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NOTICE
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FOR THIS TECHNICAL ORDER, CLICK ON THE CONTACT BUTTON.
TECHNICAL ORDER 00-105E-9 TECHNICAL CONTENT MANAGER
WRITTEN CORRESPONDENCE:
HQ AFCESA/CEXF
ATTN: Egress Manager
139 Barnes Drive
Tyndall AFB, Florida 32403-5319
E-MAIL:
Tom.Stemphoski@tyndall.af.mil
HQ AFCESA Fire Protection WEB PAGE: (Access requires 128 bit encryption.)
https://www.afcesa.af.mil/Directorate/CEX/fire/default.html
PHONE:
(850) 283-6150
DSN 523-6150
FAX:
(850) 283-6390
DSN 523-6390
For technical order improvements, correcting procedures, and other inquiries,
please use the above media most convenient.
SEGMENT 1 INFORMATION CHANGE NOTICE
This page is provided to notifiy the user of any informational changes made to Technical Order 00-105E-9 in this Segment and the current Revision.
Informational changes will be referenced in the Adobe Reader’s Bookmark tool as a designator symbol illustrated as a <[C]> for quick reference to the
right of the affected aircraft. The user shall insure the most current information contained in this TO is used for his operation. Retaining out of date
rescue information can negatively affect the user’s operability and outcome of emergencies. If the user prints out pages his unit requires, the user
shall print the affected page(s), remove and destroy the existing page(s), and insert the newly printed page(s) in the binder provided for that purpose.
A Master of this TO shall be retained in the unit’s library for reference, future printing requirements and inspections.
CHAPTER
5
5
5
5
AIRCRAFT
B-52
B-52
B-52
B-52
PAGE
5
7
8
9
EXPLANATION OF CHANGE
Emergency entry procedures changed. Communication with crew and its importance.
New information pertaining hatches and M-27 initiators.
Realignment of graphics and callouts.
Added step to cut safety pin streamer to avoid entanglement with crew during extraction.
TO 00-105E-9
TECHNICAL MANUAL
AIRCRAFT
EMERGENCY RESCUE
INFORMATION
(FIRE PROTECTION)
THIS PUBLICATION SUPERCEDES TO 00-105E-9, REVISION 2, DATED 8 OCTOBER 1999
AND SAFETY SUPPLEMENTS 1, 2, 4, AND 5.
NOTE: THIS REVISION INCORPORATES NATO AIRCRAFT FOR THE FIRST TIME.
DISTRIBUTION STATEMENT: Approved for public release; distribution is unlimited. Questions
concerning technical content and distribution should be directed to HQ AFCESA/CEXF Attention:
Egress Manager 139 Barnes Drive Suite 1 Tyndall AFB, FL 32403-5319.
PUBLISHED UNDER AUTHORITY OF THE SECRETARY OF THE AIR FORCE
REVISION 3
15 January 2001
TO 00-105E-9
LATEST REVISION. DESTROY SUPERCEDED REVISIONS.
LIST OF EFFECTIVE PAGES
Important Notice: This publication is published in digital media format. All former
paper and CD-ROM editions are no longer valid and shall not be circulated for
official use. Each revision of this publication will be treated as a new basic with
incorporated changes, therefore each superceded revision should not be used to
prevent using outdated information.
Dates of issue for original and changed pages are:
Original................0....21 January 1999 (CD-ROM)
Revision 2............2.....8 October 1999 (Web Version)
Revision 3............3...15 January 2001 (Web Version #2)
THIS PUBLICATION CONSISTS OF THE FOLLOWING:
Page
*Revision
No.
No.
Title......................................0
A..........................................0
i...........................................0
ii -.......................................0
1-1.....................................0
2-1 - 2-15...........................0
3-1 - 3-11...........................0
Chapter 4 Cover................0
4-1.....................................0
A-10.1 - A-37.6..................0
Chapter 5 Cover................0
5-1.....................................0
B-1.1 - B-52.9....................0
Chapter 6 Cover................0
6-1.....................................0
C-5.1 - KC-10.23...............0
Chapter 7 Cover................0
7-1.....................................0
E-3 30/35.1 - VC-25A........0
Chapter 8 Cover................0
8-1.....................................0
QF-4.1 - F-117A................0
Chapter 9 Cover................0
9-1.....................................0
UH-1N.1 - MH-60J.............0
Chapter 10 Cover..............0
10-1...................................0
U-2.1 - SR-71....................0
Chapter 11 Cover...............0
11-1....................................0
T-1A.1 - T-43.....................0
Chapter 12 Cover..............0
12-1...................................0
U-3.1 - U-26A....................0
Chapter 13 Cover..............0
13-1...................................0
AH-1S.1 - UH-60A/L..........0
A
Page
*Revision
No.
No.
Chapter 14 Cover....................0
14-1.........................................0
T-41.1 - T-42...........................0
Chapter 15 Cover....................0
15-1.........................................0
U-8F.1 - U/RU-21....................0
Chapter 16 Cover....................0
16-1.........................................0
OV-1.1 - DASH 7.....................0
Chapter 17 Cover....................0
17-1.........................................0
DC-8.1 - 777 ...........................0
Chapter 18 Cover....................2
18-1.........................................2
A/TA-4 - AV-8B........................2
Chapter 19 Cover....................2
19-1.........................................2
F-5E/F - F/A-18.......................2
Chapter 20 Cover....................2
20-1.........................................2
E-2 - S-3..................................2
Chapter 21 Cover....................2
21-1.........................................2
C-2 - C-20...............................2
Chapter 22 Cover....................2
22-1.........................................2
T-2 - T-45A.............................2
Chapter 23 Cover....................2
23-1........................................2
AH-1 - SH-60...........................2
Chapter 24 Cover....................3
24-1.........................................3
Alpha Jet - Tornado GR4........3
Chapter 25 Cover....................3
25-1.........................................3
Atlantic BR 1150 - P3/
CP-140/CP-140A....................3
Page
*Revision
No.
No.
Chapter 26 Cover......................3
26-1...........................................3
Airbus A310-300/CC-150 YS-11A......................................3
Chapter 27 Cover......................3
27-1...........................................3
CM-170 - T-45/CT-155/Hawk
TI &TIA......................................3
Chapter 28 Cover......................3
28-1...........................................3
A 109 - Wessex HC2/HC5C.....3
Chapter 29 Cover......................3
29-1...........................................3
CL-215/T - S-2E........................3
Chapter 30 Cover......................3
30-1...........................................3
Bulldog T MK1 - Tucano T-1.....3
Chapter 31 Cover......................3
31-1...........................................3
KDC-10 - VC-10/K4..................3
Chapter 32 Cover......................3
32-1...........................................3
U-17..........................................3
Chapter 33 Cover......................3
33-1...........................................3
Caravan II F406 - Xingu............3
Chapter 34 Cover......................3
34-1...........................................3
707-307C - DC-8F.....................3
* Zero in this column indicates an original page.
USAF
T.O. 00-105E-9
FOREWORD
This Technical Order (TO) has been designed to provide
information and establish procedures that may be encountered during various types of emergencies on US Air Force,
US Army, selected commercial for the Civil Reserve Airfleet,
US Navy/Marine, and NATO aircraft. Each emergency presents a different problem, but with a thorough knowledge of
the TO, you as a Fire Protection Technician can make knowledgeable decisions in performing a critical aircraft rescue.
Aircraft accident personnel, from post fire to clean-up should
also be familiar with this information to aid in a successful
conclusion to a aircraft incident.
Fire fighting is a highly technical profession in and around
grounded or crashed aircraft and the rescue of aircraft
occupants will take precedence over all other operations until it is established that there is no further life
hazard involved. The secondary responsibility is to extinguish and limit the damage to the aircraft by fire or
explosion. During the rescue of entrapped personnel, the
sequence of events listed in this TO should be followed.
Due to the variations injected in every situation, the
senior fire fighting officer-in-charge has the prerogative to change or alter the sequencing of events as he/
she deems necessary. In addition, the senior fire fighting
officer-in-charge may use all equipment and resources
available to accomplish the rescue regardless of prescribed
instructions contained within this TO. Pre-planning for various emergencies is another extremely important function
of the Fire Protection Technician. Each technician must
know his/her duties as they are outlined in the pre-planning for aircraft emergencies. This knowledge cannot be
acquired solely from the study of the diagrams published
in this TO and should not be construed to replace or substitute frequent “hands-on” training with crew members and
aircraft.
i
Constant attention must be given to the aircraft construction, position and location of crew members and passengers, aircraft skin penetration points, normal and emergency
entry points (internal and external), ejection seat safety and
canopy jettison removal with associated impactareas for
ejected seats and canopies, armament, fuel amount, oxygen systems, batteries, overheated brakes and exploded
wheel shrapnel areas, engine intake and exhaust danger
areas, radar emitting areas, composite areas, various hazardous gases and fluids and all other points of interest that
would lead to early rescue of aircraft personnel safely.
Therefore, it is essential that all material contained herein
be studied and assimilated by all Fire Protection and aircraft accident personnel.
Any questions about TO 00-105E-9, contact:
HQ AFCESA/CEXF
139 Barnes Drive Suite 1
Tyndall AFB, FL 32403-5319
Attention: US Air Force Fire Protection
Egress Manager
DSN 523-6150 FAX 523-6390
Comm: (850) 283-6150
Comm FAX: (850) 283-6390
Tom.Stemphoski@tyndall.af.mil
T.O. 00-105E-9
LIST OF ILLUSTRATIONS
U.S.A.F.
AIRCRAFT ID
CIVILIAN
ACFT ID
CHAPTER 4
A-10
A-37
318A
CHAPTER 5
B-1
B-2
B-52
CHAPTER 6
C-5
C-7
DCH-4
(V)C-9A/C
DC-9
C-12F
1900
C-12J
1900C
C-17A
C-18
707-320C
C-18D
707-320C
EC-18B
707-320C
C-20
C-20H
C-21
C-22B
727-100
C-23A
C-26
SA226/7
C-27A
G222
C-32A
757-200
C-37A
V
C-38A
SPX
C-130
382
C-135
717
C-135E
717
EC-135E
717
NKC-135A
717
NKC-135E
717
OC-135B
717
RC-135V/W
717
TC-135S
717
TC-135W
717
WC-135W
717
(V)C-137
717
C-141
NC-141A
C- 212
C-212
KC-10A
DC-10
CHAPTER 7
E-3 30/35
7O7-320B
E-4
747-200B
E-6B
707-320B
EA-6B
E-8A/C
707-300
E-9A
DASH 8-100
ORBITER
SHUTTLE
ORBITER CARRIER 747-200B
VC-25A
747-2G3B
ii
AIRCRAFT
MANUFACTURER
U.S. AIR FORCE
AIRCRAFT
NOMENCLATURE
FAIRCHILD/REPUBLIC
CESSNA
THUNDERBOLT II
DRAGONFLY
CHAPTER &
PAGE NO.
4-1
A-10.1
A-37.1
5-1
ROCKWELL INTERNAT’L
LANCER
B-1.1
NORTHRUP
SPIRIT
B-2.1
BOEING
STRATOFORTRESS
B-52.1
6-1
LOCKHEED
GALAXY
C-5.1
de HAVILLAND (CANADA)
CARIBOU
C-7.1
MCDONNELL DOUGLAS
NIGHTINGALE
(V)C-9A/C.1
BEECH
HURON
C-12F.1
BEECH
HURON
C-12J.1
BOEING ACFT COMPANY
GLOBEMASTER III
C-17A.1
BOEING
ARIA
C-18.1
BOEING
ARIA
C-18D.1
BOEING
ARIA
EC-18B.1
GULFSTREAM AEROSPACE
GULFSTREAM III
C-20.1
GULFSTREAM AEROSPACE
GULFSTREAM IV
C-20H.1
GATES LEARJET
LEARJET
C-21.1
BOEING
AIR GUARD AIRLIFT
C-22B.1
BEECH
SHERPA
C-23A.1
FAIRCHILD
METRO III
C-26.1
AERITALIA/SELENIA
SPARTAN
C-27A.1
BOEING
VICE PRESIDENTIAL
C-32A.1
GULFSTREAM
SM FRAME PRESIDENTIAL
C-37A.1
ASTRA (ISRAELI)
SMALL MEDIVAC
C-38A.1
LOCKHEED
HERCULES
C-130.1
BOEING
STRATOLIFTER
C-135.1
BOEING
ARGUS
C-135E.1
BOEING
ARIA
EC-135E.1
BOEING
WATERSPRAY TANKER
NKC-135A.1
BOEING
BIG CROW
NKC-135E.1
BOEING
OPEN SKIES
OC-135B.1
BOEING
ARIA
RC-135V/W.1
BOEING
ARIA
TC-135S.1
BOEING
ARIA
TC-135W.1
BOEING
ARIA
WC-135W.1
BOEING
STRATOLINER (VIP DUTY)
(V)C137.1
LOCKHEED
STARLIFTER
C-141.1
LOCKHEED
TEST PILOT SCHOOL
NC-141A.1
CASA (SPAIN)
AVIOCAR
C-212.1
MCDONNELL DOUGLAS
EXTENDER
KC-10A.1
7-1
BOEING
SENTRY (AWACS)
E-3 30/35.1
BOEING
ADV COMMAND POST
E-4.1
BOEING
TACAMO
E-6B.1
GRUMMAN
PROWLER
EA-6B.1
BOEING/NORTHRUP/GRUMMAN JOINT STARS (USAF/USA)
E-8C.1
de HAVILLAND (CANADA)
SEA SURVEILLANCE RADAR E-9A.1
ROCKWELL INTERNAT’L
SPACE ORBITER
ORBIT.1
BOEING
ORBITER CARRIER
OC.1
BOEING
AIR FORCE ONE
VC-25.1
LIST OF ILLUSTRATIONS
U.S.A.F.
AIRCRAFT ID
CHAPTER 8
QF-4
F-5E/F
F-15
F-16
F-22A
QF-106
F-117A
CHAPTER 9
UH-1N
CH-3E
HH-1H
MH-53J
MH-60G
CHAPTER 10
U-2
SR-71
CHAPTER 11
T-1A
T-3A
T-6A
T-37
T-38
T-39
T-41
T-43
CHAPTER 12
U-3
U-4
U-6
U-10
UV-18B
U-26A
CHAPTER 13
AH-1S
AH-64A
AH-64D
CH-47D
CH-54
MH-6
OH-58A/C/D
TH-67
UH-1
UH-60
CHAPTER 14
T-41
T-42A
CHAPTER 15
U-8F
U-9
U-10
UV-20A
U/RU-21
iii
CIVILIAN
MODEL ID
204B/205
S-61R
205
T67M260
318
172
737-200
310
H-295
DASH 6-300
T/U 206
AIRCRAFT
MANUFACTURER
U.S. AIR FORCE
AIRCRAT
NOMENCLATURE
MCDONNELL DOUGLAS
NORTHROP
MCDONNELL DOUGLAS
GEN.DYN/LOCKHEED
LOCKHEED/MARTIN/BOEING
GEN.DYN./CONVAIR
LOCKHEED/MARTIN
PHANTOM II
FREEDOM FIGHTER
EAGLE
FIGHTING FALCON
RAPTOR
DELTA DART
NIGHTHAWK
BELL
SIKORSKY
BELL
SIKORSKY
SIKORSKY
IROQOIS
JOLLY GREEN GIANT
IROQOIS
PAVE LOW
BLACK/PAVE HAWK
LOCKHEED
LOCKHEED
DRAGON LADY
BLACKBIRD/HABU
BEECH
SLINGSBY/NORTHRUP
RAYTHEON
CESSNA
NORTHRUP
ROCKWELL
CESSNA
BOEING
JAYHAWK
FIREFLY
TEXAN II
DRAGONFLY/TWEET
TALLON
SABRELINER
SKYHAWK
SURVIELLER
CESSNA
NORTH AMER. ROCKWELL
de HAVILLAND (CANADA)
HELIO
de HAVILLAND (CANADA)
CESSNA
CENTURION
BEAVER
SUPER COURIER
TWIN OTTER
TURBO 6/STATIONAIR 6
U.S. ARMY
209
77
77
107
S64
300C
206A
206A
205
BELL
HUGHES/MCDONL.DOUGLAS
HUGHES/MCDONL.DOUGLAS
BOEING
SIKORSKY
HUGHES
BELL
BELL
BELL
SIKORSKY
HUEY COBRA
LONGBOW APACHE
LONGBOW APACHE
CHINOOK
TARHE-SKYCRANE
CAYUSE
KIOWA
172
B55/E55
CESSNA
BEECH
SKYHAWK
COCHISE
D50/F50
BEECH
NORTH AM. ROCKWELL
HELIO
PILATAS PORTER(SWISS)
BEECH
SEMINOLE
H-295
PC-6
A-100
IROQUOIS
BLACKHAWK
SUPER COURIER
PILATAS
KING AIR
T.O. 00-105E-9
CHAPTER &
PAGE NO.
8-1
QF-4.1
F-5E/F.1
F-15.1
F-16.1
F-22A.1
QF-106.1
F-117A.1
9-1
UH-1N.1
CH-3E.1
HH-1H.1
MH-53J.1
MH-60G.1
10-1
1U-2.1
SR-71.1
11-1
T-1A.1
T-3A.1
T-6A.1
T-37.1
T-38.1
T-39.1
T-41.1
T-43.1
12-1
U-3.1
U-4.1
U-6.1
U-10.1
UV-18B.1
U-26A.1
13-1
AH-1S.1
AH-64A.1
AH-64D.1
CH-47D.1
CH-54.1
MH-6.1
OH-58A/C/D.1
TH-67.1
UH-1.1
UH-60.1
14-1
T-41.1
T-42A.1
15-1
U-8F.1
U-9.1
U-10.1
UV-20A.1
U/RU-21.1
T.O. 00-105E-9
LIST OF ILLUSTRATIONS
U.S.A.F.
CRAFT ID
CHAPTER 16
OV-1
C-8A
C-12A/C
C-12J
C-20H
C-21
C-22B
C-23A
C-31A
CHAPTER 17
DC-8
DC-9
MD-80
MD-90
DC-10
MD-11
L-1011
L-1011
707
720
727
737
747
757
767
777
CHAPTER 18
A/TA-4
AV-8B
CHAPTER 19
F-5E/F
F-14
F/A-18
CHAPTER 20
E-2
E-6
EA-6B
P-3
S-3
CHAPTER 21
C-2
C-9
UC-12
C-20
C-130
iv
CIVILIAN
MODEL ID
DCH-5D
1900
1900
727-100
F-27
AIRCRAFT
MANUFACTURER
U.S. ARMY
AIRCRAFT
NOMEMCLATURE
CHAPTER AIRPAGE NO.
GRUMMAN
de HAVILLAND (CANADA)
BEECH
BEECH
GULFSTREAM/AEROSPACE
GATES LEARJET
BOEING
BEECH
FOKKER (NETHERLANDS)
MOHAWK
BUFFALO
HURON
HURON
GULFSTREAM IV
LEARJET
AIRLIFTER
SUNDOWNER
16-1
OV-1.1
C-8A.1
C-12A/C.1
C-12J.1
C-20H.1
C-21.1
C-22B.1
C-23A.1
C-31A.1
COMMERCIAL/CIVIL RESERVE AIR FLEET
DC-8
DC-9
MD-80
MD-90
DC-10
MD-11
-1/-100/-200
-500
-1,2,3,400
ALL
ALL
ALL
VARIOUS
VARIOUS
VARIOUS
VARIOUS
BOEING
BOEING
BOEING
BOEING
BOEING
BOEING
LOCKHEED
LOCKHEED
BOEING
BOEING
BOEING
BOEING
BOEING
BOEING
BOEING
BOEING
10-40 SERIES
TRISTAR
TRISTAR
STRATOLINER
STRATOLINER
JUMBO JET
U.S. NAVY
707
DC-9
1900
DOUGLAS
MCDONNELL-DOUGLAS
SKYHAWK
HARRIER II
NORTHRUP
GRUMMAN
MCDONNELL-DOUGLAS
TIGER II
TOMCAT
HORNET
GRUMMAN
BOEING
GRUMMAN
LOCKHEED
LOCKHEED
HAWKEYE
HERMES
PROWLER
ORION
VIKING
GRUMMAN
MCDONNELL-DOUGLAS
BEECH
GULFSTREAM AEROSPACE
LOCKHEED
GREYHOUND
SKYTRAIN II
SUPER KING
GULFSTREAM III
HERCULES
17-1
DC-8.1
DC-9.1
MD-80.1
MD-90.1
DC-10.1
MD-11.1
L-1011.1
L-1011/500.1
707.1
720.1
727.1
737.1
747.1
757.1
767.1
777.1
18-1
A/TA-4.1
AV-8B.1
19-1
F-5E/F.1
F-14.1
F/A-18.1
20.1
E-2.1
E-6.1
EA-6B.1
P-3.1
S-3.1
21.1
C-2.1
C-9.1
UC-12.1
C-20.1
C-130.1
T.O. 00-105E-9
LIST OF ILLUSTRATIONS
U.S.A.F.
AIRCRAFT ID
CHAPTER 22
T-2
T-34C
T-39C
T-44
T-45A
CHAPTER 23
AH-1
UH-1N
H-2
H-46
H-53D
H-53E
TH-57
SH-60
CIVILIAN
MODEL ID
AIRCRAFT
MANUFACTURER
U.S. NAVY
NORTH AMERICAN
BEECHCRAFT
ROCKWELL
BEECHCRAFT
MCDONNEL-DOUGLAS/BAe
209
204B/205
107
206A
BELL
BELL
KAMAN
BOEING
SIKORSKY
SIKORSKY
BELL
SIKORSKY
AIRCRAFT
NOMEMCLATURE
CHAPTER
PAGE NO.
BUCKEYE
MENTOR
SABRELINER
KING AIR
GOSHAWK
SEA COBRA
IROQUOIS/HUEY
SEASPRITE
SEA KING
SEA STALLION
SUPER SEA STALLION
SEA RANGER
SEA HAWK
22.1
T-2.1
T-34.1
T-39C.1
T-44.1
T-45A.1
23-1
AH-1.1
UH-1N.1
H-2.1
H-46.1
H-53D.1
H-53E.1
TH-57.1
SH-60.1
MILITARY AIRCRAFT PREFIX IDENTIFICATION/FUNCTION FOR THIS MANUAL
PREFIX ID
A
B
C
E
F
H
K
M
MILITARY FUNCTION
ATTACK
BOMBER
CARGO/TRANSPORT
ELECTRONIC
FIGHTER
HELICOPTER
TANKER
SPECIAL OPERATIONS
PREFIX ID
N
O
Q
R
S
T
U
V
MILITARY FUNCTION
TEST BED
OBSERVATION
SPECIAL TEST
RECONNAISSANCE
STRATEGIC
TRAINER
UTILITY
VIP CARRIER
NOTE: COMBINATION OF PREFIXES DENOTES MULTI-ROLE MISSION. DOES NOT APPLY TO NATO AIRCRAFT.
NATO NATION DESIGNATIONS
BE: BELGIUM
NL: NETHERLANDS
CA: CANADA
NO: NORWAY
CR: CZECH REPUBLIC
PL: POLAND
DE: DENMARK
PO: PORTUGAL
FR: FRANCE
RO: ROMANIA
GE: GERMANY
SP: SPAIN
GR: GREECE
TU: TURKEY
IC: ICELAND
UK: UNITED KINGDOM
IT: ITALY
US: UNITED STATES
LU: LUXEMBOURG
PARTNERS FOR PEACE NATION DESIGNATIONS
AL: ALBANIA
LA: LATVIA
AZ: AZERBAIJAN
LI: LITHUANIA
BU: BULGARIA
MO: MOLDOVA
ES: ESTONIA
RU: RUSSIA
FI: FINLAND
SL: SLOVAKIA
GO: GEORGIA
SO: SLOVENIA
HU: HUNGARY
SW: SWEDEN
KA: KAZAKHSTAN
TR: TURKMENISTAN
KY: KYRGYZSTAN
UR: UKRAINE
v
T.O. 00-105E-9
LIST OF ILLUSTRATIONS
AIRCRAFT
IDENTIFICATION
USER
COUNTRY
CHAPTER 24
ALPHA JET
AMX*
AV-8A/B
HARRIER GR.MK7
HARRIER T-8*
HARRIER T-10*
SEA HARRIER 1*
SEA HARRIER 2*
SEA HARRIER FA 2*
JAGUAR E
JAGUAR GR1
JAGUAR GR1A*
JAGUAR GR1B*
JAGUAR MK1A
JAGUAR T-2
MIRAGE IV
MIRAGE FI CT/F-1/C-14
MIRAGE FIB
MIRAGE 2000 B/N/D
MIRAGE 2000C
TORNADO ADV/IDS*
TORNADO F3
TORNADO GR MK 1A
TORNADO GR1A/B*
TORNADO GR4
BE, FR,PO,GE
IT
SP,US
UK
UK
UK
UK
UK
UK
FR
UK
UK
UK
FR, UK
UK
FR
FR, SP
FR
UK
FR
GE,IT,UK
UK
GE,IT,UK
UK
UK
CHAPTER 25
ATLANTIC BR 1150
CANBERA PR7
CANBERA PR9
CANBERA T4
CANBERA TT18
FOKKER 50
MB 326
MB 339
NIMROD MR. MK 2P
NIMROD R-1
P-3/CP-140/CP-140A
GE,FR,IT
UK
UK
UK
UK
NL,SP
IT
IT
UK
UK
CA,GR,NO,PO,SP,US
CHAPTER 26
AIRBUS A310/300/CC-150
AIRBUS A310/304
ANDOVER CC2
AVIOCAR 212
BAE 146
BN 2A
C-20/H
C-27A/G222
C-31A/F-27
CC-129/C-47
C-130/T-10
C-135
FR, CA
GE
UK
SP, PO,US
UK
BE
DE,IT,TU
US.IT
US,NL
CA,TU
MULTI-NATION
MULTI-NATION
* INFORMATION PENDING
vi
NATO
AIRCRAFT
NOMEMCLATURE
CHAPTER
PAGE NO.
24-1
ALPHA JET.1
AMX.1
AV-8B.1
HARRIER GR.MK7.1
HARRIER T-8.1
HARRIER T-10.1
SEA HARRIER 1.1
SEA HARRIER 2.1
SEA HARRIER FA2.1
JAGUAR E.1
JAGUAR GR1.1
JAGUAR GR1A.1
JAGUAR GR1B.1
JAGUAR MK1A.1
JAGUAR T-2.1
MIRAGE IV.1
MIRAGE FICT.1
MIRAGE FIB.1
MIRAGE 2000 BND.1
MIRAGE 2000C.1
TORNADO ADV/IDS.1
TORNADO F3.1
TORNADO GRMK1A.1
TORNADO GR1A/B.1
TORNADO GR4.1
ALPHA JET
AMX
HARRIER
HARRIER
HARRIER
HARRIER
HARRIER
HARRIER
HARRIER
JAGUAR
JAGUAR
JAGUAR
JAGUAR
JAGUAR
JAGUAR
MIRAGE
MIRAGE
MIRAGE
MIRAGE
MIRAGE
TORNADO
TORNADO
TORNADO
TORNADO
TORNADO
BREQUET ATLANTIC
CANBERA
CANBERA
CANBERA
CANBERA
F-27 MARINE
MB 326
MB 339
NIMROD
NIMROD
ORION/AURORA/ARCTURUS
AIRBUS/POLARIS
AIRBUS
ANDOVER
CASA-212
BAE 146
ISLANDER
GULFSTREAM III/IV
SPARTAN
FOKKER
SKYTRAIN
HERCULES
STRATOLIFTER
25-1
ATLANTIC BR 1150.1
CANBERRA PR7.1
CANBERRA PR9.1
CANBERRA T4.1
CANBERRA TT18.1
FOKKER 50.1
MB 326.1
MB 339.1
NIMRODMR.MK2P.1
NIMRODR1.1
P-3/CP-140/CP-140A.1
26-1
AIRBUS A310/300/CC-150.1
AIRBUS A310-304.1
ANDOVER CC2.1
AVIOCAR 212.1
BAE146.1
BN 2A.1
C-20/H.1
C-27A/G222.1
C-31A/F-27.1
C-47.1
C-130/T-10.1
C-135.1
T.O. 00-105E-9
LIST OF ILLUSTRATIONS
AIRCRAFT
IDENTIFICATION
CHAPTER 26
C-135 FR
C-140
C-160 TRANSALL ASTARTE
C-160 TRANSALL GABRIEL
CC-138/UV-18A/B
CC-142/E-9A
CC/CE/CP-144
CN-235M
DO 28
FOKKER 60
748 HAWKER SIDDELEY
HU-16B
NORD 262
TRISTAR C2/C2K
YS-11A
USER
COUNTRY
NATO
FR
GE
FR,GE,TU
FR
CA,US
CA
CA
FR,SP
NL
NL
BE
GR
FR
UK
GE
CHAPTER 27
CM-170
EUROFIGHTER 2000*
E-25 CASA 101
F-4/RF-4E
F-5
F-16
F-18/CF-188/C-15/CE-15
F-100
F-104
G-91Y
MIG 29
PA 200 TORNADO
RAFALE*
SUPER ENTENDARD
T-45/HAWK T1 & T1A/CT-55
BE
GE,IT,SP,UK
SP
GE,TU,SP
US,NO,TU
BE,DE,NL,NO,PO,US
CA,SP,US
TU
GE,IT,NO,TU
IT
GE
GE
FR
FR
US,UK,CA
CHAPTER 28
A 109
AB 204
AB 204A/S
AB 206
AB 212
AB212A/S
AH-1 P/W
AH-64
AS-532
AS-550C2
BO-105CB
CH-47/HC2/3
CH-53/H-53D,E
CH-146*
ECUREUIL ALSTAR AS 355
ECUREUIL 2*
IT
IT,TU
IT,TU
IT,TU
TU
IT,TU,SP
TU,US
UK,US
TU
DE
GE
CA,IT,US,UK
GE,US
CA
FR
FR
* INFORMATION PENDING
vii
AIRCRAFT
NOMEMCLATURE
STRATOLIFTER
JETSTAR
TRANSALL ASTRATE
TRANSALL GABRIEL
TWIN OTTER
DASH 8
CHALLENGER
FOKKER
NORD
TRISTAR
CHAPTER
PAGE NO.
26-1
C-135FR.1
C-140.1
C-160TA.1
C-160TG.1
CC-138/UV-18.1
CC-142.1/E-9A.1
CC/CE/CP-144.1
CN235M.1
DO 28.1
FOKKER 60.1
748 HAWKER SIDDELEY.1
HU-16B.1
NORD 262.1
TRISTAR C2/C2K.1
YS-11A.1
27-1
CM-170.1
EUROFIGHTER
EUROFIGHTER 2000.1
E25 CASA101.1
PHANTOM II
F-4/RF-4E.1
FREEDOM FIGHTER
F-5.1
FIGHTING FALCON
F-16.1
HORNET
F-18/CF-188/C-15/CE-15.1
SUPER SABRE
F-100.1
STARFIGHTER
F-104.1
FIAT
G-91Y.1
MIG 29
MIG 29.1
TORNADO
PA 200 TORNADO.1
RAFALE
RAFALE.1
SUPER ENTENDARD SUPER ENTENDARD.1
GOSHAWK/HAWK T-45/CT-155/HAWK T1&T1A.1
28-1
A 109.1
AB 204.1
AB 204AS.1
AB 206.1
AB 212.1
AB 212AS.1
SEA COBRA
AH-P/W.1
APACHE
AH-64.1
AS-532.1
FENNEC
AS-550C2.1
BO-105CB.1
CHINOOK
CH-47/HC2/3.1
SUPER SEA STALLION
CH-53/H-53D,E.1
GRIFFON
CH-146.1
ALSTAR
ECUREUIL ALSTAR AS 355.1
ECUREUIL 2.1
LIST OF ILLUSTRATIONS
AIRCRAFT
IDENTIFICATION
USER
COUNTRY
CHAPTER 28
EH-101*
FENNEC AS 555AN
GAZELLE AH-1
GAZELLE HT2
GAZELLE HT3
HH-3F*
H/M/S/UH-60A/G/H/J/L
HUGHES 300/MH-6
HUGHES 500/OH-6
LYNX HAS 3
LYNX LBH MK 9
LYNX MK95
LYNX WG13
OH-13S
OH-58A/C/D
PUMA HC1/SA300
SA 313/318
SA 316B/319B/SE 3160
SA 341/342
SCOUT AH1
SEA KING AEW 2
SEA KING ASW 5
SEA KING HAR 3/SH 3D
SEA KING HAS/ASW/6
SEA KING HC4/MK-41/S-61/
WESTLAND SAR
SEA LYNX MK-88
SH-60B
SUPER FRELON SA 321
SUPER PUMA & COUGAR/HD-21*
UH-1
UH-1N
WESSEX HC2/HC5C
GE, DE
SP,US
FR
FR,SP,NL
NO,TU,US
IT,GR,NL
UK
CHAPTER 29
CESSNA SKYMASTER 337
CL-215T/UD-13
E-3F
G222VS/RM*
MYSTERE-FALCON 20/T-11
O-1
PD-808GE/RM*
S-2E
SENTRY AEW MK1
PO
GR,SP
FR
IT
BE,FR,NO,PO,SP
TU
IT
TU
UK
* INFORMATION PENDING
viii
UK
FR
UK
UK
UK
IT
TU,US
TU,US
DE,US
UK
PO
UK
FR
TU
TU,US
FR,PO,SP,TU, UK
BE
BE,FR,PO,NL
FR
UK
UK
UK
UK
UK
GE,UK,DE,BE,NO
NATO
AIRCRAFT
NOMEMCLATURE
T.O. 00-105E-9
CHAPTER
PAGE NO.
28-1
EH-101.1
FENNEC
FENNEC AS 555AN.1
GAZELLE
GAZELLE AH1.1
GAZELLE
GAZELLE HT2.1
GAZELLE
GAZELLE HT3.1
PELICAN
HH-3F.1
BLACKHAWK
H/M/S/UH-60A,G,H,J,L.1
CAYUSE
HUGHES 300/MH-6.1
CAYUSE
HUGHES 500/OH-6.1
LYNX
LYNX HAS 3.1
LYNX
LYNX LBH MK9.1
LYNX
LYNX MK95.1
LYNX
LYNX WG13.1
OH-13S.1
KIOWA
OH-58A/C/D.1
PUMA
PUMA HC1/SA300.1
SA313/318.1
ALOUTETT 111
SA 316B/319B/SE 3160.1
SA341/342.1
SCOUT
SCOUT AH1.1
SEA KING
SEA KING AEW 2.1
SEA KING
SEA KING ASW 5.1
SEA KING
SEA KING HAR 3/SH 3D.1
SEA KING
SEA KING HAS/ASW/6.1
SEA KING
SEA KING HC4/MK-41/
S-61/WESTAND SAR.1
SEA LYNX
SEA LYNX MK-88.1
SH60B.1
SUPER FRELON
SUPER FRELON SA 321.1
SUPER PUMA/COUGAR SUPER PUMA/COUGAR/HD-21.1
IROQUOIS
UH-1.1
IROQUOIS
UH-1N.1
SEA KING
WESSEX HC2/HC5C.1
29-1
CESSNA SKYMASTER 337.1
CL-215T/UD-13.1
SENTRY/AWACS
E-3F.1
G222VS/RM.1
MYSTERE-FALCON MYSTERE-FALCON 20/T-11.1
O-1.1
PD808GE/RM.1
S-2E.1
SENTRY/AWACS
SENTRY AEW MK1.1
SKYMASTER
LIST OF ILLUSTRATIONS
AIRCRAFT
IDENTIFICATION
USER
COUNTRY
CHAPTER 30
BULLDOG T MK1
CR-100
CRITABRIA 76CBC
CT-114
PILATUS PC-7
SAAB SUPPORTER T-17
SF 260M
SM 1019
T-33/CT-133
T-34
T-37
T-38
T-41
T-42
TB-30 EPSILON
TBM 700
TUCANO EMB 312F
TUCANO T-1
UK
FR
TU
CA
NL
DE
BE
IT
CA,TU
TU,US
PO,TU,US
PO,TU,US
TU,US
TU,US
FR,PO
FR
FR
UK
CHAPTER 31
KDC-10*
TRISTAR K1 & KC1
VC-10/C1
VC-10/C1K*
VC-10/K2
VC-10/K3
VC-10/K4*
NL
UK
UK
UK
UK
UK
UK
CHAPTER 32
U-17
TU
CHAPTER 33
CARAVAN II F406
CESSNA/EC-2
CESSNA 421B-402
FALCON 900
HFB-320 HANZA JET
JETSTREAM T MK1
JETSTREAM T MK2
JETSTREAM T MK3
MYSTERE 50
ROCKWELL 690A
SA 226 MERLIN IIIA
VC-7
XINGU
FR
SP,TU
TU
FR
GE
UK
UK
UK
FR
TU
BE
TU
FR
CHAPTER 34
707-307C
727
DC-8F
GE,SP
BE
FR
* INFORMATION PENDING
ix
NATO
AIRCRAFT
NOMEMCLATURE
T.O. 00-105E-9
CHAPTER
PAGE NO.
30-1
BULLDOG T MK1.1
CR-100.1
CRITABRIA 76CBC.1
CT-114.1
PILATUS
PILATUS PC-7.1
SAAB SUPPORTER SAAB SUPPORTER T-17.1
SF 260M.1
SM 1019.1
SHOOTING/SILVER STAR
T-33/CT-133.1
MENTOR
T-34.1
DRAGONFLY/TWEET
T-37.1
TALLON
T-38.1
SKYHAWK
T-41.1
COCHISE
T-42.1
EPSILON
TB-30 EPSILON.1
TBM 700.1
TUCANO
TUCANO EMB 312F.1
TUCANO
TUCANO T1.1
BULLDOG
EXTENDER
TRISTAR
VICTOR
VICTOR
VICTOR
VICTOR
VICTOR
31-1
KDC-10.1
TRISTAR K1 & KC1.1
VC-10/C1.1
VC-10/C1K.1
VC-10/K2.1
VC-10/K3.1
VC-10/K4.1
32-1
U-17.1
CARAVAN
CESSNA
CESSNA
HANZA
JETSTREAM
JETSTREAM
JETSTREAM
MYSTERE
MERLIN
33-1
CARAVAN II F406.1
CESSNA/EC-2.1
CESSNA 421B-402.1
FALCON 900.1
HFB-320 HANZA JET.1
JETSTREAM T MK1.1
JETSTREAM T MK2.1
JETSTREAM T MK3.1
MYSTERE 50.1
ROCKWELL 690A.1
SA226 MERLIN IIIA.1
VC-7.1
XINGU.1
34-1
707-307C.1
727.1
DC-8F.1
T.O. 00-105E-9
CHAPTER 1
INTRODUCTION
1-1. PURPOSE, SCOPE, ARRANGEMENT.
a. The Purpose of this manual is: to provide fire protection, support organizations, and other, either military or
civilian, whose duties are related directly or indirectly to the
performance of aircraft crash/rescue emergencies with
uniform and chrono-logically assembled aircraft crash/rescue information.
b. The Scope and Arrangement of this manual is:
basically two-fold; first to provide general information in
Chapter 2, Hazardous Materials in Chapter 3, and specific
information on US Air Force aircraft in Chapters 4 through
12, US Army aircraft in Chapters 13 through 16, selected
Commercial aircraft in Chapter 17 and US Navy aircraft in
Chapters 18 through 23. NATO aircraft chapters will encompass Chapters 24 through 34. Other chapters may
follow to include other weapon systems. Chapter 2 includes
general aircraft characteristics with regard to entry and exit
facilities; prevention of suffocation; removal of personnel
from seats; types, safetying and hazards of ejection seats;
and forcible entry. Chapters 4 through the remainder of
the publication include, as applicable to a given aircraft,
the following information:
c. General Arrangement Information:
(1) Overall Description.
(2) Color Code Legend.
(a) Blue - Fuel, quantity in US gallons, and location.
(b) Red - Skin penetration, armament, flare and chaff
dispensers, controls, switches, cut-in areas.
(c) Yellow - Oxygen bottles and converters and
window cut-in areas.
(d) Black - Batteries.
(e) Purple - Hydrazine.
(f) Orange - N2O4 Nitrogen Tetroxide.
(g) Green - Ammonia.
(h) Brown - Hydraulic and oil systems.
(i) Miscellaneous Colors - Airframe and composite
materials.
d. Normal/Manual/Emergency Entry:
(1) Normal/Manual - location and operational details for
doors, hatches, and handles for manual aircraft entry.
1-1
(2) Emergency - location and operational details for
doors, hatches, handles and canopy/hatch jettison controls.
(3) Skin Penetration and Cut-In - location and identifying markings of areas.
e. Engine/Auxiliary Power Unit (APU)/Battery Shutdown:
(1) Engine - location and position of engine throttle/control levers, engine fire shutdown switches, and T-handles
for fire retardant agent release.
(2) APU - Location (internal and external) and position of
APU master control switches, and fire retardant agent release switches.
(3) Battery - Location and operational switches for shutdown from flight deck or manual disconnect at battery terminals.
f. Ejection System Details:
(1) Location of ejection seat/s, canopy/s, and hatch/s
jettison systems.
(2) Location and method for safetying and/or cutting initiator hoses to disarm the system.
(3) Identification and location of initiating (trigge- ring)
devices (e.g. face curtain, D-ring, armrest/ejection control
handle).
(4) Location of initiators, rocket catapults/packs/ motors,
drogue guns for forced parachute deployment, canopy/
hatch removers, and any other possible danger areas related to the system.
g. Aircrew Extraction:
(1) Location of handles/controls and releases for safety
belts, harnesses, straps, and any other personnel connections that will prevent entanglement.
(2) Location and release of survival kits and personal parachutes.
(3) Location of seat positioning controls (tilt, vertical, horizontal, pivotal) and operation.
h. Information Presentation: To facilitate maximum presentation of information in Chapter 4 and onward for each
type and model aircraft, all general arrangement contents
will list special tools/equipment on top left corner of page,
including aircraft type on right side with a view of the color
code identifying location of fuel, armament, control switches,
oxygen, cut-in and skin penetration areas, and batteries.
Respectively, the four basic steps in detail will be listed on
left side of the page: step by step method of aircraft entry,
engine/APU/battery shutdown, ejection system safety, aircrew extraction. Other pages maybe added to expand the
methodology of the four basic areas including modifications and hazards affecting the rescue of personnel.
1-2. HOW TO OBTAIN COPIES.
a. Military Organizations: Download this TO from the
designated web site at Robins AFB, GA to a writeable CDROM. Web address is http://137.244.215.33/ti/tilta/documents/to00-105E-9.htm. The manual can be read on
Adobe Reader 4.0. This manual will be maintained in each
fire protection’s master TO file. The CD has print capability for user copies for the fire chief’s vehicle, alarm communication center and training section. A color printer is
recommended to take advantage of the color coding. This
publication will be maintained in current status by the fire
protection organization. The Air National Guard and Air
Force Reserve may obtain this publication by following the
above procedures. Any installation desiring information on
Navy aircraft may requisition NAVAIR 00-80R-14, 00-80R14-1, and 00-80R-20 in accordance TO 00-5-2. US Navy/
Marine aircraft information has been incorporated in Chapters 18 -23. NAVAIR’s address is Commanding Officer, Naval Air Technical Services Facility, 700 Robbins Avenue,
Philadelphia, PA 19111-5097. Other agencies, i.e., Army,
Navy, FAA, may obtain copies of this manual as stated
above. Paper copies are no longer distributed by the technical content manager. CD-ROM distribution is only considered under special circumstances, such as a customer
not having internet access at his installation.
1-2
T.O. 00-105E-9
b. Non-Military Organizations: The web site is a public web site and the information can be downloaded without restrictions. Foreign government access has also been
authorized. Customer accounts do not have be established
and the techncial content manager does not have be contacted for authorization to use the manual.
1-3. RECOMMENDING CHANGES.
a. MAJCOM Fire Protection Functions: are responsible in notifying HQ AFCESA/CEXF of any desired/required
changes to this TO for their assigned aircraft. AFTO Form
22s will be used for recommending changes or correcting
errors IAW AFR 60-9 and TO 00-5-1. The forms will be
forwarded through the MAJCOM to HQ AFCESA/CEXF
which is designated as the Office of Primary Responsibility
(OPR) and functional manager for the technical content
and management of this TO. Go to the contact page for
further information if contacting the technical content manager is required. (Page two of each Segment.)
1-4. AIRCRAFT PRE-FIRE PLAN.
a. AFTO Form 88 or Computer Generated Equivalent: will be used to supplement lesson plans for aircraft
familiarization and egress training. The prepared or computer generated form for an aircraft will be inserted, preceding the first page, into the appropriate aircraft section
of this Technical Order.
b. Optional Computer Generated AFTO Form 88:
A computer generated form allows for greater flexibility, over
the 20 year old form, for information. Information may be
expanded to include areas as follows: the Incident Command System/assignments, manpower utilization, agent
requirements and availability. Extended hazard/ safety information not included in Chapter 3 of this Technical Order
and are peculiar to the user’s local area may be included.
TO 00-105E-9
CHAPTER 2
GENERAL RESCUE, FORCIBLE ENTRY
AND EJECTION SEAT INFORMATION
2-1. PURPOSE AND SCOPE.
2-2. The introduction of high performance aircraft
into military and commercial use has resulted in aircraft design changes that affect the rescue of personnel under emergency conditions. The continuing
search to improve personnel escape and survival has
resulted in many changes and modifications to equipment. Fire protection personnel must keep abreast of
these changes and modifications as they occur, so they
may safely and quickly perform their duty of rescuing
personnel under emergency conditions. Lack of knowledge may result in fatal or serious injury to the fire protection personnel as well as to those they are attempting to rescue. Of necessity this section is general in
nature and does not include equipment, procedures or
modification for each type aircraft. Familiarization with
the type aircraft fire protection personnel may encounter, must be scheduled by the fire chief and accomplished in coordination with local egress, life support
technicians and aircrew members. ORGANIZATION,
PROCEDURES, TACTICS, FIREFIGHTING EQUIPMENT, AND TRAINING ARE DEVOTED TO ONE
CAUSE: THE RESCUE OF PERSONNEL INVOLVED
IN AIRCRAFT EMERGENCIES.
2-3. RESCUE PERSONNEL RESPONSIBILITIES.
2-4. Rescue personnel will be proficient in:
a. Aircraft entry, normal and emergency methods
including crew, passenger locations for type aircraft
involved. If conditions permit, enter the aircraft through
normal access provisions, i.e., doors, canopies, and
hatches, as this provides the most effective and expeditious entrance into the aircraft.
b. Engine(s) and APU/EPU shutdown, emergency
engine and APU/EPU shutdown procedures. Personnel will be knowledgeable of other engine and APU/
EPU shutdown procedures, i.e., normal. If aircraft type
allows, engine(s) and APU/EPU shutdown will be accomplished immediately after gaining access to the
cockpit or flightdeck. If the aircraft intake location presents a hazard, use an alternate engine(s) and APU/
EPU shutdown procedures if applicable, to preclude
the danger and possibility of personnel ingestion, and/
or engine disintegration/exhaust burns/turbulence.
NOTE
Emergency seat safetying procedures may
be accomplished prior to engine shutdown
on those aircraft equipped with ACES II
ejection seat(s); if, in the professional opinion
of the rescue crew, engine shutdown will not
be delayed.
c. Ejection system safetying procedures and precautions for the type seats used on various aircraft.
d. Aircrew extraction and methods of releasing
crewmembers from seat restraints and survival equipment. Personnel shall also be knowledgeable of safety
precautions required during the removal of aircrew
member’s life support equipment and high pressure
flight suits.
2-5. ENTRY AND EXIT FACILITIES.
2-6. DOORS.
2-7. Depending upon type of aircraft, doors may be
located on either side of the fuselage, or in the rear of
the fuselage. Doors may open to the side, up or down,
and from the interior or exterior of the aircraft. In many
cases an emergency release is provided in the interior
at the hinge side of the door. The release location is
normally indicated and the pull handle is painted red.
Pulling the handle will withdraw the pins from the hinges.
This arrangement, if the latch or frame is jammed, will
allow the door assembly to be pushed out of position
from the hinged side.
W AR NIN G
On some aircraft when doors are opened,
flammable escape slide chutes are
deployed.
2-1
TO 00-105E-9
Figure 2-1. Hatch Location for One Type of Aircraft
2-8. HATCHES
2-9. Hatch locations vary according to type of aircraft
and may be located on the sides, bottom or top of the
fuselage. Hatches designed for normal personnel access are hinged and may be opened internally or externally. Hatches designed for emergency escape from
the interior of the aircraft are generally secured internally with quick-opening compression devices around
the circumference and when released from the inside
or outside of the aircraft the complete hatch is removed.
Figure 2-1 shows different locations of hatches on one
type aircraft. The study of hatch locations and the
means of opening for specific aircraft are included in
Chapter 4 throughout the remainder of the publication.
itself, plus all the components used in opening and closing for normal entrance and exit, as well as those used
in jettisoning the canopy during an emergency. Three
types of canopies, the clamshell, sliding, and hinged
are commonly used on military aircraft (see Figure 22). The clamshell is hinged aft and opens upward at
the forward end. The sliding type rests on tracks on
the fuselage and opens and closes by a sliding action.
The hinged type is hinged at the side or top and opens
from the side. The sliding type canopy offers the greatest ease in rescue of crewmember(s) since no overhead restrictions exist. Special emphasis must be
placed on drills for removal of crewmember(s) from
aircraft utilizing clamshell canopies to assure that fire
protection personnel are thoroughly familiar with restrictions imposed.
2-10. CANOPIES.
2-12. CANOPY OPENING.
2-11. The canopy, a metal framework with a transparent material covering, is provided to enclose the cockpit and afford protection and visibility to the pilot and/or
crewmen. The canopy system includes the canopy
2-13. The method employed to open a canopy varies
with the type of aircraft. They may employ one, two, or
three methods of opening. Fire Protection personnel
2-2
TO 00-105E-9
COUNTERBALANCE SPRINGS
HINGE TYPES
CLAMSHELL TYPE
SLIDING TYPE
Figure 2-2. Types of Canopies
must become familiar with each method in order to
gain access in the most expedient manner. Normal
opening procedures are the primary means of gaining
access to the cockpit, followed by manual jettison and
finally cut-in method. If conditions warrant, canopy will
be jettisoned.
2-14. NORMAL. Normal opening and closing may be
accomplished either pneumatically, electrically, hydraulically and mechanically with counterbalance springs.
In the event of malfunction or mechanical damage to
the canopy system, it may be opened manually. When
the clamshell and pneumatic canopy is opened manually, it must be physically held, propped, or locked open
with a canopy lock depending on type of aircraft.
2-15. JETTISON. Jettisoning is another method of
opening the canopy. A handle for this purpose is located on the exterior of the aircraft, either left or right
under the canopy sill and so identified. The handle is
normally concealed behind a hinged access door and
is normally red or yellow and black in color. The trajectory of the canopy is normally up and aft under conditions with no wind. Personnel selecting canopy jettijectory of the canopy is normally up and aft under conditions with no wind. Personnel selecting canopy jettison need to stand forward of this trajectory while making sure that the impact area is vacated by all personnel. During adverse conditions, the canopy can impact the aircraft, causing possible damage to fuel cells
thus increasing the fire hazard as fuel is exposed to
fire. Under these conditions, all considerations for
canopy jettison can not be overlooked.
W AR NIN G
The ejection seat is armed at all times during
flight and should be considered armed until
safetied. Be sure to clear impact area when
jettisoning canopies - DEATH or INJURY can
occur from falling jettisoned devices.
2-3
TO 00-105E-9
2-16. PREVENTION OF SUFFOCATION.
2-17. To eliminate the possibility of crew member suffocation from lack of oxygen due to a damaged system or other obstruction to the air passage, fire protection personnel must act expeditiously during aircraft
ground emergency conditions. As soon as crew members are reached, immediately disconnect their oxygen face masks and hoses. IF A PRESSURE SUIT IS
BEING WORN, DEPRESSURIZE THE SUIT BEFORE
OPENING THE FACEPLATE. These procedures will
be followed except when an oxygen mask or faceplate
would provide additional fire, fumes, or heat exposure
to the crew member. Refer to Figure 2-3 for depressurization of pressure suits and faceplates; Figure 2-4
for disconnecting oxygen masks; and Figure 2-5 for
disconnecting oxygen hoses.
2-18. REMOVAL OF PERSONNEL FROM SEAT.
2-19. In order to accomplish rescue of personnel involved in an aircraft incident, they must be removed
from their seats. Seat restraints may range from a
simple lap belt in transport aircraft, to shoulder harness, lap belt systems and leg and arm restraints. More
sophisticated systems are employed in high performance aircraft.
2-20. SEAT RESTRAINT EQUIPMENT.
2-21. To restrain personnel in their seats, four systems are employed as follows:
a. Lap belt.
b. Lap belt and shoulder harness combination.
into the lap securing fitting. Addition of the shoulder
harness straps prevents the upper part of the body from
being thrown forward in event of a crash. To release
lap belt and shoulder harness straps from the locked
position after a G force lock, pull harness release handle
or inertia reel release handle upward. The lap belt and
shoulder harness straps tension will be released. A
lap belt fitting and shoulder straps fittings are provided
for quick manual release from the crew member.
2-24. The standard military parachute harness can be
removed by releasing three ejector release fittings. One
fitting snaps across the chest of the wearer, and one
snaps across each leg at the thigh. When leg and
chest straps are unhooked, the harness and all attached
gear can be slipped off the shoulder of the wearer. See
Figure 2-7.
2-25. TORSO HARNESS SUIT AND TORSO HARNESS.
2-26. The integrated torso harness suit and torso harness, see Figure 2-8 and 2-9, are designed for use in
military aircraft with integrated parachute/restraint harness systems. In comparison with the standard restraint (lap belt and shoulder harness) and the parachute harness system, the integrated system improves
comfort, mobility, and retention; provides better donning and doffing features; and reduces the number of
fittings used to release the parachute and accomplish
seat separation. See Figure 2-8.
2-27. Three different type release fittings are used on
the integrated system; these are the Rocket Jet, Koch,
and Frost fitting. Figure 2-9 shows the releasing procedure for Rocket Jet and Koch. Frost fitting is shown
in the F-16 Fighter Chapter 8.
c. Integrated torso harness, including a crotch strap.
2-28. PERSONAL SERVICES CONNECTIONS.
d. Leg and arm restraints.
2-22. The lap belt is a belt provided across the lap,
which when secured, restrains personnel in the seat.
The safety belt in an automobile operates on the same
principle.
2-23. The lap belt and shoulder harness combination
provides a lap belt and two shoulder harness straps,one
over each shoulder. The shoulder harness straps fit
2-29. According to manufacturer of the aircraft, the
personal services connections in aircraft will vary in
type, method of disconnect, and locations of connections. In aircraft familiarization training, these conditions must be included, as they must be disconnected
prior to removing personnel from their seats. These
connections include the oxygen supply hose, anti-G
pressurization, vent air, and on full pressure suits, an
exhaust vent hose and communication leads.
2-4
TO 00-105E-9
TINTED VISOR
HEADPIECE
FACEPIECE
FACE SEAL
TYPE MA2P
HARNESS
ASSEMBLY
MARK IV LIFE
PRESERVER
TORSO
OXYGEN
REGULATOR
MICROPHONE
DISCONNECT
RING
GLOVES
1. To raise sun (tinted) visor, depress
button on right side hinge point.
2. Slide oxygen switch (regulator) aft
to off. Face seal will deflate when
oxygen is shut off.
3. Push facepiece up.
W AR NIN G
LEATHER SAFETY
FLYING BOOTS
DO NOT OPEN FACEPIECE WHEN SUIT
IS PRESSURIZED. Pressurization will be
identified by the ballooning appearance of the
suit. Vent pressure by unzipping and removal
of a glove, opening zippers or as a last resort
by cutting an opening into the suit. Exercise
caution when cutting to prevent injury to crewman.
Figure 2-3. Full Pressure Suit and Helmet
2-5
TO 00-105E-9
1. DEPRESS SLIDE
RELEASE ON RIGHT
SIDE OF MASK
2. REMOVE SLIDE
FITTING
Figure 2-4. Removal of Oxygen Face Mask With Sierra Slide Fittings
WITH PARACHUTE REMOVED DISCONNECT FACE MASK HOSE
AT OXYGEN CONNECTOR
ASSEMBLY
WITH PARACHUTE ON DISCONNECT OXYGEN
HOSE FROM AIRCRAFT
SUPPLY SYSTEM
Figure 2-5. Disconnecting Oxygen Hoses With Crewmember
Wearing Parachute and Parachute Removed
2-6
TO 00-105E-9
Depress button,
slide knob to
raise sun visor.
On later versions,
visor is raised by
turning visor knob
counterclockwise.
Depress
levers
and pull.
Figure 2-6. Removal of Oxygen Face Mask With Hardman Fittings
2-30. LEG AND ARM RETENTION DEVICES.
2-31. On some types of ejection seats, leg and arm
retention devices are incorporated. See Figure 2-10
for leg type.These devices will prevent removal of personnel in rescue operations unless the retention devices are released, as those devices are attached to
the seat .The leg restraint devices may be released by
manually actuating the leg restraint release lever, by
manually releasing the fittings on the straps. Arm restraints employ a web that spreads over the arms with
a wand spring, lanyards are attached to floor.
2-32. EMERGENCY HARNESS RELEASE.
2-33. On aircraft utilizing certain types of ejection seats,
an emergency harness release system is incorporated
on the seat to release the crewmember from his seat.
Aircraft employing the ACES II seat have changed the
function of this handle and it no longer releases the
restraint system. Restraints will have to be manually
separated in this case. By pulling this handle, most
devices employed to restrain the crewmember in the
seat are released. In some cases, the parachute and
survival kit are still attached to the crewmember and
must be manually separated as well. The parachute
and survival kit weight is between thirty and sixty five
pounds, which adds to the difficulty of personnel rescue. Some seats employ an explosive cartridge in the
emergency release system. When the handle is actuated, the cartridge is expended and forcibily releases
and cuts through the restraints and parachute chords
to release the crewmember saving precious time during the rescue.
Release procedures for the parachute and survival
kit:
a. Pull up on emergency release handle to release
survival kit.
b. Release parachute harness fittings. See Figure
2-9.
c. Disconnect vent air hose and anti-G hose from
left console by pulling hoses sharply apart.
W AR NIN G
Fire protection personnel must be thoroughly familiar with aircraft incorporating the emergency harness release
system. Some Air Force aircraft utilize
a handle similar in appearance to the
emergency harness release handle on
the seat armrest, which will fire the
canopy and eject the seat. Death or
severe injury will occur in this case.
2-34. EJECTION SEATS.
2-35. EJECTION SEAT FIRING MECHANISMS.
2-36. Of primary concern to fire protection personnel
is the prevention of inadvertent firing of an ejection seat
or canopy or hatch during rescue operations. Firing of
the escape system devices, especially the ejection seat,
during rescue operations would in all probability be fatal for the crewmember and very likely for fire protection personnel as well. As previously stated, ejection
2-7
TO 00-105E-9
PARACHUTE EJECTOR RELEASE FITTINGS
TO RELEASE
PULL UP
TO REMOVE PARACHUTE
1. Unfasten the leg straps by releasing the ejector fittings.
A
B
C
2. Release the chest strap by releasing the ejector fitting.
A. Releases crewmember from the seat
and survival equipment.
3. Slip shoulder straps over the shoulders.
B. Releases crewmember from the parachute.
C. Personal services connection.
NOTE:
If incorporated in the seat, leg restraint lines and/or
arm restraint cables will require disconnecting.
Figure 2-7. Standard Military Parchute Harness
Figure 2-8. Integrated Torso Harness Suite
2-8
TO 00-105E-9
A
A
B
C
ROCKET JET FITTING
CONNECTED
1. To release Rocket Jet Fitting, squeeze knurled
buttons marked “A”.
2. Slide locking collar marked “B” up.
3. Lift ring marked “C” out of slot.
ROCKET JET FITTING
DISCONNECTED
ROCKET JET RELEASE FITTINGS
LOCKING LATCH
LOCKING LATCH
COVER
VIEW 1
VIEW 2
LOCKING LATCH
COVER
PULL BOTH HALVES OF BUCKLE APART
ACTUATING LEVER
VIEW 3
VIEW 4
KOCH PARACHUTE RISER
SHOULDER HARNESS BUCKLE
Figure 2-9. Release of Rocket Jet and Koch Harness Release Fittings
2-9
TO 00-105E-9
seats vary in design, operation and firing procedures,
and as research continues, additional seats or modifications to present seats require keeping abreast of all
changes that affect rescue of personnel. This is accomplished by aircraft familiarization classes and the
reviewing of aircraft Maintenance Instruction Technical Orders for all current inventory aircraft.
2-37. Fire protection personnel are concerned with
the various ways an ejection seat and/or drogue gun, if
incorporated, may be inadvertently fired. We know the
results if an ejection seat is fired, but if the drogue gun
is fired with personnel in its trajectory, the results could
be fatal.
where on the seat. On most Air Force aircraft, the
seat firing mechanism is located on the forward portion of the armrest. A rule of thumb to be observed is,
“If the seat does not have a face curtain, beware of the
armrests.” In attempting to get into the cockpit to effect rescue, it is a natural tendency to reach for a
handhold. The face curtain is ideally located as a
handhold, which if used as such, most likely will cause
the seat to fire. Unless the necessary safety precautions are exercised prior to removing the crewmember,
his flight clothing or feet can become entangled in the
lower firing handle or armrest firing mechanism and
cause the seat to fire, see Figure 2-12.
2-39. DROGUE GUN.
2-38. Many ejection seats are fired from the aircraft by
pulling down a face curtain handle. The lower firing
handle, or “D” ring, is normally located on the forward
portion of the seat between the legs of the occupant;
however, the lower firing handle may be located else
LEG
RESTRAINT
GARTERS
LEG
RESTRAINT
STRAP
LEG
RESTRAINT
GARTERS
LEG
RESTRAINT
STRAP
Figure 2-10. Leg Retention Devices
2-40. Certain drogue parachutes are deployed by
means of a drogue gun. The drogue gun on the Martin
-Baker seat is normally located on the upper portion of
the left side of the seat frame-work. The gun consists
NOTE:
Emergency harness release.
If the seat incorporates the
emergency harness release
system, the method of
operation and location will
vary, depending upon the
manufacturer of the seat.
SEE NOTE
Figure 2-11. Emergency Harness Release
2-10
TO 00-105E-9
of a barrel, which requires the drogue gun cartridge,
and a weighted piston. When the seat is ejected or
the drogue gun mechanism is inadvertently tripped, a
sear is withdrawn from the firing mechanism of the gun.
This causes the piston to be fired from the barrel,
thereby extracting the drogue parachute from its container. See Figure 2-13 for a view of drogue gun used
on one type of seat. The drogue gun may be fired by
an accidental tripping of the trip rod or gun actuator.
When safetying the drogue gun, it is adviseable not to
place yourself over the barrel and in the trajectory area
of the weighted piston.
2-41. SAFETYING THE EJECTION SEAT.
2-42. The method of safetying the ejection seat varies
with the manufacturer’s different models and modification to the seat. The firing mechanism which causes
the seat to eject is mechanically or gas activated. All
seats have ground safety features which will render
the seat safe for removal of personnel. See Figure 214. Safetying of ejection seats is a simple task for
those familiar with the safetying features. Of prime
concern to the fire protection personnel is:
SAFETYING CATAPULT FIRING MECHANISM
SAFETYING OF EJECTION HANDGRIPS
Safetying of the seat or seats may be accomplished
by:
a. Insertion of safety pins in the catapult firing mechanism and the drogue gun.
b. Insertion of safety pins in the ejection seat firing
handles, triggers, or face curtain.
c. By rotating the seat ejection ground control safety
lever up and forward, if incorporated OR by rotating a
“red flag” up to safe the lower ejection control “D” ring.
d. Mechanically actuated firing mechanisms may be
disarmed by (1) insertion of safety pins in the catapult
firing initiator, (2) disconnecting the gas line between
the firing initiator and a catapult by means of the quick
disconnects or (3) cut the initiator hose between the
firing mechanism and the catapult.
2-43. If time does not permit normal safetying of the
seat, cut the initiator hose. Figures 2-15 and 2-16 show
methods by which some ejection seat catapult firing
mechanism are safetied.
2-44. FORCIBLE ENTRY.
2-45. TRANSPARENT PLASTIC COVERED AREAS.
2-46. In gaining entry into the canopy by forcible means,
the desire is to obtain the largest opening in the shortest period of time. Using a power rescue saw, this is
accomplished by cutting the plastic along the edges of
the frame. In cutting, commence operations at the front
of the frame. After three sides have been cut, carefully cut the fourth side and prevent the glass from falling on the crewmember during removal. Older aircraft
canopies can be cut on three sides, lifted, and broken
off. See Figures 2-16, 2-17, and 2-18.
W AR NIN G
Extreme caution must be exercised when
cutting the top rear of the canopy, to avoid
hitting crewmember(s) and firing the ejection seat firing mechanisms in this area.
NOTE
For new generation transparencies use
a thick Carbide tipped blade in the power
rescue saw.
2-47. FORCIBLE ENTRY INTO FUSELAGE AREAS.
2-48. Gaining entry into aircraft through the fuselage
presents the most difficult problem in making forcible
entry. The increase in performance of aircraft has
placed a demand on increasing the thickness and
strength of the aircraft skin. Fire protection personnel,
when cutting through the fuselage, must have a knowledge of the aircraft interior. He/she must know the
locations of bulkheads, equipment inside the aircraft
that would prevent entry, location of fuel tanks, fuel,
flammable liquids, oxygen lines and cylinders, and
where forcible entry presents the least obstacles to cut
and gain entry. On large aircraft, an outline of cutting
areas is stenciled on the aircraft exterior, as an aid to
fire protection in making forcible entry. These marked
areas offer the least obstacle in gaining entry. Markings are red dashed lines in a rectangular or square
shape.
2-11
TO 00-105E-9
CATAPULT FIRING CONTROL CABLE
FACE CURTAIN EJECTION
CONTROL HANDLE
MK 1 MOD 0 ROCKET
CATAPULT (RAPEC)
SECONDARY
EJECTION
CONTROL
HANDLE
EJECTION CONTROL
PULLEY MECHANISM
EJECTION
CONTROL
HANDLE
SECONDARY EJECTION CONTROL
DISCONNECT PULLEY AND CABLE
ASSEMBLY
W AR NIN G
EJECTION CONTROL
HANDLES
Exercise care in rescue operations to
prevent inadvertently firing the ejection
seat.
Figure 2-12. Examples of Ejection Seat Firing Mechansim
2-12
TO 00-105E-9
DROGUE GUN
WITHDRAWAL
LINE
SHACKLE (PISTON
ATTACHED TO LINE)
INTERNAL
PISTON
GUN
BARREL
DROGUE
GUN
SAFETY
PIN
TRIP ROD
(DO NOT TRIP OR PULL)
Figure 2-13. Martin-Baker Ejection Seat Drogue Gun
EJECTION CONTROL
HANDLES
GROUND SAFETY
LEVER
SAFETY
PIN
Figure 2-14. ACES II Escape Ejection Seat Showing Methods of Safetying for the A-10, B-1, B-2, F-15, F-22A
and F-117. F-16 safety pin is installed at aft bottom of Ground Safety Lever. ( See Chapter 8)
2-13
TO 00-105E-9
SAFETY PIN
FOR FACE CURTAIN
EJECTION HANDLE
SAFETY PIN FOR
CATAPULT FIRING
MECHANISM
CATAPULTSEAR
(DO NOT DISLODGE!)
FIRING
MECHANISM
1/2
1
7/32
7/32
INTERDICTOR
SAFETY PIN
ASSEMBLY
FIRING
MECHANISM
INTERDICTOR
SAFETY PIN
ASSEMBLY
FACE CURTAIN
EJECTION HANDLES
DROGUE
GUN
RED
FLAG
(ROTATE
UP
Figure 2-15. Martin-Baker Ejection Seat Showing Disarming Safety Pins and Red Flag
2-49. Fire Protection personnel must not be dependent upon these markings, as they may be obliterated
during an incident. However, during aircraft familiarization, fire protection personnel must study these areas and become familiar with their location on all types
of aircraft. When making forcible entry, the desire is to
gain the largest opening as quickly as possible. The
power rescue saw, equipped with metal cutting blades,
is the most satisfactory tool for forcible entry. If
theaircraft is relatively thin skinned, three cuts may be
made and then the area cut may be bent down and
outward from the aircraft. If the aircraft fuselage is of
thicker material, four sides must be cut. When cutting
through an aircraft, particularly when utilizing the power
rescue saw, a danger exists of ignition of fuel, or any
other flammable liquid, that may be present by sparks
produced by the cutting operations. Adequate fire prevention measures must be taken and standby protection should always be at hand.
2-14
TO 00-105E-9
EJECTION
SEAT
If plastic can FIRING
not be broken MECHANISM
free, continue
cutting with
power rescue
saw around
canopy.
Using a power
rescue saw, cut
along line(canopy
frame) until plastic
can be grasped
and broken.
NOTE:
Lines denote area cut and the plastic was then
grasped and broken free. Note the large section
removed and the absence of shattering.
Figure 2-17. Forcible Entry into a
Plastic Canopy
W AR NIN G
Watch for fragmentation and jagged
edges. Edges are very sharp. Fragmentation characteristics differ in type
and construction of acrylic plastic.
Figure 2-16. Forcible Entry into
Plastic Canopies
NOTE:
Lines denote area cut and the plastic was then
grasped and broken free. Note large section
removed.
Figure 2-18. Forcible Entry into a Plastic
Canopy Exposed to Fire Conditions
2-15
TO 00-105E-9
CHAPTER 3
HAZARDOUS MATERIALS
3.1. INTRODUCTION AND USE.
3-2. This section contains information on hazardous materials associated with aircraft. A list of aircraft and locations of materials is provided where
possible.
a. LIQUID AND GASEOUS OXYGEN. Oxygen is a
powerful oxidizer in the liquid and gaseous states. It is
colorless, odorless, and slightly heavier than air. In
the liquid state, it is pale blue in color and slightly more
dense than water.
(1) HEALTH HAZARD. The oxygen rich atmosphere can be ignited by an ignition source. Oxygen in the liquid state is generally less dangerous than
oxygen stored as a high pressure gas. Liquid oxygen
boils (vaporizes) at minus 297 degrees F, and will freeze
any object that comes in contact with it.
(2) FIRST AID. If liquid oxygen contacts the
skin, flush the affected area with water; contact a physician.
(3) FIRE HAZARD. Non-flammable in normal concentrations; however, it reacts vigorously with
both flammable and many non-flammable materials.
If eyes have been exposed, flush with water for at least
15 minutes and get immediate medical attention.
(3) RESPIRATORY PROTECTION. Entry into
a hydrazine atmosphere is extremely hazardous and
is only warranted in a dire emergency. Approved respiratory protection shall be worn at all times when working in an atmosphere where there is a potential for exposure to hazardous vapors.
(4) FIRE HAZARD. Hydrazine is a strong reducing agent. It is hypergolic with oxidizers such as
nitrogen tetroxide and metal oxides of iron, copper, lead,
etc. Spontaneous ignition may occur if it is absorbed
in rags, cotton waste, etc. Decomposition starts exothermically at 320 degrees F.
(5) AIRCRAFT AND AMOUNT. The F-16 has
6.8 and Space Shuttle/Orbiter has 1676 US gallons.
c. BERYLLIUM. Beryllium is a dust or powder form
in a silvery material resembling aluminum powder.
(1) HEALTH HAZARD. Toxic respiratory and
eye irritant. If introduced under skin through cuts or
punctures, slow-healing ulcers may develop.
(4) LOCATION AND AMOUNT. Oxygen is
located in different places aboard the aircraft and of
various amounts. See aircraft diagrams for location.
(2) FIRST AID. After exposure to beryllium
fire, personnel should bathe carefully and all equipment
and clothing should be laundered separately from other
non-contaminated material and clothing.
b. HYDRAZINE. At room temperature, it is a clear,
oily, liquid with an odor similar to ammonia. It is hazardous to health in both the liquid and vapor form; combustible and explosive.
(3) FIRE HAZARD. Forms explosive mixtures
in air. Hazard is greater as fineness increases. Reacts readily with some strong acids, producing hydrogen.
(1) HEALTH HAZARD. Liquid hydrazine can
cause severe local damage or burns if it comes in contact with the eyes or skin. It can penetrate skin to cause
systemic effects similar to those produced when swallowed or inhaled. If inhaled, the vapor causes local
irritation of eye and respiratory tract and systemic effects. On short exposure, systemic effects involve the
central nervous system with symptoms including tremors. On exposure to high concentrations, convulsions
and possible death follow. Repeated or prolonged exposures may cause damage to the liver and kidneys,
as well as anemia.
(4) AIRCRAFT AND LOCATION. C-5 brake
pads, F-100 wing tip area and around cockpit;and the
A-7D landing gear bushings.
(2) FIRST AID. Remove the victim from the
contaminated environment, remove all contaminated
clothing and wash propellant from the skin with water.
d. MAGNESIUM. A silvery metal that looks like aluminum, but is lighter in weight.
(1) HEALTH HAZARD. Magnesium dust is a
slight irritant. In fire conditions, protect eyes and skin
against flying particles. Avoid direct viewing of magnesium fires as eye injury may result.
(2) FIRST AID. If burns are received, contact
a physician.
3-1
TO 00-105E-9
(3) FIRE HAZARD. Fine powder, thin sheets,
chips and trimmings, are easily ignited and burn with
intense heat and brilliant white flame. Pieces having
thickness over 1/8 inch are difficult to ignite or to maintain flame as heat is conducted away so rapidly. However, thick pieces can be ignited when enough heat is
applied. In finely divided form, will react with water
and acids to release hydrogen; also hazardous in such
form with chlorine, bromine, iodine, oxidizing agents,
and acids.
(4) AIRCRAFT AND LOCATION. Magnesium
parts are located on most aircraft in different locations.
One major use is in wheel assemblies.
e. ANHYDROUS AMMONIA. Is 99.5 % (by weight)
basic ammonia (NH3) and is normally a pungent, colorless vapor.
(1) HEALTH HAZARD. A hazardous toxic
fluid. Liquid form produces severe burns on contact.
Gaseous form is a strong irritant and can damage the
eyes and the entire respiratory tract.
(2) FIRST AID. Remove victim from contaminated atmosphere. If skin is contacted, flush the area
of contact with large amounts of water, and seek the
care of a physician.
compressed air must be used.
(4) FIRE HAZARD. Hydrogen gas is highly
combustible with air over a wide range of mixtures.
When no impurities are present, hydrogen burns in air
with an invisible flame. Liquid hydrogen evaporates
rapidly, consequently fires are of short duration.
(5) AIRCRAFT AND LOCATION. Space
Shuttle/Orbiter has two tanks in the middle of the fuselage.
g. NITROGEN TETROXIDE. Fumes vary in color
from light orange to reddish brown to blue or green at
low temperature.
(1) HEALTH HAZARD. Skin contact with liquid form will cause burns similar to nitric acid. Eye
contact may cause blindness. If swallowed, may result in death from sever internal burns. Prolonged inhalation will result in irritation of respiratory tract and
may cause pulmonary edema.
(2) FIRST AID. Remove victim from contaminated area and then carefully remove all contaminated
clothing. Wash victim with liberal amounts of water.
Get immediate medical attention.
(3) RESPIRATORY PROTECTION. Entry into
an ammonia atmosphere is extremely hazardous.
(3) RESPIRATORY PROTECTION. Entry into
a nitrogen tetroxide atmosphere is extremely hazardous. Approved respiratory protection shall be worn.
Approved respiratory protection equipment shall be
worn at all times in this atmosphere.
(4) AIRCRAFT AND LOCATION. Space
Shuttle/Orbiter - one tank in nose, four in aft section.
(4) AIRCRAFT AND LOCATION. Space
Shuttle/Orbiter has two tanks in the aft fuselage.
h. SULFURHEXAFLOURIDE GAS (SF-6). Colorless,
tasteless, and non-toxic. Heavier than air and is nonflammable and non-corrosive. This gas reacts with
water to form Hydroflouric Acid.
f. LIQUID HYDROGEN. A non-toxic, transparent, colorless, and odorless liquid of low viscosity.
(1) HEALTH HAZARD. In gaseous form, hydrogen acts as a simple asphyxiant. If in very high
concentration, atmospheric oxygen content may be
reduced and oxygen deprivation will result Contact with
skin can cause serious burns.
(2) FIRST AID. If contact with skin occurs,
flush affected area with water. Extensive burns will
require prompt medical attention.
(1) HEALTH HAZARD. SF-6 is a simple asphyxiant that displaces oxygen in the lungs and causes
suffocation.
(2) RESPIRATORY PROTECTION. Entry into
a SF-6 atmosphere is extremely hazardous. Approved
respiratory protection equipment shall be worn at all
times.
(3) AIRCRAFT LOCATION. E-3A, aft lower
lobe.
(3) RESPIRATORY PROTECTION. Approved
respiratory protection shall be worn. Self-contained
breathing equipment that uses oxygen should be of
the re breathing type to minimize release of oxygen to
the atmosphere. If demand-type equipment is used,
i. FC-77. Non-reactive, non-corrosive, non-flammable, and an inert liquid. When heated above 572
degrees F or when electricity is passed through the
solution some forms of nerve gas may evolve.
3-2
TO 00-105E-9
(1) HEALTH HAZARD. Contacting skin or
eyes with liquid is no problem except for prolonged
exposures which causes dermatitis.
(2) RESPIRATORY PROTECTION. Approved
respiratory equipment will be worn in a FC-77 atmosphere.
(3) AIRCRAFT AND LOCATION. E-3, used
to cool radar system.
j. TRIETHYLBORANE (TEB). Used as a fuel additive to provide rapid ignition of non-hyperbolic fuel or
propellant. Extremely toxic and volatile liquid. with a
sweet pungent odor.
(1) HEALTH HAZARD. Inhalation of vapors
are unlikely since spontaneous ignition occurs at lower
concentrations than those required to cause toxic reactions. TEB contact with the skin or eyes will cause
deep thermal burns.
(2) PERSONNEL PROTECTION. Full protective equipment must be worn during periods of exposure to TEB.
(3) FIRE HAZARDS. WARNING - Detonations
or violent reactions may occur when TEB comes in
contact with strong oxidizing agents or halogenated
hydrocarbons. Do not use Halon to extinguish TEB
fires. TEB ignites immediately when exposed to air.
Mechanical foam or chemical foam are the most effective extinguishing agents to use on TEB fires by
establishing a stable foam blanket over the fire. When
the foam blanket is broken, re-ignition usually occurs.
Water, dry chemical, carbon dioxide and inert gas can
also be used to combat TEB fires.
(4) AIRCRAFT AND LOCATION. TEB is used
on the SR-71 during high altitude operations. A 700cc
TEB tank is mounted on the upper left side of each
engine.
k. LITHIUM THIONYL CHLORIDE. A soft, silvery,
highly reactive metallic element, used as a heat transfer medium, in thermonuclear weapons and in alloys.
(1) HEALTH HAZARD. Serious injury to personnel can occur if incorrect fire suppression procedures are ignored.
(2) FIRST AID. Remove victim from area and
then remove all contaminated clothing with protective
gloves. Get immediate medical attention.
respiratory protection shall be worn.
(4) AIRCRAFT AND LOCATION. C-17, used
in on-board mission computer batteries.
(5) FIRE SUPPRESSION PROCEDURES.
Lithium metal and thionyl chloride reacts violently
with water. Use only a graphite powder such as LithX. Never use water, wet sand, carbon tetrachloride,
carbon dioxide, or any other liquid or powder to
extinguish a lithium fire.
l. SKYDROL LD-4. Used as a hydraulic fluid and is
fire resistant. Appearance is clear, purple oily liquid
and ordorless. Considered environmentally friendly and
non cancer causing, precautions should be maintained.
(1) HEALTH HAZARD. Target organs: eyes,
skin, respiratory and gastrointestinal tracts. Acute-eye:
may cause severe pain. Skin: prolonged/repeated
contact may cause drying and cracking. Inhale: vapors or mists may cause respiratory irritation. Oral:
may be harmful if ingested. Chronic-may cause urinary bladder damage based on animal studies. Signs
and symptoms of overexposure: irritation, redness,
nausea, vomiting, blurred vision, tearing, defatting of
skin, headache, cracking.
(2) FIRST AID. Get medical help if symptoms persist. Inhaled: move to fresh air. Provide CPR/
oxygen if needed. Eyes: flush with water for 15 minutes. Hold eyelids open. Skin: wipe off excess and
wash skin with mild soap and water or waterless
cleaner. Oral: get medical attention.
(3) PERSONNEL PROTECTION. Wear protective clothing appropriate for the job. Always wear
gloves and chemical resistant clothing such as rubber
apron, face shield, respirator. Launder or destroy contaminated clothing. Use of barrier creams is not recommended. Always use safety glasses. Use chemical goggles or face shield if potential for splashing or
spraying exists. Have eye flushing equipment available. Maintain proper ventilation in the workplace. Use
NIOSH/MSHA approved respirator if necessary. Prevent exposure to inhalation by maintaining good industrial hygiene, wash after handling, and clean contaminated clothing. Do not wear contact lenses.
(4) FIRE HAZARDS. WARNING - Flash
point: 320F, 160C. Autoignition: 750F, 398.9C. Use
water fog, carbon dioxide, sand, foam/dry chemical.
Water spray may be used to keep fire exposed containers cool. Gases are toxic.
(3) RESPIRATORY PROTECTION. Approved
3-3
(5) AIRCRAFT AND LOCATION. Various aircraft
now have Skydrol installed in systems and reservoirs.
m. SKYDROL 5. Used as a hydraulic fluid and is fire
resistant. Appearance is clear, purple oily liquid and
ordorless. Considered environmentally friendly and non
cancer causing, precautions should be maintained.
(1) HEALTH HAZARD. Eye contact produces
severe pain with eye damage. Skin contact removes oils
causing drying and cracking after repeated/prolonged use.
Exposure to aerosolized fluid or vaors may cause nose
and throat irritation, nausea, headache. Inhalation of
Tributyl Phosphate, a component, may cause nausea and
headache. Signs and symptoms of overexposure are eye
pain, skin irritation, skin drying/cracking, respiratory tract
irritation, nose irritation, throat irritation, coughing, wheezing, nausea, and headache.
(2) FIRST AID. If in eyes, immediately flush with
plenty of water for at least 15 minutes. Get medical attention. If on skin, immediately flush with plenty of water.
Remove contaminated clothing. Get medical attention.
Wash clothing before reuse. If Inhaled move to fresh air.
If not breathing give artificial respiration. If breathing is
difficult, give oxygen. Get medical attention. If swallowed,
immediate first aid is not likely to be required. A physician or poison control center can be contacted for advice.
Wash contaminated clothing before reuse.
(3) PERSONNEL PROTECTION. Wear protective clothing appropriate for the job. Always wear gloves
and chemical resistant clothing such as rubber apron, face
shield, respirator. Launder or destroy contaminated clothing. Use of barrier creams is not recommended. Always
use safety glasses. Use chemical goggles or face shield
if potential for splashing or spraying exists. Have eye
flushing equipment available. Maintain proper ventilation
in the workplace. Use NIOSH/MSHA approved respirator if necessary. Prevent exposure to inhalation by maintaining good industrial hygiene, wash after handling, and
clean contaminated clothing. Do not wear contact lenses.
(4) FIRE HAZARDS. WARNING - Flash point:
320F, 160C. Autoignition: 750F, 398.9C. Use water spray
(fog), foam, dry chemical and carbon dioxide. Do not
enter any enclosed or confined area without proper protective equipment and NIOSH-approved self-contained
breathing apparatus. Products of combustion include
hazardous carbon monoxide, carbon dioxide and oxides
of phosphorus. Exposure to strong oxidizing agents may
result in generation of heat and combustion products.
Oxides of phosphorus may form during decomposition.
No other uniquely hazardous decomposition products are
expected. Product is stable under of use up to approximately 250-275F.
TO 00-105E-9
(5) AIRCRAFT AND LOCATION. Various aircraft now have Skydrol installed in systems and reservoirs. This product is not considered hazardous under
the applicable DOT, ICAO/IATA, OR IMDG regulations.
(6) SPILL RELEASE PROCEDURES. Contain
large spills with dikes and transfer the material to appropriate containers for reclamation or disposal. Absorb remaining material and then place in a chemical waste container.
(7) WASTE DISPOSAL METHODS. Prevent
waste from contaminating surrounding environment. Discard any product, residue, disposal container or liner in
accordance with all Federal, State, and local regulations.
3-3. This section contains information and procedures for handling hazardous radio active materials
associated with aircraft. A list of aircraft and location of
materials is found in the Aerospace Maintenance and
Regeneration Center (AMARC) Radiation Material Handbook. It covers active and inactive aircraft belonging to
all DoD services and can be obtained by request:
AMARC/SE
Davis-Monthan AFB, AZ
85707-6201
The Aircraft Radioactive Material Database is located
on http:www.abwem.wpafb.af.mil/em_ coldfusion/
emb/amarc/with_rad.cfm for a more complete list.
a. THORIUM. A metallic element often alloyed with
various metals to produce a strong lightweight aircraft
component. Thorium is also found in the form of an optical coating on optical systems. These parts present no
handling problems if appropriate precautions are followed.
(1) POTENTIAL HAZARD. Will occur when damaged or deformed parts are handled and fine dust fills the
working environment. (The F-15 LANTIRN Pod is coated
with a Thorium Dust).
(2) POTENTIAL HEALTH HAZARD. Thorium
presents an internal and external radiation hazard. When
taken into the body, the intense ionization produced by
the alpha particles may cause severe localized damage
to cells. Externally, the beta radiation is classified as a
skin exposure hazard only. Beta radiation exposure to
the extremities can be reduced up to 50% by wearing
leather gloves. At a distance of a few feet, there is little
radiation exposure.
(3) HANDLING INSTRUCTIONS.
(a) No drilling, filing, machining, sanding or other
abrasive procedures are permitted.
3-4
TO 00-105E-9
(b) Where prolonged body contact is possible
or where abrasive operations are likely to affect the
thorium alloy, it should be removed and stored in a
secure area.
(c) Skin contact should be avoided. Heavy
gloves should be worn if handling is required. Thorium alloy components with damaged surfaces should
be wrapped and sealed in plastic bags or other wrapping material. Damaged components should be treated
with caution and turned in as radiological waste.
(d) Industrial eye protection and respiratory
protection should be worn when removing or handling
damaged or corroded thorium alloys.
(e) Materials used in handling corroded thorium alloys (such as gloves or plastic wrap) should be
placed in a radioactive waste container for subsequent
disposal IAW applicable technical orders.
(f) Personnel handling thorium alloys should
wash hands thoroughly with soap and water immediately after removal of gloves, before eating, smoking,
drinking and at the end of the work task.
(g) The Radiation Safety Officer should survey areas where corroded thorium components have
been handled or stored. Periodic surveys should be
accomplished of all thorium component storage or work
areas.
(h) Thorium waste must be disposed of IAW
TO 00-110N-2 and shipped IAW applicable federal
regulations (10 and 49 CFR).
b. STRONTIUM. A radioactive material used in aircraft construction. Typically used in anti-ice detectors
and blade integrity indicators for helicopters.
(1) POTENTIAL HEALTH HAZARDS. A high
energy beta material. Therefore, the hazard is both an
internal and external radiation hazard. When taken
into the body, the ionization produced by the beta particles may cause severe localized damage to cells.
Externally, the beta radiation is classified as a skin exposure hazard only. Beta radiation exposure to the
extremities can be reduced up to 10% by wearing
leather gloves. At a distance of 30 feet, there is little
radiation exposure.
(2) HANDLING INSTRUCTIONS.
(a) No drilling, filing, machining, sanding, or
other abrasive procedures are permitted.
(b) Where prolonged body contact is possible
or where abrasive operations are likely to affect the
strontium alloy, the component should be removed and
stored in a secure area.
(c) Skin contact should be avoided. Heavy
gloves should be worn if handling is required. Stronium
alloy metals with damaged plating will be wrapped and
sealed in plastic bags or wrapping material. The
plexiglas cap or suitable substitute will be installed on
IBIS indications during all handling operations. Plastic
goggles or glasses should also be worn when handling
the IBIS indicators.
(d) Industrial eye protection and approved respirator will be worn removing or handling damaged or
corroded stronium alloys.
(e) Materials used in handling corroded
stronium alloys (such as gloves or plastic wrap) will be
placed in a radioactive waste container for subsequent
disposal IAW applicable technical orders.
(f) Personnel handling stronium alloys will
wash hands thoroughly with soap and water immediately after removal of gloves, before eating, drinking,
smoking, or at the end of the shift.
(g) The AMARC Radiation Safety Officer will
survey areas where corroded stronium alloyed material has been handled or stored. Periodic surveys will
be accomplished of all stronium storage or work areas.
(h) Stronium waste will be disposed of IAW
TO 00-110N-2 and shipped IAW applicable federal
regulations (10 and 49 CFR).
(i) Personnel handling or removing items containing stronium 90 from aircraft will wear a plastic face
shield or goggles to protect the eyes from bremsstrahlung and or beta radiation.
c. TRITIUM. A radioactive isotope of hydrogen gas.
Used as a luminescent material and can be found as a
gas or impregnated paint compound.
(1) POTENTIAL HEALTH HAZARD. Tritium
is a low energy beta producing material. Therefore,the
primary health hazard is ingestion into the body. The
low energy significantly decreases the external radiation hazard. Tritium converted to the oxided tritiated
water is approximately 1,000 times more hazardous
thanthegas.
(2) HANDLING PROCEDURES.
(a) Wear gloves when handling items con3-5
taining tritium.
(b) If an item containing tritium should break
while handling (such as an aircraft exit sign):
1 Wash hands immediately.
2 Clear and control access to the area.
3 Notify:
a Maintenance Control.
b Safety Officer.
c Base and AMARC Radiation Safety
TO 00-105E-9
the beta radiation is classified as a skin exposure only.
Given these limits, DU does not constitute a serious
external radiation hazard. The beta radiation exposure to the extremities can be reduced up to 50% by
wearing leather gloves. A few feet away, there is little
radiation exposure for beta and or gamma.
(2) RADIATION MEASUREMENT. Radiation
surveys to detect the presence of DU in disassembled
aircraft can be accomplished by using a ludlum model
3 or 18 meter in conjunction with an Eberline model
HP260 GM probe or a XETEX model 308 radiation
detector. Pancake type probes provide excellent results for aircraft surveys.
(3) HANDLING INSTRUCTIONS.
Officer.
d Your supervisor.
4 Provide positive ventilation into the area.
(c) Wrap all components containing tritium in
plastic prior to storage, supply turn-in or turn-in as radioactive waste.
d. DEPLETED URANIUM. Used as a ballast or counterweights in aircraft gyroscopes, flight controls, helicopter blades, elevator balances, aileron balances, and
so forth, in aircraft, rockets, projectiles and missiles.
Depleted Uranium (DU) is natural uranium that has
most of the U-234 and U-235 removed; it is principally
U-238. It is a heavy metal that oxidizes taking on first
a yellow color and then a black color. To avoid oxidation, the DU is cadmium plated. Some DU is conversion coated and has a gold or brass color. The problem arising from damaged plating is that the oxides
formed will flake off.
(1) POTENTIAL HEALTH HAZARDS. DU presents a
twofold hazard, chemical and radiation.
(a) The chemcial properties of DU present a
health hazard only after entry into the body by inhalation, ingestion, or through an open wound. Inhalation
is the most significant mode of entry. If involved in fire,
DU will give off very toxic fumes. Once oxidized DU
deposited in the respiratory tract, some DU is taken
into the blood stream and deposited in internal organs
where damage may result. Most dusts from DU are
relatively insoluble and not as hazardous as the soluble
forms.
(b) DU provides both an internal and external
radiation hazard. When taken into the body, the intense ionization produced by the alpha particles may
cause severe localized damage to cells. Externally,
(a) No drilling, filing, machining, sanding, or
other abrasive procedure is permitted.
(b) Where prolonged body contact is possible
or where abrasive operations are likely to affect the
DU, it will be removed and stored in a secure area.
(c) Skin contact should be avoided. Heavy
gloves should be worn if handling is required. DU with
damaged plating will be wrapped and sealed in plastic
bags or wrapping material.
(d) Industrial eye protection and approved respirators will be worn when removing or handling damaged or corroded DU.
(e) Materials used in handling corroded or
damaged DU (such as gloves or plastic wrap) will be
bagged in plastic and placed in radioactive waste containers for disposal IAW applicable technical orders.
(f) Personnel handling DU will wash hands
thoroughly with soap and water immediately after removal of gloves, before eating, drinking, smoking or at
the end of the shift.
(g) The Radiation Safety Officer should survey areas where corroded DU has been handled or
stored. Periodic surveys should be accomplished of
all DU storage or work areas.
(h) DU waste will be disposed of IAW TO 00110N-3 and shipped IAW applicable federal regulations
(10 and 49 CFR).
(4) RESPIRATORY PROTECTION. When
entering an area where DU is burning, approved respiratory protection shall be worn.
3-6
TO 00-105E-9
(5) AIRCRAFT AND LOCATION.
(List is not complete.)
A-10
C-5
30mm Ammo.
One on left and right ailerons. Five on left
and right elevators.
C-130 Ailerons, elevators, and rudder.
C-140 Rudder (118 lbs.).
C-141 One weight on left and right ailerons.
46 weights on left and right elevators.
F-16 Gun pods on certain models.
H-3
Control stick (6.5 lbs.).
KC-10 Ailerons, elevators and rudder.
DC-10 Ailerons, elevators, and rudder.
L-1011 Ailerons, elevators, and rudder.
747
Ailerons, elevators, and rudder.
e. RADIUM. Is used to mark signs, warning placards,
circuit breakers, and instruments for emergency use
in case of electrical failure. Radium impregnated lacquers and paints may be found on a variety of aircraft
and support equipment components. Radium provides
a luminescent characteristic mixed with paints. It is a
radioactive metal which emits alpha particles and energetic gamma radiation and causes the radium to be
visible in darkness. While the radium particles are held
together with paint, there is no health hazard. The
health problems arise when the paint begins to chip
and spill off which releases radium dust into the environment.
(1) POTENTIAL HEALTH HAZARDS. Radium presents a twofold hazard, chemical and radiation.
(a) The chemical properties of radium present
a health hazard only after entry into.the body; by inhalation, ingestion, or through an open wound. Inhalation is the most significant mode of entry. Radium deposits in bone as much as calcium.
(b) Radium provides both an internal and external radiation hazard. When taken into the body, the
intense ionization produced by the alpha particles may
cause severe localized damage to cells. Externally,
the beta radiation causes skin exposure, the gamma
radiation causes deep exposure. Given the limits, radium can constitute a serious external radiation hazard. The beta radiation exposure to the extremities
can be reduced up 50% by wearing leather gloves. A
few feet away, there is little radiation exposure.
(2) HANDLING PROCEDURES.
(a) Skin contact should be avoided. Heavy
gloves should be worn if handling is required. Radium
components which are deteriorated should be wrapped
and sealed in plastic bags or wrapping material. Bags
should be marked for contents and radiation status.
Lead can also be used to shield against the gamma
radiation.
(b) Industrial eye protection and approved respirators should be worn when removing or handling
damaged or corroded radium components.
(c) Materials used in handling deteriorated radium components ( such as gloves or plastic wrap) will
be placed in radioactive waste container for subsequent
disposal IAW applicable guidance.
(d) Personnel handling deteriorated radium
should wash hands thoroughly with soap and water
immediately after removal of gloves, before eating,
drinking, smoking and at the end of the shift.
(e) At no time will an attempt be made to remove the radium from a component with out specific
approval from the USAF Radioisotope Committee,
USAF OMS/ SGPR, Brooks AFB, TX.
f. KRYPTON. A colorless and odorless inert gas.
This gas is used as part of an oil level indicating system in aircraft. The gas is contained in a metal tube
which is partitioned, therefore, a break may not allow
all of the gas to escape.
(1) HEALTH HAZARDS. Krypton is beta and
gamma producing material. The need to enclose Krypton gas in a metallic container for aircraft use significantly reduces the beta hazards. However, due to the
nature of gamma radiation, this is a primary hazard.
The safety procedures for gamma radiation are distance and limiting physical contact.
(2) HANDLING PROCEDURES.
(a) Maintain minimum of three (3) feet distance from source, when possible.
(b) When transporting source, use an approved container (do not keep container with source in
the passenger section of vehicle).
(c) Use mechanical fingers when physically
handling source, when possible. Personal contact
should be kept to the minimum.
(d) If a tube source should break:
1 Clear the area (upwind, if outside).
3-7
TO 00-105E-9
2 Notify the following:
a Maintenance Control.
b Your supervisor.
c Safety Officer
d Base Bio-environmental Officer.
(3) TAGGING PROCEDURES. Indicators removed from engines will be tagged with an AFTO Form
350 and tracked with an AMARC Form 83. The AFTO
Form 350 will be filled out IAW applicable regulations
and will also have the oil level indicator serial number,
engine serial number, and aircraft serial number listed.
(4) CONTAINMENT. Removed indicators will
be placed in an approved container and SE notified for
pickup.
(5) MARKING. Jet engines shipped with the
source installed will be marked for radioactive material
and shipped IAW applicable technical orders and federal regulations (10 and 49 CFR).
3-4. This section contains critical mishap response
procedures for aircraft mishaps involving advanced aerospace materials, especially composites, in order to minimize the associated environmental, safety, and health hazards. These guidelines are general in nature, and are not weapons
system specific.
a. SCOPE. General, rapid-response procedures and
precautions recommended for personnel involved in
all phases of a fire, explosion, or high energy impact of
an aircraft containing composites. This includes fire
fighting, recovery, investigation, cleanup, and material
disposal. Aircraft entry, rescue, shutdown, and extraction procedures are covered in the following sections
of this TO.
b. OBJECTIVE. Risk control employing realistic, although conservative, measures to maximize response
effectiveness and mission accomplishment, while minimizing the hazard exposures.
c. INTRODUCTION. The variability in weather, terrain, location, damage extent, types of aircraft, and risks
associated with mishaps make universal risk control
procedures impractical. However, the potentially harmful vapors, gases, composite participates, and airborne
fibers generated from a composite aircraft mishap, as
well the secondary exposures due to handling, cleanup,
and disposal, necessitate that several standard safety
precautions be observed.
d. DEFINITIONS.
(1) Composite: A physical combination of two
or more materials, ie. Fiberglass (glass fiber and epoxy).
(2) Advanced Composite: A material composed of high strength/high stiffness fibers (reinforcement) with a resin (matrix). Examples include Graphite /Epoxy, Kevlar/ Epoxy, and Spectra/Cyanate Ester.
(3) Advanced Aerospace Material: A highly
specialized material used to fulfill unique aerospace
construction/ environment/ performance requirements.
Examples include Beryllium, Depleted Uranium, and
Radar Absorbent Materials (RAM).
e. REQUIRED EQUIPMENT.
(1) Disaster Response Force (DFR) gear
(2) Radiation Monitors. Consult with Bioenviron- ment engineers to determine requirement
upon the hazard involved.
(3) Personal Protective Equipment (PPE)
Guidelines
(a) Burning or Smoldering Composite
1 Self Contained Breathing Apparatus
(SCBA)
2 Full protective clothing (NFPA Standards
1971 and 1976)
3 Do not use rubber gloves
(b) Broken or Spintered Composite
1 Full-face respirator with dual cartridge (highefficiency particulate air (HEPA) and organic dust/mist)
filters
2 Coated, hooded Tyvek suit with booties
3 Leather work gloves (outer)
4 Nitrile rubber gloves (inner)
5 Hard-soled work boots (steel toe and shank
recommended)
(c) Peripheral area composite exposure
1 Battle Dress Uniforms (BDUs) or long
3-8
TO 00-105E-9
sleeve work uniform
2 HEPA filter respirator
3 Safety glasses with side shields
4 Leather work gloves (outer)
5 Nitrile gloves (inner)
6 Hard-soled work boots (steel toe and shank
recommended)
(4) Fixant/Cleanup Materials as recommended
and addressed in the CONTAINMENT paragraph g.
f. MISHAP RESPONSE STEPS.
(1) The Initial Response Element shall conduct an initial survey for:
(a) Signs of fire damaged composites
(b) Presence of loose/airborne fibers and particulate
(c) Prevailing weather conditions/wind direction
(d) Degree of site exposed to fire/impact/ explosions
(e) Local/proximal equipment/asset damage
and hazards
(f) Exposed personnel
(2) Establish control at site.
(3) Evacuate areas in the immediate vicinity
of the mishap site affected by direct and dense fallout
from the fire/explosion generated smoke plume, along
with easily mobile and critical equipment. Alter/move
aircraft and flight operations exposed to the immediate fallout area. Restrict all unprotected personnel from
assembling downwind of the site.
(4) Extinguish fire and cool composites to
below 300 degrees F (149 degrees C). ONLY fire fighters equipped with SCBA are authorized in the immediate vicinity of a burning/smoldering mishap site until
the fire chief declares the area fire safe. If possible,
take precautions to avoid high-pressure water breakup
and dispersal of composite materials.
(5) Ground or flight operations are not permitted with 500 feet above ground level (AGL) of the site
and 1,000 feet horizontally.
(6) Cordon off the mishap site and establish a
single entry/exit point. Only sufficiently protected individuals are authorized in the immediate mishap site
and peripheral area (contamination reduction zone).
The peripheral area is designated in a coordinated effort by the fire chief and bio-environmental engineer
and/or on-scene commander. As a guide, the peripheral area should be defined as more than 25 feet away
from damaged composite parts, although it may vary
depending upon environmental conditions (rain, dry,
high winds, remote site, etc.).
(7) If personnel other than those at the accident site have been directly and significantly exposed
to material and smoke hazards, the medical staff will
be consulted for evaluation and tracking. Air Force
officials advise the unthreatened populace that works/
resides in areas controlled by the US. government. In
cases where the accident occurs off US. government
controlled property, or the public at large may be affected, notify appropriate public safety officials of the
problem. In all cases, the following steps should be
taken to reduce the possibility of exposure:
(a) Remain indoors
(b) Shut external doors and windows
(c) Turn off forced-air intakes
(d) Await further notification
(8) Access to the crash site to conduct a more
thorough survey will be coordinated with the incident
commander (IC).
(a) Identify specific aircraft hazards by inspection and consulting with crew chiefs or weapons system manager, reference documents, contractor, or aircraft specialists. Indicated composites and other hazardous materials to response personnel.
(b) Advise the on-scene commander of all findings and recommendations.
(c) Minimize airborne particulates/fibers by
avoiding excessive dust disturbance created by walking, working, or moving materials at the crash site. Take
all necessary steps to minimize airborne particulate fibers and dust.
3-9
TO 00-105E-9
(9) Entry/exit from the entry control point (ECP)
will be monitored. The following guidelines apply:
(a) When exiting the crash site, personnel
should use high-efficiency particulate air (HEPA) filtered
vacuums, if available, to remove advanced composite
contaminates from their outer clothing, work gloves,
boots, headgear, and equipment. If unavailable, efforts must be made to wipe or brush off as much contamination as possible. Anytime personnel remove
SCBA, the HEPA filter respirator must be donned
until after being decontaminated at the Exit/Entry
control point.
(b) Clean sites (i.e., tent or trailer) for donning/removal of personal protective equipment (PPE)
should be set up as practical.
(c) No eating, drinking, or smoking is permitted within the contamination reduction or exclusion zone
of the crash site or as otherwise determined by the onscene commander. Personnel must be advised to
shower thoroughly including head hair. If showering is
impractical, personnel must at a minimum wash their
hands, forearms, and face prior to eating, drinking, or
smoking.
(d) Wrap and seal contaminated protective
clothing and dispose of properly (see clean-up and disposal concerns). The bio-environmental engineer
should determineif other special handling procedures
are required.
(e) Personnel should shower (in cool water)
prior going off-duty to preclude injury from loose fibers.
Portable showers may need to be provided for this.
(f) When practical, remove contaminated outer
garments of both victims and response personnel at
the scene to protect the medical staff. Advise the local
medical staff of any ill-effects believed to be related to
exposure to the advanced composite materials. Symptoms of ill-effects include, but are not limited to:
1 Respiratory tract irritation, reduced respiratory capacity, and difficulty breathing.
2 Eye irration
3 Skin irritation, sensitization, rashes, infections, cuts, and slivers.
strictions may require additional control measures during emergencies.
g. CONTAINMENT.
(1) Secure burned/mobile composite fragments and loose ash /particulate residue with:
(a) Plastic
(b) Fire fighting agent
(c) Fixant material
(d) Tent
NOTE
Carefully wrap the coated parts and/or material with
plastic sheet/film or place in a plastic bag that is minimum of 0.006 inches (6 mils) thick. Generic garbage
bags are generally inadequate unless several are used
as plies.
NOTE
Fire fighting equipment should be available during
fixant/stripper application, aircraft break-up and
recovery.
CAUTION
Fire must be completely out and the composites
cooled to below 300 degrees F (149 degrees C).
(2) Consult specific aircraft authority and the
investigators before applying fixant. Safety concerns
may override any delayed application. Two types of
fixants are used, one for burned composites and debris and the other for land surfaces. Fixant is usually
not needed for open terrain and improved surfaces
(concrete or asphalt) unless high concentrations exist.
(a) Obtain a fixant or “hold-down” solution,
such as Polyacrylic Acid (PPA) or acrylic floor wax and
water. Light oil is not recommended because it may
become an aerosol and collect on equipment, hamper
material investigations, and present a health hazard.
Generic acrylic floor wax available at a wide variety of
stores should be mixed in a 10:1 water to wax ratio;
although this ratio may vary depending on the manufacturer.
NOTE
Material safety data sheet (MSDS) information should
be made available to qualified personnel. Security re-
(b) Apply (preferably spray) a heavy coating
of the fixant solution to all burned composite materials
and to areas containing scattered/settled composite
3-10
TO 00-105E-9
debris. Completely coat the material until wet to ensure the particulate fiber/dust is immobilized. Allow
the coating to dry.
NOTE
Strip-ability of fixant coating is required where coatings are applied to debris that must later undergo microscopic analysis by incident investigators. Care must
be exercised in the use of the stripping solutions since
they can react with some materials and the process of
stripping may damage the parts. PAA may be removed
by a dilute solution of household ammonia (about 1 %
by volume of ammonium hydroxide in water) or trisodium phosphate (approximately one 8-ounce cup trisodium phosphate per two gallons of water).
fore disposal is authorized.
(2) Place hazardous waste material in containers and appropriately dispose as hazardous waste.
If possible, a HEPA vacuum should be used to cleanup the local area. All crash debris, vacuum bags, coveralls, gloves, and all other contaminated materials
should be properly disposed of and labeled appropriately with the following: “Composite Waste. Do Not
Incinerate. Do Not Sell for Scrap. Composite Waste.”
NOTE
Demilitarization may be required prior to material disposal if done through private contract.
NOTE
(3) If deemed necessary, agricultural soil
tackifiers may be used to hold materials on sand or
soil. Most solutions, including Polychem TM, J-Tack
TM, or Tera Tack TM can be sprayed onto the ground
at a rate of 0.5 gallons per square yard.
(4) Improved hard surfaces (i.e., concrete or
asphalt) should be vacuumed with an electrically protected vacuum. The effluent should be collected via
plastic/burlap-coated trenches or drainage ditches.
Operations involving sweeping should be avoided as it
disseminates the particulate debris.
(5) Immediately flush/clean fixate-application
equipment with a dilute solvent to avoid clogging.
(6) Pad all sharp projections from damaged
composite parts to prevent accidental injuries.
NOTE
The entire impact or accident sitemust be diked to prevent run-off of aqueous film-forming foam (AFFF) fire
fighting agents.
(7) Fire fighting vehicles and equipment must
be decontaminated at the accident site by washing with
water or through the use of HEPA vacuums.
h. CLEAN-UP AND DISPOSAL CONCERNS.
(1) Conduct material disposal according to
local, state, federal, and international guidelines. The
nearest Department of Defense, Government, or private environmental management office should be contacted for relevant disposal procedures for advanced
composite parts/material that does not require accident investigation evaluation, repair, or are not needed.
Ensure the Safety Investigation Board (SIB) and Accident Investigation Board (AIB) releases the part be-
Coordination with the specific weapons system manager is required.
(3) For open terrain mishap areas, the appropriate soil and surface restoration will be completed.
(4) If aircraft were subjected to the smoke and
debris of the immediately affected area, the following
should be undertaken:
(a) Vacuum the air intakes with an electrically
protected vacuum cleaner.
(b) For internally ingested smoke, visually and
electronically (i.e., “Sniffer”), inspect all compartments
for debris and vacuum thoroughly.
(c) Prior to flying, perform electrical checks
and engine run-up.
(5) For significantly affected structures and
equipment:
(a) Thoroughly clean all antenna insulators,
exposed transfer bushings, circuit breakers, etc. Inspect air intakes and outlets for signs of smoke or debris and decontaminate, if necessary.
(b) Consult more detailed electrical reference
material and specific decontamination instructions for
more information.
(6) Continue to monitor affected personnel,
equipment, and mishap site.
3-11
TO 00-105E-9
i. COMPOSITE MISHAP RAPID-RESPONSE
CHECKLIST.
(e) Properly clean affected structures/equipment.
(f) Monitor affected personnel, equipment, site.
(1) Initial Response Element
an initial survey.
(a) Conduct
END CHECKLIST
(b) Establish site control.
(c) Evacuate from smoke plume/alter flight operations/restrict downwind assembly.
(d) Extinguish fire and cool to 300 degrees F
or 149 C. Only fire fighters with SCBA in the area until
fire safe.
(e) No flying or taxing ground operations - 500
‘AGL and 1000’ horizontally.
(f) Cordon off site with single entry/exit point.
(g) Advise populace on actions.
(h) Enter site, identify hazards, avoid disturbance.
(i) Follow entry and exit guidelines.
(j) Temporarily secure small particulates/ fibers/
ash with water mist.
(2) Containment:
(a) Properly secure composite materials.
(b) Use soil tackifiers, if necessary.
(c) Clean improved surfaces; collect effluent.
Avoid sweeping.
(d) Flush or clean fixant application equipment.
(e) Pad sharp projections.
(f) Decontaminate vehicle/equipment.
(3) Clean-up and Disposal:
(a) Dispose materials within local, state, federal, and international guidelines and regulations.
(b) Properly dispose of hazardous waste/ demilitarize materials, if necessary.
(c) Properly clean open terrain mishap areas.
(d) Properly clean aircraft.
3-12
Cell 1:
Cell 2:
Cell 3:
Cell 4:
Cell 5:
Cell 6:
Cell 7:
Cell 8:
Cell 9:
Code number of hazard
Known hazard
Function
Toxicity to lungs. Hazardous materials to human life by inhalation.
A. Not considered toxic.
B. Low. Judged harmful only after massive exposure.
C. Moderate. May cause illness or injury but not considered fatal except for unusual circumstances.
D. High. May cause death or permanent injury.
Toxicity to skin. Hazardous materials to human life by destruction of skin tissue or absorption through the skin into the system.
A. Not considered toxic.
B. Low. Judged harmful only after massive exposure.
C. Moderate. May cause illness or injury but not considered fatal except for unusual circumstances.
D. High. May cause death or permanent injury.
Toxicity to atmosphere. Combustion released products.
A. Not considered toxic.
B. Low. Judged harmful only after massive exposure.
C. Moderate. May cause illness or injury but not considered fatal except for unusual circumstances.
D. High. May cause death or permanent injury.
Danger rating from fire of a material.
A. No hazard.
B. Slight
C. Moderate
D. Readily detonates when exposed to fire or shock.
Substance or material.
S1. Flammable or oxidizing substances.
S2. Explosive substances.
M1. Moderately or highly toxic materials.
M2. Radioactive materials.
M3. Water-reactive materials.
M4. Cryogenic materials.
Evacuation distance in all directions. Monitor wind conditions. Be prepared to relocate. Check points should be established up wind. Beware of smoke
and/or vapor clouds.
E1. 500 feet/1,640.45 meters/200 paces
E2. 1,000 feet/3,280.9 meters/400 paces
E3. 1,500 feet/4,921.35 meters/600 paces
E4. 2,500 feet/8,202.25 meters/1,000 paces
E5. 5,000 feet/16,404.5 meters/2,000 paces
We would like to thank Charles J. Baker and acknowledge his excellent effort in the HAZMAT arena. Permission was granted to use information from his book
The Firefighter’s Handbook of Hazardous Materials, Fifth Edition dated 1990.
T.O. 00-105E-9
3-13
How to read the Master List of European Aircraft Hazards
Code
Known Haz ard
Function
1
ACIDS - SULFURIC
Batteries
2
AIRCRAFT ASSIST ED ESCAPE SYST EM
Various aircraft types
3
ALKALINES
4
ARCT ON 12
5
ARCT ON 112
6
ASBEST OS
7
BERYLLIUM + BERYLLIUM OXIDES
8
9
(general)
Toxicity-Inhale Toxicity-Skin Toxicity-Air Dange r Sub/Mat
C
D
D
Evac
S1
E2
S2
E1
C
D
E2
Insulation
C
A
C
D
BROMOCHLORODIFLUOROMET HANE
BCF Fire Extinguishant
B
C
A
E1
BROMOT RIFLUOROMET HANE
BT M Fire Extinguishant
B
C
A
E1
10
CADIUM
Batteries/Bolt and Steel Protection
C
11
CART RIDGE OPERAT ED EQUIPMENT
Non-Armament/PAD/CAD
12
CHLOROBROMOET HANE
Fire Extinguishant
13
COMPOSIT E MAT ERIALS (see Preface)
Man-made Mineral Fibers (various acft)
14
COOLANOL
Phosgene Gas when heated
(dust and particles)
(general)
15
CHAFF DISPENSER
16
DEPLET ED URANIUM (see Preface)
17
DIMET HYLFORMAMIDE
Strobe Power Pack
18
EJECT OR RELEASE UNIT S (ERU's)
Various acft types
19
ET HYLENE GLYCOL
A
C
B
FLARE DISPENSER
Various aircraft types
FLUOROLAST OMERS
Burnt Seals
22
FREON* (all types)
Air Conditioning/Environmental Units
23
GROUND ILLUMINAT ING FLARE DISPENSER Various acft types
24
ISOPROPYL NIT RAT E
25
LEAD (all types)
26
LIT HIUM
27
MERCURY
28
29
"AVPIN"
M1
C
S1
E2
A
D
S1
E1
C
A
M1
E1
D
S2
E2
D
S2
E2
C
D
D
M2
E2
B
C
C
C
M1
E1
B
B
B
C
B
D
S2
E2
A
M1
E1
E
S2
E2
A
D
S2
E
S1
E2
E
M1
E2
C
D
T emperature Bulbs
D
D
D
MET HYL BROMIDE
Fire Extinguishant
D
D
D
MINIAT URE DET ONAT ING CORD
Escape Systems/Hatches/Canopies
30
NIEMONIC ST EEL
Heat Shields
A
B
B
C
31
NIT ESUN LIGHT SYST EM
32
POLYCHLORINAT ED BIPHENYLS
PCB's
C
C
D
A
33
POLYT ET RAFLUOROET HYLENE
PT FE
34
POT ASSIUM HYDROXIDE
35
RADIOACT IVE SOURCES
36
"SKYDROL" HYDRAULIC OIL OX-20
37
SONAR LOCATOR BEACON(S)
Batteries
(see Preface)
Depleted Uranium, T horium
Lithium Battery
E2
C
D
(general)
E1
D
C
21
E1
D
Defensive systems, various acft types
20
A
E2
M3
E2
M1
E1
A
M1
E2
E
S2
E2
E1
M1
E1
C
D
C
A
M1
E1
C
D
D
A
M2
E1
A
B
A
A
S1
E2
M3
E2
T.O. 00-105E-9
3-14
MASTER LIST FOR EUROPEAN AIRCRAFT HAZARDS
Code
Known Haz ard
Toxicity-Inhale Toxicity-Skin Toxicity-Air Dange r Sub/Mat
Evac
STRONTIUM CHROMATES
B
B
C
A
E1
39
SULPHUR HEXEFLUORIDE SF6
B
B
D
A
E1
40
THALLIUM
C
C
D
A
S1
41
THORIUM FLUORIDE
C
C
D
A
S1
E1
42
TRITIUM LIGHT SOURCES
C
D
M2
E3
43
VERY FLARE
44
WATER METHANOL
B
B
D
S1
E2
45
WEAPON LOAD
46
WINDSCREEN WASH FLUID AL-36
47
ZINC SELENIDE
FLIR
C
C
A
M1
E1
48
HYDRAZINE H70
F-16, various acft types, orbiter
D
D
D
C
M1
E2
49
HALON*
Fire Extinguishant, refigerant
D
C
*
E
M4
E5
50
ISOPROPYL ALCOHOL
B
B
B
D
S1
E2
51
METHYLETHYLKETONE (MEK)
B
B
B
D
S1
E2
52
INSTRUMENT MIL 17808
53
MOLYKOTE D32-1/R
54
AL-5
Windscreen Wash Fluid
55
MERCURY CADIUM TELLURIDE (HgCdTe)
FLIR
(compounds)
(gas and liquid)
NOTE: Cargo cabin insulation blanket
produces phosgene gas on burning.
* Ozone depleting
NOTE: Cargo cabin insulation blanket
produces phosgene gas on burning.
*
Function
38
Ozone depleting
Beta Lights
C
B
E1
If Fitted, various acft types
Cleaning Solvent
Anti-icing Fluid
T.O. 00-105E-9
3-15
MASTER LIST FOR EUROPEAN AIRCRAFT HAZARDS
TO 00-105E-9
NOTE
Chapter 4 contains emergency rescue
information for the following aircraft:
USAF
USAF
A-10
A-37
Chapter 4 Cover
T.O. 00-105E-9
CHAPTER 4
U.S. AIR FORCE
ATTACK AIRCRAFT EMERGENCY
RESCUE INFORMATION
4-1. INTRODUCTION AND USE.
4-2. This section contains emergency rescue information illustrations in alpha-numerical order relative
to type and model of aircraft. This arrangement of
illustrations is maintained from Chapter 4 throughout the remainder of the publication.
b. Suggested special tools/equipment are
listed in the upper left corner, on the Aircraft/Entry
page of each listed aircraft.
4-3. GENERAL ARRANGEMENT.
c. Procedural steps covering emergency/
normal entrances, cut-ins, engine/APU shutdown,
safetying ejection/escape systems, and aircrew extraction are outlined on the left side of each page
with coordinated illustrations on the right.
4-4. Aircraft type designation has been positioned
in the upper right corner of the horizontal illustration
for rapid identification. Additional aids to rapid orientation are:
d. Illustrations located on right side of pages
are coordinated with text by numerals and small letters depicting both paragraph and subparagraph on
the page.
a. Recent technological advances in aviation have caused concern for the modern firefighter.
Aircraft hazards, cabin configurations, airframe materials, and any other information that would be helpful in fighting fires, the locating and rescue of personnel will be added as the information becomes
available.
e. Each illustration is consistently colored
and/or pattern keyed to highlight essential emergency
rescue information.
4-1
f. Details are pulled directly from the illustration to highlight an area, thus eliminating unnecessary searching for desired information.
A-10
WARNING
The APU must be shut down before
approaching the APU penetration point.
GUN BAY (LEFT SIDE)
F.S. 203 - 206 W.L. 77
F.S. 232 - 236 W.L. 77
APU (LEFT SIDE)
F.S. 565 W.L. 84
GUN BAY (RIGHT SIDE)
F.S. 279 - 285 W.L. 85
T.O. 00-105E-9
A-10.1
AIRCRAFT SKIN PENETRATION POINTS
A-10
RIGHT ENGINE NACELLE
N.S. 190 1 O’CLOCK POSITION
NOTE:
Fuel lines are located at the 2 and 4 o’clock
positions. Avoid penetrating these areas.
LEFT ENGINE NACELLE
N.S. 170 11 O’CLOCK POSITION
RIGHT ENGINE NACELLE
N.S. 188 5 O’CLOCK POSITION
LEFT ENGINE NACELLE
N.S. 188 7 O’CLOCK POSITION
NOTE:
Hydraulic lines are located at the 8 and 10 o’clock
positions. Avoid penetrating these areas.
T.O. 00-105E-9
A-10. 2
AIRCRAFT SKIN PENETRATION POINTS - Continued
80
DEGREES F.
IDLE
80
DEGREES F.
MAX
50
FT/SEC
IDLE
20
15
10
5
0
5
10
15
20
ENGINE CENTER LINE
ENGINE CENTER LINE
25’
0
DANGER AREA
ENGINE INLET
25
990
DEGREES F.
MAX
CHAFF/FLARE DISPENSERS
50
75
DISTANCE FEET
100
FT/SEC
IDLE
100
100
FT/SEC
MAX
150
ENGINE OIL
TOP OF EACH NACELLE
1.4 GALLONS EACH
ACCESS PANEL N3 (LEFT) N4 (RIGHT)
HYDRAULIC RESERVOIRS
2.4 GALLONS EACH
ACCESS PANEL
F39/F51
BATTERY ACCESS PANEL F65
APU EXHAUST
DANGER AREA
30MM AMMUNITION
1174 ROUNDS
ACCESS PANEL F67
125
50
FT/SEC
MAX
LIQUID OXYGEN
5 LITRES
RIGHT SIDE
ACCESS PANEL F2
CHAFF/FLARE
DISPENSERS
DISTANCE FEET
740
DEGREES F.
IDLE
T.O. 00-105E-9
A-10. 3
A-10
AIRCRAFT HAZARD INFORMATION
AUDIOVISUAL
+ 606746DF
CONVENTIONAL
ARMAMENT UP TO
2,000 POUNDS
A-10
TOTAL FUEL 3,438 GALLONS
AIRCRAFT ENTRY (ALL MODELS)
CHAFF/FLARE
DISPENSING STATIONS
1. NORMAL ENTRY
AMMO
DRUM
a. Extend boarding ladder (if needed) as follows:
EJECTION
SEAT
WARNING
Stand clear of boarding ladder (aft) when releasing
ladder. Boarding ladder is spring loaded and could
cause serious injury to personnel when released.
(1) Open boarding ladder access door, located aft
of boarding ladder, and depress ladder release
button.
b. Open manual canopy release access door, located below
the canopy on both sides of the fuselage, and pull the
manual canopy release handle.
NOTE:
Pulling the manual canopy release handle unlocks
the canopy and disengages the canopy actuator,
allowing the canopy to be raised manually. This
precludes the possibility of the canopy jamming in a
partially open position.
LIQUID
OXYGEN
CONVERTER
(RT SIDE)
323
BATTERY
600
GAU-8
30MM GUN
EXTERNAL
BATTERY
SWITCH
496
EJECTION
CARTRIDGE
(11 PYLONS)
496
323
600
1d
1a
1c
(3 TANKS)
2a
1b
BOARDING
LADDER
COMPARTMENT
1a LADDER RELEASE
1b EXTERNAL CANOPY
ACTUATOR DISENGAGE
CONTROL (LT & RT SIDES)
T.O. 00-105E-9
A-10. 4
SPECIAL TOOLS/EQUIPMENT
10 FT. Ladder
Power Rescue Saw
Safety Pin P/N C114767-1
WARNING
After pulling the manual canopy release handle
(when raising the canopy electrically or manually)
the canopy must be raised to its full open position
to engage the lock pin. This will prevent the
canopy from falling to its closed position.
c.
1c EXTERNAL CANOPY
CONTROL
Raise canopy by holding the CANOPY switch
in the OPEN position. When electrical movement stops, manually raise canopy to the full
open position to engage hold open lock pin.
d. If desired, the canopy can be opened manually
by use of the canopy opening assist handles
located at the left and right side of the canopy
base frame.
2. EMERGENCY ENTRY
1d CANOPY OPENING
ASSIST HANDLE
a. Open RESCUE door, left or right side of
fuselage, pull external canopy jettison
control cable to full 6 foot length and pull
sharply to jettison canopy.
3. CUT-IN
a. Cut anopy along canopy frame.
2a EXTERNAL CANOPY
JETTISON CONTROL
(LT & RT SIDES)
T.O. 00-105E-9
A-10.5
A-10
AIRCRAFT ENTRY - Continued
A-10
1. ENGINE SHUTDOWN
WARNING
The APU switch must be placed in the OFF
position prior to engine shutdown to prevent
fuel vented from the left engine during
shutdown being ignited by the APU exhaust.
a. Place APU switch, located inboard of the
throttles on the left console, to OFF position.
1c
MASTER ARM
EXTERNAL STORES
JETTISON BUTTON
b. Retard throttles, located on left console, to
IDLE detent then pull up and move aft to full
OFF position.
c.
Place MASTER ARM switch, located left of
center on the pilot’s instrument panel, to SAFE
position.
d. Place battery switch, located on right console,
to OFF position.
WARNING
The external stores jettison button remains
active with the battery switch OFF.
1b
THROTTLES
1d
BATTERY
1a
APU
T.O. 00-105E-9
A-10.6
ENGINE SHUTDOWN
2. EMERGENCY ENGINE SHUTDOWN
WARNING
The APU switch must be placed to the OFF
position prior to engine shutdown to prevent
fuel vented from the left engine during
shutdown being ignited by the APU exhaust.
a. Place APU switch, located on left console, to
OFF position.
WARNING
Ensure throttle levers are placed to the OFF
position prior to pulling fire T-handles.
b. Retard throttles, located on left console, to
IDLE detent then move aft to full OFF position.
c.
Pull applicable engine fire T-handle, located
above pilot’s instrument panel.
NOTE:
The onboard fire extinguishing system is not
effective on an engine core fire. If flames or
smoke are visible at the tailpipe an engine core
fire may exist and must be fought by other methods.
RIGHT ENGINE
LEFT ENGINE
1
FIRE(ENG)PULL
FIRE(APU)PULL
2
FIRE(ENG)PULL
2c
FIRE T-HANDLES
T.O. 00-105E-9
A-10. 7
A-10
ENGINE SHUTDOWN - Continued
d. Set FIRE EXTING DISCH switch, located above
pilot’s instrument panel, right side, to left or right
position. If fire indicator light remains lit, set switch
to opposite position.
FIRE
EXTING
DISCH
2d
FIRE EXTINGUISHER DISCHARGE
e. Place MASTER ARM switch on armament control
panel to SAFE.
f.
3b
APU FIRE T-HANDLE
Place battery switch, located on right console, to
OFF position.
3. EMERGENCY APU SHUTDOWN
1
FIRE(ENG)PULL
FIRE(ENG)PULL
2
FIRE(ENG)PULL
FIRE
EXTING
DISCH
a. Place APU switch, located on left console, to OFF
position.
b. Pull APU fire T-handle, located above pilot’s
instrument panel.
c.
Set FIRE EXTING DISCH switch, located above
pilot’s instrument panel, right side, to left or right
position. If fire indicator light remains lit, set FIRE
EXTING DISCH switch to opposite position.
NOTE:
IF APU fire persists after both aircraft fire extinguisher
bottles are discharged, introduce agent into the APU
compartment through the fire access port in fuselage
access door F47.
d. Place battery switch, located on right console, to OFF
position.
3c
FIRE
EXTINGUISHER
DISCHARGE
T.O. 00-105E-9
A-10. 8
A-10
ENGINE SHUTDOWN - Continued
and EMERGENCY APU SHUTDOWN
1c
EMERGENCY MANUAL
CHUTE HANDLE
ARMED
SAFE
WARNING
SIDE
VIEW
The seat is armed regardless of canopy position. Jettisoning the
aircraft canopy automatically arms the ACES II ejection seat.
1.
NORMAL SAFETYING OF EJECTION SEAT
a.
Rotate Ground Safety Lever, located left side of seat directly
aft of the left Ejection Control Handle, UP and FORWARD.
NOTE:
The Ejection Control Handle safety pin can ONLY be installed
from the forward inboard side of the left handle.
b.
c.
2.
Install safety pin in left Ejection Control Handle.
Install safety pin in the Emergency Manual Chute Handle,
located on right side of seat.
EMERGENCY SAFETYING OF EJECTION SEAT AFTER
CANOPY JETTISON
ARMED
1c
SAFETY PIN
ARS INDICATOR
NOTE:
Do not touch indicator sealant when checking
condition. Frequent touching wears off sealant
exposing tip of red pin indicating a false ARMED
ARS condition.
3c
SHOULDER
HARNESS
FITTINGS
3a
LAP BELT
1b, 2b
EJECTION
CONTROL
HANDLES
2c
BALLISTIC
GAS HOSE
AND
DISCONNECT
WARNING
Rotating the Ground Safety Lever in this situation does not
adequately prevent the possibility of inadvertent ejection.
a.
b.
c.
3.
3b
SURVIVAL
KIT
BUCKLES
Rotate Ground Safety Lever, located left side of seat directly
aft of the left Ejection Control Handle, UP and FORWARD.
Insert safety pin in left Ejection Control Handle.
Cut ballistic hoses on left and right sides of seat, above disconnects, to prevent ballistic gas from actuating ejection devices.
AIRCREW EXTRACTION
NOTE:
The Emergency Manual Chute Handle, located on right side of seat
directly behind the right Ejection Control Handle, DOES NOT release
restraint system. Manual release of each restraint and lead is
necessary prior to extraction.
a.
b.
c.
Release lap belt by lifting cover and pulling release bar.
Release left and right survival kit buckles by depressing PUSH TO
RELEASE tab on each buckle.
Release left and right should harness fittings by lifting cover and
pulling release bar on each fitting.
1b, 2b
SAFETY
PIN
A-10
1a, 2a
GROUND
SAFETY
LEVER
(SAFE POSITION)
T.O. 00-105E-9
A-10. 9
EJECTION SYSTEM SAFETYING
and AIRCREW EXTRACTION
GUN BAY
F.S. 16.50 - 54.00
ABOVE W.L. 0.00
A-37
OXYGEN COMPARTMENT
F.S. 288.95 - 307.45
BOTH SIDES
FWD EQUIPMENT BAY
F.S. 16.50 - 54.00
ABOVE W.L. 0.00
T.O. 00-105E-9
A-37.1
AIRCRAFT SKIN PENETRATION POINTS
A-37
100% RPM
ENGINE AIR INTAKE DUCT
FT
12 FT
12
ENGINE AIR INTAKE DUCT
1500 FT
ENGINE EXHAUST DUCT
WARNING
TURBINE DISENTEGRATION
Suction at the engine intake duct is sufficient
to kill or severely injure personnel drawn into,
or against, the duct.
EXHAUST VELOCITY (FT/SEC)
1700 1200
EXHAUST TEMPERATURE
(DEGREES F)
1100 700 500
FEET
800 600 400
400
200 100 70
300
200
150
0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40
T.O. 00-105E-9
A-37. 2
AIRCRAFT HAZARD INFORMATION
A-37
OXYGEN
1010.70 CU.IN.
2157 CU. IN.
425 PSI
HYDRAULIC RESERVOIR
1.08 GALLONS DOOR 75
FLARE DISPENSERS
AFT OF WINGS ON
HYDRAULIC RESERVOIR
1.08 GALLONS DOOR 75
7.62 MM AMMUNITION
1500 ROUNDS
NOTE:
ADDITIONAL 7.62 MM CANNON MAY
BE CARRIED ON WING PYLONS
ENGINE OIL
1 GALLON EA.
DOOR 76L/R
T.O. 00-105E-9
A-37. 3
AIRCRAFT HAZARD INFORMATION - Continued
AIRCRAFT ENTRY ( ALL MODELS)
NORMAL ENTRY
Press latch and open canopy access release door, located on
left side of fuselage below canopy, place canopy circuit switch
to aft EXTERNAL position.
b. Unzip lining, extend left arm through and push canopy downlock
handle to aft position.
c. Place external canopy open/close switch, located next to canopy
circuit switch, aft, to open position, and hold until canopy reaches
full open.
1.
a.
2. MANUAL ENTRY
a. Press latch and open canopy access release door, located on left
side of fuselage below canopy, place canopy circuit switch to aft
EXTERNAL position.
b. Unzip lining, extend left arm through and push canopy downlock
handle to aft position.
c. Pull and hold de-clutch T-handle out and raise canopy to full open
position.
A-37
FUEL
TANK
EJECTION
SEATS
90
99
BOMBS OR
ROCKETS
(TYPICAL)
OXYGEN
CYLINDERS
79
97 GAL. EACH
AMMO AND
GUNS
3a
EXTERNAL
CANOPY
JETTISON
HANDLE
99
90
4a
BATTERIES
97 GAL. EACH
1b, 2b
CANOPY DOWNLOCK
HANDLE (INTERIOR)
NOTE:
Two fire protection personnel, one each side, are required to
raise canopy.
WARNING
If canopy de-clutch T-handle is pulled out when the canopy is in
the open position (full or partial) the canopy will slam shut causing
injury to personnel under it.
2c
DE-CLUTCH
T-HANDLE
3. EMERGENCY ENTRY
a. Press latch and open emergency canopy door, located on left side
of fuselage below canopy, and pull external canopy jettison handle out.
4. CUT-IN
a. Cut canopy along canopy frame.
1a, 2a
CANOPY ACCESS
RELEASE DOOR
1a, 2a
EXTERNAL
CANOPY
CIRCUIT
SWITCH
1c
EXTERNAL
CANOPY SWITCH
T.O. 00-105E-9
A-37.4
SPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Dearming Tool
Entry Tool, Locally Manufactured
Fire Drill II
1.
A-37
ENGINE SHUTDOWN
NOTE:
• Seats must be safetied before engines are
shutdown at co-pilot’s throttle.
• Pilot’s throttle can not be placed in the full
CUT-OFF position.
a.
Raise and retard throttles on pilot’s quadrant,
located on left console, to full aft CUT-OFF position.
b.
Raise and retard throttles on co-pilot’s quadrant
located on center console, to full aft CUT-OFF position.
1c
FUEL SHUTOFF
T-HANDLES
1a
PILOT’S
THROTTLE
1b
CO-PILOT’S
THROTTLES
NOTE:
If step b does not shutdown engines, pull fueld shut-off
T-handles, located top center of instrument panel.
c.
Pull Fuel Shutoff T-handles, located on top center
instrument panel, if applicable.
d.
Place battery switch, located on pilot’s lower instrument
panel, to OFF position.
1d
BATTERY SWITCH
T.O. 00-105E-9
A-37. 5
ENGINE SHUTDOWN
A-37
CANOPY PIERCER
2. NORMAL SAFETYING EJECTION SEAT
a. Insert arming handle safety pins in lower right
side of both ejection seats.
STABILIZATION
PARACHUTE
CONTAINER
3a
CUT CATAPULT
HOSE HERE
3. EMERGENCY SAFETYING EJECTION SEAT
EJECTION SEAT
a. Cut catapult hose (T-37 and A-37) located behind
headrest just aft of canopy piecer and cut rocket
motor initiator hose (A-37 only) located on outboard
side of both seats. (See yellow heat shrink on
hoses.)
VERTICAL ADJUSTMENT
CONTROL LEVER
SEAT PAN
4a
LAP BELT
3a
CUT ROCKET
MOTOR HOSE
HERE (A-37 only)
ROCKET MOTOR
INITIATOR
INERTIA
REEL
CONTROL
RAIL STRUCTURE
CATAPULT
2a
ARMING HANDLE
SAFETY PINS
DISCONNECT
(behind rocket motor)
LEG GUARD
HAND GRIP
SAFETY LAP BELT
4. AIRCREW EXTRACTION
a. Unlatch lap belt and remove shoulder harness from
crewmember(s).
b. On HUB-12/A lap belt, squeeze together the black
and silver grips of the handle and lift up. Separate
belt. Remove gold key. Remove shoulder harness/
negative “G” restraint strap loop ends.
4b
HANDLE
-SQUEEZE AND
LIFT TO OPEN
SIDE VIEW HBU-12/A LAP BELT
ROCKET MOTOR
(A-37 only)
T.O. 00-105E-9
A-37.6
SAFETYING EJECTION SYSTEM
AND AIRCREW EXTRACTION
TO 00-105E-9
NOTE
Chapter 5 contains emergency rescue
information for the following aircraft:
USAF
USAF
USAF
B-1
B-2
B-52
Chapter 5 Cover
T.O. 00-105E-9
CHAPTER 5
U.S. AIR FORCE
BOMBER AIRCRAFT EMERGENCY
RESCUE INFORMATION
5-1. INTRODUCTION AND USE.
5-2. This section contains emergency rescue information illustrations in alpha-numerical order relative
to type and model of aircraft. This arrangement of
illustrations is maintained from Chapter 4 throughout the remainder of the publication.
b. Suggested special tools/equipment are
listed in the upper left corner, on the Aircraft/Entry
page of each listed aircraft.
5-3. GENERAL ARRANGEMENT.
c. Procedural steps covering emergency/
normal entrances, cut-ins, engine/APU shutdown,
safetying ejection/escape systems, and aircrew extraction are outlined on the left side of each page
with coordinated illustrations on the right.
5-4. Aircraft type designation has been positioned
in the upper right corner of the horizontal illustration
for rapid identification. Additional aids to rapid orientation are:
d. Illustrations located on right side of pages
are coordinated with text by numerals and small letters depicting both paragraph and subparagraph on
the page.
a. Recent technological advances in aviation have caused concern for the modern firefighter.
Aircraft hazards, cabin configurations, airframe materials, and any other information that would be helpful in fighting fires, the locating and rescue of personnel will be added as the information becomes
available.
e. Each illustration is consistently colored
and/or pattern keyed to highlight essential emergency
rescue information.
5-1
f. Details are pulled directly from the illustration to highlight an area, thus eliminating unnecessary searching for desired information.
NOTE:
Penetration points for all weapons bay
doors are identical. Penetrate each door
approx. 25 inches to the right or left of
the aircraft centerline. The doors are 7
inches thick at the penetration point.
B-1
LEFT ACCESSORY DRIVE GEARBOX
DOOR 6415-03 AND 6416-03
STA Yf 1230
2 IN. TO THE LEFT OR RIGHT OF THE
NACELLE CENTERLINE 3 IN AFT OF
THE FORWARD EDGE OF THE DOOR
FORWARD WEAPONS BAY
STA. Yf 640
NOTE:
Aircraft dimensions
Length 150’ 2-1/2”
Wing span 136’ 8-1/2”
Height 33’ 7-1/4”
INTERMEDIATE WEAPONS BAY
STA. Yf 830
AFT WEAPONS BAY
STA. Yf 1230
RIGHT ACCESSORY DRIVE GEARBOX
DOOR 6425-03 AND 6246-03
NOTE:
Penetration instructions are the
same for both left and right ADG’S.
TO 00-105E-9
B-1.1
AIRCRAFT SKIN PENETRATION POINTS
B-1
CREW COMPARTMENT
STA. Yf 295
APPROXIMATELY 7 IN. BELOW
PILOT/COPILOT WINDOW
NOTE:
Ensure the aircraft cabin is
depressurized before penetrating.
AUXILIARY POWER UNIT (APU)
CUT HERE
FOR FIRE
EXTING.
ACCESS
ENGINE
AND APU
COMPARTMENT
FIRE PANEL
ACCESSORY DRIVE
SYSTEM
LOCATION FOR CUT-IN TO
PROVIDE ACCESS FOR
EXTINGUISHING FIRES
MARKED ON BOTH SIDES
OF EACH NACELLE
DOOR IN THE NACELE BELOW
THE APU TO PROVIDE ACCESS
FOR EXTINGUISHING FIRE
TO 00-105E-9
B-1.2
AIRCRAFT SKIN PENETRATION
POINTS - Continued
WARNING
At high thrust settings, the danger area
around the intake ducts may extend as
far as 4 feet aft of the duct lip.
B-1
TO 00-105E-9
B-1.3
AIRCRAFT HAZARD INFORMATION
A - RADAR
B - ENGINE INTAKES
C - ROTATING PLANES OF
ENGINE TURBINES
D - ENGINE EXHAUST
E - DOPPLER RADAR
F - DEFENSE RADAR
G - DEFENSE RADAR
AND HF RADIO
B-1
TIRE AVOIDANCE
AT ANY TIME IT IS SUSPECTED THAT TE WHEEL OR TIRE IS HOT,
APPROACH THE WHEEL FROM THE FRONT OR REAR ONLY. A
LANDING USING MAXIMUM BRAKING WILL GENERATE HIGH
TEMPERATURES. AVOID THIS AREA FOR 45 TO 60 MINUTES
AFTER AIRCRAFT HAS STOPPED.
TO 00-105E-9
B-1.4
AIRCRAFT HAZARD INFORMATION - Continued
B-1
WING FUEL
TANK
CHAFF/FLARE
DISPENSERS
(EXPLOSIVE
DEVICES)
FUEL TANKS
17
51
AFT BATTERY
9
775
COOLANT
RESERVOIRS
4
495
9
598
5
812
32
32
ESCAPE HATCHES
(EXPLOSIVE DEVICES)
96
36
ESCAPE HATCHES
(EXPLOSIVE DEVICES)
FUEL TANKS
(STORES BAYS MAY ALSO
CONTAIN FUEL TANKS)
17
51
GASEOUS OXYGEN STORAGE
TANKS (CENTRAL AVIONICS
COMPARTMENT)
WING FUEL
TANK
EJECTION SEAT
ROCKET MOTORS (4 EACH)
CUT HERE
FOR FIRE
EXTING.
ACCESS
AUXILLIARY POWER UNIT
(APU) (LUBE OIL)
HYDRAULIC
FLUID
RESERVOIRS
FIRE EXTINGUISHER BOTTLES
ENGINE AND APU
COMPARTMENT
FIRE PANEL
LOCATION FOR CUT-IN TO PROVIDE ACCESS
FOR EXTINGUISHING FIRES MARKED ON BOTH
SIDES OF EACH NACELLE.
ACCESSORY DRIVE
SYSTEM (LUBE OIL)
DOOR IN THE NACELLE BELOW
THE APU TO PROVIDE ACCESS
FOR EXTINGUISHING FIRE
TO 00-105E-9
B-1.5
AIRCRAFT HAZARD INFORMATION - Continued
CREW ENTRYWAY
B-1
Maximum Weapons Bay Fuel 9157 Gal. (3 Tanks)
Maximum External Fuel 5538 Gal. 6 Pylon Mounted
Fuselage Tanks
EXTERNAL TANKS (6)
FORWARD
BATTERY
NOTE:
Battery locations are being modified. Aircraft number 2-18
off assembly line have battery locations as follows: Forward
battery is located in the crew entry stairwell. Aft battery is
located in the aft left wheel well.
Weapons Bay
Opening
Manual Drive
(Each Bay)
AFT BATTERY
Aircraft number 19-100 off assembly line have battery locations
as follows: Forward battery is located in the crew entry stairwell.
Aft battery is located in the left forward nose.
AFT BATTERY
RH WHEEL WELL
Modification to aircraft 2-18 to move the aft battery from left
rear wheelwell to left forward nose location associated with
aircraft 19-100 will tentatively be completed in January 1992.
ACCESS COVER
LH WHEEL WELL
TO 00-105E-9
B-1.6
AIRCRAFT HAZARD INFORMATION - Continued
B-1
VERTICAL STABILIZER
(STEEL, COMPOSITES &
ALUMINUM)
ACTUATOR
FAIRING
(ALUMINUM &
FIBERGLASS)
HORIZONTAL STABILIZER
(STEEL, COMPOSITES &
ALUMINUM)
AFT INTERMEDIATE FUSELAGE
(ALUMINUM & TITANIUM)
AFT RADOME
(POLYQUARTZ)
WING CARRY-THRU
(TITANIUM)
WING
(ALUMINUM, FIBERGLASS &
STEEL)
FORWARD FUSELAGE
(ALUMINUM)
FORWARD RADOME
(POLYQUARTZ)
AFT FUSELAGE
(ALUMINUM)
WING GLOVE
(FIBERGLASS
& ALUMINUM)
FORWARD
INTERMEDIATE
FUSELAGE
(ALUMINUM)
FORWARD AVIONICS BAY
(ALUMINUM)
AFT AVIONICS
(ALUMINUM)
MAIN
LANDING
GEAR
(STEEL)
NOSE LANDING GEAR
(ALUMINUM & STEEL)
NACELLE
(ALUMINUM, TITANIUM,
FIBERGLASS & STEEL)
TO 00-105E-9
B-1.7
AIRFRAME MATERIALS
B-1
1a (2)
HATCH HANDLE
AIRCRAFT ENTRY
1. NORMAL ENTRY
1a (2)
PRESSURE RELIEF
DOOR (HANDLE ON
INSIDE, PUSH-BUTTON
ON OUTSIDE)
CREW ENTRY HATCH
WARNING
Ensure all personnel and equipment are clear
of entry ladder before extending ladder.
a. Gravity extension of crew entry ladder:
(1) Move ladder uplock control handle, located
on nose gear strut door, to “UNLOCKED”, then
move handle to “GRAVITY EXTEND”, and hold
until ladder is fully extended. (Complete ladder
extension requires approx. 10 seconds).
HINGE
1a (1)
UPLOCK CONTROL
HANDLE
WARNING
AISLE LIGHTS SWITCH
(RIGHT SIDE OF ENTRY)
The bottom bailout handle which jettisons the
ladder and external hatch, located in the central
aisle aft of the forward instructor position, is armed
when the crew entry hatch is open (inner hatch).
(2) Climb ladder to crew entry hatch, depress
push-button on pressure relief door in hatch
and open door. Turn handle, wait 5 seconds
to allow door seal to deflate. Grasp hatch
handle and move to “OPEN”, and raise hatch.
NOSE GEAR STRUT DOOR
BOTTOM BAILOUT HANDLE
ENTRY
LADDER
TO 00-105E-9
B-1.8
SPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
24 Ft. Ladder
3/8 in. Dr. Ratchet With Ext.
Or 3/8 in. Dr. Speed Wrench
Fire Drill II
1b (3) 1c (3)
HATCH HANDLE
b. Electrical extension of crew entry ladder:
CREW
ENTRY
HATCH
(1) Move ladder uplock control handle, located on
nose gear strut door, to “UNLOCKED”, and hold.
(2) Place ladder switch, located nose gear strut door,
to “DOWN” (momentarily); Release control handle
as soon as ladder starts to move. (Complete ladder
extension requires approx. 25 seconds).
HINGE
(3) Climb ladder to crew entry hatch, depress pushbutton
on pressure relief door in hatch and open door. Turn
handle, wait 5 seconds to allow door seal pressure to
dump and close seal to deflate. Grasp hatch handle
and move to “OPEN”, and raise hatch.
1b(1) 1c (1)
UPLOCK CONTROL
HANDLE
c. Manual extension of crew entry ladder;
AISLE LIGHTS SWITCH
(RIGHT SIDE OF ENTRY)
(1) Move uplock control handle, located on nose gear strut
door, to “UNLOCKED” and hold.
(2) Insert a 3/8 in. dr. speed wrench or rachet with extension
in manual cranking receptacle. Release uplock handle
when ladder starts to move. (Approx. 100 turns are
require to fully extend ladder).
(3) Climb ladder to crew entry hatch, depress push-button on
pressure relief door in hatch and open door. Turn handle,
wait 5 seconds to allow door seal pressure to dump and
close seal to deflate. Grasp handle and move to “OPEN”,
and raise hatch.
B-1
1a (2)
PRESSURE
RELIEF DOOR
(HANDLE ON
INSDIDE,
PUSH-BUTTON
ON OUTSIDE)
1b (2)
LADDER
SWITCH
NOSE
GEAR
STRUT
DOOR
1c (2)
3/8 INCH
SQUARE
DRIVE
ALERT START PANEL
ENTRY
LADDER
TO 00-105E-9
B-1.9
AIRCRAFT ENTRY - Continued
B-1
HATCH JETTISON ENVELOPES AND SHRAPNEL
DANGER AREAS
SHRAPNEL
AREA
20 FT
35 FT
FWD HATCH
ENVELOPE
AFT HATCH
ENVELOPE
TYPICAL
BOTH SIDES
AFT HATCH
ENVELOPE
FWD HATCH
ENVELOPE
FWD HATCH
ENVELOPE
AFT HATCH
ENVELOPE
15 FT
SHRAPNEL
AREA
35 FT
25 FT
SHRAPNEL
AREA
HATCH JETTISON
HANDLE *
MASTER HATCH
JETTISON HANDLE *
ENTRY
LADDER
20 FT
35 FT
50 FT
50 FT
95 FT
TO 00-105E-9
B-1.10
AIRCRAFT ENTRY - Continued
2. EMERGENCY ENTRY
WARNING
Serious injury to personnel and extensive
damage to the airframe could result when
emergency escape hatches are jettisoned.
Use emergency entry methods only when
time and conditions warrant for the safety
of the aircrew.
B-1
AFT ESCAPE HATCH
FWD & AFT HATCHES
(BOTH SIDES)
JETTISON HANDLE
FWD ESCAPE HATCH
(BOTH SIDES)
(BOTH SIDES)
NOTE:
• Pulling the master hatch jettison handle will
jettison forward and aft escape hatches on
BOTH sides of the aircraft.
•
Pulling the hatch jettison handle on the right
side of the aircraft will jettison the forward
and aft escape hatches on the right side
ONLY. Pulling the hatch jettison handle on
the left side of the aircraft will jettison the
forward and aft escape hatches on the left
side ONLY.
a. Emergency entry (gear down):
(1) Open master hatch jettison door, located
on the lower right side of the fuselage adjacent
to nose gear, and press hatch jettison handle
release bar.
WARNING
Face away from the aircraft and shield body
(if possible) from the debris as hatches are
jettisoned. Fragments could cause serious
injury to personnel.
(2) Pull hatch jettison handle to escape
hatches (4).
2a (1)
MASTER
EGRESS
DOOR
RELEASE BAR
2a (2)
HATCH JETTISON
HANDLE
NOSE GEAR
STRUT DOOR
(REF)
RESCUE
TO 00-105E-9
B-1.11
AIRCRAFT ENTRY-Continued
b. Emergency entry (gear up):
NOTE:
On gear up landings, the master hatch jettison handle will
be inaccessible. Use hatch jettison handles on left and
right sides of aircraft.
AFT ESCAPE HATCH
(BOTH SIDES)
FWD ESCAPE HATCH
(BOTH SIDES)
B-1
2b (1)
FWD & AFT HATCHES
JETTISON HANDLE
(BOTH SIDES)
(1) Open hatch jettison handle door, located on both
sides of the lower fuselage below aft escape hatch, and
push hatch jettison handle release bar.
WARNING
Face away from the aircraft and shield body (if possible)
from debris as the hatches are jettisoned. Fragments
could cause serious injury to personnel.
(2) Pull hatch jettison handle(s) to jettison escape
hatches.
3. CUT-IN
a. Cut through the largest glass area available.
ENGINE SHUTDOWN
WARNING
RELEASE BAR
2b (2)
HATCH JETTISON
HANDLE
When emergency aircraft shutdown needs accomplishing
and the Emergency Generator Switch is not shut off and is
left in either the “ON” or “AUTOMATIC” position, the
engines will throttle/line down then the aircraft computer
will automatically throttle the engines back to idle!!!
NOTE:
The last engine shutdown must be driving an operable
generator. AC power is required for engine shutdown
using Engine Start Switches.
RESCUE
TO 00-105E-9
B-1.12
AIRCRAFT ENTRY-Continued
AND ENGINE SHUTDOWN
a. On FIRE WARNING and EXTINGUISHER panel, momentarily depress applicable illuminated switchlight.
APU FIRE
ENG FIRE
1c
APU FIRE
BUTTONS
1d
BATTERY
SWITCH
NOTE:
If APU fire warning switchlight goes out within 30 seconds,
omit step 1c.
c. Set applicable AGENT DISCH switch to RES.
NOTE:
In case of engine or APU fire, engine and APU fire
pushbuttons must be pressed before turning aircraft battery
“OFF”.
Use the engine/APU fire suppression system only if fire is
indicated. Press applicable engine/APU fire pushbutton
and wait 5 seconds to allow time for firewall fuel valves to
close. Then turn battery switch to “OFF”.
FLIGHT
STATION
CONTROLS
d. Set BATTERY switch to OFF and evacuate aircraft.
NOTE:
• An APU stop switch is also located on the “ALERT
START: panel on the nose gear strut door.
• On production B-1B aircraft the “SEARCH/RESCUE”
panel is not installed.
• On prototype B-1 aircraft do not press “MAN DEPLOY”
button, located on the search/rescue panel on the left
overhead console, when selector switch is pointed toward
“MAN DEPLOY” position.
1c
APU FIRE
BUTTONS
1a
ENGINE FIRE
BUTTONS
b. Set applicable AGENT DISCH switch to MAIN.
CAUTION
B-1
1b
AGENT DISCHARGE
1. EMERGENCY APU SHUTDOWN
NOTE:
If emergency is fire related, APU shutdown will be auto
matically initiated. Affected APU/ENGINE fire switchlight
will illuminate. It will be necessary for operator to arm and
initiate fire extinguishing agent discharge.
SEARCH/RESCUE
PANEL
TO 00-105E-9
B-1.13
ENGINE SHUTDOWN-Continued
B-1
AGENT DISCHARGE
2. EMERGENCY ENGINE SHUTDOWN
a. Set Emergency Generator Switch to OFF.
NOTE:
If left on, in some circumstances, engine
#3 or #4 may restart.
APU
FIRE
APU
FIRE
2d
ENGINE
b. Set Engine 4, 3, 2, 1 Start Switches to OFF.
NOTE:
The last engine shutdown must be driving an
operable generator. AC power is required for
engine shutdown using engine start switches.
Do not set engine #3 start switch last; it has no
generator!!!
c. Set APU Mode Switches (TWO) to OFF position.
d. Depress the engine and APU Fire Pushbuttons.
NOTE:
Depress one fire pushbutton at a time on each
side of the Fire Warning and Extinguishing panel.
Wait one second and depress the second fire
pushbutton. Wait another second before depressing the third pushbutton, and so on until all six
buttons have been pushed.
WARNING
2f
2a
FLIGHT
STATION
CONTROLS
Fuel firewall shutoff valves may not close if a one
second delay is not observed prior to depressing
another pushbutton on same side!!!
NOTE:
Some combinations of electrical malfunctions or
engine shutdown sequences may result in being
unable to shutdown an engine using engine start
switches. The engine fire pushbuttons should be
used to ensure engine shutdown.
e. Depress LEFT and RIGHT Overwing Faring Fire
Pushbuttons located to the left of left APU Fire and
to the right of right APU Fire pushbuttons.
f. Set Battery Switch to OFF.
2b
2c
TO 00-105E-9
B-1.14
ENGINE SHUTDOWN-Continued
NOTE:
The seats (4) cannot be ejected if the
hatches are jettisoned using the
“MASTER HATCH JETTISON” handle.
PILOT/COPILOT
ESCAPE ROPE
STORAGE
WARNING
CREW ENTRY
LADDER UPLOCK
CONTROL HANDLE
Only the seats (2) on the right side of
the aircraft cannot be ejected if the
hatches are jettisoned using the right
external “HATCH JETTISON” handle.
The seats (2) on the left side of the
aircraft cannot be ejected if the
hatches are jettisoned using the left
external “HATCH JETTISON” handle.
The seats opposite the seats with
hatches jettisoned must be safetied.
All ejection seats should be considered
dangerous at all times due to the
possible malfunction of explosive
interrupts in the ejection system.
WARNING
All 4 seats can be ejected if the
hatches have not been jettisoned or if
the hatches are jettisoned using the
“INTERIOR HATCH JETTISON”
handles.
B-1
FORWARD ESCAPE
HATCHES
CREW ENTRY HATCH
PORTABLE FIRE
EXTINGUISHER
FIRST AID
KITS
FIRE AXE
AFT ESCAPE
HATCHES
SAFETY PIN
DSO/OSO
ESCAPE
ROPE
STORAGE
HATCH JETTISON
HANDLE
(BOTH SIDES FOR
FLIGHT & AFT
STATIONS)
TO 00-105E-9
B-1.15
EJECTION SYSTEM SAFETYING
AND AIRCREW EXTRACTION
1. NORMAL EJECTION SYSTEM SAFETYING
a. Rotate ground safety lever, located directly aft
of the left Ejection Control Handle, UP and FORWARD.
NOTE:
All interior safety pins are stowed in a container
located on the overhead centerline of the aircraft,
between the galley and the toilet.
b. Insert safety pin in Ejection Control Handle. Safety
pin can only be inserted from the forward inboard
side of the left Ejection Control Handle.
c. On B-1B production aircraft only: Place Mode Select
Switch in manual position at each crew station.
d. Install safety pin in Hatch Jettison Handle, located on
side console at each crew station.
e. Install safety pin in Bottom Bailout Handle, located
between the forward and aft crew stations on the
center aisle left wall.
f. Install safety pin in Cabin Airdump Handle, located on
aft end of forward crew overhead panel.
2. EMERGENCY EJECTION SYSTEM SAFETYING
a. Rotate Ground Safety Lever, located directly aft of the
left Ejection Control Handle, UP and FORWARD. If
the safety pin can not be located, tape or tie the
Ejection Control Handle in the safe position.
3. AIRCREW EXTRACTION
If safetying the Emergency Manual Chute Handle is
elected, insure entanglement does not occur with
crewmember and safety streamer. Streamer should
be routed under crewmember’s legs.
1f
CABIN AIRDUMP
HANDLE
OSO
DSO
CO-PILOT
1d
SAFETY
PIN
EMERGENCY
MANUAL CHUTE
HANDLE
1a, 2a
GROUND
SAFETY
LEVER
(LT SIDE)
NOTE:
·
The Emergency Manual Chute Handle, located on
the right side of seat directly behind the right Ejection
Control Handle, DOES NOT release restraint system.
Manual release of each restraint and lead is necessary
prior to extraction.
·
B-1
1c
MODE SELECT SWITCH
(EACH STATION)
1b
EJECTION CONTROL
HANDLE SAFETY PIN
& SAFETY PIN HOLE
1d
HATCH JETTISON
(BOTH SIDES,
FLIGHT & AFT
STATIONS
EJECTION
CONTROL
HANDLE
(BOTH
SIDES)
PILOT
1e
BOTTOM
BAILOUT
HANDLE
SAFETY
PIN &
STREAMER
TO 00-105E-9
B-1.16
EJECTION SEAT SAFETYING AND
AIRCREW EXTRACTION - Continued
B-1
3. AIRCREW EXTRACTION-Continued
a. Disconnect left and right leg restraints at
the crewmembers legs.
OSO
DSO
COPILOT
b. Release lap belt by lifting cover and pulling
release bar.
c.
Release left and right survival kit buckles
by depressing “PUSH TO RELEASE” tab
on each buckle.
d. Release left and right should harness fittings
by lifting cover and pulling release bar on
each fitting.
e. Place oxygen “ON-OFF” valve, located on
side console at each crewmember’s station,
to “OFF”.
3g
OXYGEN PANEL
(COPILOT STATION ONLY)
ARS INDICATOR
ARMED
f.
SAFE
Disconnect oxygen hose and communications
cord.
g. Place oxygen “MSOGS” switch and “SPLY”
switch, located on copilot’s side console, to
“OFF”. This shuts down the oxygen generating
system and stops the flow of oxygen from the
system.
SIDE
VIEW
PILOT
3e
OXYGEN ON-OFF
VALVE (BOTH SIDES
AND AT INSTRUCTOR
STATIONS)
NOTE:
Do not touch indicator sealant when checking
condition. Frequent touching wears off sealant
exposing tip of red pin indicating a false ARMED
ARS condition.
3d
PARACHUTE
RISER
DISCONNECT
(BOTH SIDES)
ARMED
3b
LAP BELT
3a
LEG
RESTRAINTS
ARM
RESTRAINT
3c
SURVIVAL
KIT
TO 00-105E-9
B-1.17
AIRCREW EXTRACTION-Continued
B-1
4. AIRCREW EXTRACTION (INSTRUCTOR PILOT
(IP) STATION)
RIGHT OVERHEAD
a.
Place oxygen on-off valve, located on overhead
to right and above IP’s right shoulder, to “OFF”.
b.
Turn oxygen regulator knob, located on right
shoulder harness, clockwise to shut off oxygen
to mask if emergency oxygen has been activated.
c.
Rotate single point release knob 90 degrees in
either direction to release shoulder harness, lap
belt, and crotch strap.
d.
Disconnect oxygen hose and communication cord.
5.
AIRCREW EXTRACTION (AVIONICS ISNTRUCTOR
(AI) STATION)
a.
Place oxygen on-off valve, located on overhead
behind AI’s left shoulder, to “OFF”.
b.
Turn oxygen regulator knob, located on right
should harness, clockwise to shut off oxygen to
mask if emergency oxygen has been activated.
c.
Rotate single point release knob 90 degrees in
either direction to release should harness, lap belt,
and crotch strap.
d. Disconnect oxygen hose and communication cord.
INERTIA REEL
LOCK/UNLOCK
CONTROL
INERTIA REELS
4c
SHOULDER
STRAPS
4b
SHOULDER
HARNESS
OXYGEN
REGULATOR
4c
SINGLE POINT
RELEASE
BUCKLE
4c
LAP BELT
4a
OXYGEN ON-OFF
VALVE
RIGHT OVERHEAD
- IP
LEFT OVERHEAD
- AI
INSTRUCTOR POSITIONS
IP - FORWARD
AI - AFT
CROTCH STRAP
TO 00-105E-9
B-1.18
AIRCREW EXTRACTION-Continued
B-2
RADAR
RADIATION AREA
APU EXHAUST AREAS
200 FT
200 FT
TIRE/HOT BRAKES AVOIDANCE AREA EXTENDS TO 300
FEET. APPROACH FROM FRONT OR REAR ONLY.
ENGINE INLETS
15 FT IDLE RPM
ROTATION PLANE OF
ENGINE TURBINES
APU EXHAUST AREAS
ENGINE EXHAUST
VELOCITIES (MPH)
MAXIMUM RPM
5 FT 10 IN
WARNING
AVOID AIRCRAFT TRAILING EDGE. ALL FLIGHT CONTROL
SURFACES COULD MOVE UP AND DOWN RAPIDLY.
TEMP VELOCITY
450
IDLE RPM
TEMP VELOCITY
75
40 FT
200
35
100 FT
150
30
140 FT
100
22
180 FT
* HIGH TEMPERATURES EXIST IN ENGINE EXHAUST
40 FT
25 FT MAX RPM
T.O. 00-105E-9
B-2.1
DANGER AREAS
B-2
WARNING
Keep personnel and vehicles clear of
impact areas during emergency entry.
EJECTION SEAT
TRAJECTORIES
45 FT.
45 FT.
WSO
75 FT.
60 FT.
RADIUS
PILOT
120 FT.
RADIUS
ESCAPE
HATCH
TRAJECTORIES
T.O. 00-105E-9
B-2. 2
IMPACT DANGER AREAS
1.
a.
2.
MAIN LANDING GEAR
WHEEL WELLS
ENGINE FIRES
Use the Fire Panels as illustrated.
WEAPONS BAY FIRES
NOSE LANDING
GEAR WHEEL WELL
WARNING
When opening the weapons bay doors, to
prevent injury or death to personnel, insure
that area under weapons bay doors is clear
of personnel and equipment before opening.
a.
To open the weapons bay doors, locate the
Ground Control Panel under a latched cover,
right side of crew entry door opening. Set
function switch to GRD. Press ENABLE
switch and hold Left or Right bay doors
switch in open position until doors are open,
then release ENABLE switch.
3.
AFT EQUIPMENT BAY FIRES
AEB DOOR
SWITCH
WEAPONS BAY
DOORS
WARNING
Failure to DISABLE AEB door upon entering
AEB could result in injury or death. Insure no
personnel remain inside and are clear and aft
of area prior to closing AEB door. Failure to
comply could result in injury or death.
NOTE:
To open AEB door, weapons bay doors must be
open to access disable switch.
CAUTION
AEB door seals are sharp. AEB ladder must be
pinned prior to ascent. Do not stand on door.
NOTE:
Weapons bay doors and AEB door can be
opened either electrically or manually.
FIRE
PANEL
FIRE
PANEL
(PANELS ROTATED 90
DEGREES FOR CLARITY)
AFT EQUIPMENT
BAY (AEB) DOOR
NOTE:
Fire Panels for
Engine Fires Only
NOTE:
Access panel can be removed from inside the
AEB or weapons bay. Panel is graphite/epoxy
honeycomb construction and is not frangible,
but is only way in if power is unavailable.
LOCATIONS FOR CUT-IN ON BOTTOM
OF AIRCRAFT PROVIDE ACCESS FOR
EXTINGUISHING ENGINE FIRES
T.O. 00-105E-9
B-2.3
B-2
ENGINE, WEAPONS BAY AND
EQUIPMENT BAY FIRE ACCESS
NOTE:
The hazardous substance hydrazine has
been removed from all B-2A aircraft.
AIRFRAME MATERIALS
Location of materials is considered sensitive
information. However, the three main materials
are 1) Composite: Graphite Epoxy-After epoxy
is consumed by fire, carbon fiber combustion
occurs, 2) Aluminum, and 3) Magnesium.
WARNING
All edges including doors are sharp. All surfaces
are very slick and this condition is worsened by
wetness.
WARNING
The B-2A can have additional hazardous material
on board. In emergency situations, contact the
nearest ACC command post of Headquarters ACC
command post via secure communication line.
NOTE:
Fuel tanks - 8 total, 4 each wing
Fuel quantity approx. 3,600 gals each tank
Wing tip tanks are surge tanks only
FUEL
FUEL
Fuel Type - JP-8
Fuel Weight - 180 - 200K lbs.
Fuel Total - 29,400 Gallons
WEAPONS
BATTERIES
HYDRAULICS
High Pressure - 4,000PSI with power on
OXYGEN
1) MSOGS - Molecular Sieve Oxygen System
2) 1,800 PSI Backup System - 1 - 1,000
inch green cylinder located in the crew entry
way halfway up ladder on left
3) Separate O2 bottles located on each ejection
seat assembly (12 minute supply)
WEAPONS - Nuclear and Conventional
Armament capability based on configuration:
1. 16 - 2,000 lb weapons on a rotary launcher
2. 36 - cluster bomb units on a bomb rack assembly
3. 80 - 500 lb weapons on a bomb rack assembly
FLARES AND CHAFF DISPENSERS
NONE
DIMENSIONS:
Wing Span - 173’
Length - 69’
Height - 17’
FUEL
BATTERIES
(ACCESS IN NOSE WHEEL WELL)
OXYGEN
(ACCESS IN
CREW ENTRY WAY)
APU - 2 EACH
(ACCESS IN EACH MAIN LANDING GEAR WELL)
B-2
T.O. 00-105E-9
B-2.4
AIRCRAFT HAZARDS AND DIMENSIONS
B-2
RESCUE AND ESCAPE ROUTES
NOTE:
These routes are primarily used by crew members who select
ground egress and time is a premium. If this is the case, beware
of the danger that jettisoned hatches present. These routes can
also be used by firefighters for rescue and extraction when aircraft
has nosed in and the crew entry way can not be accessed.
INTRODUCTION
These procedures provide for aircrew rescue from
B-2A aircraft. Firefighting crash rescue personnel
are assumed to be properly trained and need only be
familiar with the peculiarities of this aircraft.
ENGINE EXHAUST
All information applies to all groups of this aircraft
except for the Emergency Power System (EPS) as
coded in the call outs on two test bed models. All
other information has been standardized as far as
the firefighter is concerned. Weapons loaded aircraft
will be configured to mission requirements. This
information is needed during emergency situations as
well as other variables. (See variation of weapons
loaded aircraft.)
WARNING
This aircraft has extremely dangerous areas not normally
found on other aircraft. Approaching, accessing, operating,
and entry into the cockpit and various under fuselage bays
can cause injuries or death if procedures are not followed
properly. Identify and review all danger areas.
ENGINE INTAKES
EMERGENCY
LOWERING
DEVICE ROPES
WARNING
Beware of engine intakes during rescue and extraction process.
Intake suction has a wine cellar effect and can ingest foreign
objects and personnel. If engines can not be shut down, do
not use route over engine exhaust.
T.O. 00-105E-9
B-2. 5
SPECIAL TOOLS/EQUIPMENT
Power Rescue Saw - 5” cut
depth capability
Crash Axe
Rescue Ladder
Portable Lights
Seat Pins PN C114767-1 (2)
Interior Hatch Jettison Handle
Pins PN AN415 4 (2)
Aft Nose Gear Door Safety Pin
PN DAA7252G012-005 (1)
Entry Ladder Safety Pin
PN DAA7200G005-001 (1)
Fire Drill II
B-2
NOTE:
Aircraft entry is through the crew entry door on
the left side of the aircraft.
WARNING
Door opening areas must be cleared of
personnel and equipment before opening
either crew entry or aft nose gear door.
1. NORMAL ENTRY
a. NORMAL ENTRY DOOR ACCESS
1a (1)
ENTRY DOOR
OPEN BUTTON
OUTER CREW
ENTRY DOOR
AND LADDER
1b (1)
INNER CREW ENTRY
DOOR HANDLE
(1) Push either the ENTRY DOOR OPEN switch
on the alert start panel, OR pull the ALT ENTRY
DOOR UNLOCK lever, in the nose-wheel well
aft bulkhead. Return lever to NEUTRAL. Door
opens within fifteen seconds.
b. ENTER AIRCRAFT
WARNING
1b (2)
SAFETY PIN
STOWAGE
To prevent injury to personnel, maintain
positive control of lower ladder. Ladder
will retract slightly if released.
(1) Pull lower ladder to full down position.
(2) Remove safety pin (P/N DAA7200G005
-001) from safety pin stowage, located
under third step from top of ladder, and
install in ladder at bottom third step on
right side.
1b (2)
ENTRY LADDER
SAFETY PIN
(3) Install blade seal protectors if available.
(4) Climb crew entry ladder to inner crew entry
door, turn door handle clockwise 180 degrees,
push door, until it latches in the open position.
Door could be difficult to push against cabin
pressurization if engines are running.
ALERT START PANEL
T.O. 00-105E-9
B-2. 6
AIRCRAFT ENTRY
2. MANUAL ENTRY
(DOOR SHOWN
FROM CREW
STATION)
WARNING
Do not enter nose wheel well unless the aft
nose gear door safety pin is installed.
NOTE:
Electrical and hydraulic power must be
available to open nose gear door.
a. MANUAL ENTRY DOOR ACCESS
(1) Place nose gear door switch to OPEN.
(2) After aft nose gear door opens, install
aft nose gear door safety pin (P/N DAA
7252G012-005).
(3) Manually rotate ALTERNATE DOOR
UNLOCK lever on the aft bulkhead of
nose wheel well to OPEN. Return lever
to NEUTRAL. Substantial force is
required to pull the lever. Outer crew
entry door opens partially and exposes
door edge. Carefully pull down to full
open and manually extend crew entry ladder.
AFT
NOSE
2a (1)
GEAR
NOSE GEAR
DOOR SWITCH DOOR
OUTER CREW
ENTRY DOOR
AND LADDER
2b (1)
INNER CREW ENTRY
DOOR HANDLE
ALERT START PANEL
b. ENTER AIRCRAFT
WARNING
To prevent injury to personnel, maintain
positive control of lower ladder. Ladder
will retract slightly if released.
(1) Remove safety pin (P/N DAA7200G005-001)
from safety pin stowage, located under third
step from top of ladder, and install in ladder
at bottom third step on right side.
(2) Install blade seal protectors if available.
(3) Climb crew entry ladder to inner crew entry
door, turn door handle clockwise 180 degrees,
push door, until it latches in the open position.
Door could be difficult to push against cabin
pressurization if engines are running.
2a (2)
AFT NOSE GEAR
DOOR SAFETY PIN
2a (3)
ALTERNATE DOOR
UNLOCK HANDLE
T.O. 00-105E-9
B-2.7
B-2
AIRCRAFT ENTRY - Continued
B-2
External emergency escape hatch jettison T-handles
are located on both sides of the crew compartment.
WARNING
·
·
Approach the crew compartment only if secured
by restraint line or if engines on the approach side
are not running. Stop engines on that side by any
means possible before approaching the crew
compartment if restraint line is not available.
Do not pull external emergency escape hatch
jettison T-handle if any interior seat ejection handle
is up. Ejection sequence could occur if either external
emergency escape hatch jettison T-handle is pulled.
·
Hatch jettison rocket blast could ignite fuel vapors.
·
Do not pull external emergency escape hatch jettison
T-handle if either crew member is out of the ejection seat.
1. ESCAPE HATCH JETTISON
WARNING - THIS AIRCRAFT CONTAINS
AN EMERGENCY ESCAPE SYSTEM
EQUIPPED WITH EXPLOSIVE CHARGES.
SEE TO -2 FOR COMPLETE INSTRUCTIONS
1a
EMERGENCY
ACCESS PANEL
EMERGENCY EXIT
EMERGENCY
BATTERY
DISCONNECTS
OTHER SIDE
1. BREAK EMERGENCY ACCESS PANEL
2. PULL T-HANDLE OUT 10 FT TO
JETTISON HATCH - STAND CLEAR
HATCH JETTISON
NOTE:
Left side markings shown, right side similar. Battery
disconnects are on right side only.
a. Break emergency access panel.
b. Pull T-handle out 10 feet to jettison hatch - stand clear.
NOTE:
AF82-1066 shown
AF82-1067 similar
1b
JETTISON
T- HANDLE
T.O. 00-105E-9
B-2.8
EMERGENCY ENTRY
B-2
WARNING - THIS AIRCRAFT CONTAINS
AN EMERGENCY ESCAPE SYSTEM
EQUIPPED WITH EXPLOSIVE CHARGES.
SEE TO -2 FOR COMPLETE INSTRUCTIONS
BATTERY
EMERGENCY
DISCONNECTS
1. BREAK EMERGENCY ACCESS PANEL
2. PULL T-HANDLE OUT 10 FT TO
JETTISON HATCH - STAND CLEAR
NOTE:
AF82-1066 shown
AF82-1067 similar
HATCH JETTISON
BATTERY
EMERGENCY
DISCONNECT
INSIDE
T.O. 00-105E-9
B-2.9
BATTERY EMERGENCY
DISCONNECTS
1a
ENGINE STOP BUTTONS
1. ENGINE SHUTDOWN
B-2
a. Push ENG STOP buttons.
b. Push each APU STOP button twice. If APU
buttons are only pushed once, APU could run
for two additional minutes.
c.
Place lever-locked FLT CONTR BATT switch
to OFF.
d. Place UTIL BATT switch to OFF.
1c
FLIGHT CONTROLS
BATTERY SWITCH
1b
APU STOP BUTTONS
(PUSH EACH TWICE)
1d
UTILITY BATTERY SWITCH
T.O. 00-105E-9
B-2.10
ENGINE SHUTDOWN
B-2
WARNING
An aircraft-mounted laser could be a hazard to
firefighting and rescue personnel responding to
a B-2A landing emergency. Multiple aircraft
equipment failures are required for the hazard to
exist. The hazard is slight to personnel in a moving
vehicle or when the aircraft is moving. After the
aircraft is stopped, the area out to 1300 feet aft of
the aircraft from centerline to the right wingtip should
be avoided.
NOTE:
The Emergency Power System (EPS) has been
removed from the aircraft.
LASER
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T.O. 00-105E-9
B-2.11
AVOIDANCE AREA
1c
INTERIOR
EMERGENCY
HATCH
JETTISON
HANDLE
SAFETY PIN
1. SAFETYING EJECTION SYSTEM - BOTH SEATS
a. Move the ejection handle safety lever on the left
side of the seat to the forward/up position.
b. Install ejection handle seat pin (PN C114767-1)
in left ejection handle.
c.
B-2
2c
SHOULDER
HARNESS
FITTINGS
(LEFT & RIGHT)
Install safety pin (PN AN415-4) in interior
emergency hatch jettison handle.
2. AIRCREW EXTRACTION - BOTH SEATS
a. Release lap belt.
b. Release left and right survival kit clips.
c.
2a
LAP BELT
CREW
EJECTION
SEAT
Release left and right should harness fittings.
2b
SURVIVAL
KIT CLIPS
(LEFT & RIGHT)
1b
EJECTION
CONTROL
HANDLE
SAFETY PIN
(INSTALL
INBOARD ONLY)
1a
EJECTION CONTROL HANDLE
GROUND SAFETY LEVER UP
(SAFE POSITION)
T.O. 00-105E-9
B-2.12
SAFETYING EJECTION SYSTEM
AND AIRCREW EXTRACTION
B-2
1a
COVER
HANDLE
WARNING
Do not jettison escape hatches from inside the crew
compartment. Rocket blast could cause death or
injury to rescue personnel.
NOTE:
The escape hatches must have already been
jettisoned from the aircraft to use the emergency
lowering device.
1. ATTACH EMERGENCY LOWERING DEVICE
a. Grasp cover handle and push center release button on
handle to release cover. Pull emergency lowering device
and rope clear of housing. Throw release cover and rope
through hatch opening past aircraft leading edge.
b. Attach carabiner snap ring to aircrew upper torso harness
chest strap.
2. REMOVE AIRCREW
a. Lower aircrew to ground, using emergency lowering device.
The lowering device controls the descent.
1b
CARABINER
SNAP RING
ARS INDICATOR
ARMED
SAFE
SIDE
VIEW
ARMED
1b
UPPER TORSO
HARNESS CHEST
STRAP
NOTE:
Do not touch indicator sealant when checking
condition. Frequent touching wears off sealant
exposing tip of red pin indicating a false ARMED
ARS condition.
T.O. 00-105E-9
B-2.13
USE OF EMERGENCY LOWERING
DEVICE (OPTIONAL)
B-2
1. CUT-IN AREAS
PRY HERE
NO
CUT
CUT HERE
CUT HERE
NO
CUT
PRY HERE
SECONDARY CUT-IN AREAS
(ROTATED 90 DEGREES
FOR CLARITY)
PRIMARY CUT-IN AREAS
LEFT SIDE SHOWN
RIGHT SIDE SIMILAR
U.S. AIR F
AIR FORCE
b. Secondary cut-in area approximately 3-1/2
feet aft of the right escape hatch. Use
5-inch cutting depth and remain within the
cutting border.
1b
1a
a. Primary cut-in areas are on each of the two
forward escape hatches. Use 5-inch cutting
depth and remain within the cutting border.
T.O. 00-105E-9
B-2.14
CUT-IN
PILOT’S EJECTION
HATCH
GUNNER’S EJECTION
HATCH
AERIAL REFUELING
SLIPWAY DOOR
NOTE:
Penetration points adjacent on both sides of
sextant installation immediately forward of
ECM and Gunner hatches.
CREW COMPARTMENT
RIGHT AND LEFT
B.S. 275 B.L.10
SECTION 47 AFT BAY BETWEEN
F.S. 1542.5 AND 1552 W.L. 160
NOTE:
Penetration point is 9 inches above
upper chord of lower longeron on
both sides of the liquid oxygen
compartment.
ACCESS DOOR
RIGHT SIDE BETWEEN B.F.S. 1437 AND 1447 W.L. 153
CAMERA STRUCTURE
LIQUID OXYGEN COMPARTMENT LEFT SIDE
BETWEEN B.F.S. 1337 AND 1347 W.L. 150
T.O. 00-105E-9
B-52.1
B-52
AIRCRAFT SKIN PENETRATION POINTS
AND FIRE ACCESS LOCATIONS
B-52
Aircraft Dimensions
Length 160’ 10.9”
Wing Span 185’ 0”
Height 40’ 8”
FIRE ACCESS DOOR
(EACH ENGINE)
FIRE ACCESS DOOR
(EACH ENGINE)
CUT HERE
WATER HOSE
INSERTION
WEAPONS BAY
LEFT SIDE B.S. 834 W.L. 167
RIGHT SIDE B.S. 841 W.L. 167
T.O. 00-105E-9
B-52. 2
AIRCRAFT SKIN PENETRATION POINTS
AND FIRE ACCESS LOCATIONS - Continued
DANGER AREAS
MICROWAVE RADIATION
ENGINE AND STARTER TURBINE
WHEEL DISINTEGRATION
ENGINE INTAKE AND EXHAUST
COMPRESSOR BLEED EXHAUST
20 FT (6.1M)
CARTRIDGE STARTER EXHAUST
MEASUREMENT IN FEET
25 FT
10
20
30
40
50
60
70
80
90
100
49 FT (15M)
BLAST
DEFLECTOR
20 FT (6.1M)
20 FT (6.1M)
35 FT (11M)
20 FT (6.1M)
AREA DIRECTLY BELOW
THE DOPLER RADOME
20 FT (6.1M)
T.O. 00-105E-9
B-52. 3
B-52
AIRCRAFT HAZARD INFORMATION
B-52
CHAFF DISPENSERS
HYDRAULIC RESERVOIRS
FLARE EJECTORS
ENGINE OIL
AMMUNITION
LIQUID OXYGEN
3 CONVERTERS
T.O. 00-105E-9
B-52. 4
AIRCRAFT HAZARD INFORMATION - Continued
B-52
FUEL TANKS
IN US GALS.
(BLUE AREAS)
MACHINE
GUNS
3,000
AMMUNITION
AIRCRAFT ENTRY B-52G/H MODELS
1. NORMAL ENTRY FORWARD COMPARTMENT
(Hatch located forward of landing gear.)
FLARES AND FLARE EJECTORS
a. Push release button in and pull handle down and
open hatch.
LIQUID OXYGEN (LOX) TANKS
BOMBS
2. EMERGENCY ENTRY FORWARD COMPARTMENT
2,113
NOTE:
Communicate with crew in order for the rescue crew to
avoid being in the vicinity of a jettisoning or impacting
hatch. Look through side windows to determine situation
and condition of crew if communication can not be made.
When a hatch is removed, the seat at that station will be
armed and can be fired. Making entry through hatch
should only be made as a last resort.
3,000
2b
RELEASE BUTTON
AFT BATTERY
FORWARD BATTERY
UPWARD
EJECTION SEATS (4)
WARNING
2b
CO-PILOT’S
ESCAPE HATCH
2b
EWO OFFICER’S
ESCAPE HATCH
a. If possible, make entry through side window and cut
canopy jettison hatch hose and catapult hose.
NOTE:
Cut catapult hose on seat below top hatch(es)
that entry was made through. Safety remaining
ejection seats after engine shutdown.
2b
RELEASE BUTTON
b. PILOT’S, CO-PILOT’S, EW OFFICER’S,
and GUNNER’S ESCAPE HATCHES.
Push release button in and pull handle
up and open hatch.
c. Lift and rotate aft until hatch disengages
and separates from hinge points.
2b
PILOT’S
ESCAPE HATCH
1,186
2b
GUNNER’S
ESCAPE HATCH
OXYGEN (6)
NORMAL
ENTRY
DOOR
DOWNWARD
EJECTION SEATS (2)
1a
RELEASE
BUTTON
FOR
NORMAL
ENTRY
DOOR
T.O. 00-105E-9
B-52. 5
SPECIAL TOOLS/EQUIPMENT
Cowling Key
Disarming Tool
Rescue Harness (Local Mfg)
25 Foot Ladder
Fire Drill II
B-52
1. ENGINE SHUTDOWN
WARNING
Battery switch must be in the ON position for fire
shutdown switches (T-handles) and throttles to
close fuel shutoff valves. Switches will not activate
agent release or close valves without battery power.
Failure to heed warning will cause non-shutdown of
engines and devastating complications during rescue.
1b ENGINE FIRE
SHUTDOWN SWITCHES
a. Retard throttles, located on center console, to idle,
then raise throttles and bring back to closed position.
b. Pull fire shutoff switches (T-handles), located on top
center instrument panel below center windshield.
c. Place battery switch, located on co-pilot’s DC control
panel, to OFF position.
1a
THROTTLES
CLOSED
1c
BATTERY
SWITCH
B-52H
1c
BATTERY SWITCH B-52G
T.O. 00-105E-9
B-52. 6
ENGINE SHUTDOWN
1. NORMAL: UPWARD EJECTION SEATS
NOTE:
Flight status safety pins and streamers are stowed in
pouches mounted on upper right side of seat bucket.
Additional safety pins are in a box on the back of the
pilot’s seat. For EWO and Gunner, additional pins are
located in the Ground Egress Panel Assembly to the
side of these positions.
a. Install Flight Status safety pins in both armrests of all
PILOT
EJECTION
CO-PILOT
SEAT
ESCAPE
HATCH
EWO
ESCAPE
HATCH
EWO
EJECTION
SEAT
B-52
GUNNER
ESCAPE
HATCH
PILOT
ESCAPE
HATCH
GUNNER
EJECTION
SEAT
CO-PILOT
EJECTION
SEAT
four upward seats. Pins are ball lock pip pin type.
Each seat is an independent system and not part of
an integrated system.
PILOT/CO-PILOT
SEAT
NOTE:
Seats opposite of a station with a removed hatch should
have seat armrests stowed. A release tab is located
under the armrest telescoping assembly tube that will
unlock allowing the armrest to be stowed. Push the
release button and gently push the armrest downward.
2. EMERGENCY: UPWARD EJECTION SEATS
WARNING
Install safety pins on the Gunner, Nav, and Co-pilot’s
mechanically fired M-27 initiators to prevent inadvertant
actuation. If hatches have been jettisoned and arming
levers in the armrests are up and exposed, insure no
objects are placed in the path of the armrest when being
stowed or ejection seat will fire causing death to crewmember and possibly rescue personnel.
NOTE:
EWO and Gunner’s hatch have a separate alternate hatch
jettison T-handle mounted on their forward instrument panel.
a. Cut catapult hose. This hose is routed from top of seat to
catapult assembly. The catapult is located on the back
center of the seat. Cut metal braided hose where hose
connects to exhaust port of catapult safety pin pull initiator
to disable catapult and prevent accidental ejection.
ARMING
LEVER
1a
SAFETY
PIN
1a
SAFETY
PIN
RELEASE
TAB (To raise
armrest for
comfort)
(EWO) ELECTRONIC
WARFARE OFFICER/
GUNNER SEAT
CUT HOSE
HERE
T.O. 00-105E-9
B-52. 7
SAFETYING EJECTION SYSTEM
3. NORMAL: DOWNWARD EJECTION SEATS
WARNING
Ejection Control D-ring must be in the stowed
position prior to installing flight status safety pin.
CATAPULT
a. Stow ejection seat D-ring and install flight status
safety pins. Pin is a ball lock pip pin type.
b. If safety pins cannot be located, rotate D-ring forward
and down and pull up on ejection control trigger ring
release mechanism pin to lock Ejection Control Dring down.
RADAR NAVIGATOR EJECTION SEAT
RADAR NAVIGATOR ESCAPE HATCH
NAVIGATOR EJECTION SEAT
NAVIGATOR ESCAPE HATCH
NOTE:
Inadvertent actuation of ankle restraints does not
actuate any explosives.
4. EMERGENCY: DOWNWARD EJECTION SEATS
WARNING
Should a downward ejection hatch be
inadvertently jettisoned or removed,
the ejection seat at that station will
be armed and can be ejected.
ANKLE
RESTRAINT
a. If hatch has been jettisoned or removed, cut catapult
hose at any point between catapult initiator and
catapult.
GROUND SAFETY PIN AND
STREAMER STOWAGE BOX
3a
D-RING
EJECTION
CONTROL
HANDLE
NOTE:
If hatch has not been jettisoned or removed, normal
safetying procedures may be used.
ANKLE
RESTRAINT
4a
CUT
HOSE
HERE
3b
3a
D-RING
EJECTION
CONTROL
TRIGGER
RING
RELEASE
MECHANISM
PIN
CATAPULT SAFETY
PIN PULL INITIATOR
T.O. 00-105E-9
B-52. 8
B-52
SAFETYING EJECTION SYSTEM - Continued
B-52
TYPICAL UPWARD SEAT
1. AIRCREW EXTRACTION
a. Cut safety pin streamers in half to prevent
entanglement.
b. Stow pilot’s and copilot’s control columns by
pressing down on disconnect lever, located on
lower portion of pilot’s and copilot’s side
panels, push columns forward.
1d
LAP BELT
RELEASE
1a
SAFETY
PIN
STREAMER
1d
LAP BELT
RELEASE
c. If ankle restraints on downward seats have
been actuated, restow by pushing downward
and outward on ankle restrain until the pivot
arms and restraints are restowed and locked.
CO-PILOT’S
CONTROL
COLUMN
d. Rotate lap belt release mechanism, to release
lap belt.
e. Disconnect the parachute harness chest strap
and two leg straps.
TYPICAL DOWNWARD SEAT
ARMREST
RELEASE
LATCH
f. Remove crewmembers from seats.
BUILDUP AND
VENT VALVE
HANDLE
1e
PARACHUTE
HARNESS
STRAPS
OXYGEN
CONVERTER
NO.1
1d
LAP BELT
RELEASE
SE
RV
IC
E
NOTE:
Oxygen system can be vented by opening
three vent values at the rear of the aircraft.
Open each of the panels and rotate each
converter vent valve handle 90o clockwise
from service position to the fill position.
1b
DISCONNECT
LEVER
PANEL
OXYGEN
CONVERTER
NO.2
LL
FI
OXYGEN
CONVERTER
NO.3
SEAT
POSITION
SWITCHES
1c
ANKLE
RESTRAINTS
T.O. 00-105E-9
B-52.9
AIRCREW EXTRACTION