A-12 SUPPORT MANUAL GROUND HANDLING - NORMAL AND EMERGENCY OPERATIONS

• Document Type: FOIA
• Collection: FOIA Collection
• Document Number (FOIA) /ESDN (CREST): 06230171
• Release Decision: RIFPUB
• Original Classification: U
• Document Page Count: 86
• Document Creation Date: December 28, 2022
• Document Release Date: August 10, 2017
• Case Number: F-2014-00925

Approved for Release: 2017/07/25 C06230171
A-12 SUPPORT MANUAL
GROUND HANDLLNG - NORMAL
AND EMERGENCY OPERATIONS
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TABLE OF CONTENTS
SECTION I
SECTION
SECTION III
General Information
Safety Precautions and
Emergency Procedures
Ground Handling Procedures
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SECTION I:
GENERAL INFORMATION
TABLE OF CONTENTS
Paragraph No.
Title
Page
1-1
General Information
1-1
1-2
Ground Safety Precautions
1-1
1-4
Ground Handling
1- 1
1-6
Access Openings
1-1
1-9
Aircraft External Drain and
1-1
Vent Locations
1-11
Runway/Taxiway Strength
1-2
Capabilities
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SECTION I
GENERAL INFORMATION
LIST OF ILLUSTRATIONS
Figure Number Title
1- I Access Panels and Openings
1-2 Drain and Vent Locations
Page
1-3
1-7
II
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1-1. GENERAL INFORMATION.
1-2. Ground Safety Precautions.
1-3. The safety precautions and emergency procedures contained in
Section II and illustrations provided must be strictly adhered to to prevent
injury to personnel and damage to the aircraft.
1-4. Ground Handling.
� 1-5. The Ground Handling section, Section III ,contains information and
illustrations as to the handling of aircraft during ground operations. This
information includes instructions on towing, parking, mooring, jacking and
hoisting the aircraft.
1-6. Access Openings.
1-7. The following listed illustrations will locate and identify all access
panels and openings on the upper and lower surfaces of the aircraft fuselage
and wings.
Upper and Lower Fuselage and Wing Access Panels and Openings.
(See Figure 1-1. )
1-9. Aircraft External Drain and Vent Locations. (See Figure 1-2.)
1-10. This illustration will locate and identify all drains and vents about
the lower fuselage, wing and nacelle sections of the aircraft.
1-1
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1-11. Runway! Taxiway Strength Capabilities.
1-12. In order to determine if this aircraft can taxi on existing taxiways
or land on existing runways, the following data is provided :
a. MLG Tire Foot Print 56 inches.
b. Tire Pressure 290 psig (GNZ) initiaL
c. MLG Load per tire 16,400 lbs.
d. NLG Load per tire 9, 250 lbs.
e. UCI Index, close to 300.
1-2
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TOP VIEW
57
58
13 56
L. H. NACELLE-LOOK I NG FWD
N. S. 985
57
13
R. H. NACELLE-LOOKING FWD
N. S. 985
LOOKING AFT
AT N. S. 890
R. H. NACELLE
80
52 54 56
53 55
58 60 62
\59 61
57
52 72 55 58 68
CODE
COVER NO.
COVER LOCATION
PURPOSE OF COVER
13
AW 566-2
B. S. 970 TO B. S. 986
BLOW IN DOOR AND ENG. ACCESS
52
AP 680-2
SPIKE STA 118-NEAR FILLET
INSPECT FOR FOREIGN OBJECTS
53
AP 680-2
SPIKE STA 118-TOP OF NACELLE
INSPECT FOR FOREIGN OBJECTS
54
AP 274
SPIKE STA 133-149
BYPASS SYSTEM
55
AP 264
SPIKE BLEED AIR OUTLET
56
AW 746-2
N. S. 95410 N. S. 970, INBD SIDE, R. H. NAC
ENGINE PILOT VALVE
57
AW 740-2
N. S. 980 INBD SIDE NAC. ABOVE FILLET
ENGINE THROTTLE ACCESS
53
AW 740-3
N. S. 980 INBD SIDE NAC.
THROTTLE ACCESS
59
AW 259-97
N. S. 1010 R. H. INBD SIDE NAC.
FILL CHEMICAL IGNITION
60
AW 259-18
N. S. 1010 ON TOP Q NAC.
ACCESS TO FWD ENG MOUNT
61
AW 730-4
N. S. 1072 ON R.N. NAC INBD SIDE
NOZZLE ACCESS CHEM IGNITION
62
AW 657-2
N. S. 1082 RAND L IN FILLET
RUDDER PUSHROD AND BELLCRANK RIG.
63.
AW 261-80
N. S. 1082 L AND R INBD S IDE NAC.
RUDDER PUSHROD AND BELLCRANK RIG.
64
AW 522-2
W. S. 210 TOW. S. 297, FWD OF ELEV HINGE
TO REMOVE OUTBD ELEVON
65
AW 247.38
B. L 60, FWD OF ELEV HINGE
SERVO PACKAGE
66
AF 217
STA 1230 TO STA 1243
THROTTLE ACCESS
67
AW 729-17
N. S. 1072 ON L H. NAC OUTBD SIDE
NOZZLE ACCESS CHEMICAL IGNITION
68
AW 524-79
N. S. 1010 ON L G. NAC OUTED SIDE
FILL CHEMICAL IGNITION
69
AF 156-91
N. S. 1008, B. L. 41 AND R
DRAG CHUTE MECH.
70
AF 338
W. S. 914 TO W. S. 954, B. L 40
LANDING GEAR PLUMBING
71
AW 377
W. S. 914 TO W. S. 954, B. L 84
LANDING GEAR PIVOT ACCESS
72
AP 103
SPIKE STA 133 TO 149
BYPASS SYSTEM
80
AP 263-58
N. S. 890, W. S. 146 L AND R
ACCESS TO SPIKE CONTROL MECH
1Al2-2-1-26()
e. 1 - 1 . A (..:cess P a_. s a
el: 1 (:).1. 4)
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BOTTOM VIEW
1E11
rn
B
0=
C
OH
NM
a
BB
o
0
BAY
N. L. G. WELL=
U
S/
.11
T
R
mrno �0
111
CODE
A
0
V
X
AA
BB
CC
COVER NUMBER
AD 243
AD 163 - 122
AR 65012
AF 146-8
AF 146-8
AF 146-3 L/R
AD 163-45 UR
AF 146-9
AF 146-10
AD 163-36R
AF 146-11
AF 146-6 L/R
AF 146-5 L/R
AF 146-4 L/R
AF 146-2 L/R
AF 146-2 L/R
AA 55-3
AD 163-36R (R. H. ONLY)
AD 163-43 L/R
AD 270-2 (R. H. ONLY)
AD 163-45 L/R
AX 163-115 L/R
AX 10
AX 53-3
AD 247
AR 644-5
AF 146-7 L/R
AF 146-12
AF 226
COVER LOCATION
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
F. S.
164 - F. S. 173
318 - F. S. 337
356 - F. S. 386
353
685
767
258 - F. S. 318
799
875
356 - F. S. 380
1063
1063
907
799
685
350
387
356 - F. S. 380
337 - F. S. 356
318 - F. S. 337
258 - F. S. 318
252 - F. S. 258
237- F. S. 249
233- F. S. 236
218 - F. S. 230
183 - F. S. 193
1159
1159
1242 - F. S. 1263
0 0
flo 0
�
�
a
0
on
CC/721
AA h
PURPOSE OF COVER
CONE, SILICONE GLASS
PLUMB ING`INST PITOT
WINDOW, AN/ARN-41
NO. 1 FUEL TANK BOYHOLE
NO. 2 FUEL TANK BOYHOLE
NO. 3 FUEL TANK PUMPS
PLUMBING INST PITOT
NO. 3 FUEL TANK BOYHOLE
NO. 4 FUEL TANK BOYHOLE
PLUMBING INST PITOT
NO. 5 FUEL TANK BOYHOLE
NO. 5 FUEL TANK PUMPS
NO. 4 FUEL TANK PUMPS
NO. 3 FUEL TANK PUMPS
NO. 2 FUEL TANK PUMPS
NO. 1 FUEL TANK PUMPS
PORT SAFETY VALVE
PRESSURE SENSING
PLUMBING INST, P [TOT
PLUMBING INST, P ITOT
DOOR PITOT TUBE INST
PLUMBING INST, P ITOT
PLUMBING INST, P ITOT
WINDOW, PERISCOPE
DOOR PURGING
GLIDE SCOPE AND LOCALIZER ANT
WINDOW, AN/AR N-58
NO. 6 FUEL TANK PUMPS
NO. 6 FUEL TANK BOYHOLE
MIXER, FUEL DUMP CONTROL
SYSTEM
MA12-2-1-26(1)
1--1. Acce.:ss Panels and Openi
heet 4),
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BOTTOM VIEW
CODE
1
2A
2B
2C
COVER NO.
AW 262
AW 243-12
AW 248-25
AW 248-26
COVER LOCATION
W. S. 54, 17" FWD OF ELEV-HINGE
W. S. 40 TOW. S. 127, CENTER OF
PANELS 15" FWD OF ELEV
HINGE LINE
3
AW 381-16
B. S. 1130 TO B. S. 1200
4
AM 744-12
N. S. 1110, W. S. 170
" 5
AM 446
W. S. 210 TO W. S. 29'
FWD OF ELEV HINGE
6
AW 545
B. S. 1146 TO B. S. 1162
W. S. 214 TO W. S. 241
7A
AW 540-40
B. S. 1122, W. S. 218
7B
AW 540-31
B. S. 1089, W. S. 218
7C
AW 537-74
N. S. 1096, W. S. 186
8
AW 537-77
N. S. 1082 TO N. S. 1090
W. S. 164
9
AM 741-3
N. S. 1040, W. S. 172
10
AW 568
B. S. 1018 TO B. S. 1034
11
AW 567-11
B. S. 1002 TO 8.5. 1018
12
AD 189-25
' B. S. 970 TO B. S. 986
13
AW 566-2
B. S. 970 TO B. S. 986
14
AW 565-2
B. S. 954 TO B. S. 970
15
AW 418
B. S. 914 TO B. S. ,930
W. S. 131 TOW. S. 151
16
3AP 31
B. 3. 914 TO B. S. 944
17
AP 264-7
N. S. 898 TO N. S. 914
AP 264-8
N. S. 887 TO N. S. 898
18
AP 390
N. S. 882 TO N. S. 898
19
AP 274
SP l',E STA 133 TO 148
20
AP 150-19
SPIRE STA 118
21
AP 382
4.5. 87310 N. S. 914
W. S. 131 TOW. S. 150
22
AW 117
B. S. 914 TO B. S. 954
M. S. 107 TO IN, S. 131
23
AW 475-4R
N. S. 970, W. S. 128
24
AW 745-2
N. S. 970 TO 986, B. L. 140 R. H.
25
Alh' 762
B. S. 990 TO B. S. 1000
26A
AM 304
B. S. 1204, W. S. 87
26B
AM 304,
B. S. 1189, W. S. 122
26C
AM 304
B. S. 1137, IN. S. 120
26D
AM 304
B. S. 1090, W. S. 116
5
12 10 6
1614' \
20 18 \ 1
17 VI \5 13
17
20 18
16 14 12 10
PURPOSE OF COVER
ACCESS TO INBD ELEV. SERVO
ACCESS TO I NBD ELEV SERVO AND ELEV ACT CYLINDERS
NAG PIN JOINT
ACCESS TO EXHAUST NOZZLE CONTROL
ACCESS TO OUTBD SERVO CYLINDERS
ACCESS TO OUTBD ELEV SERVO VALVE
ACCESS TO CONTROL RIG PIN AND ELEV PUSHROD DISCONNECT
CONT TORQUE TUBE DISC AND FIRE DET SYS
ACCESS TO HYD FILTER
BLOW INDOOR AND ENGINE ACCESS
ACCESS TO ENGINE STARTER
ACCESS TO FUEL AND A/B CONT DOORS
BLOW IN DOOR AND ENG ACCESS
HYD GIG CONN "B" SYSTEM
ACCESS TO CONSTANT SPEED DRIVE UNIT
HYD GIG CONN "R" SYSTEM
ACCESS TO PLUMBING
ENG BY-PASS DOOR ACTUATOR ACCESS
INSPECT FOR FOREIGN OBJECTS
PLUMBING ACCESS AND NAC PIN JOINTS
ACCESS TO FUEL SYSTEM
ACCESS TO HYD FILTER
ACCESS TO FUEL AND AtB CONTROL
ACCESS TO BEND IX FUEL CONTROL
ELEVON PUSHROD AND BELLCRANI. RIGGING
.ii1 r eI I A C C }->ac Ls a ICI 0 :) e _
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SIDE VIEW
62
RIGHT SIDE
LEFT SIDE
54 55 5758 68 67 75 76
73
62 63
78 77
74
79
CODE
COVER
COVER LOCATION
PURPOSE OF COVER
54
AP 274
SPIKE STA 133- 149
BYPASS SYSTEM
55
AP 264
SPIKE BLEED AIR OUTLET
56
AW 746-2
N. S. 954 TO N. S. 970 INBD SIDE, R. H. NAC
ENGINE PILOT VALVE
57
AW 740-2
N. S. 980 INBD SIDE NAC ABOVE FILLET
ENGINE THROTTLE ACCESS
58
AW 740-3
N. S. 980 INBD S IDE NAC
THROTTLE ACCESS
59
AW 259-97
N. S. 1010 R. H. INBD S IDE NAC
FILL CHEMICAL IGNITION
60
AW 259-18
N. S. 1010 ON TOP It NAC
ACCESS TO FWD ENG MOUNT
62
AW 657-2
N. S. 1082 R AND L IN FILLET
RUDDER PUSHROD AND BELLCRANK RIG
63
AW 261-80
N. S. 1082 L AND R, INBD SIDE NAC
RUDDER PUSHROD AND BELLCRANK RIG
67
AW 729-17
N. S. 1072 ON L. H. NAC, OUTBD SIDE
NOZZLE ACCESS CHEMICAL IGNITION
68
AW 524-79
N. S. 1010 ON L. G. NAC OUTBD SIDE
FILL CHEMICAL IGNITION
73
RD 3607-11
RUDDER POST
RUDDER POST ACCESS
74
AE 301-3
N. S. 1142 TO N. S. 1180
RUDDER SERVO ACCESS
75 �
AE 4-38
N. S. 1090, BOTTOM OF FIN
RUDDER PUSHROD AND BELLCRANK
76
AE 4-60
N. S. 1090, BOTTOM OF FIN
RUDDER PUSHROD AND BELLCRANK
77
AE 25-16
FIN STA 56 TO 62
RUDDER GUDGEON
78
AE 25-17
FIN STA 56 TO 62
RUDDER GUDGEON
79
AE 4-24
STA 1180, BOTTOM
ACCESS TO SERVO
YA12.-2-1726(L)
Fioure 1- I. A.ccc:s s Panels and 0-e-1
4e et 4 oi a)
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s.
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20 19
1 FUELING RECEPTACLE SCUPPER DRAIN
2 NUMBER 1 FUEL TANK WATER DRAIN
3 NUMBER 2 FUEL TANK WATER DRAIN
4 NUMBER 3 FUEL TANK WATER DRAIN
5 NUMBER 4 FUEL TANK WATER DRAIN
6 SPIKE SYSTEM SEAL DRAINS
7 HYDRO PUMPS SHAFT DRAIN. REMOTE
GEAR pox FILL AND DRAIN
8 FORWARD ENGINE COMPONENT DRAINS
A - MAIN FUEL PUMP PAD
B - HYDRAULIC PUMP PAD
C - MA IN FUEL CONTROL
D - MAIN FUEL PUMP SEAL
E - A/B PUMP DRAIN
F - UPPER A/B CONTROL
G - LOWER A/B CONTROL
H - COMPRESSOR BLEED ACTUATOR
9 A/B MANIFOLD DUMP LINE.
REAR ENGINE MOUNT RING DRAIN
10 NUMBER 5 FUEL TANK WATER DRAIN
11 NUMBER 6 FUEL TANK WATER DRAIN
12 FUEL TANK VENT AND DUMP PORT
BOTTOM VIEW
LOOKING UP
13 RUDDER SERVO PAN DRAIN
14 EXHAUST NOZZLE CONTROL DRAIN. A/B
COMBUSTION CHAMBER DRAIN
15 CENTER ENGINE COMPONENT DRAINS
A - HYDRAULIC PUMP SHAFT
B - ACCESSORY OVERBOARD SEAL
C - COMBUSTION CHAMBER FORWARD OVERBOARD SEAL
D - WINDMILL BYPASS OVERBOARD DUMP
16 FUEL PUMP SHAFT DRAIN
17 HEAT EXCHANGER HEADER DRAIN
18 DEFUEL DRAIN FITTING
19 LN2 FILL AND DRAIN
20 OXYGEN BLOW OUT DISCS (2 PLACES)
NOTE
A LOCATIONS ARE APPROXIMATE
A DRAIN OPENINGS ARE PICAL
RIGHT AND LEFT NACELLE
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SECTION II
EMERGENCY PRECAUTIONS AND EMERGENCY PROCEDURES
Paragraph No.
TABLE OF CONTENTS
Title
Page
2-1
Safety Precautions and Emergency
2-1
Procedures
2-2
Ground Safety Precautions
2-1
2-11
Crash Rescue Procedures
2-14
2-26
Damage Prevention
2-26
2-38
Health Hazards
2-38
2-59
Protective Covers
2-41
1.
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SECTION II
SAFETY PRECAUTIONS AND EMERGENCY PROCEDURES
Figure No.
LIST OF ILLUSTRATIONS
Title
Page
2 1
Static Ground Strap
2-2
2-2
Run-up Danger Areas
2-3
2-3
Movable Surface Hazards
2-4
2-4
Internal Safety Devices
2-5
2-5
External Safety Devices
2-9
2-6
Crash Rescue Procedures
2-15
2-7
Engine Fires
2-31
2-8
Aircraft_Nalkways
2-34
2-9
Duct Plugs and Dust Excluders
2-37
2-10
Protective Covers
2-42
11
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2-1. SAFETY PRECAUTIONS AND EMERGENCY PROCEDURES.
2-2. Ground Safety Precautions,
2-3. Grounding Aircraft. (See Figure 2-1.)
2-4. In order to guard against the ever present dangers of static elec-
tricity, all aircraft must be effectively grounded with a low resistent ground
wire at all times and should be removed only when it is necessary to move
the aircraft. Prior to applying all external electrical power, each individ-
ual power unit should be independently grounded.
2-5.� Ground Run-Up Danger Areas. (See Figure 2-2.)
2-6. Ground operation of the engine can result in damage to equip-
ment and injury to personnel if recommended safety precautions are not
observed.
2-7. Movable Surface Hazards. (See Figure 2-3.)
2-8. During ground operation and maintenance of the aircraft it is
necessary to operate all movable surfaces. In all cases, personnel and
equipment must be cleat of the area involved before operation of any
movable surfaces.
2-9. Internal Ground Safety Devices. (See Figure 2-4.)
2-10. External Ground Safety Devices.. See Figure 2-5.)
2-1
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INTERPHONE
CONNECTOR ---
FUEL PILOT
VALVE
CHECKOUT
--- EXTERNAL
POWER
CONNECTOR GROUND
POST
DETAIL A
EXTERNAL POWER RECEPTACLE
(LEFT AFT SIDE OF NOSE WHEEL WELL)
A
NOSE WHEEL
STRUT
GENERATOR SET
MD-3
GROUND CABLE
3AG-1066
OR EQUIVALENT
GROUND CABLE
3AG�1066
OR EQUIVALENT
3AG-1052
ELECTR ICAL
DISTRIBUTION
CART AND
SERVICE KIT
,IAG 1032
GROUND
CO T\MH N ICATION
EQUIPMENT
DETAIL B
NOSE WHEEL STRUT
CLAMP
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DANGER AREAS
NOTE
* THE AREA NEAR THE INTAKE DUCTS
AND THE EXHAUST IS VERY
DANGEROUS - KEEP CLEAR.
* DURING RUNUP, ENGINE NOISE
CAN CAUSE PERMANENT DAMAGE
TO EARS WITHIN 100 FEET, USE
EAR PLUGS. WITHIN 50 FEET
EAR PLUGS AND PROTECTIVE
COVERS.
* IF BLAST DEFLECTOR IS NOT
AVAILABLE, CLEAR AREA
FOR 500 FEET AFT OF ENGINE
* REMAIN CLEAR OF THE PLANE
OF ROTATION OF THE TURSINE
SECTION (NAC STA #1032)
IDLE THRUST (STATIC)
VELOCITY DISTRIBUTION
VELOCITY = 70 FT/SEC
10 20 30 40 50 60
DISTANCE FROM NOZZLE - FT.
IDLE THRUST (STATIC)
TEMPERATURE DISTRIBUTION
5
I 150c
4
AEO
3
2
0
+
I
1
20 30 40 50
DISTANCE FROM NOZZLE - FT.
--r
1,1
60
25 FT
DISTANCE FROM CENTERI INE - FT.
40
35
30
25
20
15
10
5
07 40
60 FT.
TURBINE SECTION
MAX AB THRUST (STATIC)
VELOCITY DISTRIBUTION
EC
I
IV -
T !
100
80 120 160 200 240 280 320
DISTANCE FROM NOZZLE - FT.
MAX AB THRUST (STATIC)
TEMPERATURE DISTRIBUTION
120 160 200 240 280 323
DISTANCE FROM NOZZLE - FT.
360
400
360 400
MA12-2-1-20
figure 2-2. R Darwer Areas.
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2-3
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-LAND R -RUDDERS
L AND R
ELEVON SURFACES
0
f-
a)
NOTE
SHADED AREAS INDICATE
CAUTION ZONES WITH
AIRCRAFT HYDRAULIC
SYSTEM OPERATING
-AIR INLET SPIKES
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4
3
SEAT AND 0-RING ASSEMBLY
EJECTION SEAT INITIATOR
REMOVE BEFORE FLIGHT
REPLACE AFTER LANDING
DETAIL A
SEAT D-RING LANYARD
1 EJECTION SEAT ASSEMBLY
2 D-R I NG HANDLE (PRIMARY)
I MARY)
3 SURVIVAL KIT
4 D-R ING LANYARD
5 SAFETY PIN AG-70
6 TEE HANDLE (SECONDARY)
7 INITIATOR CABLE
8 EXTENSION CYLINDER AND
TUBE (2 PLACES)
9 LOOP (AROUND CONTROL STICK)
DETAIL B
D-RING BRACKET AND SAFETY PIN
P.Al2-2-1-L1
e 2-4. If.,terfial :El_fety Devices.
of 4)
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WARNING
SAFETY PIN SHALL BE INSTALLED
DURING ALL GROUND OPERATION
VIEW A
LEFT CONSOLE
THROTTLE QUADRANT
.051 MUS IG W IRE
OR EQUIVALENT
VIEW B
�1;k12-2-1-2.
igurc, Internal Safety Devices.
(beet 2 of 4)
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VIEW
OPPOSITE SIDE OF STREAMER
STENCILED "SPIKE BREAKER"
VIEW A
LEFT CONSOLE ESS DC
BREAKER PANEL
NOTE
COVER ASSEMBLY SHALL BE
PLACED OVER L AND R
EMERGENCY SPIKE CIRCUIT
BREAKERS DURING ALL
GROUND OPERATIONS
CAUTION
ENSURE THAT 30TH BREAKERS
ARE PULLED PRIOR TO INSTALLING
THE COVER ASSEMBLY
VIEW B
COVER ASSEMI,LY
Figure 4. Internal safety Devices.
(Sheet -; of 4)
A
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NOTE
GROUND HANDLING PROP ASSY
SHALL BE INSTALLED AT ALL
TIMES WITH CANOPY OPEN.
MAY BE INSTALLED AT
EITHER AFT CANOPY LATCH
POSITION LEFT OR RIGHT.
CANOPY LATCH HANDLE
MAY BE PLACED IN THE
CLOSED POSITION TO
SECURE PROP ASSY BASE.
A
CANOPY PROP ASSY,
LENGTH 19 INCHES
CAUTION
CHECK CANOPY COUNTERBALANCE
SYSTEM FOR N2 CHARGE PRIOR TO
REMOVING PROP ASSY AND
CLOSING CANOPY
N2 GAGE AND FILLER
VALVE LOCATION.
Fjure2-4. Inter!ial Safety Devices.
(Slieet 4 of 4)
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2-S
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DETAIL
DOWNLOCK PIN ASSEMBLY
NOTE
2
DETAIL A
UPLOCK AND ACTUATING CYLINDER
SAFETY PIN ASSEMBLIES
NOT REQUIRED ON DOOR MECHANISM.
TO BE USED WHEN WORKING IN
WHEEL WELL ONLY.
1. NOSE LANDING GEAR ASSEMBLY
2. ACTUATING CYLINDER (DRAG STRUT)
3. GEAR DOOR (AFT)
4. SAFETY PIN (ACTUATING CYLINDER)
5. LANYARD
6. SC ISSORS (UPPER)
7. SCISSORS (LOWER)
8. STREAMER
9. ROD ASSEMBLY
10. SAFETY PIN (DOOR MECHANISM)
11. LEVEL
12. UPLOCK ASSEMBLY
13. SAFETY PIN HOLE (ACTUATING CYLINDER)
14. SAFETY PIN HOLE (DOOR MECHANISM)
12
1
DETAIL B
SHOCK STRUT AND ACTUATING
CYLINDER ASSEMBLIES
DETAIL D
OPERATING MECHANISM
N. L. G. DOORS (UPLOCK)
13
Emi:ure 2-5. External Safety Devices.
(Sheet. 1 of 5)
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4111114
MAIN GEAR RETRACT CYLINDER
DETAIL B
WARNING FLAG
131
DETAIL A
DETAIL C
DETAIL D
Fi.qu re 2-5. F.:\ te rrial Safe tv Devi c es .
t (-)
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NOTE
ACCESS TO SPIKE EPIERGENCY BOTTLE IS
THRU AP1)64-6L OR 6R PANEL
NORMAL GROUND SAFETY DEVICE SHOULD
BE INSTALLED WHEN ACCESS PANEL IS REMOVED.
E.1ERGENCY SPIKE CIRCUIT BREAKERS ON
COCKPIT LEFT CONSOLE SHOULD BE PULLED
DURING MAINTENANCE.
3
1 SHIPPING SAFETY
2 NORMAL GROUND SAFETY
3 N2 CHARGED BOTTLE
4 MOUNTING BOLTS (4)
5 ELECTRICAL SOLENOID
1 PRESSURE GAGE
6
/NRuN BOLT DOWN F INGER
TIGHT WHEN INSTALLING
/CHECK PRESSURE GAGE DURING
POST FLIGHT INSPECTION FOR
CHARGE CONDITION
DETAIL A DETAIL B
Fiiurc E.:Nter1La1 c-',af:ety Devices:.
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2-11
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A
STREAMER AND CLIP ASSEMBLIES
5
FS 418 FS 398
IVL 100
DETAIL A CIRCUIT BREAKER PANEL
BATTERY
L.
1. ELECTRICAL LOAD CENTER
2. CIRCUIT BREAKER PANEL INSTALLATION
3. NOSE 1VHEEL WELL
4. CLIP (2 REQ'D)
5. STREAMER (2 REQ'D1
6. BATTERY INSTALLATION
7. NO. 1 N HTR.
8. NO. 2 N HTR.
:4
FiLure 2-5. E::erii safety Devices.
4 ,1-1,1 ;",
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OXYGEN SERVICE FITTINGS
BLOW OUT DISC
BLOW OUT DISC
DETAIL B
WARNING FLAG �\
RELIEF VALVE
INSTALLED
NOTE
PRIOR TO INSTALLING RELIEF VALVE
REMOVE BLOW OUT DISC AND ATTACH
TO LANYARD
AFTER REMOVAL OF RELIEF VALVES
REPLACE BLOWOUT DISCS AND SECURE
ACCESS COVER
OXYGEN ;;OTTLES
OXYGEN SERVICE
PANEL
� ACCESS DOOR
DETAIL A
VOVE BEFORE FLIGHT-REPLACE DISC
RELIEF VALVE
DETAIL
A
F. S. 400
�
Ficu re2-5. E�xternal Safety Devices.
(Sheet S of 5 )�
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2-13
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2-11. Crash Rescue Procedures.
2-12, The safety precautions listed in the following paragraphs and
illustrations shall be strictly adhered to to prevent injury to the personnel
involved.
Note
The following information is intended for crash
site use to assist rescue crews in determining
the most practical and safest way to assist the
pilot in evacuating the aircraft.
CAUTION
All ground resceu crews shall wear asbestos
suits and gloves due to the possibility of en-
countering hot aircraft structure resulting
from high speed flights.
2-13. Crash Rescue Markings. (See Figure 2-6, Sheet 1.)
2-14. Crash Rescue Procedures.
2-15. Removal of the canopy by the external jettison method is the primary
means of gaining immediate access to the cockpit. (See Figure 2-6, Sheet 2.)
2-16. Conditions existing during the emergency could possibly dictate the
method required to remove the canopy. To remove the canopy employing the
manual opening mechanism, see Figure 2-6, Sheets 3 and 4.
WARNING
A hazardous condition can exist regardless of which
method is used to open and remove the canopy. It
is imperative that the ballistic line to the catapult
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CANOPY LIFT
(2) PLACES
< RESCUE
I. PUSH BUTTON TO OPEN DOOR
2. PULL "T" HANDLE OUT-PULL
CABLE TO JETTISON CANOPY
CANOPY LOCK
CANOPY UNLOCK
WARNING
THIS AIRCRAFT CONTAINS A
SEAT CONTAINING AN EXPLOSIVE
CHARGE. SEE MAINTENANCE
MANUAL BEFORE REMOVING
RESCUE
EMERGENCY ENTRANCE
CONTROL ON OTHER
SIDE
DANGER
UPWARD
p EJECTION ck-
2 SEAT (4('
Figure 2-6. Crash Rescue Procedures.
(Sheet: 1 of 9)
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APPROACH AIRCRAFT.QUIC.:LY BUT
CAUTIOUSLY FROM THE LEFT.
CRASH RESCUE PROCEDURES
NOTE
CANOPY TRAVEL IS UP AND AFT. ALL
PERSONNEL REMAIN CLEAR.
\
REMOVE JETTISON ACCESS COVER BY PRESSING
QUICK DISCONNECT. REMOVE PULL HANDLE. UNCOIL
EXCESS CABLE, APPROX. 6 FEET.
WARNING
DO NOT APPLY PRESSURE TO CABLE UNTIL
FULLY UNCOILED. PULL SHARPLY AND CANOPY
WILL JETTISON INSTANTLY.
ONE MAN WILL CARRY BOLT CUTTERS TO QUICKLY
SEVER BALLISTIC LINE TO CATAPULT IMMEDIATELY
AFTER CANOPY JETTISONS.
EMERGENCY RELEASE
Figure .2-6. Crash R:r.2.s cue �Procedures.
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APPROACH AIRCRAFT QUICKLY BUT CAUTIOUSLY
FROM THE LEFT. ONE MAN WILL CARRY BOLT
CUTTERS AND ONE MAN WILL CARRY SPECIAL
TOOL TO OPEN CANOPY MANUALLY.
ALTERNATE RELEASE
��-�-- ONE-HALF INCH SOCKET OPENING.
CRASH RESCUE
PROCEDURES
INSERT TOOL INTO ONE-HALF INCH SQUARE DRIVE
OPENING AND ROTATE CLOCKWISE TO OPEN CANOPY
USE AG423 TOOL OR ONE-HALF
INCH EXTENS ION WITH RATCHET
OR LEVER BAR.
-"Ev. 6-25-4,
FA12- 2-1-9( 2)
Fiaure 2- 6.� Crash Rescue Procedures.
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2- 1'7
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CRASH RESCUE PROCEDURES
QUICKLY RAISE CANOPY TO ITS NORMAL
OPEN POSITION. USE CAUTION.
WARNING'
IMMEDIATELY SEVER BALLISTIC LINE
TO CATAPULT WHEN CANOPY IS OPENED.
BOLT CUTTER USED TO SEVER
BALLISTIC LINE TO CATAPULT.
CANOPY HINGE PIN
WILL SHEAR WHEN
CANOPY IS FORCED AFT.
�
BOTH MEN SHALL GRASP CANOPY AT THE
MOST FORWARD POINT AND ROTATE CANOPY
AFT ABOUT THE H I N.3E LINE. COMPLETE
ACCESS TO COCKPIT IS NOW POSS II3LE FOR
PILOT REMOVAL
CANOPY PROP WILL
SEPARATE WITH
CANOPY FORCED AFT.
RIVET WILL SHEAR
FROM CANOPY ACTUATOR
WITH CANOPY FORCED AFT.
Crash Rescue Proceclr, s.
(Sheet. 4 of cr)
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2- 1 8
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be severed immediately upon gaining access to
the cockpit.
2-17. Forcible Entry. (See Figure 2-6, Sheet 5.)
2-18. This information will be added when available.
2-19. Once access to the cockpit is possible rescue personnel can immediately
begin with the pilot removal procedure. (See Figure 2-6, Sheet 6. )
CAUTION
Shut off normal oxygen supply immediately
upon access to the cockpit.
2-20. Procedures as shown in Figure 2-6, Sheet 6, represent the quickest
and safest method of releasing the pilot from the arresting harness, emergency
equipment, seat and subsequent removal from the cockpit.
2-21. Emergency Pressure Suit Handling. (See Figure 2-6, Sheets 7 & 8.)
2-22. The following sequence is recommended for normal removal of
equipment:
a. Boots
b. Gloves
c. Outer Garment
d. Helmet
e. Suit
Note
ve.
Remove helmet by operating release and lift
clear, severing the two oxygen hoses from
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To be added at a later date.
Figure 2-6. Crash Rescue Procedures.
(Sheet 5 of 9)
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CRASH RESCUE PROCEDURES
NOTE
THREE MEN REQUIRED TO REMOVE PILOT, ONE ON
EACH SIDE AND ONE ASTRIDE THE COCKPIT IN
FRONT OF PILOT.
WARNING
IF CUTTERS OR SHEARS ARE USED TO
REMOVE PILOT, TURN NORMAL OXYGEN
CONTROL OFF (LEFT CONSOLE)
HELMET FACE PLATE iILL OPEN TO PREVENT SUFFOCATION
( APPROX. 1i2 INCH) WHEN OXYGEN SUPPLY IS REMOVED
FROM HELMET. INTERCOM CORD WILL AUTOMATICALLY
DISCONNECT UPON REMOVAL
PULL UP TO RELEASE
RELEASE AT THREE PLACES SHOWN TO REMOVE
PILOT FROM PARACHUTE.
FOOT RETENTION CABLES WHICH MAY BE MANUALLY
RELEASED OR USE MANUAL CABLE CUTTER.
EMERGENCY OXYGEN LINES
TO BE DISCONNECTED MANUALLY.
(2 PLACES)
MANUAL
CABLE
CUTTER
NORMAL OXYGEN LINES WILL
DISCONNECT UPON REMOVAL.
SUIT VENT HOSE WILL DISCONNECT
UPON REMOVAL.
PULL UP TO RELEASE
MANUALLY RELEASE LAP BELT. THIS ALSO RELEASES
ARRESTING HARNESS AND PARACHUTE ARMING CORD.
Figure 2- 6. Crash Rescue Procedures.
1,":11,eet 6 of 9 )
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A REMOVE HELMET BY OPERATING
RELEASE AND LIFT CLEAR
A RIGHT KNOB OPERATES TO RAISE
OR LOWER SHADE. LEFT KNOB
OPERATES TO OPEN OR CLOSE
FACE PLATE
A REMOVE GLOVES BY OPERATING
RELEASE AS SHOWN
1 HELMET
2 SUN VISOR AND FACE PLATE CONTROL
3 OUTER GARMENT ZIPPERS
4 GLOVES
5 OUTER PROTECTIVE GARMENT
6 SHOES AND ZIPPER
2/\
4
A REMOVE OUTER GARMENT BY
USING ZIPPER OR CUTTING
OFF WITH SHEARS
A REMOVE SHOES BY USING
ZIPPER
1111
LOCK OPEN
Ii
NOTE
HELMET FACE PLATE WILL OPEN
1/8 INCH WITH OXYGEN CUT-OFF TO
PREVENT SUFFOCATION
Cr�ash Rescue Procedures.
(::Leel. 7 of 9)
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CAUTION
PRIOR TO REMOVING PRESSURE
SUIT THE FOLLOWING ITEMS
REQUIRE REMOVAL
1 HELMET
2 GLOVES
3 SHOES
4 OUTER PROTECTIVE GARMENT
PRESSURE SUIT ZIPPER LOCATION
DRAW PORTION OF SUIT OVER
CREWMENS HEAD
USE ZIPPER TO OPEN PRESSURE SUIT
REMOVE SUIT FROM BODY AND LEGS AS SHOWN
Figure .2-4. Crash. Rescue Procedures.
et 8. of 9)
2.-23
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suit to helmet. If time permits, open otter
garmet front zipper and open main suit
zipper for access to oxygen disconnects
inside pressure suit.
WARNING
If crew is injured, open face plate only until
a medical doctor arives.
2-23. Engine Shutdown Procedure. (See Figure 2-6, Sheet 9.)
2-24. Should the emergency be such that the engines are still developing
power, the procedures as shown in Figure 2-6, Sheet 9, will provide the
quickest and safest means of stopping the engines, shutting off the oxygen
supply and deactivating the electrical busses.
2-25. Handling of TEB, Chemical Ignition Fuel During Crash Rescue
Procedures.
WARNING
Procedures are established in the Flight
Manual which require the pilot to dump the
chemical fuel durng an emergency. If this
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CRASH RESCUE
PROCEDURES
IF ENGINES ARE STILL RUNNINT; AT HIGH
RPM AFTER A CRASH, APPROACH TO COCKPIT
IS NOT SAFE BECAUSE OF INTAKE SUCTION
HAZARD.
SECURE A LIFE LINE AROUND MANS WAIST,
ANCHOR IT TO THE CRASH TRUCK AND
APPROACH COCKPIT FROM THE NOSE.
OPEN CANOPY AND RETARD THROTTLES, TURN
OFF OXYGEN, AND TURN OFF BATTERY.
ENGINE CONTROLS ARE LOCATED
ON LEFT CONSOLE. TO SHUT DOWN
ENGINES, PULL BOTH THROTTLES
BACK TO "OFF". NOTE DETENTS.
OXYGEN SWITCHES ARE LOCATED
ON LEFT CONSOLE. AFT OF THROTTLE.
TURN SWITCHES TO "OFF" POSITION.
IF CONDITIONS PERMIT, MANEUVER A TRUCK
TAIL-GATE FIRST AGAINST THE SIDE OF
THE FUSELAGE IN FRONT OF INTAKE TO CUT
DOWN SUCTION HAZARD ON MAN WITH
LIFE LINE.
BATTERY SWITCH IS LOCATED
ON LOWER RIGHT INSTRUMENT
PANEL FORWARD AND ABOVE
RIGHT CONSOLE. TURN TO "OFF"
POSITION.
Figure .2-6. Crash Rescue Procedures.
(-teet: 9 of 9)
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2-2:;
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is not possible the condition could become
serious. There are-no quick opening
access panels near the chemical fuel
tank and lines. Should a TEB fire be
the primary concern, the immediate
area aboutthe tank location may be
flooded with water or CO2 until it can
be determined that a haiard no longer
exists.
2-26. Damage Prevention.
2-27. The following information consists of data and recommended
procedures for the extinguishing of fires by aircraft maintenance personnel.
2-28. Fire and Explosion Hazards.
2-29. Maintenance personnel should be familiar with the fire and ex-
plosion hazards of this aircraft so that precautionary measures can be
taken. Fires and explosions generally occur when a flammable substance,
oxygen (air) and a source of ignition are brought together. The primary
flammable substances in this aircraft are fuel, hydraulic fluid, lubricating
oil and greases and pyrophoric fluid used in the engine ignition system.
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Pure oxygen can cause a fire or explosion simply by contact with these
substances. Common sources of ignition are electric arcs, flame and hot
surfaces. The following conditions are partieulary hazardous.
a. The mixture of fuel vapor and air in the fuel tanks and
vent system is explosive when ignited. However, PF1 Fuel is
not volatile as other jet type fuels.
b. Fuel, hydraulic fluid or engine oil spraying in a fine mist
will explode or flash when ignited.
c. Fires or explosions can be produced spontaneously when
flammable substances contact oxygen. of high purity.
d. The pyroph.oric fluid (triethylborane) used in the engine
Ignition system will ignite immediately upon exposure to air.
� 2-30. Fire Fighting Precautions.
2.31. Maintenance personnel should be alert for possible aircraft ground
fires and be' prepared to act rapidly and effectively if a fire is discovered.
� It is recommended that maintenance personnel become familiar with the
,following types of fire hazards and precautions.
a. How access is gained quickly to apply on extinguishing agent.
b. How to notify professional fire fighting personnel immediately.
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c. The agents which are recommended for different kinds of
fires and how to operate the extinguishing equipment,eg. area water,
water fog, CO2, DCP or chemical and mechanical foam.
d. Chemical and mechanical foam agents leave deposits; if possible
these agents should be removed by flushing thoroughly with water, no
other action is required.
WARNING
Ansul Plus Fifty B Dry Chemical Powder
should not be used except in an emergency.
If used, all traces of residue shall be com-
pletely removed by spraying with PF-1Fuel,
flushing thoroughly with running water and
wiping as dry as possible. The following
agents are not approved as fire extinguishing
agents. Inadvertent use must be reported to
Engineering:
(1) Ansul Met-L-X Dry Chemical
(2) Chlorobromomethane (CBM)
(3) Soda and Acid type extinguishers
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e. The availability and serviceability of extinguishing equipment
during ground operations.
2-32. General procedures to be carried out when a fire is discovered.
a. Apply proper agent to fire as soon as possible.
b. For engine fires, follow procedures as outlined on Figure 2-7.
c. Position yourself upwind and do not stand in flammable liquids
when applying agents.
d. Move ground support equipment away so that fire fighting
equipment will not be hampered.
e. When available agent is expended and/or the fire is out of control,
evacuate the area because of the danger of explosion.
2-33. Oxygen Fires.
2- 34. Oxygen can cause spontaneous ignition and explosions when it
comes in contact with flammable substances. A fire aided by oxygen will
burn intensly and spread rapidly. CO2 or DCP (dry chemical powder) should
be applied to slow the progress of these fires. However, effective extinguish-
ing of oxygen-supplied fires generally require foam. Sources of 100 per cent
oxygen in the aircraft are the bottles in the nose wheel or chine area.
2-29
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2-35. Engine Fires. (See Figure 2 7. )
2-36, An engine or nacelle fire may not be indicated by the engine
fire and/or overheat system. Ground personnel should be alert for this
condition during engine ground operation.
2-37. Chemical Ignition Fuel (TEB) Fires.
2-38. A fire will occur when triethylborane (TEB) is exposed to air
as a result of spills, line rupture or leaks. To control TEB fires, the
fire fighter shall attempt to confine the fire by blanketing the burning
liquid with foam or water spray.
WARNING
Carbon tetrachloride and halogenated hydro-
carbons react with TEB and should never be
used to combat fires.
Note
Tests have indicated that TEB will ignite when
exposed to air at all temperatures to be en-
countered during handling.
2-39. Hot Aircraft Wheels.
2-40. When an aircraft is subject to excessive braking action, especially
an aborted take-off or drag chute failure, the following procedures should be
rigidly adhered to:
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WARNING
FIRE FIGHTING PRECAUTIONS
PRECAUTIONS LISTED BELOW SHALL BE OBSERVED, IN ORDER TO AVOID SERIOUS INJURY TO INVOLVED PERSONAL.
1 FIGHT FIRE, WHEN POSSIBLE FROM UP-WIND SIDE
2 DO NOT STAND IN FLAMMABLE LIQUIDS.
3 DO NOT PUT YOURSELF IN POSITION WHERE YOU CAN BE
TRAPPED BY FIRE OR FUMES.
4 USE CAUTION TO AVOID SLIPPING ON WET SURFACES
5 USE DRY CHEMICAL POWDER OR CO2 AGENT IF AVAILABLE
6 IF CO2 OR OTHER APPROVED LIQUID EXTINGUISHED AGENTS
ARE USED, USE EXTREME CARE THAT DIRECT BLAST OF COLD
LIQUID OR GAS DOES NOT CONTACT HOT METAL SURFACES.
STRESS EXPLOSIONS CAN BE CAUSED WITH RESULTANT
INJURY TO PERSONNEL �
CLEANING PROCEDURE
AFTER FIRES ARE EXTINGUISHED REMOVE CHEMICAL POWDER FROM
AFFECTED AREAS OF AIRCRAFT AS FOLLOWS:
1 WIPE AFFECTED AREAS WITH CLEAN CLOTH. USE AIR BLAST
TO CLEAN AREAS NOT READILY ACCESSIBLE TO CLOTH WIPING.
2 WASH ALL AFFECTED AREAS THOROUGHLY.
3 RINSE AFFECTED AREAS WITH APPROVED ANTI-RUST
SOLUTION AND RINSE WITH CLEAN WATER.
4 THOROUGHLY CLEAN AND INSPECT ALL ENGINE PARTS IN THE
AREA WHICH THE CHEMICAL AGENT HAS BEEN INTRODUCED.
THIS WILL INCLUDE A THOROUGH ENGINE INSPECTION
WHENEVER POWDER WAS INTRODUCED SO THAT IT PASSES
THROUGH THE ENGINE.
FIRE IN ENGINE AIR INLET DUCT
THESE FIRES USUALLY OCCUR DURING STARTING OR WHILE
ENGINE IS RUNNING. IN CASE OF FIRE PROCEED AS FOLLOWS:
1 THROTTLE - ADVANCE PART WAY TO MILITARY POWER.
NOTE
IF FIRE DOES NOT BLOW OUT OR PERSISTS, SHUT DOWN
ENGINE AND FIGHT AS OIL FIRE.
2 THROTTLE - OFF
3 EMERGENCY FUEL SHUT - OFF SWITCH - OFF (GUARD UP),
(ALLOW 5 SECONDS FOR VALVE TO CLOSE.
4 BATTERY SWITCH- OFF.
5 LEAVE COCK PI T AS SOON AS POSSIBLE.
6 INTRODUCE DRY CHEMICAL POWDER OR CO2 AGENT INTO
THE ENGINE AIR INLET DUCT
FIRE IN ENGINE NACELLE
IF FIRE OCCURS WHILE ENGINE ACCESS DOORS ARE OPEN AS DURING
INITIAL ENGINE RUN), FIRE FIGHTING IS SIMPLIFIED. WHEN ENGINE
ACCESS DOORS ARE CLOSED, ENTRY FOR THE EXTINGUISHING AGENT
IS THROUGH THE LOWER "SUCK IN DOORS AT THE ACCESSORY
SECTION. IN CASE OF FIRE PROCEED AS FOLLOWS:
1 CHEMICAL IGNITION PURGE SWITCH - DUMP (SWITCH UP).
CAUTION
ACTUATE DUMP SWITCH IMMEDIATELY TO ENSURE HYDRAULIC
PRESSURE AND POWER WILL BE AVAILABLE TO DUMP THE CIS
TANK. POWER WILL BE REQUIRED FOR UP TO 10 SECONDS.
2 THROTTLE - OFF.
3 EMERGENCY FUEL SHUTOFF SWITCH-OFF (GUARD UP), (ALLOW
5 SECONDS FOR VALVE TO CLOSE).
4 BATTERY SWITCH - OFF.
5 LEAVE COCK PIT AS SOON AS POSSIBLE.
6 INTRODUCE DRY CHEMICAL POWDER OR CO2 AGENT INTO
ACCESS DOOR OR ''SUCK IN DOOR OPENING
7 AS SOON AS PRACTICAL, OPEN ACCESS DOOR ON BOTTON
OF FUSELAGE AND CHECK FOR EVIDENCE OF UNEXTINGUISHED FIRE.
Fig,ure 2-7. Erigine Fires.
()heet 1 of 2)
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TAIL PIPE FIRES USUALLY RESULT FROM EXCESS FUEL COLLECTING
IN THE AFTERBURNER SECTION AFTER SHUT-DOWN, OR DURING
STARTING CYLCLES. IN CASE OF FIRE WITH GROUND START UNIT
ENGAGED) PROCEED AS FOLLOWS.
I THROTTLE OFF.
2 EMERGENCY FUEL SHUT-OFF (GUARD UP).
IF POSSIBLE MAINTAIN OPERATION UNTIL ALL EVIDENCE
� OF FIRE HAS DISAPPEARED. IF FIRE DOES NOT BLOW
OUT OR PERSISTS DISCONTINUE START OPERATION AND
FIGHT AS OIL FIRE BY APPLYING CO2 IN SHORT BURST
INTO AFTERBURNER SECTION.
WARNING
EXCESSIVE BRAKE HEATING WEAKENS TIRE AND WHEEL
STRUCTURE AND INCREASES TIRE PRESSURE. THE AREAS
INBOARD AND OUTBOARD OF WHEEL SHOULD BE AVOIDED
NOTE
USE V,ATER, ,.''ATER FOG, CO2 OR DCP, FOR
EXTINGUISHING ViHEEL BRAKE FIRES.
glare 2-7. Enoine Fires.
(Llieet: 2 0 f 2 )
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Note
If available, use a portable ground air blower
to accelerate cooling.
a. The aircraft should be towed to an isolated location, if
possible, and brakes allowed to cool for a period of one hoar or
more.
b. Required personnel should approach overheated wheels with
extreme caution in a fore or aft direction - never in line with the axle.
2-41. Wheel Brake Fires. (See Figure 2-7.)
WARNING
Excessive brake heating tends to weaken
tire and wheel structure and increase tire
pressure. The area inboard and outboard of
the wheel shall be avoided at all times.
a.
b.
Apply DCP, water or water fog to brake and wheel.
When removing wheels from aircraft deflate tire prior to
removal.
2-42. Aircraft Walkways. (See Figure 2-8.)
2-43. A portion of the upper surface of the aircraft is suitable for
walking. Clean rubber soled shoes or shoe covers (wing sox) shall be worn
by all personnel performing maintenance in these areas.
2-33.
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NOTE
L AND R WING LEADING EDGE
COVERS SHOULD BE INSTALLED,
DURING GROUND OPERATION.
WALKING PERMITTED ON WING
SURFACES ONLY.
CAUTION
PERSONNEL MUST BE EQUIPPED WITH
RUBBER SOLED SHOES, WING WALK
SOX, OR PLACE PROTECTIVE MAT ON
WALKWAY.
M Al2-2-1-32
Fi;-)ure 2-8. Aircraft Walkways.
2-34
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CAUTION
Scratches and dents' reduce structural strength
and impair aircraft performance. Damage caused
by careless walking or handling of tools can require
extensive repairs.
2-44. Foreign Object Damage.
2-45. Foreign object damage is an ever present hazard to the operation
of gas turbine engines. It is the responsibility of all maintenance personnel
to conscientiously adhere to and follow preventive procedures and policies
to eliminate ingestion of foreign objects by gas turbine engines. Several
areas of concern are parking and storage areas, maintenance areas and
procedures, engine installation and engine ground operation. Frequent
� and periodic inspection of engine nacelles, inlet ducts and storage areas
is recommended. When required, careful cleaning of areas should be
accomplished. All maintenance personnel must exercise extreme care
while performing maintenance procedures in and around the aircraft to
prevent foreign object damage to the two turbojet engines. The greater
size of the engines creates greater suction pressures and much larger
suction areas. These higher suction pressures enable the engines to
pull objects from greater distances into the intake ducts or the engine
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nacelle areas and on into the engines' compressor sections. Objects may
be picked up from the deck areas or from other areas which are directly
or indirectly open to the engine nacelle and inlet duct. Therefore, it is
mandatory that personnel performing maintenance in and around the air-
craft account for all tools, hardware and components after all maintenance
procedures and operations.
2-46. Du.ct plugs and dust excluders are required to reduce foreign
object accumulation. (See Figure 2-9.)
2-47.
Parking and storage areas should be inspected for foreign objects.
Such material shall be removed with brooms, sweepers or other suitable
equipment.
� 2-48. General maintenance and structural repair procedures can con-
tribute foreign materials for ingestion by gas turbine engines. The following
procedures are designed to reduce these materials: �
a. Every effort should be made to keep areas as clean as possible
to minimize possible foreign object damage to engines.
b. All filings, metal shavings, pulled rivet stems, and debris
must be removed from-the areas and aircraft structure during and
Immediately after completion of work. The area should be cleaned
of all spilled fluids.
2-36
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DETAIL A
DUST - PLUG ASSEMBLY
Z\ SUITABLE MATERIAL
AND TAPE MAY BE USED
AS A SECONDARY METHOD
OF COVERING OPENINGS
COVER BLOW IN DOOR
OPENINGS WITH SUITABLE
MATERIAL AND TAPE
,LPROVIS IONS FOR HASP
AND LOCK INSTALLATION
DETAIL C
DUST- PLUG ASSEMBLY
DETAIL B A
PROTECTIVE COVERS FOR "SUCK-IN"
DOORS AND EXHAUST LOUVRES
FiEure Z-9. Duct Plus and Dust Excluders.
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C, All hardware items and tools should be accounted for during
and after work completion.
d. Damaged items should be removed from the area immediately
after their removal from the aircraft.
e. Items inadvertently dropped must be found immediately after
being dropped.
f. AU areas must be inspected for cleanliness prior to closeout
with tape, panels or doors.
2-49.
2-50.
g.
Ensure that close-out panels and doors are properly installed
and enclose the designated area. Mismating of panels, cracks, and
poor workmanship defeat the purpose of the panels and doors.
Health Hazards.
Liquid Nitrogen.
Extreme care must be exercised while servicing systems that
require liquid nitrogen to prevent personnel injury. Protective gloves,
which may be removed quickly, should be worn at all times while handl-
ing LN2. Personnel doing actual servicing should wear the gloves, rubber
apron and a full face shield, as direct skin contact can result in extremely
painful sores, which resemble burns. Also, symptoms of hypoxia can
occur from prolonged contact with escaping GN2 in confined areas.
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2-52. Triethylborane (TEB).
2-53 TEB will cause serious thermal burns on contact with the skin.
The burned area may provide a highly absorbent area for this compound;
therefore, skin contact must be avoided. The inhalation of these com-
pounds is extremely unlikely due to their pyrophoric characteristics;
however, the fumes are toxic.
2-54. Personnel protective equipment must be worn at all times while
doing any transfer, filling, installation, removal or maintenance work with
pyrophoric contaminated equipment. All handling and transfer operations
must be controlled to prevent leakage and personnel exposure to liquid, gas
and fires. ,All equipment must be thoroughly decontaminated by the pyrophoric
handlers before leaving their custody and a control tag system shall be used
showing the status of all equipment where residue could be trapped. These
liquids very often lay behind a blanket of combustion products in unpurged
open lines. Proper purging of all equipment and lines is a must. Overflow
�or vent lines must be led off to a safe disposal area.
2-55. When handling TEB or units involving this material the following
protective equipment or equivalent equipment must be worn at all times:
a. Leather gloves which will give maximum protection and can
be thrown off quickly..
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b. Face shield which will provide full face, neck and top of the
head protection from frontal exposure.
c. Safety glass which will be worn under the face shield as an
added precaution.
d. A slicker type raincoat for body protection. An apron is not
considered satisfactory.
� 2-56. The above protective equipment will provide the necessary time
delay after a spill or splash to allow personnel to get away from the spill
area.
WARNING
It is extremely important that barehanded work
be prohibited. Personnel protective equipment
must be considered as secondary equipment only.
Adequate facilities, procedures, and authorized
handlers provide primary protection.
2-57. If a fire. results from a spill.in an enclosed area there is a
possibility of a reduction in oxygen content in the air, and the fumes may
be toxic; therefore, a suitable respirator must be used by personnel enter-
ing the area. Scott air paks respirators or air line respirators must be
worn by personnel entering the area.
2-40
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2-58. Standard personnel safety showers or any other source of reasonably
clean water will be used to flush burning fuel from a person. Prevent contam-
ination of the burn area if at all possible. If TEE contacts the eyes, flush
immediately with large quantities of water for 15 to 20 minutes or until
medical personnel arrive.
2-59. Protective Covers. (See Figure 2-10. )
2- 60. Protective covers are provided to protect external surfaces and
the internal components of the aircraft during adverse weather conditions.
2-41
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SHOP USAGE:
COVERS TO BE USED ON BOTH SIDES
FROM STA. 225 TO STA. 115.
(ATTACH WITH SCREWS)
FLIGHT LINE USAGE:
COVERS TO BE USED ON BOTH SIDES
FROM STA. 225 TO STA. 530 FOR
MINIMUM PROTECTION. FROM STA.
.500 TO STA. 715 FOR OPTIONAL
PROTECTION. (ATTACH WITH RETAINERS)
NOTE
WHITE STENCIL A MODEL' ON
-2 LIR AND -3 LiR PROTECTIVE COVERS
8 4�1
"tfr
r? 41144
1.r 6F6S 75
8
:1
41�14�FS
15 FS
584
fr.0010110�- 500
FS 416
FS
332
16
WHITE STENCIL
LETTERS
FS
225
DETAIL B
COVER ASSEMBLY
ITEM
DESCR I PTIONS
AG-275
AG-283
1
RETAINER
-8
2
COVER (STA. 225-332)
-3R
3
COVER (STA. 332-416
-4R
4
RETAINER
-9
5
COVER (STA. 4i6-530)
-5R
-
6
RETAINER
-13
7
COVER (STA. ',00 - 668)
-6
8
RETAINER
-11
COVER (STA. 668-7151
-7R
__.
13
COVER ( WING LEADING EDGE)
-3 LIR
r--
COVER (WING LEADING EDGE)
-2 LiR
11
12
COVER (STA. 668-7:5) .
-7L ,
13
COVER (STA. 4:6 - 500)
-5L
14
COVER ISTA..332 - 416)
-4L
0
COVER (STA, 225 - 332)
-3L
.._
16
HOOK
-13
HOOK
CLEVIS
END
RETAINER
12
COVER
HOOK
RETAINER
DETAIL A
RETAINER ATTACHMENT (TYPICAL)
WHITE
STENCIL
LETTERS
_
1
AG 275-3L
1
STA. 225-332
DETAIL
COVER MARKING EXAMPLE
STEEL
STAMP
LETTERS
DETAIL D
HOOK ASSEMBLY
FS530
FS3G0
FS 230
MAI2-2-1-1
Fioure 2-10. Protective Covers.
(1-';1ee 1 ul5)
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CANOPY COVER
T73)
-
- WINDSHIELD COVER
_
COCKPIT SILL COVER --
VIEW
NOSE HATCH SILL COVER
_ - -
VIEW A
sr
CANOPY GLASS COVER
2F..43)
-
SUN COMPASS
GLASS COVER
- -
PERISCOPE GLASS COVER
VIEW B
Figure 2.-10. Protective Covers.
(Sheet 2 of 5 )
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2
=7.
0
1
A
DETAIL
2 PLACES
A
DETAIL
2 PLACES
1. AG 462 COVER SPIKE
2. A6398 COVER SPIKE TIP
Figure 2-10. Protective Covers.
(:s-1-ieet 3 Of 5)
-44
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(TAIL
PLACES
A
3
DETAIL
2 PLACES
A
DETAIL 3
2 PLACES
1 ATTITUDE PROH (P AR - P A)
2 AG 366 COVER ATTITUDE PROBE
3 AG 367 COVER PITOT NACELLE
INLET LOWER .
4 NACELLE PITOT (P LM)
5 AG 368 COVER P [TOT NACELLE
INLET INBOARD
6 COIL PITOT (13 C)
Figure 2-10. Protective Cover.
(..4ieet 4-of 5)
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2-45
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A
COVER ASSEMBLY
AG 420
COVER ASSEMBLY
DETAIL A
FLIGHT RECORDER
WARNING FLAG
DETAIL B
PITOT SYSTEMS
NOTE
3AG 1081 PITOT MAST COVERS SHOWN
AG 555 ONE PIECE METAL COVER MAY
BE USED AS REPLACEMENT
COVER ASSEMBLY
WARNING FLAG
WARNING FLAG
Al2-2-1-i4O
Figure 2-10. Protective Covers.
(.L;t-ieet 5 of 5 )
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SECTION LII
GRO UND HANDLING
TABLE OF CONTENTS
Paragraph No.
Title,
Page
3-1
Ground Handling
3-1
3-3
Center of Gravity Control
3-1
3-8
Anti-Tipping Prop
3-3
3-10
Cockpit Entry
3-5
3-12
Aircraft Towing
3-5
3-19
Parking Procedure
3-13
3-20
Aircraft Mooring and Run-Up
3-14
Tie-Down Provisions
3-21
Hoisting Provisions After
3-14
Wheels Up Landing
3-23
Aircraft Jacking Procedures
3-14
3-31
Deceleration Parachute
3-12
Handling
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SECTION III
GROUND HANDLING
LIST OF ILLUSTRATIONS
Figure No.
Title
Page
3-1
Anti-Tipping Prop
3-4
3-2
Cockpit Entry
3-6
3-3
Nose Gear Towing
3-10
3-4
Main Gear Towing
3-11
3-5
Aircraft Run-Up Tie-Down
3-15
3-6
Hoisting Aircraft
3-16
3-7
Fuselage and Wing Jacking
3-18
3-8
Nose Gear Jacking
3-23
3-9
Main Gear Jacking
3-24
11
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3-1. GROUND HANDLING.
3-Z. This section provides the proper handling procedures, using
approved equipment that is required to properly handle the aircraft during
routine maintenance procedures. All safety precautions which provide
for safe and efficient handling of the aircraft shall be strictly adhered to.
3-3. Center of Gravity Control.
3-4. Accurate control of the CG of the aircraft during ground handling
is required to prevent tipping the aircraft upon its tail. Some of the problems
encountered which will move the aircraft CG aft are as follows:
a.
Maintenance personnel working aft of the main gear on top
of the wing.
b. Parking the aircraft on a sloped ramp.
c. Sudden release of sticking shock struts.
d. Snow on the fuselage, nacelle and wing surfaces.
e. Uneven distribution of fuel in the tanks.
3-5. In order to safely perform all maintenance functions requiring
removal of aircraft equipment and/or major removable components, in
addition to towing or jacking, a specified ground handling gross weight and
CG is required.
3-1
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3-6. When major removable components and/or equipment are to be
removed from an aircraft fully fueled, this weight and CG condition will
allow the maximum removal of such components and equipment without
damage to the aircraft during ground handling.
3-7. When major removable components and/or equipment are to be
removed from an aircraft at its zero fuel weight, this weight and CG con-
dition will allow the maximum removal of such components and equipment
without damage to the aircraft during ground haiidling.
CAUTION
If the aircraft is partially fueled there shall
be more fuel weight forward of the landing
gear than aft of the landing gear. The air-
craft can then be handled with any configuration
of component/equipment removal.
Note
During engine ground operation, transfer fuel
to the number one tank as required to maintain
the fuel weight forward of the landing gear.
3-2
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3-8. Aircraft Anti-Tipping Prop. (See Figure 3-I.)
3-9. The anti-tipping prop is a safety device used to ensure aircraft
stability when equipment is removed forward of the main gear location or
when maintenance is being performed on the wing section of the aircraft.
CAUTION
The anti-tipping prop must be used at all
times when the aircraft is resting on its
landing gear in a normal ground attitude.
The anti-tipping prop shall not be used under
the following conditions:
a. While the aircraft is resting on jacks
or being raised or lowered by jacks.
b. As a device to augment or replace the
normal jacking equipment.
c. When landing gear maintenance is per-
formed which will change its geometry, unless
it can be determined that such changes will not
overload the prop assembly eg. inflating or de-
flating gear struts or tires.
3-3
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NOTE
7\
F. S.
1226
THIS PROP IS A SAFETY DEVICE TO PREVENT TIPPING
DURING SERVICE OR MAINTENANCE OPERATIONS.
TO BE USED AT ALL TIMES ';')HEN AIRCRAFT IS IN
A NORMAL GROUND ATTITUDE.
PROP MAY BE USED ON EITHER SIDE ON SHIP.
WITH ROD END SCREWED FULLY IN, ADJUST LENGTH
OF PROP TO ENGAGE PIP PIN HOLE WITH LOWER
BASE. FOR NORMAL OPERATION ADJUST BASE 3 - 4
INCHES CLEAR OF GROUND.
REMOVE 2 FLUSH SCREWS FROM AIRCRAFT AND
ATTACH PROP WITH HAND SCREWS. RETAIN
FLUSH SCREWS IN KEEPER HOLES ON UPPER
BASE. REPLACE FLUSH SCREWS AFTER
REMOVING PROP.
A CHOCKS MUST BE USED WHEN PROP IS ATTACHED.
/5\
BE SURE NITROGEN PRESSURE IS MAINTAINED AT
700 P. S. I. z 50 P. S. I. UNLOADED. DO NOT ALLOW
PRESSURE TO.EXCEED 1800 P. S. I. WHEN
COMPRESSED. DO NOT ALLOW PROP TO BOTTOM OUT.
DETAIL B
CHOCKS AND PROP INSTALLED
CAUTION
PROP IS NOT TO BE USED WHEN AIRCRAFT
IS BEING JACKED UP OR DOWN.
PROP IS NOT TO REPLACE OR AUGMENT
AIRCRAFT JACKING SYSTEM.
PROP (SNOT TO BE USED DURING
MAINTENANCE OF LANDING GEAR.
PROP MAY BE USED DURING INFLATING
OR DEFLATING STRUTS OR TIRES, IF
SUCH CHANGE WOULD NOT OVERLOAD PROP.
1 ANTI-TIPPING PROP
2 FILLER VALVE
3 HAND SCREW (2 REQ'D)
4 UPPER BASE
5 RUBBER PAD
6 0-2000 PSI GAGE (NITROGEN)
7 HANDLE
8 PIP PIN
9 ROD END
10 LOWER BASE
11 CHOCKS (M. L G.)
12 STRUCTURAL SCREWS
E. S. 79
MAX.STROKE 1C/'
NORMAL
OPERATION
ADJUSTMENT
3 - 4 INCHES
DETAIL A 10A 9
ANTI-TIPPING PROP ASSEMBLY
3 DETAIL
SCREW KEEPER HOLES
MA12-2-1-15
Figure 3-1. A
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3-4
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3-10. Cockpit Entry.
3-11. Normal entrance into the pilot's cockpit is made by use of an
approved external stand after the canopy is open. (See Figure 3-2.)
Note
Refer to Section II for emergency access to the
cockpit.
CAUTION
Exercise extreme caution when positioning the
external stands to prevent damage to the chine
sections.
3-12. Aircraft Towing.
3-13. Limitations.
CAUTION
All towing from the nose gear shall be done by
means of the nose gear tow bar AG-64.
a. The nose gear scissors shall be disconnected prior to any
movement of the aircraft by towing.
b. The nose gear towing angle shall not exceed 1-45 degrees
from the aircraft longitudinal centerline. Pushing or pulling within
this angle up to the maximum allowable gross weight is permissable
on hard surface ramps ONLY and for short distances ONLY eg.
moving aircraft in and out of the hanger.
3-5
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DETAIL A
AG 276
CAUTION
MAINTAIN CLEARANCE
BETWEEN LADDER
AND AIRCRAFT
AG 76
SHADE COVER AND STAND "HOWDAH"
CAUTION
SECURE WHEEL LOCKS WHEN
CORRECTLY POSITIONED �
AG 131
WORK STAND
� RIGHT INSTALLATION SHOWN
LEFT INSTALLATION TYPICAL
CAUTION
LOCK WHEELS AND SECURE JACKS
AGAINST FLOOR AF1IR INSTALLATION.
MAINTAIN CLEARANCE BETWEEN
STAND AND AIRCRAFT.
12-7-1-31
Figure 3-2. Cockpit Entrance.
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3-6
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CAUTION
Gross weight must be less than 60,000 pounds when
towing long distances.
c. In an emergency it is permissable to pull or push on the nose
gear tow bar when it is 90 degrees to the aircraft longitudinal center-
line with one set of main gear wheels set, causing rotation of the air-
craft about this pivoting main gear. Such movement is allowed ONLY
on HARD SURFACES - USE EXTREME CAUTION!
d. The nose gear tow bar has built-in shear screws. Lf a towing
condition arises whereby the shear screws fail, then the aircraft shall
be towed from the main gears, using the applicable equipment and
following the procedures under "Main Gear Towing."
e. Maximum towing speed shall not exceed ten (10) miles per
hour.
I. Sufficient personnel shall be available to ensure that adequate
clearance is maintained between other aircraft building, and vehicles
and the aircraft while it is being moved.
g.
No aircraft braking shall be used during the towing operation.
The only brake pressure available would be from the brake accumulator
and it may be discharged.
3-7
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Note
There are no provisions for a parking brake.
Prior to aircraft movement the brake accum-
ulator charge may be checked by viewing the
pressure gage located in the right main wheel
well.
h. The aircraft is not designed for stopping reaction forces while
moving in the aft direction. Therefore, wheel chocks shall not be
dropped behind the main wheels and used as dynamic stopping devices,.
i. There are no restrictions on using chocks as dynamic stopping
devices while the aircraft is being towed forward.
One person shall be stationed at each main wheel during the
towing operation. Fnch shall be provided with an approved chock to
be used as necessary consistent with items h and i.
k. When the strut clamp assembly of AG-120 and Tow Strap
AG-148 are used during main gear towing, there are no gross weight
or terrain limitations on towing the aircraft.
All gear struts shall be pressurized for towing. The nose
gear strut shall be adjusted, if necessary, so that a maximum of
12 inches of piston is exposed.
3-8
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3-14. Nose Gear Towing Procedure. (See Figure 3-3.)
a.
Disconnect the nose gear scissors and secure the bolt and
nut to the upper link.
b. Support the upper scissors link by a suitable strap from the
nose gear safety lock pin. The lower scissors link is supported by
the static ground strap bracket.
c. Attach the AG-64 Tow Bar to the nose gear.
d. The aircraft is now ready for towing provided all leads,
lines, etc. are released.
CAUTION
Observe all limitations listed under paragraph 3-13.
3-15. Main Gear Towing Procedures.
(See Figure 3-4.)
3-16. When towing forward or turning from the main gear wheels, under
severe conditions, the following procedures shall be used:
a.
Attach the strut clamp assemblies of AG-120, placing the
one inch retaining bolts through the appropriate holes of AG-148
Tow Strap into the top pivot shaft of the upper scissors link.
Finger tight is sufficient for the bolts.
b. Attach approved cables and clevises between the tow strap
and the towing vehicle(s).
3-9
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re
2
CHOCKS MAY BE USED AS STOPPING DEVICES
(FOR M. L C.) WHEN TOWING FORWARD.
DO NOT USE CHOCKS AS STOPPING DEVICES
WHEN TOWING AFT.
GEAR SAFETY PINS TO BE INSTALLED WHEN
TOWING.
SCISSORS TO BE DISCONNECTED AND LANYARD
ATTACHED TO UPPER SCISSORS.
SHEAR PINS ARE DESIGNED TO FAIL AT A
10,000 LB LOAD.
FWD r,
( \
DETAIL
SCISSORS DISCONNECTED
AND LANYARD ATTACHED
12
A
7
1. NOSE LANDING GEAR TOW BAR AG-64
2. NOSE LANDING GEAR ASSEMBLY
3. CHOCKS (M. L G.) AG 217
4. ACTUATING CYLINDER (DRAG STRUT)
5. SAFETY PIN (ACTUATING CYLINDER)
6. UPPER SCISSORS AND LANYARD
7. LOWER SCISSORS
& UPLOCK DOOR MECHANISM
9. SAFETY PIN (DOOR MECHANISM)
10. SHEAR PIN -6 REQ'D (2 PLACES)
1L TOW BAR AXLE PLUNGER
12. WHEEL AXLE
11 12
DETAIL D
TOW BAR AXLE PLUNGER ENGAGED
TO WHEEL AXLE (TYPICAL 2 PLACES)
CAUTION
ALL NOSE GEAR TOWING AS SHOWN.
MAXIMUM SPEED 10 M. P. H. IN A STRAIGHT DIRECTION.
MAXIMUM SPEEDS M. P. H. (NA TURNING DIRECTION.
SUFFICIENT PERSONNEL USED TO ENSURE NO
DAMAGE IS DONE TO AIRCRAFT, OTHER AIRCRAFT,
BUILDINGS OR EQUIPMENT.
2
,
((g_%�."_
r�
DETAIL A
TOW BAR SHOWN IN
ATTACHED POSITION
90� ALTERNATE
(LIMITED TERRAIN)
45� NORMAL
'UNLIMITED
TERRAIN)
Figure 3-3. Nose Gear Towin,:..
DETAIL B
TURNING ANGLES
(PUSH OR PULL)
?Ey. 6/25/61,
MA12-2-1-7
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3-10
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CAUTION
ALL MAIN GEAR TOWING TO BE DONE WHEN NOSE
GEAR TOWING IS IMPRACTICAL
SUFFICIENT PERSONNEL TO BE USED TO ENSURE
NO DAMAGE IS DONE TO AIRCRAFT
NOSE GEAR STEERING (TOW BAR) MAY SE USED IN
CONJUNCTION WITH MAIN GEAR TOWING.
(NO VEHICLE ATTACHED)
DO NOT USE WHEEL CHOCKS AS STOPPING
DEVICES WHEN TOWING AFT.
L MAIN LANDING GEAR ASSEMBLY
2. SAFETY PIN (ACTUATING CYLINDER)
3. TOWING CABLE AND CLEV I S
4. TOW STRAP
5. ATTACHING BOLTS -2 REQ'D EACH GEAR
6. LOWER SCISSORS
7. UPPER SCISSORS
8. ACTUATING GEAR CYLINDER
9. SHOCK STRUT
10. SLEEVE
A\4
7
6
DETAIL A
M. L G. FORWARD AND AFT
TOWING ARRANGEMENT
/\5.
DETAIL B
TOW STRAP ATTACHMENT
(TYPICAL MAIN GEARS)
NOTE
A GEAR SAFETY PINS TO BE INSTALLED WHEN
A TOWING AIRCRAFT (TYPICAL BOTH MAIN GEARS)
/2 \ REVERSE INSTALLATION OF Tow STRAP FOR
A FORWARD TOWING.
/3\ USE r BOLTS (FROM STRUT CLAMP ASSEMBLY AG-120)
THROUGH UPPER SCISSOR HOLES. FINGER TIGHT ONLY.
,
10
4,
�
A
r
SECTION C-C
??'Ar. 6/25/61,
MA12-2-1-8
Fi,;lure Clear Towin.r.
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3-11
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C, If necessary, the nose gear tow bar, AG-64 or TAG-64,may
be attached and used for steering as required. Disconnect the nose
gear scissors before towing.
d. Pickup the load with the tractor(s) as smoothly as possible
in order to keep the dynamic loads at a minimum.
CAUTION
Observe all limitations listed under paragraph 3-13.
3-17. When towing aft from the main gear under severe conditions
the following procedures shall be used:
a. Attach Tow Strap AG-148 onto the main gear using the one
inch bolts from AG-120 Clamp.
b. Attach approved cables and clevises between the towing
vehicle(s) and the tie-down lug on �Tow Strap AG-148.
c. Both main gear may be pulled on from a single tractor
positioned syrnetrically behind the aircraft about 70 feet from
the main gear location. Two tractors may also be used, one per
gear, pulling straight aft.
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d. If necessary, the nose gear tow bar, AG-64 or TAG-64,
may be attached and used for steering as required. Disconnect
the nose gear scissors prior to towing..
e. Pickup load with the tractor(s) as smoothly as possible
in order to keep the dynamic loads at a minimum.
CAUTION
Observe.; all limitations listed under paragraph 3-13.
3-18. After towing operation, install approved wheel chocks forward
and aft of the main gear wheels. Reconnect the nose gear scissors and
install bolt and nut, finger tight is sufficient, and secure with a safety
pin.
Note
It may be necessary to move the tow bar by
hand to align the scissors links.
3-19. Parking Procedure.
a. Install a ground safety lockpin in each landing gear point.
b. Install safety pins in both seat "D" rings and canopy jettison
handles. (See Section II)
c. Place chocks fore and aft of each main gear wheel.
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d. Install all protective covers. (Refer to Section IL)
e. Statically ground the aircraft at the nose gear point.
f. Install anti-tipping prop.
3-20. Aircraft Mooring and Run-Up Tie-Down Provisions. (See Figure 3-5.)
3-21. Hoisting Provisions After Wheels Up Landing. (See Figure 3-6.)
3-22. Prior to installation of hoisting equipment the cockpit seat and
rail assembly will require removing.
WARNING
Deactivate all ballistics by disconnecting lines
or sever all lines with shears.
3-23. Aircraft Jacking Procedure.
3-24. Limitations - Jacking.
a. A maximum gross weight of 117, 000 pounds shall be adhered
to when jacking any or all landing gear for purposes of changing a tire,
wheel or brake assembly. All wing panels and latches shall be secured
and the nacelle closed and secured.
CAUTION
There shall be no jacks used on the fuselage
or wing jack points at this gross weight.
(117,000 lbs.)
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FITTING
ASSEMBLY
-PIN
DETAIL A
NOSE LANDING GEAR
A
RUN PROCEDURE
POSITION AIRCRAFT AND ATTACH CABLES AND FITTINGS
DO NOT USE tVHEEL CHOCKS
ADJUST TURN BUCKLES ON MLG CABLES SO THAT
NLG CABLES RIG OUTBOARD AND FORWARD
3 INCHES TO 7 INCHES AHEAD OF NLG.
PROCEED WITH SINGLE OR DUAL ENGINE
RUNUP
PIN
CABLE
DETAIL B
MAIN LANDING GEAR
-CABLE SUPPORT RAMP
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---
AG481
YOKE ASSY
N OH
CRANES LIFTING M. L G. STRUTS
SHALL HAVE A CAPACITY
OF 27.000 LBS. (MINI
CRANE LIFTING AG484
YOKE SHALL HAVE A
CAPACITY OF 6,000 LB S (MINI
AG484 YOKE SHALL BE
ATTACHED TO THE SEAT
TRACK BRACKET BY
EXISTING BOLTS
AG482-3 SLING
AG482- 2 CABLE PAD ASSEMBLY
IN LIFTING POSITION
A'cli 377 PANEL REMOVED
GIVING ACCESS TO L G.
TRUN ION AND STRUT
Figure 3-6.
oi stir: r c raft.
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b. A maximum gross weight of 68,000 pounds shall be adhered
to when jacking the aircraft using wing and/or fuselage jacks. The
nacelle and wing shall be closed and properly secured.
c. The maximum gross weight that shall be adhered to when jacking
the aircraft using wing and/or fuselage jacks when either or both nacelles
and wings are open shall be the zero fuel weight of the aircraft.
3-25. Structural Limitations.
a. Inboard Wing Panels - The removal of inboard wing panels
shall require aircraft gross weight to be at the zero fuel weight
or less and that all fuselage, wing jack and contour boards are in
position and adjusted prior to removal of any inboard wing paneL
b. Tires - If the aircraft is to remain idle for a period exceeding
three days, all wheels shall be rotated one-third at the end of each
48 hour period so as to change complete ground contact area of the
casings. As an alternate, the aircraft may be jacked up at a height
sufficient to relieve casing load.
3-26. Fuselage and Wing Jacking Procedure. (See Figure 3-7.)
a.
There are five jack pads, three primary and two secondary,
which require attachment to the aircraft.
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(t.
. CD
0
N.)
X,
/1\- AG-56
/2\ PRIMARY JACK POINTS
A3 AG-51
A AG-5R
A SECONDARY JACK POINTS
76\ A3-147-3 WING CONTOUR BOARDS (TYPICAL SIX P! ACES W. S. 72
CONTOUR BOARD JACK TYPICAI SIX PLACES
USED FOR CONTOUR BOARDS ONLY
JAG-201N JAC":. PAD FS 550
A AG-66 WING JACK PAD B.S. 954 W. S. 134
AG-.14.:-3 U.S. NAC. SP1.1T LINE JACK PAD B. S. 1130 W. S. 150
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�
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A\ PRIMARY JACK POINTS
SECONDARY JACK POINTS
(STABILIZATION ONLY
A SPACER USED ONLY WITH
NACELLE OPEN
A HEX HEAD BOLT, 2 PLACES,
COAT WITH ELECTROF I LM
NO. 22T BEFORE INSTALLING
DETAIL A
AG-67
lo
o
C2)
L
DETAIL B
AG-66 JACK PAD
N. S. 954
G
A
AG 146-5 SPACER
DETAIL
AG-146-3
NACELLE SPLIT
LINE JACK PAD
N. S. 1130
� Figure 3-7. Faselao.e and Jacking.
(Sheet 2 of 2)
.Al2-2-1-23
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b. Position all five tripod jacks under their respective jack
pad location. Operate the forward fuselage, left and right wing
jacks (primary) so that the aircraft is raised smoothly and uni-
formly until all aircraft Weight is supported by these three jacks.
c. Extend both secondary jacks until their wheel springs are
compressed and all jack feet rest securely on the floor. Extreme
care must be exercised so that these jacks are not relieving the
primary jack loads. The function of both secondary jacks is that
of support only.
CAUTION
If work is contemplated within engine nacelles, it
will be necessary to raise the outer nacelle and wing
half prior to installation of the secondary jacks.
If it is decided to open the nacelle and wing half
while the aircraft is on jacks, it is permissable to
temporarily remove both secondary wing jacks and
pads. However, install Spacer AG-146-4 under
AG-146-3 Jack Pad Base when replacing the jacks.
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3-27. Contour Board Installation.
a.
Position contour stand under each wing, spanning the desig-
nated beam stations along wing station 72. Raise the contour boards
until they are firmly in place and secure in this position.
CAUTION
Shim jack feet as required to-ensure side
clearance between the jack screw and socket
collar of the contour board.
3-28. Contour Boards, Sacks and Jack Pads Removal.
3-29. All contour boards, jacks and pads shall be removed in the following
order. All inboard wing panels shall be in place before removing fuselage or
wing jacks.
a. All six contour boards shall be removed first.
b. Left and right secondary jacks shall be removed after
removal of all contour boards.
c. All three primary jacks shall be smoothly and uniformly
lowered until all aircraft weight rests entirely on the landing gear.
d. All jack pads shall be removed and the areas cleared of all
equipment.
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3-30. Jacking Procedure - Landing Gear Jack Points. (see Figure 3-8 4 3-9.)
a. Position specified gear jack under built-in jack points on
the gear) desired to be raised.
CAUTION
At high gross weights, sufficient footing shall
be provided under the jack feet to ensure that
the aircraft is raised and that jacks are not
forced down into the ground or floor.
Note
Should the tire spread prevent installation of
the AG-49 Jack Beam, it will be necessary
to relieve tire loads by reducing gross weight
to 68,000 pounds.
b. After all required maintenance .has been completed, slowly
and smoothly lower landing gear wheels down on to the floor and
remove all jacking equipment.
3-31. Deceleration Parachute Handling.
3- 32. The aircraft is equipped with a deceleration parachute system which
is used as a supplement to the aircraft brakes. It is used to reduce rollout
distance during an aborted take-off or after a landing.
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A NOTE
JACKING IS PERMITTED UP TO
MAXIMUM GROSS WEIGHT
BOTH MAIN GEARS SHALL BE
CHOCKED FORE AND AFT
GEAR SAFETY LOCKS SHALL BE
IN ALL THREE GEARS
/ 1\ NOSE WHEEL STEERING SHALL
NOISE ACTUATED WITH SCISSOR
LINKS CONNECTED
AG-319 ANTI-TIPPING PROP SHALL
BE REMOVED DURING JACKING
Figure 3-8. Nose Gear jackin.
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/
JACK AND BEAM ASSEMBLY
IN POSITION FOR TRANSPORT
AND STOV:AGE
NOTE
TYPICAL FOR BOTH MAIN GEAR.
JACKING SHOULD BE ON HARD SURFACE.
JACKING IS PERMITTED UP TO MAXIMUM
GROSS \Al GHT.
GEAR SAFETY PINS SHALL 'LE INSTALLED.
AG3I9 ANTI-TIP PROP SHALL
DE REMOVED.
HYDRAULIC JACK
CYLINDERS
JACK HANDLE1
LAG49 HAM
AS
"1--i 0 L.., e 7 Mair.
THIS PIN SECURES
FULCRUM PLATE FOR
TRANSPORT AND STOWAGE
FULCRUM
PLATE
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3-33. Normally a crew of three men with a suitable vehicle will be
required to retrieve the deceleration parachute after it has been jettisoned.
The deceleration parachute assembly will be gathered up and placed in a
suitable container to keep it clean and protect it from snagging or tearing.
3-25"
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