NAVAIR 00-80R-14-1 NATOPS U.S. NAVY AIRCRAFT EMERGENCY RESCUE INFORMATION MANUAL (2009) - page 3

AIRFRAME MATERIALS

a. Graphite Epoxy

ąMLG Inboard Doors

ąSlat Control Rods

ą(Inside Wing Leading Edge)

b. N/A

c. Steel

d. N/A

e. Aluminum

f. Carbon Epoxy

g. N/A

AIRCRAFT DANGER AREAS

a. Intake Area

ąMRT — 20 feet

ąIdle — 5 feet

b. GTS Exhaust (top)

c. Turbine Failure

ąOutboard between wing and stabilator

d. Engine Exhaust

ąIdle — 40 feet

ąMRT — 100 feet

e. Rocket wd Fire Zone (2 places)

f. Rocket Exhaust Zone (2 places)

AIRCRAFT ENTRY

NORMAL ENTRY

Access to cockpit in normal operation is

gained by using the side opening canopy's

external handle. A retractable footstep, toe

kick-in footstep, two pullout

footsteps/handholds, a nonskid footstep,

and two handholds are available for

forward and aft cockpit entry.

(1) PRESS Canopy External Handle

release button.

(2) ROTATE Canopy External Handle

CLOCKWISE and LIFT canopy.

b. N/A

EMERGENCY ENTRY

Access to the cockpit can be gained in

emergency situations by manually opening

canopy external handle; however, if this

proves impossible, canopy can be

shattered by aircrew operation of mild

detonating cords (MDC). 123

D The canopy pyrotechnic

(MDC)

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 radius area of over 25 feet.

4. AIRCRAFT ENTRY (CONT.) abc

d. FORCED ENTRY

Canopy is acrylic plastic and may be cut

with power rescue saw or shattered by

impact with crash axe. Cut along canopy

frame.

Do not cut into canopy SMDC initiator

assembly on the right side of canopy.

This could detonate the canopy

fracturing pyrotechnics.

5. CANOPY SAFETY PROCEDURES

Remove streamers and safety pins from map

case containers and install in MDC firing

handle (both cockpits).

With safety pins installed, canopy

initiators can still be ignited by

stepping on or leaning on Initiator

Assembly or cover.

a. N/A

b. N/A

ENGINE/GTS SHUTDOWN

a. N/A

b. N/A

c. BATTERY SWITCHES

PLACE BATT 1 and BATT 2 switches in

OFF position

d. THROTTLE

MOVE throttle AFT to stop, then RAISE

finger lift and MOVE throttle AFT to OFF

position (either cockpit).

e. FUEL SHUTOFF

PRESS release button on top of Fuel

Shutoff Handle and PULL handle up (front

cockpit only).

f. N/A

g. GTS

PLACE the Engine Start Switch in OFF

position (both cockpits).

N/A

CREW RELEASE

Each crewmember is attached to the seat by

the use of an integrated harness and leg

restraints. Additionally, the

oxygen/communication lead is attached to

survival kit. If crewmember is wearing an

anti-G suit a hose will be attached to an outlet

on left console.

PERSONAL SERVICE, QUICK

DISCONNECT

(1) Remove oxygen mask by pulling down

on the release tabs on either side of

mask.

(2) Disconnect oxygen/communication

lead at survival kit. Grasp knurled fitting

on hose and pull up to disconnect.

b. RESTRAINT SUIT BELTS/RELEASE

Pull anti-G suit hose from left console.

HARNESS STRAPS/LEG RESTRAINT

RELEASE

(1) Leg garter is secured around leg by a

quick disconnect. Leg restraints lines

attach to garter using the same types

of quick disconnect.

(2) Support pilot, release two (2) lap belts,

than two (2) shoulder harness Koch

fittings or cut webbing and remove pilot

from cockpit.

d. EMERGENCY RELEASE

(1) Press thumb button on Emergency

restraint release handle (right side of

seat) and pull handle up. This positions

safe/armed handle in safe position and

release lower leg restraint lines.

However, the parachute and survival kit

remain attached to crewmember.

Repeating step 8c.(2) will release

parachute and survival kit.

HELICOPTER AIRCRAFT SYSTEMS AND

CRASH CREW INFORMATION DIAGRAMS SUMMARY

FUEL (GAL)

OIL (GAL)

OXYGEN

ORDNANCE

AIRFRAME

PNEU

TYPE

NAME

MATERIALS

INT

EXT

ENG

HYD

BOTTLE

SYS

GUN

FWD FIRE

FREE FALL

PYROTECHNICS

BTRY

S.O.B.

ALUMINUM

PYLON EJECTOR

SEA

STEEL

(2) 100

^N2

MISSILES

CARTRIDGES(4)STA.

AH-1

304

3.7

3.4

NONE

3000

20 MM

NONE

COBRA

TITANIUM

ROCKETS

CHAFF/FLARES

FIBERGLASS

(2) 75

PSI

CANOPIES

ALUMINUM

PYLON EJECTOR

SUPER

STEEL

(2) 100

^N2

MISSILES

CARTRIDGES(4)STA.

AH-1Z

403

14 QT

10.8 QT

NONE

3000

20 MM

NONE

COBRA

TITANIUM

ROCKETS

CHAFF/FLARES

(2) 75

PSI

FIBERGLASS

CANOPIES

ALUMINUM

^N2

GAV-2B/A

UH-1/

IROQUOIS/

STEEL

212

NONE

3.3

NONE

1500

M-60

NONE

CHAFF/FLARES

HH-1

HUEY

FIBERGLASS

PSI

50 CAL

ALUMINUM

^N2

GAV-2B/A

IROQUOIS/

(2)

MISSILES

UH-1Y

STEEL

385

14 QT

10.8

NONE

3000

M-60

NONE

CHAFF/FLARES

HUEY

ROCKETS

CARBON FIBER

PSI

50 CAL

ALUMINUM

STEEL

(2)

^N2

H-3

SEA KING

831

18.6

NONE

3000

NONE

SMOKE MARKERS

TITANIUM

110

PSI

FIBERGLASS

ALUMINUM

SEA

STEEL

380

(2)

^N2

(2) 50 CAL

CHAFF/FLARES

H-46

HH-46D

NONE

13 E

5.8 E

295 IN³

3000

NONE

KNIGHT

TITANIUM

(CH-46E)

FIBERGLASS

AUX 729

(CH-46E)

PSI

(2) M-60

ALUMINUM

^N2

(2) EXT FUEL TANK

SEA

STEEL

(2)

H-53D

638

1300

6.5

NONE

3000

NONE

EJECTOR CARTRIDGES

STALLION

TITANIUM

50 CAL

PSI

CHAFF/FLARES

FIBERGLASS

ALUMINUM

PYLON EJECTOR

SUPER

STEEL

MH-53

CARTRIDGES (4) STA

MH-53

SEA

GPH EPOXY

3212

CH-53

9.3

^N2

CHAFF/FLARES

H-53E

11.7

NONE

3000

(2) 50 CAL

NONE

STALLION/

TITANIUM

CH-53

1300

CH-53

UTILITY HOIST CART.

CH-53

SEA DRAGON

FIBERGLASS

977

6.5

PSI

SINGLE PT CARGO

KEVLAR

HOOK CART

TH-57B

ALUMINUM

SEA

5.5

1.0

TH-57

STEEL

NONE

RANGER

QTS

TH-57C

FIBERGLASS

ALUMINUM

GAU-16

MH-60S —16

STEEL

MK 46

GAU 21

SH-60B — 5

GPH EPOXY

^N2

MK 50

H-60

SEAHAWK

590

320

10.8

NONE

3000

M240

HELLFIRE

SMOKE MARKERS

H-60F — 6

TITANIUM

TORPEDOES

FIBERGLASS

PSI

M240D

SONOBUOY

H-60H — 11

KEVLAR

M60

MH-60R — 7

HELICOPTER MAIN ROTOR BLADE

CONSTRUCTION (TYPICAL)

The main rotor blades of a helicopter

have titanium spars with Nomex cores

and fiberglass/graphite outer skin. The

low weight, high strength ratio of these

materials, combined with unlimited

configuration possibilities make them

ideal for use in naval aircraft.

The helicopter main rotor blade

construction consists of the following

material:

a. Graphite Epoxy

b. Other

ąFiberglass

ąNickel

ąRubber

c. N/A

d. Titanium

e. Aluminum

HELICOPTER TAIL ROTOR BLADE

CONSTRUCTION (TYPICAL)

1. Helicopter tail rotor blades are constructed

of laminated composite materials which

are reinforced with carbon/graphite fibers.

This material provides superior stiffness,

high strength to weight ratio, and the ease

of fabrication.

2. The helicopter tail rotor blade construction

consists of the following material:

a. Graphite Epoxy

b. Other

ąFiberglass

ąRubber

c. N/A

d. Titanium

e. Aluminum

SPECIAL TOOLS/EQUIPMENT

Power Rescue Saw

Crash Axe

GENERAL AIRCRAFT INFORMATION

a. Armament

4 Stub Wing Stations

20mm Nose Gun

Chaff/Flares Ejector

ącartridges (TMS)

b. N/A

c. Battery

2 (1 port and

ą1 starboard side

ąbattery compartment)

d. Fuel

Internal 304 gal

External two 100 gal

ąand/or two 77 gal

ąaux tanks

e. Oil

Engine 3.6 gal

Hydraulic 3.4 gal

Transmission 11.6 gal

C-Box/Combining

ąGearbox 20 qts

f. Pneumatic

2000 PSI

ąSystem

AIRFRAME MATERIALS

a. Composite Materials (See Legend)

b. Other

ąFiberglass

c. Steel

d. Titanium

e. Aluminum

f. N/A

g. N/A

AIRCRAFT DANGER AREAS

a. Inlet Suction — 6i

b. Turbine blade Failure — 300i

c. Engine Exhaust — 24i

d. Nose Gun

220_ Pattern FWD of Gun

50_ Below Horizontal Plane

30_ Above Horizontal Plane

e. Missile Exhaust

f. Missile FWD Fire Zone

g. Rotors

h. Chaff/Flares

4. AIRCRAFT ENTRY

a. NORMAL ENTRY

The pilot canopy door opening is on the RH

side and the copilot/gunner door is on LH

side. Both doors are pneumatically opened

and closed from outside. To open either

door, TURN door handle and it will

automatically raise to full open position.

b. N/A

c. EMERGENCY ENTRY

The external canopy jettison system is

located in the nose of the aircraft. OPEN

access door, REMOVE safety pin from

arm/fire mechanism, ROTATE ring 90_

COUNTERCLOCKWISE, and PULL ring to

shatter windows.

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 ft of aircraft could be

injured by debris when jettison system is used.

d. FORCED ENTRY

Canopies are made of acrylic plastic and

may be cut using a power rescue saw or

crash axe. CUT along canopy frames.

5. CANOPY SAFETY

Canopies have a linear explosive system used

to cut the windows from support structure for

emergency entrance or exit.

a. N/A

b. JETTISON HANDLE

To safe canopy, INSERT safety pins in pilot's

and copilot/gunner's Canopy Jettison Handle.

6. ENGINE SHUTDOWN (NORMAL)

a. N/A

b. N/A

c. BATTERY SWITCHES

PLACE Battery Switches in OFF position.

d. IDLE STOP RELEASE

SWITCH/THROTTLES

MOVE Idle Stop Release Switch to Engine

1 position and CLOSE Throttle for Engine 1

by TURNING grip to the Right. REPEAT

procedure for Engine 2.

Note

Close throttle within 5 seconds after actuating

idle stop release.

e. FUEL SHUTOFF SWITCHES

PLACE both Engine 1 and 2 Fuel Shutoff

Switches in OFF position.

f. N/A

g. N/A

12345

ENGINE SHUTDOWN (EMERGENCY)

a. FIRE PULL HANDLES

PULL both number 1 and number 2 Fire Pull

Handles.

b. N/A

c. BATTERY SWITCHES

PLACE Battery Switches in OFF position.

d. N/A

e. N/A

f. N/A

g. N/A

BATTERY(ies)

Disconnect if time permits.

a. N/A

8. CREW RELEASE

Pilot and copilot/gunner are attached to the

seats by shoulder harnesses secured to lap

belts with quick disconnects.

a. PERSONNEL SERVICE, QUICK

DISCONNECT

(1) TWIST quick disconnect lever to

release shoulder harnesses and lap

belt.

(2) MICROPHONE CORD: Disconnect

microphone cord prior to lifting

crewman from seat.

b. N/A

c. N/A

d. N/A

SPECIAL TOOLS/EQUIPMENT

Power Rescue Saw

Crash Axe

GENERAL AIRCRAFT INFORMATION

Armament

2 Wing Tip Stations

ą(AIM-9)

4 Stub Wing Stations

20mm Nose Gun

Chaff/Flares

Ejector Cartridges

ą(TMS)

N/A

Battery

1 LH Side of Battery

ąCompartment

Fuel

Internal 403 gal

External two 100 gal

ąor

two 77 gal

Oil

Engine 14 qt

Hydraulic 10.8 qt

Transmission 18.9 qt

Combining Gearbox

ą18.4 qt

Pneumatic

3000 psi

ąSystem

AIRFRAME MATERIALS

a. N/A

b. Other

ąCarbon Fiber

ąComposite Materials

c. Steel

d. N/A

e. Aluminum

f. N/A

g. N/A

AIRCRAFT DANGER AREAS

a. Inlet Suction — 6i

b. Turbine Blade Failure — 300i

c. Engine Exhaust — 24i

d. Nose Gun

ą220_ Pattern FWD of Gun

ą50_ Below Horizontal Plane

ą30_ Above Horizontal Plane

e. Missle Exhaust

f. Missle FWD Fire Zone

g. Rotors

h. Chaff/Flares

4. AIRCRAFT ENTRY

a. NORMAL ENTRY

The pilot canopy door opening is on the RH

side and the copilot/gunner door is on the LH

side. Both doors are pneumatically opened

and closed from outside. To open either door,

TURN door handle and it will automatically

raise to full open position.

b. N/A

c. EMERGENCY ENTRY

The external canopy jettison system is located

in the nose of the aircraft. OPEN access door,

REMOVE safety pin from arm/fire mechanism,

ROTATE ring 90_ COUNTERCLOCKWISE,

and PULL ring to shatter windows.

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 ft of aircraft could be

injured by debris when jettison system is used.

d. FORCED ENTRY

Canopies are made of acrylic plastic and may

be cut using a power rescue saw or crash axe.

CUT along canopy frames.

5. CANOPY SAFETY

Canopies have a linear explosive system used to

cut the windows from support structure for

emergency entrance or exit.

a. N/A

b. JETTISON HANDLE

To safety canopy, INSERT safety pins in pilot's

and copilot/gunner's Canopy Jettison Handle.

6. ENGINE SHUTDOWN (NORMAL)

a. N/A

b. N/A

c. BATTERY PUSH BUTTON

PUSH Battery button off.

d. IDLE STOP RELEASE SWITCH/THROTTLES

MOVE Idle Stop Release to Engine 1 position

(left) and CLOSE Throttle for Engine 1 by

TURNING grip to the right. MOVE Idle Stop

Release to Engine 2 position (right) and

CLOSE Throttle for Engine 2 by TURNING grip

to the right.

Note

Close throttle within 5 seconds after actuating idle

stop release.

e. FUEL SHUTOFF PUSH BUTTONS

LIFT clear button covers and PUSH fuel shutoff

buttons for Engine 1 and 2.

f. N/A

g. N/A

12345

ENGINE SHUTDOWN (FIRE EMERGENCY)

a. FIRE PUSH BUTTON ANNUNCIATORS

LIFT Engine 1 and 2 clear fire button covers

and PUSH fire buttons. ARMED light on both

push buttons will illuminate, and the READY

light will illuminate on the discharge button.

PUSH discharge button to discharge fire bottle.

b. N/A

c. BATTERY BUTTON

PUSH Battery button off.

d. N/A

e. N/A

f. N/A

g. N/A

7. BATTERY

Disconnect if time permits

a. N/A

8. CREW RELEASE

Pilot and copilot/gunner are attached to the

seats by shoulder harnesses secured to lap

belts with quick disconnects.

a. PERSONNEL SERVICE, QUICK

DISCONNECT

(1) TWIST quick disconnect lever to release

shoulder harness and lap belt.

(2) HELMET CORDS: DISCONNECT

microphone and helmet cords prior to

lifting pilot from seat.

b. N/A

c. N/A

d. N/A

SPECIAL TOOLSIEQUIPMENT

Power Rescue Saw

Crash Axe

GENERAL AIRCRAFT INFORMATION

a. Armament

GAU-16A (50 cal)

GAU-17/A (7.62mm)

M240D (7.62mm)

Rocket LAU-68

b. N/A

c. Battery

d. Fuel

Internal 212/242 gal

Auxiliary Tanks

165 or 350 gal

e. Oil

Engine 3.25 gal

Hydraulic 4 pt

Transmission 2.35 gal

f. Pneumatic

1500 PSI

ąSystem

AIRFRAME MATERIALS

a. N/A

b. Other

ąFiberglass

c. Steel

d. N/A

e. Aluminum

f. N/A

g. N/A

3. AIRCRAFT DANGER AREAS

a. Inlet Suction — 6i

b. Turbine Blade Failure — 300i

c. Engine Exhaust — 23i

d. Rotors

Rotor blade may flap down as low as 5 feet.

e. Guns

(1) GAU-16A — 172_

(2) GAU-17A — 176_

(3) M240D — 172_

f. Chaff/Flares

AIRCRAFT ENTRY

a. NORMAL ENTRY

(1) ROTATE Crew Door Handle, PULL OUT

and FWD to open door (both sides).

(2) ROTATE Passenger Cargo Door Handle

DOWN and SLIDE door AFT to open

(both sides).

b. N/A

c. EMERGENCY ENTRY

If the pilot/copilot crew exits are jammed and

access cannot be gained through the

passengers' exits, SLIDE or BREAK the pilot

or copilot windows, REACH FWD and PULL

jettison able door release. If the doors do not

jettison, BREAK the windshield or any other

windows to gain entrance.

d. FORCED ENTRY

Windows are made of acrylic plastic and may

be cut using a power rescue saw or crash

axe. CUT along window frames.

N/A

ENGINE SHUTDOWN

CYCLE CONTROL STICK

CENTER either Cycle Control Stick and

HOLD.

b. COLLECTIVE PITCH LEVER

PUSH the Collective Pitch Lever Down into

DOWN LOCK.

BATTERY SWITCH

PLACE Battery Switch in OFF position.

d. THROTTLES/ENGINE IDLE RELEASE

STOP SWITCHES

ENGAGE Engine 1 Idle Release Stop

Switch (on pilot's collective only) then

CLOSE Throttle 1 by TWISTING grip to

RIGHT to shut down engine 1. REPEAT

procedure for engine 2.

FUEL SHUTOFF SWITCHES

PLACE Engine 1, Engine 2, and Crossfeed

Fuel Control Switches in OFF position.

ROTOR BRAKE

PULL DOWN on Rotor Brake Actuator

Handle to position of greatest pressure and

HOLD until rotor stops turning.

g. N/A

BATTERY

Battery is located in the nose compartment.

Disconnect, time permitting.

a. N/A

8. CREW RELEASE

The pilot/copilot are attached to the seats by

shoulder harnesses secured to lap belt with

quick disconnects. Passengers have lap belts

only.

a. PERSONNEL SERVICE, QUICK

DISCONNECT

(1) LIFT quick disconnect lever to release

shoulder harnesses and lap belt.

(2) PASSENGER: LIFT buckle cover to

release lap belt (airline type).

b. N/A

c. N/A

d. N/A

SPECIAL TOOLS/EQUIPMENT

Power Rescue Saw

Crash Axe

1. GENERAL AIRCRAFT INFORMATION

a. Armament

GAU-16 (.50)

GAU-17 (7.62)

M240 (7.62)

Rocket Pods

Chaffs/Flares

Ejector Cartridges

ą(TMS)

b. N/A

c. Battery

1 Nose Compartment

d. Fuel

Internal 385 gal

External two 77 gal

e. Oil

Engine 14 qt

Hydraulic 10.8 qt

Transmission 18.9 qt

Combining Gearbox

ą18.4 qt

f. Pneumatic

3000 psi

ąSystem

AIRFRAME MATERIALS

a. N/A

b. Other

ąCarbon Fiber

ąComposite Materials

c. Steel

d. N/A

e. Aluminum

f. N/A

g. N/A

AIRCRAFT DANGER AREAS

a. Inlet Suction — 6i

b. Turbine Blade Failure — 300i

c. Engine Exhaust — 24i

d. Guns

(1) GAU-16 — 172_

(2) GAU-17 — 176_

(3) M240 — 172_

e. Rocket Exhaust

f. Rocket FWD Fire Zone

g. Rotors

h. Chaff/Flares

AIRCRAFT ENTRY

NORMAL ENTRY

(1) ROTATE Crew Door Handle, PULL OUT

and FWD to open door (both sides).

(2) ROTATE Passenger Cargo Door Handle

DOWN and SLIDE door AFT to open

(both sides).

b. N/A

EMERGENCY ENTRY

If the pilot/copilot crew exits are jammed

and access cannot be gained through the

passengers' exits, SLIDE or BREAK the

pilot or copilot windows, REACH FWD and

PULL jettisonable door release. If the doors

do not jettison, BREAK the windshield or

any other windows to gain entrance.

d. FORCED ENTRY

Windows are made of acrylic plastic and

may be cut using a power rescue saw or

crash axe. CUT along window frames.

N/A

6. ENGINE SHUTDOWN (NORMAL)

a. N/A

b. N/A

c. BATTERY PUSH BUTTON

PUSH Battery button off.

d. IDLE STOP RELEASE SWITCH/THROTTLES

MOVE Idle Stop Release to Engine 1 position

(left) and CLOSE Throttle for Engine 1 by

TURNING grip to the right. MOVE Idle Stop

Release to Engine 2 position (right) and

CLOSE Throttle for Engine 2 by TURNING grip

to the right.

Note

Close throttle within 5 seconds after actuating idle

stop release.

e. FUEL SHUTOFF PUSH BUTTONS

LIFT clear button covers and PUSH fuel shutoff

buttons for Engine 1 and 2.

f. N/A

g. N/A

12345

ENGINE SHUTDOWN (FIRE EMERGENCY)

a. FIRE PUSH BUTTON ANNUNCIATORS

LIFT Engine 1 and 2 clear fire button covers

and PUSH fire buttons. ARMED light on both

push buttons will illuminate, and the READY

light will illuminate on the discharge button.

PUSH discharge button to discharge fire bottle.

b. N/A

c. BATTERY BUTTON

PUSH Battery button off.

d. N/A

e. N/A

f. N/A

g. N/A

BATTERY

Disconnect if time permits

a. N/A

CREW RELEASE

Pilot and copilot/gunner are attached to the

seats by shoulder harnesses secured to lap

belts with quick disconnects.

a. PERSONNEL SERVICE, QUICK

DISCONNECT

(1) TWIST quick disconnect lever to release

shoulder harness and lap belt.

(2) PASSENGER RESTRAINTS: TWIST

quick disconnect lever to release

shoulder harness and lap belt.

(3) HELMET CORDS: DISCONNECT

microphone and helmet cords prior to

lifting pilot from seat.

b. N/A

c. N/A

d. N/A

SPECIAL TOOLS/EQUIPMENT

Power Rescue Saw

Crash Axe

1. GENERAL AIRCRAFT INFORMATION

a. Armament

Launcher Ejector

ąCartridges

Sonobuoy Launcher

ą(H-3)

Chaff Dispensers

ą(H-3)

Marine Marker

ąLauncher

Smoke Marker

ąLauncher System

Torpedoes

b. N/A

c. Battery

d. Fuel

Internal

ą848 gal

e. Oil

Engine 5.4 gal

Hydraulic 2 gal

Transmission 11 gal

f. Pneumatic

3000 PSI

ąSystem

2. AIRFRAME MATERIALS

a. N/A

b. Other

Fiberglass/Magnesium

c. Steel

d. Titanium

e. Aluminum

f. N/A

g. N/A

Note

Gear boxes are made of magnesium.

3. AIRCRAFT DANGER AREAS

a. Inlet Suction — 4i

b. Turbine Blade Failure

c. Engine Exhaust — 20i

d. Rotors

4. AIRCRAFT ENTRY

a. NORMAL ENTRY

(1) Enter through the personnel door on LH

side of aircraft. The upper door may be

opened at center of door below window

by turning handle. To open, PUSH FWD

part of handle and TURN

COUNTERCLOCKWISE.

Note

On helicopters not modified by AFC No. 301, the

upper door handle is located in well at AFT

bottom of window.

(2) The lower door may be opened by

turning handle at center of door. To

open, PUSH FWD part of handle, TURN

COUNTERCLOCKWISE and PULL

door open.

b. N/A

c. EMERGENCY ENTRY

For emergency access, cabin windows,

cabin doors, and pilot/copilot's jettison able

windows may be opened from the outside.

(1) Cabin windows are equipped with pull

tab, lower AFT corner. To open, PULL

tab and PUSH panel INWARD.

123

4. AIRCRAFT ENTRY (CONT.) ab

c. EMERGENCY ENTRY (CONT.) (1)

(2) To gain access through the window in

the cabin door (RH side of aircraft),

TURN handle (lower AFT corner)

CLOCKWISE and PULL.

Note

UH-3A has 2 cabin doors, one on each side of

aircraft. RH door operates as described in 4b.(2).

LH door, upper section, opens by turning handle

FWD.

(3) To jettison pilot/copilot windows PRESS

handle to extend, then TURN handle

COUNTERCLOCKWISE and PULL

window OUTWARD.

(4) Upper half of personnel door may be

removed by ROTATING handle DOWN.

d. FORCED ENTRY

Windows are made of acrylic plastic and

may be cut using a power rescue saw or

crash axe. Areas marked on fuselage CUT

HERE also may be cut for access. CUT

along window frames and marked fuselage

entry areas only.

5. N/A

6. ENGINE SHUTDOWN

Engine may be shut down by engine speed

selector levers fuel shutoff handles located on

the center overhead control panel.

a. ENGINE SPEED SELECTOR LEVERS

PLACE Selector Levers in SHUTOFF

position by PULLING Speed Handles AFT.

Note

A limit stop or friction control prevents

inadvertent retarding of speed selector below

ground idle. PULLING speed selector down

bypasses this stop.

b. N/A

c. BATTERY SWITCH

PLACE Battery Switch in OFF position.

d. N/A

e. N/A

f. N/A

g. N/A

7. BATTERY

The battery is located in the nose section FWD

of the pilot's compartment and is accessible

from outside.

a. N/A

8. CREW RELEASE

The pilot, copilot, and sensor operators are

attached to the seat by shoulder harnesses

secured to a lap belt equipped with a quick

disconnect buckle. Passengers have lap belts

only.

a. PERSONNEL SERVICE, QUICK

DISCONNECT

(1) LIFT quick disconnect lever to release

shoulder harnesses and lap belt.

(2) TROOP: LIFT buckle cover to release

lap belt (airline type).

b. N/A

c. N/A

d. N/A

SPECIAL TOOLS/EQUIPMENT

Power Rescue Saw

Crash Axe

GENERAL AIRCRAFT INFORMATION

Armament

Two 50 cal or

ąM-60 Guns

Chaff/Flares (CH-46E)

Oxygen

A/C prior to 154045

ąTwo 295 in³ Bottles

ą(CH-46E)

Battery

Fuel

Internal 380 gal

Internal Auxiliary

ąThree Tanks

ą243 gal each

Oil

Engine 13 gal

ą(CH-46E)

Hydraulic 5.77 gal

ą(CH-46E)

Transmission 9 gal

Pneumatic

3000 PSI

ąSystem

AIRFRAME MATERIALS

a. N/A

b. Other

ąFiberglass

c. Steel

d. Titanium

e. Aluminum

f. N/A

g. N/A

3. AIRCRAFT DANGER AREAS

a. Inlet Suction — 4i

b. Turbine Blade Failure

c. Engine Exhaust 12i

d. Rotors

e. APP Exhaust — 12i

f. Guns

(1) M-60 Guns

ą 62_ Pattern FWD

ą 65_ Pattern AFT

ą 44_ Below Sponson

(2) 50 cal Guns

ą 51_ Pattern FWD

ą 32_ Pattern AFT

ą 51_ Below Sponson

g. Chaff/Flares

AIRCRAFT ENTRY

a. NORMAL ENTRY

Normal entry is through main cabin door on

RH side. The door has an upper and lower

door which operate separately. To open

upper portion, PUSH handle to expose,

TURN HANDLE CLOCKWISE, MOVE door

INWARD slightly and ROLL UP until the

uplock is engaged. The lower door opens

out and down. To open, PUSH handle,

TURN handle COUNTERCLOCKWISE and

PULL door OUT and DOWN.

b. N/A123

AIRCRAFT ENTRY (CONT.) ab

EMERGENCY ENTRY

Emergency entrance may be gained

through pilot/copilot jettison able windows,

three fuselage windows, the emergency

access hatch, and the cargo ramp/hatch.

(1)

To open pilot/copilot's jettison able

window PUSH handle, TURN handle

CLOCKWISE and PULL.

(2)

Three windows, two on RH side and one

on LH side are marked RESCUE. To

open, PULL tape OUT (upper LH corner

of window) the PUSH panel INWARD.

(3)

To open the Emergency Access Hatch

(CH-46E LH side), also marked

RESCUE, PULL tape OUT and PUSH

panel INWARD.

(4)

The Cargo Ramp/Hatch Controls are

located on RH side, above stub wing

(rear). To access controls, PUSH button

on access door. The system consists of

three control levers. With hydraulic

pressure, actuate both ramp and hatch

by PUSHING Ramp Control Handle and

Cargo Hatch Control Handle AFT.

Without hydraulic pressure, only ramp

will operate. To lower ramp, PUSH

Ramp Control Handle AFT then PUSH

Ramp Auxiliary Control Handle AFT.

d. FORCED ENTRY

Windows are made of acrylic plastic and

may be cut or broken. Areas marked on

fuselage CUT HERE also may be cut out.

CUT along window frames and marked

fuselage areas only.

N/A

ENGINE SHUTDOWN

CONDITION LEVERS

PULL Condition Levers, fully AFT to STOP

position.

b. N/A

BATTERY SWITCH

Deactivate electrical system by PLACING

Battery Switch in the OFF position. The

electrical power control panel is located in

the overhead console.

d. N/A

N/A

g. APU

PLACE Power Off Switch in OFF position.

PLACE Power Control Master Switch in

OFF position. PLACE APU Switch in STOP

position.

Note

Fire handles may be pulled to secure fuel and oil

to engines.

7. BATTERY

The battery is located in the left wheelwell.

a. N/A

8. CREW RELEASE

The pilot and copilot are attached to the seats

by shoulder harnesses secured to lap belts

with quick disconnect buckles. Passengers

and crew-members have lap belts only.

a. PERSONNEL SERVICE, QUICK

DISCONNECT

(1) LIFT quick disconnect lever to release

shoulder harnesses and lap belt.

(2) TROOP: LIFT buckle cover to release

lap belt (airline type).

b. N/A

c. N/A

d. N/A

SPECIAL TOOLS/EQUIPMENT

Power Rescue Saw

Crash Axe

GENERAL AIRCRAFT IN FORMATION

a. Armament

Two 50 cal Guns

Chaff/Flares

Two External Fuel

ąTank Ejector

ąCartridges

b. N/A

c. N/A

d. Fuel

Internal 638 gal

External 1300 gal

e. Oil

Engines 8.04 gal

Hydraulic 6.5 gal

Transmission 22.5 gal

f. Pneumatic

3000 PSI

ąSystem

AIRFRAME MATERIALS

a. N/A

b. Other

ąFiberglass

c. Steel

d. Titanium

e. Aluminum

f. N/A

g. N/A

3. AIRCRAFT DANGER AREAS

a. Inlet Suction — 8i

b. Turbine Blade Failure — 300i

c. Engine Exhaust — 30i

d. APP and Heater Exhaust — 10i

e. Guns

66_ Pattern FWD

66_ Pattern AFT

30_ Below Sponson

f. Rotors

g. Chaff/Flares

AIRCRAFT ENTRY

NORMAL ENTRY

The upper half of Personnel Door may be

opened from outside by PRESSING button and

TURNING handle COUNTERCLOCKWISE.

PUSH upper half UP to cabin ceiling and

TURN handle COUNTERCLOCKWISE to lock

in OPEN position. The lower half of Personnel

Door opens DOWN. PUSH button, TURN

handle COUNTERCLOCKWISE and PULL.

b. N/A

EMERGENCY ENTRY

(1) The pilot/copilot's compartment window

may be opened by PRESSING button and

TURNING handle.

(2) The Cabin Emergency Escape Hatch (left

FWD side of cabin) may be opened by

PRESSING button, TURNING handle

COUNTERCLOCKWISE and PUSHING

INWARD.

(3) Upper half of Personnel Door may be

jettisoned, TURN handle and PULL

OUTWARD. 123

AIRCRAFT ENTRY (CONT.)

a. FORCED ENTRY

Windows are made of acrylic plastic

and may be cut or broken. Areas

marked on fuselage CUT HERE also

may be cut for access. CUT along

window frames and marked fuselage

areas only.

N/A

ENGINE SHUTDOWN

Engine may be shut down by speed

control and fuel shutoff or an alternate

method by the emergency T-handle.

a. ENGINE SPEED CONTROL LEVERS

PULL Engine Speed Control Levers

fully AFT to SHUTOFF position.

b. ENGINE EMERGENCY T-HANDLES

PULL Engine Emergency T-Handles

fully AFT (fuel valves will close).

Note

If only emergency T-handles are used, the

engines will continue to run for up to

2 minutes before fuel starvation effects a

shutdown.

c. N/A

d. N/A

e. N/A

f. N/A

g. AUXILIARY POWER PLANT (APP)

Pull APP Control Lever fully AFT if the

system is operating.

7. N/A

8. CREW RELEASE

The pilot and copilot are attached to the seats

by shoulder harnesses secured to a lap belt

equipped with a quick disconnect buckle.

Passengers and crewmembers have lap belts

only.

a. PERSONNEL SERVICE, QUICK

DISCONNECT

(1) LIFT quick disconnect lever to release

shoulder harnesses and lap belt.

(2) TROOP: LIFT buckle cover to release

lap belt (airline type).

b. N/A

c. N/A

d. N/A

SPECIAL TOOLS/EQUIPMENT

Power Rescue Saw

Crash Axe

GENERAL AIRCRAFT INFORMATION

a. Armament

Two 50 cal or M-60

ąGuns

Mines

Flares

Pylon Ejector

ąCartridges

Rescue Hoist

b. N/A

c. N/A

d. Fuel

Internal 977 gal

External 1300 gal

e. Oil

Engine 11.67 gal

Hydraulic 6.5 gal

Transmission 24 gal

f. Pneumatic

3000 PSI

ąSystem

AIRFRAME MATERIALS

a. N/A

b. Other

ąFiberglass/Kevlar

c. Steel

d. Titanium

e. Aluminum

f. N/A

g. N/A

SPECIAL TOOLS/EQUIPMENT

Power Rescue Saw

Crash Axe

GENERAL AIRCRAFT INFORMATION

a. Armament

Two 50 cal Guns

Explosive Cutters

Flares

Rescue Hoist

Single Point Cargo

ąHook

AMCM Guillotine

ąCartridges

b. N/A

c. N/A

d. Fuel

Internal 3212 gal

e. Oil

Engine 11.67 gal

Hydraulic 9.3 gal

Transmission 24 gal

f. Pneumatic

3000 PSI

ąSystem

AIRFRAME MATERIALS

a. N/A

b. Other

ąFiberglass/Kevlar

c. Steel

d. Titanium

e. Aluminum

f. N/A

g. N/A

3. AIRCRAFT DANGER AREAS

a. Inlet Suction — 8i

b. Turbine Blade Failure — 300i

c. Engine Exhaust — 60i

d. APP Heat Exhaust — 10i

e. Guns

60_ Pattern FWD

66_ Pattern AFT

30_ Below Sponson

f. Rotors

g. Chaff/Flares

h. Static Electrical Charge

Contact with a hovering C/MH-53E may

result in injury or death of ground

personnel. The C/MH-53E 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.

AIRCRAFT ENTRY

NORMAL ENTRY

The upper half of Personnel Door may be

opened from outside by PRESSING button

and TURNING handle

COUNTERCLOCKWISE. PUSH upper half

UP to cabin ceiling and TURN handle

COUNTERCLOCKWISE to lock in OPEN

position. The lower half of Personnel Door

swings IN to RIGHT. PUSH button, TURN

handle COUNTERCLOCKWISE and PUSH.

b. N/A

EMERGENCY ENTRY

(1) The pilot/copilot's compartment window

may be opened. PRESS button and

TURN handle.

(2) The Cabin Emergency Escape Hatch

(left FWD cabin) may be opened.

PRESS button, TURN handle

COUNTERCLOCKWISE and PUSH

INWARD.

d. FORCED ENTRY

(1) Windows are made of acrylic plastic and

may be cut or broken. Areas marked on

fuselage CUT HERE also may be cut for

access. CUT along window frames and

marked fuselage areas only.

(2) All CH-53Es have a door in the center of

the cabin floor. The door has no external

handle, however, entry may be gained

by CUTTING three lock bolts. Once cut,

bolts may be PULLED OUT allowing

door to be PUSHED INWARD.

5. N/A

6. ENGINE SHUTDOWN

a. ENGINE SPEED CONTROL LEVERS

PULL Engine Speed Control Levers

DOWN and fully AFT to SHUT OFF

position.

b. ENGINE EMERGENCY T-HANDLES

PULL Engine Emergency T-Handles fully

AFT (fuel valves will close).

c. N/A

d. N/A

e. N/A

f. N/A

g. AUXILIARY POWER PLANT (APP)

PULL APP Control Lever fully AFT if

system is operating.

7. N/A

8. CREW RELEASE

The pilot and copilot are attached to the

seats by shoulder harnesses secured to

lap belts equipped with quick disconnect

buckles. Passengers and crewmembers

have lap belts only.

a. PERSONNEL SERVICE, QUICK

DISCONNECT

(1) LIFT quick disconnect lever to

release shoulder harnesses and

lap belt.

(2) TROOP: LIFT buckle cover to

release lap belt (airline type).

b. N/A

c. N/A

d. N/A

SPECIAL TOOLS/EQUIPMENT

Power Rescue Saw

Crash Axe

1. GENERAL AIRCRAFT INFORMATION

a. N/A

b. N/A

c. Battery

1 TH-57B

2 TH-57C

d. Fuel

91 gal

e. Oil

Engine 5.5 qts

Hydraulic 1.0 pt

Transmission 5.0 qts

T/R Gearbox .38 pt

f. Pneumatic

650 PSI

ąSystem

2. AIRFRAME MATERIALS

a. N/A

b. Other

Fiberglass

c. Steel

d. Titanium

e. Aluminum

f. N/A

g. N/A

3. AIRCRAFT DANGER AREAS

a. Inlet Suction — Unknown

b. Turbine Blade Failure — 300i

c. Engine Exhaust — 20i

d. Rotors

4. AIRCRAFT ENTRY

a. NORMAL ENTRY

The Cockpit and Cabin Doors on both

sides of aircraft, are used for normal entry.

PULL door handle OUT, PUSH door open.

b. N/A

c. EMERGENCY ENTRY

Access to the Jettison Handles from the

outside can be gained by BREAKING the

plexiglass windows, REACHING IN and

PULLING Jettison Handles.

Note

The jettison handles are installed on TH-57C

aircraft only.

d. FORCED ENTRY

Windows are made of acrylic plastic and

may be cut with power rescue saw or crash

axe. CUT along window frames.

N/A

ENGINE SHUTDOWN

N/A

b. N/A

BATTERY SWITCH(ES)

d. THROTTLES

ROTATE Throttle Twist Grip CLOCKWISE.

DEPRESS Idle Rel Button and continue to

ROTATE to Shutoff/STOP position.

FUEL VALVE SWITCH

PLACE fuel Valve Switch in OFF position.

(1) TH-57B, located on RH side of pedestal

instrument panel.

(2) TH-57C, located on instrument panel.

(3) TH-57B, PLACE Battery Switch in OFF

position.

(4) TH-57C, PLACE Battery Switch and

Standby Battery Switch in OFF position.

N/A

g. N/A

BATTERIES

The FWD battery is located in the nose

section, accessible through a hinged door. The

AFT battery in the TH-57C is located in the

AFT portion of the baggage compartment,

accessible through the baggage door on the

LH side of aircraft.

a. N/A

8. CREW RELEASE

The pilot and copilot are attached to the seats

with shoulder harnesses and a lap belt

equipped with a quick disconnect buckle.

Passengers and crewmembers have a lap

belt and a fixed shoulder harness.

a. PERSONNEL SERVICE, QUICK

DISCONNECT

Note

Before releasing the lap belt/shoulder harness

from the pilot/copilot, disconnect the helmet

cord.

(1) LIFT quick disconnect lever to release

shoulder harnesses and lap belt.

(2)

(PASSENGER: LIFT buckle cover to

release lap belt (airline type).

b. N/A

c. N/A

d. N/A

SPECIAL TOOLS/EQUIPMENT

Power Rescue Saw

Crash Axe

1. GENERAL AIRCRAFT INFORMATION

a. Armament

Torpedoes

Sonobuoy Launcher

GAU-16A

MK-25 MLM

MK-39

MK-58 MLM

MK-64

MK-84 SUS

MD240D

Hellfire Missle

b. N/A

c. Battery

d. Fuel

Internal 590 gal

External 120 gal

e. Oil

Engine 3.8 gal

Hydraulic 3.9 qt

Transmission 8.15 gal

f. Pneumatic

Two Systems

ąSystem

ą3200 PSI

ą1250 PSI

2. AIRFRAME MATERIALS

a. Graphite Epoxy

b. Other

Fiberglass/Magnesium/Kevlar

c. Steel

d. Titanium

e. Aluminum

f. N/A

g. N/A

3. AIRCRAFT DANGER AREAS

a. Inlet Suction — 4i

b. Turbine Blade Failure — 300i

c. Engine Exhaust — 30i

d. APU Exhaust — 4i

e. Rotors

Tip of rotor blade may drop as low as 4 feet

from ground when turning.

AIRCRAFT ENTRY

a. NORMAL ENTRY

(1) Enter the pilot/ATO area through hinged

door on each side of cockpit. PULL

handle DOWN to open.

(2) A sliding door on RH side of fuselage

provides access to the cabin. PUSH to

release handle and TURN DOWN to

open.

b. N/A

c. EMERGENCY ENTRY

The pilot and ATO windows, cabin door

window and cabin window may be jettisoned

by operating the Emergency Release Handle

and PULLING window OUT.

d. FORCED ENTRY

If main entrances are jammed or inoperable,

CUT around pilot, ATO, and SO windows.

N/A

ENGINE SHUTDOWN

a. N/A

b. EMERGENCY T-HANDLES

PULL both Engine Emergency T-Handles

AFT to OFF position.

c. BATTERY SWITCH

PLACE Battery Switch in OFF position.

d. N/A

e. N/A

f. N/A

g. AUXILIARY POWER UNIT (APU)

PULL APU Fire Extinguisher T-Handle

(required if APU operating).

BATTERY

To further deactivate the electrical system,

disconnect battery quick disconnect fitting.

Battery is located in ATO seat well.

a. N/A

8. CREW RELEASE

The pilot, copilot, crewman, and

instructor/passenger are attached to the seats

by a complete lap belt and dual torso-restraint

shoulder harness attached to a rotary release

buckle.

a. PERSONNEL SERVICE, QUICK

DISCONNECT

ROTATE Rotary Release Buckle in either

direction, to release shoulder harnesses and

lap belt.

b. N/A

c. N/A

d. N/A

TILT-ROTOR AIRCRAFT SYSTEMS AND

CRASH CREW INFORMATION DIAGRAMS SUMMARY

FUEL (GAL)

OIL (GAL)

OXYGEN

PNEU SYS

ORDNANCE

AIRFRAME

FWD

FREE

EJEC

TYPE

NAME

MATERIALS

INT

EXT

ENG

HYD

LOX

BOTTL

GAS

AIR

GUN

FIRE

FALL

PYROTECHNICS

BTRY

SYS

SOB

MV-22B

OSPREY

ALUMINUM

1448

NONE

3.0

4.3

NONE

400L

^N2

NONE

CHAFF/FLARES

NONE

TITANIUM STEEL

3000

ESCAPE

CARBON-EPOXY

PSI

WINDOWS/HATCHES

COMPOSITES

GLASS-EPOXY

COMPOSITES

NAVAIR 00-80R-14-1

APPENDIX BCDEFG

G.1

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

ASSEMBLY SOURCE DATA

Cabin fuselage hatches and overhead transparencies contain TLX. Serious

injury may result when activating these devices.

G.1.1 Function and Location

The left forward, left center, and right center hatch severance assemblies (see Figure G-2, Sheet 4) are used to

explosively sever its respective transparent fuselage skin material and are primarily intended to provide an escape

route for personnel.

G.1.2 Description

The Severance Assembly, are explosively loaded parts designed to cut the fuselage skin material at designated areas

of the fuselage along the hatch periphery when initiated by the system. The explosive part is composed of a piece

of lead tubing, shaped into a chevron shape and filled with high explosive material. The purpose of the chevron shape

is to focus more of the explosive reaction in one direction to form a cutting jet. The hatch assemblies are structurally

and functionally identical to the canopy severance assemblies except the explosive material itself is less powerful.

G.1.3 Operation

Functioning either the internal or external initiator starts a rapidly burning reaction in the TLX line end mated to the

initiator. This signal moves along the line rapidly from the initiator end (primer end) to the terminating end (high

explosive end), which is mated to the TLX connector. The terminating end of the TLX line initiates the other two

TLX lines mated to the connector. The signal then follows two different paths. The first path is the one to the severance

assembly. The TLX line (low energy by high explosive type) is mated to the connectors middle port and accepts the

signal from the initiator. This signal moves along the line rapidly from the low energy end to the high explosive end,

which is connected to the severance assembly. The high explosive end detonates which starts the detonation of the

explosive charge in the severance assembly. This detonation causes very high-pressure shock waves and metal

particles to be directed at, and strike the thin walled steel tube. The impact of the metal particles and the shock wave

cause the explosive material within the sleeve to detonate. This in turn will cause the detonation of the explosive in

the shaped lead tube. The detonation will be sent down the two ends of the tubing and will meet at a point nearly

opposite to where the manifold is located. The extremely rapid explosive reactions forms a focused jet of explosive

shock waves and heat which cuts through the plastic transparency graphite material creating an escape opening. The

opening is blocked however, by the troop seats mounted on the side of the troop compartment so the second signal

path is required to operate a system to release the troop seats from their mounting racks.

The second path the signal follows is to the thruster assembly, which is used to activate the troop seat release

mechanism and can be initiated only from the internal initiator.

The Cabin Fuselage Hatch Severance Assembly will operate satisfactorily with a temperature range of -54 to +93_C.

G.2

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

G.2.1 Function and Location

The overhead hatch severance assembly (see Figure G-2, Sheet 4) is used to explosively sever the overhead escape

hatch and is primarily intended to provide an escape route for troop member or passenger if the aircraft has come to

rest on its side.

ORIGINAL

G-2

NAVAIR 00-80R-14-1

G.2.2 Description

The severance assembly, is a explosively loaded part designed to cut the fuselage skin material along the hatch

periphery when initiated by the system. The explosive part is composed of a piece of lead tubing, shaped into a

chevron shape and filled with high explosive material. The purpose of the chevron shape is to focus more of the

explosive reaction in one direction to form a cutting jet. The overhead hatch severance assembly is structurally and

functionally identical to the canopy severance assemblies except the explosive material itself is less powerful.

G.2.3 Operation

Functioning either the internal or external initiator starts a rapidly burning reaction in the TLX line end mated to the

initiator. This signal moves along the line rapidly from the initiator end to the terminating end, which is mated to the

severance assembly. The terminating end of the TLX line initiates the explosive charge in the severance assembly

which is specially shaped to focus most of the force outboard. This detonation causes very high-pressure shock waves

and metal particles to be directed at, and strike the thin walled steel tube. The impact of the metal particles and the

shock wave cause the explosive material within the sleeve to detonate. This in turn will cause the detonation of the

explosive in the shaped lead tube. The detonation will be sent down the two ends of the tubing and will meet at a

point nearly opposite to where the manifold is located. The extremely rapid explosive reactions forms a focused jet

of explosive shock waves and heat which cuts through the escape hatch material creating an escape opening.

The Cabin Fuselage Hatch Severance Assembly will operate satisfactorily with a temperature range of −54 to +93_C.

G.3

MV-22B EXTERNAL INITIATOR SOURCE DATA

G.3.1 Function

The External Initiator is used to start the pyrotechnic reaction of the TLX line.

G.3.2 Description

An External Initiator is used with the left and right Side Canopy, left forward, left and right Center Cabin Fuselage

Hatches, and the Overhead Fuselage Hatch. The External Initiator, is an inert mechanically actuated device. It is designed

to accept only the primer ended TLX lines. The initiator consists of a cylindrical housing containing a small handle,

approximately ten feet of thin steel cable and an initiator body. The external initiators are mounted flush to the fuselage

skin of the aircraft. No ground safety device is used for this initiator assembly; it is always at the ready position.

G.3.3 Operation

The external initiator assembly is operated by first arming the initiator and functioning it. Arming is accomplished

by depressing the red colored arming button with 6 to 12 pounds of force. Pushing the arming button allows the

retaining pin (three each) to be withdrawn inside the handle. This allows the initiator handle to deploy from the

initiator housing approximately 1 inch. The large spring in the base of the housing pushes the handle out of the

housing until the handle is stopped by the lockout pins. At this point the handle can be replaced in the ready position

by pushing the arming button, pushing the handle back into the housing and releasing the button. This action should

not be done on a routine basis as it could lead to accelerated wear of the initiator assembly.

The initiator is functioned by removing the handle from the housing and deploys a thin steel cable from the spool

on the inside of the handle as the operator moves away from the aircraft approximately ten feet. To function the system

the operator must pull on the initiator handle with 20 to 35 pounds of force. When the handle is pulled a firing pin

and a part called a sear is pulled back against a spring inside the initiator body. When the sear is pulled completely

out of the body the firing pin is released and driven in the opposite direction by the compressed spring. The firing

pin impacts the percussion primer cap, which is part of the TLX line. The impact to the primer cap starts the

pyrotechnic reaction in the TLX line.

The External Initiator will operate satisfactorily with a temperature range of −54 to +93_C.

G-3

ORIGINAL

NAVAIR 00-80R-14-1

G.4

MV-22B INTERNAL INITIATOR SOURCE DATA

G.4.1 Function

The Internal Initiator is used to start the pyrotechnic reaction of the TLX line.

G.4.2 Description

An Internal Initiator is used with the left and right Side Canopy, left forward, left and right Center Cabin Fuselage

Hatches, and the Overhead Fuselage Hatch. The Internal Initiator, is an inert mechanically actuated device. It is

designed to accept only the primer ended TLX lines. The initiator consists of a pull handle fitted with a push button

release, and a housing, which attaches to the aircraft structure. A safety pin with attached red flag with “REMOVE

BEFORE FLIGHT” is also included and can be installed into the initiator to prevent inadvertent operation.

G.4.3 Operation

To operate the internal initiator assembly the safety pin must be removed. Pushing the red arming button with 6 to

12 pounds of force arm the initiator. This action allows the retaining pin in the handle to withdraw from the catcher,

and the retaining balls in the arming sleeve to relax. The handle can now be removed from the housing.

The initiator is functioned by removing the handle from the housing and pulling with 20 to 35 pounds of force. The

handle will require approximately one and a half inches of travel to cause the initiator to function. When the handle

is pulled a firing pin and a part called a sear is pulled back against a spring inside the housing. When the sear is pulled

completely out of the housing the firing pin is released and the firing pin is driven in the opposite direction by the

compressed spring and impacts the percussion primer cap, which is part of the TLX line. The impact to the primer

cap starts the pyrotechnic reaction in the TLX line.

The Internal Initiator will operate satisfactorily with a temperature range of -54 to +93_C.

G.5

MV-22B SIDE CANOPY SEVERANCE ASSEMBLY SOURCE DATA

G.5.1 Function and Location

The left and right side canopy severance assemblies (see Figure G-2, Sheet 4) are used to explosively sever the side

cockpit transparencies and are primarily intended to provide an escape route for the pilot and copilot.

G.5.2 Description

The Severance Assembly, is an explosively loaded device parts designed to cut the side canopy transparency along

its periphery when initiated by the system. The explosive part is composed of a piece of lead tubing, shaped into a

chevron shape and filled with high explosive material. The purpose of the chevron shape is to focus more of the

explosive reaction in one direction to form a cutting jet.

G.5.3 Operation

Functioning either the internal or external initiator starts a rapidly burning reaction in the TLX line end mated to the

initiator. This signal moves along the line rapidly from the initiator end to the terminating end, which is mated to the

severance assembly. The terminating end of the TLX line initiates the explosive charge in the severance assembly.

This detonation causes very high-pressure shock waves and metal particles to be directed at, and strike the thin walled

steel tube. The impact of the metal particles and the shock wave cause the explosive material within the sleeve to

detonate. This in turn will cause the detonation of the explosive in the shaped lead tube. The detonation will be sent

down the two ends of the tubing and will meet at a point nearly opposite to where the manifold is located. The

ORIGINAL

G-4

NAVAIR 00-80R-14-1

extremely rapid explosive reactions forms a focused jet of explosive shock waves and heat which cuts through the

plastic transparency material creating an escape opening.

The Canopy Severance Assembly will operate satisfactorily with a temperature range of -54 to +93 _C.

G.6

MV-22B THRUSTER SOURCE DATA

G.6.1 Function

The Thruster Assembly is a restrained, one-time-use piston device used to release the troop seat release mechanism.

G.6.2 Description

The Thruster Assembly, is basically a piston contained in an aluminum housing. The Thruster Assembly itself does not

contain any explosive materials. A Thruster is used with the left forward, and the left and right Center Cabin Fuselage

Hatches.

G.6.3 Operation

The piston is restrained in its ready position by a pin. The Thruster will operate when a certain amount of gas pressure

pushes against the piston with sufficient force to break the pin. When the pin is broken the piston will travel

approximately 0.45 inch and will turn a cam on the troop seat release mechanism.

A hot gas-producing cartridge fitted to the mating TLX line develops the pressure source for the Thruster Assembly.

When this TLX line is initiated, hot gas is rapidly liberated by the cartridge and is directed into the piston chamber

where it pushes against the piston.

The Thruster will operate satisfactorily with a temperature range of -54 to +93_C.

G.7

MV-22B TLX LINE SOURCE DATA

G.7.1 Function

The Thin Line Explosive (TLX) transfer lines are used to initiate explosive cutting charges on the left/right cockpit

canopies, and cabin escape hatches 2LS3, 2RS3, 3CT1, and 2LS2.

G.7.2 Description

The TLX line is a pyrotechnic signal transmission line loaded with explosive and pyrotechnic materials. They are thin

plastic hollow tubes with a thin layer of explosive material coating the inside surface of the tube. The exterior of the tube

is covered with a flexible steel braid and then with a heat shrink plastic jacket. Three types of Transfer Lines (TLX) used

on the MV-22B aircraft include Primer-to-High Explosive (P-HE), High Explosive-to-Gas Generator (HE-GG), and High

Explosive-to-Low Explosive (HE-LE).

The Primer-to-High Explosive (P-HE), is used between the Internal/External initiators and Hatch Severance

Assemblies or Tee connectors installed either on the left/right cockpit canopies, or cabin escape hatches 2LS3, 2RS3,

3CT1, and 2LS2. The High Explosive-to-Gas Generator (HE-GG), is used between the Tee Connector and Thruster

Assembly on cabin escape hatches 2LS3, 2RS3, AND 2LS2. The High Explosive-to-Low Explosive (HE-LE), is

used between the Tee Connector and Hatch Severance Assembly for 2LS3, 2RS3, AND 2LS2.

G.7.3 Operation

When the Primer-to-High Explosive (P-HE) TLX line is ignited, the explosive material on the inner wall burns

rapidly (no explosive detonation occurs because there is very little material in any given area and the material is not

G-5

ORIGINAL

NAVAIR 00-80R-14-1

compacted) producing a hot gas shock wave that travels down the tube from one end to the other. The material that

is burned along the tube continually reinforces the shock wave. Special purpose end assemblies are attached to the

ends of the TLX lines. The primer is by high explosive type TLX, one end is fitted with a primer cap and the other

has a high explosive output assembly. The primer end of the TLX line consists of a steel ferrule, which mounts to

a standard military percussion type Primer Cap. This primer cap is loaded with a small amount of very sensitive,

primer explosive material. This material will explode if a certain amount of mechanical energy is focused in the center

of the cap. Normally, this energy is delivered using a spring-loaded firing pin. The primer ends are mated to the

initiator ports. The high explosive end of the TLX line assembly consists of a steel ferrule with a small, thin wall steel

cup welded to it. Explosive materials are loaded in both the ferrule and the cup. The explosive inside the ferrule is

a sensitive primary explosive and is used to receive the weak TLX shock wave and to boost it high enough in energy

to detonate the secondary high explosive loaded in the cup. The high explosive end of the TLX lines is used to initiate

the severance assemblies or to transfer the command signal from one TLX line to another.

The Primer-to-High Explosive (P-HE) TLX line will operate satisfactorily with a temperature range of -54 to +93°C.

The High Explosive-to-Low Explosive (HE-LE) is similar to the primer by high explosive (P-HE) line except for

one of the end assemblies. While the basic TLX tube and high explosive end remain the same the line is fitted with

a low energy type of end assembly at the other end. The low energy end of the TLX line consists of a steel ferrule

in which the end of the TLX tube is fitted. A small pyrotechnic booster charge is fitted to the end of the TLX inside

the tube. This booster charge is present to accept the explosive output reaction from the high explosive TLX ends

when the ends are all mated to the Tee Connector. The low energy booster charge will accept the explosive stimulus,

ignite, burn rapidly and ignite the explosive material on the inside wall of the TLX tube. If the explosive signal were

started at the high explosive end of this line the signal would travel from that end to the low energy end. The low

energy booster charge would ignite and output some hot gas into the connecting assembly. While the basic TLX tube

and high explosive end remain the same the line is fitted with a gas generating type of end assembly at the other end.

The gas generator end of the TLX line consists of a steel cartridge assembly, which encases two type of gas producing

pyrotechnic materials. It is intended that the input signal for this type of TLX line be from the high explosive end.

The TLX shock wave travels down the TLX line and enters the inner chamber by passing around a steel ball. This

shock wave ignites a small pyrotechnic material load, which starts to burn and create hot gas. The hot gas forces the

steel ball into the throat of the ferrule cutting off any gas flow from the ferrule from going into the TLX tube. This

small pyrotechnic load then burns through the other end and ignites the main charge of gas producing material. The

hot gas freed by the burning reaction bursts through a thin steel closure plate on the end of the cartridge. This hot,

high-pressure gas is used to push a piston contained within the thruster assembly.

The High Explosive-to-Low Explosive (HE-LE) TLX line will operate satisfactorily with a temperature range of -54

to +93°C.

The High Explosive-to-Gas Generator (HE-GG) is similar to the primer by high explosive (P-HE) line except for one

of the end assemblies. While the basic TLX tube and high explosive end remain the same the line is fitted with a gas

generating type of end assembly at the other end. The gas generator end of the TLX line consists of a steel cartridge

assembly, which encases two types of gas producing pyrotechnic materials. The input signal is from the high

explosive end.

The TLX shock wave travels down the TLX line and enters the inner chamber by passing around a steel ball. This

shock wave ignites a small pyrotechnic material load, which starts to burn and create hot gas. The hot gas forces the

steel ball into the throat of the ferrule cutting off any gas flow from the ferrule from going into the TLX tube. This

small pyrotechnic load then burns through the other end and ignites the main charge of gas producing material. The

hot gas freed by the burning reaction bursts through a thin steel closure plate on the end of the cartridge. This hot,

high-pressure gas is used to push a piston contained within the thruster assembly.

The High Explosive-to-Gas Generator (HE-GG) TLX line will operate satisfactorily with a temperature range of -54

to +93°C.

ORIGINAL

G-6

SPECIAL TOOLS/EQUIPMENT

Power Rescue Saw

Crash Axe

1. GENERAL AIRCRAFT INFORMATION

a. Pyrotechnics Chaff/Flares,

Escape Hatches/

Explosive Cartridges

b. Oxygen/Gas

400 Liter emergency

supply — Gaseous

(Located in aft cabin

overhead)

c. Battery

1 (Located in aft

cabin overhead)

d. Fuel

Internal 1448.4 gal

e. Oil

Engine 3.0 gal

APU 1.3 gal

Proprotor Gearbox 8 gal

Tilt Axis Gearbox 3.5 gal

Midwing Gearbox 2.25 gal

Emergency Lubrication

Reservoir 6 gal

Variable Frequency

Generators 3.5 qt

Hydraulic 4.3 gal

f. Pneumatic

3000 PSI

System

2. AIRFRAME MATERIALS

a. N/A

b. Other

Fiberglass/Carbon Epoxy

Composite/Glass Epoxy

Composite

c. Steel

d. Titanium

e. Aluminum

f. N/A

g. N/A

3. AIRCRAFT DANGER AREAS

a. Turbine Blade Failure — 300i

b. Engine Exhaust

After landing, engine exhaust is deflected 45_

away (outboard) from the aircraft.

c. APU Exhaust (Top)

d. Rotors

e. Escape Windows/Hatches — 50i

f. Chaff/Flares

4. AIRCRAFT ENTRY

a. NORMAL ENTRY

D Do not approach aircraft until it has been

shutdown and rotors have come to a

complete stop.

D Solid propellant inert gas generator fire

extinguishing systems discharge an inert gas

mixture that appears as voluminous white

smoke as the mixture is expelled from the

aircraft. 123

AIRCRAFT ENTRY (CONT.)

NORMAL ENTRY (CONT.)

Normal entry to the flight compartment, and

passenger and/or cargo compartment is

through the forward entrance door on the

starboard side. The door can be opened

from inside or outside the aircraft.

(1) On lower door: Push button in center of

handle, handle will pop out. Turn handle

up and pull, door will hinge downward to

provide entry steps. On upper door: Push

button in center of handle, handle will pop

out. Pull handle down and push door in.

Alternate entry to the flight compartment,

and passenger and/or cargo compartment is

through the cargo ramp/door. The cargo

ramp/door can be opened from inside or

outside the aircraft. The External Ramp

Control Panel is located on the aft corner of

the starboard sponson.

(2) On the External Ramp Control Panel:

Activate the HYD MAINT PUMP switch,

the RAMP directional switch, and the

DOOR directional switch

simultaneously. Release all three

switches when cargo ramp/door reaches

desired position.

b. N/A

EMERGENCY ENTRY

Emergency entry can be made through two

cockpit jettisonable windows and four

jettisonable cabin escape hatches. The

windows and hatches are jettisoned by the

use of a detonation cord system designed to

cut the windows/hatches from the aircraft. 123

4. AIRCRAFT ENTRY (CONT.) ab

c. EMERGENCY ENTRY (CONT.)

Flying debris could injure personnel

positioned within 50 feet of the jettisoned

windows/hatches.

Activation of the cabin window and cabin

escape hatch jettison system when fuel

and/or vapors are present may result in a

fire.

The high sound levels that occur when the

explosive escape system hatches are

jettisoned can damage hearing if hearing

protection is not worn.

Cockpit side windows shall be jettisoned

one at a time. Failure to comply may result

in personnel injury or death to aircrew.

(1) Cockpit windows: Push button, handle

will pop out. Grasp handle and, at a

45_ angle, extend to end of lanyard

(approximately 10 feet). Face away

from aircraft and pull handle to initiate

detonation.

(2) Cabin escape hatches: Two on left

side, one on right side, and one in aft

cabin overhead. Push button, handle

will pop out. Grasp handle and, at 45_

angle, extended to end of lanyard

(approximately 10 feet). Face away

from aircraft and pull handle to initiate

detonation.1234

d. N/A

N/A

ENGINE SHUTDOWN

a. N/A

b. N/A

c. N/A

d. N/A

e. N/A

f. Apply INBOARD pressure to Control Levers

and MOVE levers to extreme AFT position

(OFF).

g. APU

Position APU rotary switch to STOP. APU

shutdown will be automatic.

BATTERY

The primary purpose for the battery is for

starting the APU. One 24-volt sealed, lead-acid

battery is located in the cabin overheard and is

accessible from inside the cabin.

a. PUSH battery switch to turn battery ON/OFF.

8. CREW RELEASE

The pilot, copilot, and cockpit jump seat restraint

system consists of two lap straps, crotch strap

and attaching rotary buckle, and a shoulder

harness. Passengers and crewmembers have

lap belts and a shoulder harness only.

a. PERSONNEL SERVICE, QUICK

DISCONNECT

(1) PILOT, COPILOT, AND COCKPIT JUMP

SEAT: TURNING rotary buckle knob 1/4

turn will RELEASE lap straps and

shoulder harness from crotch strap.

(2) PASSENGER/CREWMEMBER: LIFT

BUCKLE to RELEASE lap belt and

shoulder harness (airline type).

b. N/A

c. N/A

d. N/A

NAVAIR 00-80R-14-1

APPENDIX H

References

H.1

RESCUE AND FIREFIGHTING PUBLICATIONS

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

AIRCRAFT TYPE

PUBLICATION TITLE

PUBLICATION NUMBER

USN/USMC AIRCRAFT

NATOPS U.S. NAVY

NAVAIR 00-80T-14

AIRCRAFT FIREFIGHTING

AND RESCUE

USAF AIRCRAFT

TECHNICAL MANUAL

USAF T.O. 00-105E9

AIRCRAFT EMERGENCY

RESCUE INFORMATION

H.2

AIRCRAFT SYSTEMS PUBLICATION

The following publications contain additional information about USN and USMC aircraft equipment and escape

procedures.

AIRCRAFT TYPE

PUBLICATION TITLE

PUBLICATION NUMBER

AV-8B/TAV-8B Harrier

AV-8B/TAV-8B NATOPS Flight Manual

NAVAIR A1-AV8BB-NFM-000

F-5E/F/N Tiger II

F-5E/F/N NATOPS Flight Manual

NAVAIR 01-F5AAA-1

F-16N Fighting Falcon

F-16A/B Flight Manual

USAF T.O. 1F-16A-1

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

F/A-18A/B/C/D NATOPS Flight Manual

NAVAIR A1-F18AC-NFM-000

F/A-18A/B/C/D Line Maintenance Emergency

NAVAIR A1-F18AC-LMM-020

Procedures

F/A-18E/F Super Hornet

F/A-18E/F NATOPS Flight Manual

NAVAIR A1-F18EA-NFM-000

F/A-18E/F Line Maintenance Emergency Procedures

NAVAIR A1-F18EA-LMM-020

EA-6B Prowler

EA-6B BLK 89A/89, 82 NATOPS Flight Manual

NAVAIR 01-85ADC-1

EA-6B ICAP II BLK 3 Preliminary

NAVAIR 01-85ADX-1

ąNATOPS Flight Manual

EA-6B ICAP III BLK II Preliminary

NAVAIR 01-85ADZ-1

ąNATOPS Flight Manual

EA-18G Growler

EA-18A Preliminary NATOPS Flight Manual

NAVAIR 01-E18GA-NFM-000

E-2C Hawkeye

E-2C NATOPS Flight Manual

NAVAIR 01-E2AAF-1

E-6B Mercury

E-6B NATOPS Flight Manual

NAVAIR A1-E6AAB-NFM-000

EP-3E

EP-3E NATOPS Flight Manual

NAVAIR 01-75EPS-1

P-3C AIP Orion

P-3C NATOPS Flight Manual

NAVAIR 01-75PAC-1

P-3A/B/C

P-3A/B/C NATOPS Flight Manual

NAVAIR 01-75PAG-1

S-3B Viking

S-3B NATOPS Flight Manual

NAVAIR 01-S3AAB-1

C-2A Greyhound

C-2A NATOPS Flight Manual

NAVAIR A1-C2AHA-NFM-000

C-9B/DC-9B Skytrain II

C-9B NATOPS Flight Manual

NAVAIR 01-C9BAAA-1

UC-12B/F/M Super King Air

UC-12B/F/M NATOPS Flight Manual

NAVAIR A1-C12BM-NFM-000

H-1

ORIGINAL

NAVAIR 00-80R-14-1

AIRCRAFT TYPE

PUBLICATION TITLE

PUBLICATION NUMBER

C-20A/D/G Gulfstream III/III/IV

C-20A Flight Manual

USAF T.O. 1C-20A-1

C-20D NATOPS Flight Manual

NAVAIR 01-C20DAAA-1

C-20G NATOPS Flight Manual

NAVAIR 01-C20GAAA-1

C-26D Metroliner

C-26D NATOPS Flight Manual

NAVAIR 01-C26DA-NFM-000

UC-35C/D Citation

UC-35C/D NATOPS Flight Manual

NAVAIR 01-C35CAA-1

C-37A/B Gulfstream V/550

C-37A NATOPS Flight Manual

NAVAIR 01-C37A-1

C-37B NATOPS Flight Manual

NAVAIR 01-C37B-1

C-40A Clipper

C-40A NATOPS Flight Manual

NAVAIR 01-C40AA-NFM-000

C-130T &

C-130T NATOPS Flight Manual

NAVAIR 01-75GAL-1

KC-130F/R/T/J Hercules

KC-130F NATOPS Flight Manual

NAVAIR

01-75GAA-1

KC-130J NATOPS Flight Manual

NAVAIR

01-75GAJ-1

KC-130R NATOPS Flight Manual

NAVAIR

01-75GAG-1

KC-130T & KC-130T-30 NATOPS Flight Manual

NAVAIR

01-75GAH-1

T-2C Buckeye

T-2C NATOPS Flight Manual

NAVAIR

01-60GAB-1

T-6A Texan II

T-6A NATOPS Flight Manual

NAVAIR A1-T6AAA-NFM-100

TC-12B Super King Air

TC-12B NATOPS Flight Manual

NAVAIR

01-C12AAB-1

T-34C Turbo Mentor

T-34C NATOPS Flight Manual

NAVAIR

01-T34AAC-1

T-39D/G/N Sabreliner

T-39D NATOPS Flight Manual

NAVAIR

01-60GBA-1

T-39G/N NATOPS Flight Manual

NAVAIR

01-60GBE-1

T-44A/C King Air

T-44A NATOPS Flight Manual

NAVAIR

01-T44AAA-1

T-44C NATOPS Flight Manual

NAVAIR

01-T44AAC-1

T-45A/C Goshawk

T-45A NATOPS Flight Manual

NAVAIR A1-T45AB-NFM-000

T-45C NATOPS Flight Manual

NAVAIR A1-T45AC-NFM-000

MV-22B Osprey

MV-22B NATOPS Flight Manual

NAVAIR A1-V22AB-NFM-000

AH-1W/Z Super Cobra

AH-1W NATOPS Flight Manual

NAVAIR

01-H1AAC-1

AH-1Z NATOPS Flight Manual

NAVAIR

01-H1AAD-1

UH-1N/Y Iroquois

UH/HH-1N NATOPS Flight Manual

NAVAIR

01-110HCE-1

UH-1Y NATOPS Flight Manual

NAVAIR

01-110HCG-1

UH-3H & UH-3E(ET) Sea King

UH-3H & UH-3H(ET) NATOPS Flight Manual

NAVAIR

01-230HLH-1

CH-46E Sea Knight

CH-46E NATOPS Flight Manual

NAVAIR A1-H46AE-NFM-000

CH-53D Sea Stallion

CH-53D NATOPS Flight Manual

NAVAIR

01-230HMA-1

CH-53E Super Stallion

CH-53E NATOPS Flight Manual

NAVAIR A1-H53BE-NFM-000

MH-53E Sea Dragon

MH-53E NATOPS Flight Manual

NAVAIR A1-H53ME-NFM-000

TH-57B/C Sea Ranger

TH-57B/C NATOPS Flight Manual

NAVAIR

01-H57BC-1

SH-60B Seahawk

SH-60B NATOPS Flight Manual

NAVAIR A1-H60BB-NFM-000

SH-60F & HH-60H Seahawk

H-60F/H NATOPS Flight Manual

NAVAIR A1-H60CA-NFM-000

MH-60R Seahawk

MH-60R NATOPS Flight Manual

NAVAIR A1-H60RA-NFM-000

MH-60S Knighthawk

MH-60S NATOPS Flight Manual

NAVAIR A1-H60SA-NFM-000

ORIGINAL

H-2

NAVAIR 00-80R-14-1

APPENDIX I

NATOPS Question and Answer Bank

Test question and answer bank under development.

I-1/(I-2 blank)

ORIGINAL

NAVAIR 00-80R-14-1

INDEX

Page

No.

Canopies

3-2

Aircraft:

CCID summaries and other information

2-4

Approaching crashed

3-1

CCID warnings summary

3-20

Systems publication

H-1

Aircraft warnings

3-21

Warnings

3-21

Codes:

Aircraft CCIDs

2-2

Aircraft CCID color

2-2

Color codes

2-2

Ejection seat CCID color

2-4

Command, NATOPS cognizant

1-4

Essential information categories

2-2

Complementary publications

1-2

Aircraft danger areas

3-1

Composite material

3-2

Armament

3-1

Connections, personal services

3-16

Composite material

3-2

Contents

1-1

Engines running

3-1

Crew extraction

4-2

Fire

3-2

Crewmember:

Rescue crewmember duty assignments

1-1

Radiation

3-1

Rescue crewmember selection criteria

1-1

Tires

3-1

Currency of CCID information

2-5

Aircrew rescue sequence

3-7

Ejection seat safety information

3-7

Engine shutdown

3-9

Doors

3-2

Personnel restraints

3-15

Duty assignments, rescue crewmember

1-1

Removal of face/oxygen mask

3-9

Approaching crashed aircraft

3-1

Areas:

Ejection seat:

Aircraft danger

3-1

Safety information

3-7

Forcible entry into fuselage

3-4

Systems

4-1

Warnings

3-8

Armament

3-1

Ejection seat CCIDs

2-2

Assembly:

Color codes

2-4

MV-22B left/right center, left forward

Essential information categories

2-4

cabin fuselage hatch severance

Electronic radiation hazards

3-20

assembly source data

G-2

Emergency:

MV-22B overhead cabin fuselage

Entry

3-4

hatch severance assembly source data

G-2

Harness release

3-16

MV-22B side canopy

Engine shutdown

3-9

severance assembly source data

G-4

Engines running

3-1

Assignments, rescue crewmember duty

1-1

Entry and exit points

3-2

Automatic sea water actuated release system (SEA-

Canopies

3-2

WARS) release fitting

3-19

Doors

3-2

Index-1

ORIGINAL

NAVAIR 00-80R-14-1

Page

No.

Emergency entry

3-4

Forcible entry

3-4

Miscellaneous hazards

3-20

Hatches

3-2

MV-22B external initiator source data

G-3

Normal canopy opening

3-3

Description

G-3

Equipment:

Function

G-3

Seat restraint

3-15

Operation

G-3

Special mission aircrew equipment

MV-22B internal initiator source data

G-4

MCK-0 through MCK-5 series mask

Description

G-4

aircrewman, CBR protective respirator

Function

G-4

and tactical ventilator

3-9

Operation

G-4

MV-22B left/right center, left forward

cabin fuselage hatch severance

assembly source data

G-2

Fire

3-2

Description

G-2

Hazards

3-19

Function and location

G-2

Forcible entry

3-4

Operation

G-2

into Fuselage areas

3-4

MV-22B overhead cabin fuselage hatch

Transparent acrylic plastic

3-4

severance assembly source data

G-2

Description

G-3

Function and location

G-2

Operation

G-3

Hatch(es)

3-2

MV-22B side canopy severance

MV-22B left/right center, left forward

assembly source data

G-4

cabin fuselage hatch severance

Description

G-4

assembly source data

G-2

Function and location

G-4

MV-22B overhead cabin fuselage

Operation

G-4

hatch severance assembly source data

G-2

MV-22B thruster source data

G-5

Hazards:

Description

G-5

Electronic radiation

3-20

Function

G-5

Fire

3-19

Operation

G-5

Miscellaneous

3-20

MV-22B TLX line source data

G-5

Toxic

3-20

Description

G-5

Function

G-5

Operation

G-5

Integrated torso harness

3-16

NATOPS:

Advisory group

1-3

Lap belt

3-15

Cognizant command

1-4

and Shoulder harness combination

3-15

Model manager

1-4

Leg retention devices

3-16

Normal canopy opening

3-3

ORIGINAL

Index-2

NAVAIR 00-80R-14-1

Page

No.

Fire hazards

3-19

Miscellaneous hazards

3-20

Other related publications

1-2

Toxic hazards

3-20

Complementary publications

1-2

Seat:

Other crash and salvage-related

Ejection seat CCID color codes

2-4

publications

1-3

Ejection seat CCID

Other NATOPS publications

1-2

essential information categories

2-4

Ejection seat CCIDs

2-2

Ejection seat safety information

3-7

Personal services connections

3-16

Ejection seat systems

4-1

Personnel restraints

3-15

Ejection seat warnings

3-8

Automatic sea water actuated release

Restraint equipment

3-15

system (SEAWARS) release fitting

3-19

Safetying/safing

4-2

Emergency harness release

3-16

Selection criteria, rescue crewmember

1-1

Leg retention devices

3-16

Special mission aircrew equipment

Personal services connections

3-16

MCK-0 through MCK-5 series mask

Seat restraint equipment

3-15

aircrewman, CBR protective respirator

Torso harness suit and torso harness

3-16

and tactical ventilator

3-9

Universal water activated release

System(s):

system (UWARS)

3-19

Aircraft systems publication

H-1

Program manager

1-4

Automatic sea water actuated release

system (SEAWARS) release fitting

3-19

Ejection seat

4-1

Universal water activated release

Radiation

3-1

system (UWARS)

3-19

Removal of face/oxygen mask

3-9

Special mission aircrew equipment

MCK-0 through MCK-5 series mask

aircrewman, CBR protective respirator

and tactical ventilator

3-9

Tires

3-1

Rescue and firefighting publications

H-1

Torso harness suit and torso harness

3-16

Rescue crewmember:

Toxic hazards

3-20

Duty assignments

1-1

Training

1-2, 4-1

Selection criteria

1-1

Procedures

4-1

Responsibilities

1-3

Transparent acrylic plastic

3-4

NATOPS advisory group

1-3

NATOPS cognizant command

1-4

NATOPS model manager

1-4

Program manager

1-4

Universal water activated release

system (UWARS)

3-19

Safety

3-19

CCID warnings summary

3-20

Electronic radiation hazards

3-20

Waivers

1-4

Index-3/(4 blank)

ORIGINAL

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