U.S. Navy Aircraft Emergency Rescue Information Manual

1.7.2 Other NATOPS Publications 1-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7.3 Other Crash and Salvage-Related Publications 1-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 RESPONSIBILITIES 1-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8.1 NATOPS Advisory Group 1-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8.2 NATOPS Cognizant Command 1-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8.3 NATOPS Model Manager 1-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8.4 Program Manager 1-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.9 WAIVERS 1-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHAPTER 2 — CRASH CREW INFORMATION DIAGRAM (CCID) FORMAT AND CONTENT 2.1 PURPOSE 2-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2 SCOPE 2-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 GENERAL 2-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAVAIR 00-80R-14-1 ORIGINAL 12 Page No. 2.4 AIRCRAFT CCIDS 2-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.1 Aircraft CCID Essential Information Categories 2-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.2 Aircraft CCID Color Codes 2-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 EJECTION SEAT CCIDS 2-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.1 Ejection Seat CCID Essential Information Categories 2-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.2 Ejection Seat CCID Color Codes 2-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6 CCID SUMMARIES AND OTHER INFORMATION 2-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7 CURRENCY OF CCID INFORMATION 2-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHAPTER 3 — AIRCRAFT RESCUE PROCEDURES 3.1 GENERAL 3-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2 APPROACHING CRASHED AIRCRAFT 3-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3 AIRCRAFT DANGER AREAS 3-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3.1 Engines Running 3-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3.2 Armament 3-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3.3 Tires 3-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3.4 Radiation 3-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3.5 Fire 3-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3.6 Composite Material 3-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4 ENTRY AND EXIT POINTS 3-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4.1 Doors 3-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4.2 Hatches 3-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4.3 Canopies 3-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4.4 Normal Canopy Opening 3-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4.5 Emergency Entry 3-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4.6 Forcible Entry 3-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5 AIRCREW RESCUE SEQUENCE 3-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5.1 Ejection Seat Safety Information 3-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5.2 Engine Shutdown 3-9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5.3 Removal of Face/Oxygen Mask 3-9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5.4 Personnel Restraints 3-15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6 SAFETY 3-19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6.1 Fire Hazards 3-19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6.2 Electronic Radiation Hazards 3-20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6.3 Toxic Hazards 3-20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6.4 Miscellaneous Hazards 3-20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6.5 CCID Warnings Summary 3-20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7 SUMMARY 3-27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAVAIR 00‐80R‐14‐1 ORIGINAL 13 Page No. CHAPTER 4 — EJECTION SEAT FAMILIARIZATION 4.1 GENERAL 4-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2 SCOPE AND PURPOSE 4-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3 EJECTION SEAT SYSTEMS 4-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4 TRAINING 4-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.1 Training Procedures 4-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5 SEAT SAFETYING/SAFING 4-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6 CREW EXTRACTION 4-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPENDIX A — ATTACK AIRCRAFT APPENDIX B — FIGHTER AIRCRAFT APPENDIX C — SPECIAL MISSION AIRCRAFT APPENDIX D — TRANSPORT AIRCRAFT APPENDIX E — TRAINING AIRCRAFT APPENDIX F — ROTARY‐WING AIRCRAFT APPENDIX G — TILT‐ROTOR AIRCRAFT G.1 MV‐22B LEFT/RIGHT CENTER, LEFT FORWARD CABIN FUSELAGE HATCH SEVERANCE ASSEMBLY SOURCE DATA G-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.1.1 Function and Location G-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.1.2 Description G-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.1.3 Operation G-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.2 MV‐22B OVERHEAD CABIN FUSELAGE HATCH SEVERANCE ASSEMBLY SOURCE DATA G-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.2.1 Function and Location G-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.2.2 Description G-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.2.3 Operation G-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.3 MV‐22B EXTERNAL INITIATOR SOURCE DATA G-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . G.3.1 Function G-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAVAIR 00-80R-14-1 ORIGINAL 14 Page No. G.3.2 Description G-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.3.3 Operation G-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.4 MV-22B INTERNAL INITIATOR SOURCE DATA G-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.4.1 Function G-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.4.2 Description G-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.4.3 Operation G-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.5 MV-22B SIDE CANOPY SEVERANCE ASSEMBLY SOURCE DATA G-4 . . . . . . . . . . . . G.5.1 Function and Location G-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.5.2 Description G-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.5.3 Operation G-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.6 MV-22B THRUSTER SOURCE DATA G-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.6.1 Function G-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.6.2 Description G-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.6.3 Operation G-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.7 MV-22B TLX LINE SOURCE DATA G-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.7.1 Function G-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.7.2 Description G-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G.7.3 Operation G-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPENDIX H — REFERENCES H.1 RESCUE AND FIREFIGHTING PUBLICATIONS H-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . H.2 AIRCRAFT SYSTEMS PUBLICATION H-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPENDIX I — NATOPS QUESTION AND ANSWER BANK INDEX Index-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAVAIR 00-80R-14-1 ORIGINAL 15 LIST OF ILLUSTRATIONS Page No. CHAPTER 2 — CRASH CREW INFORMATION DIAGRAM (CCID) FORMAT AND CONTENT Figure 2-1. CCID Essential Information Elements and Color Code 2-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 2-2. Fixed-Wing Aircraft Systems and CCIDs Summary 2-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 2-3. Tilt-Rotor and Helicopter Aircraft Systems and Crash Crew Information Diagram Summary 2-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHAPTER 3 — AIRCRAFT RESCUE PROCEDURES Figure 3-1. Types of Canopies 3-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 3-2. Forcible Entry Into Plastic Canopies (Axe and Power Rescue Saw) 3-5 . . . . . . . . . . . . . . . . . Figure 3-3. Forcible Entry Into Fuselage (Axe and Power Rescue Saw) 3-6 . . . . . . . . . . . . . . . . . . . . . . . Figure 3-4. Face Mask Connectors 3-10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 3-5. Crew Release 3-11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 3-6. Respirator Assembly (A/P 22P-9(V) Protective Assembly — Above-the-Neck-Portion) 3-12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 3-7. MCK-3/P Mask 3-13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 3-8. Facepiece 3-13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 3-9. MK-2A Flight Mode 3-14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 3-10. Koch Release Fitting 3-16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 3-11. Torso Harness 3-17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 3-12. Leg Restraint System 3-18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 3-13. SEAWARS Release Fitting 3-19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 3-14. UWARS Release Fitting 3-20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHAPTER 4 — EJECTION SEAT FAMILIARIZATION Figure 4-1. Ejection Seat Systems 4-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 4-2. Martin-Baker GRUEA-7 Ejection Seat 4-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 4-3. Martin-Baker SJU-5/A, 6/A Ejection Seat 4-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 4-4. Martin-Baker SJU-17(V) Series Ejection Seat 4-9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 4-5. Martin-Baker SJU-17(V) Series Ejection Seat 4-11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 4-6. STENCEL SJU-4A/13A/14A Ejection Seat 4-13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 4-7. ESCAPAC 1E-1 Ejection Seat 4-15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 4-8. North American LS-1A Ejection Seat 4-17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 4-9. Northrop M-38 Ejection Seat 4-19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPENDIX A — ATTACK AIRCRAFT Figure A-1. Attack Aircraft Systems and CCID Summary A-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure A-2. AV-8B Harrier Crash Crew Information A-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAVAIR 00‐80R‐14‐1 ORIGINAL 16 Page No. APPENDIX B — FIGHTER AIRCRAFT Figure B‐1. Fighter Aircraft Systems and CCID Summary B-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure B‐2. F‐5E/F Tiger II Crash Crew Information B-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure B‐3. F‐18 Hornet Crash Crew Information B-9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPENDIX C — SPECIAL MISSION AIRCRAFT Figure C‐1. Special Mission Aircraft Systems and CCID Summary C-1 . . . . . . . . . . . . . . . . . . . . . . . . . . Figure C‐2. E‐2 Hawkeye Crash Crew Information C-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure C‐3. EA‐6B Prowler Crash Crew Information C-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure C‐4. P‐3 Orion Crash Crew Information C-13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure C‐5. S‐3 Viking Crash Crew Information C-18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure C‐6. E‐6 Mercury Crash Crew Information C-23 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPENDIX D — TRANSPORT AIRCRAFT Figure D‐1. Transport Aircraft Systems and CCID Summary D-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure D‐2. C‐2 Greyhound Crash Crew Information D-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure D‐3. C‐9 Skytrain II Crash Crew Information D-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure D‐4. U/RC‐12 Super King Air Crash Crew Information D-13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure D‐5. C‐130 Hercules Crash Crew Information D-17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure D‐6. C‐20D/G Gulfstream III/IV Crash Crew Information D-21 . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure D‐7. C‐26 Crash Crew Information D-26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPENDIX E — TRAINING AIRCRAFT Figure E‐1. Training Aircraft Systems and CCID Summary E-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure E‐2. T‐2 Buckeye Crash Crew Information E-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure E‐3. T‐6A Texan II Crash Crew Information E-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure E‐4. T‐34C Turbo Mentor Crash Crew Information E-13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure E‐5. T‐38A/C Talon Crash Crew Information E-18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure E‐6. T‐39 Sabreliner Crash Crew Information E-24 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure E‐7. T‐44A King Air Crash Crew Information E-29 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure E‐8. T‐45A Goshawk Crash Crew Information E-33 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPENDIX F — ROTARY‐WING AIRCRAFT Figure F‐1. Helicopter Systems and CCID Summary F-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure F‐2. Typical Rotor Blade Cross‐Section F-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure F‐3. AH‐1W Super Cobra Crash Crew Information F-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure F‐4. AH‐1Z Super Cobra Crash Crew Information F-9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure F‐5. UH‐1N Iroquois/Huey Crash Crew Information F-14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure F‐6. UH‐1Y Super Cobra Crash Crew Information F-18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAVAIR 00‐80R‐14‐1 ORIGINAL 17/(18 blank) Page No. Figure F‐7. H‐3 Sea King Crash Crew Information F-23 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure F‐8. H‐46 Sea Knight Crash Crew Information F-29 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure F‐9. H‐53D Sea Stallion Crash Crew Information F-34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure F‐10. H‐53E Super Sea Stallion/Sea Dragon Crash Crew Information F-38 . . . . . . . . . . . . . . . . . . . Figure F‐11. TH‐57 Sea Ranger Crash Crew Information F-44 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure F‐12. H‐60 Seahawk Crash Crew Information F-48 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPENDIX G — TILT‐ROTOR AIRCRAFT Figure G‐1. Tilt‐Rotor Aircraft Systems and CCID Summary G-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure G‐2. MV‐22B Osprey Crash Crew Information G-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NAVAIR 00‐80R‐14‐1 ORIGINAL 19 List of Abbreviations and Acronyms A APP.Auxiliary Power Plant APU.Auxiliary Power Unit ARFF.Aircraft Rescue and Fire Fighting ATO.Airborne Tactical Operator (SH‐60 aircrewmen) C CBRNE.Chemical, Biological, Radiological, Nuclear Explosives CCID.Crash Crew Information Diagram COTAC.Copilot Tactical Coordinator (S‐3 aircraft) D DFIRS.Deployable Flight Incident Recorder Set (F/A‐18 aircraft) DS2.Decontamination Solution Number 2 (a CBR solution) E ECMO1.Electronic Countermeasures Officer 1 (EA‐6B aircrewmen) F FLSC.Flexible Linear‐Shaped Charge (F/A‐18 aircraft) FOD.Foreign Object Debris G GTS.Gas Turbine Starter (AV‐8 aircraft) H HE‐GG.High Explosive‐to‐Gas Generator (MV‐22B aircraft) HE‐LE.High Explosive‐to‐Low Explosive (MV‐22B aircraft) HTH.Calcium Hypochlorite (a CBR solution) J JHMCS.Joint Helmet Mounted Cueing System (F/A‐18 aircraft) L LH.Left‐hand LOX.Liquid Oxygen M MDC.Mild Detonating Cord MIM.Maintenance Information Manual MRT.Maximum Rated Thrust N NLG.Nose Landing Gear O OBOGS.Onboard Oxygen Generation System P P‐HE.Primer‐to‐High Explosive (MV‐22B aircraft) NAVAIR 00‐80R‐14‐1 ORIGINAL 20 R RH.Right‐hand S SEAWARS.Automatic Sea Water Actuated Release System SMDC.Shielded Mild Detonating Cord (T‐45 air‐ craft) SOB.Souls on Board SS3.Sensor Station 3 Operator (P‐3 aircrewmen) C‐1 STB.Super Tropical Bleach (a CBR solution) T TO.Technical Order TLX.Thin Line Explosive (MV‐22B aircraft) T/C/M/S.Type/Class/Model/Series NAVAIR 00‐80R‐14‐1 ORIGINAL 21 PREFACE SCOPE NATOPS manuals are issued by the authority of the Chief of Naval Operations and under the direction of the Commander, Naval Air Systems Command in conjunction with the Naval Air Training and Operating Procedures Standardization (NATOPS) program. NATOPS publications provide the best available operating instructions for most circumstances. However, no manual can cover every situation or be a substitute for sound judgment; operational situations may require modification of the procedures contained therein. Read these publications from cover to cover. It is your responsibility to have a complete knowledge of their contents. Note See Chapter 1 for more information on the scope and purpose of this manual, and for any special requirements or procedures that compliment those contained in this preface. DETERMINING THE CURRENT VERSION OF THIS PUBLICATION The current versions of NATOPS publications are listed in the NATOPS Status Report which is available online at https://airworthiness.navair.navy.mil. Upon receiving a copy of a NATOPS, consult the NATOPS Status Report to determine its current configuration (through the latest revision, change, and interim change). Before using this publication, users shall ensure that they have the current version of it. OBTAINING COPIES OF THIS PUBLICATION One‐Time Orders Copies of this publication and the current changes thereto may be ordered from the Naval Logistics Library (NLL) using NAVICP Pub 2003, which is available online at https://nll.ahf.nmci.navy.mil, or procured through the supply system in accordance with NAVSUP P‐409 (MILSTRIP/MILSTRAP). This manual is also available in pdf format and may be viewed on, and downloaded from, the NATEC or AIRWORTHINESS websites, www.natec.navy.mil or https://airworthiness.navair.navy.mil, respectively. Note  When the current revision of a publication is ordered through NLL or NAVSUP, copies of all active changes to the publication will be forwarded along with it. The printed changes to a revision need not be ordered in addition to ordering the revision.  An order for a publication that exceeds the maximum order quantity posted on the NLL website will be filled not to exceed the maximum order quantity. Additional orders will be required in order for an activity to receive more than the posted maximum order quantity of a publication.  Interim changes to NATOPS publications are not stocked within the NLL or NAVSUP systems and must be obtained separately. Active interim changes to NATOPS publications are published in electronic media only and most are available online at www.natec.navy.mil and https://airworthi‐ ness.navair.navy.mil for viewing and downloading. NAVAIR 00‐80R‐14‐1 ORIGINAL 22 Automatic Distribution NATEC automatically sends copies of new revisions and changes to users whose NAVAIR publication requirements are maintained within its Automatic Distribution Requirements List (ADRL) database. Detailed procedures for establishing and maintaining an ADRL account are contained in NAVAIR technical manual 00‐25‐100 work package (WP) 017‐00, which is available online at www.natec.navy.mil. Note  When a user's ADRL account has not been updated within the last 12 months, all automatic distribution to the user will be suspended until the account has been updated.  To avoid the gross cost and delivery inefficiencies that have resulted from excessive or insufficient distributions, the NATOPS Program Manager has been granted authority to adjust the automatic distribution quantities of NATOPS publications. Units requiring large or unusual distribution quantities of NATOPS publications should confirm them with the NATOPS Program Manager in advance of distribution to ensure that the quantities they will receive will be acceptable. KEEPING THIS PUBLICATION CURRENT To be effective, NATOPS publications must be kept current through an active manual change program. Corrections, additions to, deletions from, and suggestions for improvement of contents should be submitted as NATOPS change recommendations as soon as possible after discovery. Suggestions for improvement should avoid vague and generalized language and shall be worded as specifically as possible. Detailed standards for NATOPS publications are found in MIL‐DTL‐85025B(AS), which is available online at https://airworthiness.navair.navy.mil. Change recommendations may be submitted by anyone in accordance with OPNAVINST 3710.7‐series. All users are encouraged to contribute to the currency, accuracy, and usefulness of this and other NATOPS publications by submitting timely change recommendations for these publications. SUBMITTING CHANGE RECOMMENDATIONS Types of Change Recommendations Change recommendations should be submitted as URGENT, PRIORITY or ROUTINE. Urgent and Priority change recommendations are changes that cannot be allowed to wait for implementation until after the next review conference. These usually involve safety‐of‐flight matters. Some priority change recommendations may be upgraded to URGENT by NAVAIR (AIR‐4.0P), Program Class Desk or the NATOPS Model Manager following receipt and initial review. Submitting Change Recommendations to NATOPS Publications While each type of change recommendation is processed and approved differently, the preferred means of submitting all of them is through the Airworthiness Issues Resolution System (AIRS) which may be accessed online at https://airworthiness.navair.navy.mil, or on SIPRNET at https://airworthiness.navair.navy.smil.mil for classified or otherwise sensitive change recommendations. AIRS provides the fastest and most efficient means of processing and resolving NATOPS change recommendations. It expedites distribution of the URGENT and PRIORITY change recommendations to those who need to act on them and compiles the ROUTINE change recommendations into their respective review conference agenda packages. NAVAIR 00‐80R‐14‐1 ORIGINAL 23 In the event that a worldwide web connection to AIRS is not available, PRIORITY change recommendations may be submitted via Naval message in accordance with OPNAVINST 3710.7‐series. When AIRS is not accessible, ROUTINE change recommendations may be submitted on a NATOPS/Tactical Change Recommendation (Form OPNAV 3710/6), a copy of which is contained within the preface of this manual. The completed change recommendations forms for changes to this manual should be sent by U.S. Mail to the NATOPS Model Manager of this publication at: Message PLAD: COMNAVAIRSYSCOM PATUXENT RIVER MD PMA251 Address: COMMANDER, NAVAL AIR SYSTEMS COMMAND ATTN: NATOPS Program Manager, PMA‐251 B2 47123 Buse Rd. Unit IPT Bldg. 2272 Suite 348 Patuxent River, MD 20670‐1547 Telephone: CML (301) 757‐6998 DSN 757‐6998 Email: shawn.whalen@navy.mil ISSUING UPDATES TO NATOPS PUBLICATIONS Interim Changes Approved NATOPS urgent and priority change recommendations are issued via Naval messages and may involve making pen‐and‐ink entries and/or replacing pages. Copies of interim change messages and their replacement pages are posted on the NATEC website at www.natec.navy.mil, https://airworthiness.navair.navy.mil, or https://airworthi‐ ness.navair.navy.smil.mil for viewing and downloading. Interim change replacement pages are always issued in electronic format and are not distributed in paper format except under unusual circumstances. Following the incorporation of an interim change into this publication, its entry should be recorded on the Interim Change Summary page within this publication. Revisions, Changes and Errata Routine change recommendations are compiled into a conference agenda and held for review at the next NATOPS review conference for this publication. Change recommendations approved by the review conference are published by the NATOPS Model Manager in a review conference report and then incorporated into a revision or change to this manual, copies of which are mailed on paper and/or electronic media to users that have a listed requirement for it in the NATEC ADRL system database. Copies of most unclassified publications are also posted on the NATEC and Airworthiness websites. When printing errors are found in publications, errata may also be prepared and posted and/or distributed in electronic or paper form in the same manner as for revisions and changes. After incorporating a change or errata into this publication, you should page check and record its entry on the Record of Changes page within this publication. CHANGE SYMBOLS Revised text is indicated by a black vertical line in the right margin of the page, like the one printed next to this paragraph. The change symbol shows where there has been a change. The change might be material added or information restated. A change symbol in the margin by the chapter number and title indicates a new or completely revised chapter. Change symbols are not normally used to mark the locations of deleted information. SPECIAL TERMINOLOGY IN NATOPS PUBLICATIONS The following special terminology and meanings apply to the contents of this and other NATOPS publications: NAVAIR 00‐80R‐14‐1 ORIGINAL 24 NAVAIR 00‐80R‐14‐1 ORIGINAL 25/(26 blank) Warnings, Cautions, and Notes The following definitions apply to WARNINGS, CAUTIONS, and Notes: An operating procedure, practice, or condition, etc., that may result in injury or death, if not carefully observed or followed. CAUTION An operating procedure, practice, or condition, etc., that may result in damage to equipment if not carefully observed or followed. Note An operating procedure, practice, or condition, etc., that is essential to emphasize. Requirement For Compliance 1. “Shall” is used only when application of a procedure is mandatory. 2. “Should” is used only when application of a procedure is recommended. 3. “May” and ”need not” are used only when application of a procedure is optional. 4. “Will” is used only to indicate futurity, and never to indicate any degree of requirement for applicability of a procedure. Requirement For Landing Aircraft 1. Land immediately is self‐explanatory. (Applicable to helicopters and other VTOL aircraft.) 2. Land as soon as possible means land at the first landing site at which a safe landing may be made. 3. Land as soon as practical means extended flight is not recommended. The landing and duration of flight is at the discretion of the pilot in command. NAVAIR 00‐80R‐14‐1 ORIGINAL 1‐1 CHAPTER 1 Introduction 1.1 PURPOSE This manual contains essential information and procedures for use by Aircraft Rescue and Firefighting (ARFF) personnel when rescuing occupants from crashed or disabled naval aircraft. It has been organized for ready reference by rescue teams and is intended to serve both as an operational guide and a training manual for rescue personnel. 1.2 SCOPE This publication has been prepared for use by crash crew members and their supervisors engaged in aircraft rescue operations. It is intended for use as a ready reference during actual rescue operations. It provides detailed information about aircraft hazards, danger areas, procedures for aircraft entry, engine shutdown, ejection seat safing, aircrew and passenger release and extraction, and other actions important to aircraft rescue and firefighting personnel. 1.3 CONTENTS Chapter 1 of this manual contains ARFF crewmember selection criteria, training and qualification requirements, and waiver procedures; and assigns responsibilities for maintaining this publication. Chapter 2 lists the elements of information to be addressed in each aircraft and ejection seat Crash Crew Information Diagram (CCID). Chapter 3 contains general aircraft rescue procedures, and a compilation of the ejection seat and aircraft‐related warnings that appear throughout this manual. Chapter 4 addresses the various ejection seat systems in use in Naval aircraft and contains ejection seat CCIDs for each of them. Appendixes A through G are organized by aircraft mission category and include an Aircraft Systems and Crash Crew Information Diagram Summary and a CCID set for each naval aircraft in general use. Appendix H lists other aircraft publications that contain more detailed aircraft equipment, rescue, firefighting, and escape‐related information and procedures. Appendix I is a place holder for the NATOPS Test Question Bank. 1.4 RESCUE CREWMEMBER DUTY ASSIGNMENTS The primary duty of the rescue team is to affect the successful rescue of personnel from burning and/or crashed aircraft. Efficient use of time immediately following an aircraft crash or emergency may be critical to a successful rescue. Since ARFF team members must be available for immediate response when such an emergency occurs, no other duties shall be assigned to them during flight operations. 1.5 RESCUE CREWMEMBER SELECTION CRITERIA When an aircraft mishap occurs, information available may be limited. The type/model/series (T/M/S) of the aircraft involved, the exact number of souls on board, and the hazards that exist may not yet be available. Firefighting, rescue, first aid, hazardous waste containment, and area cleanup efforts may be happening at the same time. Until it is established that there are no further hazards and potential for loss of life, such as through an ordnance cookoff, rescue must be accomplished concurrent with other on‐scene emergency functions. Decisions must be made on the scene by the crash officer, scene leader, and rescue personnel. Each aircraft incident will present its own particular problems. For these reasons, rescue team members should be as familiar as possible with all potential emergency aircraft and familiar with the special equipment and tools that will be needed, where those equipments and tools will be found, and the rescue procedures for the particular T/M/S aircraft. NAVAIR 00‐80R‐14‐1 ORIGINAL 1‐2 Selection of rescue team members should be made in view of the following circumstances. Important personal prerequisites for assignment to duties as a rescue team member include alertness, courage, dedication, agility, physical strength, and the ability to be a meticulous team member. The rescue team should consist of experienced and highly trained personnel. Each member shall be cross‐trained and qualified to perform the functions of the other members of the team. 1.6 TRAINING An important aspect in training rescue personnel is aircraft familiarization. Frequent visits to aircraft are a must for rescue teams. By taking advantage of occasions when aircraft unit personnel and equipment are available for training, the rescue teams can become proficient through actual experience. Particular attention should be paid to the normal and emergency entrances, aircraft danger areas, location of personnel, engine shutdown procedures, ejection seat safety, and any other factors that could prevent/delay rescue. Drills involving personnel rescue from various aircraft shall be conducted frequently in order to maintain a high state of readiness. By systematically studying this manual and its related references, and by drilling frequently, team members can be prepared to professionally conduct rescue operations. 1.7 OTHER RELATED PUBLICATIONS 1.7.1 Complementary Publications The following publication directly complements the information presented in this manual. 1. NAVAIR 00‐80R‐14 — NATOPS U. S. Navy Aircraft Fire Fighting and Rescue Manual is the primary manual for aircraft firefighting and rescue doctrine and procedures. 2. NAVAIR 00‐80R‐19 — NATOPS U. S. Navy Aircraft Crash and Salvage Operations (Afloat) Manual. Manual's organization and content is similar to that of this manual, but presents information and procedures for CV and LHA/LHD shipboard crash and salvage situations. 3. NAVAIR 00‐80R‐20 — NATOPS U. S. Navy Aircraft Crash and Salvage Operations (Ashore) Manual. Manual's organization and content is similar to that of this manual, but presents information and procedures for use in land‐based crash and salvage situations. 1.7.2 Other NATOPS Publications The following NATOPS publications contain general information that will be needed or may be useful during crash and salvage situations. 1. NAVAIR 00‐80T‐105 — CV NATOPS Manual. Contains responsibilities, relationships and procedures for preparing for and conducting flight operations aboard CVs. 2. NAVAIR 00‐80T‐106 — LHA/LHD NATOPS Manual. Contains responsibilities, relationships and procedures for preparing for and conducting flight operations aboard LHA and LHD class ships. 3. NAVAIR 00‐80T‐109 — NATOPS Aircraft Refueling Manual. Among other subjects contained in this manual, includes procedures for defueling aircraft. 4. NAVAIR 00‐80T‐113 — NATOPS Aircraft Signals Manual. Includes standard signals for de‐arming and moving aircraft 5. NAVAIR 00‐80T‐115 — U.S. Marine Corps Expeditionary Airfields and Marine Corps Air Stations NATOPS Manual. Includes aircraft rescue, firefighting organization and requirements and organizational relationships for U.S. Marine Corps expeditionary airfields and Marine Corps Air Stations. NAVAIR 00‐80R‐14‐1 ORIGINAL 1‐3 6. NAVAIR 00‐80T‐120 — CV Flight/Hangar Deck NATOPS Manual. Contains responsibilities, relationships and procedures for the movement, support and security of aircraft aboard CVs. 7. NAVAIR 00‐80T‐121 — NATOPS Chemical, Biological Defense Manual. Contains information and procedures for use in decontaminating aircrew and aircraft that have been exposed to chemical and biological agents. 8. NAVAIR 00‐80T‐122 —Helicopter Operating Procedures for Air‐Capable Ships NATOPS Manual. Contains responsibilities, relationships and procedures for preparing for and conducting flight operations aboard air‐capable ships. 1.7.3 Other Crash and Salvage‐Related Publications See Appendix H for a list of references that contain additional information relevant to rescue situations. 1.8 RESPONSIBILITIES 1.8.1 NATOPS Advisory Group NATOPS Advisory Group member relationships, responsibilities and procedures are contained in OPNAVINST 3710.7‐series. The following are the members of the NATOPS Advisory Group for this manual: NATOPS ADVISORY GROUP MEMBER NATOPS COORDINATOR/REP (CODE) Commander, Naval Air Systems Command COMNAVAIRSYSCOM (4.0P/PMA‐251B2) Commander, Naval Air Forces, San Diego COMNAVAIRFOR San Diego (N73, N40C) Commander, Naval Air Force, Norfolk COMNAVAIRFOR Norfolk (N73) Commander, Naval Surface Force San Diego COMAFLOATRAGRU Pacific San Diego CA (N88) Commander, Naval Surface Force Norfolk COMAFLOATRAGRU Atlantic Norfolk VA (N88) Commandant of the Marine Corps CMC ASL (UC) Commander, Navy Installations Command CNIC (N 30) Chief of Naval Air Training/Commander Naval Education and Training NATTC Pensacola (00) (40) Commander, Naval Safety Center COMNAVSAFECEN (114A/11) Commander, Naval Sea Systems Command COMNAVSEASYSCOM (03G/03Y6) Commanding General, Training and Education Command CG TECOM (ATB C4610) Commanding General, U.S. Marine Forces Command COMMARFORCOM (UC) Commanding General, U.S. Marine Force Pacific COMMARFORPAC (UC) Commanding General, Installations EAST CG MCI EAST (UC) Commanding General, Installations WEST CG MCI WEST (UC) Commanding General, Marine Forces Reserve COMMARFORRES (UC) Commander, Naval Air Force Reserve COMNAVAIRFORES (N01P) Commandant, U. S. Coast Guard COMCOGUARD (CG‐11) In accordance with OPNAVINST 3710.7‐series, each commander shall designate his NATOPS Advisory Group representative in writing and forward copies of this correspondence to NAVAIR (AIR‐4.0P) and PMA‐251 on each occasion when a new representative is assigned. NAVAIR 00‐80R‐14‐1 ORIGINAL 1‐4 1.8.2 NATOPS Cognizant Command Commander, Naval Air Systems Command is designated as the NATOPS Cognizant Command and is responsible for the contents and maintenance of this manual in accordance with OPNAVINST 3710.7‐series. 1.8.3 NATOPS Model Manager The Model Manager shall review the NAVAIR 00‐80R‐14‐1 NATOPS U. S. Navy Aircraft Emergency Rescue Information Manual to ensure that it contains the latest approved operating procedures and make appropriate recommendations to the COG Command on all matters concerning this NATOPS manual. 1.8.4 Program Manager Performs administrative responsibilities for the NATOPS program and is given written authority to act on behalf of the Model Manager in NATOPS‐related matters also in the maintenance of the NAVAIR 00‐80R‐14‐1 NATOPS U.S. Navy Aircraft Emergency Rescue Information Manual and acts as the Model Manager's single point of contact for all NATOPS related issues. 1.9 WAIVERS Commands listed below may grant waivers to the provisions of this manual in order to develop new procedures or when compliance is impractical. Because this instruction promulgates specific guidance and policy of Commander Naval Air Forces (CNAF), waivers to these provisions shall not be granted except in cases where specific waiver authority has been authorized. Waivers shall always indicate the purpose for which granted and the time limitations for the waiver. When a waiver must be continually renewed, it is generally an indication that the particular procedure, requirement, or limitation should be revised. Where the need arises, special instructions or waivers will be promulgated by the CNAF. Waivers may be issued as indicated in the following table: ACTIVITY ISSUED TO Commander, Naval Air Systems Command COMNAVAIRSYSCOM (4.0P/PMA‐251B2) CNAF All Commands/Activities CMC All Marine Corps Commands/Activities COMMARFORPAC MARFORPAC COMMARFORCOM MARFORCOM COMMARFORRES MARFORRES COMNAVAIRFORES NAVAIRFORES NETC TRACOM COMNAVAIRSYSCOM All NAVAIR HQ Activities Fleet and Fleet Type Commanders Fleet Commands COMMANDANT USCG All USCG Activities CNIC All CNIC Navy Shore Installations A copy of all waivers shall be forwarded to CNAF, the cognizant OPNAV sponsor (if applicable), COMNAVSAFECEN (Code 11), and to NAVAIR (PMA‐251). NAVAIR 00-80R-14-1 ORIGINAL 2-1 CHAPTER 2 Crash Crew Information Diagram (CCID) Format and Content 2.1 PURPOSE This chapter establishes what information should be contained in the two types of aircraft and ejection seat CCIDs and how it is organized. 2.2 SCOPE This manual is comprised primarily of CCIDs which contain the pertinent rescue procedures for each naval aircraft and ejection seat. They have been prepared for most current naval aircraft and are intended for reference during actual aircraft rescues. CCIDs contain formatted text with warnings and diagrams prepared for ready use in emergency situations where occupants lives may be in the balance, incorrect actions must be avoided, and rescuers may have limited time to achieve a successful rescue. Crash crewmen and their supervisors should be thoroughly familiar with all information contained within an aircraft’s CCID before taking a major role in an actual rescue operation involving that aircraft. CCIDs also lend themselves to familiarizing rescue personnel with, and providing a training vehicle for, the essential information pertaining to each ejection seat and aircraft. 2.3 GENERAL The CCIDs include the following information: 1. Page Layout. The CCIDs in this manual contain emergency rescue information, procedures and illustrations which are placed into an alphanumeric order by type, model and series of aircraft or model and series of ejection seat. Procedures and most textual information appears on the left−hand side of each page, while an illustration related to the text appears on the right−hand side of the corresponding page. Aircraft and ejection seat designations have been positioned in the upper and lower right corners of each page for rapid information identification. 2. Categories of essential information. The essential information elements presented for each aircraft are organized into standard categories which are presented in a standard sequence. The standard categories for aircraft CCIDs differ substantially from and are more extensive than those for ejection seats. Because of these differences, the specific essential information categories for each will be addressed separately in the paragraphs that follow. Information categories are numbered by a standard category numbering system. Non−applicable categories will not appear when the information that they would contain is not applicable to a particular aircraft. 3. Layout of Illustrations. The illustrations on the right−hand side of each page show the aircraft or equipment that the text on the left−hand side is addressing. Portions of the illustrations are circled and highlighted as call−outs. Each callout is marked with the number of the subparagraph on the left−hand side that addresses the item referred to in the particular callout. NAVAIR 00‐80R‐14‐1 ORIGINAL 2‐2 2.4 AIRCRAFT CCIDS Aircraft CCIDs (see Figure 2‐1) address the special equipment and procedures required for safely approaching and entering the aircraft to release and extract aircrew and passengers. These CCIDs, published in Appendixes A through F, are organized by aircraft designation and include an Aircraft Systems and CCID Summary and a CCID set for each aircraft in general naval use. Note  Aircraft CCIDs do not contain ejection seat safing procedures.  Each aircraft CCID contains only subjective text and illustrations that are applicable to that particular aircraft series. 2.4.1 Aircraft CCID Essential Information Categories The essential information for each aircraft is presented in the following standard categories (see Figure 2‐1): 1. Applicable aircraft version 2. Special tools and equipment 3. General aircraft information 4. Airframe material 5. Aircraft danger areas 6. Aircraft entry methods 7. Canopy safety 8. Engine shutdown 9. Battery 10. Normal crew release procedures 11. Emergency crew release procedures. Note CCID items retain the item numbers listed above. If an item is not applicable to a particular aircraft, that item number will not appear in the aircraft CCID. 2.4.2 Aircraft CCID Color Codes The colors on CCIDs are used to draw attention to the particular area or item and are not intended to signify the actual color of the aircraft part or item. See Figure 2‐1 for color codes and applications. 2.5 EJECTION SEAT CCIDS Ejection seat CCIDs address the general information about the ejection seat and provide the procedures required for safing them in order to extract the aircrew members. The CCIDs for ejection seats are contained in Chapter 4 and are organized by aircraft and seat designation. NAVAIR 00‐80R‐14‐1 ORIGINAL 2‐3 Figure 2‐1. CCID Essential Information Elements and Color Code NAVAIR 00‐80R‐14‐1 ORIGINAL 2‐4 Note  Ejection seat CCIDs do not contain crew release procedures.  Each ejection seat CCID contains only subjective text and illustrations that are applicable to that particular ejection seat. 2.5.1 Ejection Seat CCID Essential Information Categories The essential information for each ejection seat is presented in the following standard categories and sequence (See Figure 2‐1): 1. General ejection seat information: a. Seat basic structure information b. Seat basic components c. A general warning about the lethality of ejection seats 2. Ejection seat safing procedures a. Normal: Should be used when ample time is available for safing seats and crew removal. b. Emergency: Should be used whenever immediate crew removal is necessary due to imminent hazards. 2.5.2 Ejection Seat CCID Color Codes As with the aircraft CCIDs, red is used to highlight all ejection seat safing devices. In addition, cut zones for emergency safing are also shown in red. 2.6 CCID SUMMARIES AND OTHER INFORMATION CCID system summaries are data tables that include the aircraft's capacity of fuel, lubricants, fluids, stores, personnel and other substances carried onboard the aircraft that are important to ARFF personnel from a firefighting or hazard point of view. A table has been prepared for each aircraft designation type and appears at the beginning of each Appendix A through G. Appendix H lists other aircraft publications that contain more detailed aircraft equipment, rescue, firefighting, and escape-related information and procedures. When an aircraft crashes, it is too late to make a study of available charts, tables, and other materials. Personnel assigned to rescue teams must be knowledgeable of such things as airframe material, fuel and oil capacities, type and location of armament, oxygen systems, ejection seats where installed, and souls on board (SOB). It is extremely important for crash rescue crews to know the exact number of crewmembers and passengers on board each type aircraft (see Figures 2‐2 and 2‐3). To prevent the possibility of overlooking any crewmember or passenger, rescue personnel must always assume that a crashed aircraft has maximum number of occupants on board until proven otherwise. NAVAIR 00‐80R‐14‐1 ORIGINAL 2‐5 2.7 CURRENCY OF CCID INFORMATION The CCIDs in this manual are prepared for the standard aircraft configurations described in their NATOPS flight manuals. Applicable aircraft Type/Class/Model/Series (T/C/M/S) version(s) are shown at the beginning of each CCID. Most USN and USMC aircraft are configured to the fleet standard configuration for which that aircraft's NATOPS flight manual has been prepared. However, while the intent is that each aircraft should conform to its fleet standard configurations, there are some aircraft flying that do not conform to the fleet standard configuration criteria. Earliest versions of the aircraft may not be modified to the standard, a few selected aircraft may contain authorized modifications, and latest configuration information may not yet be reflected in the NATOPS manuals. The Crash and Salvage Officer, Fire Chief, and rescue crewmembers should remain alert during rescues and always be prepared to find variances from the crash crew information contained in this manual. They should maintain liaison with local aircraft custodians to identify any CCID variances for aircraft that they are likely to support. NAVAIR 00‐80R‐14‐1 ORIGINAL 2‐6 Figure 2‐2. Fixed‐Wing Aircraft Systems and CCIDs Summary (Sheet 1 of 2) NAVAIR 00‐80R‐14‐1 ORIGINAL 2‐7 Figure 2‐2. Fixed‐Wing Aircraft Systems and CCIDs Summary (Sheet 2) NAVAIR 00‐80R‐14‐1 ORIGINAL 2‐8 Figure 2‐3. Tilt‐Rotor and Helicopter Aircraft Systems and Crash Crew Information Diagram Summary NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐1 CHAPTER 3 Aircraft Rescue Procedures 3.1 GENERAL The introduction of high‐performance aircraft into military use has resulted in aircraft design changes that affect the rescue of personnel under emergency conditions. Many changes and modifications have resulted from the continuing research to improve personnel escape and survival equipment. Rescue personnel must keep abreast of these changes as they occur so they may safely and rapidly perform their duties of rescuing disabled personnel. Lack of knowledge could result in serious injury to the aircrew as well as rescue personnel. Of necessity, this chapter is general in nature and does not include procedures or modifications for each aircraft. Familiarization with each type aircraft that rescue personnel may encounter must be gained from the study of aircraft CCIDS, airframe manuals, NATOPS flight manuals, and training on actual equipment during procedural drills. Organization, procedures, equipment, and training are devoted to one cause: the rescue of personnel. 3.2 APPROACHING CRASHED AIRCRAFT If the aircraft is on fire, a rescue path must be made by the firefighters prior to approaching the aircraft. At the direction of the crash officer, fire chief, or scene leader, the rescue team(s) consisting of at least two firefighters per team will move into the aircraft to effect the rescue. 3.3 AIRCRAFT DANGER AREAS As the rescue team approaches the aircraft, there are numerous danger areas of which they must be aware during the approach. These areas include the following. 3.3.1 Engines Running 1. Intake — Suction may ingest personnel and equipment. 2. Exhaust — Heat and force may spread fire or injure personnel. 3. Propellers — Hazard to personnel, propeller blast may spread fire or fuel. 4. Rotor blades — Hazard to personnel, blast may spread fire or fuel. 3.3.2 Armament 1. Missiles — Exhaust and forward firing zone. 2. Guns — Location of guns and ammunition boxes. 3. Pyrotechnics — Location of flares and other explosives. 3.3.3 Tires 1. Blow‐out danger areas. 3.3.4 Radiation 1. Location of electromagnetic zones. NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐2 3.3.5 Fire 1. Aircraft — Class fire (e.g., fuel, metal, etc.). 2. Ground — Class fire, reflash dangers. 3.3.6 Composite Material Refer to NAVAIR 00-80R-14 paragraph 6.7. Carbon/graphite and boron/tungsten fibers can become airborne as a result of fires or a crash/explosion scenario which may fragment sections of a composite aircraft. 3.4 ENTRY AND EXIT POINTS Aircraft, rescue, and firefighting (ARFF) personnel must be familiar with the following entry and exit aircraft points. 3.4.1 Doors Depending upon type of aircraft, doors may be located on either side of the fuselage or in the rear of the aircraft. 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 hinge side. If conditions permit, enter the aircraft through the normal access doors as this provides the most effective and expeditious manner into the aircraft for rescue of personnel. 3.4.2 Hatches 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. When released from the inside or outside of the aircraft, the complete hatch is removed. Hatch locations and the means of opening them for specific aircraft may be found in this manual. All escape windows and emergency escape hatches in the MV-22 aircraft are lined with TLX pyrotechnics and in actual rescue situations are to be blown clear of the aircraft by the aircrew or rescue personnel. 3.4.3 Canopies Canopies include a metal frame‐ work with a transparent material covering provided to enclose the cockpit and afford protection and visibility to the pilot or aircrew. The canopy system includes the canopy, plus all of the components used in opening and closing for normal entrance and exit, as well as those used for jettisoning the canopy during an NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐3 emergency. Three types of canopies: the clamshell, the hinge type, and sliding type are commonly used on naval aircraft (see Figure 3‐1). The clamshell canopy is hinged aft and opens upward at the forward end. The hinged type is hinged at the top or side and opens upward from the side. The sliding canopy rests on tracks on the fuselage and opens and closes by a sliding motion. The sliding‐type canopy offers the greatest ease in rescue of personnel as the rescue person is not restricted in the removal of crewmembers. Emphasis must be placed on drills for removal of personnel from aircraft utilizing clamshell and hinged canopies to assure that rescue persons are thoroughly familiar with emergency removal techniques and restrictions of the canopies. 3.4.4 Normal Canopy Opening Aircraft manufacturers use various methods of actuating the canopy. Normal opening and closing may be accomplished pneumatically (compressed air), electrically, manually, or hydraulically. In the event of malfunction or mechanical damage to the electrical, pneumatic, or hydraulic systems, a secondary method may be employed by opening the canopy manually. Normally, when the clamshell canopy is opened manually, it must be physically held or propped open. The clamshell canopies on some type aircraft can be locked open with a canopy lock, preventing the canopy from being closed by accidental actuation of the canopy closing controls. On some aircraft, opening the canopy is accomplished by a handle provided on the exterior of the aircraft that will permit the rescue men to jettison the canopy. Jettisoning a canopy by firefighters should be accomplished only when the canopy cannot be opened by the normal or manual systems. Do not jettison canopy with fuel in the cockpit area as fire or explosion may result. Figure 3‐1. Types of Canopies NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐4 Keep clear of canopy during jettison and be familiar with its trajectory. Normal, manual, and forcible entry procedures pertaining to canopies are contained in the individual aircraft sections of this manual. 3.4.5 Emergency Entry If because of structural or other damage normal access cannot be made, emergency entry method may be used. Canopies and escape doors and hatches are equipped with emergency jettison or release mechanisms. The locations and means of opening accesses for specific aircraft are included in the appropriate CCIDs. 3.4.6 Forcible Entry 3.4.6.1 Transparent Acrylic Plastic When emergency entry into the cockpit area cannot be made by the normal or manual means or by jettisoning, it will be necessary to gain entry into acrylic plastic‐covered areas by forcible means. If the aircraft configuration contains large acrylic plastic areas suitable for entry and rescue, forcible entry should be conducted through these areas. Under normal conditions, acrylic plastic, when struck with an instrument, will shatter and may be chopped or knocked out. Application of carbon dioxide (CO2) on the surface will embrittle the plastic and permit easier breakage. The contour blade hand axe, carried in the crash rescue tool kit, is the most satisfactory tool for cutting acrylic plastic. Approved methods include chopping along the canopy frame with a serrated axe or cutting with a portable power saw (see Figures 3‐2 and 3‐3). Extreme caution must be exercised when cutting through the canopy to avoid crew injury or striking the ejection seat firing mechanism. Note Acrylic plastic may be more easily shattered if first deluged with CO2 and then struck with a crash axe. 3.4.6.2 Forcible Entry Into Fuselage Areas Entry through the fuselage presents the most difficult problem in making a forcible entry into an aircraft. ARFF personnel conducting forcible entry must have a thorough knowledge of the interior of the aircraft. They should be very familiar with bulkhead locations, fuel tank locations, equipment inside the aircraft, and the areas where forcible entry will present the least obstacle to cut and gain entry. ARFF personnel must not be dependent upon aircraft markings as they could be eliminated during an incident. During aircraft familiarization, ARFF personnel must study these areas and become familiar with their locations for all types of aircraft. When initiating forcible entry, the plan is to gain the largest opening as quickly as possible. On large aircraft, an outline of cutting areas is stenciled on the fuselage. The power saw, equipped with metal cutting blade, is the most satisfactory tool for forcible entry. Figure 3‐3 shows the portable power saw used to cut through a fuselage. If the aircraft 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 NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐5 Figure 3‐2. Forcible Entry Into Plastic Canopies (Axe and Power Rescue Saw) NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐6 Figure 3‐3. Forcible Entry Into Fuselage (Axe and Power Rescue Saw) NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐7 material, four sides must be cut. When cutting through an aircraft, particularly when utilizing the power saw, there is danger of sparks from the cutting operation igniting fuel vapors. Adequate fire prevention measures must be taken and standby protection should always be at hand.  Flammable vapors may be present where the portable power saw is to be used to cut away any part of the aircraft. Therefore, the immediate working area shall be covered with AFFF prior to the cutting operations.  ARFF personnel should be familiar with forcible entry points for all aircraft as specified in the CCIDS. 3.5 AIRCREW RESCUE SEQUENCE A standard sequence of rescue procedures is presented as a guide for rescue personnel to utilize while rescuing aircrew personnel from aircraft involved in a mishap. This sequence is based on a general concept and should be followed as such. Rescue personnel are recommended to use the following sequence when extracting aircrew personnel from aircraft involved in a mishap. 1. Safe Ejection Seat 2. Shutdown Engine 3. Removal of Face/Oxygen Mask 4. Removal of Seat Restraint Equipment.  Aircraft mishaps occur in a variety of ways and the order of procedures in the sequence may be modified to prevent injuries or fatalities of rescue personnel.  If conducting a rescue, and when the situation dictates, the ejection seat should be made safe prior to the shutdown of the engines to prevent accidental firing of the ejection seat. 3.5.1 Ejection Seat Safety Information Of utmost concern to rescue personnel is the prevention of inadvertent firing of the ejection seat(s) during rescue operation. All Navy and Marine Corps ejection seat aircraft with multiple crewmem‐ bers currently have a command ejection capability whereby any crewmem‐ ber can initiate the ejection of all of the crewmembers. Inadvertent firing of an ejection seat during rescue operations may result in serious injury or death. NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐8 On most U.S. Air Force aircraft the seat‐firing mechanism is located on the armrest. If the seat does not have a face curtain, “beware” of the armrest. Most U.S. 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. The method to safe the ejection seat varies with the manufacturer and model modifications to the seat. All seats have ground safety features that will render the seat safe for rescue of personnel. Unless the necessary safety precautions are followed prior to removing the aircrew, clothing or feet can become entangled in the lower firing handle or armrest firing mechanism and fire the seat. Safety of the ejection seat is a simple task for those rescue personnel familiar with the safe features. Location and operation of ejection seat safety devices is covered in Chapter 4, Ejection Seat Familiarization. When rescueing personnel from propeller‐driven aircraft, rescue personel should face in the direction of the propellers if they are still turning. 3.5.1.1 Ejection Seat Warnings All aircraft equipped with ejection seats require rescue personnel to safe all seats to avoid possibility of inadvertant ejection. 1. EA‐6B, S-3B, and T‐2C When removing personnel from ejection seats, rescue personnel shall exercise care to avoid entangling crewmembers or themselves in lower seat ejection handle or use face curtain handle as a support or handhold. 2. S‐3 The ejection seat has an NES‐12 ballistic parachute. Do not use the harness release handle to free crewmember from seat. NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐9 3. F/A‐18A/B/C/D/E/F, EA-18G and T‐45A/C If ejection control handle is not fully seated, safety pin cannot be installed and SAFE/ARMED handle cannot be rotated to the fully locked position. An unsafe seat exists if the entire word SAFE is not visible on the SAFE/ARMED handle. If the ejection seat is not in a safe condition, initiation may occur if the ejection control handle is pulled. Proper procedures for resetting the handle must be followed. 5. AV‐8B and TAV‐8B  The ground safety control handle must be in the FULL UP and LOCKED position to positively safety the seat. The seat will remain armed with the handle in any other position.  When removing personnel from ejection seats, rescue personnel shall exercise care to avoid entanglement of crewmembers and themselves in the seat ejection control handle. 3.5.2 Engine Shutdown Rescue personnel must be knowledgeable of aircraft engine shutdown procedures. Engines must be shut down immediately upon gaining entry to the cockpit to preclude the possibility of personnel injury and equipment damage. Personnel should be familiar with the location of the master switches and handles used in the shutdown of each aircraft. The study of CCID information in this manual, together with organized training using actual equipment, should provide the team members with the ability to safely shut down aircraft engine(s) in emergency situations. If conducting a rescue, the ejection seat shall be made safe prior to the shutdown of the engines to prevent accidental firing of the ejection seat. 3.5.3 Removal of Face/Oxygen Mask Rescue personnel must act expeditiously during the rescue of aircrew during a ground mishap. The removal of the oxygen face masks and hoses should be accomplished as soon as the cockpit environment has been made safe during the Aircrew Rescue Sequence. (see Figures 3-4 and 3-5). Specific instructions on individual aircraft crewmember oxygen facilities are contained in Appendices A through F of this manual. 3.5.3.1 Special Mission Aircrew Equipment MCK‐0 through MCK‐5 Series Mask Aircrewman, CBR Protective Respirator and Tactical Ventilator The above‐the‐neck portion of the A/P22P‐9(V) protective assembly, the respirator assembly, is composed of the MCK‐0 through MCK‐5 series mask, the CQK‐2/P tactical ventilator and the A/P375‐1 intercom set. NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐10 Figure 3‐4. Face Mask Connectors The respirator assembly is designed to provide aircrewmen with the necessary head, eye, and respiratory protection to guard against the toxic and lethal effects of nuclear fallout and chemical and biological agents. The assembly provides physiological protection (above‐the‐neck) to the aircrewmen during inflight and ground operations, and fits beneath standard‐issue helmets and protective equipment with a minimum of interference. The CQK‐2/P tactical ventilator is designed for use with the MCK‐0 through 5 mask and provides the aircrewmen with a blown filtered air supply. With alternative special attachments, these devices may also be attached to the on‐board oxygen system of fixed‐wing aircraft. The respirator assembly (above‐the‐neck portion) of the CBR protective assembly contains over 21 components. To eliminate the possibility of a crewmember suffocating from lack of oxygen because of a damaged system or other obstruction to the air passage, rescue personnel must be familiar with and act expeditiously during an aircraft ground emergency mishap, when the CBR protective assembly is utilized. As soon as aircraft crewmembers are reached, rescue personnel should immediately initiate action (as necessary) to: 1. Remove faceplate (rip away) from MCK‐mask (fixed‐wing only). 2. Disconnect anti‐drown connector on face piece by rotating counterclockwise shearing “shear screw” and detaching from snout face piece (all models). 3. Disconnect RIED valve on inlet air hose at the bayonet union plug or tactical ventilator air hose coupling (all models). These three immediate action steps or other expedient methods (cutting through the hose/mask) situation dependent, will facilitate normal breathing until such time as the respirator can be removed see Figures 3‐6, 3‐7, 3‐8, and 3‐9. NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐11 Figure 3‐5. Crew Release NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐12 Figure 3‐6. Respirator Assembly (A/P 22P‐9(V) Protective Assembly — Above‐the‐Neck‐Portion) NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐13 Figure 3‐7. MCK‐3/P Mask Figure 3‐8. Facepiece NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐14 Figure 3‐9. MK‐2A Flight Mode NAVAIR 00-80R-14-1 ORIGINAL 3-15 Any rescue personnel handling suspected contaminated items shall wear protective equipment. Failure to wear proper protective clothing may result in contamination, disability, serious injury, or death. Check aircrewman with M-8/M-9 paper for contamination prior to assuming he/she is uncontaminated, or ensure a qualified CBR technician is available to conduct decontamination procedures.
M-9/M-9A I detector paper dye may cause cancer. Very little is used during the inspection process, therefore the risk is small. Rescue personnel shall always wear protective gloves when exposed to detector paper. Do not use detector paper without utilizing proper personnel protection equipment.
DS2 (Decontamination Solution Number 2) ignites spontaneously on contact with STB (supertropical bleach) and HTH (calcium hypochlorite). All of these solutions are utilized in the decontamination process as CBR decontaminates with decontamination equipment.
DS2 is combustible. Spraying DS2 onto heated surfaces above 168F will cause the DS2 to ignite. The decontamination apparatus, portable DS2 1-1/2 quart ABC-MIL is a combustible liquid with a flashpoint of 160F. This device should not be confused with a portable fire extinguisher. 3.5.4 Personnel Restraints Seat restraints may range from a simple lap belt in transport aircraft to shoulder harnesses and lap belt system and the more sophisticated systems employed in high-performance aircraft (see Figure 3-5). The ejection seat is armed at all times during flight and should be considered armed until safed. 3.5.4.1 Seat Restraint Equipment To restrain personnel in their seats, three systems are employed as follows. 3.5.4.1.1 Lap Belt The lap belt fastens across the lap; when secured, it restrains the person in the seat. 3.5.4.1.2 Lap Belt and Shoulder Harness Combination 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 into the lap belt securing fitting. Addition of the shoulder harness straps prevents the upper part of the body from being thrown forward in the event of a crash. To release lap belt and shoulder harness straps, pull harness release handle upward. The lap belt and shoulder harness straps will be released. NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐16 3.5.4.1.3 Integrated Torso Harness 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 3‐5). Koch release fittings are used in the integrated torso harness systems (see Figure 3‐10). 3.5.4.2 Torso Harness Suit and Torso Harness The integrated torso harness is designed for use in military aircraft with integrated parachute and 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 removal features, and reduces the number of fittings used to release the parachute and accomplish seat separation (see Figures 3‐5 and 3‐11). 3.5.4.3 Personal Services Connections Depending on the aircraft manufacturer, the personal services connections will vary in type, method of disconnect, and location of connections. Personal services connections must be included in all aircraft familiarization training programs as these services must be disconnected prior to removal of crewmembers from their seats. These connections include the oxygen, supply hose and communications leads (see Figure 3‐5). 3.5.4.4 Leg Retention Devices Leg retention devices are incorporated on some types of ejection seats. These devices prevent removal of personnel in rescue operations unless the retention devices are released. The leg restraint devices may be released by manually actuating the leg restraint release lever, manually releasing the fittings on the straps, or cutting the leg restraining straps (see Figure 3‐12). 3.5.4.5 Emergency Harness Release On aircraft utilizing certain types of ejection seats, an emergency harness release system is incorporated in the seat to release the crewmember from his seat. The emergency release handle is generally located on the right side of the seat. By pulling this handle, most devices employed to restrain the crewmember in the seat are released. Although the manual actuation of the emergency harness release system frees the crewmember from the seat, he will still be wearing his parachute and survival kit. The parachute and survival kit weight is between 30 and 65 pounds, which adds to the difficulty of personnel rescue. Figure 3‐10. Koch Release Fitting NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐17 Figure 3‐11. Torso Harness ARFF personnel must be thoroughly familiar with aircraft incorporating the emergency harness release system. Some 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. Specific instructions for each aircraft on the release of personnel from seat restraint devices are contained in Appendices A through G of this manual. Note  The fastest method of releasing the crew restraints is to release the fittings, NOT cut the straps.  Once all restraints have been released, the crewmen may then be removed from the aircraft.  If there is no fire or it appears there is no danger of a fire, DO NOT move injured crewmen until medical personnel have arrived on the scene to direct removal operations. NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐18 Figure 3‐12. Leg Restraint System NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐19 Note When removing crewmember(s) from ejection seat(s), the lower Koch fitting and leg restraints shall be undone prior to the upper Koch fittings to prevent an unconscious person from falling forward. 3.5.4.6 Automatic Sea Water Actuated Release System (SEAWARS) Release Fitting The SEAWARS is a device that may be attached to the standard Koch fitting (see Figure 3‐13). When the crewmember is submerged in saltwater, the SEAWARS will automatically release the parachute risers from the Koch fittings. The SEAWARS has no effect on the manual release of the fitting. 3.5.4.7 Universal Water Activated Release System (UWARS) The UWARS is a battery operated, seawater activated electro‐explosive device that automatically releases the parachute risers from the crew backpack assembly harness upon immersion in seawater (see Figure 3‐14). The UWARS has no effect on releasing the crewmember(s) from the seat restraint system. Note Attachments are provided for the remaining recommendations. All recommendations are shown in red print. 3.6 SAFETY The following are general safety considerations that are not related to any specific procedures and therefore do not appear elsewhere in this publication. These are recommended precautions that personnel must under‐ stand and apply during many phases of emergency rescue operations. 3.6.1 Fire Hazards Extreme caution must be exercised if the crash site is contaminated by fuel, lubrication, or hydraulic oil. Most aircraft contain either gaseous or liquid oxygen that acts as an accelerating agent to fire. Aircraft batteries shall be disconnected as soon as practical to reduce the possibility of electrical ignition. Cutting tools or other heat‐generating equipment must be used with caution. Figure 3‐13. SEAWARS Release Fitting NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐20 Figure 3‐14. UWARS Release Fitting 3.6.2 Electronic Radiation Hazards Precautions must be taken when handling equipment capable of causing radiation. Some avionics equipment and components may remain charged after engine shutdown or radiate upon application of external power. 3.6.3 Toxic Hazards Some synthetic oils and onboard fire extinguishing agents are toxic in varying degrees. Fumes and residue from some burnt substances may also be toxic. Protective clothing and breathing apparatus shall be worn or available as required. 3.6.4 Miscellaneous Hazards Some additional hazards that may be encountered are battery acid, compressed gases (accumulators, shock struts, tires, pneumatic systems), and torn metal. Industrial areas can present additional hazards of materials, which can be flammable, toxic, corrosive, or explosive in any combination. 3.6.5 CCID Warnings Summary The following warnings, which appear in the various CCIDs in this manual, are collected here in order to emphasize their importance. NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐21 3.6.5.1 Aircraft Warnings  1. AV‐8 series  In the event of a “wheels‐up” landing, secure all electrical power to ensure armament system safety.  Touching the hot reaction control ducts in the nose, tail, and wing tips immediately after a vertical landing can result in a burn injury.  The fracturing system (pyrotechnic) should not be used if flammable liquids or fumes are present in area.  Particles from a blown canopy may exceed 3 square inches and cover a blast area of approximately 25 feet. 2. F‐5 series and T-38 series  In the event of a “wheels‐up” landing, secure all electrical power to ensure armament system safety.  DO NOT jettison canopy if residual fuel is around cockpit area; fire or explosion may result.  To avoid canopy jettison in F‐5F aircraft, both cockpit canopy jettison handles must be safed. 3. F/A‐18 series and EA‐18G  In the event of a “wheels‐up” landing, secure all electrical power to ensure armament system safety.  If the aircraft has crashed or is burning or damaged and the DFIRS has not deployed, the heat or mechanical damage may cause the FLSC on F/A-18A/B/C/D door #63L or F/A-18E/F and EA‐18G door #300 to detonate without warning, propelling the 7-pound door upward at approximately 50 feet per second.  After flight, before personnel can safely touch the windshield and canopy, high voltage static charge build up must be discharged by using anti‐static gloves. NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐22  If fuel or other flammable fluids are present, it is not advisable to jettison canopy because rocket motors, when fired, can ignite these fluids.  Canopy may be jettisoned from either side of aircraft. OPEN door 5L or 5R and REMOVE handle. Move away from aircraft the full length of canopy jettison cable and YANK HARD. Canopy will impact approximately 30 feet behind aircraft.  During flight of the F‐18 aircraft, a high voltage (100,000 volts) static electrical charge may build up and be stored in the windshield and canopy. After flight, static charge buildup must be discharged using anti‐static gloves (part number SG‐200‐93‐Y‐F150), before personnel can safely touch the windshield and canopy.  Canopy has dual rocket motors mounted on canopy frame. With canopy open, rescue personnel may be seriously injured if rocket motors are ignited.  Puddling of fuel under aircraft indicates presence of residual fuel in engine bay. With APU running, this can cause fire/ explosion. Ensure APU shut down prior to crewmember rescue.  If APU is inoperative, a huffer and electric power are required for engine(s)shutdown in case of tailpipe fire. 4. E‐2C series  Radar radiation may cause steel wool to be set afire or metallic chips to produce sparks, which in turn may ignite spilled oils or fuels around aircraft and buildings.  Unauthorized radar transmissions aboard ship are prohibited.  Touching the antenna or the airframe while the ARQ-34 HF trailing wire is transmitting may result in an electrical shock.  Clearance between door, propeller, and forward edge of door is minimal and extremely dangerous. The cabin may be pressurized. NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐23 5. P‐3 series  In the event of a “wheels‐up” landing, secure all electrical power to ensure armament system safety.  Since the nose and tail radar antennas each rotate 360, the radar beams may extend beyond the 180 areas shown. Safe distances for these areas have not been determined. 6. S‐3  In the event of a “wheels‐up” landing, secure all electrical power to ensure armament system safety.  Canopy fragments from shattering canopies can cause serious injuries to rescue personnel.  Jettisoning canopies with fuel or fuel fumes in cockpit areas may result in fire or explosion.  DO NOT use crew door if No. 2 engine is operating above idle speed without engine screens installed.  Failure to release lock‐release button at approximately 15 of door exterior handle rotation may cause personnel access door to blow down if crew compartment has not depressurized.  Inadvertent ejection of seat in command‐eject mode (either pilot or copilot/ COTAC seat) will eject all four seats regardless of the position of their individual ejection seat safety levers. 7. E‐6 series If the FORWARD or AFT doors to the main decks on the port side of the aircraft are opened from the outside, escape slides will deploy if they have not been disconnected from the inside. NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐24 8. C‐9  Exercise caution when releasing tail cone. Tail cone free falls when released from aircraft.  Exercise extreme caution prior to forcible entry into any compartment to ensure passenger safety. 9. C‐130 series  Emergency exit door (starboard side of fuselage) will fall into aircraft upon release. Personnel inside of aircraft should stand clear of door before door is released.  Glass fragments created when chopping or cutting windshields in the cockpit area may cause severe injuries to those in the cockpit.  Stand clear of door when operating handle to prevent injury should door fall free. 10. C‐20  Emergency exit door (starboard side of fuselage) will fall into aircraft upon release. Personnel inside of aircraft should stand clear of door before door is released.  Glass fragments created when chopping or cutting windshields in the cockpit area may cause severe injuries to those in the cockpit. 11. C‐26  Methyl Alcohol (Methanol) is a violent poison and can not be made nonpoisonous. In case of accidental contact, flush with water immediately.  Methanol vapors are toxic and extremely flammable. Do not generate sparks or expose Methanol to open flame.  Due to the proximity of the propeller, do not use the main entry door as an emergency exit if the port engine is still running since personnel can easily walk into the propeller arc. NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐25 12. T‐2 DO NOT actuate the external electrical canopy switch for emergency entrance to cockpit. Use of electrical power can ignite fuel or other flammable material in a damaged aircraft. 13. T‐39 Port and starboard emergency exits lie within the danger area for the engine intake suction. 14. T‐45  The canopy should not be jettisoned if flammable liquids or fumes are present in area since the canopy jettison pyrotechnic (MDC) may ignite the fuel or cause an explosion.  Particles from a blown canopy may exceed 3 square inches and cover a blast area of approximately 25 feet.  Do not cut into canopy SDMC initiator assembly/cover on the starboard side of canopy. This could detonate the canopy fracturing pyrotechnics.  With safety pins installed, canopy initiators can still be ignited by stepping on or leaning on the Initiator Assembly or cover. 15. AH‐1 series  DO NOT shatter canopies with fuel in cockpit area. Fire or explosion may result. Ensure personnel are clear of cockpit area before utilizing jettison system.  Personnel within 50 feet of aircraft could be injured by debris when the canopy jettison system is used. NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐26 16. UH‐1 series The main rotor blades may flap as low as 5 feet from the ground when rotors are turning on deck. 17. H‐53 series Contact with any hovering H‐53 may result in injury or death of ground personnel. The H‐53 generates an extreme static electrical charge while in flight; prior to physical contact with any part of a hovering helicopter, the helicopter shall be properly grounded. 18. H‐60 series Tips of the main rotor blades may drop as low as 4 feet from ground when main rotor is turning or if not secured during high winds. 19. MV-22B  After landing, engine exhaust is deflected 45 away (outboard) from the aircraft.  Flying debris could injure personnel positioned within 50 feet of the jettisoned windows/hatches.  Activation of the cabin window and cabin escape hatch jettison system when fuel and/or vapors are present may result in a fire.  Cockpit side windows shall be jettisoned one at a time. Failure to comply may result in personnel injury or death to aircrew.  The high sound levels that occur when the explosive escape system hatches are jettisoned can damage hearing if hearing protection is not worn.  Do not approach aircraft until it has been shutdown and rotors have come to a complete stop. NAVAIR 00‐80R‐14‐1 ORIGINAL 3‐27/(3‐28 blank) 3.7 SUMMARY Rescue techniques are well defined, but no two situations will be identical. Success will depend on training, planning, leadership, and teamwork. Rescue personnel should take advantage of every opportunity to conduct procedural drills and acquire knowledge of aircraft systems, fuel and weapon load, personnel capacity, and rescue procedures specified within this manual. NAVAIR 00‐80R‐14‐1 ORIGINAL 4‐1 CHAPTER 4 Ejection Seat Familiarization 4.1 GENERAL Ejection seats are presently manufactured by a number of companies in the United States and abroad. Each of these companies have designed and developed ejection seats to meet the requirements of a variety of aircraft configurations and military requirements. Therefore, each manufacturer has numerous models of their ejection seats incorporated into the system. Through necessity, this section will remain general and explain only the major differences of the manufacturer models. Rescue personnel are encouraged to become familiar with the safing procedures for the basic models as well as those ejection seats normally encountered at their station. 4.2 SCOPE AND PURPOSE The most noticeable difference in the various ejection seats is in the locations and methods of safing seats. Some seats require only one step to render the seat safe, while others may require several steps to ensure that the seat is safe for removal of disabled crewmembers. The study of ejection seat CCIDs contained in this section and frequent procedural drills using actual equipment will ensure that rescue personnel are proficient in the safing of ejection seats. 4.3 EJECTION SEAT SYSTEMS Safing procedures for the ejection seat systems are outlined in the ejection seat CCIDs. Ejection seat systems discussed in this section are listed in Figure 4‐1. 4.4 TRAINING A comprehensive training program is required to maintain the proficiency and experience level of rescue personnel. As ejection seat development continues, changes in design as well as modifications to existing seats require a continuous training program that will accurately reflect the dangers and safing procedures for each seat. The program should be revised and updated on a continuing basis to reflect new ejection seat design as well as modifications to existing seats. Instructions must be designed to provide the trainee with accurate knowledge and hands‐on practical application to perform ejection seat safing and the extraction of disabled crewmembers. 4.4.1 Training Procedures Training programs should include but are not limited to: 1. Aircraft familiarization 2. Crash crew information diagrams (CCIDs) 3. Maintenance instruction manuals (MIMs) 4. Air Force technical orders (TOs) 5. Aircraft familiarization training films. NAVAIR 00‐80R‐14‐1 ORIGINAL 4‐2 AIRCRAFT SEAT MANUFACTURER AND DESIGNATION SPECIFIC SEAT LOCATIONS AV‐8B/TAV‐8B Stencel SJU‐4A, ‐13A, ‐14A AV‐8B — SJU‐4A TAV‐8B F/S — SJU‐13A TAV‐8B R/S — SJU‐14A F‐5E/F/N Northrup Rocket Seat F‐16N _______ ACES II F/A‐18A/B/C/D Buno 164068 and prior Martin‐Baker SJU‐5/A, ‐6/A F/A‐18A/B/C/D — F/S — SJU‐5/A F/A‐18B/D — R/S — SJU‐6/A F/A‐18C/D/E/F Buno 164196 and up Martin‐Baker SJU‐17(V) series F/A‐18C/D/E/F — SJU‐17(V) series EA‐18G Martin‐Baker SJU‐17(V) series EA‐18G F/S — SJU‐17(V) series EA‐6B Martin‐Baker MK GRUEA‐7 S‐3B ESCAPAC 1E‐1 T‐2C North American LS‐1A T‐38A/C Northrup Rocket Seat T‐45A/C SJU‐17(V) series SJU‐17(V) series T‐6A Martin‐Baker MK 16 USLA Notes: F/S — Front seat (or only seat) R/S — Rear Seat Figure 4‐1. Ejection Seat Systems 4.5 SEAT SAFETYING/SAFING Rescue personnel must become familiar with the variations in ejection seat safing procedures to enable safe, expedient removal of disabled crewmembers. Detailed instructions on seat safing for the various ejection seats are provided in the ejection seat CCIDs.  When rescue personnel are engaged in rescue operations, extreme caution must be observed to prevent inadvertent firing of the ejection seat. Firing of the seat could be fatal for crewmembers and personnel.  During ejection seat training, all actions shall be simulated and no personnel shall remove safety pins for any reason. Note Ejection seat safing actions discussed in this manual are for emergency rescue of disabled personnel only and not for normal ground maintenance. 4.6 CREW EXTRACTION In order to accomplish rescue of personnel involved in an aircraft incident, they must be removed from the seats. The material contained in this manual describes only the procedures for detaching all of the restraints, communication, and oxygen fittings from the crewmember or passenger. The physical extraction of personnel is not described.