NAVAIR 00‐80R‐14-1

NATOPS U.S. NAVY
AIRCRAFT EMERGENCY RESCUEINFORMATION MANUALTHIS PUBLICATION SUPERSEDES NAVAIR 00‐80R‐14‐1
DATED 15 OCTOBER 2003.

DISTRIBUTION STATEMENT C — Distribution authorized to U.S. Government Agencies andtheir contractors to protect publications required for official use or for administrative or
operational purposes only (15 January 2009). Other requests for this document shall bereferred to Commanding Officer, PMA251, 47123 Buse Rd. Unit IPT, Bldg. 2272 Suite 346,
Patuxent River, MD 20670‐1547.
DESTRUCTION NOTICE — For unclassified, limited documents, destroy by any method that will
prevent disclosure of contents or reconstruction of the document.

ISSUED BY AUTHORITY OF THE CHIEF OF NAVAL OPERATIONS AND
UNDER THE DIRECTION OF THE COMMANDER,NAVAL AIR SYSTEMS COMMAND.

0800LP1091253

1 (Reverse Blank)

15 JANUARY 2009

NAVAIR 00-80R-14-1

DEPARTMENT OF THE NAVY
NAVAL AIR SYSTEMS COMMAND
RADM WILLIAM A. MOFFETT BUILDING
47123 BUSE ROAD, BLDG 2272
PATUXENT RIVER, MD 20670-1547
15 JANUARY 2009

LETTER OF PROMULGATION
1. The Naval Air Training and Operating Procedures Standardization (NATOPS) Program is apositive approach toward improving combat readiness and achieving a substantial reduction in theaircraft mishap rate. Standardization, based on professional knowledge and experience, provides thebasis for development of an efficient and sound operational procedure. The standardization program
is not planned to stifle individual initiative, but rather to aid the Commanding Officer in increasing
the unit’s combat potential without reducing command prestige or responsibility.
2. This manual standardizes ground and flight procedures but does not include tactical doctrine.
Compliance with the stipulated manual requirements and procedures is mandatory except asauthorized herein. In order to remain effective, NATOPS must be dynamic and stimulate rather than
suppress individual thinking. Since aviation is a continuing, progressive profession, it is bothdesirable and necessary that new ideas and new techniques be expeditiously evaluated andincorporated if proven to be sound. To this end, Commanding Officers of aviation units areauthorized to modify procedures contained herein, in accordance with the waiver provisions
established by OPNAV Instruction 3710.7, for the purpose of assessing new ideas prior to initiating
recommendations for permanent changes. This manual is prepared and kept current by the users inorder to achieve maximum readiness and safety in the most efficient and economical manner. Should
conflict exist between the training and operating procedures found in this manual and those foundin other publications, this manual will govern.
3. Checklists and other pertinent extracts from this publication necessary to normal operations andtraining should be made and carried for use in naval aircraft.
4. Per NAVAIRINST 13034.1 series, this flight clearance product provides NAVAIR airworthinesscertification subsequent to design engineering review. It does not authorize aircraft system modification, nor does it satisfy NAVAIR requirements for configuration management. Refer to
OPNAVINST 4790.2 series for policy guidance on configuration management and modification authority.

D. E. GADDIS
Rear Admiral, United States Navy
By direction of
Commander, Naval Air Systems Command
3/(4 blank)

ORIGINAL

NAVAIR 00‐80R‐14‐1

Interim Change Summary

INTERIM CHANGE SUMMARY

The following Interim Changes have been cancelled or previously incorporated into this manual.
INTERIMCHANGENUMBER(S)1

REMARKS/PURPOSE
Previously Incorporated

The following Interim Changes have been incorporated into this Change/Revision.
INTERIMCHANGENUMBER(S)REMARKS/PURPOSE

Interim Changes Outstanding — To be maintained by the custodian of this manual.
INTERIMCHANGENUMBER

ORIGINATOR/DATE(orDATE/TIMEGROUP)

PAGES
AFFECTED

5/(6 blank)

REMARKS/PURPOSE

ORIGINAL

NAVAIR 00‐80R‐14‐1

RECORD OF CHANGES
Change No. andDate of Change

Date ofEntry

7/(8 blank)

Page Count Verified by(Signature)

ORIGINAL

NAVAIR 00-80R-14-1

LIST OF EFFECTIVE PAGES
Effective Pages

Page Numbers

Effective Pages

Page Numbers

Original

1 (Reverse Blank)

Original

4-1 thru 4-20

Original

3 (Reverse Blank)

Original

A-1 thru A-8

Original

5 (Reverse Blank)

Original

B-1 thru B-21 (Reverse Blank)

Original

7 (Reverse Blank)

Original

C-1 thru C-28

Original

9 (Reverse Blank)

Original

D-1 thru D-32

Original

11 thru 17 (Reverse Blank)

Original

E-1 thru E-38

Original

19 thru 25 (Reverse Blank)

Original

F-1 thru F-52

Original

1-1 thru 1-4

Original

G-1 thru G-13 (Reverse Blank)

Original

2-1 thru 2-8

Original

H-1 thru H-2

Original

3-1 thru 3-27 (Reverse Blank)

Original

I-1 (Reverse Blank)

Original

Index-1 thru Index-3 (Reverse
Blank)

9/(10 blank)

ORIGINAL

NAVAIR 00-80R-14-1

U.S. Navy Aircraft Emergency Rescue
Information Manual
CONTENTS
Page
No.

CHAPTER 1 — INTRODUCTION
1.1

PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.2

SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.3

CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.4

RESCUE CREWMEMBER DUTY ASSIGNMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.5

RESCUE CREWMEMBER SELECTION CRITERIA . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.6

TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

1.7
1.7.1
1.7.2
1.7.3

OTHER RELATED PUBLICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Complementary Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Other NATOPS Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Other Crash and Salvage-Related Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

1.8
1.8.1
1.8.2
1.8.3
1.8.4

RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
NATOPS Advisory Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
NATOPS Cognizant Command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
NATOPS Model Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
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

11

ORIGINALNAVAIR 00-80R-14-1
Page
No.
2.4
2.4.1
2.4.2

AIRCRAFT CCIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Aircraft CCID Essential Information Categories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Aircraft CCID Color Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2

2.5
2.5.1
2.5.2

EJECTION SEAT CCIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Ejection Seat CCID Essential Information Categories . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
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
3.3.1
3.3.2
3.3.3
3.3.4
3.3.5
3.3.6

AIRCRAFT DANGER AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Engines Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Armament . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Radiation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Composite Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2

3.4
3.4.1
3.4.2
3.4.3
3.4.4
3.4.5
3.4.6

ENTRY AND EXIT POINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Hatches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Canopies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Normal Canopy Opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Emergency Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Forcible Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4

3.5
3.5.1
3.5.2
3.5.3
3.5.4

AIRCREW RESCUE SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Ejection Seat Safety Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Engine Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Removal of Face/Oxygen Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Personnel Restraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15

3.6
3.6.1
3.6.2
3.6.3
3.6.4
3.6.5

SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Fire Hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Electronic Radiation Hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Toxic Hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Miscellaneous Hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
CCID Warnings Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20

3.7

SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27

ORIGINAL

12NAVAIR 00‐80R‐14‐1
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
4.4.1

TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Training Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

4.5

SEAT SAFETYING/SAFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2

4.6

CREW EXTRACTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2

APPENDIX A — ATTACK AIRCRAFTAPPENDIX B — FIGHTER AIRCRAFTAPPENDIX C — SPECIAL MISSION AIRCRAFTAPPENDIX D — TRANSPORT AIRCRAFTAPPENDIX E — TRAINING AIRCRAFTAPPENDIX F — ROTARY‐WING AIRCRAFTAPPENDIX G — TILT‐ROTOR AIRCRAFT
G.1
G.1.1
G.1.2
G.1.3
G.2

MV‐22B LEFT/RIGHT CENTER, LEFT FORWARD CABIN FUSELAGE HATCH
SEVERANCE ASSEMBLY SOURCE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-2
Function and Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-2
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-2
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-2

G.2.1
G.2.2
G.2.3

MV‐22B OVERHEAD CABIN FUSELAGE HATCH SEVERANCE ASSEMBLY
SOURCE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-2
Function and Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-2
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-3

G.3
G.3.1

MV‐22B EXTERNAL INITIATOR SOURCE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . G-3
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-3
13

ORIGINALNAVAIR 00-80R-14-1
Page
No.
G.3.2
G.3.3

Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-3

G.4
G.4.1
G.4.2
G.4.3

MV-22B INTERNAL INITIATOR SOURCE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-4
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-4
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-4
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-4

G.5
G.5.1
G.5.2
G.5.3

MV-22B SIDE CANOPY SEVERANCE ASSEMBLY SOURCE DATA . . . . . . . . . . . . G-4
Function and Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-4
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-4
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-4

G.6
G.6.1
G.6.2
G.6.3

MV-22B THRUSTER SOURCE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-5
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-5
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-5
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-5

G.7
G.7.1
G.7.2
G.7.3

MV-22B TLX LINE SOURCE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-5
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-5
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-5
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 BANKINDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Index-1

ORIGINAL

14

NAVAIR 00-80R-14-1

LIST OF ILLUSTRATIONS
Page
No.

CHAPTER 2 — CRASH CREW INFORMATION DIAGRAM (CCID) FORMAT AND CONTENT
Figure 2-1.
Figure 2-2.
Figure 2-3.

CCID Essential Information Elements and Color Code . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Fixed-Wing Aircraft Systems and CCIDs Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Tilt-Rotor and Helicopter Aircraft Systems and Crash Crew
Information Diagram Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8

CHAPTER 3 — AIRCRAFT RESCUE PROCEDURES
Figure 3-1.
Figure 3-2.
Figure 3-3.
Figure 3-4.
Figure 3-5.
Figure 3-6.
Figure 3-7.
Figure 3-8.
Figure 3-9.
Figure 3-10.
Figure 3-11.
Figure 3-12.
Figure 3-13.
Figure 3-14.

Types of Canopies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Forcible Entry Into Plastic Canopies (Axe and Power Rescue Saw) . . . . . . . . . . . . . . . . . 3-5
Forcible Entry Into Fuselage (Axe and Power Rescue Saw) . . . . . . . . . . . . . . . . . . . . . . . 3-6
Face Mask Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Crew Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Respirator Assembly (A/P 22P-9(V) Protective Assembly —Above-the-Neck-Portion) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
MCK-3/P Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
Facepiece . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
MK-2A Flight Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Koch Release Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
Torso Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Leg Restraint System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
SEAWARS Release Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
UWARS Release Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20

CHAPTER 4 — EJECTION SEAT FAMILIARIZATION
Figure 4-1.
Figure 4-2.
Figure 4-3.
Figure 4-4.
Figure 4-5.
Figure 4-6.
Figure 4-7.
Figure 4-8.
Figure 4-9.

Ejection Seat Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Martin-Baker GRUEA-7 Ejection Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Martin-Baker SJU-5/A, 6/A Ejection Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Martin-Baker SJU-17(V) Series Ejection Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Martin-Baker SJU-17(V) Series Ejection Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
STENCEL SJU-4A/13A/14A Ejection Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
ESCAPAC 1E-1 Ejection Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
North American LS-1A Ejection Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
Northrop M-38 Ejection Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19

APPENDIX A — ATTACK AIRCRAFT
Figure A-1.
Figure A-2.

Attack Aircraft Systems and CCID Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1
AV-8B Harrier Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-2
15

ORIGINALNAVAIR 00‐80R‐14‐1
Page
No.

APPENDIX B — FIGHTER AIRCRAFT
Figure B‐1.
Figure B‐2.
Figure B‐3.

Fighter Aircraft Systems and CCID Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-1
F‐5E/F Tiger II Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-2
F‐18 Hornet Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-9

APPENDIX C — SPECIAL MISSION AIRCRAFT
Figure C‐1.
Figure C‐2.
Figure C‐3.
Figure C‐4.
Figure C‐5.
Figure C‐6.

Special Mission Aircraft Systems and CCID Summary . . . . . . . . . . . . . . . . . . . . . . . . . . C-1
E‐2 Hawkeye Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-2
EA‐6B Prowler Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-8
P‐3 Orion Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-13
S‐3 Viking Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-18
E‐6 Mercury Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-23

APPENDIX D — TRANSPORT AIRCRAFT
Figure D‐1.
Figure D‐2.
Figure D‐3.
Figure D‐4.
Figure D‐5.
Figure D‐6.
Figure D‐7.

Transport Aircraft Systems and CCID Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-1
C‐2 Greyhound Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-2
C‐9 Skytrain II Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-7
U/RC‐12 Super King Air Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-13
C‐130 Hercules Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-17
C‐20D/G Gulfstream III/IV Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . D-21
C‐26 Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-26

APPENDIX E — TRAINING AIRCRAFT
Figure E‐1.
Figure E‐2.
Figure E‐3.
Figure E‐4.
Figure E‐5.
Figure E‐6.
Figure E‐7.
Figure E‐8.

Training Aircraft Systems and CCID Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-1
T‐2 Buckeye Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-2
T‐6A Texan II Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-7
T‐34C Turbo Mentor Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-13
T‐38A/C Talon Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-18
T‐39 Sabreliner Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-24
T‐44A King Air Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-29
T‐45A Goshawk Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-33

APPENDIX F — ROTARY‐WING AIRCRAFT
Figure F‐1.
Figure F‐2.
Figure F‐3.
Figure F‐4.
Figure F‐5.
Figure F‐6.
ORIGINAL

Helicopter Systems and CCID Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-1
Typical Rotor Blade Cross‐Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-2
AH‐1W Super Cobra Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-4
AH‐1Z Super Cobra Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-9
UH‐1N Iroquois/Huey Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-14
UH‐1Y Super Cobra Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-18
16

NAVAIR 00‐80R‐14‐1
Page
No.
Figure F‐7.
Figure F‐8.
Figure F‐9.
Figure F‐10.
Figure F‐11.
Figure F‐12.

H‐3 Sea King Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-23
H‐46 Sea Knight Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-29
H‐53D Sea Stallion Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-34
H‐53E Super Sea Stallion/Sea Dragon Crash Crew Information . . . . . . . . . . . . . . . . . . . F-38
TH‐57 Sea Ranger Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-44
H‐60 Seahawk Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-48

APPENDIX G — TILT‐ROTOR AIRCRAFT
Figure G‐1.
Figure G‐2.

Tilt‐Rotor Aircraft Systems and CCID Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-1
MV‐22B Osprey Crash Crew Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-7

17/(18 blank)

ORIGINAL

NAVAIR 00‐80R‐14‐1

List of Abbreviations and Acronyms
A

G
GTS.Gas Turbine Starter (AV‐8 aircraft)

APP.Auxiliary Power Plant
APU.Auxiliary Power Unit

H

ARFF.Aircraft Rescue and Fire Fighting
ATO.Airborne
aircrewmen)

TacticalOperator(SH‐60HE‐GG.High
Explosive‐to‐Gas(MV‐22B aircraft)

Generator

HE‐LE.High
Explosive‐to‐Low(MV‐22B aircraft)

Explosive

HTH.Calcium Hypochlorite (a CBR solution)C
CBRNE.Chemical,
Nuclear Explosives

Biological,

J

Radiological,

JHMCS.Joint Helmet Mounted Cueing System(F/A‐18 aircraft)

CCID.Crash Crew Information Diagram

L

COTAC.Copilot Tactical Coordinator (S‐3 aircraft)
LH.Left‐handLOX.Liquid Oxygen

D
DFIRS.Deployable Flight Incident Recorder Set(F/A‐18 aircraft)

M
MDC.Mild Detonating Cord

DS2.Decontamination Solution Number 2 (a CBRsolution)

MIM.Maintenance Information Manual
MRT.Maximum Rated Thrust

E
N

ECMO1.Electronic Countermeasures Officer 1(EA‐6B aircrewmen)

NLG.Nose Landing GearO

F
FLSC.Flexible
aircraft)

Linear‐Shaped

OBOGS.Onboard Oxygen Generation System
Charge(F/A‐18
P
P‐HE.Primer‐to‐High Explosive (MV‐22B aircraft)

FOD.Foreign Object Debris
19

ORIGINALNAVAIR 00‐80R‐14‐1
RSS3.Sensor Station 3 Operator (P‐3 aircrewmen)
C‐1

RH.Right‐hand

STB.Super Tropical Bleach (a CBR solution)
S
SEAWARS.Automatic Sea Water Actuated Release
SystemT
TO.Technical Order

SMDC.Shielded Mild Detonating Cord (T‐45 air‐craft)

TLX.Thin Line Explosive (MV‐22B aircraft)

SOB.Souls on Board

T/C/M/S.Type/Class/Model/Series

ORIGINAL

20

NAVAIR 00‐80R‐14‐1

PREFACESCOPE
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 ProceduresStandardization (NATOPS) program. NATOPS publications provide the best available operating instructions formost circumstances. However, no manual can cover every situation or be a substitute for sound judgment; operationalsituations 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 thismanual, and for any special requirements or procedures that compliment
those contained in this preface.
DETERMINING THE CURRENT VERSION OF THIS PUBLICATIONThe current versions of NATOPS publications are listed in the NATOPS Status Report which is available online athttps://airworthiness.navair.navy.mil. Upon receiving a copy of a NATOPS, consult the NATOPS Status Report todetermine its current configuration (through the latest revision, change, and interim change). Before using thispublication, 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 inaddition to ordering the revision.
 An order for a publication that exceeds the maximum order quantity postedon the NLL website will be filled not to exceed the maximum order
quantity. Additional orders will be required in order for an activity toreceive 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 interimchanges 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.
21

ORIGINALNAVAIR 00‐80R‐14‐1
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 forestablishing 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 theaccount has been updated.
 To avoid the gross cost and delivery inefficiencies that have resulted fromexcessive 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 andgeneralized 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 areencouraged to contribute to the currency, accuracy, and usefulness of this and other NATOPS publications bysubmitting 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 upgradedto URGENT by NAVAIR (AIR‐4.0P), Program Class Desk or the NATOPS Model Manager following receipt andinitial 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 athttps://airworthiness.navair.navy.mil, or on SIPRNET at https://airworthiness.navair.navy.smil.mil for classified orotherwise sensitive change recommendations. AIRS provides the fastest and most efficient means of processing andresolving 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 theirrespective review conference agenda packages.
ORIGINAL

22

NAVAIR 00‐80R‐14‐1
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 (FormOPNAV 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 ofthis publication at:
Message PLAD: COMNAVAIRSYSCOM PATUXENT RIVER MD PMA251
Address:

COMMANDER, NAVAL AIR SYSTEMS COMMAND
ATTN: NATOPS Program Manager, PMA‐251 B247123 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 PUBLICATIONSInterim 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 inelectronic format and are not distributed in paper format except under unusual circumstances. Following theincorporation 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 publishedby the NATOPS Model Manager in a review conference report and then incorporated into a revision or change to thismanual, 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 andAirworthiness 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 thispublication.
CHANGE SYMBOLS
Revised text is indicated by a black vertical line in the right margin of the page, like the one printed next to thisparagraph. The change symbol shows where there has been a change. The change might be material added orinformation 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:
23

ORIGINALNAVAIR 00‐80R‐14‐1

ORIGINAL

24

NAVAIR 00‐80R‐14‐1
Warnings, Cautions, and Notes
The following definitions apply to WARNINGS, CAUTIONS, and Notes:

An operating procedure, practice, or condition, etc., that may result ininjury or death, if not carefully observed or followed.

CAUTION
An operating procedure, practice, or condition, etc., that may result indamage to equipment if not carefully observed or followed.
Note
An operating procedure, practice, or condition, etc., that is essential toemphasize.
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 aprocedure.
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.

25/(26 blank)

ORIGINAL

NAVAIR 00‐80R‐14‐1

CHAPTER 1

Introduction
1.1

PURPOSEThis 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 andpassenger 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, andwaiver 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 thatappear throughout this manual. Chapter 4 addresses the various ejection seat systems in use in Naval aircraft andcontains 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 crashedaircraft. 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, noother duties shall be assigned to them during flight operations.
1.5

RESCUE CREWMEMBER SELECTION CRITERIAWhen 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 isestablished 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 andfamiliar 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.
1‐1

ORIGINALNAVAIR 00‐80R‐14‐1
Selection of rescue team members should be made in view of the following circumstances. Important personalprerequisites 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 othermembers 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 seatsafety, 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 beprepared 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 proceduresfor 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 crashand 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 proceduresfor 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 andmoving 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.
ORIGINAL

1‐2

NAVAIR 00‐80R‐14‐1
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 andprocedures for use in decontaminating aircrew and aircraft that have been exposed to chemical and biologicalagents.
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 (N30)

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 EASTCG MCI EAST (UC)Commanding General, Installations WESTCG 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 eachoccasion when a new representative is assigned.
1‐3

ORIGINALNAVAIR 00‐80R‐14‐1
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 ofthe 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

WAIVERSCommands listed below may grant waivers to the provisions of this manual in order to develop new procedures orwhen 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 waiverauthority 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
Commander, Naval Air Systems Command
CNAF
CMC
COMMARFORPAC
COMMARFORCOM
COMMARFORRES
COMNAVAIRFORES
NETC
COMNAVAIRSYSCOM
Fleet and Fleet Type Commanders
COMMANDANT USCGCNICISSUED TO
COMNAVAIRSYSCOM (4.0P/PMA‐251B2)
All Commands/Activities
All Marine Corps Commands/Activities
MARFORPAC
MARFORCOMMARFORRESNAVAIRFORESTRACOM
All NAVAIR HQ Activities
Fleet Commands
All USCG Activities
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).

ORIGINAL

1‐4

NAVAIR 00-80R-14-1

CHAPTER 2

Crash Crew Information Diagram (CCID)
Format and Content
2.1

PURPOSEThis 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 withall 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 areorganized into standard categories which are presented in a standard sequence. The standard categories foraircraft CCIDs differ substantially from and are more extensive than those for ejection seats. Because of thesedifferences, the specific essential information categories for each will be addressed separately in theparagraphs 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 toa particular aircraft.
3. Layout of Illustrations. The illustrations on the right−hand side of each page show the aircraft or equipmentthat the text on the left−hand side is addressing. Portions of the illustrations are circled and highlighted ascall−outs. Each callout is marked with the number of the subparagraph on the left−hand side that addresses theitem referred to in the particular callout.

2-1

ORIGINALNAVAIR 00‐80R‐14‐1
2.4

AIRCRAFT CCIDS

Aircraft CCIDs (see Figure 2‐1) address the special equipment and procedures required for safely approaching andentering 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 notapplicable to a particular aircraft, that item number will not appear in theaircraft 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 forsafing them in order to extract the aircrew members. The CCIDs for ejection seats are contained in Chapter 4 and areorganized by aircraft and seat designation.
ORIGINAL

2‐2

NAVAIR 00‐80R‐14‐1

Figure 2‐1. CCID Essential Information Elements and Color Code

2‐3

ORIGINALNAVAIR 00‐80R‐14‐1

Note Ejection seat CCIDs do not contain crew release procedures.
 Each ejection seat CCID contains only subjective text and illustrations thatare 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 (SeeFigure 2‐1):
1. General ejection seat information:a. Seat basic structure informationb. Seat basic components
c. A general warning about the lethality of ejection seats
2. Ejection seat safing proceduresa. 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 INFORMATIONCCID 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 eachAppendix A through G.
Appendix H lists other aircraft publications that contain more detailed aircraft equipment, rescue, firefighting, andescape-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 andlocation 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 provenotherwise.

ORIGINAL

2‐4

NAVAIR 00‐80R‐14‐1
2.7

CURRENCY OF CCID INFORMATIONThe 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 andSalvage Officer, Fire Chief, and rescue crewmembers should remain alert during rescues and always be prepared tofind 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.

2‐5

ORIGINAL

2‐6

Figure 2‐2. Fixed‐Wing Aircraft Systems and CCIDs Summary (Sheet 1 of 2)

NAVAIR 00‐80R‐14‐1

ORIGINAL

ORIGINALNAVAIR 00‐80R‐14‐1

Figure 2‐2. Fixed‐Wing Aircraft Systems and CCIDs Summary (Sheet 2)

2‐7

NAVAIR 00‐80R‐14‐1

2‐8

Figure 2‐3. Tilt‐Rotor and Helicopter Aircraft Systems and Crash Crew Information Diagram Summary

ORIGINALNAVAIR 00‐80R‐14‐1

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 continuingresearch 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 natureand 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, andtraining 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 directionof 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 theapproach. 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.
3‐1

ORIGINALNAVAIR 00‐80R‐14‐1
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 resultof fires or a crash/explosion scenario which may fragment sections of acomposite 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 releaseis 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 rescueof 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 beblown 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
ORIGINAL

3‐2

NAVAIR 00‐80R‐14‐1
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 typeis hinged at the top or side and opens upward from the side. The sliding canopy rests on tracks on the fuselage andopens 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 heldor 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

3‐3

ORIGINALNAVAIR 00‐80R‐14‐1

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 sectionsof 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 (seeFigures 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 andthen 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 bevery 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 aircraftmarkings 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 thefuselage. 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
ORIGINAL

3‐4

NAVAIR 00‐80R‐14‐1

Figure 3‐2. Forcible Entry Into Plastic Canopies (Axe and Power Rescue Saw)

3‐5

ORIGINALNAVAIR 00‐80R‐14‐1

Figure 3‐3. Forcible Entry Into Fuselage (Axe and Power Rescue Saw)

ORIGINAL

3‐6

NAVAIR 00‐80R‐14‐1
material, four sides must be cut. When cutting through an aircraft, particularly when utilizing the power saw, thereis 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 fromaircraft 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 inthe sequence may be modified to prevent injuries or fatalities of rescue
personnel.
 If conducting a rescue, and when the situation dictates, the ejection seatshould 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 firingof an ejection seat during rescue operations may result in serious injury or
death.
3‐7

ORIGINALNAVAIR 00‐80R‐14‐1
On most U.S. Air Force aircraft the seat‐firing mechanism is located on the armrest. If the seat does not have a facecurtain, “beware” of the armrest.

Most U.S. Air Force aircraft utilize a handle similar in appearance to theemergency harness release handle on the seat armrest, which will fire thecanopy and eject the seat.
The method to safe the ejection seat varies with the manufacturer and model modifications to the seat. All seats haveground 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 withthe 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 allseats 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 seatejection handle or use face curtain handle as a support or handhold.
2. S‐3The ejection seat has an NES‐12 ballistic parachute. Do not use the harness
release handle to free crewmember from seat.
ORIGINAL

3‐8

NAVAIR 00‐80R‐14‐1
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 thehandle in any other position.
 When removing personnel from ejection seats, rescue personnel shall
exercise care to avoid entanglement of crewmembers and themselves in theseat 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 eachaircraft. 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 theoxygen 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.
3‐9

ORIGINALNAVAIR 00‐80R‐14‐1

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 theon‐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 otherobstruction to the air passage, rescue personnel must be familiar with and act expeditiously during an aircraft groundemergency 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” anddetaching 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 (allmodels).
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.

ORIGINAL

3‐10

NAVAIR 00‐80R‐14‐1

Figure 3‐5. Crew Release

3‐11

ORIGINALNAVAIR 00‐80R‐14‐1

Figure 3‐6. Respirator Assembly (A/P 22P‐9(V) Protective Assembly — Above‐the‐Neck‐Portion)

ORIGINAL

3‐12

NAVAIR 00‐80R‐14‐1

Figure 3‐7. MCK‐3/P Mask

Figure 3‐8. Facepiece

3‐13

ORIGINALNAVAIR 00‐80R‐14‐1

Figure 3‐9. MK‐2A Flight Mode

ORIGINAL

3‐14

NAVAIR 00-80R-14-1

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 aqualified CBR technician is available to conduct decontamination procedures.

D 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 shallalways wear protective gloves when exposed to detector paper. Do not use
detector paper without utilizing proper personnel protection equipment.
D 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 CBRdecontaminates with decontamination equipment.
D DS2 is combustible. Spraying DS2 onto heated surfaces above 168_F willcause the DS2 to ignite. The decontamination apparatus, portable DS2
1-1/2 quart ABC-MIL is a combustible liquid with a flashpoint of 160_F.
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 andthe more sophisticated systems employed in high-performance aircraft (see Figure 3-5).

The ejection seat is armed at all times during flight and should beconsidered 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 eachshoulder. 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.
3-15

ORIGINALNAVAIR 00‐80R‐14‐1
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, andreduces 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 manuallyactuating 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 ReleaseOn 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 theseat. 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, whichadds to the difficulty of personnel rescue.

Figure 3‐10. Koch Release Fitting

ORIGINAL

3‐16

NAVAIR 00‐80R‐14‐1

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 seatarmrest, 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 inAppendices 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.

3‐17

ORIGINALNAVAIR 00‐80R‐14‐1

Figure 3‐12. Leg Restraint System

ORIGINAL

3‐18

NAVAIR 00‐80R‐14‐1

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 preventan 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 theparachute risers from the crew backpack assembly harness upon immersion in seawater (see Figure 3‐14). TheUWARS has no effect on releasing the crewmember(s) from the seat restraint system.
Note
Attachments are provided for the remaining recommendations. Allrecommendations are shown in red print.
3.6

SAFETYThe following are general safety considerations that are not related to any specific procedures and therefore do notappear 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

3‐19

ORIGINALNAVAIR 00‐80R‐14‐1

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 andcomponents 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 someburnt 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.

ORIGINAL

3‐20

NAVAIR 00‐80R‐14‐1
3.6.5.1 Aircraft Warnings 
1. AV‐8 series

 In the event of a “wheels‐up” landing, secure all electrical power to ensurearmament 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 flammableliquids 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 ensurearmament 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 jettisonhandles must be safed.
3. F/A‐18 series and EA‐18G

 In the event of a “wheels‐up” landing, secure all electrical power to ensurearmament 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.
3‐21

ORIGINALNAVAIR 00‐80R‐14‐1

 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 forengine(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 minimaland extremely dangerous. The cabin may be pressurized.

ORIGINAL

3‐22

NAVAIR 00‐80R‐14‐1
5. P‐3 series

 In the event of a “wheels‐up” landing, secure all electrical power to ensurearmament 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 ensurearmament system safety.
 Canopy fragments from shattering canopies can cause serious injuries torescue personnel.
 Jettisoning canopies with fuel or fuel fumes in cockpit areas may result infire 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 theirindividual ejection seat safety levers.
7. E‐6 series

If the FORWARD or AFT doors to the main decks on the port side of theaircraft are opened from the outside, escape slides will deploy if they havenot been disconnected from the inside.

3‐23

ORIGINALNAVAIR 00‐80R‐14‐1
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 toensure 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 fallfree.
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 madenonpoisonous. 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.
ORIGINAL

3‐24

NAVAIR 00‐80R‐14‐1
12. T‐2

DO NOT actuate the external electrical canopy switch for emergency
entrance to cockpit. Use of electrical power can ignite fuel or otherflammable 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 arepresent in area since the canopy jettison pyrotechnic (MDC) may ignite thefuel 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.
3‐25

ORIGINALNAVAIR 00‐80R‐14‐1
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 groundpersonnel. The H‐53 generates an extreme static electrical charge while inflight; prior to physical contact with any part of a hovering helicopter, thehelicopter shall be properly grounded.
18. H‐60 series

Tips of the main rotor blades may drop as low as 4 feet from ground whenmain rotor is turning or if not secured during high winds.
19. MV-22B

 After landing, engine exhaust is deflected 45 away (outboard) from theaircraft.
 Flying debris could injure personnel positioned within 50 feet of thejettisoned 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 cometo a complete stop.
ORIGINAL

3‐26

NAVAIR 00‐80R‐14‐1
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.

3‐27/(3‐28 blank)

ORIGINAL

NAVAIR 00‐80R‐14‐1

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 thesecompanies 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 basicmodels 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 forremoval 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 acontinuous 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 toexisting seats. Instructions must be designed to provide the trainee with accurate knowledge and hands‐on practicalapplication 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.
4‐1

ORIGINALNAVAIR 00‐80R‐14‐1
SEAT MANUFACTURER AND
DESIGNATIONAIRCRAFT
AV‐8B/TAV‐8B

Stencel SJU‐4A, ‐13A, ‐14A

F‐5E/F/N
Northrup Rocket Seat
F‐16N_______ ACES II
F/A‐18A/B/C/D
Martin‐Baker SJU‐5/A, ‐6/A
Buno 164068 and prior
F/A‐18C/D/E/F
Martin‐Baker SJU‐17(V) series
Buno 164196 and up
EA‐18G
Martin‐Baker 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/CSJU‐17(V) series
T‐6A
Martin‐Baker MK 16 USLA
Notes:
F/S — Front seat (or only seat)
R/S — Rear Seat

SPECIFIC SEAT LOCATIONS
AV‐8B — SJU‐4A
TAV‐8B F/S — SJU‐13A
TAV‐8B R/S — SJU‐14A

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 — SJU‐17(V) series
EA‐18G F/S — SJU‐17(V) series

SJU‐17(V) series

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, expedientremoval of disabled crewmembers. Detailed instructions on seat safing for the various ejection seats are provided in theejection 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.
ORIGINAL

4‐2

MARTIN‐BAKER GRUEA‐7 EJECTION SEAT
1. GENERAL EJECTION SEATINFORMATION

4‐3

Figure 4‐2. Martin‐Baker GRUEA‐7 Ejection Seat (Sheet 1 of 4)

The MARTIN‐BAKER GRUEA‐7 is a rocket
assisted ejection seat that provides support
and necessary environmental equipment forcrew‐ members during flight, and a means offast, safe escape during emergency flight
conditions, The seat assembly incorporates
features permitting seat ejection at groundlevel, at zero airspeed as well as during
emergency flight conditions.
The basic structure of the seat consists of amain beam assembly, built to withstand highGloads, support all of the components, andform the main framework for the seat.
The basic components of the seat assembly
include a catapult, gas powered inertia reel,rocket motor, seat bucket assembly, droguegun, parachute, guillotine, and survival
equipment.
This ejection seat presents definite hazards
which may cause fatal injuries to uninformed
and careless personnel. Firefightinglrescue
personnel must become thoroughly familiar
with the locations and the safetying of theseat components in both normal andemergency conditions.

NAVAIR 00‐80R‐14‐1

ORIGINAL

Immediately upon gaining access to the air‐craft cockpit, if time permits and no hazard‐ous conditions exist, proceed with normal
seat safetying procedures. For normal seatsafetying:

4‐4

Figure 4‐2. Martin‐Baker GRUEA‐7 Ejection Seat (Sheet 2)

a. PLACE Safety Flag in the UP/LOCKED
position and INSERT safety pin.
b. ROTATE Alternate Firing Handle Lock to
the UP/LOCKED (vertical) position and
INSERT safety pin.
c. INSERT safety pin into Sequence Gas
Generators (RH side of Pilot seat arid
ECMOI seat).
d. INSERT Ejection Gun Safety pin into
Firing Mechanism.

NAVAIR 00‐80R‐14‐1

ORIGINAL

2. EJECTION SEAT SAFETYING (NORMAL)

2. EJECTION SEAT SAFETYING(NORMAL‐CONT.)e. INSERT safety pin into Drogue Gun
Sear.
f. INSERT safety pin into Rocket Motor
Initiator Firing Mechanism.

4‐5

Figure 4‐2. Martin‐Baker GRUEA‐7 Ejection Seat (Sheet 3)

g. After removing crewmember, INSERT
Lock Assembly into Emergency
Restraint Release Handle.

 In EA‐6B aircraft, both front cockpit
ejection seats must be safed first be‐cause of command ejection possibility.
 When removing personnel from ejection
seats, rescue personnel shall exercise
care to avoid entangling crewmembers
or themselves in ower seat ejection
handle or use face curtain handle as asupport or handhold.

NAVAIR 00‐80R‐14‐1

ORIGINALNAVAIR 00‐80R‐14‐1

ORIGINAL

3. EJECTION SEAT SAFETYING(EMERGENCY)

4‐6

Figure 4‐2. Martin‐Baker GRUEA‐7 Ejection Seat (Sheet 4)

The MARTIN‐BAKER GRUEA‐7 ejection
seat presents special hazards to rescue per‐sonnel. Safetying the entire seat under emer‐
gency conditions may not be feasible. To
temporarily render seat safe for the removalof disabled crewmembers:a. PLACE Face Curtain Safety Flag in
UP/LOCKED position.
b. ROTATE Alternate Firing Handle Lock to
the UP/LOCKED (vertical) position and
INSERT Lower Ejection Handle safetypin.
c. INSERT safety pin into Ejection Gun
Sear.

 All aircraft equipped with ejection seats
require rescue personnel to safe all seatsto avoid possibility of inadvertant ejection.
 When removing personnel from ejection
seats, rescue personnel shall exercise
care to avoid entangling crewmembers orthemselves in ower seat ejection handle oruse face curtain handle as a support orhandhold.

MARTIN‐BAKER GRUEA‐7
EJECTION SEATMARTIN‐BAKER SJU‐5/A, 6/A EJECTION SEAT
1. GENERAL EJECTION SEAT INFORMATION

4‐7

The basic structure of the seat consists of amain beam assembly, built to withstand highGloads, support all of the components, andform the main framework for the seat.
The basic components of the seat assembly
include a catapult, gas‐powered inertia reel,rocket motor, seat bucket assembly, droguegun, and parachute.
This ejection seat presents definite hazards
that may cause fatal Injuries to uninformed
and careless personnel. Rescue/firefighting
personnel must become thoroughly familiar
with the locations and safetying of the seatcomponents in both normal and emergency
conditions.

ORIGINALNAVAIR 00‐80R‐14‐1

Figure 4‐3. Martin‐Baker SJU‐5/A, 6/A Ejection Seat (Sheet 1 of 2)

The MARTIN‐BAKER SJU‐5/A,6/A is arocket‐assisted ejection seat that provides
support and necessary environmental equip‐
ment for crewmembers during flight, and ameans of fast safe escape during emergency
flight conditions. The seat assembly incorpor‐
ates features permitting seat ejection at
ground level, at zero airspeed, and emergency
flight conditions.

Immediately upon gaining access to the air‐craft cockpit1 if time permits and no hazard‐ous conditions exist, proceed with seatsafetying procedures:

Figure 4‐3. Martin‐Baker SJU‐5/A, 6/A Ejection Seat (Sheet 2)

4‐8

If Ejection Control Handle is not fully seatedsafety pin cannot be installed and Safe/Armedhandle cannot be rotated to the fully locked
position. An unsafe seat exists if the entire
word “SAFE” is not visible on the Safe/ Armedhandle. If ejection seat is not in a safe
condition, initiation may occur if Ejection
Control Handle is pulled. Proper procedures
for resetting handle must be followed.
a. INSERT safety pin into Ejection Control
Handle if handle is in First Detent(stowed) position. If Ejection Control
Handle is not in stowed position,
RETURN handle to First Detent (stowed
position) by PRESSING handle into its
housing and INSERTING safety pin.
b. PRESS button on top of Manual Override
Handle and ROTATE handle UP and AFT.
The Safe/Armed handle will simultan‐
eously rotate up and the ENTiRE word
“SAFE” should be visible.

All aircraft equipped with ejection seats require
rescue personnel to safe all seats to avoid
possibility of inadvertant ejection.

NAVAIR 00‐80R‐14‐1

ORIGINAL

2. EJECTION SEAT SAFETYING(NORMAL/EMERGENCY)

MARTIN‐BAKER SJU‐17(V) SERIES EJECTION
SEAT

4‐9

Figure 4‐4. Martin‐Baker SJU‐17(V) Series Ejection Seat (Sheet 1 of 2)

1. GENERAL EJECTION SEAT INFORMATIONThe MARTIN‐BAKER SJU‐17(V) Series is arocket‐assisted ejection seat that provides
support and necessary environmental equip‐
ment for crewmembers during flight, and ameans of fast, safe escape during emergency
flight conditions. The seat assembly incorpor‐
ates features permitting seat ejection at
ground level, at zero airspeed, and during
emergency flight conditions.
The basic structure of the seat consists of amain beam assembly, built to withstand highGLoads, support all of the components, andform the main framework for the seat.
The basic components of the seat assembly
include a catapult, gas‐powered inertia reel,rocket motor, seat bucket assembly, droguegun, and parachute.
This ejection seat presents definite hazards
that may cause fatal injuries to uninformed
and careless personnel. Rescue/firefighting
personnel must become thoroughly familiar
with the locations and safetying of the seatcomponents in both normal and emergency
conditions.

NAVAIR 00‐80R‐14‐1

ORIGINAL

Immediately upon gaining access to the aircraft
cockpit, if time permits and no hazardous
conditions exist, proceed with seat safetying
procedures.

4‐10

Figure 4‐4. Martin‐Baker SJU‐17(V) Series Ejection Seat (Sheet 2)

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 ejection seat is not in a safe condition, initiation
may occur if Ejection Control Handle is pulled.
Proper procedures for resetting handle must be
followed.
a. INSERT safety pin into Ejection Control
Handle if handle is in First Detent (stowed)
position. If Ejection Control Handle is not in
stowed position, RETURN handle to First
Detent (stowed position) by PRESSiNG
handle into its housing and INSERTING
safety pin.
b. PRESS button on top of Manual Override
Handle and ROTATE handle UP and AFT.
The Safe/Armed Handle will simultaneously
rotate up and the entire word “SAFE” should
be visible.

All aircraft equipped with ejection seats require
rescue personnel to safe all seats to avoid
possibility of inadvertant ejection.

NAVAIR 00‐80R‐14‐1

ORIGINAL

2. EJECTION SEAT SAFETYING (NORMAL
EMERGENCY)

MARTIN‐BAKER SJU.17(V) SERIES EJECTION
SEAT
1. GENERAL EJECTION SEATINFORMATION

4‐11

The basic structure of the seat consists of amain beam assembly, built to withstand highC‐loads, support all of the components, andform the main framework for the seat.
The basic components of the seat assembly
Include a catapult, gas‐powered inertia reel,rocket motor, seat bucket assembly, droguegun, and parachute.
This ejection seat presents definite hazards
that may cause fatal injuries to uninformed
and careless personnel. Rescue/firefighting
personnel must become thoroughly familiar
with the locations and safetying of the seatcomponents in both normal and emergency
conditions.

ORIGINALNAVAIR 00‐80R‐14‐1

Figure 4‐5. Martin‐Baker SJU‐17(V) Series Ejection Seat (Sheet 1 of 2)

The MARTIN‐BAKER SJU‐17(V) Series is arocket‐assisted ejection seat that provides sup‐port and necessary environmental equipment
for crewmembers during flight, and a means offast, safe escape during emergency flight con‐ditions. The seat assembly incorporates fea‐tures permitting seat ejection at ground level,at zero airspeed, and during an emergency
flight condition.

Immediately upon gaining access to the air‐craft's cockpit, if time permits and no hazard‐ous conditions exist, proceed with seatsafetying procedures.

Figure 4‐5. Martin‐Baker SJU‐17(V) Series Ejection Seat (Sheet 2)

4‐12

If Ejection Control Handle is not fully seated,safely pin cannot be installed and SAFE/ARMED Handle cannot be rotated to the fully
locked position. An unsafe seat exists If theensure word “SAFE” is not visible on the
SAFE/ARMED Handle. If ejection seat is not ina safe condition, initiation may occur if Ejection
Control Handle is pulled. Proper procedures forresetting handle must be followed.
a. INSERT safety pin into Ejection Control
Handle if handle is in First Detent (stowed)
position. If jectlon Control Handle is not in
stowed position, RETURN handle to First
Detent (stowed position) by PRESSING
handle into its housing and INSERTING
safety pin.
b. PRESS button on top of Emergency
Restraint Release Handle and Rotate
handle UP and AFT. The SAFE/ARMED
Handle will simuftaneously rotate up andthe entire word “SAFE” should be visible.

All aircraft equipped with ejection seats require
rescue personnel to safe all seats to avoid
possibility of inadvertant ejection.

NAVAIR 00‐80R‐14‐1

ORIGINAL

2. EJECTION SEAT SAFETYING (NORMAL/
EMERGENCY)STENCEL SJU‐4A/13A/14A EJECTION SEAT
1. GENERAL EJECTION SEATINFORMATION

4‐13

The basic structure of the seat consists oflightweight aluminum, built to withstand highGloads, support all of the components, andform the main framework for the seat.
The basic components of the seat assembly
include catapults, seat back rocket motors,
gas powered inertia reel, parachute, survival
equipment, and seat stabilization system.
This ejection seat presents definite hazards
which may cause fatal injuries to uninformed
and careless personnel. Fl refi ghti ng/rescue
personnel must become thoroughly familiar
with the locations and the safetying of theseat components in both normal and emer‐
gency conditions.

ORIGINALNAVAIR 00‐80R‐14‐1

Figure 4‐6. STENCEL SJU‐4A/13A/14A Ejection Seat (Sheet 1 of 2)

The STENCEL SJU‐4A/13A/14A is a catapult
and rocket thrust ejection seat that provides
support and necessary environmental equip‐
ment for crewmembers during flight, and ameans of fast, safe escape during emergency
flight conditions. The seat assembly incorpor‐
ates features permitt ng seat ejection at
ground level, at zero airspeed, as well as dur‐ing emergency flight conditions.

Immediately upon gaining access to the air‐craft cockpit, if time permits and no hazard‐ous conditions exist, proceed with seatsafetying procedures:

4‐14

Figure 4‐6. STENCEL SJU‐4A/13A/14A Ejection Seat (Sheet 2)

a. PULL DOWN on spring loaded end of the
Ground Safety Control Handle and LIFT
handle to the FULL UP and LOCKED
position.

 The ground safety control handle must bein the FULL UP and LOCKED position topositively safety the seat. The seat willremain armed with the handle in any otherposition.
 All aircraft equipped with ejection seats
require rescue personnel to safe all seatsto avoid possibility of inadvertant ejection.
 When removing personnel from ejection
seats, rescue personnel shall exercise
care to avoid entanglement of crewmem‐
bers and themselves in the seat ejection
control handle.

NAVAIR 00‐80R‐14‐1

ORIGINAL

2. EJECTION SEAT SAFETYING(NORMAL/EMERGENCY)ESCAPAC 1E‐1 EJECTION SEAT
1. GENERAL EJECTION SEATINFORMATION

4‐15

Figure 4‐7. ESCAPAC 1E‐1 Ejection Seat (Sheet 1 of 2)

The ESCAPAC 1 E‐1 is a catapult rocket
seat that provides support and necessary
environmental equipment for crewmembers
during flight, and a means of fast, safe es‐
cape during emergency flight conditions. The
seat assembly incorporates features permit‐
ting seat ejection at ground level, at zero air‐speed as well as during emergency flight
conditions.
The basic structure of the seat consists oflightweight aluminum, built to withstand highGloads, support all of the components, andform the main framework for the seat.
The basic components of the seat assembly
include a rocket catapult, ballistic inertia reel,parachute, seat/man separator rocket,
survival equipment, and seat stabilization
system.
This ejection seat presents definite hazards
which may cause fatal injuries to uninformed
and careless personnel. Firefighting/rescue
personnel must become thoroughly familiar
with the locations and the safetying of theseat components in both normal and emer‐
gency conditions.

NAVAIR 00‐80R‐14‐1

ORIGINAL

Immediately upon gaining access to theaircraft cockpit, if time permits and nohazardous conditions exist, proceed withseat safetying procedures:

4‐16

Figure 4‐7. ESCAPAC 1E‐1 Ejection Seat (Sheet 2)

a. If crewmember is blocking Ejection
Seat Safety Control Handle, PULL
Inertia Reel Control Handle AFT and
PULL pilot FWD to expose Ejection
Seat Control Handle.
b. PLACE Ejection Seat Safety Control
Handle in DOWN/LOCKED position.
c. PLACE Command Ejection Lever, on
both pilot and copilot's seats, In the
UP/SELF EJECT position.

 All aircraft equipped with ejection
seats require rescue personnel tosafe all seats to avoid possibility of
inadvertant ejection.
 This ejection seat has an NES‐12
ballistic parachute. Do not use har‐ness release handle to free crew‐
member from seat.
 When removing personnel from ejec‐tion seats, rescue personnel shall
exercise care to avoid entangling
crewmembers or themselves in ower
seat ejection handle or use facecurtain handle as a support or hand‐
hold.

NAVAIR 00‐80R‐14‐1

ORIGINAL

2. EJECTION SEAT SAFETYING(NORMAL/EMERGENCY)NORTH AMERICAN LS‐1A EJECTION SEAT
1. GENERAL EJECTION SEATINFORMATION

4‐17

Figure 4‐8. North American LS‐1A Ejection Seat (Sheet 1 of 2)

The NORTH AMERICAN LS‐1A is a catapult
rocket seat that provides support arid neces‐sary environmental equipment for crewmem‐
bers during flight, and a means of fast, safe
escape during emergency flight conditions.
The ejection seat system will safely assure
the sequenced escape of both pilots, fromground level at a minimum speed of 75 knots
throughout maximum altitude and aircraft
speed capability. The seat ejection system
has the capability of a zero altitude‐zero
speed ejection only if the canopy is not on
the aircraft.
The basic structure of the seat consists ofaluminum, built to withstand high G‐loads,
support all of the components, and form themain framework for the seat.
The basic components of the seat assembly
include a catapult tube, rocket tube, ballistic
operated inertia reel, seat bucket, parachute,and survival equipment.

ORIGINALNAVAIR 00‐80R‐14‐1

This ejection seat presents definite hazards
which may cause fatal injuries to uninformed
and careless personnel. Firefighting/rescue
personnel must become thoroughly familiar
with the locations and the safetying of theseat components in both normal and emer‐
gency conditions.

Immediately upon gaining access to the air‐craft cockpit, if time permits and no hazard‐ous conditions exist, proceed with seatsafetying procedures:a. INSERT Face Curtain safety pin.

4‐18

Figure 4‐8. North America LS‐1A Ejection Seat (Sheet 2)b. INSERT Lower Ejection Handle safetypin.
c. INSERT Striker Belicrank safety pin.
d. If safety pins are not available, BREAK
Shear Wires and disconnect seat Initiator
quick disconnects by PULLING DOWN onlower end of quick disconnect (on bothsides of seat).

 All aircraft equipped with ejection seats
require rescue personnel to safe all seatsto avoid possibility of inadvertant ejection.
 When removing personnel from ejection
seats, rescue personnel shall exercise
care to avoid entangling crewmembers orthemselves in lower seat ejection handle
or use face curtain handle as a support orhandhold.

NAVAIR 00‐80R‐14‐1

ORIGINAL

2. EJECTION SEAT SAFETYING(NORMAL/EMERGENCY)NORTHROP M‐38 EJECTION SEAT
1. GENERAL EJECTION SEATINFORMATION

4‐19

Figure 4‐9. Northrop M‐38 Ejection Seat (Sheet 1 of 2)

The NORTHROP M‐38 is a rocket assisted
ejection seat that provides support and ne‐
cessary environmental equipment for crew‐
members during flight, and a means of fast,safe escape during emergency flight condi‐
tions.
The basic components of the seat assembly
include a catapult gun, gas powered inertia
reel, rocket motor, seat bucket assembly,
and survival equipment.
This ejection seat presents definite hazards
which may cause fatal injuries to uninformed
and careless personnel. Firefighting/rescue
personnel must become thoroughly familiar
with the locations and the safing of the seatcomponents in both normal and emergency
conditions.

NAVAIR 00‐80R‐14‐1

ORIGINAL

Immediately upon gaining access to the air‐craft cockpit, if time permits and no hazardous
conditions exist, proceed with seat safetying
procedures:a. INSERT Seat safety pin into RH Legbrace.

4‐20

Figure 4‐9. Northrop M‐38 Ejection Seat (Sheet 2)

All aircraft equipped with ejection seats require
rescue personnel to safe all seats to avoid
possibility of inadvertant ejection.
b. If safety pin is not available, CUT Catapult
Ballistic Gas Line at Cut Zone.

NAVAIR 00‐80R‐14‐1

ORIGINAL

2. EJECTION SEAT SAFETYING(NORMAL/EMERGENCY)

TYPE

NAME

AV‐8B
HARRIERTAV‐8BOIL (GAL)OXYGEN

INT

EXT

ENG

HYD

LOX

ALUMINUMSTEELCARBONEPOXY
TITANIUMFIBERGLASS

1141

1200
(4
tanks
x 300)

5.5

7.5

NONE

PNEU SYS

ORDNANCE

BOTTLE

GAS

AIR

GUN

FWD
FIRE

FREE
FALL

SEAT
PAN
(1)

N2
3000
PSI

NONE

25MM

MISSILESROCKETS

BOMBS
MINES

PYROTECHNICSBTRYPYLON EJECTORCARTRIDGES (7)STA. CHAFF/
FLARES CANOPYEJECTION SEAT

1

EJECT
SYS

AV‐8B
(STENCELSJU‐4A)

S.O.B.

AV‐8B(1)

APPENDIX A

FUEL (GAL)AIRFRAME
MATERIALS

Attack Aircraft

A‐1

Figure A‐1. Attack Aircraft Systems and CCID Summary

ATTACK AIRCRAFT SYSTEMS AND
CRASH CREW INFORMATION DIAGRAMS SUMMARYNAVAIR 00‐80R‐14‐1

ORIGINAL

A‐2

Figure A‐2. AV‐8B Harrier Crash Crew Information (Sheet 1 of 7)

1. GENERAL AIRCRAFT INFORMATION
a. Armament

6 Wing Stations
1 Fus. Station
25 mm Gun
Chaff/Flares
Pylon Ejector
Cartridges

b. Oxygen

OBOGS

c. Battery

1d. FuelInternal — 1141 gal
External — Four 300 gal
Wing Tankse. OilEngine — 2.4 gal
Hydraulic — 7.5 gal

f. Pneumatic
System3000 PSINAVAIR 00‐80R‐14‐1

ORIGINAL

SPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe
1 1/16 Inch Open End Wrench2. AIRFRAME MATERIALS
a. N/Ab. OtherFiberglass/Kevlarc. Steel

A‐3

Figure A‐2. AV‐8B Harrier Crash Crew Information (Sheet 2)

d. Titanium
e. Aluminumf. Carbon Epoxy
g. N/A
3. AIRCRAFT DANGER AREAS
a. Inlet Suction
Idle — 20
b. Turbine Blade Failure — 300c. Engine ExhaustIdle — 50

Touching the hot reaction control ducts in thenose, tail, and wing tips immediately after avertical landing can result in a burn injury.

e. Missile/Rocket Exhaustf. Missle/Rocket FWD Fire Zone

ORIGINAL

g. Gun Pod
h. Radiation
FWD 60 Arc — 140

NAVAIR 00‐80R‐14‐1

d. APU Exhaust — 5 (vertically upwards)

a. NORMAL ENTRY
Canopy is mechanically actuated by
an external release handle located on
RH side of fuselage below windshield.

A‐4

Figure A‐2. AV‐8B Harrier Crash Crew Information (Sheet 3)(1) To open, PRESS latch on Normal
Canopy Release Handle and
PULL to unlatch canopy andretractable footstep. APPLYDOWNWARD PRESSURE on
step and canopy will open fully.
Note
If retractable footstep cannot be exten‐
ded, canopy opens without restriction
from footstep for about 3 inches. The
RH canopy cable assembly can then be
disengaged from footstep at detentassembly by a hard pull on handles
provided on canopy arch. With footstep
disengaged, canopy is free to beopened.
(2) Two additional steps/handholds
are located on RH side of fusel‐age. To extend, PUSH buttons on
top part of steps/handholds.

123

NAVAIR 00‐80R‐14‐1

ORIGINAL

4. AIRCRAFT ENTRY

4. AIRCRAFT ENTRY (CONT.) ab. N/Ac. EMERGENCY ENTRY
Canopy can be shattered by using External
Fracturing Handles located on both sidesof aircraft.

A‐5

Figure A‐2. AV‐8B Harrier Crash Crew Information (Sheet 4)

 The fracturing system which utilizes
pyrotechnics, should not be used if
flammable liquids or fumes are present in
the area.
 Particles from a blown canopy may exceed
3 sq. in. and cover a blast area of approxim‐
ately 25 feet.
(1) To access handle, PUSH latch button
to open door, GRIP handle and remove
from spring clips.
(2) To fracture canopy, HOLD handle, RUN
FWD to extend cable approximately 40
inches and JERK handle (face away).
Note
Some aircraft are not equipped with an external
fracturing handle.
d. FORCED ENTRY

ORIGINALNAVAIR 00‐80R‐14‐1

Canopy is made of acrylic plastic and may
be cut with power rescue saw or crash axe.
CUT along canopy frame.

Canopy has an explosive detonator. With can‐opy open, rescue personnel may be seriously
injured if ignited.
a. INITIATORS

A‐6

Figure A‐2. AV‐8B Harrier Crash Crew Information (Sheet 5)(1) INSERT safety pin in External Mechan‐ically Actuated Initiator.
(2) INSERT safety pin in Internal Mechan‐ically Actuated Initiator.
b. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

5. CANOPY SAFETY

6. ENGINE/APU SHUTDOWN(NORMAL/EMERGENCY)
Engine may be shut down using the throttle orfuel shutoff controls. GTS/APU may be shut
down using APU generator switch or battery
switch and APU generator switch.
a. N/A

A‐7

Figure A‐2. AV‐8B Harrier Crash Crew Information (Sheet 6)

b. N/Ac. BATTERY SWITCHPLACE Battery Switch on Electrical Control
Panel in OFF (center) position. Next, SET
and HOLD APU Gen. Switch in RESET pos‐ition until GTS/ APU shuts down.
d. THROTTLE
RAISE Throttle Finger Lifts and MOVE
Engine Throttle Lever Grip Assembly AFT to
OFF position. When moving throttle aft,throttle finger lifts nust be used in order toshut down aircraft.
e. FUEL SHUT OFF LEVER
PRESS handle lock release Located on endof Manual Fuel Shutoff Lever and MOVE
lever to OFF position. Use of fuel shutoff
lever will not immediately shut down aircraft.
f. N/Ag. APU GENERATOR SWITCH

7. BATTERYORIGINAL

The battery is located on the underside of thefuselage, aft of speed brake in door 60. Dis‐
connect time permitting.
a. N/ANAVAIR 00‐80R‐14‐1

PLACE APU Gen. Switch on Electrical Con‐
trol Panel in OFF position.

The pilot is attached to the seat by the use of an
integrated harness. Additionally, the oxygen/communication lead is connected to the seatpan. The anti‐G suit hose is connected to an
outlet on the LH console.
a. PERSONNEL SERVICE, QUICKDISCONNECT

A‐8

Figure A‐2. AV‐8B Harrier Crash Crew Information (Sheet 7)(1) Remove oxygen mask by PULLINGDOWN on release tabs on either side ofmask.
(2) Disconnect oxygen/communication leadfrom connection by PULLING UP on
round collar while PULLING APART
connection.
b. RESTRAINT SUIT BELTS/RELEASE
PULL anti‐G suit hose from LH console.
c. HARNESS STRAPS/LEG RESTRAINTRELEASELeg garter is secured around leg by a quick
disconnect. Leg restraint lines attach togarter using the same type of quick discon‐
nect.
(1) APPLY PRESSURE to both sides ofquick disconnect attaching leg restraintlines to garter (one each leg).
(2) Release two lap belt, then two shoulder
harness koch fittings.
d. EMERGENCY RELEASESQUEEZE and PULL Emergency Restraint
Release Handle UP and FULLY AFT to
LOCKED position. This safeties the ejection ini‐
tiation system and releases the inertia reelshoulder straps and leg restraints. However, theparachute and survival kit remain attached tothe pilot. Repeating step 8c.(2) will release para‐chute and survival kit from pilot.

NAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASEFIGHTER AIRCRAFT SYSTEMS AND CRASH CREW INFORMATION DIAGRAMS SUMMARY
FUEL/GAL
NAME

INT

698

HORNETALUMINUM
STEEL
GPH EPOXYMAGNESIUM
TITANIUMFIBERGLASS

F/A‐18A/
C: 589;F/A‐18B/
D: 1487

F/A‐18E
F/A‐18FSUPER
HORNETALUMINUM
ALUMINUM
HONEY‐COM
B STEELTITANIUMCARBONEPOXY

EA‐18GGROWLER

F‐5E/F

F/A‐
18A/B/C/D

ALUMINUM
ALUMINUM
HONEY‐COM
B STEELTITANIUMCARBON
EPOXY

825

990

2162
(F/A‐18E)
2024(F/A‐18F)

2400(5 tanks
× 480
gal)

2054

1440
(3 tanks
x 480
gal)

ENG

2

6.5

HYD

3.5

10

OXYGENPNEU SYS

ORDNANCE

GAS

FWD
FIRE

LOX

BOTTLE

5L

SEAT
PAN
(2)

NONE

10L

SEAT
PAN
(1)

N2
3000
PSI

4.5

16

OBOGS

2.6

16

OBOGS

SEAT
PAN
(1)

SEAT
PAN
(2)

AIR
3000
PSI

NONE

3000
PSI

5000
PSI

3000
PSI

5000
PSI

GUN
20MM
CANNON

20MM

20MM

NONE

FREE
FALL

PYROTECHNICSBTRY

EJECT SYS

S.O.B.

NONE

PYLON EJECTORCARTRIDGES(5)STA.
CANOPIESEJECTION SEATS1NORTHROP
M38

F‐5E(1)
F‐5F(2)

BOMBS
MINES

PYLON EJECTORCARTRIDGES (9)STA.
CHAFF/FLARESCANOPYEJECTION SEATS2MARTIN‐BAKER
SJU‐5/A,
F/A‐18 A/B/C/D;
SJU‐6/A,
F/A‐18 B/C/D;
SJU‐17(V)SERIES

F/A‐18 A/C (1)F/A‐18 B/D (2)MISSILESROCKETS

BOMBS
MINES

PYLON EJECTORCARTRIDGES (11)STA.
DECOYS CANOPYEJECTION SEATSDFIRSPYROTECHNIC
DOORS
TLX

1

MARTIN‐BAKER
F/A‐18E/F
SJU‐17(V)SERIES

F/A‐18E (1)F/A‐18F (2)

HARM
AARGM
AIM‐120NONEMISSILESROCKETSMISSILESROCKETSPYLON EJECTORCARTRIDGES (9)STA.
CHAFF/FLARESCANOPYEJECTION SEATSDIFRSPYROTECHNIC
DOORS
TLX

1

MARTIN‐BAKER
SJU‐17(V)SERIES

2

APPENDIX B

TIGER IIALUMINUMSTEELMAGNESIUM
FIBERGLASSEXT

OIL/GALFighter Aircraft

B‐1

Figure B‐1. Fighter Aircraft Systems and CCID Summary

TYPE

AIRFRAME
MATERIALSNAVAIR 00‐80R‐14‐1

ORIGINAL

B‐2

Figure B‐2. F‐5E/F Tiger II Crash Crew Information (Sheet 1 of 7)

1. GENERAL AIRCRAFT INFORMATION
a. Armament

6 Wing Stations
1 Fus. Station
20mm Cannons
F‐5E Two
F‐5F One
Pylon Ejector
Cartridges

b. Oxygen/LOX

5L

c. Battery1

Note
Nose area battery applies to F‐5E. Other
battery to F‐5F.
d. FuelInternal 698 gal
External 825 gale. OilEngine 2 gal
Hydraulic 3.5 gal

f. Pneumatic System

3000 PSINAVAIR 00‐80R‐14‐1

ORIGINAL

SPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe
Wiss Bulldog Shears No. 5
Shear‐Type Bolt Cutters

2. AIRFRAME MATERIALS
a. N/Ab. OtherFiberglass/Magnesiumc. Steel

B‐3

Figure B‐2. F‐5E/F Tiger II Crash Crew Information (Sheet 2)

d. N/Ae. Aluminumf. N/Ag. N/A
3. AIRCRAFT DANGER AREAS
a. Inlet Suction
Idle — 15Max — 25
b. Turbine Blade Failure — 1500
c. Engine ExhaustIdle — 30
Max —180
d. Missile Exhauste. Missile FWD Fire Zone
f. Nose Guns
2 Pattern FWD of Gun

ORIGINALNAVAIR 00‐80R‐14‐1

g. Aux Air Intake Door Area
5 Radius

a. NORMAL ENTRY

B‐4

Figure B‐2. F‐5E/F Tiger II Crash Crew Information (Sheet 3)

F‐5E canopy is mechanically operated. To
open canopy, PRESS two Latch Buttons
on access door (located on LH side offuselage). PULL handle OUT until
engaged. ROTATE handle fully
CLOCKWISE to unlock. RAISE canopy byhand to full open position.
b. N/Ac. EMERGENCY ENTRY
Canopy may be jettisoned from either sideof aircraft. PUSH latch to open door and
REMOVE D‐handle. Move away fromaircraft to full length (approximately 6 feet)of canopy jettison cable and YANK hard.
Canopy will land AFT of the aircraft.

Do not use this method if residual fuel is aroundcockpit area, fire or explosion may result.
d. FORCED ENTRY
Canopy is acrylic plastic and may be cut
with power rescue saw or crash axe. CUT
along canopy frame.

 123NAVAIR 00‐80R‐14‐1

ORIGINAL

4. AIRCRAFT ENTRY

4. AIRCRAFT ENTRY
a. NORMAL ENTRY

B‐5

Figure B‐2. F‐5E/F Tiger II Crash Crew Information (Sheet 4)

F‐5F canopies are mechanically operated.
To open canopies, PRESS two Latch
Buttons on access door (located on LH sideof fuselage). PULL handles OUT until
engaged. ROTATE handles fully
CLOCKWISE to unlock. RAISE canopies byhand to full open position.
b. N/Ac. EMERGENCY ENTRY
Canopy may be jettisoned from either sideof aircraft. PUSH latch to open door and
REMOVE D‐handle. Move away fromaircraft to full length (approximately 6 feet)of canopy jettison cable and YANK hard.
Canopies will land AFT of the aircraft.

Do not use this method if residual fuel is aroundcockpit area, fire or explosion may result.
d. FORCED.ENTRY
Canopy is acrylic plastic and may be cut
with power rescue saw or crash axe. CUT
along canopy frame.

NAVAIR 00‐80R‐14‐1

ORIGINAL

a. To safety canopies on F‐5E/F aircraft,
INSERT safety pins in Cockpit Canopy
Jettison Handles located on vertical RH
panel.

B‐6

Figure B‐2. F‐5E/F Tiger II Crash Crew Information (Sheet 5)

In F‐5F aircraft, both cockpit canopy jettisonhandles must be safetied.
b. N/A
6. ENGINE SHUTDOWN
Engines may be shut down by throttles or fuelshutoff switches from either cockpit.
a. N/Ab. N/Ac. BATTERY SWITCHPLACE Battery Switch in OFF position.
d. THROTTLESRAISE Finger Lifts and RETARD Throttles(located on LH panel) FULL AFT to OFF
position.
e. FUEL SHUTOFF SWITCHES
If engines fail to shut down after retarding
throttles, PLACE Fuel Shutoff Switches in
OFF position.
f. N/Ag. N/A
7. BATTERY
The battery is located in the FWD RH side of
the fuselage. Disconnect, time permitting.
a. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

5. CANOPY SAFETY

8. CREW RELEASE
The crewmembers are attached to the seat byshoulder straps which are attached to the lap
belt by a quick release fitting. Additionally,
there are oxygen/communication leads andanti‐G suit hose attachments.

B‐7

Figure B‐2. F‐5E/F Tiger II Crash Crew Information (Sheet 6)

a. PERSONNEL SERVICE, QUICKDISCONNECT(1) Remove oxygen mask by PULLINGDOWN on release tabs on either side ofmask.
(2) Disconnect oxygen hose and commu‐
nication lead at disconnection points.
b. RESTRAINT SUIT BELTS/RELEASE
PULL anti‐G suit hose from fitting connectedto the LH side of seat.
c. HARNESS STRAPS/LEG RESTRAINTRELEASE(1) Release both parachute riser straps.
(2) SQUEEZE and RAISE Manual Release
Lever on lap belt buckle.
(3) SURVIVAL KIT (Improved)
Note
The survival kit disconnect buckles may be
obscured from view.

ORIGINALNAVAIR 00‐80R‐14‐1

Locate lap belt and follow it to the general areaof the Survival Kit disconnect buckles. PRESS
Push to Release tab in center of each buckle torelease.

d. EMERGENCY RELEASE(1) RESTRAINTSSQUEEZE and RAISE Manual Release
Lever on lap belt buckle.

B‐8

Figure B‐2. F‐5E/F Tiger II Crash Crew Information (Sheet 7)(2) EMERGENCY RELEASE HANDLE

The Emergency Release Handle (see illustration
8d(2).) looks similar to the Ejection Seat Firing
Handles and may be obscured by the pilot's rightleg. DO NOT pull the Ejection Seat Firing Handle.
This may be fatal to crewmembers and rescue
personnel.
(a) PULL Emergency Release Handle
with pilot's weight on seat. Parachute
will remain attached.
Note
Ensure parachute ripcord does not snag whenremoving pilot from cockpit.

NAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASE (CONT.)B‐9

1. GENERAL AIRCRAFT INFORMATION
a. Armament

6 Wing Stations (A/B/C/D)
8 Wing Stations (E/F)
3 Fus. Stations
20‐mm Nose Gun
Chaff/Flares
Decoys (E/F)
Pylon Ejector Cartridges

b. Oxygen/LOX

10 L (Aircraft 161353 Thru
164068)OBOGS (164196 and Up)c. Battery

2– F/A‐18A/B/C/D
1–F/A‐18E/F

d. FuelF/A‐18A/C — Internal 1589 gal;
F/A‐18B/D — Internal 1487 gal;
F/A‐18 E — Internal 2162 gal;
F/A‐18 F — Internal 2024 gale. OilEngine 6.5 gal (F/A‐18A/B/C/D)
Engine 4.5 gal (E/F)
Hydraulic 10 gal (F/A‐18A/B/
C/D)
16 gal (F/A‐18E/F)

f. Pneumatic
System3000 PSI — F/A‐18A/B/C/D
3000/5000 PSI — F/A‐18E/F

ORIGINALNAVAIR 00‐80R‐14‐1

Figure B‐3. F‐18 Hornet Crash Crew Information (Sheet 1 of 13)

SPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe
3/8 Inch Drive Socket Wrench
1/4 Inch Drive Socket Wrench
7/32 Inch Key Socket Headscrew

NAVAIR 00‐80R‐14‐1

ORIGINAL

Figure B‐3. F‐18 Hornet Crash Crew Information (Sheet 2)

B‐10

2. AIRFRAME MATERIALS (F/A‐18A/B/C/D)(Ref A)a. Graphite Epoxy
b. Other
Boron/Tungsten/Fiberglass

B‐11

Figure B‐3. F‐18 Hornet Crash Crew Information (Sheet 3)

c. Steeld. Titanium
e. Aluminumf. N/Ag. N/A
2a. AIRFRAME MATERIALS (F/A‐18E/F/G)612(Ref B) 12
a. N/Ab. OtherBoron/Tungsten/Fiberglass)c. Steeld. Titanium

f. Carbon Epoxy

ORIGINAL

g. Aluminum Honeycomb

NAVAIR 00‐80R‐14‐1

e. Aluminum

a. Inlet Suction
Idle — 9
Max — 25b. Turbine Blade Failure
Outboard Between Wing
and Stabilizer

B‐12

Figure B‐3. F‐18 Hornet Crash Crew Information (Sheet 4)c. APU Exhaust
117.28 and 12 (E/F) AFT of themain landing gear under fuselage
d. Engine Exhaust
Idle — 100Max — 900e. Missile Exhaust
AFT of Wing Station — 168f. Missle Fwd Fire Zone
Aim — 9 FWD 317
Aim — 7 FWD 34
g. Nose Gun
2 Pattern FWD of Gun
h. Radiation
FWD 140 Arc — 140

NAVAIR 00‐80R‐14‐1

ORIGINAL

3. AIRCRAFT DANGER AREAS

3. AIRCRAFT DANGER AREAS (CONT.)
a. Deployable Flight Incident RecorderSet (DFIRS) comprises the following
components:(1) TLX thin‐layered transfer system(2) Impact initiator and cartridge

B‐13

Figure B‐3. F‐18 Hornet Crash Crew Information (Sheet 5)(3) Underwater initiator and cartridge
Note
IAFC
126
deactivates
underwater initiator system.

the(4) Severable door
(5) Front mount and cartridge(6) Deployable flight incident recorder
DFIRS deploys under the following
conditions:(a) Ejection — DFIRS is deployed
immediately upon initiation ofejection.
(b) Crash (without ejection) —DFIRS is deployed when theimpact initiator senses 20g's(longitudinal).

NAVAIR 00‐80R‐14‐1

ORIGINAL

B‐14

Figure B‐3. F‐18 Hornet Crash Crew Information (Sheet 6)

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.
Note

It is possible that fire or other abnormal
activation of DFIRS could result in burning of
FLSC without detonation. In this event, thedoor may not be completely severed and thehazards from hot gas and shrapnel may be
reduced.

NAVAIR 00‐80R‐14‐1

ORIGINAL

3. AIRCRAFT DANGER AREAS (CONT.)4. AIRCRAFT ENTRY

After flight, before personnel can safely touch thewindshield and canopy, high voltage static charge build
up must be discharged by using anti‐static gloves.

B‐15

Figure B‐3. F‐18 Hornet Crash Crew Information (Sheet 7)

a. NORMAL ENTRY
Canopy is electronically operated. To open
canopy, PRESS center button to release door 9
and expose the control switch. HOLD switch in
UP position until canopy is fully open.
b. MANUAL ENTRY
Canopy can be opened by inserting 3/8‐inch
drive socket wrench or breaker bar into Manual
Open Socket. ROTATE COUNTERCLOCKWISE
35 TURNS (112 TURNS ON TWO‐SEAT
AIRCRAFT) to fully open canopy.
c. EMERGENCY ENTRY

ORIGINAL

d. FORCED ENTRY
Canopy is acrylic plastic and may be cut withpower rescue saw or axe. To avoid canopy
fracture spray with CO2 to make brittle and easy
to break. CUT along canopy frame.

NAVAIR 00‐80R‐14‐1

 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 ofaircraft. OPEN door 5L or 5R and REMOVE
handle. Move away from aircraft the full lengthof canopy jettison cable and YANK HARD.
Canopy will impact approximately 30 feetbehind aircraft.
Note
On airplanes 162826 and up, canopy can only bejettisoned from inside the cockpit.

B‐16

Figure B‐3. F‐18 Hornet Crash Crew Information (Sheet 8)

 During flight of the F‐18 aircraft, a highvoltage (100,000 volts) static electricalcharge may build up and be stored in thewindshield and canopy. After flight, static
charge buildup must be discharged usinganti‐static
gloves(part
numberSG‐200‐93‐y‐F150), before personnel
can safely touch the windshield andcanopy.
 Canopy has dual rocket motors mounted
on canopy frame. With canopy open,
rescue personnel may be seriously injured
if rocket motors are ignited.
a. CANOPY UNLATCH THRUSTER
To safety Canopy Unlatch Thruster andCanopy Rocket Motors, INSERT safetypin, if available, into Canopy Jettison
Handle.
Note
Insert safety pin with jettison lever forward.
On F/A‐18B/D/F/G (two seat), insert the canopy
jettison safety pin in the Rear Internal Canopy
Jettison Lever. 1234

NAVAIR 00‐80R‐14‐1

ORIGINAL

5. CANOPY SAFETY

5. CANOPY SAFETY (CONT.) a
b. CANOPY/AIRCRAFT QUICKDISCONNECT
GRASP quick disconnect hose and PULLDOWN to disarm Canopy Thruster andRocket Motors.

Figure B‐3. F‐18 Hornet Crash Crew Information (Sheet 9)

B‐17

NAVAIR 00‐80R‐14‐1

ORIGINAL

The engines may be shut down by using
the throttles or fuel shutoff valve controls.
a. N/Ab. N/A

B‐18

Figure B‐3. F‐18 Hornet Crash Crew Information (Sheet 10)c. N/Ad. THROTTLESRAISE finger lifts and MOVE throttles fully
AFT to OFF position.
e. FUEL SHUTOFF VALVE CONTROLS
Lift guard and PRESS the Left and Right
FIRE warning lights. A time delay of
approximately 30 seconds or less (withengines at MIL through IDLE) may be
expected before engine shutdown occurs.
Note
On aircraft 160775 thru 160781 and F/A‐18B
aircraft BUNO 160782, valve levers are located
AFT of throttles. PULL levers to FULL UP
position.
f. N/Ag. APU
Auxiliary Power Unit may be shut down byplacing APU Switch in OFF position.

Puddling of fuel under aircraft indicatespresence of residual fuel in engine bay. WithAPU running, this can cause fire/explosion.
Ensure APU shutdown prior to crewmember
rescue.

NAVAIR 00‐80R‐14‐1

ORIGINAL

6. ENGINE/APU SHUTDOWN(NORMAL/EMERGENCY)(INTERNAL VIEW) (REF A)

6a. ENGINE/APU SHUTDOWN (NORMAL/EMERGENCY)
 (EXTERNAL VIEW) (REF B)123456
The engines may be shut down by using thethrottles or fuel shutoff valve controls.

B‐19

Figure B‐3. F‐18 Hornet Crash Crew Information (Sheet 11)

a. N/Ab. N/Ac. N/Ad. THROTTLESRAISE finger lifts and MOVE throttles
fully AFT to OFF position.
e. FUEL SHUTOFF VALVE CONTROLS
Lift guard and PRESS the Left andRight FIRE warning lights. A time delayof approximately 30 seconds or less(with engines at MIL through IDLE)
may be expected before engine
shutdown occurs.
Note
On aircraft 160775 thru 160782 (F/A‐18A,
Cum 1 thru 7; F/A‐18B, Cum 1), valve levers
are located AFT of throttles. PULL levers to
FULL UP position.
f. N/Ag. APU
Auxiliary power unit may be shut downby placing APU switch in OFF position.

ORIGINAL

h. BATTERY switch
Place switch in OFF position.
7. N/ANAVAIR 00‐80R‐14‐1

If APU is inoperative,a huffer and electric
power are required for engine(s)shutdown
in case of tailpipe fire.

B‐20

Figure B‐3. F‐18 Hornet Crash Crew Information (Sheet 12)

The crewmember is attached to the seat by
the use of an integrated harness and leg
restraints. Additionally, the oxygen/communication lead is attached to thesurvival kit. If the crewmember is wearing ananti‐G suit, a hose will be attached to an
outlet on the LH console.
a. PERSONNEL SERVICE/QUICKDISCONNECT(1) Remove oxygen mask by PULLINGDOWN on release tabs on either sideof mask.
(2) Disconnect oxygen/communication
lead at the survival kit. GRASP
knurled fitting on hose and PULL UP
to disconnect.
(3) Release hip quick disconnect con‐nector (QDC).
(4) Release helmet release connector for
the Joint Helmet Mounted Cueing
System (JHMCS).
b. RESTRAINT SUIT BELTS/RELEASE
PULL anti‐G suit hose from LH console.
c. HARNESS STRAPS/LEG RESTRAINTRELEASE(1) Release leg garters by APPLYINGPRESSURE to both sides of eachquick disconnect fitting.
(2) Release two lap belt, then two
shoulder harness koch fittings.

NAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASE

8. CREW RELEASE (CONT.)
d. EMERGENCY RELEASE

B‐21/(B‐22 blank)

Figure B‐3. F‐18 Hornet Crash Crew Information (Sheet 13)

PRESS thumb button on FWD part ofManual Override Handle (right Side ofseat) and ROTATE handle AFT. This
positions the Safe/Armed Handle UP in
safe position and releases lower leg
restraint lines. However, parachute andsurvival kit will remain attached tocrewmember.

NAVAIR 00‐80R‐14‐1

ORIGINALFUEL (GAL)OIL (GAL)OXYGENPNEU SYSAIRFRAME
MATERIALS

INT

EXT

ENG

HYD

LOX

BOTTLEGAS

AIR

ORDNANCE

GUN

FWD
FIRE

FREE FALLPYROTECHNICS

BTRY

EJECT
SYS

S.O.B.

NAME

E‐2C

HAWKEYE

ALUMINUMSTEELFIBERGLASS

1824

NONE

16

20

10L

PORT (1)BAIL OUT
BOTTLES
(5)

N2
3000
PSI

NONE

NONE

NONE

NONE

FLARES

1

NONE

5

EA‐6B

PROWLERALUMINUMSTEELFIBERGLASS

2300

1500

3.9

18.6

(3)
10L

SEAT
PAN
(4)

N2
3000
PSI

NONE

NONE

MISSILESNONEPYLON EJECTORCARTRIDGES (5)STA.
CHAFF/FLARES

1

MARTIN‐B
AKER MKGRUEA‐7

4

P‐3

ORION

ALUMINUMSTEELFIBERGLASS

9200

NONE

40

46

NONE

(3) FIXED(7) PORT

N2
3000
PSI

NONE

NONE

MISSILESROCKETS

BOMBS
MINES
SONOBUOYPYLON EJECTORCARTRIDGES (18)
STA.
CHAFF/FLARES

1

NONE

AB‐18
C‐23
E‐27

S‐3

VIKINGALUMINUMSTEELFIBERGLASSMAGNESIUM

1933

530

4.8

7.2

10L

SEAT
PAN
(4)

NONE

NONE

NONE

MISSILESROCKETS

BOMBS
MINES
SONOBUOYPYLON EJECTORCARTRIDGES (6)STA.
CHAFF/FLARESCANOPIESEJECTION SEATS

0

ESCAPAC
1E‐1

4

E‐6

MERCURY

ALUMINUMSTEELFIBERGLASS

24.000

NONE

60.5

72

75L

18

N2
1200
PSI

NONE

NONE

NONE

NONE

SIGNAL FLARES

4

NONE

24

APPENDIX C

TYPESpecial Mission Aircraft

C‐1
ORIGINALNAVAIR 00‐80R‐14‐1

Figure C‐1. Special Mission Aircraft Systems and CCID Summary

SPECIAL MISSIONS AIRCRAFT SYSTEMSANDCRASH CREW INFORMATION DIAGRAMS SUMMARY

1. GENERAL AIRCRAFT INFORMATION
a. N/A

Figure C‐2. E‐2 Hawkeye Crash Crew Information (Sheet 1 of 6)

C‐2

b. Oxygen/LOX

10 L
Portable Cylinder (1)Bailout Bottle (5)c. Battery

1d. Fuel Internal

1824 gale. OilEngines — 16gaI
Hydraulic — 20 gal
Transmission — 13 gal

f. Pneumatic
System3000 PSI

2. AIRFRAME MATERIALS
a. N/Ab. Other:Fiberglassc. Steeld. N/Ae. Aluminumf. N/Ag. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

SPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe

3. AIRCRAFT DANGER AREAS
a. Propeller Danger Zone — 15
b. Engine Exhaust/Propeller Blast — 28
c. Radiation
Sector A Main Lobe — 500
Sector B Side Lobe — 50

C‐3

Figure C‐2. E‐2 Hawkeye Crash Crew Information (Sheet 2)

 Radiation may cause steel wool to be set afire
or metallic chips to produce sparks, which inturn may ignite spilled oils or fuels aroundaircraft and buildings.
 Unauthorized transmission aboard ship is
prohibited.
 While there is no apparent danger to person‐nel because of the HF electromagnetic field
generated by the AN/ARQ‐34 transmitter,electrical shock hazards exist if personnel
come into contact with the antenna or theairframe. All personnel should be cautioned
not to touch the antenna or the airframe while
the AN/ARQ‐34 is transmitting.
Note
If antenna is rotated, Sector A must moveaccordingly.

NAVAIR 00‐80R‐14‐1

ORIGINAL

a. NORMAL ENTRY(1) Stand FWD of door.

C‐4

Figure C‐2. E‐2 Hawkeye Crash Crew Information (Sheet 3)

Clearance between door, propeller and forward
edge of door is minimal and extremely dangerous.
If the cabin is pressurized, even slightly, the door
will fly open rapidly. To avoid personal injury,
ensure that there is no residual pressurization
prior to opening the main entrance door.
(2) TURN handle to UNLOCK position.
(3) PULL hand grip on door. SUPPORT
door during opening.
(4) STEP on door when open to secure.
b. N/Ac. EMERGENCY ENTRY

When opened, the CIC compartment ditching
hatch drops into the aircraft; therefore, caution
should be exercised to prevent injury tocrewmember seated below hatch.
Emergency entry is through pilot and copi‐
lot escape hatches and the CIC compart‐
ment ditching hatch AFT top RH side ofaircraft.
d. FORCED ENTRY
Using power rescue saw or crash axe,
CUT through fuselage FWD on top centerof fuselage and around cockpit windows
and AFT RH side of fuselage.

NAVAIR 00‐80R‐14‐1

ORIGINAL

4. AIRCRAFT ENTRY

5. N/A
6. ENGINE SHUTDOWN
a. CONDITION LEVERS

C‐5

Figure C‐2. E‐2 Hawkeye Crash Crew Information (Sheet 4)

To move the levers to different positions, theDetent Release at the outboard side of eachlever must be LIFTED, then MOVE levers to
extreme AFT position.
b. GENERATOR SWITCHESPLACE Left and Right Generator Switches
in OFF position.
c. N/Ad. N/Ae. N/Af. N/Ag. N/A
7. BATTERY
The battery is for the JTIDS only and is locatedon the port side of the forward equipment com‐
partment adjacent to the cockpit steps. To de‐activate the battery remove the quick discon‐nect fittings.
a. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

Crewmembers are attached to the seats by theuse of a torso harness.
a. PERSONNEL SERVICE, QUICKDISCONNECT

C‐6

Figure C‐2. E‐2 Hawkeye Crash Crew Information (Sheet 5)(1) Remove oxygen mask by PULLINGDOWN on release tabs on either side ofmask.
(2) The oxygen and communications leads
are quick disconnect. To release, PULL
APART at the quick disconnect fittings.
b. RESTRAINT SUIT BELTS/RELEASE
Release two lap belt mini‐Koch fittings, thentwo shoulder harness koch fittings.
c. N/A
d. EMERGENCY RELEASE
Actuating the Emergency Release Handle
will free the crewmember from the seat.
However, the parachute and survival kit willremain attached to the crewmember.

NAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASE (A/P22P‐11 CREW
PARACHUTE BACKPACK ASSEMBLY)

8a. CREW RELEASE (A/P22P‐20 CREW
 PARACHUTE BACKPACK ASSEMBLY) 1
Crewmembers are attached to the seats by theuse of a torso harness.
a. PERSONNEL SERVICE, QUICKDISCONNECT

C‐7

Figure C‐2. E‐2 Hawkeye Crash Crew Information (Sheet 6)(1) Remove oxygen mask by PULLINGDOWN on release tabs on either side ofmask.
(2) The communications leads are quick
disconnect. To release, PULL APART at
the quick disconnect fittings.
(3) Disconnect A/P22P‐20 Emergency
Oxygen System from side of reulator byturning CCW and pulling apart at
connection.
(4) Disconnect oxygen mask hose andaircraft oxygen hose from reulator bydepressing and turning connector CCW
and pulling apart at connection. theon‐board oxygen hose will also be
disconnected during the performance of
this step.
b. RESTRAINT SUIT BELTS/RELEASE
Release two lap belt mini‐Koch fittings, thentwo shoulder harness Koch fittings.
c. N/AORIGINAL

Actuating the Emergency Release Handle
will free the crewmember from the seat.
However, the parachute and survival kit willremain attached to the crewmember.

NAVAIR 00‐80R‐14‐1

d. EMERGENCY RELEASE

1. GENERAL AIRCRAFT INFORMATION

Figure C‐3. EA‐6B Prowler Crash Crew Information (Sheet 1 of 5)

C‐8

a. Armament

4 Wing Stations
1 Fus. Station
Chaff/Flares
Pylon Ejector Cartridges

b. Oxygen

Three 10 L Converters

c. Battery

1d. FuelInternal — 2268 gal
External — 295 gal/droptank

e. OilEngine 3.9 gal
Hydraulic:(Left) Combined — 13 gal(Right) Flight — 5.6 gal

f. Pneumatic
System3000 PSINAVAIR 00‐80R‐14‐1

ORIGINAL

SPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe

2. AIRFRAME MATERIALS
a. N/Ab. OtherFiberglass

C‐9d. N/Ae. Aluminumf. N/Ag. N/A
3. AIRCRAFT DANGER AREAS
a. Inlet Suction — 25
b. Turbine Blade Failure — 300c. Engine Exhaust — 300
Idle — 80Max — 375d. Radiation
FWD 114 Arc — 80

ORIGINALNAVAIR 00‐80R‐14‐1

Figure C‐3. E‐2 EA‐6B Prowler Crash Crew Information (Sheet 2)

c. Steela. NORMAL ENTRY(1) UNLATCH AND LOWER boarding
ladder.
(2) Raise and lock top step pushing up
thumb lock.

C‐10

Figure C‐3. EA‐6B Prowler Crash Crew Information (Sheet 3)(3) Open canopies by pulling canopy control
handle out or detent and rotating
counterclockwise.
(4) To enter Forward cockpit, unlatch andlower hinged boarding platform. Use asa step.
b. N/Ac. N/Ad. FORCED ENTRY
Canopies are acrylic plastic and may be cut
with power rescue saw or crash axe. CUT
along canopy frames.

NAVAIR 00‐80R‐14‐1

ORIGINAL

4. AIRCRAFT ENTRY

5. CANOPY SAFETY
a. SAFETY LOCKPINS
Canopy may be made safe by INSERTING
Canopy Safety Lockpins in the following:(1) FWD Canopy — Canopy Normal Handle
and Canopy Jettison Handle.

C-11

Figure C-3. EA-6B Prowler Crash Crew Information (Sheet 4)(2) AFT Cockpit — Canopy Normal Handle
and Canopy Jettison Handle.
b. N/A
6. ENGINE SHUTDOWN
a. N/Ab. N/A
c. ENGINE POWER LEVERS
To secure the engines, RETARD Throttles
to the Idle Stop, then OUTBOARD (aroundthe horn) to OFF position.
Note
A stop in the throttle quadrant prevents
simultaneous movement of both throttles to orfrom the off position. Only one engine at a time
may be shut completely off.
d. N/Ae. ENGINE AND FUEL MASTER SWITCHESPLACE Engine and Fuel Switches in OFF
position.
g. MASTER GENERATOR SWITCHESPLACE Master Generator Switches in OFF
position.

ORIGINAL

7. N/ANAVAIR 00-80R-14-1

f. N/AThe pilot is attached to the seat by the use of
an integrated harness. Additionally, the oxygen/communication lead is connected to the seatpan. The anti‐G suit hose is connected to an
outlet on the LH console.

C‐12

Figure C‐3. EA‐6B Prowler Crash Crew Information (Sheet 5)

a. PERSONNEL SERVICE, QUICKDISCONNECT(1) Remove oxygen mask by pulling downon the release tabs on either side ofmask.
(2) Disconnect oxygen/communication leadfrom connection by pulling up on roundcollar while pulling apart connection.
b. RESTRAINT SUIT BELTS/RELEASE(1) Disconnect anti‐G suit by pulling hosefrom personnel services block
disconnect.
c. HARNESS STRAPS/LEG RESTRAINTRELEASE(1) Release two leg restraint lines by pulling
the leg line snubber release leverlocated on outer side of each snubberbox.
(2) Release two lap belt, than two shoulder
harnesses koch fitting.
d. EMERGENCY RELEASE(1) Squeeze emergency restraint releasehandle and rotate AFT. This release lap
belt, shoulder harness and leg restraintlines. However, survival kit and para‐chute will remain attached tocrewmember.

NAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASESPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe
1. GENERAL AIRCRAFT INFORMATION

Figure C‐4. P‐3 Orion Crash Crew Information (Sheet 1 of 5)

C‐13

a. Armament

10 Wing Stations
8 Bomb Bay Stations
Sonobuoys/Flares
Photoflash Cartridges
Pylon Ejector
Cartridges

b. Oxygen/LOX

3 Fixed Cylinders
7 Portable Cylinders

c. Battery

1d. FuelInternal 9200 gal

e. OilEngine 40 gal
Hydraulic 46.5 gal

f. Pneumatic
System3000 PSINAVAIR 00‐80R‐14‐1

ORIGINAL

a. N/Ab. OtherFiberglassc. Steel

C‐14

Figure C‐4. P‐3 Orion Crash Crew Information (Sheet 2)

d. N/Ae. Aluminumf. N/Ag. N/A
3. AIRCRAFT DANGER AREAS
a. Propeller Danger Zone — 25
b. Turbine Blade Failure — 300c. Engine Exhaust — 1500
d. APU Exhaust — 15
e. Radiation
APS‐115
FWD 180 Arc — 140AFT 180 Arc — 140
APS‐137/APG‐66
FWD 180 Arc — 250v
AFT 180 Arc — 250Since the antennas rotate 360, the beam may
extend beyond the 180 area shown. Safe
areas have not been determined.

NAVAIR 00‐80R‐14‐1

ORIGINAL

2. AIRFRAME MATERIALS

4. AIRCRAFT ENTRY
a. NORMAL ENTRY
Normal entrance is through AFT cabin dooron LH side of fuselage.
b. N/Ac. EMERGENCY ENTRY

C‐15

Figure C‐4. P‐3 Orion Crash Crew Information (Sheet 3)

In event the Main Entrance Door is inac‐
cessible, emergency entrance may begained through;(1) Flight Station Escape Hatch, overcockpit.
(2) Pilot's Auxiliary Exit, LH side offuselage just AFT of pilot's window.
(3) Overwing Emergency Exit Hatches,both sides of fuselage.
d. FORCED ENTRY
CUT OUT entry areas as indicated in dia‐gram using power rescue saw or crashaxe.
5. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

a. N/Ab. PARKING BRAKESET Parking Brake by DEPRESSING toe
pedals and PULLING Parking Brake
Handle.

C‐16

Figure C‐4. P‐3 Orion Crash Crew Information (Sheet 4)c. EMERGENCY ENGINE SHUTDOWNHANDLES
Pull all four Emergency Shutdown Handles.
d. N/Ae. N/Af. N/Ag. AUXILIARY POWER UNIT (APU) SWITCHPLACE APU Switch in OFF position. APUs
may be secured externally by a safetyswitch located on LH side of fuselage FWDof the APU.
NoteThe APU Normal/Safe Switch also disables theautomatic fire extinguisher circuit.
7. BATTERY
Battery is located in nose wheelwell. To deac‐
tivate battery, remove quick disconnect fitting.
a. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

6. ENGINE/APU SHUTDOWN

8. CREW RELEASE
The pilot, copilot, flight engineer, and radio
operator on the P‐3B have shoulder har‐nesses and lap belts. All other crewmembers
have lap belts only.

C‐17

Figure C‐4. P‐3 Orion Crash Crew Information (Sheet 5)

The pilot, copilot, flight engineer, TACCO, Nav
Comm, and SS‐3 on the P‐3C have shoulder
harnesses and lap belts. All other crewmem‐
bers have lap belts only.
a. N/Ab. RESTRAINT SUIT BELTS/RELEASE
Lift quick disconnect lever to releaseshoulder harnesses and lap belt.
c. N/Ad. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

1. GENERAL AIRCRAFT INFORMATION

C‐18

Figure C‐5. S‐3 Viking Crash Crew Information (Sheet 1 of 5)a. Armament

2 Wing Stations
2 Bomb Bays
with 4 Weapons
Stations
Sonobuoys
Pylon Ejector
Cartridges

b. Oxygen/LOX

10 L

c. N/Ad. FuelInternal 1933 gal
External 530 gal

e. OilEngine 2.4 gal
Hydraulic 7.2 gal

f. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

SPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe

2. AIRFRAME MATERIALS
a. N/Ab. OtherFiberglass/Magnesium

C‐19

Figure C‐5. S‐3 Viking Crash Crew Information (Sheet 2)

Note
Integrated drive generator castings aremagnesium.
c. Steeld. N/Ae. Aluminumf. N/Ag. N/A
3. AIRCRAFT DANGER AREAS
a. Inlet Suction — 26
b. Turbine Blade Failure/Tire Explosion Hazard
c. Engine ExhaustIdle — 50
Max — 287d. APU Exhaust — 5e. Radiation
FWD 240

Arc — 235NAVAIR 00‐80R‐14‐1

ORIGINAL

a. NORMAL ENTRY
Entry to cockpit is through personnel door on
RH side of fuselage.

C‐20

Figure C‐5. S‐3 Viking Crash Crew Information (Sheet 3)(1) PRESS Trigger to release handle and
PRESS Latch Button. ROTATECOUNTERCLOCKWISE 15. RELEASE
Latch Button and ROTATE handle to the
UNLOCKED position.
(2) PUSH in handle. ROTATE CLOCKWISE
to stow, PRESS latch button and lower
door (use hand grip in middle step).
RAISE lift bar and ENGAGE door stop.
b. N/Ac. EMERGENCY ENTRY(Through the two FWD canopies and two afthatches) OPEN Rescue T‐Handle Access
Door on either side of aircraft. Verify that all
rescue personnel are clear of all canopies
and hatches. PULL Hatch Severance
T‐Handle away from aircraft and as far FWD
as possible (about 10 feet). Continue withhard PULL; this will free the hatches andcanopies from the aircraft (pieces of debris
will be forced away from aircraft).
d. FORCED ENTRY
If normal or emergency entry procedures
cannot be accomplished, BREAK or CUT
through pilot or copilot/COTAC canopy or afthatches with axe or power rescue saw. CUT
along canopy frame. Manually remove can‐opies and hatch frames to clear opening. Use
Left and Right FWD Access Panels andFootholds to reach the pilot and copilot/
COTAC. Use Right AFT fuselage Steps andHandholds to reach the AFT hatch opening
and the two aft occupants.

NAVAIR 00‐80R‐14‐1

ORIGINAL

4. AIRCRAFT ENTRY

5. CANOPY SAFETY
a. Canopy and hatches are equipped with amild explosive which uses a detonating cord
and a linear shaped charge. To safety
jettison system, INSERT safety pins in
Jettison Handles at 3 locations.
b. N/A

C‐21

Figure C‐5. S‐3 Viking Crash Crew Information (Sheet 4)

6. ENGINE/APU SHUTDOWN
Engine may be shut down by throttles or fuelsystem valves.
a. N/Ab. N/Ac. N/Ad. THROTTLESMOVE Pilot's Throttles to OFF position(move one at a time).
Note
Engines cannot be shut down with copilot's
throttles.
e. FUEL SHUTOFF VALVESPULL Fire Handles 1 and 2 to shutoff fuel toengines.
f. N/Ag. AUXILIARY POWER UNIT (APU)
7. N/AORIGINALNAVAIR 00‐80R‐14‐1

PLACE APU T‐Handle in OFF position.

The pilot is attached to the seat by the use of
an integrated harness. Additionally, the oxygen/communication lead is connected to the seatpan. The anti‐G suit hose is connected to an
outlet on the LH console.

C‐22

Figure C‐5. S‐3 Viking Crash Crew Information (Sheet 5)

Inadvertent ejection of seat selected incommand‐eject mode (either pilot or
copilot/COTAC seat) will eject all four seatsregardless of the position of their individual
ejection seat safety levers.
a. PERSONNEL SERVICE, QUICKDISCONNECT(1) Remove oxygen mask by pulling downon the release tabs on either side ofmask.
(2) The oxygen/communication lead isjoined by a positive locking ring. To
release, pull up on round collar whilepulling apart connection.
b. RESTRAINT SUIT BELTS/RELEASE(1) Nonec. HARNESS STRAPS/LEG RESTRAINTRELEASE(1) Release two lap belt, than two shoulder
harnesses koch fitting.
d. EMERGENCY RELEASE(1) Actuating the emergency release handle
will free the crewmember fro the seat.
However, the parachute and survival kit
parachute will remain attached tocrewmember which increases difficultyof removing crewmember if exit throughopposite canopy is required.

NAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASESPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe
1. GENERAL AIRCRAFT INFORMATION
a. N/A
75 L LOX
18 Portable Bottles

c. Battery

7d. FuelInternal 23,200 gal

e. OilEngine 54 gal
Hydraulic 72 gal

f. Pneumatic
System3000 PSI

2. AIRFRAME MATERIALS
a. N/Ab. OtherFiberglassc. Steeld. N/Ae. Aluminum

ORIGINAL

f. N/Ag. N/ANAVAIR 00‐80R‐14‐1

Figure C‐6. E‐6 Mercury Crash Crew Information (Sheet 1 of 6)

C‐23

b. Oxygen/LOX

a. Inlet Suction — 25
b. Turbine Blade failure — 300c. Engine Exhaust — 500d. APU Intake and Exhaust — 25

C‐24

Figure C‐6. E‐6 Mercury Crash Crew Information (Sheet 2)e. Radar Radiation FWD 240 Arc — 60
f. UHF Radiation 360 Arc — 60
g. HF Radiation 360 Arc — 10

NAVAIR 00‐80R‐14‐1

ORIGINAL

3. AIRCRAFT DANGER AREAS

4. AIRCRAFT ENTRY
a. NORMAL ENTRY

C‐25

Figure C‐6. E‐6 Mercury Crash Crew Information (Sheet 3)

Normal Entry to the main deck is through theforward and aft main doors (LH side). Normal
entry to the forward and aft lower compart‐ments is through the forward and aft cargodoors (RH side). The forward and aft lower
compartments also provide access to themain deck through access hatches locatedon the overhead of each compartment.
(1) PULL either Main Door Handle OUT and
ROTATE CLOCKWISE. RELEASE andSTOW Handle. PULL on AFT side ofdoor while PUSHING IN on FWD side
until door is parallel to aircraft and DoorOpen Latch has caught.
(2) PRESS Catch on either FWD or AFT
Cargo Door Handle. ROTATE Handle
COUNTERCLOCKWISE, PUSH Door IN,
and SLIDE Door FWD. To access themain deck, DEPRESS Latch on Access
Hatch and PUSH UPWARD on bottom of
Hatch until Uplock is engaged.
Note
To gain entry to the main deck from the radio
access door, proceed through compartment
and open hatch to the main deck, see 4a(2).

NAVAIR 00‐80R‐14‐1

ORIGINAL

c. EMERGENCY ENTRY(1) Radio Access Door. PRESS catch torelease Handle. ROTATE Handle
COUNTERCLOCKWISE and PUSH
door INWARD.

C‐26

Figure C‐6. E‐6 Mercury Crash Crew Information (Sheet 4)(2) Emergency Exit Hatches. PUSH
Panel INWARD to unlatch. PUSH
Hatch INWARD and LIFT UPWARD.
Hatch weighs about 50 pounds.
(3) Bailout Door. PULL Door Handle OUT
and ROTATE COUNTERCLOCK‐
WISE. PUSH door INWARD. Door isfree‐standing and weighs about 69
pounds.

If the FORWARD or AFT doors to the main
decks on the left hand side are opened from theoutside, escape slides will deploy if they havenot been disconnected from the inside.
CUT OUT entry areas as indicated on dia‐gram using power rescue saw or crashaxe.
d. N/A
5. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

4. AIRCRAFT ENTRY (CONT.)
b. N/A6. ENGINE/APU SHUTDOWN
a. ENGINE FIRE SWITCHES
PULL Engine Fire Switches.
b. START LEVERS

C‐27

Figure C‐6. E‐6 Mercury Crash Crew Information (Sheet 5)

PULL Start Levers AFT and PLACE in
FULL DOWN position.
c. BATTERY
LIFT Red Guard UP and PLACE Battery
Switch DOWN in OFF position.
d. THROTTLESRETARD Throttles to FULL AFT position.
e. N/Af. N/Ag. AUXILIARY POWER UNIT (APU)
PULL APU Fire Switch.
7. BATTERIES
Batteries are located in the FWD Lower
Compartment accessible through the Radio
Access Door, labeled Battery Access. To fur‐ther deactivate batteries, REMOVE Quick
Disconnect Fittings, time permitting.
a. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

C‐28

Figure C‐6. E‐6 Mercury Crash Crew Information (Sheet 6)

All crewmembers are attached to the seats byshoulder harnesses secured to lap belts
equipped with quick disconnect buckles (rotarytype). Aft facing crew rest seats are notequipped with shoulder harnesses; forwardfacing seats are so equipped. Both have quick
disconnect buckles similar to the pilot seat.
a. N/Ab. RESTRAINT SUIT BELTS/RELEASE(1) Rotate Rotary Release Buckle in either
direction to release shoulder harness, lap
belt and crotch strap.
(2) CREW REST SEATS; Rotate Rotary
Release Buckle in either direction torelease shoulder harness and lap belt on
FWD facing seats or lap belt only on Aft
facing seats.
c. N/Ad. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASETRANSPORT AIRCRAFT SYSTEMSANDCRASH CREW INFORMATION DIAGRAMS SUMMARYOIL (GAL)OXYGEN

INT

EXT

ENG

HYD

LOX

PNEU SYS

ORDNANCE

BOTTLE

GAS

AIR

GUN

FWD
FIRE

FREE
FALL

PYROTECHNICS

BTRY

EJECT
SYS

S.O.B.

NAME

C‐2

GREYHOUNDALUMINUMSTEELFIBERGLASS

1824

NONE

36

19.8

20L

2 PORT

N2
3000
PSI

NONE

NONE

NONE

NONE

SIGNAL FLARES

1

NONE

30

C‐9

SKYTRAIN IIALUMINUMSTEELFIBERGLASS

5929

NONE

10

15

35L

24.6
IN3 SYS

N2
3000
PSI

NONE

NONE

NONE

NONE

SIGNAL FLARES

2

NONE

97

U/RC‐12SUPERKING AIR

ALUMINUMSTEELFIBERGLASS

544

NONE

6

1 PT (B)
3.5 GAL
(F/M)

NONE

49 IN3

NONE

NONE

NONE

NONE

NONE

NONE

1

NONE

10

C/KC-130
F/R/T/JHERCULESALUMINUMSTEELFIBERGLASS

6826

2810

48

29.6

25L LOX
C/KC‐130
T/J only

(4)
PORT

N2
3000
PSI

NONE

NONE

NONE

NONE

SIGNAL FLARES

2

NONE

100

C‐20D/GGULFSTREAM
III/IVALUMINUM
STEEL
GRAPHITE
EPOXY

4134

NONE

3.8

6.7

NONE

(2) 77 FT3(2) 115 FT3

N2
3000
PSI

NONE

NONE

NONE

NONE

NONE

2

NONE

C‐20D
(21)
C‐20G
(30)

UC‐26

METRO‐LINERALUMINUMSTEELFIBERGLASS

648

NONE

8

TBD

NONE

2
AFT/FORWA
RD 1850 IN
SYS

NONE

NONE

NONE

NONE

NONE

NONE

2

NONE

20

*Fuselage tank if installed adds - 3587 gal to internal fuel.

APPENDIX D

TYPETransport Aircraft

D‐1

Figure D‐1. Transport Aircraft Systems and CCID Summary

FUEL (GAL)AIRFRAME
MATERIALSNAVAIR 00‐80R‐14‐1

ORIGINAL

1. GENERAL AIRCRAFT INFORMATION

Figure D‐2. C‐2 Greyhound Crash Crew Information (Sheet 1 of 5)

D‐2

a. Pyrotechnics

Signal Flaresb. Oxygen/LOX

20L

c. Battery

1 (Starboard Side)d. FuelInternal 1824 gale. OilEngine 36 gal
Hydraulic 19.83 gal

f. Pneumatic
System

3000 PSI

2. AIRFRAME MATERIALS
a. N/Ab. OtherFiberglass/Magnesiumc. Steeld. N/Ae. Aluminumf. N/Ag. N/A
Note
Reduction gear behind engine propellers areapproximately 80% magnesium.

NAVAIR 00‐80R‐14‐1

ORIGINAL

SPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe

3. AIRCRAFT DANGER AREAS
a. Propeller Danger Zone — 15
b. Propeller Blast
Idle — 24
Max — 28
c. APU Exhaust

D‐3

Figure D‐2. C‐2 Greyhound Crash Crew Information (Sheet 2)

d. Radiation
FWD 1200 Arc — 21

NAVAIR 00‐80R‐14‐1

ORIGINAL

a. NORMAL ENTRY(1) Enter the flight deck through the Main
Entrance Door on LH side of fuselage.
TURN Release Handle to UNLOCK and
PULL door OUT and DOWN.

Figure D‐2. C‐2 Greyhound Crash Crew Information (Sheet 3)D‐4(2) Enter the Cargo/Passenger
Compartment through the ramp. If ramp
is closed and hydraulic power isavailable, OPEN access covers to
selector valve on AFT RH side offuselage. PLACE Cargo and Ramp
Selector Valve Handle to RAMP OPEN
position. With ramp level, PLACE Ramp
Loading Selector Valve Handle to RAMPGROUND position to lower ramp.
Note
Cargo doors and ramp will open and ramp willstop in level position. Releasing handle will stop
opening cycle at any point.
b. N/Ac. EMERGENCY ENTRY
Access may be gained through FWD and
AFT Emergency Escape Hatches on top of
fuselage.
d. FORCED ENTRY
If the main entrance, cargo door and ramp
are inaccessible, CHOP or SAW aroundpilot or copilot's side windows whereindicated. Access to the cargo or passenger
compartment is available, CHOP or SAW
out AFT escape hatch.
5. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

4. AIRCRAFT ENTRY

6. ENGINE/APU SHUTDOWN
a. N/Ab. N/Ac. N/Ad. N/A

D‐5

Figure D‐2. C‐2 Greyhound Crash Crew Information (Sheet 4)

e. CONDITION LEVER
DEPRESS trigger lock on UNDERSIDE of
Condition Lever Handles and MOVE levers
to extreme AFT position.
f. GENERATORS
Place Left and Right Generator Switches in
OFF position.
g. AUXILIARY POWER UNIT CONTROL(APU)
PLACE the Run/Stop Switch in STOP
position.
7. BATTERY
The battery is for the APU only and is located
FWD and below the copilot's compartment.
a. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

The pilot/copilot's seats may be equipped withstandard shoulder straps and lap belts orequipped for use with an integrated harness.
All other seats are equipped with standard
shoulder harnesses and lap belts.

D‐6

Figure D‐2. C‐2 Greyhound Crash Crew Information (Sheet 5)

a. N/Ab. N/Ac. RESTRAINT SUIT BELTS/RELEASE(1) Release two lap belt, then two shoulder
harness koch fittings.
(2) SHOULDER HARNESS/LAP BELT —LIFT quick disconnect lever to releaseshoulder harnesses and lap belt.
d. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASESPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe
1. GENERAL AIRCRAFT INFORMATION
a. N/A
35 L LOX
24.6 in3c. Battery

2d. FuelInternal 5929 gale. OilEngine 10 gal
Hydraulic 15 gal

f. Pneumatic
System

3000 PSI

2. AIRFRAME MATERIALS
a. N/Ab. OtherFiberglassc. Steeld. N/Ae. Aluminumf. N/AORIGINAL

g. N/ANAVAIR 00‐80R‐14‐1

Figure D‐3. C‐9 Skytrain II Crash Crew Information (Sheet 1 of 6)

D‐7

b. Oxygen/Gas

a. Inlet Suction — 25
b. Turbine Blade Failure — 300c. Engine Exhaust — 350d. APU Exhaust — 8

D‐8Figure D‐3. C‐9 Skytrain II Crash Crew Information (Sheet 2)e. Radiation
FWD 140 Arc — 21

NAVAIR 00‐80R‐14‐1

ORIGINAL

3. AIRCRAFT DANGER AREAS

4. AIRCRAFT ENTRY
a. NORMAL ENTRY

D‐9

Figure D‐3. C‐9 Skytrain II Crash Crew Information (Sheet 3)

Normal entry to the flight compartment,
and passenger and/or cargo compartment
is through the FWD entrance door, service
entrance door, main cargo door, andpressure bulkhead door.
(1) PULL FWD Entrance Door Handle(FWD LH side of fuselage) OUT and
ROTATE COUNTERCLOCKWISE.
Service door is located on RH side offuselage, PULL handle and ROTATECLOCKWISE.
(2) LIFT Stairwell External Door Handle,
located below FWD entrance door, andRAISE to UP position.
(3) DEPRESS lower button marked DN to
EXTEND stairwell ladder.
Note
If aircraft is shut down, auxiliary power switch
under latch handle must be held in the ON
position while depressing DOWN button.
(4) Open Rear Stairway Control Panel,
located on AFT LH exterior fuselage,
PUSH control handle FWD to OPEN
position to release stairway, HOLD until
stairway is fully OPEN.
CAUTIONb. N/A 123

ORIGINALNAVAIR 00‐80R‐14‐1

Stairway free falls to down position.

c. EMERGENCY ENTRY
If normal entry doors are inaccessible, entry
may be obtained through the overwing
emergency entry doors, the jettisonable tailcone area, and the clear view windows.

D‐10

Figure D‐3. C‐9 Skytrain II Crash Crew Information (Sheet 4)(1) PUSH Overwing Exit Door Handle (twodoors are located over each wing),
PULL handle to unlatch door, PUSH IN
and LIFT UP forcibly.
(2) PUSH IN Jettisonable Tail Cone
T‐Handle door, located on fuselage
FWD of tail cone. PULL T‐Handle tojettison tail cone. Jettison door isapproximately 8.5 feet high.

Exercise caution when releasing tail cone. Tailcone free falls when released from aircraft.
Note
Tail cone entrance and aft stairway cannot be
used at the same time.
d. FORCED ENTRY
The aircraft does not have any CUT OUT
areas marked off. Use a power rescue saw
or axe to gain access through a designatedcargo compartment. A window shade in thedown position should indicate a cargocompartment.

Exercise extreme caution prior to forcible entry
into any compartment to ensure passenger
safety.

NAVAIR 00‐80R‐14‐1

ORIGINAL

4. AIRCRAFT ENTRY (CONT.) ab

5. N/A
6. ENGINE/APU SHUTDOWN
a. N/Ab. ENGINE SHUTOFF T‐HANDLES

D‐11

Figure D‐3. C‐9 Skytrain II Crash Crew Information (Sheet 5)

PULL Engine Fire Shutoff T‐Handles,
located on upper portion of instrument
panel.
c. BATTERY SWITCHPLACE Battery Switch, located below APU
control panel, in OFF position.
d. THROTTLESRETARD Throttles to FULL AFT position.
e. N/Af. N/Ag. AUXILIARY POWER UNIT (APU)
PLACE APU Fire Control Switch, locatedon overhead switch panel, in OFF and
AGENT ARM position.
7. BATTERIES
Batteries are located in electrical/electronic
compartment. To further deactivate batteries
remove quick disconnect fitting(s).
a. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

Pilot, copilot, and crewchief are attached tothe seats by shoulder harnesses secured to a
lap belt equipped with a quick disconnect
buckle. Passengers have lap belts only.
a. N/A

D‐12

Figure D‐3. C‐9 Skytrain II Crash Crew Information (Sheet 6)

b. N/Ac. RESTRAINTS SUIT BELTS/RELEASE(1) ROTATE lap belt quick disconnect
fitting to release shoulder harnesses
and lap belt.
(2) PASSENGER — LIFT buckle cover torelease lap belt (airline type).
d. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASESPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe

D‐13

a. N/Ab. Oxygen/LOX

49 ft3c. Battery

1 (RH Wing Center
Section)d. FuelInternal 544 gale. OilEngine 6 gal
Hydraulic 3.5 gal
1 pt (UC‐12B)

f. N/A
2. AIRFRAME MATERIALS
a. N/Ab. OtherFiberglassc. Steeld. N/Ae. Aluminumf. N/Ag. N/AORIGINALNAVAIR 00‐80R‐14‐1

Figure D‐4. U/RC‐12 Super King Air Crash Crew Information (Sheet 1 of 4)

1. GENERAL AIRCRAFT INFORMATION

a. Propeller Danger Zone — 9

D‐14

Figure D‐4. U/RC‐12 Super King Air Crash Crew Information (Sheet 2)b. Propeller Turbulence/Engine ExhaustIdle — 18
Max — 40
c. Radar(1) Weather — 6(2) Reconnaissance (RC‐12F/M) — 90
4. AIRCRAFT ENTRY
a. NORMAL ENTRY
A swing‐down door provides a stairway fornormal entry. The door locking mechanismis operated by interconnected handles, one
inside and one outside. A button above thedoor handle, must be DEPRESSED before
the handle can be ROTATED to open thedoor.
b. N/Ac. EMERGENCY ENTRY
A plug‐type Emergency Exit Hatch islocated at the first cabin window on the RH
side of the aircraft. When released, thehatch removes from the frame towards theinside of the cabin. The hatch is released
from the outside with a flush mounted
Pull‐Out Handle.
Note
Hatch may be locked from the inside with key.
d. FORCED ENTRY
CUT OUT entry areas as indicated indiagram using power rescue saw or crashaxe.

NAVAIR 00‐80R‐14‐1

ORIGINAL

3. AIRCRAFT DANGER AREAS

5. N/A
6. ENGINE SHUTDOWN
a. N/Ab. N/A

D‐15

d. CONDITION LEVERS
MOVE Condition Levers, located on center
pedestal, AFT to CUT OFF position.
e. FUEL VALVE SWITCHES
f. N/A
PLACE Fuel Valve Switches in CLOSED
position by RAISING guard and MOVING
switches DOWN.
g. BATTERY SWITCHPLACE Master Gang Bar in DOWN
position.
7. BATTERY
The battery is located in the right wing center
section beneath an access cover secured withscrews and is equipped with a quick
disconnect fitting.
a. N/AORIGINALNAVAIR 00‐80R‐14‐1

Figure D‐4. U/RC‐12 Super King Air Crash Crew Information (Sheet 3)

c. N/AThe pilot and copilot are attached to the seatsby a shoulder harness attached to a lap belt
by a quick disconnect buckle. The passengers
have lap belts only.

D‐16

Figure D‐4. U/RC‐12 Super King Air Crash Crew Information (Sheet 4)

a. N/Ab. N/Ac. RESTRAINTS SUIT BELTS/RELEASE(1) LIFT buckle cover to release lap belt
and shoulder harness.
(2) PASSENGER — LIFT buckle cover torelease lap belt (airline type).
d. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASESPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe
1. GENERAL AIRCRAFT INFORMATION
a. N/A
25 L Fixed
4 Portable Bottles
LOX ONC/KC‐130T/J onlyc. Battery

2d. FuelCargo Aircraft
9,800 gal
Refueling Aircraft10,224 gale. OilEngine 48 gal
Hydraulic 29.59 gal

f. Pneumatic
System

3000 PSI

2. AIRFRAME MATERIALS
a. N/Ab. OtherFiberglassc. Steeld. N/Ae. Aluminum

ORIGINAL

f. N/Ag. N/ANAVAIR 00‐80R‐14‐1

Figure D‐5. C‐130 Hercules Crash Crew Information (Sheet 1 of 4)

D‐17

b. Oxygen/LOX

a. Propeller Danger Zone — 10
b. Turbine Blade Failure — 300c. Propeller Blast — 300d. Radiation — 37

D‐18

Figure D‐5. C‐130 Hercules Crash Crew Information (Sheet 2)

e. GTC Exhaust Area
4. AIRCRAFT ENTRY
a. NORMAL ENTRY(1) ROTATE Crew Door Handle
DOWNWARD. Allow door to swing
down slowly.

Stand clear of door when operating handle toprevent injury should door fall free.
(2) ROTATE Paratroop Jump Door Handle
CLOCKWISE, PUSH IN and SLIDE
door UPWARD.
b. N/Ac. EMERGENCY ENTRY
PULL Emergency Release Ring on hatch ordoor and PUSH INWARD.

Emergency exit door (right side of fuselage) will
fall into aircraft upon release. Clear personnel
before door is released.
d. FORCED ENTRY
CUT OUT entry areas as indicated on
diagram using power rescue saw or crashaxe.

NAVAIR 00‐80R‐14‐1

ORIGINAL

3. AIRCRAFT DANGER AREAS

5. N/A
6. ENGINE SHUTDOWN
a. FIRE HANDLESPULL OUT all five Fire Handles.
b. CONDITION LEVERS

D‐19

Figure D‐5. C‐130 Hercules Crash Crew Information (Sheet 3)

PULL all four levers BACK to the FULL AFT
position.
c. BATTERY SWITCHPLACE Battery Switch in OFF position.
d. N/Ae. N/Af. N/Ag. N/A
7. BATTERY
Two batteries are located in fuselage
compartment FWD of crew door on LH side ofaircraft. Disconnect, time permitting.
a. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

All crewmembers are attached to the seats byshoulder harnesses secured to lap belts withquick disconnects. Passengers have lap belts
only.
a. N/A

D‐20

Figure D‐5. C‐130 Hercules Crash Crew Information (Sheet 4)

b. N/Ac. RESTRAINTS SUIT BELTS/RELEASE
LIFT quick disconnect lever to releaseshoulder harnesses and lap belt.
d. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASESPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe

D‐21

a. N/Ab. Oxygen

Two 77 ft3 andTwo 115 ft3 Bottles

c. Battery

2d. FuelInternal 4134 gale. OilEngine 3.8 gal
Hydraulic 6.7 gal

f. Pneumatic
System

3,000 PSI

2. AIRFRAME MATERIALS
a. Graphite Epoxy
b. N/Ac. Steeld. N/Ae. Aluminumf. N/Ag. N/AORIGINALNAVAIR 00‐80R‐14‐1

Figure D‐6. C‐20D/G Gulfstream III/IV Crash Crew Information (Sheet 1 of 5)

1. GENERAL AIRCRAFT INFORMATION

a. Inlet Suction — 20
b. Turbine Blade Failure — 300

D‐22

Figure D‐6. C‐20D/G Gulfstream III/IV Crash Crew Information (Sheet 2)

c. Engine Exhaust — 250d. APU Exhaust — 5e. Radiation FWD 270 Arc — 15

NAVAIR 00‐80R‐14‐1

ORIGINAL

3. AIRCRAFT DANGER AREAS

4. AIRCRAFT ENTRY
a. NORMAL ENTRY

D‐23

CAUTION

Door will fall rapidly. Support door while lowering.
b. N/Ac. EMERGENCY ENTRY
In the event the main entrance door is
inaccessible, entry may be gained by using
the emergency escape windows or thebaggage compartment door.
(1) PUSH the Emergency Escape Window
panel where indicated. Open Door, PULL
Handle UPWARD, and PUSH window
INWARD.

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.

ORIGINAL(2) PUSH Button in center of Baggage
Compartment Door Handle. ROTATE
Handle CLOCKWISE, PUSH DoorINWARD and SLIDE UPWARD. Onceinside Baggage Compartment, OPEN
Door to Lavatory, then OPEN Door to
Cabin. 123

NAVAIR 00‐80R‐14‐1

Figure D‐6. C‐20D/G Gulfstream III/IV Crash Crew Information (Sheet 3)

Normal entry to the aircraft is through themain entrance door. The swing‐down door
provides a stairway for entry. PUSH thesmall Inner Panel to release Secondary
Lock. PULL the larger Outer Handle (on thebottom) OUT to release the Primary Lock.
The door will freefall to OPEN

d. FORCED ENTRY

D‐24

Figure D‐6. C‐20D/G Gulfstream III/IV Crash Crew Information (Sheet 4)

Glass fragments created when chopping or
cutting windshields in the cockpit area may
cause severe injuries to those in the cockpit.
CUT OUT entry areas as required using power
rescue saw or crash axe.
5. N/A
6. ENGINE/APU SHUTDOWN
a. FUEL BOOST PUMP SWITCHES
LIFT both clear Guards and PLACE all four Fuel
Boost Pump Switches DOWN in OFF position.
b. FUEL COCK LEVERS
PULL both Fuel Cock Levers FULLY AFT to
SHUT position.
c. BATTERY SWITCHESPUSH both BATT 1 and BATT 2 Buttons torelease each from depressed position (“ON” lightshould go out).
d. FIRE T‐HANDLESPULL both Fire T‐Handles.
e. N/Af. N/Ag. APU MASTER SWITCHPLACE APU Master Switch in DOWN (OFF)position.
7. BATTERIES
Batteries are located in the Battery Compartment in
the LH tail section of the aircraft. To further
deactivate batteries, REMOVE Quick Disconnect
Fittings, time permitting.
a. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

4. AIRCRAFT ENTRY (CONT.)abc

8. CREW RELEASE

D‐25

a. N/Ab. N/Ac. RESTRAINTS SUIT BELTS/RELEASE(1) ROTATE Rotary Release Buckle in
EITHER DIRECTION to release
Shoulder Harness, Lap Belt and Crotch
Strap.
(2) PASSENGER — LIFT Buckle Cover torelease Lap Belt (airline type).
d. N/AORIGINALNAVAIR 00‐80R‐14‐1

Figure D‐6. C‐20D/G Gulfstream III/IV Crash Crew Information (Sheet 5)

The pilot and copilot seats are equipped withshoulder harness straps, lap belts, and crotch
straps attached to a rotary release buckle.
The passenger seats have lap belts only.

1. GENERAL AIRCRAFT INFORMATION
a. N/A

Figure D‐7. C‐26 Crash Crew Information (Sheet 1 of 7)

D‐26

b. Oxygen/LOX

49 ft3c. Battery

2 (1 port, 1 starboard)d. FuelInternal 648 gale. OilEngine 8 gal
Hydraulic 8 gal

f. N/Ag. N/A
2. AIRFRAME MATERIALS
a. N/Ab. OtherAcrylicc. Steeld. N/Ae. Aluminumf. N/Ag. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

SPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
6‐Foot Ladder3. AIRCRAFT DANGER AREAS
a. Propeller Danger Zone — 9b. Propeller Turbulence/Engine ExhaustIdle — 18
Max — 40
c. Radar — 6

D‐27

Figure D‐7. C‐26 Crash Crew Information (Sheet 2)

3c.

3a.

3a.

ORIGINALNAVAIR 00‐80R‐14‐1

3b.

Note
The C‐26 is a joint service aircraft used by the
USAF, US Army, US Navy, and State
Department for drug interdiction.
d. ALCOHOL‐WATER (AWI) FLUIDMIXTURE

D‐28

Figure D‐7. C‐26 Crash Crew Information (Sheet 3)

The C‐26 (SA 227‐DC model) uses analcohol‐water mixture composition (CAWI
system) with a quantity of 14 US gallons or
54 liters. The mixture is Methyl Alcohol 40%
and water 60%. Prior to flight the CAWI
tank will be full. The interconnected storage
tanks are located between the fuselage
lower skin and the wing belly panel.
Common plumbing is routed through eachwing leading edge to each engine.

Methyl Alcohol (Methanol) is a violent poisonand can not be made nonpoisonous. In case of
accidental contact, flush with water immediately.
Methanol vapors are toxic and extremely
flammable. Do not smoke, generate sparks, or
expose Methanol to open flame.
e. OXYGEN BOTTLE AND SHUTOFFVALVE LOCATIONThe C‐26 (SA 227‐DC) contains one
oxygen bottle located beneath theequipment rack aft of the aft cargocompartment bulkhead. Oxygen lines arerouted to the pilot and co‐pilot and along theright side of the fuselage to the passengers.
A shut‐off valve is located on eachregulator.

NAVAIR 00‐80R‐14‐1

ORIGINAL

3. AIRCRAFT DANGER AREAS (CONT.)4. AIRCRAFT ENTRY — SA226/227 MODELS
a. NORMAL ENTRY(1) Push in on forward end of entry door
handle. Door is located on forward left
side of aircraft.
(2) Rotate entry door handle down,
clockwise, to open.

D‐29

Figure D‐7. C‐26 Crash Crew Information (Sheet 4)(3) Pull out on door handle. (Door ishinged at the bottom and will rotate out
from the top).
b. N/Ac. EMERGENCY ENTRY(1) The cargo door handle operates sameas the forward entry door handle.
Cargo door must be lifted up to open.
Cargo door is located on aft left side ofaircraft.
(2) Optional bulkhead separates
passenger compartment and cargocompartment. The bulkhead may beremovable and may contain a door.
Can also be used as an emergency
entry and exit.
d. FORCED ENTRY

5. N/AORIGINALNAVAIR 00‐80R‐14‐1(1) Cut along window lines. There are no
cut‐in marks painted on the aircraft.
The area 14 inches above and 3 inches
below the window will offer the least
resistance for forced entry.

a. ENGINE SHUTDOWN(1) Ensure at least one battery switch is
ON (forward position). Battery switches
are located straight forward of pilot's
control column.

D‐30

Figure D‐7. C‐26 Crash Crew Information (Sheet 5)(2) Push stop buttons, located below left
instrument panel. (Approx. 5 inches toright of battery switches.)(3) Place both battery switches to OFF(center) position.
(4) Pull both engine stop and feather
knobs, located on center pedestal justbelow engine controls, full aft. Controls
are red.
b. N/Ac. N/Ad. N/Ae. N/Af. N/Ag. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

6. ENGINE SHUTDOWN

7. BATTERY
Note
Aircraft is equipped with two 24 volt 23 Ah Ni/Cdbatteries.
a. Remove battery access panels from uppersurface of left and right inboard wing.

D‐31

Figure D‐7. C‐26 Crash Crew Information (Sheet 6)

b. Disconnect main battery quick disconnect
by turning battery disconnect knob
counterclockwise.
c. Disconnect minor battery quick
disconnects by turning connectors
counterclockwise.

NAVAIR 00‐80R‐14‐1

ORIGINAL

The pilot and copilot seats are equipped withshoulder harness straps, lap belts, and crotch
straps attached to a rotary release buckle.
The passenger seats have lap belts only.
a. N/Ab. N/Ac. RESTRAINTS SUIT BELTS/RELEASE

D‐32

Figure D‐7. C‐26 Crash Crew Information (Sheet 7)(1) ROTATE Rotary Release Buckle in
EITHER DIRECTION to release
Shoulder Harness, Lap Belt and Crotch
Strap.
(2) PASSENGER — LIFT Buckle Cover torelease Lap Belt (airline type).
d. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASETRAINING AIRCRAFT SYSTEMS AND
CRASH CREW INFORMATION DIAGRAMS SUMMARYOXYGENPNEU SYS

ORDNANCE

EXT

ENG

HYD

LOX

BOTTLE

GAS

AIR

GUN

ALUMINUMSTEELFIBERGLASS

487

204

2

1

10L

SEAT
PAN
(2)

3200
PSI*

NONE

50 CALPOD

MISSILESROCKETS

BOMBS

165

NONE

18.5
QTS

5
QTS

OBOGS

SEAT
PAN
(2)

NONE

NONE

NONE

PYLON EJECTORCARTRIDGES (2)STA.
CANOPYEJECTION SEATS

2

MKUS16LA
EJECTION
SEAT

2

130

NONE

4.4

1 PT

NONE

NONE

N2
3000
PSI

NONE

NONE

NONE

NONE

NONE

1

NONE

2

598

275

2

3.5

5L

NONE

NONE

3000
PSI

NONE

NONE

NONE

PYLON EJECTORCARTRIDGES (2)STA.
CANOPYEJECTION SEATS1NORTHROP
M38

2

ALUMINUMSTEELFIBERGLASS

1087

NONE

4.0

2.0

NONE

77.9FT3
(2)
11FT3

N2
3000
PSI

NONE

NONE

NONE

NONE

NONE

2

NONE

D8
G9
N6

KING AIR

ALUMINUMSTEELFIBERGLASS

388

NONE

2.3

1 PT

NONE

49 FT3

NONE

NONE

NONE

NONE

NONE

NONE

1

NONE

7

GOSHAWKALUMINUMSTEELACRYLICTITANIUMFIBERGLASSCARBONCOMPOSITES

432

0

3.7

4.3

OBOGS

SEAT
PAN
(2)

N2
1300
PSI

0

NONE

ROCKETS

PRAC
BOMBS

PYLON EJECTORCARTRIDGES (2)STA
CANOPYEJECTION SEATS2

MBSJU‐17(V)SERIES

2

T-2

BUCKEYE

T‐6

TEXAN II

T-34C

TURBO
MENTOR

T-38

TALON

T-39

SABRE‐LINER

T‐44

ALUMINUMSTEELFIBERGLASSALUMINUMSTEELFIBERGLASSALUMINUMSTEELMAGNESIUM
FIBERGLASS*Canopy Emergency Jettison

FREE
FALL

PYROTECHNICSBTRY

EJECT SYS

S.O.B.

PYLON EJECTORCARTRIDGES (2)STA.
CANOPYEJECTION SEATS2NORTH AMER
LS-1A

2

ORIGINALNAVAIR 00‐80R‐14‐1

INT

NAME

APPENDIX E

AIRFRAME
MATERIALS

FWD
FIRE

TYPE

T‐45A

OIL (GAL)

Training Aircraft

E‐1

Figure E‐1. Training Aircraft Systems and CCID Summary

FUEL (GAL)1. GENERAL AIRCRAFT INFORMATION

Figure E‐2. T‐2 Buckeye Crash Crew Information (Sheet 1 of 5)

E‐2

a. Armament

2 Wing Stations

b. Oxygen/LOX

10 L

c. Battery

2d. FuelInternal 487 gal
External 204 gale. OilReservoir foreach engine: 1.0 gal
Hydraulic 1.1 gal

f. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

SPECIALS TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe

2. AIRFRAME MATERIALS
a. N/Ab. OtherFiberglassc. Steel

E‐3

Figure E‐2. T‐2 Buckeye Crash Crew Information (Sheet 2)

d. N/Ae. Aluminumf. N/Ag. N/A
3. AIRCRAFT DANGER AREAS
a. Inlet Suction — 15
b. Turbine Blade Failure — 300c. Engine Exhaust — 300
Idle — 40
Max — 65

NAVAIR 00‐80R‐14‐1

ORIGINAL

a. NORMAL ENTRY
An External Electrical Canopy Switch,
located on the LH side of the fuselage,
opens the canopy vertically to full open
position in 7 seconds.

E-4

Figure E-2. T-2 Buckeye Crash Crew Information (Sheet 3)

Do not actuate this switch for emergency
entrance to cockpit. Use of electrical power canignite fuel or other flammable material indamaged aircraft.
b. MANUAL ENTRY
PUSH button and PULL LH External
Canopy Manual Release Handle FULL OUT(90_). PULL canopy AFT about 1 inch torelease internal latches.
MANUALLY RAISE canopy until canopy
falls OFF to either side.
c. EMERGENCY ENTRY
PULL External Canopy Jettison Handle.
Handle is located in circular panel on
LH side of fuselage.
d. FORCED ENTRY
Canopy is made of acrylic plastic and may
be cut with power rescue saw or crash axe.
CUT along canopy frame.

NAVAIR 00-80R-14-1

ORIGINAL

4. AIRCRAFT ENTRY

5. CANOPY SAFETY
a. To prevent accidental discharge ofpneumatic canopy remover tube, INSTALL
safety pins in the Canopy Release Handle
located in the FWD LH corner of eachcockpit.
b. N/A

E‐5

Figure E‐2. T‐2 Buckeye Crash Crew Information (Sheet 4)

6. ENGINE SHUTDOWN
Shut down engine from the FWD cockpit.
a. POWER CONTROL LEVERS
DEPRESS PCL Idle Stop Button if installed.
PULL Power Control Levers AFT and
AROUND DETENT to FULL CLOSED
position.
b. ENGINE MASTER SWITCHESPLACE No. 1 and No. 2 Engine Master
Switches. in OFF position.
c. BATTERY SWITCHPLACE Battery Switch in NORM position.
d. N/Ae. N/Af. N/Ag. N/A
7. BATTERIES

a. N/AORIGINALNAVAIR 00‐80R‐14‐1

Batteries are accessible through access door
located FWD LH side of fuselage below the
canopy. Batteries are equipped with quick
disconnect plugs.

The crewmembers are attached to the seat by
the use of an integrated harness. Additionally,
the oxygen/communication lead is attached tothe survival kit. If crewmembers are warninganti‐G suit a hose will be attached to the LH
side of the seat.

E‐6

Figure E‐2. T‐2 Buckeye Crash Crew Information (Sheet 5)

a. PERSONNEL SERVICE, QUICKDISCONNECT(1) Remove oxygen mask by pulling downon the release tabs on either side ofmask.
(2) To disconnect oxygen/communication
lead, pull up round collar and pull apartconnection.
b. RESTRAINT SUIT BELTS/RELEASE(1) PULL anti‐G suit hose from LH seatfitting.
c. HARNESS STRAPS/LEG RESTRAINTRELEASE(1) Release two lap belt, then two shoulder
harness koch fittings.
d. EMERGENCY RELEASE(1) Actuating the Emergency Release
Handle will free the crewmember fromseat. However, the parachute andsurvival kit will remain attached to thecrewmember.

NAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASESPECIALS TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe
1. GENERAL AIRCRAFT INFORMATION
a. N/A

E‐7

OBOGS
Bailout Bottle (2)(1 in each seat pan)c. Battery

2d. FuelInternal 165 gale. OilEngine 18.5 quarts
Hydraulic 5 quarts

f. N/A
2. AIRFRAME MATERIALS
a. N/Ab. Other:Fiberglassc. Steeld. N/Ae. Aluminumf. N/Ag. N/AORIGINALNAVAIR 00‐80R‐14‐1

Figure E‐3. T‐6A Texan II Crash Crew Information (Sheet 1 of 5)b. Oxygen Bottle

NAVAIR 00‐80R‐14‐1

Propeller/Prop Wash — 10

ORIGINAL

3. AIRCRAFT DANGER AREAS

Figure E‐3. T‐6A Texan II Crash Crew Information (Sheet 2)

E‐8

4. AIRCRAFT ENTRY
a. NORMAL ENTRY
Note
Approach aircraft from left wing. Enter aircraftfrom left side of fuselage where the canopy open
handle is located.
(1) Push unlock button, located forward of
canopy open handle, to unlock canopy.

E‐9

Figure E‐3. T‐6A Texan II Crash Crew Information (Sheet 3)(2) Rotate canopy open handle clockwise to
the open position.
CAUTION

The side opening canopy is not quickly opened.
It has a hydraulic control rod which makes rapid
opening difficult. Use a slow deliberate pushupward. Rapid upward movement will resist the
firefighter or responder.
Note
Canopy is secure when in the full open position
and will not need assitance.
(3) Lift canopy up using the open handle.
(4) Rotate the interior canopy locking
handle located on the left canopy sill, to
the CLOSED/LATCHED position.
(5) Normally, the ejection seat safety pin isstored in the internal canopy locking
handle. Handle can be rotated with pin
installed.
b. N/AORIGINALNAVAIR 00‐80R‐14‐1(6) Safety the ejection seats.

Detonation cord is glued to inside of canopy.
Face away from aircraft when initiating system
due to possibility of flying fragments of canopy
plexiglass.
Note
Canopy fracturing system (CFS) is installed.
Canopy does not jettison.

E‐10

Figure E‐3. T‐6A Texan II Crash Crew Information (Sheet 4)(1) Open external emergency egress door,
located near either wing trailing edge onside fuselage.
(2) Push latch on egress door, located oneither side fuselage under aft canopy sill.
(3) If CFS safety pin is installed, remove pin
and then remove T‐handle by pullingoutward and aft.
(4) Pull T‐handle and lanyard out to full
extension of 10 feet.
(5) Face away and pull sharply to initiate
canopy fracturing system. Bothtransparencies will fracture and fall away.
d. FORCED ENTRY
If CFS system is inoperative, use power
rescue saw or crash ax to gain cockpit entry.
5. CANOPY SAFETY
a. CFS safety pins are stored in the pin
storage box on the aft left cockpit bulkhead.
Remove pins from storage.
b. Insert CFS safety pins in the CFS handles
located on the left consoles in both cockpits.
If canopy can not be opened or fractured, cuthole into canopy opposite interior handle, thenrotate the interior canopy locking handle,
located on the left canopy sill, to theOPEN/UNLATCHED position. Handle can berotated with seat safety pin installed.

NAVAIR 00‐80R‐14‐1

ORIGINAL

4. AIRCRAFT ENTRY (CONT.)c. EMERGENCY ENTRY

E‐11

Figure E‐3. T‐6A Texan II Crash Crew Information (Sheet 5)

6. ENGINE SHUTDOWN
NoteEmergency engine shutdown (to include shutting
off fuel, hydraulics, and bleed air supply via thefirewall shutoff handle), can be accomplished in thefront cockpit only. If the front cockpit is notaccessible and the engine needs to be shutdown,normal engine shutdown can also be
accomplished from the rear cockpit. (In the eventthe front cockpit controls are not accessible ordamaged, and the engine is still running, the PCL
can also be placed to “OFF” from the rear cockpit.)a. FIRE SHUTDOWN(1) Move power control lever (PCL) to idle
and raise finger tab (red lever labeled”Engine Shutoff”), located on theforward side of throttle handle.
(2) Retard power control handle (PCL),
located on left console, to full aft OFF
position.
(3) Remove metal clip and pull emergency
firewall shutoff handle, located on left aftcontrol panel of forward cockpit, to the
UP position.
b. N/Ac. BATTERY
Place battery and generator gang switches,
located on right horizontal control panel, aftor down to OFF position.
d. THROTTLE
f. N/Ag. AUXILIARY POWER

ORIGINAL

Lift up and move auxiliary battery switch,
located right side battery/generator switch
on right console, aft to OFF position.
7. N/ANAVAIR 00‐80R‐14‐1

e. FUEL SELECTOR

Insure safety pins are installed in ejection control
handle of both seats and CFS handles to prevent
inadvertent seat ejection and detonation of the
canopy fracturing system.

E‐12

Figure E‐3. T‐6A Texan II Crash Crew Information (Sheet 6)

a. PERSONNEL SERVICE, QUICKDISCONNECT(1) Remove oxygen mask, if not previously
done.
(2) Disconnect oxygen and emergency
oxygen hoses, located on right side ofcrew member, by pulling hoses apart.
(3) Disconnect communication lead, locatedon oxygen hose, by pulling apart.
b. RESTRAINT SUIT BELTS/RELEASE(1) Disconnect anti‐G suit connection,
located on left side of crew member, by
pulling apart.
(2) Disconnect quick release connector on
right and left leg restraint garters at crew
member's shins by squeezing tabs
inward.
(3) Disconnect survival kit sticker clips fromleft and right torso harness V‐rings.
c. HARNESS STRAPS/LEG RESTRAINTRELEASE(1) Unlatch lap belt connection and lay lap
belt halves aside.
(2) Unlatch right and left parachutefittings/risers from torso harness and lay
shoulder harness straps aside.
Note
Torso harness contains strobe lights with batteries.
(3) Remove crew members carefully while
avoiding entanglement of legs inequipment.
d. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASESPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe
1. GENERAL AIRCRAFT INFORMATION

E‐13

b. Oxygen Bottle

1 — 76ft3

c. Battery

1d. FuelInternal 130 gal

e. OilEngine 4.4 gal
Brake Reservoir 1 pt

f. Pneumatic
System

3000 psi

2. AIRFRAME MATERIALS
a. N/Ab. N/Ac. Steeld. N/Ae. Aluminumf. N/AORIGINAL

g. N/ANAVAIR 00‐80R‐14‐1

Figure E‐4. T‐34C Turbo Mentor Crash Crew Information (Sheet 1 of 5)a. N/A

a. Propeller/Prop Wash — 30
b. Engine Exhaust Idle — 18
Max Power — 30

E‐14

Figure E‐4. T‐34C Turbo Mentor Crash Crew Information (Sheet 2)

4. AIRCRAFT ENTRY
Note Entrance to and egress from both
cockpits is made from the left wing
since canopy handles and the aftcockpit assist step are on the left sideonly.
 The canopy is in three sections: amanually‐operated sliding section overeach cockpit, and a rigid center section.
Each sliding section opens aft and canbe operated independently.
a. NORMAL ENTRY(1) The aft cockpit kick step is located in thefuselage above the trailing edge of theleft wing flap. Access to the step is fromthe wing by kicking in a spring‐loaded
door that is flush with the aircraft
exterior when closed.
(2) ROTATE Canopy Release Locking
Handle CLOCKWISE and PULL Canopy
Section AFT with Handle.
b. N/Ac. EMERGENCY ENTRY (PNEUMATIC)PULL Canopy Release Handle, located on
RH FWD fuselage marked with yellow
Rescue Arrow, to release both sets ofCanopy Rails from fuselage. REMOVE
Canopies.
d. FORCED ENTRY
Canopies are made of acrylic plastic. CUT
around Canopy Frames with power rescue
saw or crash ax.

NAVAIR 00‐80R‐14‐1

ORIGINAL

3. AIRCRAFT DANGER AREAS

5. CANOPY SAFETY
The interior Emergency Canopy Handle
presents no hazard to rescue personnel. A
metal clip holds the Handle securely in place.
a. N/AE‐15

6. ENGINE SHUTDOWN
a. CONDITION LEVER
PULL Condition Lever AFT to OFF position.
b. BATTERY SWITCHPLACE Battery Switch in the OFF position.
c. N/Ad. N/Ae. EMERGENCY FUEL SHUTOFFRAISE Guard, PULL UP on Emergency
Fuel Shutoff Handle.
f. N/Ag. N/A
7. BATTERYThe Battery is accessible through an Access
Door on the RH fuselage just FWD of the
Canopy. The Battery is equipped with a Quick
Disconnect Fitting. DISCONNECT, time
permitting.
a. N/AORIGINALNAVAIR 00‐80R‐14‐1

Figure E‐4. T‐34C Turbo Mentor Crash Crew Information (Sheet 3)

b. N/A

E‐16

Figure E‐4. T‐34C Turbo Mentor Crash Crew Information (Sheet 4)

Pilot seats are equipped with shoulder
harnesses, lap belts, and crotch straps utilizing
a single five point quick disconnect buckle.
Communication leads and oxygen hoses areattached to the RH console and have quick
disconnects. Crewmembers wear NB‐6
backpack parachutes which have static lines
attached to the LH side of the seats with red
spring clips.
a. PERSONNEL SERVICE, QUICKDISCONNECT(1) Remove oxygen mask by pulling downon bayonet fittings on both sides ofmask.
(2) Disconnect communication leads bypulling apart quick disconnect attached
to LH shoulder straps.
Note
Position oxygen mask hose assembly to the RH
console to remit unobstructed path for extractionof crewmember.
b. N/Ac. HARNESS STRAPS/LEG RESTRAINTRELEASE(1) Rotate single point buckle in either
direction to release shoulder harness,lap belt and crotch strap.1234567

NAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASE

8. CREW RELEASE (CONT.) abc. HARNESS STRAPS/LEG RESTRAINTRELEASE (CONT.) (1)E‐17(3) If parachute cannot be released,crewmember may be removed fromaircraft with parachute attached.
Release static line spring clip from LHside of seat before removing
crewmember.
d. N/AORIGINALNAVAIR 00‐80R‐14‐1

Figure E‐4. T‐34C Turbo Mentor Crash Crew Information (Sheet 5)(2) Pull out on three parachute ejector snap
release levers one on each leg and one
on chest.

1. GENERAL AIRCRAFT INFORMATION

Figure E-5. T-38A/C Talon Crash Crew Information (Sheet 1 of 5)

E-18

a. Armament

Gun bays both sides

b. Oxygen/LOX

5L

c. Battery

1d. FuelForward 293 gal
Aft 305 gale. Oil2 1 gal oil reservoirs
on each side of engine

f. N/A
2. AIRFRAME MATERIALS
a. N/Ab. Other
Plexiglass
Magnesiumc. Steeld. Titanium
e. Aluminumf. N/Ag. N/ANAVAIR 00-80R-14-1

ORIGINAL

SPECIAL TOOLS/EQUIPMENT
Dearming Tool
Power Rescue Saw
Safety Pin P/N 50615
Fire Drill II

3. AIRCRAFT DANGER AREAS
a. Engine Air Intake Area — 25
b. Engine Exhaust Idle — 50
Max Power — 200c. Turbine Hazard Area — 1500
d. Pitot Tube Hazard — Unpainted area could
be hot and can puncture

Figure E‐5. T‐38A/C Crash Crew Information (Sheet 2)

E‐19

NAVAIR 00‐80R‐14‐1

ORIGINAL

a. NORMAL ENTRY(1) Push latches to open door, located onleft side of fuselage.
CAUTION

Opening canopy under windy conditions could
cause inadvertant canopy separation from aircraft.

E-20

Figure E-5. T-38A/C Talon Crash Crew Information (Sheet 3)(2) Pull handle(s) out until engaged androtate clockwise to unlock and raise
canopy, give canopy assistance whilerotating handle.
Note
Canopies are secure when raised to full open
position.
b. N/Ac. EMERGENCY ENTRY(1) Push latch on canopy jettison accessdoor, located on left and right side offorward fuselage, to open.
(2) Pull canopy jettison D-handle,
approximately 6 feet to jettison both
canopies.
d. FORCED ENTRY
Cut canopy along canopy frame on all 4
sides.
5. CANOPY SAFETY

If emergency canopy jettisonT-handle has been
actuated, but canopy has not jettisoned, cut
canopy hose at top aft of seat structure to prevent
inadvertant canopy jettison.
a. N/Ab. N/ANAVAIR 00-80R-14-1

ORIGINAL

4. AIRCRAFT ENTRY

6. ENGINE SHUTDOWN
NoteAETC operated aircraft have a throttle gate
installed on the aft portion of the throttle console
in the forward cockpit. The throttle gate must be
disengaged prior to proceeding.
a. N/Ab. N/Ac. BATTERY

E-21

Figure E-5. T-38A/C Crash Crew Information (Sheet 4)

Place battery switch, located on rightvertical control panel, down to OFF position.
Note
D Engines can be throttled to idle from rear
cockpit.
D If engines fail to shutdown, turn battery
switch ON and place fuel shutoff switches,
located on left vertical panel, to CLOSED
position. Place battery switch to OFF
position.
d. THROTTLE(1) For AETC aircraft only: Disengage
throttle gate by pushing the red releasearm inboard (toward ejection seat).
(2) For conventional aircraft: Raise finger lift
and retard throttle, located on left
console panel, to full aft OFF position.
e. FUEL SELECTOR

f. N/Ag. N/AORIGINAL

7. BATTERY
Battery is located right side access.

NAVAIR 00-80R-14-1

Push red guards down and place fuelshutoff switches to closed position. Wait 10
seconds for fuel valve to operate.

The crewmembers are attached to the seat byshoulder straps which are attached to the lap
belt by a quick release fitting. Additionally,
there are oxygen/communication leads andanti‐G suit hose attachments.

E‐22

Figure E‐5. T‐38A/C Crash Crew Information (Sheet 5)

a. PERSONNEL SERVICE, QUICKDISCONNECT(1) Remove oxygen mask by PULLINGDOWN on release tabs on either side ofmask.
(2) Disconnect oxygen hose and commu‐
nication lead at disconnection points.
b. RESTRAINT SUIT BELTS/RELEASE
PULL anti‐G suit hose from fitting connectedto the LH side of seat.
c. HARNESS STRAPS/LEG RESTRAINTRELEASE(1) Release both parachute riser straps.
(2) SQUEEZE and RAISE Manual Release
Lever on lap belt buckle.
Note
The survival kit disconnect buckles may be
obscured from view.
Locate lap belt and follow it to the generalarea of the Survival Kit disconnect buckles.
PRESS Push to Release tab in center of
each buckle to release.

NAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASE

8. CREW RELEASE (CONT.)
d. EMERGENCY RELEASE(1) RESTRAINTSSQUEEZE and RAISE Manual Release
Lever on lap belt buckle.
(2) EMERGENCY RELEASE HANDLE

E‐23

Figure E‐5. T‐38A/C Crash Crew Information (Sheet 6)

The Emergency Release Handle (see illustration
8d(2).) looks similar to the Ejection Seat Firing
Handles and may be obscured by the pilot's rightleg. DO NOT pull the Ejection Seat Firing Handle.
This may be fatal to crewmembers and rescue
personnel.
(a) PULL Emergency Release Handle
with pilot's weight on seat. Parachute
will remain attached.
Note
Ensure parachute ripcord does not snag whenremoving pilot from cockpit.

NAVAIR 00‐80R‐14‐1

ORIGINAL

1. GENERAL AIRCRAFT INFORMATION
a. N/A

Figure E‐6. T‐39 Sabreliner Crash Crew Information (Sheet 1 of 5)

E‐24

b. Oxygen/LOX

78.4 ft3

c. Battery

2d. FuelInternal 1100 gal

e. OilEngine 3.2 gal
Hydraulic 2.6 gal

f. Pneumatic
System

3000 PSI

2. AIRFRAME MATERIALS
a. N/Ab. OtherFiberglass/Magnesiumc. Steeld. N/Ae. Aluminumf. N/Ag. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

SPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe

3. AIRCRAFT DANGER AREAS
a. Inlet Suction — 12
b. Turbine Blade Failure — 300c. Engine ExhaustIdle — 60Max — 100E‐25

Figure E‐6. T‐39 Sabreliner Crash Crew Information (Sheet 2)

d. Radiation
FWD 110 Arc — 150

NAVAIR 00‐80R‐14‐1

ORIGINAL

a. NORMAL ENTRY

E‐26

Figure E‐6. T‐39 Sabreliner Crash Crew Information (Sheet 3)

TURN Rotary Latch, located FWD LH sideof fuselage, One Quarter Turn
COUNTERCLOCKWISE to UNLOCK Main
Entrance Door. APPLY EVEN PRESSURE
on lower section of door. Door will moveinward several inches and then top of door
will rotate outward and start a downward
swing. When door starts downward
movement, SUPPORT door and LOWER
to extended position.
b. N/Ac. EMERGENCY ENTRY
If the Main Entrance Doorway is
inaccessible, enter through the GroundEscape Hatch located on RH side offuselage just FWD of the engine intake.

This entrance lies within the danger
area for the engine intake suction area.
PUSH Release Button, located RH side offuselage over wing, and PULL handle tounlock escape hatch. PUSH escape hatch
IN to gain entry.
d. FORCED ENTRY
If the door or escape hatch areinaccessible, the chopping or cutting areathat would offer the least resistance is thearea immediately AFT of the Main
Entrance Doorway. This area may or may
not be marked on the aircraft.
5. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

4. AIRCRAFT ENTRY

6. ENGINE SHUTDOWN
a. ENGINE MASTER SWITCHESPLACE Electrical Master Switch in OFF
position (positive lock type).
b. ELECTRICAL MASTER SWITCH

E‐27

Figure E‐6. T‐39 Sabreliner Crash Crew Information (Sheet 4)

PLACE Electrical Master Switch in OFF
position (positive lock type).
c. BATTERY SWITCHPLACE Battery Switch in OFF position.
d. THROTTLE
DEPRESS Throttle Safety Latches and
RETARD Throttles to CLOSE position.
e. N/Af. N/Ag. N/A
7. BATTERY
Two batteries are located in the AFT fuselage
compartment and are accessible through the
AFT compartment access door. This door will
be inaccessible if the aircraft is on its belly.
a. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

The pilot and copilot are attached to theseats by shoulder harnesses and lap belts.
Passengers and crew have lap belts only.
a. N/Ab. RESTRAINT SUIT BELTS/RELEASE

E‐28

Figure E‐6. T‐39 Sabreliner Crash Crew Information (Sheet 5)(1) Lift quick disconnect lever to releaseshoulder harnesses and lap belt.
(2) PASSENGER; Lift buckle cover torelease lap belt (airline type).
c. N/Ad. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASESPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe
1. GENERAL AIRCRAFT INFORMATION
a. N/A49 ft3c. Battery

1d. FuelInternal 388 gale. OilEngine 2.3 gal
Hydraulic 1 pt

f. N/A
2. AIRFRAME MATERIALS
a. N/Ab. OtherFiberglass/Magnesiumc. Steeld. N/Ae. Aluminumf. N/Ag. N/AORIGINALNAVAIR 00‐80R‐14‐1

Figure E‐7. T‐44A King Air Crash Crew Information (Sheet 1 of 4)

E‐29

b. Oxygen/LOX

a. Propeller Danger Zone — 15
b. Engine Exhaust — 20
c. Radiation FWD 180 Arc — 18
4. AIRCRAFT ENTRY

E‐30

Figure E‐7. T‐44A King Air Crash Crew Information (Sheet 2)

a. NORMAL ENTRY
Normal entry is through the cabin door
located AFT of the wing on the LH side of
the fuselage. PRESS button behind thehandle and ROTATE the handle
CLOCKWISE to OPEN.
b. N/Ac. EMERGENCY/FORCED ENTRY
The Emergency Exit Hatch is located on
RH side of fuselage. Using crash axe,
BREAK window. REACH through,
REMOVE cover over release handle.
PRESS pushbutton below handle. PULL
handle INWARD and UP to release hatch.
d. N/A
5. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

3. AIRCRAFT DANGER AREAS

6. ENGINE SHUTDOWN
a. CONDITION LEVERS
MOVE Condition Levers AFT to CUT-OFF
position.
b. N/Ac. BATTERY SWITCH

E-31

Figure E-7. T-44A King Air Crash Crew Information (Sheet 3)

PLACE Battery Switch in the OFF position
by MOVING Master Gang Bar AFT.
d. N/Ae. FUEL VALVE SWITCHESPLACE Fuel Valve Switches in CLOSED
position by RAISING guards and MOVING
switches DOWN.
f. N/Ag. N/A
7. BATTERY
The battery is located in the top of the rightwing center section and equipped with a quick
disconnect plug.
a. N/ANAVAIR 00-80R-14-1

ORIGINAL

The pilot and copilot are attached to the seatsby shoulder harnesses and lap belts.
Passengers have lap belts only.
a. N/Ab. RESTRAINT SUIT BELTS/RELEASE

E‐32

Figure E‐7. T‐44A King Air Crash Crew Information (Sheet 4)

Lift buckle cover to release shoulder
harnesses and lap belt.
c. N/Ad. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASESPECIAL TOOLSIEQUIPMENT
Power Rescue Saw
Crash Axe
1. GENERAL AIRCRAFT INFORMATION
2 Wing Stations
Practice Bombs
Rockets
Pylon Ejector
Cartridges

b. Oxygen

OBOGS
Bailout Bottle (2)(1 in each seat pan)c. Battery

2d. FuelInternal 433 gale. Oil/Hydraulic

2 Reservoirs

f. Pneumatic
System

3,000 PSI

ORIGINALNAVAIR 00‐80R‐14‐1

Figure E‐8. T‐45A Goshawk Crash Crew Information (Sheet 1 of 6)

E‐33

a. Armament

a. Graphite Epoxy
MLG Inboard DoorsSlat Control Rods
(Inside Wing Leading Edge)

E‐34

Figure E‐8. T‐45A Goshawk Crash Crew Information (Sheet 2)

b. N/Ac. Steeld. N/Ae. Aluminumf. Carbon Epoxy
g. N/A
3. AIRCRAFT DANGER AREAS
a. Intake Area
MRT — 20 feet
Idle — 5 feetb. GTS Exhaust (top)c. Turbine FailureOutboard between wing and stabilator
d. Engine ExhaustIdle — 40 feet
MRT — 100 feete. Rocket wd Fire Zone (2 places)
f. Rocket Exhaust Zone (2 places)

NAVAIR 00‐80R‐14‐1

ORIGINAL

2. AIRFRAME MATERIALS

4. AIRCRAFT ENTRY
a. NORMAL ENTRY

E‐35

Figure E‐8. T‐45A Goshawk Crash Crew Information (Sheet 3)

Access to cockpit in normal operation isgained by using the side opening canopy's
external handle. A retractable footstep, toekick‐in footstep, two pullout
footsteps/handholds, a nonskid footstep,and two handholds are available forforward and aft cockpit entry.
(1) PRESS Canopy External Handle
release button.
(2) ROTATE Canopy External Handle
CLOCKWISE and LIFT canopy.
b. N/Ac. EMERGENCY ENTRY
Access to the cockpit can be gained inemergency situations by manually opening
canopy external handle; however, if thisproves impossible, canopy can be
shattered by aircrew operation of mild
detonating cords (MDC). 123

 The canopy pyrotechnic (MDC)
should not be used if flammableliquids or fumes are present in area.

ORIGINALNAVAIR 00‐80R‐14‐1

 Particles from a blown canopy may
exceed 3 square inches and cover a
blast radius area of over 25 feet.

d. FORCED ENTRY
Canopy is acrylic plastic and may be cut
with power rescue saw or shattered by
impact with crash axe. Cut along canopy
frame.

E‐36

Figure E‐8. T‐45A Goshawk Crash Crew Information (Sheet 4)

Do not cut into canopy SMDC initiatorassembly on the right side of canopy.
This could detonate the canopy
fracturing pyrotechnics.
5. CANOPY SAFETY PROCEDURES
Remove streamers and safety pins from map
case containers and install in MDC firinghandle (both cockpits).

With safety pins installed, canopy
initiators can still be ignited bystepping on or leaning on Initiator
Assembly or cover.
a. N/Ab. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

4. AIRCRAFT ENTRY (CONT.) abc

6. ENGINE/GTS SHUTDOWN
a. N/Ab. N/Ac. BATTERY SWITCHES

E-37

Figure E-8. T-45A Goshawk Crash Crew Information (Sheet 5)

PLACE BATT 1 and BATT 2 switches in
OFF positiond. THROTTLE
MOVE throttle AFT to stop, then RAISE
finger lift and MOVE throttle AFT to OFF
position (either cockpit).
e. FUEL SHUTOFFPRESS release button on top of Fuel
Shutoff Handle and PULL handle up (front
cockpit only).
f. N/Ag. GTSPLACE the Engine Start Switch in OFF
position (both cockpits).
7. N/ANAVAIR 00-80R-14-1

ORIGINAL

Each crewmember is attached to the seat by
the use of an integrated harness and leg
restraints. Additionally, theoxygen/communication lead is attached tosurvival kit. If crewmember is wearing ananti‐G suit a hose will be attached to an outlet
on left console.

E‐38

Figure E‐8. T‐45A Goshawk Crash Crew Information (Sheet 6)

a. PERSONAL SERVICE, QUICKDISCONNECT(1) Remove oxygen mask by pulling downon the release tabs on either side ofmask.
(2) Disconnect oxygen/communication
lead at survival kit. Grasp knurled fitting
on hose and pull up to disconnect.
b. RESTRAINT SUIT BELTS/RELEASE
Pull anti‐G suit hose from left console.
c. HARNESS STRAPS/LEG RESTRAINTRELEASE(1) Leg garter is secured around leg by aquick disconnect. Leg restraints lines
attach to garter using the same typesof quick disconnect.
(2) Support pilot, release two (2) lap belts,
than two (2) shoulder harness Kochfittings or cut webbing and remove pilot
from cockpit.
d. EMERGENCY RELEASE(1) Press thumb button on Emergency
restraint release handle (right side ofseat) and pull handle up. This positions
safe/armed handle in safe position andrelease lower leg restraint lines.
However, the parachute and survival kit
remain attached to crewmember.
Repeating step 8c.(2) will releaseparachute and survival kit.

NAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASEHELICOPTER AIRCRAFT SYSTEMS AND
CRASH CREW INFORMATION DIAGRAMS SUMMARYOIL (GAL)OXYGENORDNANCE

SEA
COBRA

304

(2) 100
OR(2) 75

3.7

3.4

NONE

N2
3000
PSI

20 MM

AH‐1Z

SUPER
COBRA

ALUMINUMSTEEL
TITANIUMFIBERGLASS

403(2) 100
OR(2) 75

14 QT

10.8 QT

NONE

N2
3000
PSI

UH‐1/
HH‐1

IROQUOIS/HUEY

ALUMINUMSTEELFIBERGLASS

212

NONE

3.3

3

NONE

UH‐1Y

IROQUOIS/HUEY

ALUMINUMSTEELCARBON FIBER

385

(2)
77

14 QT

10.8

H‐3

SEA KING

ALUMINUMSTEEL
TITANIUMFIBERGLASS

831

(2)
110

18.6

H‐46

SEA
KNIGHTALUMINUMSTEEL
TITANIUMFIBERGLASS380
HH‐46DAUX 729

NONE

H‐53D

SEA
STALLION

ALUMINUMSTEEL
TITANIUMFIBERGLASS

638

1300

H‐53E

SUPER
SEA
STALLION/SEA DRAGONALUMINUM
STEEL
GPH EPOXYTITANIUMFIBERGLASSKEVLAR

MH‐53
3212
CH‐53
977

TH‐57

SEA
RANGERALUMINUMSTEELFIBERGLASS

H‐60

SEAHAWKALUMINUM
STEEL
GPH EPOXYTITANIUMFIBERGLASSKEVLAR

INT

EXT

ENG

HYD

BOTTLEFREE FALLPYROTECHNICS

BTRY

S.O.B.

MISSILESROCKETSNONEPYLON EJECTORCARTRIDGES(4)STA.
CHAFF/FLARESCANOPIES

2

2

20 MM

MISSILESROCKETSNONEPYLON EJECTORCARTRIDGES(4)STA.
CHAFF/FLARESCANOPIES

1

2

N2
1500
PSI

GAV‐2B/A
M‐60
50 CAL

NONE

NONE

CHAFF/FLARES

1

15

NONE

N2
3000
PSI

GAV‐2B/A
M‐60
50 CALMISSILESROCKETSNONE

CHAFF/FLARES

1

12

2

NONE

N2
3000
PSI

NONE

NONE

NONE

SMOKE MARKERS

1

5

13 E

5.8 E

(2)
295 IN3(CH‐46E)

N2
3000
PSI

(2) 50 CAL
OR(2) M‐60

NONE

NONE

CHAFF/FLARES(CH‐46E)

1

28

8

6.5

NONE

N2
3000
PSI

(2)
50 CALNONE

NONE(2) EXT FUEL TANKEJECTOR CARTRIDGESCHAFF/FLARES

0

41

CH‐53
1300

11.7

MH‐53
9.3
CH‐53
6.5

NONE

N2
3000
PSI

(2) 50 CAL

NONE

NONE

PYLON EJECTORCARTRIDGES (4) STA
CHAFF/FLARESUTILITY HOIST CART.
SINGLE PT CARGOHOOK CART

MH‐53
3
CH‐53
1

58

91

NONE

5.5
QTS

1.0
PT

NONE

NONE

NONE

NONE

NONE

NONE

TH‐57B1
TH‐57C
2

5

590

320

10.8

3
CT

NONE

N2
3000
PSI

GAU‐16GAU 21
M240
M240D
M60

HELLFIRE

MK 46
MK 50
TORPEDOESSONOBUOYSMOKE MARKERS

1

MH‐60S —16
SH‐60B — 5
H‐60F — 6
H‐60H — 11
MH‐60R — 7

GUN

FWD FIRE

NAVAIR 00‐80R‐14‐1

AH‐1

ALUMINUMSTEEL
TITANIUMFIBERGLASSAPPENDIX FORIGINAL

NAME

TYPE

PNEU
SYS

Rotary‐Wing Aircraft

F‐1

Figure F‐1. Helicopter Systems and CCID Summary

FUEL (GAL)AIRFRAME
MATERIALS

F‐2

Figure F‐2. Typical Rotor Blade Cross‐Section (Sheet 1 of 2)

2. The helicopter main rotor blade
construction consists of the following
material:a. Graphite Epoxy
b. OtherFiberglass
NickelRubberc. N/Ad. Titanium
e. Aluminum

NAVAIR 00‐80R‐14‐1

ORIGINAL

HELICOPTER MAIN ROTOR BLADECONSTRUCTION (TYPICAL)
1. The main rotor blades of a helicopter
have titanium spars with Nomex coresand fiberglass/graphite outer skin. The
low weight, high strength ratio of thesematerials, combined with unlimited
configuration possibilities make them
ideal for use in naval aircraft.

HELICOPTER TAIL ROTOR BLADECONSTRUCTION (TYPICAL)
1. Helicopter tail rotor blades are constructedof laminated composite materials which
are reinforced with carbon/graphite fibers.
This material provides superior stiffness,high strength to weight ratio, and the easeof fabrication.

F‐3

Figure F‐2. Typical Rotor Blade Cross‐Section (Sheet 2)

2. The helicopter tail rotor blade construction
consists of the following material:
a. Graphite Epoxy
b. OtherFiberglass
Rubberc. N/Ad. Titanium
e. Aluminum

NAVAIR 00‐80R‐14‐1

ORIGINAL

1. GENERAL AIRCRAFT INFORMATION

F‐4

Figure F‐3. AH‐1W Super Cobra Crash Crew Information (Sheet 1 of 5)a. Armament

4 Stub Wing Stations
20mm Nose Gun
Chaff/Flares Ejector
cartridges (TMS)

b. N/Ac. Battery

2 (1 port and1 starboard side
battery compartment)

d. FuelInternal 304 gal
External two 100 gal
and/or two 77 gal
aux tanks

e. OilEngine 3.6 gal
Hydraulic 3.4 gal
Transmission 11.6 gal
C‐Box/Combining
Gearbox 20 qts

f. Pneumatic
System

2000 PSINAVAIR 00‐80R‐14‐1

ORIGINAL

SPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe

2. AIRFRAME MATERIALS
a. Composite Materials (See Legend)b. OtherFiberglass

F‐5d. Titanium
e. Aluminumf. N/Ag. N/A
3. AIRCRAFT DANGER AREAS
a. Inlet Suction — 6b. Turbine blade Failure — 300c. Engine Exhaust — 24
d. Nose Gun
220 Pattern FWD of Gun
50 Below Horizontal Plane30 Above Horizontal Planee. Missile Exhaustf. Missile FWD Fire Zone
g. Rotors

ORIGINAL

h. Chaff/Flares

NAVAIR 00‐80R‐14‐1

Figure F‐3. AH‐1W Super Cobra Crash Crew Information (Sheet 2)

c. Steela. NORMAL ENTRY

F‐6

Figure F‐3. AH‐1W Super Cobra Crash Crew Information (Sheet 3)

The pilot canopy door opening is on the RH
side and the copilot/gunner door is on LH
side. Both doors are pneumatically opened
and closed from outside. To open eitherdoor, TURN door handle and it willautomatically raise to full open position.
b. N/Ac. EMERGENCY ENTRY
The external canopy jettison system islocated in the nose of the aircraft. OPEN
access door, REMOVE safety pin fromarm/fire mechanism, ROTATE ring 90
COUNTERCLOCKWISE, and PULL ring toshatter windows.

 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 ft of aircraft could be
injured by debris when jettison system is used.
d. FORCED ENTRY
Canopies are made of acrylic plastic andmay be cut using a power rescue saw or
crash axe. CUT along canopy frames.
5. CANOPY SAFETY
Canopies have a linear explosive system used
to cut the windows from support structure for
emergency entrance or exit.
a. N/Ab. JETTISON HANDLE
To safe canopy, INSERT safety pins in pilot's
and copilot/gunner's Canopy Jettison Handle.

NAVAIR 00‐80R‐14‐1

ORIGINAL

4. AIRCRAFT ENTRY

6. ENGINE SHUTDOWN (NORMAL)
a. N/Ab. N/Ac. BATTERY SWITCHESPLACE Battery Switches in OFF position.

F‐7

MOVE Idle Stop Release Switch to Engine
1 position and CLOSE Throttle for Engine 1
by TURNING grip to the Right. REPEAT
procedure for Engine 2.
Note
Close throttle within 5 seconds after actuatingidle stop release.
e. FUEL SHUTOFF SWITCHESPLACE both Engine 1 and 2 Fuel Shutoff
Switches in OFF position.
f. N/Ag. N/A 12345
6. ENGINE SHUTDOWN (EMERGENCY)
a. FIRE PULL HANDLESPULL both number 1 and number 2 Fire Pull
Handles.
b. N/Ac. BATTERY SWITCHESPLACE Battery Switches in OFF position.
d. N/Ae. N/Af. N/Ag. N/AORIGINAL

7. BATTERY(ies)Disconnect if time permits.
a. N/ANAVAIR 00‐80R‐14‐1

Figure F‐3. AH‐1W Super Cobra Crash Crew Information (Sheet 4)d. IDLE STOP RELEASESWITCH/THROTTLESPilot and copilot/gunner are attached to theseats by shoulder harnesses secured to lap
belts with quick disconnects.

F‐8

Figure F‐3. AH‐1W Super Cobra Crash Crew Information (Sheet 5)

a. PERSONNEL SERVICE, QUICKDISCONNECT(1) TWIST quick disconnect lever torelease shoulder harnesses and lap
belt.
(2) MICROPHONE CORD: Disconnect
microphone cord prior to lifting
crewman from seat.
b. N/Ac. N/Ad. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASESPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe
1. GENERAL AIRCRAFT INFORMATION

F‐9

2 Wing Tip Stations
(AIM‐9)
4 Stub Wing Stations
20mm Nose Gun
Chaff/Flares
Ejector Cartridges
(TMS)

b. N/Ac. Battery

1 LH Side of Battery
Compartment

d. FuelInternal 403 gal
External two 100 gal
or
two 77 gale. OilEngine 14 qt
Hydraulic 10.8 qt
Transmission 18.9 qt
Combining Gearbox
18.4 qt

f. Pneumatic
System

3000 psi

ORIGINALNAVAIR 00‐80R‐14‐1

Figure F‐4. AH‐1Z Super Cobra Crash Crew Information (Sheet 1 of 5)a. Armament

a. N/Ab. Other
Carbon Fiber
Composite Materials

F‐10

Figure F‐4. AH‐1Z Super Cobra Crash Crew Information (Sheet 2)

c. Steeld. N/Ae. Aluminumf. N/Ag. N/A
3. AIRCRAFT DANGER AREAS
a. Inlet Suction — 6b. Turbine Blade Failure — 300c. Engine Exhaust — 24
d. Nose Gun220 Pattern FWD of Gun
50 Below Horizontal Plane30 Above Horizontal Planee. Missle Exhaustf. Missle FWD Fire Zone
g. Rotors

h. Chaff/Flares

NAVAIR 00‐80R‐14‐1

ORIGINAL

2. AIRFRAME MATERIALS

4. AIRCRAFT ENTRY
a. NORMAL ENTRY

F‐11

b. N/Ac. EMERGENCY ENTRY
The external canopy jettison system is locatedin the nose of the aircraft. OPEN access door,
REMOVE safety pin from arm/fire mechanism,
ROTATE ring 90 COUNTERCLOCKWISE,
and PULL ring to shatter windows.

 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 ft of aircraft could be
injured by debris when jettison system is used.
d. FORCED ENTRY
Canopies are made of acrylic plastic and may
be cut using a power rescue saw or crash axe.
CUT along canopy frames.
5. CANOPY SAFETY
Canopies have a linear explosive system used to
cut the windows from support structure for
emergency entrance or exit.
a. N/AORIGINAL

b. JETTISON HANDLE
To safety canopy, INSERT safety pins in pilot's
and copilot/gunner's Canopy Jettison Handle.

NAVAIR 00‐80R‐14‐1

Figure F‐4. AH‐1Y Super Cobra Crash Crew Information (Sheet 3)

The pilot canopy door opening is on the RH
side and the copilot/gunner door is on the LH
side. Both doors are pneumatically opened
and closed from outside. To open either door,
TURN door handle and it will automaticallyraise to full open position.

a. N/Ab. N/Ac. BATTERY PUSH BUTTONPUSH Battery button off.
d. IDLE STOP RELEASE SWITCH/THROTTLES

F‐12Figure F‐4. AH‐1Z Super Cobra Crash Crew Information (Sheet 4)

MOVE Idle Stop Release to Engine 1 position(left) and CLOSE Throttle for Engine 1 by
TURNING grip to the right. MOVE Idle Stop
Release to Engine 2 position (right) and
CLOSE Throttle for Engine 2 by TURNING grip
to the right.
Note
Close throttle within 5 seconds after actuating idle
stop release.
e. FUEL SHUTOFF PUSH BUTTONSLIFT clear button covers and PUSH fuel shutoff
buttons for Engine 1 and 2.
f. N/Ag. N/A 12345
6. ENGINE SHUTDOWN (FIRE EMERGENCY)
a. FIRE PUSH BUTTON ANNUNCIATORS
LIFT Engine 1 and 2 clear fire button covers
and PUSH fire buttons. ARMED light on bothpush buttons will illuminate, and the READY
light will illuminate on the discharge button.
PUSH discharge button to discharge fire bottle.
b. N/Ac. BATTERY BUTTONPUSH Battery button off.
d. N/Ae. N/Af. N/Ag. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

6. ENGINE SHUTDOWN (NORMAL)

7. BATTERY
Disconnect if time permits
a. N/A
8. CREW RELEASE

F‐13

a. PERSONNEL SERVICE, QUICKDISCONNECT(1) TWIST quick disconnect lever to releaseshoulder harness and lap belt.
(2) HELMET CORDS: DISCONNECT
microphone and helmet cords prior tolifting pilot from seat.
b. N/Ac. N/Ad. N/AORIGINALNAVAIR 00‐80R‐14‐1

Figure F‐4. AH‐1Z Super Cobra Crash Crew Information (Sheet 5)

Pilot and copilot/gunner are attached to theseats by shoulder harnesses secured to lap
belts with quick disconnects.

1. GENERAL AIRCRAFT INFORMATION

F‐14

Figure F‐5. UH‐1N Iroquois/Huey Crash Crew Information (Sheet 1 of 4)a. Armament

GAU‐16A (50 cal)GAU‐17/A (7.62mm)
M240D (7.62mm)
Rocket LAU‐68

b. N/Ac. Battery

1d. FuelInternal 212/242 gal
Auxiliary Tanks
165 or 350 gal

e. OilEngine 3.25 gal
Hydraulic 4 pt
Transmission 2.35 gal

f. Pneumatic
System

1500 PSI

2. AIRFRAME MATERIALS
a. N/Ab. OtherFiberglassc. Steeld. N/Ae. Aluminumf. N/Ag. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

SPECIAL TOOLSIEQUIPMENT
Power Rescue Saw
Crash Axe

3. AIRCRAFT DANGER AREAS
a. Inlet Suction — 6b. Turbine Blade Failure — 300c. Engine Exhaust — 23
d. Rotors

F‐15

e. Guns(1) GAU‐16A — 172(2) GAU‐17A — 176(3) M240D — 172f. Chaff/Flares
4. AIRCRAFT ENTRY
a. NORMAL ENTRY(1) ROTATE Crew Door Handle, PULL OUT
and FWD to open door (both sides).
(2) ROTATE Passenger Cargo Door Handle
DOWN and SLIDE door AFT to open
(both sides).
b. N/Ac. EMERGENCY ENTRY
If the pilot/copilot crew exits are jammed andaccess cannot be gained through thepassengers' exits, SLIDE or BREAK the pilot
or copilot windows, REACH FWD and PULL
jettison able door release. If the doors do notjettison, BREAK the windshield or any otherwindows to gain entrance.

ORIGINAL

d. FORCED ENTRY
Windows are made of acrylic plastic and may
be cut using a power rescue saw or crashaxe. CUT along window frames.

NAVAIR 00‐80R‐14‐1

Figure F‐5. UH‐1N Iroquois/Huey Crash Crew Information (Sheet 2)

Rotor blade may flap down as low as 5 feet.

6. ENGINE SHUTDOWN
a. CYCLE CONTROL STICKCENTER either Cycle Control Stick and
HOLD.

F‐16

Figure F‐5. UH‐1N Iroquois/Huey Crash Crew Information (Sheet 3)

b. COLLECTIVE PITCH LEVER
PUSH the Collective Pitch Lever Down into
DOWN LOCK.
c. BATTERY SWITCHPLACE Battery Switch in OFF position.
d. THROTTLES/ENGINE IDLE RELEASESTOP SWITCHESENGAGE Engine 1 Idle Release Stop
Switch (on pilot's collective only) then
CLOSE Throttle 1 by TWISTING grip to
RIGHT to shut down engine 1. REPEAT
procedure for engine 2.
e. FUEL SHUTOFF SWITCHESPLACE Engine 1, Engine 2, and Crossfeed
Fuel Control Switches in OFF position.
f. ROTOR BRAKE
PULL DOWN on Rotor Brake Actuator
Handle to position of greatest pressure and
HOLD until rotor stops turning.
g. N/A
7. BATTERY
Battery is located in the nose compartment.
Disconnect, time permitting.
a. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

5. N/A8. CREW RELEASE
The pilot/copilot are attached to the seats byshoulder harnesses secured to lap belt withquick disconnects. Passengers have lap belts
only.

F‐17

(1) LIFT quick disconnect lever to releaseshoulder harnesses and lap belt.
(2) PASSENGER: LIFT buckle cover torelease lap belt (airline type).
b. N/Ac. N/Ad. N/AORIGINALNAVAIR 00‐80R‐14‐1

Figure F‐5. UH‐1N Iroquois/HueyCrash Crew Information (Sheet 4)

a. PERSONNEL SERVICE, QUICKDISCONNECT

1. GENERAL AIRCRAFT INFORMATION

F‐18

Figure F‐6. UH‐1Y Super Cobra Crash Crew Information (Sheet 1 of 5)a. Armament

GAU‐16 (.50)
GAU‐17 (7.62)
M240 (7.62)
Rocket Pods
Chaffs/Flares
Ejector Cartridges
(TMS)

b. N/Ac. Battery

1 Nose Compartment

d. FuelInternal 385 gal
External two 77 gale. OilEngine 14 qt
Hydraulic 10.8 qt
Transmission 18.9 qt
Combining Gearbox
18.4 qt

f. Pneumatic
System

3000 psi

NAVAIR 00‐80R‐14‐1

ORIGINAL

SPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe

2. AIRFRAME MATERIALS
a. N/Ab. Other
Carbon Fiber
Composite Materials

F‐19

d. N/Ae. Aluminumf. N/Ag. N/A
3. AIRCRAFT DANGER AREAS
a. Inlet Suction — 6b. Turbine Blade Failure — 300c. Engine Exhaust — 24
d. Guns(1) GAU‐16 — 172(2) GAU‐17 — 176(3) M240 — 172e. Rocket Exhaustf. Rocket FWD Fire Zone
g. Rotors

ORIGINAL

h. Chaff/Flares

NAVAIR 00‐80R‐14‐1

Figure F‐6. UH‐1Y Super Cobra Crash Crew Information (Sheet 2)

c. Steela. NORMAL ENTRY(1) ROTATE Crew Door Handle, PULL OUT
and FWD to open door (both sides).

F‐20

Figure F‐6. UH‐1Y Super Cobra Crash Crew Information (Sheet 3)(2) ROTATE Passenger Cargo Door Handle
DOWN and SLIDE door AFT to open
(both sides).
b. N/Ac. EMERGENCY ENTRY
If the pilot/copilot crew exits are jammed
and access cannot be gained through thepassengers' exits, SLIDE or BREAK thepilot or copilot windows, REACH FWD and
PULL jettisonable door release. If the doors
do not jettison, BREAK the windshield or
any other windows to gain entrance.
d. FORCED ENTRY
Windows are made of acrylic plastic andmay be cut using a power rescue saw or
crash axe. CUT along window frames.
5. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

4. AIRCRAFT ENTRY

6. ENGINE SHUTDOWN (NORMAL)
a. N/Ab. N/Ac. BATTERY PUSH BUTTONPUSH Battery button off.
d. IDLE STOP RELEASE SWITCH/THROTTLES

F‐21

e. FUEL SHUTOFF PUSH BUTTONSLIFT clear button covers and PUSH fuel shutoff
buttons for Engine 1 and 2.
f. N/Ag. N/A 12345
6. ENGINE SHUTDOWN (FIRE EMERGENCY)
a. FIRE PUSH BUTTON ANNUNCIATORS
LIFT Engine 1 and 2 clear fire button covers
and PUSH fire buttons. ARMED light on bothpush buttons will illuminate, and the READY
light will illuminate on the discharge button.
PUSH discharge button to discharge fire bottle.
b. N/Ac. BATTERY BUTTONPUSH Battery button off.
d. N/AORIGINAL

e. N/Af. N/Ag. N/ANAVAIR 00‐80R‐14‐1

Figure F‐6. UH‐1Y Super Cobra Crash Crew Information (Sheet 4)

MOVE Idle Stop Release to Engine 1 position(left) and CLOSE Throttle for Engine 1 by
TURNING grip to the right. MOVE Idle Stop
Release to Engine 2 position (right) and
CLOSE Throttle for Engine 2 by TURNING grip
to the right.
Note
Close throttle within 5 seconds after actuating idle
stop release.

Disconnect if time permits
a. N/A
8. CREW RELEASE

F‐22

Figure F‐6. UH‐1Y Super Cobra Crash Crew Information (Sheet 5)

Pilot and copilot/gunner are attached to theseats by shoulder harnesses secured to lap
belts with quick disconnects.
a. PERSONNEL SERVICE, QUICKDISCONNECT(1) TWIST quick disconnect lever to releaseshoulder harness and lap belt.
(2) PASSENGER RESTRAINTS: TWIST
quick disconnect lever to releaseshoulder harness and lap belt.
(3) HELMET CORDS: DISCONNECT
microphone and helmet cords prior tolifting pilot from seat.
b. N/Ac. N/Ad. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

7. BATTERYSPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe
1. GENERAL AIRCRAFT INFORMATION
a. Armament

F‐23b. N/Ac. Battery

1d. FuelInternal
848 gale. OilEngine 5.4 gal
Hydraulic 2 gal
Transmission 11 gal

f. Pneumatic
System

3000 PSI

ORIGINALNAVAIR 00‐80R‐14‐1

Figure F‐7. H‐3 Sea King Crash Crew Information (Sheet 1 of 6)

Launcher Ejector
Cartridges
Sonobuoy Launcher(H‐3)
Chaff Dispensers
(H‐3)
Marine Marker
Launcher
Smoke Marker
Launcher System
Torpedoes

a. N/Ab. OtherFiberglass/Magnesiumc. Steel

F‐24

Figure F‐7. H‐3 Sea King Crash Crew Information (Sheet 2)

d. Titanium
e. Aluminumf. N/Ag. N/A
Note
Gear boxes are made of magnesium.
3. AIRCRAFT DANGER AREAS
a. Inlet Suction — 4b. Turbine Blade Failurec. Engine Exhaust — 20
d. Rotors

NAVAIR 00‐80R‐14‐1

ORIGINAL

2. AIRFRAME MATERIALS

4. AIRCRAFT ENTRY
a. NORMAL ENTRY

F‐25

Figure F‐7. H‐3 Sea King Crash Crew Information (Sheet 3)(1) Enter through the personnel door on LH
side of aircraft. The upper door may be
opened at center of door below windowby turning handle. To open, PUSH FWD
part of handle and TURN
COUNTERCLOCKWISE.
Note
On helicopters not modified by AFC No. 301, theupper door handle is located in well at AFT
bottom of window.
(2) The lower door may be opened byturning handle at center of door. To
open, PUSH FWD part of handle, TURN
COUNTERCLOCKWISE and PULL
door open.
b. N/Ac. EMERGENCY ENTRY
For emergency access, cabin windows,
cabin doors, and pilot/copilot's jettison able
windows may be opened from the outside.
(1) Cabin windows are equipped with pulltab, lower AFT corner. To open, PULL
tab and PUSH panel INWARD.
123

NAVAIR 00‐80R‐14‐1

ORIGINAL

c. EMERGENCY ENTRY (CONT.) (1)F‐26

Figure F‐7. H‐3 Sea King Crash Crew Information (Sheet 4)(2) To gain access through the window inthe cabin door (RH side of aircraft),
TURN handle (lower AFT corner)
CLOCKWISE and PULL.
Note
UH‐3A has 2 cabin doors, one on each side ofaircraft. RH door operates as described in 4b.(2).
LH door, upper section, opens by turning handle
FWD.
(3) To jettison pilot/copilot windows PRESS
handle to extend, then TURN handle
COUNTERCLOCKWISE and PULL
window OUTWARD.
(4) Upper half of personnel door may beremoved by ROTATING handle DOWN.
d. FORCED ENTRY
Windows are made of acrylic plastic andmay be cut using a power rescue saw or
crash axe. Areas marked on fuselage CUTHERE also may be cut for access. CUT
along window frames and marked fuselage
entry areas only.
5. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

4. AIRCRAFT ENTRY (CONT.) ab

6. ENGINE SHUTDOWN
Engine may be shut down by engine speed
selector levers fuel shutoff handles located on
the center overhead control panel.
a. ENGINE SPEED SELECTOR LEVERS

F‐27

Figure F‐7. H‐3 Sea King Crash Crew Information (Sheet 5)

PLACE Selector Levers in SHUTOFF
position by PULLING Speed Handles AFT.
Note
A limit stop or friction control prevents
inadvertent retarding of speed selector below
ground idle. PULLING speed selector down
bypasses this stop.
b. N/Ac. BATTERY SWITCHPLACE Battery Switch in OFF position.
d. N/Ae. N/Af. N/Ag. N/A
7. BATTERY
The battery is located in the nose section FWDof the pilot's compartment and is accessible
from outside.
a. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

The pilot, copilot, and sensor operators areattached to the seat by shoulder harnesses
secured to a lap belt equipped with a quick
disconnect buckle. Passengers have lap belts
only.

F‐28

Figure F‐7. H‐3 Sea King Crash Crew Information (Sheet 6)

a. PERSONNEL SERVICE, QUICKDISCONNECT(1) LIFT quick disconnect lever to releaseshoulder harnesses and lap belt.
(2) TROOP: LIFT buckle cover to releaselap belt (airline type).
b. N/Ac. N/Ad. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASESPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe
1. GENERAL AIRCRAFT INFORMATION
Two 50 cal orM‐60 Guns
Chaff/Flares (CH‐46E)

b. Oxygen

A/C prior to 154045
Two 295 in3 Bottles
(CH‐46E)

c. Battery

1d. FuelInternal 380 gal
Internal Auxiliary
Three Tanks
243 gal eache. OilEngine 13 gal
(CH‐46E)
Hydraulic 5.77 gal
(CH‐46E)
Transmission 9 gal

f. Pneumatic
System

3000 PSI

2. AIRFRAME MATERIALS
a. N/Ab. OtherFiberglassc. Steeld. Titanium

ORIGINAL

e. Aluminumf. N/Ag. N/ANAVAIR 00‐80R‐14‐1

Figure F‐8. H‐46 Sea Knight Crash Crew Information (Sheet 1 of 5)

F‐29

a. Armament

a. Inlet Suction — 4b. Turbine Blade Failurec. Engine Exhaust 12
d. Rotors

F‐30

Figure F‐8. H‐46 Sea Knight Crash Crew Information (Sheet 2)e. APP Exhaust — 12
f. Guns(1) M‐60 Guns
 62 Pattern FWD
 65 Pattern AFT
 44 Below Sponson(2) 50 cal Guns
 51 Pattern FWD 32 Pattern AFT
 51 Below Sponson

g. Chaff/Flares
4. AIRCRAFT ENTRY
a. NORMAL ENTRY
Normal entry is through main cabin door on
RH side. The door has an upper and lower
door which operate separately. To open
upper portion, PUSH handle to expose,
TURN HANDLE CLOCKWISE, MOVE door
INWARD slightly and ROLL UP until the
uplock is engaged. The lower door opens
out and down. To open, PUSH handle,
TURN handle COUNTERCLOCKWISE and
PULL door OUT and DOWN.
b. N/A123

NAVAIR 00‐80R‐14‐1

ORIGINAL

3. AIRCRAFT DANGER AREAS

4. AIRCRAFT ENTRY (CONT.) ab
c. EMERGENCY ENTRY
Emergency entrance may be gained
through pilot/copilot jettison able windows,
three fuselage windows, the emergency
access hatch, and the cargo ramp/hatch.

F‐31

Figure F‐8. H‐46 Sea Knight Crash Crew Information (Sheet 3)(1) To open pilot/copilot's jettison able
window PUSH handle, TURN handle
CLOCKWISE and PULL.
(2) Three windows, two on RH side and one
on LH side are marked RESCUE. To
open, PULL tape OUT (upper LH cornerof window) the PUSH panel INWARD.
(3) To open the Emergency Access Hatch(CH-46E LH side), also marked
RESCUE, PULL tape OUT and PUSH
panel INWARD.
(4) The Cargo Ramp/Hatch Controls arelocated on RH side, above stub wing
(rear). To access controls, PUSH buttonon access door. The system consists ofthree control levers. With hydraulicpressure, actuate both ramp and hatch
by PUSHING Ramp Control Handle andCargo Hatch Control Handle AFT.
Without hydraulic pressure, only ramp
will operate. To lower ramp, PUSH
Ramp Control Handle AFT then PUSH
Ramp Auxiliary Control Handle AFT.

ORIGINAL

Windows are made of acrylic plastic andmay be cut or broken. Areas marked on
fuselage CUT HERE also may be cut out.
CUT along window frames and marked
fuselage areas only.

NAVAIR 00‐80R‐14‐1

d. FORCED ENTRY

6. ENGINE SHUTDOWN
a. CONDITION LEVERS
PULL Condition Levers, fully AFT to STOP
position.

F‐32

Figure F‐8. H‐46 Sea Knight Crash Crew Information (Sheet 4)

b. N/Ac. BATTERY SWITCH
Deactivate electrical system by PLACING
Battery Switch in the OFF position. The
electrical power control panel is located in
the overhead console.
d. N/Ae. N/Af. N/Ag. APU
PLACE Power Off Switch in OFF position.
PLACE Power Control Master Switch in
OFF position. PLACE APU Switch in STOP
position.
Note
Fire handles may be pulled to secure fuel and oil
to engines.
7. BATTERY
The battery is located in the left wheelwell.
a. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

5. N/A8. CREW RELEASE
The pilot and copilot are attached to the seatsby shoulder harnesses secured to lap belts
with quick disconnect buckles. Passengers
and crew‐members have lap belts only.

F‐33

Figure F‐8. H‐46 Sea Knight Crash Crew Information (Sheet 5)

a. PERSONNEL SERVICE, QUICKDISCONNECT(1) LIFT quick disconnect lever to releaseshoulder harnesses and lap belt.
(2) TROOP: LIFT buckle cover to releaselap belt (airline type).
b. N/Ac. N/Ad. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

1. GENERAL AIRCRAFT IN FORMATION

F‐34

Figure F‐9. H‐53D Sea Stallion Crash Crew Information (Sheet 1 of 4)a. Armament

Two 50 cal Guns
Chaff/Flares
Two External Fuel
Tank Ejector
Cartridges

b. N/Ac. N/Ad. FuelInternal 638 gal
External 1300 gal

e. OilEngines 8.04 gal
Hydraulic 6.5 gal
Transmission 22.5 gal

f. Pneumatic
System

3000 PSI

2. AIRFRAME MATERIALS
a. N/Ab. OtherFiberglassc. Steeld. Titanium
e. Aluminumf. N/Ag. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

SPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe

3. AIRCRAFT DANGER AREAS
a. Inlet Suction — 8
b. Turbine Blade Failure — 300c. Engine Exhaust — 30
d. APP and Heater Exhaust — 10
e. Guns

F‐35

f. Rotors

g. Chaff/Flares
4. AIRCRAFT ENTRY
a. NORMAL ENTRY
The upper half of Personnel Door may be
opened from outside by PRESSING button and
TURNING handle COUNTERCLOCKWISE.
PUSH upper half UP to cabin ceiling and
TURN handle COUNTERCLOCKWISE to lockin OPEN position. The lower half of Personnel
Door opens DOWN. PUSH button, TURN
handle COUNTERCLOCKWISE and PULL.
b. N/Ac. EMERGENCY ENTRY(1) The pilot/copilot's compartment window
may be opened by PRESSING button and
TURNING handle.

ORIGINAL(2) The Cabin Emergency Escape Hatch (left
FWD side of cabin) may be opened by
PRESSING button, TURNING handle
COUNTERCLOCKWISE and PUSHING
INWARD.
(3) Upper half of Personnel Door may bejettisoned, TURN handle and PULLOUTWARD. 123

NAVAIR 00‐80R‐14‐1

Figure F‐9. H‐53D Sea Stallion Crash Crew Information (Sheet 2)66 Pattern FWD
66 Pattern AFT30 Below Sponson

a. FORCED ENTRY

F‐36

Figure F‐9. H‐53D Sea Stallion Crash Crew Information (Sheet 3)

Windows are made of acrylic plastic
and may be cut or broken. Areas
marked on fuselage CUT HERE also
may be cut for access. CUT along
window frames and marked fuselage
areas only.
5. N/A
6. ENGINE SHUTDOWN
Engine may be shut down by speed
control and fuel shutoff or an alternate
method by the emergency T‐handle.
a. ENGINE SPEED CONTROL LEVERS
PULL Engine Speed Control Levers
fully AFT to SHUTOFF position.
b. ENGINE EMERGENCY T‐HANDLESPULL Engine Emergency T‐Handles
fully AFT (fuel valves will close).
Note
If only emergency T‐handles are used, theengines will continue to run for up to
2 minutes before fuel starvation effects a
shutdown.
c. N/Ad. N/Ae. N/Af. N/Ag. AUXILIARY POWER PLANT (APP)
Pull APP Control Lever fully AFT if thesystem is operating.
7. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

4. AIRCRAFT ENTRY (CONT.)8. CREW RELEASE
The pilot and copilot are attached to the seatsby shoulder harnesses secured to a lap belt
equipped with a quick disconnect buckle.
Passengers and crewmembers have lap belts
only.

F‐37

(1) LIFT quick disconnect lever to releaseshoulder harnesses and lap belt.
(2) TROOP: LIFT buckle cover to releaselap belt (airline type).
b. N/Ac. N/Ad. N/AORIGINALNAVAIR 00‐80R‐14‐1

Figure F‐9. H‐53D Sea Stallion Crash Crew Information (Sheet 4)

a. PERSONNEL SERVICE, QUICKDISCONNECT

1. GENERAL AIRCRAFT INFORMATION
a. Armament

Two 50 cal or M‐60
Guns
Mines
FlaresPylon Ejector
Cartridges
Rescue Hoist

b. N/Ac. N/Ad. FuelInternal 977 gal
External 1300 gal

e. OilEngine 11.67 gal
Hydraulic 6.5 gal
Transmission 24 gal

f. Pneumatic
System

3000 PSI

2. AIRFRAME MATERIALS
a. N/Ab. OtherFiberglass/Kevlarc. Steeld. Titanium
e. Aluminumf. N/Ag. N/ANAVAIR 00‐80R‐14‐1

F‐38

Figure F‐10. H‐53E Super Sea Stallion/Sea Dragon Crash Crew Information (Sheet 1 of 6)

ORIGINAL

SPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash AxeSPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe

F‐39

a. Armament

Two 50 cal Guns
Explosive Cutters
FlaresRescue Hoist
Single Point CargoHook
AMCM Guillotine
Cartridges

b. N/Ac. N/Ad. FuelInternal 3212 gale. OilEngine 11.67 gal
Hydraulic 9.3 gal
Transmission 24 gal

f. Pneumatic
System

3000 PSI

2. AIRFRAME MATERIALS
a. N/Ab. OtherFiberglass/Kevlarc. Steeld. Titanium
e. Aluminum

ORIGINAL

f. N/Ag. N/ANAVAIR 00‐80R‐14‐1

Figure F‐10. H‐53E Super Sea Stallion/Sea Dragon Crash Crew Information (Sheet 2)

1. GENERAL AIRCRAFT INFORMATION

a. Inlet Suction — 8

F‐40

Figure F‐10. H‐53E Super Sea Stallion/Sea Dragon Crash Crew Information (Sheet 3)

b. Turbine Blade Failure — 300c. Engine Exhaust — 60
d. APP Heat Exhaust — 10
e. Guns

60 Pattern FWD
66 Pattern AFT30 Below Sponson

f. Rotors

g. Chaff/Flaresh. Static Electrical Charge

Contact with a hovering C/MH‐53E may
result in injury or death of groundpersonnel. The C/MH‐53E generates anextreme static electrical charge while inflight; prior to physical contact with any partof a hovering helicopter, the helicopter shallbe properly grounded.

NAVAIR 00‐80R‐14‐1

ORIGINAL

3. AIRCRAFT DANGER AREAS

4. AIRCRAFT ENTRY
a. NORMAL ENTRY

F‐41

b. N/Ac. EMERGENCY ENTRY(1) The pilot/copilot's compartment window
may be opened. PRESS button and
TURN handle.
(2) The Cabin Emergency Escape Hatch(left FWD cabin) may be opened.
PRESS button, TURN handle
COUNTERCLOCKWISE and PUSH
INWARD.
d. FORCED ENTRY(1) Windows are made of acrylic plastic andmay be cut or broken. Areas marked on
fuselage CUT HERE also may be cut foraccess. CUT along window frames andmarked fuselage areas only.
(2) All CH‐53Es have a door in the center ofthe cabin floor. The door has no external
handle, however, entry may be gainedby CUTTING three lock bolts. Once cut,bolts may be PULLED OUT allowing
door to be PUSHED INWARD.

ORIGINALNAVAIR 00‐80R‐14‐1

Figure F‐10. H‐53E Super Sea Stallion/Sea Dragon Crash Crew Information (Sheet 4)

The upper half of Personnel Door may be
opened from outside by PRESSING button
and TURNING handle
COUNTERCLOCKWISE. PUSH upper half
UP to cabin ceiling and TURN handle
COUNTERCLOCKWISE to lock in OPEN
position. The lower half of Personnel Doorswings IN to RIGHT. PUSH button, TURN
handle COUNTERCLOCKWISE and PUSH.

6. ENGINE SHUTDOWN

F‐42

Figure F‐10. H‐53E Super Sea Stallion/Sea Dragon Crash Crew Information (Sheet 5)

a. ENGINE SPEED CONTROL LEVERS
PULL Engine Speed Control Levers
DOWN and fully AFT to SHUT OFF
position.
b. ENGINE EMERGENCY T‐HANDLESPULL Engine Emergency T‐Handles fully
AFT (fuel valves will close).
c. N/Ad. N/Ae. N/Af. N/Ag. AUXILIARY POWER PLANT (APP)
PULL APP Control Lever fully AFT if
system is operating.
7. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

5. N/A8. CREW RELEASE

F‐43

a. PERSONNEL SERVICE, QUICKDISCONNECT(1) LIFT quick disconnect lever torelease shoulder harnesses andlap belt.
(2) TROOP: LIFT buckle cover torelease lap belt (airline type).
b. N/Ac. N/Ad. N/AORIGINALNAVAIR 00‐80R‐14‐1

Figure F‐10. H‐53E Super Sea Stallion/Sea Dragon Crash Crew Information (Sheet 6)

The pilot and copilot are attached to theseats by shoulder harnesses secured tolap belts equipped with quick disconnect
buckles. Passengers and crewmembers
have lap belts only.

1. GENERAL AIRCRAFT INFORMATION

F‐44

Figure F‐11. TH‐57 Sea Ranger Crash Crew Information (Sheet 1 of 4)a. N/Ab. N/Ac. Battery

1 TH‐57B
2 TH‐57C

d. Fuel

91 gale. OilEngine 5.5 qts
Hydraulic 1.0 pt
Transmission 5.0 qts
T/R Gearbox .38 pt

f. Pneumatic
System

650 PSI

2. AIRFRAME MATERIALS
a. N/Ab. OtherFiberglassc. Steeld. Titanium
e. Aluminumf. N/Ag. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

SPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe

3. AIRCRAFT DANGER AREAS
a. Inlet Suction — Unknown
b. Turbine Blade Failure — 300c. Engine Exhaust — 20
d. Rotors

F‐45

a. NORMAL ENTRY
The Cockpit and Cabin Doors on bothsides of aircraft, are used for normal entry.
PULL door handle OUT, PUSH door open.
b. N/Ac. EMERGENCY ENTRY
Access to the Jettison Handles from theoutside can be gained by BREAKING theplexiglass windows, REACHING IN and
PULLING Jettison Handles.
Note
The jettison handles are installed on TH‐57C
aircraft only.
d. FORCED ENTRY
Windows are made of acrylic plastic andmay be cut with power rescue saw or crashaxe. CUT along window frames.

ORIGINALNAVAIR 00‐80R‐14‐1

Figure F‐11. TH‐57 Sea Ranger Crash Crew Information (Sheet 2)

4. AIRCRAFT ENTRY

6. ENGINE SHUTDOWN
a. N/Ab. N/Ac. BATTERY SWITCH(ES)F‐46

Figure F‐11. TH‐57 Sea Ranger Crash Crew Information (Sheet 3)

d. THROTTLESROTATE Throttle Twist Grip CLOCKWISE.
DEPRESS Idle Rel Button and continue to
ROTATE to Shutoff/STOP position.
e. FUEL VALVE SWITCHPLACE fuel Valve Switch in OFF position.
(1) TH‐57B, located on RH side of pedestal
instrument panel.
(2) TH‐57C, located on instrument panel.
(3) TH‐57B, PLACE Battery Switch in OFF
position.
(4) TH‐57C, PLACE Battery Switch andStandby Battery Switch in OFF position.
f. N/Ag. N/A
7. BATTERIESThe FWD battery is located in the nose
section, accessible through a hinged door. The
AFT battery in the TH‐57C is located in the
AFT portion of the baggage compartment,
accessible through the baggage door on the
LH side of aircraft.
a. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

5. N/A8. CREW RELEASE
The pilot and copilot are attached to the seatswith shoulder harnesses and a lap belt
equipped with a quick disconnect buckle.
Passengers and crewmembers have a lap
belt and a fixed shoulder harness.

F‐47(1) LIFT quick disconnect lever to releaseshoulder harnesses and lap belt.
(2) (PASSENGER: LIFT buckle cover torelease lap belt (airline type).
b. N/Ac. N/Ad. N/AORIGINALNAVAIR 00‐80R‐14‐1

Figure F‐11. TH‐57 Sea Ranger Crash Crew Information (Sheet 4)

a. PERSONNEL SERVICE, QUICKDISCONNECT
Note
Before releasing the lap belt/shoulder harness
from the pilot/copilot, disconnect the helmet
cord.

1. GENERAL AIRCRAFT INFORMATION
a. Armament

F‐48

Figure F‐12. H‐60 Seahawk Crash Crew Information (Sheet 1 of 5)

Torpedoes
Sonobuoy Launcher
GAU‐16A
MK‐25 MLM
MK‐39
MK‐58 MLM
MK‐64
MK‐84 SUS
MD240D
Hellfire Missle

b. N/Ac. Battery

1d. FuelInternal 590 gal
External 120 gal

e. OilEngine 3.8 gal
Hydraulic 3.9 qt
Transmission 8.15 gal

f. Pneumatic
System

Two Systems
3200 PSI
1250 PSINAVAIR 00‐80R‐14‐1

ORIGINAL

SPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe

2. AIRFRAME MATERIALS
a. Graphite Epoxy
b. OtherFiberglass/Magnesium/Kevlar

F‐49

Figure F‐12. H‐60 Seahawk Crash Crew Information (Sheet 2)

c. Steeld. Titanium
e. Aluminumf. N/Ag. N/A
3. AIRCRAFT DANGER AREAS
a. Inlet Suction — 4b. Turbine Blade Failure — 300c. Engine Exhaust — 30
d. APU Exhaust — 4e. Rotors

ORIGINALNAVAIR 00‐80R‐14‐1

Tip of rotor blade may drop as low as 4 feetfrom ground when turning.

a. NORMAL ENTRY(1) Enter the pilot/ATO area through hinged
door on each side of cockpit. PULL
handle DOWN to open.

F‐50

Figure F‐12. H‐60 Seahawk Crash Crew Information (Sheet 3)(2) A sliding door on RH side of fuselage
provides access to the cabin. PUSH torelease handle and TURN DOWN toopen.
b. N/Ac. EMERGENCY ENTRY
The pilot and ATO windows, cabin door
window and cabin window may be jettisonedby operating the Emergency Release Handle
and PULLING window OUT.
d. FORCED ENTRY
If main entrances are jammed or inoperable,
CUT around pilot, ATO, and SO windows.
5. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

4. AIRCRAFT ENTRY

6. ENGINE SHUTDOWN
a. N/Ab. EMERGENCY T‐HANDLESPULL both Engine Emergency T‐Handles
AFT to OFF position.
c. BATTERY SWITCH

F‐51

Figure F‐12. H‐60 Seahawk Crash Crew Information (Sheet 4)

PLACE Battery Switch in OFF position.
d. N/Ae. N/Af. N/Ag. AUXILIARY POWER UNIT (APU)
PULL APU Fire Extinguisher T‐Handle(required if APU operating).
7. BATTERY
To further deactivate the electrical system,
disconnect battery quick disconnect fitting.
Battery is located in ATO seat well.
a. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

The pilot, copilot, crewman, andinstructor/passenger are attached to the seatsby a complete lap belt and dual torso‐restraint
shoulder harness attached to a rotary release
buckle.

F‐52

Figure F‐12. H‐60 Seahawk Crash Crew Information (Sheet 5)

a. PERSONNEL SERVICE, QUICKDISCONNECT
ROTATE Rotary Release Buckle in either
direction, to release shoulder harnesses andlap belt.
b. N/Ac. N/Ad. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

8. CREW RELEASE

TYPE

NAME

MV‐22BOSPREYALUMINUM
TITANIUM STEELCARBON‐EPOXYCOMPOSITESGLASS‐EPOXYCOMPOSITESOIL (GAL)OXYGENPNEU SYS

ORDNANCE
FREE
FALL
NONE

INT

EXT

ENG

HYD

LOX

BOTTL

GAS

AIR

GUN

FWD
FIRE

1448

NONE

3.0

4.3

NONE

400L

N2
3000
PSI

NONE

NONE

NONE

PYROTECHNICS

BTRY

EJEC
SYS

SOB

CHAFF/FLARESESCAPEWINDOWS/HATCHES

1

NONE

27

APPENDIX G

FUEL (GAL)AIRFRAME
MATERIALS

Tilt‐Rotor Aircraft

G‐1

Figure G‐1. Tilt‐Rotor Aircraft Systems and CCID Summary

TILT‐ROTOR AIRCRAFT SYSTEMS AND
CRASH CREW INFORMATION DIAGRAMS SUMMARYNAVAIR 00‐80R‐14‐1

ORIGINALNAVAIR 00‐80R‐14‐1
APPENDIXBCDEFG

G.1

MV‐22B LEFT/RIGHT CENTER, LEFT FORWARD CABIN FUSELAGE HATCH SEVERANCEASSEMBLY SOURCE DATA

Cabin fuselage hatches and overhead transparencies contain TLX. Serious
injury may result when activating these devices.
G.1.1 Function and Location
The left forward, left center, and right center hatch severance assemblies (see Figure G‐2, Sheet 4) are used to
explosively sever its respective transparent fuselage skin material and are primarily intended to provide an escaperoute for personnel.
G.1.2 Description
The Severance Assembly, are explosively loaded parts designed to cut the fuselage skin material at designated areasof the fuselage along the hatch periphery when initiated by the system. The explosive part is composed of a pieceof lead tubing, shaped into a chevron shape and filled with high explosive material. The purpose of the chevron shape
is to focus more of the explosive reaction in one direction to form a cutting jet. The hatch assemblies are structurally
and functionally identical to the canopy severance assemblies except the explosive material itself is less powerful.
G.1.3 Operation
Functioning either the internal or external initiator starts a rapidly burning reaction in the TLX line end mated to theinitiator. This signal moves along the line rapidly from the initiator end (primer end) to the terminating end (highexplosive end), which is mated to the TLX connector. The terminating end of the TLX line initiates the other two
TLX lines mated to the connector. The signal then follows two different paths. The first path is the one to the severance
assembly. The TLX line (low energy by high explosive type) is mated to the connectors middle port and accepts thesignal from the initiator. This signal moves along the line rapidly from the low energy end to the high explosive end,
which is connected to the severance assembly. The high explosive end detonates which starts the detonation of the
explosive charge in the severance assembly. This detonation causes very high‐pressure shock waves and metal
particles to be directed at, and strike the thin walled steel tube. The impact of the metal particles and the shock wave
cause the explosive material within the sleeve to detonate. This in turn will cause the detonation of the explosive inthe shaped lead tube. The detonation will be sent down the two ends of the tubing and will meet at a point nearly
opposite to where the manifold is located. The extremely rapid explosive reactions forms a focused jet of explosive
shock waves and heat which cuts through the plastic transparency graphite material creating an escape opening. The
opening is blocked however, by the troop seats mounted on the side of the troop compartment so the second signal
path is required to operate a system to release the troop seats from their mounting racks.
The second path the signal follows is to the thruster assembly, which is used to activate the troop seat releasemechanism and can be initiated only from the internal initiator.
The Cabin Fuselage Hatch Severance Assembly will operate satisfactorily with a temperature range of –54 to +93C.
G.2

MV‐22B OVERHEAD CABIN FUSELAGE HATCH SEVERANCE ASSEMBLY SOURCE DATA

G.2.1 Function and Location
The overhead hatch severance assembly (see Figure G‐2, Sheet 4) is used to explosively sever the overhead escapehatch and is primarily intended to provide an escape route for troop member or passenger if the aircraft has come torest on its side.
ORIGINAL

G‐2

NAVAIR 00‐80R‐14‐1
G.2.2 Description
The severance assembly, is a explosively loaded part designed to cut the fuselage skin material along the hatch
periphery when initiated by the system. The explosive part is composed of a piece of lead tubing, shaped into a
chevron shape and filled with high explosive material. The purpose of the chevron shape is to focus more of the
explosive reaction in one direction to form a cutting jet. The overhead hatch severance assembly is structurally andfunctionally identical to the canopy severance assemblies except the explosive material itself is less powerful.
G.2.3 Operation
Functioning either the internal or external initiator starts a rapidly burning reaction in the TLX line end mated to theinitiator. This signal moves along the line rapidly from the initiator end to the terminating end, which is mated to theseverance assembly. The terminating end of the TLX line initiates the explosive charge in the severance assembly
which is specially shaped to focus most of the force outboard. This detonation causes very high‐pressure shock waves
and metal particles to be directed at, and strike the thin walled steel tube. The impact of the metal particles and theshock wave cause the explosive material within the sleeve to detonate. This in turn will cause the detonation of the
explosive in the shaped lead tube. The detonation will be sent down the two ends of the tubing and will meet at apoint nearly opposite to where the manifold is located. The extremely rapid explosive reactions forms a focused jetof explosive shock waves and heat which cuts through the escape hatch material creating an escape opening.
The Cabin Fuselage Hatch Severance Assembly will operate satisfactorily with a temperature range of −54 to +93C.
G.3

MV‐22B EXTERNAL INITIATOR SOURCE DATA

G.3.1 Function
The External Initiator is used to start the pyrotechnic reaction of the TLX line.
G.3.2 Description
An External Initiator is used with the left and right Side Canopy, left forward, left and right Center Cabin Fuselage
Hatches, and the Overhead Fuselage Hatch. The External Initiator, is an inert mechanically actuated device. It is designed
to accept only the primer ended TLX lines. The initiator consists of a cylindrical housing containing a small handle,
approximately ten feet of thin steel cable and an initiator body. The external initiators are mounted flush to the fuselageskin of the aircraft. No ground safety device is used for this initiator assembly; it is always at the ready position.
G.3.3 Operation
The external initiator assembly is operated by first arming the initiator and functioning it. Arming is accomplishedby depressing the red colored arming button with 6 to 12 pounds of force. Pushing the arming button allows theretaining pin (three each) to be withdrawn inside the handle. This allows the initiator handle to deploy from theinitiator housing approximately 1 inch. The large spring in the base of the housing pushes the handle out of the
housing until the handle is stopped by the lockout pins. At this point the handle can be replaced in the ready position
by pushing the arming button, pushing the handle back into the housing and releasing the button. This action should
not be done on a routine basis as it could lead to accelerated wear of the initiator assembly.
The initiator is functioned by removing the handle from the housing and deploys a thin steel cable from the spoolon the inside of the handle as the operator moves away from the aircraft approximately ten feet. To function the system
the operator must pull on the initiator handle with 20 to 35 pounds of force. When the handle is pulled a firing pin
and a part called a sear is pulled back against a spring inside the initiator body. When the sear is pulled completely
out of the body the firing pin is released and driven in the opposite direction by the compressed spring. The firing
pin impacts the percussion primer cap, which is part of the TLX line. The impact to the primer cap starts the
pyrotechnic reaction in the TLX line.
The External Initiator will operate satisfactorily with a temperature range of −54 to +93C.
G‐3

ORIGINALNAVAIR 00‐80R‐14‐1
G.4

MV‐22B INTERNAL INITIATOR SOURCE DATA

G.4.1 Function
The Internal Initiator is used to start the pyrotechnic reaction of the TLX line.
G.4.2 Description
An Internal Initiator is used with the left and right Side Canopy, left forward, left and right Center Cabin Fuselage
Hatches, and the Overhead Fuselage Hatch. The Internal Initiator, is an inert mechanically actuated device. It is
designed to accept only the primer ended TLX lines. The initiator consists of a pull handle fitted with a push button
release, and a housing, which attaches to the aircraft structure. A safety pin with attached red flag with “REMOVEBEFORE FLIGHT” is also included and can be installed into the initiator to prevent inadvertent operation.
G.4.3 Operation
To operate the internal initiator assembly the safety pin must be removed. Pushing the red arming button with 6 to
12 pounds of force arm the initiator. This action allows the retaining pin in the handle to withdraw from the catcher,and the retaining balls in the arming sleeve to relax. The handle can now be removed from the housing.
The initiator is functioned by removing the handle from the housing and pulling with 20 to 35 pounds of force. The
handle will require approximately one and a half inches of travel to cause the initiator to function. When the handle
is pulled a firing pin and a part called a sear is pulled back against a spring inside the housing. When the sear is pulled
completely out of the housing the firing pin is released and the firing pin is driven in the opposite direction by thecompressed spring and impacts the percussion primer cap, which is part of the TLX line. The impact to the primer
cap starts the pyrotechnic reaction in the TLX line.
The Internal Initiator will operate satisfactorily with a temperature range of –54 to +93C.
G.5

MV‐22B SIDE CANOPY SEVERANCE ASSEMBLY SOURCE DATA

G.5.1 Function and Location
The left and right side canopy severance assemblies (see Figure G‐2, Sheet 4) are used to explosively sever the side
cockpit transparencies and are primarily intended to provide an escape route for the pilot and copilot.
G.5.2 Description
The Severance Assembly, is an explosively loaded device parts designed to cut the side canopy transparency along
its periphery when initiated by the system. The explosive part is composed of a piece of lead tubing, shaped into a
chevron shape and filled with high explosive material. The purpose of the chevron shape is to focus more of the
explosive reaction in one direction to form a cutting jet.
G.5.3 Operation
Functioning either the internal or external initiator starts a rapidly burning reaction in the TLX line end mated to theinitiator. This signal moves along the line rapidly from the initiator end to the terminating end, which is mated to theseverance assembly. The terminating end of the TLX line initiates the explosive charge in the severance assembly.
This detonation causes very high‐pressure shock waves and metal particles to be directed at, and strike the thin walledsteel tube. The impact of the metal particles and the shock wave cause the explosive material within the sleeve todetonate. This in turn will cause the detonation of the explosive in the shaped lead tube. The detonation will be sent
down the two ends of the tubing and will meet at a point nearly opposite to where the manifold is located. The
ORIGINAL

G‐4

NAVAIR 00‐80R‐14‐1
extremely rapid explosive reactions forms a focused jet of explosive shock waves and heat which cuts through theplastic transparency material creating an escape opening.
The Canopy Severance Assembly will operate satisfactorily with a temperature range of –54 to +93 C.
G.6

MV‐22B THRUSTER SOURCE DATA

G.6.1 Function
The Thruster Assembly is a restrained, one‐time‐use piston device used to release the troop seat release mechanism.
G.6.2 Description
The Thruster Assembly, is basically a piston contained in an aluminum housing. The Thruster Assembly itself does notcontain any explosive materials. A Thruster is used with the left forward, and the left and right Center Cabin Fuselage
Hatches.
G.6.3 Operation
The piston is restrained in its ready position by a pin. The Thruster will operate when a certain amount of gas pressure
pushes against the piston with sufficient force to break the pin. When the pin is broken the piston will travelapproximately 0.45 inch and will turn a cam on the troop seat release mechanism.
A hot gas‐producing cartridge fitted to the mating TLX line develops the pressure source for the Thruster Assembly.
When this TLX line is initiated, hot gas is rapidly liberated by the cartridge and is directed into the piston chamberwhere it pushes against the piston.
The Thruster will operate satisfactorily with a temperature range of –54 to +93C.
G.7

MV‐22B TLX LINE SOURCE DATA

G.7.1 Function
The Thin Line Explosive (TLX) transfer lines are used to initiate explosive cutting charges on the left/right cockpit
canopies, and cabin escape hatches 2LS3, 2RS3, 3CT1, and 2LS2.
G.7.2 Description
The TLX line is a pyrotechnic signal transmission line loaded with explosive and pyrotechnic materials. They are thinplastic hollow tubes with a thin layer of explosive material coating the inside surface of the tube. The exterior of the tube
is covered with a flexible steel braid and then with a heat shrink plastic jacket. Three types of Transfer Lines (TLX) usedon the MV‐22B aircraft include Primer‐to‐High Explosive (P‐HE), High Explosive‐to‐Gas Generator (HE‐GG), and High
Explosive‐to‐Low Explosive (HE‐LE).
The Primer‐to‐High Explosive (P‐HE), is used between the Internal/External initiators and Hatch Severance
Assemblies or Tee connectors installed either on the left/right cockpit canopies, or cabin escape hatches 2LS3, 2RS3,
3CT1, and 2LS2. The High Explosive‐to‐Gas Generator (HE‐GG), is used between the Tee Connector and Thruster
Assembly on cabin escape hatches 2LS3, 2RS3, AND 2LS2. The High Explosive‐to‐Low Explosive (HE‐LE), isused between the Tee Connector and Hatch Severance Assembly for 2LS3, 2RS3, AND 2LS2.
G.7.3 Operation
When the Primer‐to‐High Explosive (P‐HE) TLX line is ignited, the explosive material on the inner wall burns
rapidly (no explosive detonation occurs because there is very little material in any given area and the material is not
G‐5

ORIGINALNAVAIR 00‐80R‐14‐1
compacted) producing a hot gas shock wave that travels down the tube from one end to the other. The material thatis burned along the tube continually reinforces the shock wave. Special purpose end assemblies are attached to theends of the TLX lines. The primer is by high explosive type TLX, one end is fitted with a primer cap and the otherhas a high explosive output assembly. The primer end of the TLX line consists of a steel ferrule, which mounts toa standard military percussion type Primer Cap. This primer cap is loaded with a small amount of very sensitive,
primer explosive material. This material will explode if a certain amount of mechanical energy is focused in the centerof the cap. Normally, this energy is delivered using a spring‐loaded firing pin. The primer ends are mated to theinitiator ports. The high explosive end of the TLX line assembly consists of a steel ferrule with a small, thin wall steel
cup welded to it. Explosive materials are loaded in both the ferrule and the cup. The explosive inside the ferrule isa sensitive primary explosive and is used to receive the weak TLX shock wave and to boost it high enough in energy
to detonate the secondary high explosive loaded in the cup. The high explosive end of the TLX lines is used to initiate
the severance assemblies or to transfer the command signal from one TLX line to another.
The Primer‐to‐High Explosive (P‐HE) TLX line will operate satisfactorily with a temperature range of –54 to +93°C.
The High Explosive‐to‐Low Explosive (HE‐LE) is similar to the primer by high explosive (P‐HE) line except for
one of the end assemblies. While the basic TLX tube and high explosive end remain the same the line is fitted witha low energy type of end assembly at the other end. The low energy end of the TLX line consists of a steel ferrulein which the end of the TLX tube is fitted. A small pyrotechnic booster charge is fitted to the end of the TLX inside
the tube. This booster charge is present to accept the explosive output reaction from the high explosive TLX ends
when the ends are all mated to the Tee Connector. The low energy booster charge will accept the explosive stimulus,
ignite, burn rapidly and ignite the explosive material on the inside wall of the TLX tube. If the explosive signal werestarted at the high explosive end of this line the signal would travel from that end to the low energy end. The low
energy booster charge would ignite and output some hot gas into the connecting assembly. While the basic TLX tube
and high explosive end remain the same the line is fitted with a gas generating type of end assembly at the other end.
The gas generator end of the TLX line consists of a steel cartridge assembly, which encases two type of gas producing
pyrotechnic materials. It is intended that the input signal for this type of TLX line be from the high explosive end.
The TLX shock wave travels down the TLX line and enters the inner chamber by passing around a steel ball. This
shock wave ignites a small pyrotechnic material load, which starts to burn and create hot gas. The hot gas forces thesteel ball into the throat of the ferrule cutting off any gas flow from the ferrule from going into the TLX tube. This
small pyrotechnic load then burns through the other end and ignites the main charge of gas producing material. The
hot gas freed by the burning reaction bursts through a thin steel closure plate on the end of the cartridge. This hot,high‐pressure gas is used to push a piston contained within the thruster assembly.
The High Explosive‐to‐Low Explosive (HE‐LE) TLX line will operate satisfactorily with a temperature range of –54
to +93°C.
The High Explosive‐to‐Gas Generator (HE‐GG) is similar to the primer by high explosive (P‐HE) line except for oneof the end assemblies. While the basic TLX tube and high explosive end remain the same the line is fitted with a gas
generating type of end assembly at the other end. The gas generator end of the TLX line consists of a steel cartridge
assembly, which encases two types of gas producing pyrotechnic materials. The input signal is from the highexplosive end.
The TLX shock wave travels down the TLX line and enters the inner chamber by passing around a steel ball. This
shock wave ignites a small pyrotechnic material load, which starts to burn and create hot gas. The hot gas forces thesteel ball into the throat of the ferrule cutting off any gas flow from the ferrule from going into the TLX tube. This
small pyrotechnic load then burns through the other end and ignites the main charge of gas producing material. The
hot gas freed by the burning reaction bursts through a thin steel closure plate on the end of the cartridge. This hot,high‐pressure gas is used to push a piston contained within the thruster assembly.
The High Explosive‐to‐Gas Generator (HE‐GG) TLX line will operate satisfactorily with a temperature range of –54
to +93°C.
ORIGINAL

G‐6

SPECIAL TOOLS/EQUIPMENT
Power Rescue Saw
Crash Axe
1. GENERAL AIRCRAFT INFORMATION
Chaff/Flares,
Escape Hatches/
Explosive Cartridges

b. Oxygen/Gas

400 Liter emergency
supply — Gaseous(Located in aft cabinoverhead)c. Battery

1 (Located in aftcabin overhead)d. FuelInternal 1448.4 gale. OilEngine 3.0 gal
APU 1.3 gal
Proprotor Gearbox 8 gal
Tilt Axis Gearbox 3.5 gal
Midwing Gearbox 2.25 gal
Emergency Lubrication
Reservoir 6 gal
Variable Frequency
Generators 3.5 qt
Hydraulic 4.3 gal

f. Pneumatic
System3000 PSI

ORIGINALNAVAIR 00‐80R‐14‐1

Figure G‐2. MV‐22B Osprey Crash Crew Information (Sheet 1 of 7)

G‐7

a. Pyrotechnics

a. N/Ab. OtherFiberglass/Carbon Epoxy
Composite/Glass Epoxy
Composite

G‐8

Figure G‐2. MV‐22B Osprey Crash Crew Information (Sheet 2)

c. Steeld. Titanium
e. Aluminumf. N/Ag. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

2. AIRFRAME MATERIALS

3. AIRCRAFT DANGER AREAS
a. Turbine Blade Failure — 300b. Engine Exhaust

G‐9

Figure G‐2. MV‐22B Osprey Crash Crew Information (Sheet 3)

After landing, engine exhaust is deflected 45
away (outboard) from the aircraft.
c. APU Exhaust (Top)d. Rotors

e. Escape Windows/Hatches — 50
f. Chaff/Flares
4. AIRCRAFT ENTRY
a. NORMAL ENTRY

 Do not approach aircraft until it has been
shutdown and rotors have come to acomplete stop.

ORIGINALNAVAIR 00‐80R‐14‐1

 Solid propellant inert gas generator fire
extinguishing systems discharge an inert gas
mixture that appears as voluminous whitesmoke as the mixture is expelled from theaircraft. 123

a. NORMAL ENTRY (CONT.)

G‐10

Figure G‐2. MV‐22B Osprey Crash Crew Information (Sheet 4)

Normal entry to the flight compartment, andpassenger and/or cargo compartment isthrough the forward entrance door on the
starboard side. The door can be opened
from inside or outside the aircraft.
(1) On lower door: Push button in center ofhandle, handle will pop out. Turn handle
up and pull, door will hinge downward toprovide entry steps. On upper door: Push
button in center of handle, handle will pop
out. Pull handle down and push door in.
Alternate entry to the flight compartment,
and passenger and/or cargo compartment isthrough the cargo ramp/door. The cargo
ramp/door can be opened from inside oroutside the aircraft. The External Ramp
Control Panel is located on the aft corner ofthe starboard sponson.
(2) On the External Ramp Control Panel:
Activate the HYD MAINT PUMP switch,
the RAMP directional switch, and the
DOOR directional switch
simultaneously. Release all threeswitches when cargo ramp/door reaches
desired position.
b. N/Ac. EMERGENCY ENTRY
Emergency entry can be made through two
cockpit jettisonable windows and four
jettisonable cabin escape hatches. The
windows and hatches are jettisoned by theuse of a detonation cord system designed to
cut the windows/hatches from the aircraft. 123

NAVAIR 00‐80R‐14‐1

ORIGINAL

4. AIRCRAFT ENTRY (CONT.)4. AIRCRAFT ENTRY (CONT.) ab
c. EMERGENCY ENTRY (CONT.)

G‐11

Figure G‐2. MV‐22B Osprey Crash Crew Information (Sheet 5)

 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 fueland/or vapors are present may result in a
fire.
 The high sound levels that occur when the
explosive escape system hatches are
jettisoned can damage hearing if hearing
protection is not worn.
 Cockpit side windows shall be jettisoned
one at a time. Failure to comply may resultin personnel injury or death to aircrew.
(1) Cockpit windows: Push button, handle
will pop out. Grasp handle and, at a
45 angle, extend to end of lanyard(approximately 10 feet). Face awayfrom aircraft and pull handle to initiate
detonation.

ORIGINAL

d. N/ANAVAIR 00‐80R‐14‐1(2) Cabin escape hatches: Two on left
side, one on right side, and one in aftcabin overhead. Push button, handle
will pop out. Grasp handle and, at 45
angle, extended to end of lanyard(approximately 10 feet). Face awayfrom aircraft and pull handle to initiate
detonation.1234

6. ENGINE SHUTDOWN

G‐12

Figure G‐2. MV‐22B Osprey Crash Crew Information (Sheet 6)

a. N/Ab. N/Ac. N/Ad. N/Ae. N/Af. Apply INBOARD pressure to Control Levers
and MOVE levers to extreme AFT position(OFF).
g. APU
Position APU rotary switch to STOP. APU
shutdown will be automatic.
7. BATTERY
The primary purpose for the battery is forstarting the APU. One 24‐volt sealed, lead‐acidbattery is located in the cabin overheard and isaccessible from inside the cabin.
a. PUSH battery switch to turn battery ON/OFF.

NAVAIR 00‐80R‐14‐1

ORIGINAL

5. N/A8. CREW RELEASE
The pilot, copilot, and cockpit jump seat restraint
system consists of two lap straps, crotch strap
and attaching rotary buckle, and a shoulder
harness. Passengers and crewmembers havelap belts and a shoulder harness only.

G‐13/(G-14 blank)

Figure G‐2. MV‐22B Osprey Crash Crew Information (Sheet 7)

a. PERSONNEL SERVICE, QUICKDISCONNECT(1) PILOT, COPILOT, AND COCKPIT JUMPSEAT: TURNING rotary buckle knob 1/4
turn will RELEASE lap straps andshoulder harness from crotch strap.
(2) PASSENGER/CREWMEMBER: LIFTBUCKLE to RELEASE lap belt andshoulder harness (airline type).
b. N/Ac. N/Ad. N/ANAVAIR 00‐80R‐14‐1

ORIGINAL

NAVAIR 00‐80R‐14‐1

APPENDIX H

References
H.1

RESCUE AND FIREFIGHTING PUBLICATIONS

The following publications contain additional information about Aircraft Rescue and Firefighting Procedures.
AIRCRAFT TYPE

PUBLICATION TITLE

PUBLICATION NUMBER

USN/USMC AIRCRAFT

NATOPS U.S. NAVY
AIRCRAFT FIREFIGHTING
AND RESCUENAVAIR 00‐80T‐14

USAF AIRCRAFTTECHNICAL MANUALAIRCRAFT EMERGENCYRESCUE INFORMATIONUSAF T.O. 00‐105E9

H.2

AIRCRAFT SYSTEMS PUBLICATION

The following publications contain additional information about USN and USMC aircraft equipment and escapeprocedures.
PUBLICATION TITLE

PUBLICATION NUMBER

AV‐8B/TAV‐8B Harrier

AIRCRAFT TYPE

AV‐8B/TAV‐8B NATOPS Flight Manual

NAVAIR A1‐AV8BB‐NFM‐000

F‐5E/F/N Tiger II

F‐5E/F/N NATOPS Flight Manual

NAVAIR 01‐F5AAA‐1

F‐16N Fighting Falcon

F‐16A/B Flight Manual

USAF T.O. 1F‐16A‐1

F/A‐18A/B/C/D Hornet

F/A‐18A/B/C/D NATOPS Flight Manual

NAVAIR A1‐F18AC‐NFM‐000

F/A‐18A/B/C/D Line Maintenance Emergency
Procedures

NAVAIR A1‐F18AC‐LMM‐020

F/A‐18E/F NATOPS Flight Manual

NAVAIR A1‐F18EA‐NFM‐000

F/A‐18E/F Line Maintenance Emergency Procedures

NAVAIR A1‐F18EA‐LMM‐020

EA‐6B BLK 89A/89, 82 NATOPS Flight Manual

NAVAIR 01‐85ADC‐1

EA‐6B ICAP II BLK 3 Preliminary
NATOPS Flight Manual

NAVAIR 01‐85ADX‐1

EA‐6B ICAP III BLK II Preliminary
NATOPS Flight Manual

NAVAIR 01‐85ADZ‐1

EA‐18G Growler

EA‐18A Preliminary NATOPS Flight Manual

NAVAIR 01‐E18GA‐NFM‐000

E‐2C Hawkeye

E‐2C NATOPS Flight Manual

NAVAIR 01‐E2AAF‐1

E‐6B Mercury

E‐6B NATOPS Flight Manual

NAVAIR A1‐E6AAB‐NFM‐000

EP‐3E

EP‐3E NATOPS Flight Manual

NAVAIR 01‐75EPS‐1

P‐3C AIP Orion

P‐3C NATOPS Flight Manual

NAVAIR 01‐75PAC‐1

P‐3A/B/C

P‐3A/B/C NATOPS Flight Manual

NAVAIR 01‐75PAG‐1

S‐3B Viking

S‐3B NATOPS Flight Manual

NAVAIR 01‐S3AAB‐1

C‐2A GreyhoundC‐2A NATOPS Flight Manual

NAVAIR A1‐C2AHA‐NFM‐000

C‐9B/DC‐9B Skytrain II

C‐9B NATOPS Flight Manual

NAVAIR 01‐C9BAAA‐1

UC‐12B/F/M Super King Air

UC‐12B/F/M NATOPS Flight Manual

NAVAIR A1‐C12BM‐NFM‐000

F/A‐18E/F Super Hornet
EA‐6B Prowler

H‐1

ORIGINALNAVAIR 00‐80R‐14‐1
AIRCRAFT TYPE
C‐20A/D/G Gulfstream III/III/IV

PUBLICATION TITLE

PUBLICATION NUMBER

C‐20A Flight Manual

USAF T.O. 1C‐20A‐1

C‐20D NATOPS Flight Manual

NAVAIR 01‐C20DAAA‐1

C‐20G NATOPS Flight Manual

NAVAIR 01‐C20GAAA‐1

C‐26D Metroliner

C‐26D NATOPS Flight Manual

NAVAIR 01‐C26DA‐NFM‐000

UC‐35C/D Citation

UC‐35C/D NATOPS Flight Manual

NAVAIR 01‐C35CAA‐1

C‐37A/B Gulfstream V/550

C‐37A NATOPS Flight Manual

NAVAIR 01‐C37A‐1

C‐37B NATOPS Flight Manual

NAVAIR 01‐C37B‐1

C‐40A Clipper

C‐40A NATOPS Flight Manual

NAVAIR 01‐C40AA‐NFM‐000

C‐130T &KC‐130F/R/T/J Hercules

C‐130T NATOPS Flight Manual

NAVAIR 01‐75GAL‐1

KC‐130F NATOPS Flight Manual

NAVAIR 01‐75GAA‐1

KC‐130J NATOPS Flight Manual

NAVAIR 01‐75GAJ‐1

KC‐130R NATOPS Flight Manual

NAVAIR 01‐75GAG‐1

KC‐130T & KC‐130T‐30 NATOPS Flight Manual

NAVAIR 01‐75GAH‐1

T‐2C Buckeye

T‐2C NATOPS Flight Manual

NAVAIR 01‐60GAB‐1

T‐6A Texan II

T‐6A NATOPS Flight Manual

NAVAIR A1‐T6AAA‐NFM‐100

TC‐12B Super King Air

TC‐12B NATOPS Flight Manual

NAVAIR 01‐C12AAB‐1

T‐34C Turbo Mentor

T‐34C NATOPS Flight Manual

NAVAIR 01‐T34AAC‐1

T‐39D/G/N Sabreliner

T‐39D NATOPS Flight Manual

NAVAIR 01‐60GBA‐1

T‐39G/N NATOPS Flight Manual

NAVAIR 01‐60GBE‐1

T‐44A NATOPS Flight Manual

NAVAIR 01‐T44AAA‐1

T‐44C NATOPS Flight Manual

NAVAIR 01‐T44AAC‐1

T‐45A NATOPS Flight Manual

NAVAIR A1‐T45AB‐NFM‐000

T‐44A/C King Air
T‐45A/C Goshawk

T‐45C NATOPS Flight Manual

NAVAIR A1‐T45AC‐NFM‐000

MV‐22B Osprey

MV‐22B NATOPS Flight Manual

NAVAIR A1‐V22AB‐NFM‐000

AH‐1W/Z Super Cobra

AH‐1W NATOPS Flight Manual

NAVAIR 01‐H1AAC‐1

AH‐1Z NATOPS Flight Manual

NAVAIR 01‐H1AAD‐1

UH/HH‐1N NATOPS Flight Manual

NAVAIR 01‐110HCE‐1

UH‐1Y NATOPS Flight Manual

NAVAIR 01‐110HCG‐1

UH‐3H & UH‐3E(ET) Sea King

UH‐3H & UH‐3H(ET) NATOPS Flight Manual

NAVAIR 01‐230HLH‐1

CH‐46E Sea Knight

CH‐46E NATOPS Flight Manual

NAVAIR A1‐H46AE‐NFM‐000

CH‐53D Sea Stallion

CH‐53D NATOPS Flight Manual

NAVAIR 01‐230HMA‐1

CH‐53E Super Stallion

CH‐53E NATOPS Flight Manual

NAVAIR A1‐H53BE‐NFM‐000

MH‐53E Sea Dragon

MH‐53E NATOPS Flight Manual

NAVAIR A1‐H53ME‐NFM‐000

TH‐57B/C Sea Ranger

TH‐57B/C NATOPS Flight Manual

NAVAIR 01‐H57BC‐1

SH‐60B Seahawk

SH‐60B NATOPS Flight Manual

NAVAIR A1‐H60BB‐NFM‐000

SH‐60F & HH‐60H Seahawk

H‐60F/H NATOPS Flight Manual

NAVAIR A1‐H60CA‐NFM‐000

MH‐60R Seahawk

MH‐60R NATOPS Flight Manual

NAVAIR A1‐H60RA‐NFM‐000

MH‐60S Knighthawk

MH‐60S NATOPS Flight Manual

NAVAIR A1‐H60SA‐NFM‐000

UH‐1N/Y Iroquois

ORIGINAL

H‐2

NAVAIR 00‐80R‐14‐1

APPENDIX I

NATOPS Question and Answer Bank
Test question and answer bank under development.

I‐1/(I‐2 blank)

ORIGINAL

NAVAIR 00-80R-14-1

INDEX
Page
No.

Page
No.

A

C

Aircraft:Approaching crashed . . . . . . . . . . . . . . . . . . . . 3-1
Systems publication . . . . . . . . . . . . . . . . . . . . . H-1
Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
Aircraft CCIDs . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Color codes . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Essential information categories . . . . . . . . . . . 2-2
Aircraft danger areas . . . . . . . . . . . . . . . . . . . . . . 3-1
Armament . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Composite material . . . . . . . . . . . . . . . . . . . . . 3-2
Engines running . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Radiation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Aircrew rescue sequence . . . . . . . . . . . . . . . . . . . 3-7
Ejection seat safety information . . . . . . . . . . . 3-7
Engine shutdown . . . . . . . . . . . . . . . . . . . . . . . 3-9
Personnel restraints . . . . . . . . . . . . . . . . . . . . 3-15
Removal of face/oxygen mask . . . . . . . . . . . . 3-9
Approaching crashed aircraft . . . . . . . . . . . . . . . . 3-1
Areas:
Aircraft danger . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Forcible entry into fuselage . . . . . . . . . . . . . . . 3-4
Armament . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Assembly:
MV-22B left/right center, left forwardcabin fuselage hatch severance
assembly source data . . . . . . . . . . . . . . . . . . . G-2
MV-22B overhead cabin fuselage
hatch severance assembly source data . . . . . . G-2
MV-22B side canopy
severance assembly source data . . . . . . . . . . G-4
Assignments, rescue crewmember duty . . . . . . . . 1-1
Automatic sea water actuated release system (SEAWARS) release fitting . . . . . . . . . . . . . . . . . . . 3-19

Canopies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
CCID summaries and other information . . . . . . . 2-4
CCID warnings summary . . . . . . . . . . . . . . . . . 3-20
Aircraft warnings . . . . . . . . . . . . . . . . . . . . . . 3-21
Codes:
Aircraft CCID color . . . . . . . . . . . . . . . . . . . . . 2-2
Ejection seat CCID color . . . . . . . . . . . . . . . . . 2-4
Command, NATOPS cognizant . . . . . . . . . . . . . . 1-4
Complementary publications . . . . . . . . . . . . . . . . 1-2
Composite material . . . . . . . . . . . . . . . . . . . . . . . 3-2
Connections, personal services . . . . . . . . . . . . . 3-16
Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Crew extraction . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Crewmember:
Rescue crewmember duty assignments . . . . . . 1-1
Rescue crewmember selection criteria . . . . . . 1-1
Currency of CCID information . . . . . . . . . . . . . . 2-5

DDoors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Duty assignments, rescue crewmember . . . . . . . . 1-1

EEjection seat:
Safety information . . . . . . . . . . . . . . . . . . . . . . 3-7
Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Ejection seat CCIDs . . . . . . . . . . . . . . . . . . . . . . . 2-2
Color codes . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Essential information categories . . . . . . . . . . . 2-4
Electronic radiation hazards . . . . . . . . . . . . . . . . 3-20
Emergency:
Entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Harness release . . . . . . . . . . . . . . . . . . . . . . . 3-16
Engine shutdown . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Engines running . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Entry and exit points . . . . . . . . . . . . . . . . . . . . . . 3-2
Canopies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2

41
Index-1

ORIGINALNAVAIR 00-80R-14-1
Page
No.
Emergency entry . . . . . . . . . . . . . . . . . . . . . . . 3-4
Forcible entry . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Hatches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Normal canopy opening . . . . . . . . . . . . . . . . . . 3-3
Equipment:
Seat restraint . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Special mission aircrew equipment
MCK-0 through MCK-5 series mask
aircrewman, CBR protective respirator
and tactical ventilator . . . . . . . . . . . . . . . . . . 3-9

FFire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Forcible entry . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
into Fuselage areas . . . . . . . . . . . . . . . . . . . . . . 3-4
Transparent acrylic plastic . . . . . . . . . . . . . . . . 3-4

HHatch(es) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
MV-22B left/right center, left forwardcabin fuselage hatch severance
assembly source data . . . . . . . . . . . . . . . . . . . G-2
MV-22B overhead cabin fuselage
hatch severance assembly source data . . . . . . G-2
Hazards:
Electronic radiation . . . . . . . . . . . . . . . . . . . . 3-20
Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Toxic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20

I

Page
No.

M
Miscellaneous hazards . . . . . . . . . . . . . . . . . . . . 3-20
MV-22B external initiator source data . . . . . . . . . G-3
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-3
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-3
MV-22B internal initiator source data . . . . . . . . . G-4
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-4
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-4
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-4
MV-22B left/right center, left forwardcabin fuselage hatch severance
assembly source data . . . . . . . . . . . . . . . . . . . . . G-2
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-2
Function and location . . . . . . . . . . . . . . . . . . . G-2
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-2
MV-22B overhead cabin fuselage hatch
severance assembly source data . . . . . . . . . . . . . G-2
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-3
Function and location . . . . . . . . . . . . . . . . . . . G-2
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-3
MV-22B side canopy severance
assembly source data . . . . . . . . . . . . . . . . . . . . . G-4
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-4
Function and location . . . . . . . . . . . . . . . . . . . G-4
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-4
MV-22B thruster source data . . . . . . . . . . . . . . . . G-5
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-5
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-5
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-5
MV-22B TLX line source data . . . . . . . . . . . . . . . G-5
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-5
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-5
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G-5

Integrated torso harness . . . . . . . . . . . . . . . . . . . 3-16

L
Lap belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
and Shoulder harness combination . . . . . . . . 3-15
Leg retention devices . . . . . . . . . . . . . . . . . . . . . 3-16

ORIGINAL

N
NATOPS:
Advisory group . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Cognizant command . . . . . . . . . . . . . . . . . . . . 1-4
Model manager . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Normal canopy opening . . . . . . . . . . . . . . . . . . . . 3-3

42Index-2

NAVAIR 00-80R-14-1
Page
No.

O
Other related publications . . . . . . . . . . . . . . . . . . 1-2
Complementary publications . . . . . . . . . . . . . . 1-2
Other crash and salvage-related
publications . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Other NATOPS publications . . . . . . . . . . . . . . 1-2

P
Personal services connections . . . . . . . . . . . . . . 3-16
Personnel restraints . . . . . . . . . . . . . . . . . . . . . . 3-15
Automatic sea water actuated releasesystem (SEAWARS) release fitting . . . . . . . 3-19
Emergency harness release . . . . . . . . . . . . . . 3-16
Leg retention devices . . . . . . . . . . . . . . . . . . . 3-16
Personal services connections . . . . . . . . . . . . 3-16
Seat restraint equipment . . . . . . . . . . . . . . . . 3-15
Torso harness suit and torso harness . . . . . . . 3-16
Universal water activated releasesystem (UWARS) . . . . . . . . . . . . . . . . . . . . 3-19
Program manager . . . . . . . . . . . . . . . . . . . . . . . . . 1-4

R
Radiation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Removal of face/oxygen mask . . . . . . . . . . . . . . . 3-9Special mission aircrew equipment
MCK-0 through MCK-5 series mask
aircrewman, CBR protective respirator
and tactical ventilator . . . . . . . . . . . . . . . . . . 3-9
Rescue and firefighting publications . . . . . . . . . . H-1
Rescue crewmember:
Duty assignments . . . . . . . . . . . . . . . . . . . . . . . 1-1
Selection criteria . . . . . . . . . . . . . . . . . . . . . . . 1-1
Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
NATOPS advisory group . . . . . . . . . . . . . . . . . 1-3
NATOPS cognizant command . . . . . . . . . . . . . 1-4
NATOPS model manager . . . . . . . . . . . . . . . . 1-4
Program manager . . . . . . . . . . . . . . . . . . . . . . . 1-4

S
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
CCID warnings summary . . . . . . . . . . . . . . . 3-20
Electronic radiation hazards . . . . . . . . . . . . . 3-20

Page
No.
Fire hazards . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Miscellaneous hazards . . . . . . . . . . . . . . . . . . 3-20
Toxic hazards . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Seat:
Ejection seat CCID color codes . . . . . . . . . . . . 2-4
Ejection seat CCID
essential information categories . . . . . . . . . . 2-4
Ejection seat CCIDs . . . . . . . . . . . . . . . . . . . . 2-2
Ejection seat safety information . . . . . . . . . . . 3-7
Ejection seat systems . . . . . . . . . . . . . . . . . . . . 4-1
Ejection seat warnings . . . . . . . . . . . . . . . . . . . 3-8
Restraint equipment . . . . . . . . . . . . . . . . . . . . 3-15
Safetying/safing . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Selection criteria, rescue crewmember . . . . . . . . 1-1
Special mission aircrew equipment
MCK-0 through MCK-5 series mask
aircrewman, CBR protective respirator
and tactical ventilator . . . . . . . . . . . . . . . . . . . . . 3-9
System(s):Aircraft systems publication . . . . . . . . . . . . . . H-1
Automatic sea water actuated releasesystem (SEAWARS) release fitting . . . . . . . 3-19
Ejection seat . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Universal water activated releasesystem (UWARS) . . . . . . . . . . . . . . . . . . . . 3-19

T
Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Torso harness suit and torso harness . . . . . . . . . 3-16
Toxic hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2, 4-1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Transparent acrylic plastic . . . . . . . . . . . . . . . . . . 3-4

U
Universal water activated releasesystem (UWARS) . . . . . . . . . . . . . . . . . . . . . . . 3-19W
Waivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4

Index-3/(4 blank)

ORIGINAL