record purposes. A file blocks on the forms be filled in correctly, to copy should be retained for 6 months by the re- avoid rejection during automatic data process- porting activity or the supporting maintenance ing (ADP) and to insure accurate information activity, as appropriate. for the ship's CSMP and maintenance history. 3. The TAG copy (hard copy) is a complete Form 4790-2K is a single sheet, multipur- carbun copy of the UR that is attached to mate- pose form printed on NCR (no carbon required) rial being turned in to supply or released for paper. Form 4790-2K is used to report certain investigation. completed maintenance actionsandthere- Failed material should be retained at the quirement for maintenance assistance (work field site with a legible TAG copy (hard copy) request). (See fig. 6-3.) of the UR report securely attached to it. ALL The following is a brief description of the ORIGINAL UR's or first sheet of UR sets, with basic MDCS Form (4790-2K) by the sections photographs and/or drawings, are forwarded to (data element blocks) printed on this form: the Naval Air Technical Services Facility (MR), Section IFilled in for all maintenance ac- 700 Robbins Avenue, Philadelphia, Pennsyl- tions (block #11 is used only for maintenance vania 19111. actions pertaining to an alteration,field change, etc.). WORK AND MAINTENANCE LOGS Section II(C ompleted Action). Filled in following conApletion of a maintenance action, deferral, or work request. Daily work and/or maintenance logs may be Section III (D eferral Action Planning). kept to be used as sources of information in the Filled in when maintenance action cannot be preparation of MDCS documents.Itis sug- completed in the normal time for that job. gested that a logbook be kept for each work Section IV (Remarks/Description). Record center and reviewed at regular intervals to complete noun name of item. ascertainthatall pertinent information has Section V(Remarks/Description). Will nor- been documented. A logbook suitable for this mally contain narrative data on all completed purpose may be requisitioned from General maintenance actions, deferrals, and work re- Services Administration (GSA) under federal quests. Additional entries in this section may stock number 7530-222-3525. This is a ledger be directed by proper authority. type book with a hard cover binder zrici ruled Section VI(Supplementary Information) . pages. Used for repair activity planning, scheduling, and control of work. OPNAV FORM 4790-2K The following is a brief description of the uses of tho 4790-2K: The Maintenance Data Collection system 1. Completed Maintenance Actions. Appro- (MDCS) brought about several changes in Navy priate blocks of a SINGLE sheet of the 4790-2K paperwork, one of these being a basic MDCS are filled in to record the following actions document, Op Nav 4790-2K. Form 4790-2K is which have been performed at the Organiza- used for reporting various types of mainte- tional level: nance actions. a. All reportable corrective maintenance. To providetheinformation requiredby b. Authorized alterations which are com- MDCS, the Op Nav 4790 Series documents must pleted without having first been deferred. be completed, as appropriate, for each report- c. PMS actions for which the MRC speci- able maintenance action. Instructions for com- fies the use of repair parts or material. pleting these forms are given in chapter 4 of d. PMS actions which require that meter the current issue of Op Nav 43-P2 (3-M Manual) readings be reported as part of the MRC pro- and in chapter 13 of Military Requirements for cedures. PO 3 & 2, NavPers 10056-C. A block by block e. PMS actions during which clearances, description is given for each application or use tolerances, or readingsareobtained which of a particular form.Blocks (data elements) must be reported in accordance with Type Com- which are not documented for the particular mander directives. application being u..scribed are not mentioned f. Preventive maintenance actions which in that section of the manuals, and are to be are other than PMS.

103 AVIATION BOATSWAIN'S MATE H 1 & C

YIAY 10110 1700-It (ttr.17/53) MAINTENANCE DATA FORM ISAIIETVIAN IKIN MEEK ME 0011 tEQ.

SHIP NAME/HULL NUMBER SECTION 1 ligl.11.111111111111=1111

SECTION IC- COMPLETED ACTION ..

I ;,..;-.min.:- :.,.',,'-',1::I,. I . 1 1 I 1 1 1 "I 1 1 I 111' 't-4.?!;.,;='; .-,!:-'''-:..!.: SECTION2 III-DEFERRAL ACTION PLANNING

SEUTICIN .B1. REMARKS / DESCRIPTION 11101111V BOARD 1111E 43. NOV11111111IIIIM KANE 44. ME 411.400SIMCM1M11 NO ,

1111 1 1 1 1 1 1 1 I 1 1 1

1 1 1 I I 1 I I 1 I I 1 1 I I I 1 1 II I I 1 1

I 111 t I I 1 1 1 I I I 1 II I I I 1 -

1 1 I 1 I I 1 1 I V I I I I t I I I I I I I I I

I I 1.1 I1 I I I I 1 I I 1 I I I I I I I I I I I r

I I 1 I I I I I I 1- I I I I I I I I I I I I I I I

I I I V I I 1 I I I I I I I I I I I I I I I I I V I VI ONLIDEET

iI 1 111_11111111 1 111 1 I 1 I 1 11111111111111 CMFORTMENT 0 FRAME SICE 1141ERRUED Ifi SHEET ma In cctrt601/6.1167. DAM A.1110 CC0T4DT/SuPUN1936 NAME B.CO SOMME C.

SECTION IL - FAILED PARTS /COMPONENT es.manun Nam,FIN 1=3 --,11,MUM: CM O. KNITS. SAMS 32.661.0303.- : 53.611k PAWL ', ' . I;I I /:I 1 .., .

I I I I 1:.:: I . . 63.11111.101110 CI 11100 ^','',..," - 1 : :

SECTION XL SUPPLEMENTARY INFORMATION 0.yErRINTS,TEDI MANUALS, PLA113,ETE. . WAKE 70. PREARDIYAL A410/011 111611AL CONFEADICE ACTION- 110441113 ONWARD I-., TES NO

. .

A NC 6 1 .. . . I 0 . II

1414

. . 'TO

. . TICON

..... LEAD DOE COO( OF 151111414-61011401 20413 SHOP . . _. t I TOTAL MAXIM IVD DCI.LARS 1 MATEL TOTAL MST , EST. M/H $ 11 AO ODIXII MANES DOC. M/H . 1 I I I 1 I I I I SOD MS. D.TTC011 SM./ RUM OMEN . E. CEDFLETED BY E. PTED IV

AB.602 Figure 6-3.OpNav Form 4790-2K.

104 Chapter 6ADMINISTRATION NOTE: Exceptasspecified above,the wail come from the ship's copy of an associated 4790-2K is not used to report routine mainte- deferral document. nance accomplishment of PMS. NOTE: The work request is primarily in- 2. Deferred Maintenance Action. Appropri- tended for requesting assistancein accom- ate blocks on TWO sheets of the 4790-2K are plishing maintenance actions, butitis also filled into record maintenance actions which used to request services or assistance not di- cannot be completed within the time normally rectly, related to maintenance. required for such 'maintenance actions. The FORM 4790-2L, SUPPLEMENTAL REPORT initial documentation is completed and the copy FORM.The 4790-2L is a single sheet, multi- submitted as soon as the need to defer required purpose form printed on NCR (no carbon re- maintenance is recognized by a delay in start- quired) paper. It is used to report feedback in- ing, or a delay in completion, for any of the be- formation and as the reporting form for certain low listed reasons. The original of the deferral special maintenance data collection programs. is retained on board for subsequent documenta- The number of documents required and the cir- tion of additional data and submission after the cumstances under which they are used are deferred maintenance has been completed, or it briefly discussed in the following paragraphs. is desired to cancel the reported deferral. De- The following is a brief summary of the ferred action reports are submitted for report- sections printed in the 4790-2L Form: able maintenance which falls in the following Section IFilled in the same as on associ- categories: ated 4790-2K or '1790-2L is being used as a a. Cannot be accomplished becauseof continuation sheet.Otherwise, only date and ship's operations.(In this respect, shipig op- serial number need be completed. erations are considered to include both in port Section IIFilled in as desired on voluntary and at sea activities which preclude accom- report (comments, sketches,technicaldata, plishment of required maintenance.) etc.).Filled in according to special instruc- b. Cannot be accomplished becauseof tions for mandatory submisSion. lack of parts or material. Section IIIFor signature as indicated, or c. Cannot be accomplished because of a as directed for special report. need for technical skills or equipment not avail- Section IVReservedforSPECIALRE- able on board.(Outside assistance required.) PORTING PROGRAMS only.Filled in accord- d. All PMS actions (monthly and less ing to instructions. frequent) that must be deferred for outside as- Section VFor addressing, use as indicated, sistance to accomplish are reported as a de- unless otherwise directed for special reporting. ferred maintenance action. The following is a brief description of the NOTE: Where circumstances and ADP (Au- uses of the 4790-2L Form: tomatic Data Processing) facilities permit, it 1. Voluntary.Submission. Appropriate sec- is intended that deferral action documents will tions on FOUR sheets of the 4790-2L arr. filled provide the information required for automated in for submitting- voluntary comments or ques- generation of ship's work requests a, the TYCOM tions related to/maintenance actions, or to the ADP facility.Therefore, it is extremely im- MDCS. The report may be an initial report, portant to insure that the information contained not related to any other MDCS submission, or in section Di (Remarks/Description` of the de- it may be a continuation cheet for a report, ferral is accurate and complete enough to per- comment, or question previously submitted on mit production of a meaningful work request. either the 4790-2K or 4790-2L. 3. Work Request.Appropriate blocks on 2. Mandatory Submission.The number of FOUR sheets of the 4790-2K are filled in to sheets required by the reporting program ini- record the need for outside assistance. Varia- tiating activity are completed in accordance tions, however, from this standard number of with the promulgated special instructions. Spe- copies may be required by certain repair ac- cial reporting programs may require the use of tivities. These procedures are also intended to an overprinted or slightly Modified 4790-2L. accommodate those activities desiring to use the internal work request concept for planning CYCLE SCHEDULES and controlling maintenance assistance between work centers within the activity.Basic infor- The cycle schedule for any particular ship mation for initiating-the work request normally is a visual display of all planned maintenance

105 AVIATION BOATSWAIN'S MATE H 1 &, C actions (except daily and weekly), by items of Quarterly Schedule equipment and for the quarter in which the action is to be performed'. The period covered by Preparing the quarterly schedule of pre- the cycle schedule is from the END of overhaul ventive maintenance is one of the more im- period through the end of the next overhaul for portant tasks in the 3-M/MDCS System. The for ship.A cycle schedule is prepared for quarterly schedule is prepared under the di- each individual maintenance group in the ship, rection of the department head, by the divi- thus permitting equalization of the maintenance sion officer, division chief petty officer, lead- workload for each' group. ing petty officer, and the maintenance group The cycle schedule is used by supervisory petty officers. personnel to schedule the required preventive The following steps should be used as a maintenance actions for a long-range schedule guideline for preparing the quarterly schedule each quarter. Utmost emphasis must be exer- of preventive maintenance (fig. 6-4 (A)): cised in the care and attention devoted to the 1. Use form 4700/5 or /9 as applicable, and preparation of the cycle schedule. The distri- enter the name of the maintenance group con- bution of the preventive 'maintenance actions cerned in the space provided. throughout the cycle have a direct effect on the . 2. Enter the calendar year of the quarter ability of personnel to develop a reasonable and for which this schedule is being prepared. workable quarterly schedule, and if done prop- 3. Enter the months of the quarter for which erly can result in fewer changes to the quar- this schedule is being prepared, and enter the terly schedule after its initial preparation and appropriate QUARTER AFTER OVERHAUL posting. number.

SCHEDULE AS INDICATED Q. g4r.a YEAR DARIER '''''' - CVA -66 DoARTEA AFTER ovum MAINTENANCE C."' V-1 DIV. 1970 MISROVERHAUL 3rd 10.1.111MGC 1~ EQUIP. 4 EACH MANN QUARTEROuARTER ICN MSeTBEER PAGE 9 ID IT 12 JULY AUGUST - r3 2.0 2.7 DEPLOYMENTsaiLoua 2+ 31 7 I42/ COMPONENT 1NOV 6911 11511111 11 1millwillII iiirmiltiquitailiiimillHMI111111111111111111 L5/3 SBTAU Dl R1 491

414/1 Safety Belts WA, Ql. el 1 MI MI

314 Safety Nets Si Si' MI SIM 1141 MI

15/1 151b Co2 Cylin. . MIR Mi MI MI Q12. 34/4 lire Sta. Equip AIRid cv. 2MI Ml MI

)2/5 Fire Plug Valvel Q1 01

?.0/4 H.C.F.F. Sta. Ai,2 M2,Q1,24041 MI 611 Mi

....

up-KEEPF171h.urgcliFtuALKEEPz;,intieKEEP,f,,,i,z,g.g-Di; CYCLE SCHEDULE OHMT DM v700-4 (YeaviA.0107.711 .71 QUANTUM?' MAINTENANCE' SCHEDULE OTNAY PONN 4700 S ps*) (A)

AB.603 Figure 6-4.(A) Cycle and quarterly schedules of preventive ,maintenance. 106 Chapter 6ADMINISTRATION 4. The main body of the -quarterly schedule are not used in the preparation of the current is divided into 13 columns, each column repre- quarterly schedule. senting a week. Each column is further divided 9. Use the MRC's to determine the main- into days by "tick" marks across the top of the tenanceaction required by the maintenance columns. Using a calendar, write directly over requirement numbers on the cycle schedule. the first "tick" mark of each week the date of Determineifthe maintenance action can be each Monday as it appears on the calendar. performed in port or at sea. Schedule the re- 5. Using the ship'sdeployment schedule, quirement in the week in which the maintenance proceed as follows: action is expected to be accomplished. Check a. Across the bottom line of the current each MRC for related maintenance require- quarterly schedule, write in the type of deploy- ments.If a related maintenance requirement ment corresponding with the dates indicated is due in the same quarter, it should be sched- across thetopof the columns.(UPKEEP, uled in the same week. ASW, etc.) 6. Shade in the days to be underway lightly 10. Schedule only those cycle (C) require- at the top of the column. ments for which the number in parentheses 7. Place the cycle schedule beside the cur- matches the quarter being scheduled. rent quarterly schedule. 11. Insure that monthly requirements appear 8. From thecycleschedule,selectthe each month on the quarterly schedule. The QUARTERS AFTER OVERHAUL column cor- group supervisor should try to schedule the responding to the current quarter. This column workload as evenly as possible considering the and the column headed EACH QUARTER are ship'soperationsand outside influences on used in filling out the current quarterly sched- available time for performing preventive main- ule. The other columns on the cycle schedule tenance. . l - . 6 JULY 1970 GROUP V-1 Div. WORK SCHEDULE FOR WEEK OF MAINTENANCE OUTSTANDING REPAIRS AND P.M. PAGE TUES WED THURS FRI SAT/SUN COMPONENTRESPONSIBILITY MON CHECKS DUE IN NEXT 4 WEEKS

SBTAU 5HEalEN3WR615Q1 D1W1 Dl Dl Dl Dl D1 D1 Safety SMITH, ir.O. AFTTc 4114Q1 Safety H NIFTC 57aElthogE 304S1 141 A 151b Co2 605 Fire Sta. A Equipment 634 Fire A Plug-Valves 702

WEEKLY WORK SCHEDULEOPNAV FORM 4700/619.65) 5/N C1077511-4500 * U. GOVERNMENT PRINTING OFFICE t1965-354.555/2I0 (B). AB .604 Figure 6-4.=(B) Weekly schedule of preventive maintenance.

101 AVIATION BOATSWAIN'S MATE H 1 & C Qua Aerlyschedulesshould be used as 2. Requirements scheduled for aspecific follows: week on the quarterly schedule are transposed 1. At the end of each week, the maintenance to the weekly schedule cover sheet (insure that group supervisor should cross out all mainte- an even workload is attained). nance requirementsthathave been accom 3. Assign personnel to accomplish each task plished by referring to the last weekly sched- scheduled for the week. ule, and circle all requirements which have not 4. Fill in the, right-hand column with those been accomplished.All circled requirements preventive maintenance requirements due to be must be rescheduled. accomplished in the next month and known out- 2. Subsequent quarterly schedules are placed standing repairs on each component. to the right of the current quarterly schedule to 5. Post the weekly schedule in the work provide continuity (i.e., rescheduling S, A, and space holder provided.If the weekly schedule C requirements). is not laminated, install a clear plastic cover 3. The weekly schedule (fig. 6-4 (B)) is used in the holder. to update the current quarterly schedule each 6. The maintenance requirement number is week; this task is a key point in the system. crossed off when the maintenance is completed Because the quarterly schedule is flexible, re- or is circled when the maintenance cannot be scheduling is easily accomplished to accommo- completed at the time scheduled. date the employment 'schedule changes which 7. The maintenance group supervisor re- can and will occur. schedules all circled items during the week .as 4. Any semiannual, annual, or overhaul cycle his workload and ship operations allow. requirement which cannot be accomplished dur- 8. The maintenance group supervisor fills ing the current quarter will be rescheduled, on in the column provided for outstanding repairs. the subsequent quarterly schedule, and listed 9. At the end of each week, the supervisor on the back of the current schedule, giving brings the quarterly schedule up to date by reason. comparing itto the weekly 'schedule and by 5. The completed quarterly schedule is re- crossing outcompleted items andcircling moved from its holder and retained as a pre- items not completed. ventive maintenance record after the close of 10. The old weekly schedule cover sheet is the qU'arter. Each schedule may be discarded erased so that the maintenance group super- at the end of the same quarter after the next visor can prepare the new weekly schedule. overhaul . (The weekly schedule is designed for conven- 6. The subsequent quarterlyscheduleis ient preparation and effective reuse.) moved to theleft becoming the new current quarterly schedule and a new subsequent quarterly schedule is posted. PMS FEEDBACKREPORT. 7. Ships in overhaul should continue PMS where possible. Changes to MRC's and MIP's either in con- 8. Ships leaving overhaul late in the quarter tent or in frequency may sometimes appear de- are not expected to complete all preventive sirable. The Maintenance Requirements Cards maintenance scheduled during that qoarter, but and Maintenance Index Pages are a .responsi- should accomplish a proportionate share based bility of the cognizant Systems Command, and upon the time remaining in the quarter. any recommended changes should be submitted on the PMS Feedback. Report, Form OpNav Weekly Schedule 4700/7. (See fig. 6-5.) Instructions for completing and submitting To prepare a weekly schedule of preventive the PMS Feedback Report are printed on the maintenance, the following steps should be used back of the last copy of this five-part snapout as a guideline (fig. 6-4 (B)): form, and are partially listed as follows for the 1. Type in the following basic information: purpose of information: Maintenance group components and MIP's in 1. Handwritten copies in ballpoint pen are the same order as the cycle schedule, and the acceptable;however, typewritten copies are recurring daily and weekly maintenance re- recommended. quirements. The weekly schedule is then either '2. Check appropriate boxindiscrepancy laminated or covered with a clear plastic sheet. section.

108 Chapter 6ADMINISTRATION

INSTRUCTIONS ON BACK OF GREEN PAGE FROM: SERIAL #

TO: NAVSHIP/NAVORD SYSTEMSCOMMAND DATE MAINTENANCE MANAGEMENTFIELD OFFICE ATLA NTIC PACIFIC BOX SECTION 604 HAMPTON ROADS BRANCH U.S. NAVAL STATION CODE 041IW BOX 45 NORFOLK, VIRGINIA 235I1 U.S. NAVL STATION VIA: SAN DIEG,' .CALIF., 92136 SUBJECT: PLANNED MAINTENANCE SYSTEM FEEDBACK lEPORT

SYSTEM COMPONENT

SUB-SYSTEM M.R. NUMBER

BU. CONTROL NO. - DESCRIPTION OF DISCREPANCY:

imnidsesxinF% gMea int the, ? jan)c a Technical ElTypographical Missing Maintenance 0 L...1 RequIrement Card (MRC) Procedure Publications Equipment Change 0Safety Precautions MD C. M.R. Description Mil Tools, Etc. Miscellaneous

SIGNATURE THIS COPY FOR: ADDRESSEE OPNAY FORM 4700-7 (REVS -67)

AB.321 Figure 6 -5.. PINTS Feedback Report Form.

109 AVIATION BOATSWAIN'S MATE H 1 & C 3. Use the space below the discrepancy cat- the Navy Maintenance Management Field Office egories for all comments. State what is wrong (NMMFO) in each case wherein an urgent re- and the recommended corrective action. Give portissent by other means (message, tele- reason for the proposed change. phone, etc.). 4. Distribution should be made as indicated The NMMFO screens all feedback reports at the bottom of each page of the form. concerning nontechnical subjects, and technical URGENT REPORTS. PMS Feedback Re- feedback is forwarded to the cognizant Systems ports that call attention to MRC procedures or Command by the NMMFO. The cognizant sys- instructions which,if followed, would create tems command should respond to urgent feed- a personnel or equipment hazard are consid- back reports (within 24 hours) to all holders of ered URGENT, and should be communicated affected cards, and follow up with revised doc- to the cognizant Systems Command by the fast- umentation where appropriate. est means available.The subject of these re- PMS Feedback Report Forms,OpNav 4700/7, ports should be URGENT PMS FEEDBACK may be ordered from the Navy supply system REPORTS (Symbol 4700/7). A followup report in accordance with Section II of Nav Sup Publi- should be made and sent via normal channels to cation 2002.

110 INDEX

ABH rating, 1-3 Aircraft towing, 36 billets for, 1-.5 Allowing for planned interruptions, 93 duties of, 1-2 Aviation Crash Crew School, 56 path of advancement for, 2 Active duty requirements, 5 Backup standby alert, 54 Advancement, 3-11 Ballistic doors, 86. active duty requirements, 5 Bar, tow, 25-29 inactive duty requirements, 6 preparing for, 4-11 C-25 mobile crane, 21, 23 quaiifying for, 3-4 Cable reeving, 23 to warrant and LDO, 11 Catapult spotting, 41-42 Aircraft chocks, 29 Catwalk crashes, 79 Aircraft cranes, 18-25 Change Bulletins, 95-96 cable reeving of, 23 Chocks, aircraft, 29 description, 18-21 Clothing, flight deck crew, 44-45 hand signals for, 22 Clothing, rescue, 72-74 operation, 25 Color code for fire extinguishers, 37 safety precautions for, 25 Communications, flight deck, 43 types, 21-25 Conflagration stations, 86 C-25, 21, 23 Corrosion control, 32-33 NS-50/60, 21, 23-25 Cranes, 18-25 Aircraft crashes, ashore, 56-60 cable feeving of, 23 attack, 59-60 description, 18-21 general procedures, 56-59 hand signals for, 22 grid map, 60 operation of, 25 reports, 60 safety precautions for, 25 Aircraft crashes (carrier), 79-82 types, 21-25 Aircraft fir.: and rescue report form, 61-64 C-25, 21, 23 Aircraft handling: NS-50/60, 21, 23-25 carriers, 38-46 Crashes, ashore, 56-60 LPH/LPD ships, 46-49 Crash-rescue service organization, 50-56 naval air stations, 34-38 emergency communications system, 52 Aircraft handling equipment, 12-33 maintenance of alert, 53-55 corrosion control for, 32-33 manpower, 55-56 safety in use of, 16, 33 training and drills, 51-52 screening of defective items, 31-32 Crash salvage crew/team, 74-75 types of: Crash salvage team, 85 chocks, 29 Crew entrapment, r.0-82 cranes, 18-25 Custody cards, 98-99 slings, 30-31 Cycle schedules, 105-108 spotting dolly, 17-18 tow bars, 25-29 Damage control assistant, responsibilities of, tow tractors, 12-16 83-85 Aircraft hoisting slings, 30-31 Damage control organization, 83 Aircraft nosewheel lifting assembly, 18 DD Form 1348, 96 Urcraft spotting, 36-37 Deck launching, 42 Aircraft spotting dolly, 17-18 Defective equipment, screening of, 31-32 Aircraft tiedowns, 29-31 Deferred Maintenance Action Form, 105 Aircraft tow bars, 25-29 Dolly, aircraft spotting, 17-18

111 AVIATION BOATSWAIN'S MATE H 1 & C Doors, ballistic, 86 Hough tow tractors, 12-14 Drawbar pull, 12 MC-2, 12 MD-3/3A, 13-15 Emergency communications system, 52 TA-18, 12, 14 Enlisted rating structure, 1 Enlisted Transfer Manual, 3 Inactive duty requirements, 6 Entry tools, 81-82 Inspection of completed work, 93 Equipment, defective, screening of, 31-32 Instructor duty, 2-3 Equipment operators, 35-36 Inver, ories, 98-99 Examining Center, assignment to, 3 JeLisoring, 80 Feedback Report, 108-110 Film Catalog, 11 LDO, advancement to, 11 Fire areas, movement of aircraft from, 88 Leading flight deck petty officer, 39 Firefighting and rescue trucks, 60-72 Life preserver, 44 MB-1, 62-67 Light water agent, 77 MB-5, 67-70 LPH/LPD helicopter handling, 46-49 reports and grid map, 60-65 runway foamer/nurse, 70-71 Maintenance Action Form, 103 truck-mounted TAU, 71-72 Maintenance logs, 103 Firefighting equipment, flight line, 37-38 Maintenance of alert, 53-55 Firefighting equipment, hangar deck, 85-87 Maintenance shop, 92 Firefighting positions, 84 Maintenance spotting, 45-46 Firefighting procedures, hangar deck, 87-88 MB-1 truck, 62-67 Fire/rescue, sources of information for, 82 MB-5 truck, 67-70 Flight deck chief, responsibilities of, 38-39 MC-2 tow tractor, 12 Flight deck crews, 88-90 MD-3/3A tow tractor, 13-15 Flight deck operations, 38-45 MDCS, 103 Flight deck repairs, 90 Manpower, firefighting/rescue organization, Flight deck safety precautions, 43-44 55-56 Flight quarters, 88 Master Chief, advancement to, 11 Flight schedule, 40 Minimum response requirements (table), 54 FOCSL, 95-96 Monitors, 86 Forcible entry tools, 81-82 Movement of aircraft from fire areas, 88 Forklifts, 75 M-R-S tow tractor, 13-14 Form 4790-2K, 103-105 Fuel repair team, 85 NavPers 10052, 7-8 NavPers Form 1414/1, 7 Gas turbine compressor, 14 NavSup Form 154, 97 General emergency bill, 84 Navy Stock List, 96 General quarters, 88 Nonstandard material, request for, 97 General ratings, 1 Nose gear launch, 41 Grid map, 60, 65 Nosewheel lifting assembly, 18 GTCP-100, 14 NS-50/60 crane, 21, 23-25 NT-4 tow bar, 26-28 Hand lines, 86 NTPC, assignment to, 2-3 Hand signals for cranes, 22 Hangar deck crew, 85-88 On-the-job training, 10 Hangar deck operations, 45-46 Operational spots, 45 Helicopter handling, 46-49 Operations flight schedule, 40 High capacity fog foam monitors and handlines, OpNav 43-P2, 103 86-87 Oshkosh MB-5, 68-70 Hoisting slings, 30-31 Holdback type tiedown, 30 Paths of advancement, 2

112 INDEX Personnel management, 91-95 Shop management, 91-95 allowing for planned interruptions, 93 allowing for planned interruptions, 93 inspection of completed work, 93 inspection of completed work, 93 inspect :Lon of work areas, 94 inspection of work areas, 94 3afety program administration, 94-95 organizing safety program, 94-95 setting up safe working conditions, 93 setting up safe working conditions, 93 Planning the spot, 40-41 Signals, crane hand, 22 PMS Feedback Report, 108-110 Slings, 30-31 Prelaunch briefing, 4: Spare parts identification, 95 Primary crash alarm system, 52 Special tow bars, 28 Proof loading of slings, 31 Spotting, 36-37 Publications, 99-101 Spotting dolly, 17-18 filing of, 100 Standard crane hand signals, 22 index for, 99-100 Standby alert, 53-54 mainter.ance of, 100-101 Supplemental Report Form, 105 procu.-ement of, 100 Supply, 95-97 Surveys, 97-98 Quals Manual, 4 Quarterly schedules, 106 TA-1A aircraft tiedown, 29 TA-18 tow tractor, 12, 14 Rate Training Manuals, 8 TA75 tow tractor, 13-14 Rating structure, 1 TAil, truck mounted, 59-60, 71-72 Record of Practical Factors, 7 Taxi signalman, 35 Record and reports, 101-105 Terminals, zinc-poured, inspection of, 31 Recovery, 42 Tiedown procedures, 37 Reeving, cable, 23 Tiedowns, 29-31 Repair 1, resjonsibilities of, 85 Tools, forcible entry, 81-82 Report form, aircraft fire and rescue, 61-64 Tov, bars, 25-29 Request for in-excess material, 96-97 Towing aircraft, 36 Request for issue, 96 Tow tractors, 12-16 Requests for nonstandard material, 97 maintenance, 15-16 Rescue equipment and clothing, 72-74 operation, 14-15 Respoting, 42-43 safety precautions, 16 Rotation Data Card, 3 types, 12-15 Runway alert, 53 Hough MC-2, 12 Runway foamer/nurse truck, 70-71 Hough MD-3/3A, 13-15 Hough TA-18, 12, 14 Safety clothing and equipment, 44-45 M-R-S diesel, 13-14 Safety precautions: TA-75, 13-14 crane operation, 25 Training and drills (crash), 51-52 flight deck, 43-44 Truck-mounted TAU, 71-72 flight line, 34 Twinned agent unit, shipboard, 76-79 hangar deck, 46 Twinned nozzle assembly, 73 LPH/LPD, 47-49 towing, 16-17 Safety program, organization of 94-95 Universal tow bar, 26-28 Safe working conditions, 93 UR's, 101-102 SBTAU, 76-79, 87 USAFI courses, IV Schedules, cycle, 105-108 Screening defective equipment, 31-32 Warrant officer, advancement to, 11 SD-1C spotting dolly, 17-18 Water washdown systems, 89-90 Secondary crash alarm system, 52 Weekly schedules, 107-108 Senior Chief, advancement to, 11 Work areas, tools, and equipment, inspection Service ratings, 1 of, 94

113 AVIATION BOATSWAIN'S MATE H 1 & C Work assignments, 92 Yankee-Walters MB-1, 67 Work logs, 103 Work Requests, 105 Zinc-poured terminals, inspection of, 31

114

* U. S. GOVERNMENT PRINTING OFFICE :1971 0 - 423-589