NAVAIR 00-80R-14-1 NATOPS U.S. NAVY AIRCRAFT EMERGENCY RESCUE INFORMATION MANUAL (2009)

NAVAIR 00-80R-14-1

NATOPS U.S. NAVY

AIRCRAFT EMERGENCY RESCUE

INFORMATION MANUAL

THIS PUBLICATION SUPERSEDES NAVAIR 00-80R-14-1

DATED 15 OCTOBER 2003.

DISTRIBUTION STATEMENT C — Distribution authorized to U.S. Government Agencies and

their contractors to protect publications required for official use or for administrative or

operational purposes only

(15 January 2009). Other requests for this document shall be

referred 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

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

OTHER RELATED PUBLICATIONS

1-2

1.7.1

Complementary Publications

1-2

1.7.2

Other NATOPS Publications

1-2

1.7.3

Other Crash and Salvage-Related Publications

1-3

1.8

RESPONSIBILITIES

1-3

1.8.1

NATOPS Advisory Group

1-3

1.8.2

NATOPS Cognizant Command

1-4

1.8.3

NATOPS Model Manager

1-4

1.8.4

Program Manager

1-4

1.9

WAIVERS

1-4

CHAPTER 2 — CRASH CREW INFORMATION DIAGRAM (CCID) FORMAT AND CONTENT

2.1

PURPOSE

2-1

2.2

SCOPE

2-1

2.3

GENERAL

2-1

ORIGINAL

NAVAIR 00-80R-14-1

Page

No.

2.4

AIRCRAFT CCIDS

2-2

2.4.1

Aircraft CCID Essential Information Categories

2-2

2.4.2

Aircraft CCID Color Codes

2-2

2.5

EJECTION SEAT CCIDS

2-2

2.5.1

Ejection Seat CCID Essential Information Categories

2-4

2.5.2

Ejection Seat CCID Color Codes

2-4

2.6

CCID SUMMARIES AND OTHER INFORMATION

2-4

2.7

CURRENCY OF CCID INFORMATION

2-5

CHAPTER 3 — AIRCRAFT RESCUE PROCEDURES

3.1

GENERAL

3-1

3.2

APPROACHING CRASHED AIRCRAFT

3-1

3.3

AIRCRAFT DANGER AREAS

3-1

3.3.1

Engines Running

3-1

3.3.2

Armament

3-1

3.3.3

Tires

3-1

3.3.4

Radiation

3-1

3.3.5

Fire

3-2

3.3.6

Composite Material

3-2

3.4

ENTRY AND EXIT POINTS

3-2

3.4.1

Doors

3-2

3.4.2

Hatches

3-2

3.4.3

Canopies

3-2

3.4.4

Normal Canopy Opening

3-3

3.4.5

Emergency Entry

3-4

3.4.6

Forcible Entry

3-4

3.5

AIRCREW RESCUE SEQUENCE

. 3-7

3.5.1

Ejection Seat Safety Information

3-7

3.5.2

Engine Shutdown

3-9

3.5.3

Removal of Face/Oxygen Mask

3-9

3.5.4

Personnel Restraints

3-15

3.6

SAFETY

3-19

3.6.1

Fire Hazards

3-19

3.6.2

Electronic Radiation Hazards

3-20

3.6.3

Toxic Hazards

3-20

3.6.4

Miscellaneous Hazards

3-20

3.6.5

CCID Warnings Summary

3-20

3.7

SUMMARY

3-27

ORIGINAL

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

TRAINING

4-1

4.4.1

Training Procedures

4-1

4.5

SEAT SAFETYING/SAFING

4-2

4.6

CREW EXTRACTION

4-2

APPENDIX A — ATTACK AIRCRAFT

APPENDIX B — FIGHTER AIRCRAFT

APPENDIX C — SPECIAL MISSION AIRCRAFT

APPENDIX D — TRANSPORT AIRCRAFT

APPENDIX E — TRAINING AIRCRAFT

APPENDIX F — ROTARY-WING AIRCRAFT

APPENDIX G — TILT-ROTOR AIRCRAFT

G.1

MV-22B LEFT/RIGHT CENTER, LEFT FORWARD CABIN FUSELAGE HATCH

SEVERANCE ASSEMBLY SOURCE DATA

G-2

G.1.1

Function and Location

G-2

G.1.2

Description

G-2

G.1.3

Operation

G-2

G.2

MV-22B OVERHEAD CABIN FUSELAGE HATCH SEVERANCE ASSEMBLY

SOURCE DATA

G-2

G.2.1

Function and Location

G-2

G.2.2

Description

G-3

G.2.3

Operation

G-3

G.3

MV-22B EXTERNAL INITIATOR SOURCE DATA

G-3

G.3.1

Function

G-3

ORIGINAL

NAVAIR 00-80R-14-1

Page

No.

G.3.2

Description

G-3

G.3.3

Operation

G-3

G.4

MV-22B INTERNAL INITIATOR SOURCE DATA

G-4

G.4.1

Function

G-4

G.4.2

Description

G-4

G.4.3

Operation

G-4

G.5

MV-22B SIDE CANOPY SEVERANCE ASSEMBLY SOURCE DATA

G-4

G.5.1

Function and Location

G-4

G.5.2

Description

G-4

G.5.3

Operation

G-4

G.6

MV-22B THRUSTER SOURCE DATA

G-5

G.6.1

Function

G-5

G.6.2

Description

G-5

G.6.3

Operation

G-5

G.7

MV-22B TLX LINE SOURCE DATA

G-5

G.7.1

Function

G-5

G.7.2

Description

G-5

G.7.3

Operation

G-5

APPENDIX H — REFERENCES

H.1

RESCUE AND FIREFIGHTING PUBLICATIONS

H-1

H.2

AIRCRAFT SYSTEMS PUBLICATION

H-1

APPENDIX I — NATOPS QUESTION AND ANSWER BANK

INDEX

Index-1

ORIGINAL

NAVAIR 00-80R-14-1

LIST OF ILLUSTRATIONS

Page

No.

CHAPTER 2 — CRASH CREW INFORMATION DIAGRAM (CCID) FORMAT AND CONTENT

Figure 2-1.

CCID Essential Information Elements and Color Code

2-3

Figure 2-2.

Fixed-Wing Aircraft Systems and CCIDs Summary

2-6

Figure 2-3.

Tilt-Rotor and Helicopter Aircraft Systems and Crash Crew

Information Diagram Summary

2-8

CHAPTER 3 — AIRCRAFT RESCUE PROCEDURES

Figure 3-1.

Types of Canopies

3-3

Figure 3-2.

Forcible Entry Into Plastic Canopies (Axe and Power Rescue Saw)

3-5

Figure 3-3.

Forcible Entry Into Fuselage (Axe and Power Rescue Saw)

3-6

Figure 3-4.

Face Mask Connectors

3-10

Figure 3-5.

Crew Release

3-11

Figure 3-6.

Respirator Assembly (A/P 22P-9(V) Protective Assembly —

Above-the-Neck-Portion)

3-12

Figure 3-7.

MCK-3/P Mask

3-13

Figure 3-8.

Facepiece

3-13

Figure 3-9.

MK-2A Flight Mode

3-14

Figure 3-10.

Koch Release Fitting

3-16

Figure 3-11.

Torso Harness

3-17

Figure 3-12.

Leg Restraint System

3-18

Figure 3-13.

SEAWARS Release Fitting

3-19

Figure 3-14.

UWARS Release Fitting

3-20

CHAPTER 4 — EJECTION SEAT FAMILIARIZATION

Figure 4-1.

Ejection Seat Systems

4-2

Figure 4-2.

Martin-Baker GRUEA-7 Ejection Seat

4-3

Figure 4-3.

Martin-Baker SJU-5/A, 6/A Ejection Seat

4-7

Figure 4-4.

Martin-Baker SJU-17(V) Series Ejection Seat

4-9

Figure 4-5.

Martin-Baker SJU-17(V) Series Ejection Seat

4-11

Figure 4-6.

STENCEL SJU-4A/13A/14A Ejection Seat

4-13

Figure 4-7.

ESCAPAC 1E-1 Ejection Seat

4-15

Figure 4-8.

North American LS-1A Ejection Seat

4-17

Figure 4-9.

Northrop M-38 Ejection Seat

4-19

APPENDIX A — ATTACK AIRCRAFT

Figure A-1.

Attack Aircraft Systems and CCID Summary

A-1

Figure A-2.

AV-8B Harrier Crash Crew Information

A-2

ORIGINAL

NAVAIR 00-80R-14-1

Page

No.

APPENDIX B — FIGHTER AIRCRAFT

Figure B-1.

Fighter Aircraft Systems and CCID Summary

B-1

Figure B-2.

F-5E/F Tiger II Crash Crew Information

B-2

Figure B-3.

F-18 Hornet Crash Crew Information

B-9

APPENDIX C — SPECIAL MISSION AIRCRAFT

Figure C-1.

Special Mission Aircraft Systems and CCID Summary

C-1

Figure C-2.

E-2 Hawkeye Crash Crew Information

C-2

Figure C-3.

EA-6B Prowler Crash Crew Information

C-8

Figure C-4.

P-3 Orion Crash Crew Information

C-13

Figure C-5.

S-3 Viking Crash Crew Information

C-18

Figure C-6.

E-6 Mercury Crash Crew Information

C-23

APPENDIX D — TRANSPORT AIRCRAFT

Figure D-1.

Transport Aircraft Systems and CCID Summary

D-1

Figure D-2.

C-2 Greyhound Crash Crew Information

D-2

Figure D-3.

C-9 Skytrain II Crash Crew Information

D-7

Figure D-4.

U/RC-12 Super King Air Crash Crew Information

D-13

Figure D-5.

C-130 Hercules Crash Crew Information

D-17

Figure D-6.

C-20D/G Gulfstream III/IV Crash Crew Information

D-21

Figure D-7.

C-26 Crash Crew Information

D-26

APPENDIX E — TRAINING AIRCRAFT

Figure E-1.

Training Aircraft Systems and CCID Summary

E-1

Figure E-2.

T-2 Buckeye Crash Crew Information

E-2

Figure E-3.

T-6A Texan II Crash Crew Information

E-7

Figure E-4.

T-34C Turbo Mentor Crash Crew Information

E-13

Figure E-5.

T-38A/C Talon Crash Crew Information

E-18

Figure E-6.

T-39 Sabreliner Crash Crew Information

E-24

Figure E-7.

T-44A King Air Crash Crew Information

E-29

Figure E-8.

T-45A Goshawk Crash Crew Information

E-33

APPENDIX F — ROTARY-WING AIRCRAFT

Figure F-1.

Helicopter Systems and CCID Summary

F-1

Figure F-2.

Typical Rotor Blade Cross-Section

F-2

Figure F-3.

AH-1W Super Cobra Crash Crew Information

F-4

Figure F-4.

AH-1Z Super Cobra Crash Crew Information

F-9

Figure F-5.

UH-1N Iroquois/Huey Crash Crew Information

F-14

Figure F-6.

UH-1Y Super Cobra Crash Crew Information

F-18

ORIGINAL

NAVAIR 00-80R-14-1

List of Abbreviations and Acronyms

APP.ąAuxiliary Power Plant

GTS.ąGas Turbine Starter (AV-8 aircraft)

APU.ąAuxiliary Power Unit

HE-GG.ąHigh

Explosive-to-Gas

Generator

ARFF.ąAircraft Rescue and Fire Fighting

(MV-22B aircraft)

ATO.ąAirborne Tactical Operator

(SH-60

HE-LE.ąHigh

Explosive-to-Low

Explosive

aircrewmen)

(MV-22B aircraft)

HTH.ąCalcium Hypochlorite (a CBR solution)

CBRNE.ąChemical, Biological, Radiological,

Nuclear Explosives

JHMCS.ąJoint Helmet Mounted Cueing

System

(F/A-18 aircraft)

CCID.ąCrash Crew Information Diagram

COTAC.ąCopilot Tactical Coordinator (S-3 aircraft)

LH.ąLeft-hand

LOX.ąLiquid Oxygen

DFIRS.ąDeployable Flight Incident Recorder Set

(F/A-18 aircraft)

MDC.ąMild Detonating Cord

DS2.ąDecontamination Solution Number 2 (a CBR

solution)

MIM.ąMaintenance Information Manual

MRT.ąMaximum Rated Thrust

ECMO1.ąElectronic Countermeasures Officer

(EA-6B aircrewmen)

NLG.ąNose Landing Gear

OBOGS.ąOnboard Oxygen Generation System

FLSC.ąFlexible Linear-Shaped Charge

(F/A-18

aircraft)

FOD.ąForeign Object Debris

P-HE.ąPrimer-to-High Explosive (MV-22B aircraft)

ORIGINAL

NAVAIR 00-80R-14-1

PREFACE

SCOPE

NATOPS manuals are issued by the authority of the Chief of Naval Operations and under the direction of the

Commander, Naval Air Systems Command in conjunction with the Naval Air Training and Operating Procedures

Standardization (NATOPS) program. NATOPS publications provide the best available operating instructions for

most circumstances. However, no manual can cover every situation or be a substitute for sound judgment; operational

situations may require modification of the procedures contained therein. Read these publications from cover to cover.

It is your responsibility to have a complete knowledge of their contents.

Note

See Chapter 1 for more information on the scope and purpose of this

manual, and for any special requirements or procedures that compliment

those contained in this preface.

DETERMINING THE CURRENT VERSION OF THIS PUBLICATION

The current versions of NATOPS publications are listed in the NATOPS Status Report which is available online at

https://airworthiness.navair.navy.mil. Upon receiving a copy of a NATOPS, consult the NATOPS Status Report to

determine its current configuration (through the latest revision, change, and interim change). Before using this

publication, users shall ensure that they have the current version of it.

OBTAINING COPIES OF THIS PUBLICATION

One-Time Orders

Copies of this publication and the current changes thereto may be ordered from the Naval Logistics Library (NLL)

using NAVICP Pub 2003, which is available online at https://nll.ahf.nmci.navy.mil, or procured through the supply

system in accordance with NAVSUP P-409 (MILSTRIP/MILSTRAP). This manual is also available in pdf format

and may be viewed on, and downloaded from, the NATEC or AIRWORTHINESS websites, www.natec.navy.mil or

https://airworthiness.navair.navy.mil, respectively.

Note

D When the current revision of a publication is ordered through NLL or

NAVSUP, copies of all active changes to the publication will be forwarded

along with it. The printed changes to a revision need not be ordered in

addition to ordering the revision.

D An order for a publication that exceeds the maximum order quantity posted

on the NLL website will be filled not to exceed the maximum order

quantity. Additional orders will be required in order for an activity to

receive more than the posted maximum order quantity of a publication.

D Interim changes to NATOPS publications are not stocked within the NLL

or NAVSUP systems and must be obtained separately. Active interim

changes to NATOPS publications are published in electronic media only

and most are available online at www.natec.navy.mil and https://airworthi-

ness.navair.navy.mil for viewing and downloading.

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 for

establishing and maintaining an ADRL account are contained in NAVAIR technical manual 00-25-100 work package

(WP) 017-00, which is available online at www.natec.navy.mil.

Note

D When a user's ADRL account has not been updated within the last 12

months, all automatic distribution to the user will be suspended until the

account has been updated.

D To avoid the gross cost and delivery inefficiencies that have resulted from

excessive or insufficient distributions, the NATOPS Program Manager has

been granted authority to adjust the automatic distribution quantities of

NATOPS publications. Units requiring large or unusual distribution

quantities of NATOPS publications should confirm them with the NATOPS

Program Manager in advance of distribution to ensure that the quantities

they will receive will be acceptable.

KEEPING THIS PUBLICATION CURRENT

To be effective, NATOPS publications must be kept current through an active manual change program. Corrections,

additions to, deletions from, and suggestions for improvement of contents should be submitted as NATOPS change

recommendations as soon as possible after discovery. Suggestions for improvement should avoid vague and

generalized language and shall be worded as specifically as possible. Detailed standards for NATOPS publications

are found in MIL-DTL-85025B(AS), which is available online at https://airworthiness.navair.navy.mil. Change

recommendations may be submitted by anyone in accordance with OPNAVINST 3710.7-series. All users are

encouraged to contribute to the currency, accuracy, and usefulness of this and other NATOPS publications by

submitting timely change recommendations for these publications.

SUBMITTING CHANGE RECOMMENDATIONS

Types of Change Recommendations

Change recommendations should be submitted as URGENT, PRIORITY or ROUTINE. Urgent and Priority change

recommendations are changes that cannot be allowed to wait for implementation until after the next review

conference. These usually involve safety-of-flight matters. Some priority change recommendations may be upgraded

to URGENT by NAVAIR (AIR-4.0P), Program Class Desk or the NATOPS Model Manager following receipt and

initial review.

Submitting Change Recommendations to NATOPS Publications

While each type of change recommendation is processed and approved differently, the preferred means of submitting

all of them is through the Airworthiness Issues Resolution System (AIRS) which may be accessed online at

https://airworthiness.navair.navy.mil, or on SIPRNET at https://airworthiness.navair.navy.smil.mil for classified or

otherwise sensitive change recommendations. AIRS provides the fastest and most efficient means of processing and

resolving NATOPS change recommendations. It expedites distribution of the URGENT and PRIORITY change

recommendations to those who need to act on them and compiles the ROUTINE change recommendations into their

respective review conference agenda packages.

ORIGINAL

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 (Form

OPNAV 3710/6), a copy of which is contained within the preface of this manual. The completed change

recommendations forms for changes to this manual should be sent by U.S. Mail to the NATOPS Model Manager of

this publication at:

Message PLAD: COMNAVAIRSYSCOM PATUXENT RIVER MD PMA251

Address:

COMMANDER, NAVAL AIR SYSTEMS COMMAND

ATTN: NATOPS Program Manager, PMA-251 B2

47123 Buse Rd. Unit IPT

Bldg. 2272 Suite 348

Patuxent River, MD 20670-1547

Telephone:

CML (301) 757-6998

DSN 757-6998

Email:

shawn.whalen@navy.mil

ISSUING UPDATES TO NATOPS PUBLICATIONS

Interim Changes

Approved NATOPS urgent and priority change recommendations are issued via Naval messages and may involve

making pen-and-ink entries and/or replacing pages. Copies of interim change messages and their replacement pages

are posted on the NATEC website at www.natec.navy.mil, https://airworthiness.navair.navy.mil, or https://airworthi-

ness.navair.navy.smil.mil for viewing and downloading. Interim change replacement pages are always issued in

electronic format and are not distributed in paper format except under unusual circumstances. Following the

incorporation of an interim change into this publication, its entry should be recorded on the Interim Change Summary

page within this publication.

Revisions, Changes and Errata

Routine change recommendations are compiled into a conference agenda and held for review at the next NATOPS

review conference for this publication. Change recommendations approved by the review conference are published

by the NATOPS Model Manager in a review conference report and then incorporated into a revision or change to this

manual, copies of which are mailed on paper and/or electronic media to users that have a listed requirement for it in

the NATEC ADRL system database. Copies of most unclassified publications are also posted on the NATEC and

Airworthiness websites. When printing errors are found in publications, errata may also be prepared and posted and/or

distributed in electronic or paper form in the same manner as for revisions and changes. After incorporating a change

or errata into this publication, you should page check and record its entry on the Record of Changes page within this

publication.

CHANGE SYMBOLS

Revised text is indicated by a black vertical line in the right margin of the page, like the one printed next to this

paragraph. The change symbol shows where there has been a change. The change might be material added or

information restated. A change symbol in the margin by the chapter number and title indicates a new or completely

revised chapter. Change symbols are not normally used to mark the locations of deleted information.

SPECIAL TERMINOLOGY IN NATOPS PUBLICATIONS

The following special terminology and meanings apply to the contents of this and other NATOPS publications:

ORIGINAL

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 in

injury or death, if not carefully observed or followed.

CAUTION

An operating procedure, practice, or condition, etc., that may result in

damage to equipment if not carefully observed or followed.

Note

An operating procedure, practice, or condition, etc., that is essential to

emphasize.

Requirement For Compliance

“Shall” is used only when application of a procedure is mandatory.

“Should” is used only when application of a procedure is recommended.

“May” and ”need not” are used only when application of a procedure is optional.

“Will” is used only to indicate futurity, and never to indicate any degree of requirement for applicability of a

procedure.

Requirement For Landing Aircraft

1. Land immediately is self-explanatory. (Applicable to helicopters and other VTOL aircraft.)

2. Land as soon as possible means land at the first landing site at which a safe landing may be made.

3. Land as soon as practical means extended flight is not recommended. The landing and duration of flight is at

the discretion of the pilot in command.

25/(26 blank)

ORIGINAL

NAVAIR 00-80R-14-1

CHAPTER 1

Introduction

1.1

PURPOSE

This manual contains essential information and procedures for use by Aircraft Rescue and Firefighting (ARFF)

personnel when rescuing occupants from crashed or disabled naval aircraft. It has been organized for ready reference

by rescue teams and is intended to serve both as an operational guide and a training manual for rescue personnel.

1.2

SCOPE

This publication has been prepared for use by crash crew members and their supervisors engaged in aircraft rescue

operations. It is intended for use as a ready reference during actual rescue operations. It provides detailed information

about aircraft hazards, danger areas, procedures for aircraft entry, engine shutdown, ejection seat safing, aircrew and

passenger release and extraction, and other actions important to aircraft rescue and firefighting personnel.

1.3

CONTENTS

Chapter 1 of this manual contains ARFF crewmember selection criteria, training and qualification requirements, and

waiver procedures; and assigns responsibilities for maintaining this publication. Chapter 2 lists the elements of

information to be addressed in each aircraft and ejection seat Crash Crew Information Diagram (CCID). Chapter 3

contains general aircraft rescue procedures, and a compilation of the ejection seat and aircraft-related warnings that

appear throughout this manual. Chapter 4 addresses the various ejection seat systems in use in Naval aircraft and

contains ejection seat CCIDs for each of them. Appendixes A through G are organized by aircraft mission category

and include an Aircraft Systems and Crash Crew Information Diagram Summary and a CCID set for each naval

aircraft in general use. Appendix H lists other aircraft publications that contain more detailed aircraft equipment,

rescue, firefighting, and escape-related information and procedures. Appendix I is a place holder for the NATOPS

Test Question Bank.

1.4

RESCUE CREWMEMBER DUTY ASSIGNMENTS

The primary duty of the rescue team is to affect the successful rescue of personnel from burning and/or crashed

aircraft. Efficient use of time immediately following an aircraft crash or emergency may be critical to a successful

rescue. Since ARFF team members must be available for immediate response when such an emergency occurs, no

other duties shall be assigned to them during flight operations.

1.5

RESCUE CREWMEMBER SELECTION CRITERIA

When an aircraft mishap occurs, information available may be limited. The type/model/series (T/M/S) of the aircraft

involved, the exact number of souls on board, and the hazards that exist may not yet be available. Firefighting, rescue,

first aid, hazardous waste containment, and area cleanup efforts may be happening at the same time. Until it is

established that there are no further hazards and potential for loss of life, such as through an ordnance cookoff, rescue

must be accomplished concurrent with other on-scene emergency functions. Decisions must be made on the scene

by the crash officer, scene leader, and rescue personnel. Each aircraft incident will present its own particular problems.

For these reasons, rescue team members should be as familiar as possible with all potential emergency aircraft and

familiar with the special equipment and tools that will be needed, where those equipments and tools will be found,

and the rescue procedures for the particular T/M/S aircraft.

1-1

ORIGINAL

NAVAIR 00-80R-14-1

Selection of rescue team members should be made in view of the following circumstances. Important personal

prerequisites for assignment to duties as a rescue team member include alertness, courage, dedication, agility,

physical strength, and the ability to be a meticulous team member. The rescue team should consist of experienced

and highly trained personnel. Each member shall be cross-trained and qualified to perform the functions of the other

members of the team.

1.6

TRAINING

An important aspect in training rescue personnel is aircraft familiarization. Frequent visits to aircraft are a must for

rescue teams. By taking advantage of occasions when aircraft unit personnel and equipment are available for training,

the rescue teams can become proficient through actual experience. Particular attention should be paid to the normal

and emergency entrances, aircraft danger areas, location of personnel, engine shutdown procedures, ejection seat

safety, and any other factors that could prevent/delay rescue. Drills involving personnel rescue from various aircraft

shall be conducted frequently in order to maintain a high state of readiness.

By systematically studying this manual and its related references, and by drilling frequently, team members can be

prepared to professionally conduct rescue operations.

1.7

OTHER RELATED PUBLICATIONS

1.7.1 Complementary Publications

The following publication directly complements the information presented in this manual.

1. NAVAIR 00-80R-14 — NATOPS U. S. Navy Aircraft Fire Fighting and Rescue Manual is the primary manual

for aircraft firefighting and rescue doctrine and procedures.

2. NAVAIR 00-80R-19 — NATOPS U. S. Navy Aircraft Crash and Salvage Operations (Afloat) Manual.

Manual's organization and content is similar to that of this manual, but presents information and procedures

for CV and LHA/LHD shipboard crash and salvage situations.

3. NAVAIR 00-80R-20 — NATOPS U. S. Navy Aircraft Crash and Salvage Operations (Ashore) Manual.

Manual's organization and content is similar to that of this manual, but presents information and procedures

for use in land-based crash and salvage situations.

1.7.2 Other NATOPS Publications

The following NATOPS publications contain general information that will be needed or may be useful during crash

and salvage situations.

1. NAVAIR 00-80T-105 — CV NATOPS Manual. Contains responsibilities, relationships and procedures for

preparing for and conducting flight operations aboard CVs.

2. NAVAIR 00-80T-106 — LHA/LHD NATOPS Manual. Contains responsibilities, relationships and procedures

for preparing for and conducting flight operations aboard LHA and LHD class ships.

3. NAVAIR 00-80T-109 — NATOPS Aircraft Refueling Manual. Among other subjects contained in this manual,

includes procedures for defueling aircraft.

4. NAVAIR 00-80T-113 — NATOPS Aircraft Signals Manual. Includes standard signals for de-arming and

moving aircraft

5. NAVAIR 00-80T-115 — U.S. Marine Corps Expeditionary Airfields and Marine Corps Air Stations NATOPS

Manual. Includes aircraft rescue, firefighting organization and requirements and organizational relationships

for U.S. Marine Corps expeditionary airfields and Marine Corps Air Stations.

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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 and

procedures for use in decontaminating aircrew and aircraft that have been exposed to chemical and biological

agents.

8. NAVAIR 00-80T-122 —Helicopter Operating Procedures for Air-Capable Ships NATOPS Manual. Contains

responsibilities, relationships and procedures for preparing for and conducting flight operations aboard

air-capable ships.

1.7.3 Other Crash and Salvage-Related Publications

See Appendix H for a list of references that contain additional information relevant to rescue situations.

1.8

RESPONSIBILITIES

1.8.1 NATOPS Advisory Group

NATOPS Advisory Group member relationships, responsibilities and procedures are contained in OPNAVINST

3710.7-series. The following are the members of the NATOPS Advisory Group for this manual:

NATOPS ADVISORY GROUP MEMBER

NATOPS COORDINATOR/REP (CODE)

Commander, Naval Air Systems Command

COMNAVAIRSYSCOM (4.0P/PMA-251B2)

Commander, Naval Air Forces, San Diego

COMNAVAIRFOR San Diego (N73, N40C)

Commander, Naval Air Force, Norfolk

COMNAVAIRFOR Norfolk (N73)

Commander, Naval Surface Force San Diego

COMAFLOATRAGRU Pacific San Diego CA (N88)

Commander, Naval Surface Force Norfolk

COMAFLOATRAGRU Atlantic Norfolk VA (N88)

Commandant of the Marine Corps

CMC ASL (UC)

Commander, Navy Installations Command

CNIC (N30)

Chief of Naval Air Training/Commander Naval

NATTC Pensacola (00) (40)

Education and Training

Commander, Naval Safety Center

COMNAVSAFECEN (114A/11)

Commander, Naval Sea Systems Command

COMNAVSEASYSCOM (03G/03Y6)

Commanding General, Training and Education

CG TECOM (ATB C4610)

Command

Commanding General, U.S. Marine Forces Command

COMMARFORCOM (UC)

Commanding General, U.S. Marine Force Pacific

COMMARFORPAC (UC)

Commanding General, Installations EAST

CG MCI EAST (UC)

Commanding General, Installations WEST

CG MCI WEST (UC)

Commanding General, Marine Forces Reserve

COMMARFORRES (UC)

Commander, Naval Air Force Reserve

COMNAVAIRFORES (N01P)

Commandant, U. S. Coast Guard

COMCOGUARD (CG-11)

In accordance with OPNAVINST 3710.7-series, each commander shall designate his NATOPS Advisory Group

representative in writing and forward copies of this correspondence to NAVAIR (AIR-4.0P) and PMA-251 on each

occasion when a new representative is assigned.

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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 of

the Model Manager in NATOPS-related matters also in the maintenance of the NAVAIR 00-80R-14-1 NATOPS U.S.

Navy Aircraft Emergency Rescue Information Manual and acts as the Model Manager's single point of contact for

all NATOPS related issues.

1.9

WAIVERS

Commands listed below may grant waivers to the provisions of this manual in order to develop new procedures or

when compliance is impractical. Because this instruction promulgates specific guidance and policy of Commander

Naval Air Forces (CNAF), waivers to these provisions shall not be granted except in cases where specific waiver

authority has been authorized. Waivers shall always indicate the purpose for which granted and the time limitations

for the waiver. When a waiver must be continually renewed, it is generally an indication that the particular procedure,

requirement, or limitation should be revised. Where the need arises, special instructions or waivers will be

promulgated by the CNAF. Waivers may be issued as indicated in the following table:

ACTIVITY

ISSUED TO

Commander, Naval Air Systems Command

COMNAVAIRSYSCOM (4.0P/PMA-251B2)

CNAF

All Commands/Activities

CMC

All Marine Corps Commands/Activities

COMMARFORPAC

MARFORPAC

COMMARFORCOM

MARFORCOM

COMMARFORRES

MARFORRES

COMNAVAIRFORES

NAVAIRFORES

NETC

TRACOM

COMNAVAIRSYSCOM

All NAVAIR HQ Activities

Fleet and Fleet Type Commanders

Fleet Commands

COMMANDANT USCG

All USCG Activities

CNIC

All CNIC Navy Shore Installations

A copy of all waivers shall be forwarded to CNAF, the cognizant OPNAV sponsor

(if applicable),

COMNAVSAFECEN (Code 11), and to NAVAIR (PMA-251).

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NAVAIR 00-80R-14-1

CHAPTER 2

Crash Crew Information Diagram (CCID)

Format and Content

2.1

PURPOSE

This chapter establishes what information should be contained in the two types of aircraft and ejection seat CCIDs

and how it is organized.

2.2

SCOPE

This manual is comprised primarily of CCIDs which contain the pertinent rescue procedures for each naval aircraft

and ejection seat. They have been prepared for most current naval aircraft and are intended for reference during actual

aircraft rescues. CCIDs contain formatted text with warnings and diagrams prepared for ready use in emergency

situations where occupants lives may be in the balance, incorrect actions must be avoided, and rescuers may have

limited time to achieve a successful rescue. Crash crewmen and their supervisors should be thoroughly familiar with

all information contained within an aircraft’s CCID before taking a major role in an actual rescue operation involving

that aircraft. CCIDs also lend themselves to familiarizing rescue personnel with, and providing a training vehicle for,

the essential information pertaining to each ejection seat and aircraft.

2.3

GENERAL

The CCIDs include the following information:

1. Page Layout. The CCIDs in this manual contain emergency rescue information, procedures and illustrations

which are placed into an alphanumeric order by type, model and series of aircraft or model and series of ejection

seat. Procedures and most textual information appears on the left−hand side of each page, while an illustration

related to the text appears on the right−hand side of the corresponding page. Aircraft and ejection seat

designations have been positioned in the upper and lower right corners of each page for rapid information

identification.

2. Categories of essential information. The essential information elements presented for each aircraft are

organized into standard categories which are presented in a standard sequence. The standard categories for

aircraft CCIDs differ substantially from and are more extensive than those for ejection seats. Because of these

differences, the specific essential information categories for each will be addressed separately in the

paragraphs that follow. Information categories are numbered by a standard category numbering system.

Non−applicable categories will not appear when the information that they would contain is not applicable to

a particular aircraft.

3. Layout of Illustrations. The illustrations on the right−hand side of each page show the aircraft or equipment

that the text on the left−hand side is addressing. Portions of the illustrations are circled and highlighted as

call−outs. Each callout is marked with the number of the subparagraph on the left−hand side that addresses the

item referred to in the particular callout.

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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 and

entering the aircraft to release and extract aircrew and passengers. These CCIDs, published in Appendixes A

through F, are organized by aircraft designation and include an Aircraft Systems and CCID Summary and a CCID

set for each aircraft in general naval use.

Note

D Aircraft CCIDs do not contain ejection seat safing procedures.

D Each aircraft CCID contains only subjective text and illustrations that are

applicable to that particular aircraft series.

2.4.1 Aircraft CCID Essential Information Categories

The essential information for each aircraft is presented in the following standard categories (see Figure 2-1):

1. Applicable aircraft version

2. Special tools and equipment

3. General aircraft information

4. Airframe material

5. Aircraft danger areas

6. Aircraft entry methods

7. Canopy safety

8. Engine shutdown

9. Battery

10. Normal crew release procedures

11. Emergency crew release procedures.

Note

CCID items retain the item numbers listed above. If an item is not

applicable to a particular aircraft, that item number will not appear in the

aircraft CCID.

2.4.2 Aircraft CCID Color Codes

The colors on CCIDs are used to draw attention to the particular area or item and are not intended to signify the actual

color of the aircraft part or item. See Figure 2-1 for color codes and applications.

2.5

EJECTION SEAT CCIDS

Ejection seat CCIDs address the general information about the ejection seat and provide the procedures required for

safing them in order to extract the aircrew members. The CCIDs for ejection seats are contained in Chapter 4 and are

organized by aircraft and seat designation.

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NAVAIR 00-80R-14-1

Note

D Ejection seat CCIDs do not contain crew release procedures.

D Each ejection seat CCID contains only subjective text and illustrations that

are applicable to that particular ejection seat.

2.5.1 Ejection Seat CCID Essential Information Categories

The essential information for each ejection seat is presented in the following standard categories and sequence (See

Figure 2-1):

1. General ejection seat information:

a. Seat basic structure information

b. Seat basic components

c. A general warning about the lethality of ejection seats

2. Ejection seat safing procedures

a. Normal: Should be used when ample time is available for safing seats and crew removal.

b. Emergency: Should be used whenever immediate crew removal is necessary due to imminent hazards.

2.5.2 Ejection Seat CCID Color Codes

As with the aircraft CCIDs, red is used to highlight all ejection seat safing devices. In addition, cut zones for

emergency safing are also shown in red.

2.6

CCID SUMMARIES AND OTHER INFORMATION

CCID system summaries are data tables that include the aircraft's capacity of fuel, lubricants, fluids, stores, personnel

and other substances carried onboard the aircraft that are important to ARFF personnel from a firefighting or hazard

point of view. A table has been prepared for each aircraft designation type and appears at the beginning of each

Appendix A through G.

Appendix H lists other aircraft publications that contain more detailed aircraft equipment, rescue, firefighting, and

escape-related information and procedures.

When an aircraft crashes, it is too late to make a study of available charts, tables, and other materials. Personnel

assigned to rescue teams must be knowledgeable of such things as airframe material, fuel and oil capacities, type and

location of armament, oxygen systems, ejection seats where installed, and souls on board (SOB).

It is extremely important for crash rescue crews to know the exact number of crewmembers and passengers on board

each type aircraft (see Figures 2-2 and 2-3). To prevent the possibility of overlooking any crewmember or passenger,

rescue personnel must always assume that a crashed aircraft has maximum number of occupants on board until proven

otherwise.

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NAVAIR 00-80R-14-1

2.7

CURRENCY OF CCID INFORMATION

The CCIDs in this manual are prepared for the standard aircraft configurations described in their NATOPS flight

manuals. Applicable aircraft Type/Class/Model/Series (T/C/M/S) version(s) are shown at the beginning of each

CCID. Most USN and USMC aircraft are configured to the fleet standard configuration for which that aircraft's

NATOPS flight manual has been prepared. However, while the intent is that each aircraft should conform to its fleet

standard configurations, there are some aircraft flying that do not conform to the fleet standard configuration criteria.

Earliest versions of the aircraft may not be modified to the standard, a few selected aircraft may contain authorized

modifications, and latest configuration information may not yet be reflected in the NATOPS manuals. The Crash and

Salvage Officer, Fire Chief, and rescue crewmembers should remain alert during rescues and always be prepared to

find variances from the crash crew information contained in this manual. They should maintain liaison with local

aircraft custodians to identify any CCID variances for aircraft that they are likely to support.

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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 continuing

research to improve personnel escape and survival equipment. Rescue personnel must keep abreast of these changes

as they occur so they may safely and rapidly perform their duties of rescuing disabled personnel. Lack of knowledge

could result in serious injury to the aircrew as well as rescue personnel. Of necessity, this chapter is general in nature

and does not include procedures or modifications for each aircraft. Familiarization with each type aircraft that rescue

personnel may encounter must be gained from the study of aircraft CCIDS, airframe manuals, NATOPS flight

manuals, and training on actual equipment during procedural drills. Organization, procedures, equipment, and

training are devoted to one cause: the rescue of personnel.

3.2

APPROACHING CRASHED AIRCRAFT

If the aircraft is on fire, a rescue path must be made by the firefighters prior to approaching the aircraft. At the direction

of the crash officer, fire chief, or scene leader, the rescue team(s) consisting of at least two firefighters per team will

move into the aircraft to effect the rescue.

3.3

AIRCRAFT DANGER AREAS

As the rescue team approaches the aircraft, there are numerous danger areas of which they must be aware during the

approach. These areas include the following.

3.3.1 Engines Runningą

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.

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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 result

of fires or a crash/explosion scenario which may fragment sections of a

composite aircraft.

3.4

ENTRY AND EXIT POINTS

Aircraft, rescue, and firefighting (ARFF) personnel must be familiar with the following entry and exit aircraft points.

3.4.1 Doors

Depending upon type of aircraft, doors may be located on either side of the fuselage or in the rear of the aircraft. Doors

may open to the side, up or down, and from the interior or exterior of the aircraft. In many cases, an emergency release

is provided in the interior at the hinge side of the door. The release location is normally indicated and the pull handle

is painted red. Pulling the handle will withdraw the pins from the hinge side. If conditions permit, enter the aircraft

through the normal access doors as this provides the most effective and expeditious manner into the aircraft for rescue

of personnel.

3.4.2 Hatches

Hatch locations vary according to type of aircraft and may be located on the sides, bottom, or top of the fuselage.

Hatches designed for normal personnel access are hinged and may be opened internally or externally. Hatches

designed for emergency escape from the interior of the aircraft are generally secured internally with quick-opening

compression devices around the circumference. When released from the inside or outside of the aircraft, the complete

hatch is removed. Hatch locations and the means of opening them for specific aircraft may be found in this manual.

All escape windows and emergency escape hatches in the MV-22 aircraft

are lined with TLX pyrotechnics and in actual rescue situations are to be

blown clear of the aircraft by the aircrew or rescue personnel.

3.4.3 Canopies

Canopies include a metal frame- work with a transparent material covering provided to enclose the cockpit and afford

protection and visibility to the pilot or aircrew. The canopy system includes the canopy, plus all of the components

used in opening and closing for normal entrance and exit, as well as those used for jettisoning the canopy during an

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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 type

is hinged at the top or side and opens upward from the side. The sliding canopy rests on tracks on the fuselage and

opens and closes by a sliding motion. The sliding-type canopy offers the greatest ease in rescue of personnel as the

rescue person is not restricted in the removal of crewmembers. Emphasis must be placed on drills for removal of

personnel from aircraft utilizing clamshell and hinged canopies to assure that rescue persons are thoroughly familiar

with emergency removal techniques and restrictions of the canopies.

3.4.4 Normal Canopy Opening

Aircraft manufacturers use various methods of actuating the canopy. Normal opening and closing may be

accomplished pneumatically (compressed air), electrically, manually, or hydraulically. In the event of malfunction

or mechanical damage to the electrical, pneumatic, or hydraulic systems, a secondary method may be employed by

opening the canopy manually. Normally, when the clamshell canopy is opened manually, it must be physically held

or propped open. The clamshell canopies on some type aircraft can be locked open with a canopy lock, preventing

the canopy from being closed by accidental actuation of the canopy closing controls. On some aircraft, opening the

canopy is accomplished by a handle provided on the exterior of the aircraft that will permit the rescue men to jettison

the canopy. Jettisoning a canopy by firefighters should be accomplished only when the canopy cannot be opened by

the normal or manual systems.

Do not jettison canopy with fuel in the cockpit area as fire or explosion may

result.

Figure 3-1. Types of Canopies

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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 sections

of this manual.

3.4.5 Emergency Entry

If because of structural or other damage normal access cannot be made, emergency entry method may be used.

Canopies and escape doors and hatches are equipped with emergency jettison or release mechanisms. The locations

and means of opening accesses for specific aircraft are included in the appropriate CCIDs.

3.4.6 Forcible Entryą

3.4.6.1 Transparent Acrylic Plastic

When emergency entry into the cockpit area cannot be made by the normal or manual means or by jettisoning, it will

be necessary to gain entry into acrylic plastic-covered areas by forcible means. If the aircraft configuration contains

large acrylic plastic areas suitable for entry and rescue, forcible entry should be conducted through these areas. Under

normal conditions, acrylic plastic, when struck with an instrument, will shatter and may be chopped or knocked out.

Application of carbon dioxide (CO₂) on the surface will embrittle the plastic and permit easier breakage. The contour

blade hand axe, carried in the crash rescue tool kit, is the most satisfactory tool for cutting acrylic plastic. Approved

methods include chopping along the canopy frame with a serrated axe or cutting with a portable power saw (see

Figures 3-2 and 3-3).

Extreme caution must be exercised when cutting through the canopy to

avoid crew injury or striking the ejection seat firing mechanism.

Note

Acrylic plastic may be more easily shattered if first deluged with CO₂ and

then struck with a crash axe.

3.4.6.2 Forcible Entry Into Fuselage Areas

Entry through the fuselage presents the most difficult problem in making a forcible entry into an aircraft. ARFF

personnel conducting forcible entry must have a thorough knowledge of the interior of the aircraft. They should be

very familiar with bulkhead locations, fuel tank locations, equipment inside the aircraft, and the areas where forcible

entry will present the least obstacle to cut and gain entry. ARFF personnel must not be dependent upon aircraft

markings as they could be eliminated during an incident. During aircraft familiarization, ARFF personnel must study

these areas and become familiar with their locations for all types of aircraft. When initiating forcible entry, the plan

is to gain the largest opening as quickly as possible. On large aircraft, an outline of cutting areas is stenciled on the

fuselage. The power saw, equipped with metal cutting blade, is the most satisfactory tool for forcible entry. Figure

3-3 shows the portable power saw used to cut through a fuselage. If the aircraft is relatively thin-skinned, three cuts

may be made and then the area cut may be bent down and outward from the aircraft. If the aircraft fuselage is of thicker

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NAVAIR 00-80R-14-1

material, four sides must be cut. When cutting through an aircraft, particularly when utilizing the power saw, there

is danger of sparks from the cutting operation igniting fuel vapors. Adequate fire prevention measures must be

taken and standby protection should always be at hand.

D 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.

D ARFF personnel should be familiar with forcible entry points for all aircraft

as specified in the CCIDS.

3.5

AIRCREW RESCUE SEQUENCE

A standard sequence of rescue procedures is presented as a guide for rescue personnel to utilize while rescuing aircrew

personnel from aircraft involved in a mishap. This sequence is based on a general concept and should be followed

as such. Rescue personnel are recommended to use the following sequence when extracting aircrew personnel from

aircraft involved in a mishap.

1. Safe Ejection Seat

2. Shutdown Engine

3. Removal of Face/Oxygen Mask

4. Removal of Seat Restraint Equipment.

D Aircraft mishaps occur in a variety of ways and the order of procedures in

the sequence may be modified to prevent injuries or fatalities of rescue

personnel.

D If conducting a rescue, and when the situation dictates, the ejection seat

should be made safe prior to the shutdown of the engines to prevent

accidental firing of the ejection seat.

3.5.1 Ejection Seat Safety Information

Of utmost concern to rescue personnel is the prevention of inadvertent firing of the ejection seat(s) during rescue

operation.

All Navy and Marine Corps ejection seat aircraft with multiple crewmem-

bers currently have a command ejection capability whereby any crewmem-

ber can initiate the ejection of all of the crewmembers. Inadvertent firing

of an ejection seat during rescue operations may result in serious injury or

death.

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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 face

curtain, “beware” of the armrest.

Most U.S. Air Force aircraft utilize a handle similar in appearance to the

emergency harness release handle on the seat armrest, which will fire the

canopy and eject the seat.

The method to safe the ejection seat varies with the manufacturer and model modifications to the seat. All seats have

ground safety features that will render the seat safe for rescue of personnel. Unless the necessary safety precautions

are followed prior to removing the aircrew, clothing or feet can become entangled in the lower firing handle or armrest

firing mechanism and fire the seat. Safety of the ejection seat is a simple task for those rescue personnel familiar with

the safe features. Location and operation of ejection seat safety devices is covered in Chapter 4, Ejection Seat

Familiarization.

When rescueing personnel from propeller-driven aircraft, rescue personel

should face in the direction of the propellers if they are still turning.

3.5.1.1 Ejection Seat Warnings

All aircraft equipped with ejection seats require rescue personnel to safe all

seats to avoid possibility of inadvertant ejection.

1. EA-6B, S-3B, and T-2C

When removing personnel from ejection seats, rescue personnel shall

exercise care to avoid entangling crewmembers or themselves in lower seat

ejection handle or use face curtain handle as a support or handhold.

2. S-3

The ejection seat has an NES-12 ballistic parachute. Do not use the harness

release handle to free crewmember from seat.

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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

D The ground safety control handle must be in the FULL UP and LOCKED

position to positively safety the seat. The seat will remain armed with the

handle in any other position.

D When removing personnel from ejection seats, rescue personnel shall

exercise care to avoid entanglement of crewmembers and themselves in the

seat ejection control handle.

3.5.2 Engine Shutdown

Rescue personnel must be knowledgeable of aircraft engine shutdown procedures. Engines must be shut down

immediately upon gaining entry to the cockpit to preclude the possibility of personnel injury and equipment damage.

Personnel should be familiar with the location of the master switches and handles used in the shutdown of each

aircraft. The study of CCID information in this manual, together with organized training using actual equipment,

should provide the team members with the ability to safely shut down aircraft engine(s) in emergency situations.

If conducting a rescue, the ejection seat shall be made safe prior to the

shutdown of the engines to prevent accidental firing of the ejection seat.

3.5.3 Removal of Face/Oxygen Mask

Rescue personnel must act expeditiously during the rescue of aircrew during a ground mishap. The removal of the

oxygen face masks and hoses should be accomplished as soon as the cockpit environment has been made safe during

the Aircrew Rescue Sequence. (see Figures 3-4 and 3-5). Specific instructions on individual aircraft crewmember

oxygen facilities are contained in Appendices A through F of this manual.

3.5.3.1 Special Mission Aircrew Equipment MCK-0 through MCK-5 Series Mask Aircrewman, CBR

Protective Respirator and Tactical Ventilator

The above-the-neck portion of the A/P22P-9(V) protective assembly, the respirator assembly, is composed of the

MCK-0 through MCK-5 series mask, the CQK-2/P tactical ventilator and the A/P375-1 intercom set.

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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 the

on-board oxygen system of fixed-wing aircraft.

The respirator assembly (above-the-neck portion) of the CBR protective assembly contains over 21 components. To

eliminate the possibility of a crewmember suffocating from lack of oxygen because of a damaged system or other

obstruction to the air passage, rescue personnel must be familiar with and act expeditiously during an aircraft ground

emergency mishap, when the CBR protective assembly is utilized. As soon as aircraft crewmembers are reached, rescue

personnel should immediately initiate action (as necessary) to:

1. Remove faceplate (rip away) from MCK-mask (fixed-wing only).

2. Disconnect anti-drown connector on face piece by rotating counterclockwise shearing “shear screw” and

detaching from snout face piece (all models).

3. Disconnect RIED valve on inlet air hose at the bayonet union plug or tactical ventilator air hose coupling (all

models).

These three immediate action steps or other expedient methods (cutting through the hose/mask) situation dependent,

will facilitate normal breathing until such time as the respirator can be removed see Figures 3-6, 3-7, 3-8, and 3-9.

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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 a

qualified 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 shall

always 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 CBR

decontaminates with decontamination equipment.

D DS2 is combustible. Spraying DS2 onto heated surfaces above 168_F will

cause the DS2 to ignite. The decontamination apparatus, portable DS2

1-1/2 quart ABC-MIL is a combustible liquid with a flashpoint of 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 and

the more sophisticated systems employed in high-performance aircraft (see Figure 3-5).

The ejection seat is armed at all times during flight and should be

considered armed until safed.

3.5.4.1

Seat Restraint Equipment

To restrain personnel in their seats, three systems are employed as follows.

3.5.4.1.1

Lap Belt

The lap belt fastens across the lap; when secured, it restrains the person in the seat.

3.5.4.1.2

Lap Belt and Shoulder Harness Combination

The lap belt and shoulder harness combination provides a lap belt and two shoulder harness straps, one over each

shoulder. The shoulder harness straps fit into the lap belt securing fitting. Addition of the shoulder harness straps

prevents the upper part of the body from being thrown forward in the event of a crash. To release lap belt and shoulder

harness straps, pull harness release handle upward. The lap belt and shoulder harness straps will be released.

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, and

reduces the number of fittings used to release the parachute and accomplish seat separation (see Figures 3-5 and 3-11).

3.5.4.3 Personal Services Connections

Depending on the aircraft manufacturer, the personal services connections will vary in type, method of disconnect,

and location of connections. Personal services connections must be included in all aircraft familiarization training

programs as these services must be disconnected prior to removal of crewmembers from their seats. These

connections include the oxygen, supply hose and communications leads (see Figure 3-5).

3.5.4.4 Leg Retention Devices

Leg retention devices are incorporated on some types of ejection seats. These devices prevent removal of personnel

in rescue operations unless the retention devices are released. The leg restraint devices may be released by manually

actuating the leg restraint release lever, manually releasing the fittings on the straps, or cutting the leg restraining

straps (see Figure 3-12).

3.5.4.5 Emergency Harness Release

On aircraft utilizing certain types of ejection seats, an emergency harness release system is incorporated in the seat

to release the crewmember from his seat. The emergency release handle is generally located on the right side of the

seat. By pulling this handle, most devices employed to restrain the crewmember in the seat are released. Although

the manual actuation of the emergency harness release system frees the crewmember from the seat, he will still be

wearing his parachute and survival kit. The parachute and survival kit weight is between 30 and 65 pounds, which

adds to the difficulty of personnel rescue.

Figure 3-10. Koch Release Fitting

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 seat

armrest, which will fire the canopy and eject the seat.

Specific instructions for each aircraft on the release of personnel from seat restraint devices are contained in

Appendices A through G of this manual.

Note

D The fastest method of releasing the crew restraints is to release the fittings,

NOT cut the straps.

D Once all restraints have been released, the crewmen may then be removed

from the aircraft.

D 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

Note

When removing crewmember(s) from ejection seat(s), the lower Koch fitting

and leg restraints shall be undone prior to the upper Koch fittings to prevent

an unconscious person from falling forward.

3.5.4.6 Automatic Sea Water Actuated Release System (SEAWARS) Release Fitting

The SEAWARS is a device that may be attached to the standard Koch fitting (see Figure 3-13). When the crewmember

is submerged in saltwater, the SEAWARS will automatically release the parachute risers from the Koch fittings. The

SEAWARS has no effect on the manual release of the fitting.

3.5.4.7 Universal Water Activated Release System (UWARS)

The UWARS is a battery operated, seawater activated electro-explosive device that automatically releases the

parachute risers from the crew backpack assembly harness upon immersion in seawater (see Figure 3-14). The

UWARS has no effect on releasing the crewmember(s) from the seat restraint system.

Note

Attachments are provided for the remaining recommendations. All

recommendations are shown in red print.

3.6

SAFETY

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

appear elsewhere in this publication. These are recommended precautions that personnel must under- stand and apply

during many phases of emergency rescue operations.

3.6.1 Fire Hazards

Extreme caution must be exercised if the crash site is contaminated by fuel, lubrication, or hydraulic oil. Most aircraft

contain either gaseous or liquid oxygen that acts as an accelerating agent to fire. Aircraft batteries shall be

disconnected as soon as practical to reduce the possibility of electrical ignition. Cutting tools or other heat-generating

equipment must be used with caution.

Figure 3-13. SEAWARS Release Fitting

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 and

components may remain charged after engine shutdown or radiate upon application of external power.

3.6.3 Toxic Hazards

Some synthetic oils and onboard fire extinguishing agents are toxic in varying degrees. Fumes and residue from some

burnt substances may also be toxic. Protective clothing and breathing apparatus shall be worn or available as required.

3.6.4 Miscellaneous Hazards

Some additional hazards that may be encountered are battery acid, compressed gases (accumulators, shock struts,

tires, pneumatic systems), and torn metal. Industrial areas can present additional hazards of materials, which can be

flammable, toxic, corrosive, or explosive in any combination.

3.6.5 CCID Warnings Summary

The following warnings, which appear in the various CCIDs in this manual, are collected here in order to emphasize

their importance.

ORIGINAL

3-20

NAVAIR 00-80R-14-1

3.6.5.1 Aircraft Warnings ą

1. AV-8 series

D In the event of a “wheels-up” landing, secure all electrical power to ensure

armament system safety.

D Touching the hot reaction control ducts in the nose, tail, and wing tips

immediately after a vertical landing can result in a burn injury.

D The fracturing system (pyrotechnic) should not be used if flammable

liquids or fumes are present in area.

D 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

D In the event of a “wheels-up” landing, secure all electrical power to ensure

armament system safety.

D DO NOT jettison canopy if residual fuel is around cockpit area; fire or

explosion may result.

D To avoid canopy jettison in F-5F aircraft, both cockpit canopy jettison

handles must be safed.

3. F/A-18 series and EA-18G

D In the event of a “wheels-up” landing, secure all electrical power to ensure

armament system safety.

D 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.

D 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 for

engine(s)shutdown in case of tailpipe fire.

E-2C series

D 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.

D Unauthorized radar transmissions aboard ship are prohibited.

D Touching the antenna or the airframe while the ARQ-34 HF trailing wire

is transmitting may result in an electrical shock.

D Clearance between door, propeller, and forward edge of door is minimal

and extremely dangerous. The cabin may be pressurized.

ORIGINAL

3-22

NAVAIR 00-80R-14-1

5. P-3 series

D In the event of a “wheels-up” landing, secure all electrical power to ensure

armament system safety.

D 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

D In the event of a “wheels-up” landing, secure all electrical power to ensure

armament system safety.

D Canopy fragments from shattering canopies can cause serious injuries to

rescue personnel.

D Jettisoning canopies with fuel or fuel fumes in cockpit areas may result in

fire or explosion.

D DO NOT use crew door if No. 2 engine is operating above idle speed

without engine screens installed.

D 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.

D Inadvertent ejection of seat in command-eject mode (either pilot or copilot/

COTAC seat) will eject all four seats regardless of the position of their

individual ejection seat safety levers.

7. E-6 series

If the FORWARD or AFT doors to the main decks on the port side of the

aircraft are opened from the outside, escape slides will deploy if they have

not been disconnected from the inside.

3-23

ORIGINAL

NAVAIR 00-80R-14-1

8. C-9

D Exercise caution when releasing tail cone. Tail cone free falls when released

from aircraft.

D Exercise extreme caution prior to forcible entry into any compartment to

ensure passenger safety.

9. C-130 series

D 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.

D Glass fragments created when chopping or cutting windshields in the

cockpit area may cause severe injuries to those in the cockpit.

D Stand clear of door when operating handle to prevent injury should door fall

free.

10. C-20

D 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.

D Glass fragments created when chopping or cutting windshields in the

cockpit area may cause severe injuries to those in the cockpit.

11. C-26

D Methyl Alcohol (Methanol) is a violent poison and can not be made

nonpoisonous. In case of accidental contact, flush with water immediately.

D Methanol vapors are toxic and extremely flammable. Do not generate

sparks or expose Methanol to open flame.

D 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 other

flammable material in a damaged aircraft.

13. T-39

Port and starboard emergency exits lie within the danger area for the engine

intake suction.

14. T-45

D The canopy should not be jettisoned if flammable liquids or fumes are

present in area since the canopy jettison pyrotechnic (MDC) may ignite the

fuel or cause an explosion.

D Particles from a blown canopy may exceed 3 square inches and cover a blast

area of approximately 25 feet.

D Do not cut into canopy SDMC initiator assembly/cover on the starboard

side of canopy. This could detonate the canopy fracturing pyrotechnics.

D 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

D 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.

D 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 ground

personnel. The H-53 generates an extreme static electrical charge while in

flight; prior to physical contact with any part of a hovering helicopter, the

helicopter shall be properly grounded.

18. H-60 series

Tips of the main rotor blades may drop as low as 4 feet from ground when

main rotor is turning or if not secured during high winds.

19. MV-22B

D After landing, engine exhaust is deflected 45_ away (outboard) from the

aircraft.

D Flying debris could injure personnel positioned within 50 feet of the

jettisoned windows/hatches.

D Activation of the cabin window and cabin escape hatch jettison system

when fuel and/or vapors are present may result in a fire.

D Cockpit side windows shall be jettisoned one at a time. Failure to comply

may result in personnel injury or death to aircrew.

D The high sound levels that occur when the explosive escape system hatches

are jettisoned can damage hearing if hearing protection is not worn.

D Do not approach aircraft until it has been shutdown and rotors have come

to a complete stop.

ORIGINAL

3-26

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 these

companies have designed and developed ejection seats to meet the requirements of a variety of aircraft configurations

and military requirements. Therefore, each manufacturer has numerous models of their ejection seats incorporated

into the system. Through necessity, this section will remain general and explain only the major differences of the

manufacturer models. Rescue personnel are encouraged to become familiar with the safing procedures for the basic

models as well as those ejection seats normally encountered at their station.

4.2

SCOPE AND PURPOSE

The most noticeable difference in the various ejection seats is in the locations and methods of safing seats. Some seats

require only one step to render the seat safe, while others may require several steps to ensure that the seat is safe for

removal of disabled crewmembers.

The study of ejection seat CCIDs contained in this section and frequent procedural drills using actual equipment will

ensure that rescue personnel are proficient in the safing of ejection seats.

4.3

EJECTION SEAT SYSTEMS

Safing procedures for the ejection seat systems are outlined in the ejection seat CCIDs. Ejection seat systems

discussed in this section are listed in Figure 4-1.

4.4

TRAINING

A comprehensive training program is required to maintain the proficiency and experience level of rescue personnel.

As ejection seat development continues, changes in design as well as modifications to existing seats require a

continuous training program that will accurately reflect the dangers and safing procedures for each seat. The program

should be revised and updated on a continuing basis to reflect new ejection seat design as well as modifications to

existing seats. Instructions must be designed to provide the trainee with accurate knowledge and hands-on practical

application to perform ejection seat safing and the extraction of disabled crewmembers.

4.4.1 Training Procedures

Training programs should include but are not limited to:

1. Aircraft familiarization

2. Crash crew information diagrams (CCIDs)

3. Maintenance instruction manuals (MIMs)

4. Air Force technical orders (TOs)

5. Aircraft familiarization training films.

4-1

ORIGINAL

NAVAIR 00-80R-14-1

SEAT MANUFACTURER AND

AIRCRAFT

DESIGNATION

SPECIFIC SEAT LOCATIONS

AV-8B/TAV-8B

Stencel SJU-4A, -13A, -14A

AV-8B — SJU-4A

TAV-8B F/S — SJU-13A

TAV-8B R/S — SJU-14A

F-5E/F/N

Northrup Rocket Seat

F-16N

_______ ACES II

F/A-18A/B/C/D

Martin-Baker SJU-5/A, -6/A

F/A-18A/B/C/D — F/S — SJU-5/A

Buno 164068 and prior

F/A-18B/D — R/S — SJU-6/A

F/A-18C/D/E/F

Martin-Baker SJU-17(V) series

F/A-18C/D/E/F — SJU-17(V) series

Buno 164196 and up

EA-18G

Martin-Baker SJU-17(V) series

EA-18G F/S — SJU-17(V) series

EA-6B

Martin-Baker MK GRUEA-7

S-3B

ESCAPAC 1E-1

T-2C

North American LS-1A

T-38A/C

Northrup Rocket Seat

T-45A/C

SJU-17(V) series

T-6A

Martin-Baker MK 16 USLA

Notes:

F/S — Front seat (or only seat)

R/S — Rear Seat

Figure 4-1. Ejection Seat Systems

4.5

SEAT SAFETYING/SAFING

Rescue personnel must become familiar with the variations in ejection seat safing procedures to enable safe, expedient

removal of disabled crewmembers. Detailed instructions on seat safing for the various ejection seats are provided in the

ejection seat CCIDs.

D 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.

D 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

GENERAL EJECTION SEAT

INFORMATION

The MARTIN-BAKER GRUEA-7 is a rocket

assisted ejection seat that provides support

and necessary environmental equipment for

crew- members during flight, and a means of

fast, safe escape during emergency flight

conditions, The seat assembly incorporates

features permitting seat ejection at ground

level, at zero airspeed as well as during

emergency flight conditions.

The basic structure of the seat consists of a

main beam assembly, built to withstand high

Gloads, support all of the components, and

form 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, drogue

gun, 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 the

seat components in both normal and

emergency conditions.

3. EJECTION SEAT SAFETYING

(EMERGENCY)

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 removal

of 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 safety

pin.

c. INSERT safety pin into Ejection Gun

Sear.

D All aircraft equipped with ejection seats

require rescue personnel to safe all seats

to avoid possibility of inadvertant ejection.

D 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 a support or

handhold.

MARTIN-BAKER GRUEA-7

EJECTION SEAT

MARTIN-BAKER SJU-5/A, 6/A EJECTION SEAT

GENERAL EJECTION SEAT INFORMATION

The MARTIN-BAKER SJU-5/A,6/A is a

rocket-assisted ejection seat that provides

support and necessary environmental equip-

ment for crewmembers during flight, and a

means 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.

The basic structure of the seat consists of a

main beam assembly, built to withstand high

Gloads, support all of the components, and

form 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, drogue

gun, 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 seat

components in both normal and emergency

conditions.

2. EJECTION SEAT SAFETYING

(NORMAL/EMERGENCY)

Immediately upon gaining access to the air-

craft cockpit1 if time permits and no hazard-

ous conditions exist, proceed with seat

safetying procedures:

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 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.

MARTIN-BAKER SJU-17(V) SERIES EJECTION

SEAT

GENERAL EJECTION SEAT INFORMATION

The MARTIN-BAKER SJU-17(V) Series is a

rocket-assisted ejection seat that provides

support and necessary environmental equip-

ment for crewmembers during flight, and a

means 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 a

main beam assembly, built to withstand high

GLoads, support all of the components, and

form 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, drogue

gun, 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 seat

components in both normal and emergency

conditions.

2. EJECTION SEAT SAFETYING (NORMAL

EMERGENCY)

Immediately upon gaining access to the aircraft

cockpit, if time permits and no hazardous

conditions exist, proceed with seat safetying

procedures.

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.

MARTIN-BAKER SJU.17(V) SERIES EJECTION

SEAT

GENERAL EJECTION SEAT

INFORMATION

The MARTIN-BAKER SJU-17(V) Series is a

rocket-assisted ejection seat that provides sup-

port and necessary environmental equipment

for crewmembers during flight, and a means of

fast, 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.

The basic structure of the seat consists of a

main beam assembly, built to withstand high

C-loads, support all of the components, and

form 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, drogue

gun, 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 seat

components in both normal and emergency

conditions.

2. EJECTION SEAT SAFETYING (NORMAL/

EMERGENCY)

Immediately upon gaining access to the air-

craft's cockpit, if time permits and no hazard-

ous conditions exist, proceed with seat

safetying procedures.

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 the

ensure 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 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 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.

STENCEL SJU-4A/13A/14A EJECTION SEAT

GENERAL EJECTION SEAT

INFORMATION

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 a

means 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.

The basic structure of the seat consists of

lightweight aluminum, built to withstand high

Gloads, support all of the components, and

form 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 the

seat components in both normal and emer-

gency conditions.

2. EJECTION SEAT SAFETYING

(NORMAL/EMERGENCY)

Immediately upon gaining access to the air-

craft cockpit, if time permits and no hazard-

ous conditions exist, proceed with seat

safetying procedures:

a. PULL DOWN on spring loaded end of the

Ground Safety Control Handle and LIFT

handle to the FULL UP and LOCKED

position.

D The ground safety control handle must be

in the FULL UP and LOCKED position to

positively safety the seat. The seat will

remain armed with the handle in any other

position.

D All aircraft equipped with ejection seats

require rescue personnel to safe all seats

to avoid possibility of inadvertant ejection.

D 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.

ESCAPAC 1E-1 EJECTION SEAT

GENERAL EJECTION SEAT

INFORMATION

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 of

lightweight aluminum, built to withstand high

Gloads, support all of the components, and

form 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 the

seat components in both normal and emer-

gency conditions.

2. EJECTION SEAT SAFETYING

(NORMAL/EMERGENCY)

Immediately upon gaining access to the

aircraft cockpit, if time permits and no

hazardous conditions exist, proceed with

seat safetying procedures:

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.

D All aircraft equipped with ejection

seats require rescue personnel to

safe all seats to avoid possibility of

inadvertant ejection.

D This ejection seat has an NES-12

ballistic parachute. Do not use har-

ness release handle to free crew-

member from seat.

D 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 face

curtain handle as a support or hand-

hold.

NORTH AMERICAN LS-1A EJECTION SEAT

GENERAL EJECTION SEAT

INFORMATION

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, from

ground 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 of

aluminum, built to withstand high G-loads,

support all of the components, and form the

main 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.

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 the

seat components in both normal and emer-

gency conditions.

2. EJECTION SEAT SAFETYING

(NORMAL/EMERGENCY)

Immediately upon gaining access to the air-

craft cockpit, if time permits and no hazard-

ous conditions exist, proceed with seat

safetying procedures:

a. INSERT Face Curtain safety pin.

b. INSERT Lower Ejection Handle safety

pin.

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 on

lower end of quick disconnect (on both

sides of seat).

D All aircraft equipped with ejection seats

require rescue personnel to safe all seats

to avoid possibility of inadvertant ejection.

D When removing personnel from ejection

seats, rescue personnel shall exercise

care to avoid entangling crewmembers or

themselves in lower seat ejection handle

or use face curtain handle as a support or

handhold.

NORTHROP M-38 EJECTION SEAT

1. GENERAL EJECTION SEAT

INFORMATION

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 seat

components in both normal and emergency

conditions.

4. AIRCRAFT ENTRY

a. NORMAL ENTRY

Canopy is mechanically actuated by

an external release handle located on

RH side of fuselage below windshield.

(1) To open, PRESS latch on Normal

Canopy Release Handle and

PULL to unlatch canopy and

retractable footstep. APPLY

DOWNWARD 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 detent

assembly by a hard pull on handles

provided on canopy arch. With footstep

disengaged, canopy is free to be

opened.

(2) Two additional steps/handholds

are located on RH side of fusel-

age. To extend, PUSH buttons on

top part of steps/handholds.

ą123ą

4. AIRCRAFT ENTRY (CONT.) a

b. N/A

c. EMERGENCY ENTRY

Canopy can be shattered by using External

Fracturing Handles located on both sides

of aircraft.

D The fracturing system which utilizes

pyrotechnics, should not be used if

flammable liquids or fumes are present in

the area.

D 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

Canopy is made of acrylic plastic and may

be cut with power rescue saw or crash axe.

CUT along canopy frame.

ENGINE/APU SHUTDOWN

(NORMAL/EMERGENCY)

Engine may be shut down using the throttle or

fuel shutoff controls. GTS/APU may be shut

down using APU generator switch or battery

switch and APU generator switch.

N/A

b. N/A

BATTERY SWITCH

PLACE 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 to

shut down aircraft.

FUEL SHUT OFF LEVER

PRESS handle lock release Located on end

of Manual Fuel Shutoff Lever and MOVE

lever to OFF position. Use of fuel shutoff

lever will not immediately shut down aircraft.

N/A

g. APU GENERATOR SWITCH

PLACE APU Gen. Switch on Electrical Con-

trol Panel in OFF position.

BATTERY

The battery is located on the underside of the

fuselage, aft of speed brake in door 60. Dis-

connect time permitting.

a. N/A

CREW RELEASE

The pilot is attached to the seat by the use of an

integrated harness. Additionally, the oxygen/

communication lead is connected to the seat

pan. The anti-G suit hose is connected to an

outlet on the LH console.

PERSONNEL SERVICE, QUICK

DISCONNECT

(1) Remove oxygen mask by PULLING

DOWN on release tabs on either side of

mask.

(2) Disconnect oxygen/communication lead

from connection by PULLING UP on

round collar while PULLING APART

connection.

b. RESTRAINT SUIT BELTS/RELEASE

PULL anti-G suit hose from LH console.

HARNESS STRAPS/LEG RESTRAINT

RELEASE

Leg garter is secured around leg by a quick

disconnect. Leg restraint lines attach to

garter using the same type of quick discon-

nect.

(1) APPLY PRESSURE to both sides of

quick disconnect attaching leg restraint

lines to garter (one each leg).

(2) Release two lap belt, then two shoulder

harness koch fittings.

d. EMERGENCY RELEASE

SQUEEZE and PULL Emergency Restraint

Release Handle UP and FULLY AFT to

LOCKED position. This safeties the ejection ini-

tiation system and releases the inertia reel

shoulder straps and leg restraints. However, the

parachute and survival kit remain attached to

the pilot. Repeating step 8c.(2) will release para-

chute and survival kit from pilot.

FIGHTER AIRCRAFT SYSTEMS AND CRASH CREW INFORMATION DIAGRAMS SUMMARY

FUEL/GAL

OIL/GAL

OXYGEN

PNEU SYS

ORDNANCE

AIRFRAME

FWD

FREE

TYPE

NAME

MATERIALS

INT

EXT

ENG

HYD

LOX

BOTTLE

GAS

AIR

GUN

FIRE

FALL

PYROTECHNICS

BTRY

EJECT SYS

S.O.B.

PYLON EJECTOR

ALUMINUM

SEAT

CARTRIDGES(5)

STEEL

3000

20MM

MISSILES

NORTHROP

F-5E(1)

F-5E/F

TIGER II

698

825

3.5

PAN

NONE

STA.

MAGNESIUM

PSI

CANNON

ROCKETS

M38

F-5F(2)

(2)

CANOPIES

FIBERGLASS

EJECTION SEATS

MARTIN-BAKER

ALUMINUM

PYLON EJECTOR

STEEL

F/A-18A/

CARTRIDGES (9)

SJU-5/A,

F/A-

SEAT

F/A-18 A/B/C/D;

GPH EPOXY

C: 589;

MISSILES

BOMBS

STA.

F/A-18 A/C (1)

18A/B/

HORNET

990

6.5

10L

PAN

3000

NONE

20MM

SJU-6/A,

MAGNESIUM

F/A-18B/

ROCKETS

MINES

CHAFF/FLARES

F/A-18 B/D (2)

C/D

(1)

PSI

F/A-18 B/C/D;

TITANIUM

D: 1487

CANOPY

SJU-17(V)

FIBERGLASS

EJECTION SEATS

SERIES

PYLON EJECTOR

ALUMINUM

CARTRIDGES (11)

ALUMINUM

STA.

2162

2400

MARTIN-BAKER

HONEY-COM

SEAT

DECOYS CANOPY

F/A-18E

SUPER

(F/A-18E)

(5 tanks

3000

5000

MISSILES

BOMBS

F/A-18E/F

F/A-18E (1)

B STEEL

4.5

OBOGS

PAN

20MM

EJECTION SEATS

F/A-18F

HORNET

2024

× 480

PSI

ROCKETS

MINES

SJU-17(V)

F/A-18F (2)

TITANIUM

(1)

DFIRS

(F/A-18F)

gal)

SERIES

CARBON

PYROTECHNIC

EPOXY

DOORS

TLX

EA-18G

GROWLER

ALUMINUM

2054

1440

2.6

OBOGS

SEAT

3000

5000

NONE

HARM

NONE

PYLON EJECTOR

MARTIN-BAKER

ALUMINUM

(3 tanks

PAN

PSI

AARGM

CARTRIDGES (9)

SJU-17(V)

HONEY-COM

x 480

(2)

AIM-120

STA.

SERIES

B STEEL

gal)

CHAFF/FLARES

TITANIUM

CANOPY

CARBON

EJECTION SEATS

EPOXY

DIFRS

PYROTECHNIC

DOORS

TLX

4. AIRCRAFT ENTRY

a. NORMAL ENTRY

F-5E canopy is mechanically operated. To

open canopy, PRESS two Latch Buttons

on access door (located on LH side of

fuselage). PULL handle OUT until

engaged. ROTATE handle fully

CLOCKWISE to unlock. RAISE canopy by

hand to full open position.

b. N/A

c. EMERGENCY ENTRY

Canopy may be jettisoned from either side

of aircraft. PUSH latch to open door and

REMOVE D-handle. Move away from

aircraft 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 around

cockpit 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.

ą 123ą

4. AIRCRAFT ENTRY

a. NORMAL ENTRY

F-5F canopies are mechanically operated.

To open canopies, PRESS two Latch

Buttons on access door (located on LH side

of fuselage). PULL handles OUT until

engaged. ROTATE handles fully

CLOCKWISE to unlock. RAISE canopies by

hand to full open position.

b. N/A

c. EMERGENCY ENTRY

Canopy may be jettisoned from either side

of aircraft. PUSH latch to open door and

REMOVE D-handle. Move away from

aircraft 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 around

cockpit 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.

5. CANOPY SAFETY

a. To safety canopies on F-5E/F aircraft,

INSERT safety pins in Cockpit Canopy

Jettison Handles located on vertical RH

panel.

In F-5F aircraft, both cockpit canopy jettison

handles must be safetied.

b. N/A

ENGINE SHUTDOWN

Engines may be shut down by throttles or fuel

shutoff switches from either cockpit.

a. N/A

b. N/A

c. BATTERY SWITCH

PLACE Battery Switch in OFF position.

d. THROTTLES

RAISE 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/A

g. N/A

BATTERY

The battery is located in the FWD RH side of

the fuselage. Disconnect, time permitting.

a. N/A

CREW RELEASE

The crewmembers are attached to the seat by

shoulder straps which are attached to the lap

belt by a quick release fitting. Additionally,

there are oxygen/communication leads and

anti-G suit hose attachments.

PERSONNEL SERVICE, QUICK

DISCONNECT

(1) Remove oxygen mask by PULLING

DOWN on release tabs on either side of

mask.

(2) Disconnect oxygen hose and commu-

nication lead at disconnection points.

b. RESTRAINT SUIT BELTS/RELEASE

PULL anti-G suit hose from fitting connected

to the LH side of seat.

HARNESS STRAPS/LEG RESTRAINT

RELEASE

(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.

Locate lap belt and follow it to the general area

of the Survival Kit disconnect buckles. PRESS

Push to Release tab in center of each buckle to

release.

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

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. Fuel

F/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 gal

e. Oil

Engine 6.5 gal (F/A-18A/B/C/D)

Engine 4.5 gal (E/F)

Hydraulic 10 gal (F/A-18A/B/

ąC/D)

16 gal (F/A-18E/F)

f. Pneumatic

3000 PSI — F/A-18A/B/C/D

System

3000/5000 PSI — F/A-18E/F

4. AIRCRAFT ENTRY

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.

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

D If fuel or other flammable fluids are present, it is

not advisable to jettison canopy because rocket

motors, when fired, can ignite these fluids.

D 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.

Note

On airplanes 162826 and up, canopy can only be

jettisoned from inside the cockpit.

d. FORCED ENTRY

Canopy is acrylic plastic and may be cut with

power 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 NATOPS U.S. NAVY AIRCRAFT EMERGENCY RESCUE INFORMATION MANUAL (2009) - page 1