DOCUMENT RESUME Aircrew Survival Equipmentman Bureau of ... · Our responsibilities sober.rjs; our adversities strengthen us. Service to God and Country is our special privilege

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INSTITUTIONREPORT NOPUB DATENOTEAVAILABLE FROM

EDRS PRICEDESCRIPTORS

IDENTIFIERS

ABSTRACT

DOCUMENT RESUME

CE 000 284

Aircrew Survival Equipmentman 1 and C. NAVPERS10360-D. Rate Training Manual.Bureau of Naval Personnel, Washington, D.C.NAVPERS-10360-D71237p.Superintendent of Documents, U.S. Government PrintingOffice, Washington, D.C. 20402 (Stock Number08471143, $2.25)

MF-$0.65 HC-$9.87*Aviation Technology; Equipment; Job Training;*Manuals; *Military Personnel; *Military Training;*Seamen; Skilled. Occupations; Vocational Education*Aircrew Survival Equipmentman

A guide for advancement and training in the AircrewSurvival Equipmentman rating for enlisted personnel of the RegularNavy and the Naval Reserve is provided in this training manual. Thechapters outline the qualifications necessary and theresponsibilities of Aircrew Survival Equipmentmen, involved inblueprint reading and the development of patterns, supply, work.center supervision and administration, parachutes and equipment,anti-g suits, oxygen masks, MF 4 pressure suits, carbon dioxidetransfer equipment, aircraft mounted oxygen regulators, miniaturetype regulators, oxygen component test stands, liquid oxygenconverters, survival and search and rescue equipment, and sewing ..:machine repair. The guide is illustrated by extensive diagrams,:drawings, and photographs. (KP)

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PREFACE

This Navy Training Manual was prepared for enlisted personnel of theRegular Navy and the Naval Reserve who are studying for advancementin the Aircrew Survival Equipmentman (PR) rating. It is based on theprofessional qualifications for advancement to PR1 2nd PRC, as set forthin the Manual of Qualifications for Advancement, NavPers 18068 (Series).

The manuscript for this training manual was prepared by the NavyTraining Publications Centel, Millington, Tennessee, for the Bureau ofNaval Personnel. Technical reviews were provided by personnel of theAircrew Survival Equipmentman Schools, Lakehurst, New Jersey, theNaval Examining Center, Great Lakes, Tllinois, and the Naval AviationIntegrated Support Center, Patuxent River, Maryland. Technical assist-ance was also provided by the Naval Air Systems Command.

1971 Edition

For sale by the Superintendent of Documents, U.S. Government Printing Office, Washington, D.C. 20402- Price $2.25Stock Number 0947-0143

THE UNITED STATES NAVY

GUARDIAN OF OUR COUNTRYThe United States Navy is responsible for maintaining control of the seaand is a ready .òrce on watch at home and overseas, capable of strongaction to preserve the peace or of instant offensive action to win in war.

It is upon the maintenance of this control that our country's gloriousfuture depends; the United States Navy exists to make it so.'

WE SERVE WITH HONOR

Tradition, valor, and victory are the Navy's heritage from the past. Tothese may be added dedication, discipline, and vigilance as the watchwordsof the present and the future.

At home or on distant stations we serve with pride, confident in the respectof our country, our shipmates, and our families.

Our responsibilities sober.rjs; our adversities strengthen us.

Service to God and Country is our special privilege. We serve with honor.

THE FUTURE OF THE NAVY

The Navy will always employ new weapons, new techniques, andgreater power to protect and defend the United States on the sea, underthe sea, and in the air.

Now and in the future, control of the sea gives the United States hergreatest advantage for the maintenance of peace and for victory in war.

Mobility, surprise, dispersal, and offensive power are the keynotes ofthe new Navy. The roots of the Navy lie in a strong belief in thefuture, in continued dedication to our tasks, and in reflection on ourheritage from the past.

Never have our opportunities. and our responsibilities been greater.

ii

CONTENTS

Chapter Page

1. Aircrew Survival Equipmentman (PR) rating 1

2. Blueprint reading and the development of patterns 12

3. Supply 18

4. Work center supervision and administration 32

5. Miscellaneous parachutes and equipment 60

6. Anti-g suit, oxygen masks, and Mk 4 pressure suits. . 99

7. Maintenance of CO2 transfer equipment 108

8. Aircraft mounted oxygen regulators 114

9. Miniature type regulators 147

10. Oxygen component test stands 153

11. Liquid oxygen converters 164

12. Survival and search and rescue equipment 172

13. Sewing machine repair 197

Index 226

iii

READING LIST

United States Armed Forces Institute (USAFI) courses for additionalreading and study are available through your Educational ServicesOfficer.* The following courses are recommended:

D 700E 275E 276E 290

General AeronauticsGeneral Science IGeneral Science IIPhysics I

*"Members of the United States Armed Forces Reserve components,when on active duty, are eligible to enroll for USAFI courses, services,and materials if the orders calling them to active duty specify a periodof 120 days or more."

iv

CHAPTER 1

AIRCREW SURVIVAL EQUIPMENTMAN (PR) RATING

This trz,ining manual is designed to aid thePR2 in preparing for advancement to PR1 andthe PR1 in preparing for advancement to PRC.It is based primarily on the professional re-quirements or qualifications for PRI. and PRCas specified in the Manual of Qualifications forAdvancement, NavPers 18068 (Series). In pre-paring for the advancement examination, thismanual should be studied in conjunction withthe latest edition of Military Requirements forPetty Officers 1 & C, NavPers 1.0057-C.

ENLISTED RATING STRUCTURE

The present enlisted rating structure in-cludes two types of ratings: general ratingsand service ratings.

GENERAL RATINGS are designed to providepaths of advancement and career development.A general rating identifies a broad occupationalfield of related duties and functions requiringsimilar aptitudes and qualifications. Generalratings provide the primary means used to iden-tify billet requirements and personneltons. Some general ratings include serviceratings; others do not. Both Regular Navy andNaval Reserve personnel may hold generalratings.

Subdivisions oc. certain general ratings areidentified as SERVICE RATINGS. These serv-ice ratings identify areas of specializationwithin the scope of a general rating. Serviceratings ara established in those general ratingsin which specLtilization is essential for efficientutilization of personnel. Although service rat-ings can exist at any petty officer level, theyare most common at the P03 and P02 levels.Both Regular Navy and Naval Reserve person-nel may hold service ratings.

PR RATING

The Manual of Qualifications for Advance-ment states that PR's inspect, maintain and re-pair parachutes, survival equipment, and flightand protective clothing and equipment; packand rig parachutes; pack, equip, and repair

1

flotation equipment; repair and test oxygen reg-ulators and liquid oxygen converters removedfrom aircraft; fit and maintain oxygen masks.flight clothing, antiexposure suits and anti-gsuits; test and service pressure suits; operateand maintain carbon dioxide transfer and re-charge equipment; operate and repair sewingmachines; and supervise the operation of para-chute lofts.

In addition to the above listed requirementsfor the PR, the higher rated PR's must be quali-fied to review. and evaluate completed inspectionforms and reports; analyze reports of discrepan-cies and malfunctions -and determine correctiveaction; interpret directives from higher authori-ties; schedule and assign workloads; and main-tain quality assurance of the work performed.

The PR rating is a general. rating and is in-cluded in Navy Occupational Group Its (Aviation).There are no PR service ratings.

Figure 1-1 illustrates the path Of advancementfrom Recruit to Master Chief Aircrew SurvivalEquipmentman, Warrant Officer, or LimitedDuty Officer, BuPers Inst. 1120.18 (Series)provides guidance for submission of applica-tions for promotion to Warrant Officer andLimited Duty Officer.

Shaded areas in figure 1-1 indicate careerstages from which qualified enlisted men mayadyance to Warrant Officer (W-1), and selectedCommissioned Warrant Officers (W-2 and W-3)may advance to Limited Duty Officer. Person-nel in enlisted rates not in a shaded area (fig.1-1) may advance only as indicated by the con-necting arrows.

A wide variety of assignments is available tothe PR. In addition to the various types of main-tenance activities to which the lower rated PR'sare assigned, the PR1 and PRC are eligible forassignment to instructor duty as well as a num.-ber of other desirable shore billets. Most ofthese billets are under the management controlof tilt Bureau of Naval Personnel and are di-rectly associated with training. Others areassociated with research, testing, or evalua-tion. Some of the more desirable billets towhich the PR may be assigned are as follows:

AIRCREW SURVIVAL EQUIPMENTMAN 1 & C

WARRANTOFFICER

W-I

L DOAV.

MA INT.

CWOW-4

PRZE -5

tPR 3E-4

LPRANE- 3

4-* PR "A" SCHOOL.4_,4 AIRMAN

SUCCESSFUL COMPLETION OF CLASS "A"SCHOOL IS, A MANDATORY REQUIREMENTFOR ADVANCEMENT TO PR 3.

WARRANT OFFICER INPUT ZONE

LDO INPUT ZONE

MR MANAPPRENTICE

E- 2

AIRMANRECRUIT

E- I

PR.1Figure 1-1.Path of advancement.

1. Instructor duty is available at NATTC,Lakehurst, N.J., in both the PR (A) School andPR (B) School.

2. Billets are available at NATTC, Milling-ton, in the AME School and the Aviation Famil -.iarization School (Class P).

3. PR's may be assigned to instructor dutyalso with a Naval Air Maintenance Training De-tachment (NAMTRADETS). NAMTRADETS arelocated at shore stations on both coasts. Per-sonnel assigned this duty are first sent to Naval

2

Air Maintenance Training Group headqu,rtersat Millington, Tennessee, for a period of indoc-trination and instruction.

4. Chief PR's may be assigned to duty withthe Navy Training Publications Center, NAS,Memphis, Millington, Tennessee, as technicalwriters. This duty involves the preparation andrevision of Rate Training Manuals for Group IX(Aviation) ratings.

5. Another billet available to the PRC is withthe Naval Examining Center at Great Lake :,,Illinois, as an item writer. In this billet, PR'sassist in the preparation of servicewide ad-vancement examinations.

There are a number of special programs towhich enlisted per sonnel may be assigned. Someof these involve research, others may involvetesting or evaluation. An example of such anassignment is with the Nava) Recov-ery Facility at El Centro, Calif,

For a listing of other speckiX 1:4:ograms andprojects, reference should be made to the En-listed Transfer Manual. Others are also an-nounced from time to time in BuPers Notices.

Personnel may indicate their desire forassignment to a specific program or project byindicating such in the "Remark" block of theirRotation Data Card.

As a petty officer, you are already aware ofthe importance of the PR rating to naval avia-tion. Pilots and aircrewmen depend upon thePR for the efficient operation of parachutes,fullpressure suits, oxygen regulators, and flotationequipment. As higher and higher aircraft speedsand altitudes are attained, improved safetyequipments are develoPed. Thus, the PR's jobinvolves newer and greater responsibilities;and from the lowest level up, he must possessgreater technical skills than ever before.

When advanced to PR1 or PRC, even moreresponsibilities are yours. As a senior pettyofficer, you must possess more than technicalskills. You must as ,ume greater responsibilitynot only for your own work, but also for the workof others who serve under you. Briefly, thePR1 and PRC must be a ;killed mechanic,supervisor, inspector, and instructor, as wellas an accomplished military leader. Seniorpetty officers are therefore iitally concernedwith the Naval Leadership Program.

As a result of the Naval Leadership Programa considerable amount of material related tonaval leadership for the senior petty officer isavailable. Studying this material will make youaware of your many leadership responsibilities

Chapter 1AIRCREW SURVIVAL EQUIPMENTMAN (PR) RATING

as a senior petty officer and will also be of greathelp in developing leadership qualities. It willnot in itself,however, make you a good leader.Leadership principles can be taught, but a goodleader acquires that quality only through hardwork and practice.

As you study this material containing leader-ship traits, keep in mind that probably none ofour most successful leaders possessed all ofthese traits to a maximum degree, but a weak-ness in some traits was more than compensatedfor by strength in others. Critical self-evalua-tion will enable you to realize the traits in whichyou are strong, and to capitalize on them. Atthe same time you must constantly strive to im-prove on the traits in which you are weak.

Your success as a leader will be decided,for the most part, by your achievements in in-spiring others to learn and perform. This isbest accomplished by personal example.

ADVANCEMENT

By this time, you are probably well aware ofthe personal advantages of advancementhigherpay, greater prestige, more interesting and chal-lenging work, and the satisfaction of gettingahead in your chosen career. By this time,also, you have probably discovered that one ofthe most enduring rewards of advancement isthe training you acquire in the process of pre-paring for advancement.

The Navy also profits by your advancement.Highly trained personnel are essential to thefunctioning of the Navy. By advancement, youincrease your value to the Navy in two ways:First, you become more valuable as a techni-cal specialist, and thus make far-reaching con-tributions to the entire Navy; and second, youbecome more valuable as a person who cansupervise, lead, and train others.

Since you are studying for advancement toP01 or CPO, you are probably already familiarwith the requirements and procedures for ad-vancement. However, you may find it helpful toread the following sections. The Navy does notstand still. It is possible that some of the re-quirements have changed since the last timeyou went up for advancement. Furthermore,you will be responsible for training others foradvancement; therefore, you will need to knowthe requirements in some detail.

3

HOW TO QUALIFYFOR ADVANCEMENT

To qualify for advancement, a person must:1. Have a certain amount of time in grade.2. Complete the required Rate Training

Manuals either by demonstrating a knowledgeof the material in the manual by passing a locallyprepared and administered test or by passingthe Enlisted Correspondence Course based onthe Rate Training Manual.

3. Demonstrate the ability to perform all thePRACTICAL requirements for advancement bycompleting applicable portions of the Record ofPractical Factors, NavPers 1414/1.

4. Be recommended by his commanding of-ficer, after the petty officers and officers super-vising the work have indicated that they con-sider him capable of performing the duties ofthe next higher rate.

5. Demonstrate KNOWLEDGE by passing awritten examination on (a) military require-ments, and (b) professional qualifications.

Some of these general requirements may bemodified ;n certain ways. Figure 1-2 gives anoverall view of the requirements for advance-ment of active duty personnel; figure 1-3 givesthis information for inactive duty personnel.

Remember that the requirements for advance-ment can change. Check with your educationalservices office to be sure that you know themost recent requirements.

When you are traininglower rated personnel,it is a good idea to point out that advancementis not automatic. Meeting all the requirementsmakes a person ELIGIBLE for advancement,but it does not guarantee his advancement. Sachfactors as the score made on the written exami-nation, length of time in service, performancemarks, and quotas for the rating enter into thefinal determination of who will actually beadvanced.

HOW TO PREPAREFOR ADVANCEMENT

What must you do to prepare for advance-ment? You must study the qualifications foradvancement, work on the practical factors,study the required Rate Training Manuals, andstudy other material that is required. You willneed to be familiar with the following;

1. Manual of Qualifications for Advancement,NavPers 18068 (Series).

AIRCREW SITRVIVAL EQUIPMENTMAN 1 & C

REQUIREMENTS El to E2 E2 to E3#t E3 1 14E4 t E5 i t E6fi to 15 to E6 to El

4 mos. ',

36 mos.,service as E-6.

orSERVICE comple 6 mos.: S mos. 12 mos.' 24 mos.! 8 years

totalenlisted

as Eq. as (3 as E4 as H.tion of

service.

RecruitSCHOOL Training:

Locally

PRACTICAL prepared

FACTORS check.otts.

'Class Afor PR3.:DT3.PT3,AME 3,HM 3.PN 3,FIB 3.MT 3.

Class B

for AGC

MUC,

L

MNC.tt

tElElto 18

36 mosas E-1.8 of 11

years

totalservice

must beenlisted.

t E8

to E9

24 mos.

;s I8.10 of i3

years

totalservicemust beenlisted.

Record of Practical Factors, NavPers 1414/1, must becompleted for E3 and all PO advancements.

Specified ratings must completePERFORMANCE 1 applicable performance tests be

TEST fore taking examinations.

ENLISTED As used by CO Counts toward performance factor credit in ad.PERFORMANCE when approving

vancementEVALUATION advancement.

Locally, See Navywide examinations requiredEXAMINATIONS prepared

below. , for all PO advancements.tests.

RATE TRAINING,MANUAL 'INCLUD-

ING MILITARY

REOU1REMENT$ I

Navy-wide,

selecti.n board.

Required for E3 and all PO advancementsunless waived because of school completion, but need not be repeated if identicalcoarse has already been completed. See

Hailers 10052 (current edition).

Correspondence

courses andrecommended

reading. See

NarPers 10052

(current edition).

AUTHORIZATIONCommanding

Naval Examining CenterOfficer

All advancements require commanding officer's recommendation.1 year obligated service required for E5 and E6; 2 years for EI, E-8 and E9.

g IV.ilav leadership exam required for E-4 and El.E2 to (3, NAVEXAMCEN exams or locally preyed tests may be used.

t t Civet' for qualified EOD personnel.

Figure 1-2.Active duty advancement requirements.

4


REQUIREMENTS*El to

£2

E2 to

E3

E3 to ; E4 to E5 to I E6 toE4 £5 E6 1 El

re ra

TOTfiL TIME

IN GRADE4 mos.

36 mos.

with6 mos.' 6 mos.' 12 mos. 24 mos. total

8 yrsservice

36 mos. 24 mos.,with with

total total

11 yrs 13 yrs

service ' service

TOTAL TRAINING

DUTY IN GRADE t 14 days 14 days X14 days 14 days 28 days 42 days 1 42 days , 28 days

,

1

i

1 ,

PERFORMARCE Specified ratings must complete applicable

TESTS pertormance tests netore taking examination.

DRILL

PARTICIPATI1N

Satisfactory participation as a member of a drill unitin accordance wren BUPERSINST 540.42 series.

PRACTICAL FACTORS

(INCLUDING MILITARY

REQUIREMENTS)

Record of Practical Factors. NayPers 1414/1, must be completedfor all advancements.

RATE TRAINING

MANUAL (INCLUDING

MILITARY REQUIRE

MENIS)

Completion of applicable course or courses must be entered

in service record.

EXAMINATION Standard [eati

Standard Exam

required lot all POAdvantsnents.

Also pass

Military teariership Exam

for E-4 and E-5.

Standard Exam,

Selection Board.

AUTHORIZATIONCommanding

OfficerNaval Enniiitiat Ctrter

* Recommendation by commanding officer required for all advancements.

t Active duty periods may be substituted for training duty.

Figure 1-3.Inactive duty advancement requirements.

5

AIRCREW SURVWAL EQUIPMENTMAN 1 & C

2. Record of Practical Factors, NavPers1414/1.

3. Training Publications for Advancement,NavPers 10052 (Series).

4. Applicable Rate Training Manuals andtheir companion Enlisted CorrespondenceCourses.

Collectively, these documents make up anintegrated training package tied together by thequalifications. The following paragraphs de-scribe these materials and give some informa-tion on how each one is related to the others.

"Quals" Manual

The Manual of Qualifications for Advance-ment, NavPers 18068 (Series), gives the mini-mum requirements for advancement to eachrate within each rating. This manual is usu-ally called the "Quals" Manual, and the qualifi-cations themselves are often called "quals."The qualifications are of t.vo general types:(1) military requirements, and (2) professionalor technical qualifications. Military require-ments apply to all ratings rather than to anyone rating 'alone. Professional qualificationsare technical or professional requirements thatare directly related to the Work of each rating.

Both the military requirements and the pro-fessional qualifications are divided into subjectmatter groups. Then, within each subject mat-ter group, they are divided into PRACTICALFACTORS and KNOWLEDGE FACTORS.

The qualifications for advancement and abibliography of study materials are available inyour educational services office. The "Quals"Manual is changed more frequently than RateTraining Manuals are revised. By the time youare studying this training manual, the "quals"for your rating may have been changed. Nevertrust any set of "quals" until you have checkedthe change number against an UP-TO-DATEcopy of the "Quals" Manual.

In training others for advancement, empha-size these three points about the "quals":

1. The "quals" are the MThialUM require-ments for advancement. Personnel who studyMORE than the required minimum will have agreat advantage when they take the written ex-aminations for advancement.

2. Each "qual" has a- designated rate levelchief, first class, second class, or third class.You are responsible for meeting all "quals"specified for the rate level to which you areseeking advancement AND all "quals" specified

6

for lower rate levels. This manual is writtento provide additional or add-on information tothat contained in PR 3 & 2, NavPers 10358-D,and it is recommended that the material in this3 & 2 manual be reviewed.

3. The written examinations for advancementwill contain questions relating to the practicalfactors AND to the knowledge factors of BOTHthe military requirements and the professionalqual if ications.

Record of Practical Factors

Before you can take the Navy-wide examina-tion for advancement, there must be an entry inyour service record to show that you have quali-fied in the practical factors of both the militaryrequirements and the professional qualifications.A special form known as the Record of Practi-cal Factors, NavPers 1414/1 (plus the abbrevi-ation of the appropriate rating), is used to keepa record of your practical factor qualifications.The form lists all practical factors, both mili-tary and professional. As you demonstrateyour ability to perform each practical factor,appropriate entries are made in the DATE andINITIALS columns.

As a P01 or CPO, you will often be requiredto check the practical factor performance oflower rated personnel and to report the resultsto your supervising officer.

As changes are made periodically to the"Quals" Manual, new forms of NavPers 1414/1are provided when necessary. Extra space isallowed on the Record of Practical Factors forentering additional practical factors as they arepublished in changes- to the "Quals" Manual.The Record of Practical Factors also providesspace for. recording demonstrated proficiencyin skills which are within the general scope ofthe rating but which are not identified as mini-mum qualifications for advancement. Keep thisin mind when you are training and supervisingother personnel. If a person demonstrates pro-ficiency in some _skill which is not listed in the"quals" but which is within the general scope ofthe rating, report this fact to the supervisingofficer so that an appropriate entry can be madein the Record of Practical Factors.

When you are transferred, the Record ofPractical Factors should be forwarded withyour service record to your next duty station.It is a good idea to check and be sure that thisform is actually inserted in your service record


before you are transferred. If the form is notin your record, you may be required to startall over again and requalify in practical factorsthat have already been checked off. You shouldalso take some responsibility for helping lowerrated personnel keep track of their practicalfactor records when they are transferred.

A second copy of the Record of PracticalFactors should be made available to each manin pay grades E-2 through E-8 for his personalrecord and guidance.

The importance of NavPers 1414/1 cannot beover-emphasized. It serves as a record to in-dicate to the petty;' officers and officers super-vising your work that you have demonstratedproficiency in the performance of the indicatedpractical factors and is part of the criteriautilized by your commanding officer when heconsiders recommending you for advancement.In addition, the proficient demonstration of theapplicable practical factors listed on this formcan aid you in preparing for the examination foradvancement. Remember that the knowledge as-pects of the practical factors are covered in theexamination for advancement. Certain knowl-edge is required to demonstrate these practi-cal factors and additional knowledge can beacquired during the demonstration. Knowledgefactors pertain to that knowledge which is re-quired to perform a certain job. In other words,the knowledge factors required for a certainrating depend upon the jobs (practical factors)that must be performed by personnel of thatrating. Therefore, the knowledge required toproficiently demonstrate these practical fac-tors will definitely aid you in preparing forthe examination for advancement.

NavPers 10052

Training Publications for Advancement, Nav-Pers 10052 (Series) is a very important publi-cation for anyone preparing for advancement.This publication/bibliography lists required andrecommended Rate Training Manuals and otherreference material to be u.,,ed by personnelworking for advancement. NavPers 10052 (Se-ries) is revised and issued once each year by theBureau of Naval Personnel, Each revised edi-tion is identified by a letter following the Nav-Pers number; be SURE you have the most recentedition.

The required and recommended referencesare listed by rate level in NavPers 10052 (Se-ries). It is important to remember that you are

7

responsible for all references at lower ratelevels, as well as those listed for the rate towhich you are seeking advancement.

Rate Training Manuals that are marked withan asterisk (*) in .NavPers 10052 (Series) areMANDATORY at the indicated rate levels. Amandatory training manual may be completed by(1) passing the appropriate Enlisted CorrespoAd-ence Course that is based on the mandatorytraining manual; (2) passing locally preparedtests based on the information given in themandatory training manual; or (3) in somecases, successfully completing an appropriateNavy school.

When training personnel for advancement, donot overlook the section of NavPers 10052 (Se-ries) which lists the required and recommendedreferences relating to the military requirementsfor advancement. All personnel must completethe mandatory military requirements trainingmaivaal for the appropriate rate level beforethey can be eligible to advance. Also, makesure that personnel working for advancementstudy the references listed as recommended butnot mandatory in NavPers 10052 (Series). It isimportant to remember that ALL referenceslisted in NavPers 10052 (Series) may be usedas source material for the written examinations,at the appropriate levels.

Rate Training Manuals

There are two general types of Rate Train-ing Manuals. Rate Training Manuals (such asthis one) are prepared for most enlisted ratesand ratings, giving information that is directlyrelated to the professional qualifications for ad-vancement. Subject matter manuals give infor-mation that applies to more than one rating.

Rate Training Manuals are revised from timeto time to bring them up to date technically.The revision of a Rate Training Manual is iden-tified by a letter following the NavPers number.You can tell whether a Rate Training Manual isthe latest editionby checking the NavPers num-ber (and the letter following the number) in themost recent edition of List of Training Manualsand Correspondence Courses, NavPers 10061(Series). (NavPers 10061 is actually a catalogthat lists current training manuals and corre-spondence courses; you will find this cataloguseful in planning your study program.)

Rate Training Manuals are designed for thespecial purpose of helping naval personnel pre-pare for advancement. By this time, you have


probably developed your own way of studyingthese manuals. Some of the personnel you train,however, may need guidance in the use of RateTraining Manuals. Although there is no single"best" way to study a training manual, the fol-lowing suggestions have proved useful for manypeople:

1. Study the military requirements and theprofessional qualifications for your rate beforeyou study the training manual, and refer to the"quals" frequently as you study. Remember,you are studying the training manual primarilyto meet these "quals."

2. Set up a regular study plan. If possible,schedule your studying for a time of day whenyou will not have too many interruptions ordistractions.

3. Before youbegin to study any part of thetraining manual intensively, get acquainted withthe entire manual. Read the preface and thetable of contents. Check through the index.Thumb through the manual without any partic-ular plan, looking at the illustrations and read-ing bits here and there as you see things thatinterest you.

4. Look at the training manual. in more de-tail, to see how it is organized. Look at, thetable of contents again. Then, chapter by chap-ter, read the introduction, the headings, and thesubheadings. This will give you a clear pictureof the scope and content of the manual.

5. When you have a general idea of what is inthe training manual and how it is organized, fillin the details by intensive study. In each studyperiod, try to cover a complete unitit may bea chapter, a section of a chapter, or a subsec-tion. The amount of material you can cover atone time will vary. If you know the subject well,or if the material is easy, you can cover quite alot at one time. Difficult or unfamiliar materialwill require more study time.

6. In studying each unit, write down questionsas they occur to you. Many people find. it help-ful to make a written outline of the unit as theystudy, or at least to write down the most im-portant ideas.

7. As you study, relate the information inthe training manual to the knowledge you alreadyhave. When you read about a process, a skill,or a situation, ask yourself some questions.Does this information tie in with past experi-ence? Or is this something new and different?How does this information relate to the qualifica-tions for advancement.?

8. When you have finished studying a unit,take time out to see what you have learned.Look back over your notes and questions. Maybesome of your questions have been answered, butperhaps you still have some that are not answ-ered. Without referring to the training manual,write down the main ideas you have learnedfrom studying this unit. Do not just quote themanual. If you cannot give these ideas in yourown words, the chances are that you have notreally mastered the information.

9. Use Enlisted Correspondence Courseswhenever you can. The correspondence coursesare based on Rate Training Manuals or otherappropriate texts. As mentioned before, com-pletion of a mandatory Rate Training Manualcan be accomplished by passing an EnlistedCorrespondence Course based on the trainingmanual. You will probably find it helpful totake other correspondence courses, as well asthose based on mandatory training manuals.Taking a correspondence course helps you tomaster the information given in the trainingmanual, and also gives you an idea of how muchyou haVe learned.

10. You should note that occasionally refer-ence is made in the Rate Training Manual topublications which contain information relativeto the rating, but which are not listed in Nav-Pers 10052 (Series). These are known as sec-ondary references and should be reviewed inconjunction with your study of the Rate Train-ing Manual to better prepare yourself foradvancement.

INCREASED RESPONSIBILITIES

When you assumed the duties of a P03, youbegan to accept a certain amount of responsi-bility for the work of others. With each ad-vancement, you accept an increasing responsi-bility in military matters and in matters relatingto the professional work of your rate. Whenyou advance to P01 or CPO, you will find anoticeable increase in your responsibilities forleadership, supervision, training, working withothers, and keeping up with new developments.

As your responsibilities increase, your abil-ity to communicate clearly and effectively mustalso increase. The simpl st and most directmeans of communication is a common language.The basic requirement for effective communi-cation .is therefore a Lnowledge of your ownlanguage. Use correct language in speaking andin writing. Remember that the basic purpose of

Chapter 1 AIRCREW SURVIVAL EQUIPMENTMAN (PR) RATING

all communication is understanding. To lead,supervise, and train others, you must be ableto speak and write in such a way that otherscan understand exactly what you mean.

Leadership and Supervision

Asa P01 or CP0,-.You will be regarde . as aleader and supervisor. Both officers and en-listed personnel will expect you to translate thegeneral orders given by officers into detailed,practical , on-the-job language that can be under-stood and followed by relatively inexperiencedpersonnel. In dealing with your juniors, it is upto you to see that they perform their jobs cor-rectly. At the same time, you must be able toexplain to officers any important problems orneeds of enlisted personnel. In all military andprofessional matters, your responsibilities willextend both upward and downward.

Along with your increased responsibilities,you will also have increased authority. Officersand petty officers have POSITIONAL authority- -that is, their authority over others lies in theirpositions. If ybur CO is Telieved, for example,he no longer has the degree of authority everyou that he had while he was your CO, althoughhe still retains the military authority that allseniors have over subordinates. As a P01, youwill have some degree of positional authority;as a CPO, you will. have even more.- When ex-ercising' your authority, remember that It ispositional--it is the rate you have, rather thanthe person you are, that gives you this authority.

A Petty Officer conscientiously and proudlyexercises his authority to carry out the respz,n-sibilities he is given. He takes a personal in-terest in the success of both sides of the chainof command . . authority and responsibility.For it is true that the Petty Officer who doesnot seek out and accepi esponsibil ity , loses hisauthority and then the responsibility he thinkshe deserves. He must be sure, by his exampleand by his instruction, that the Petty Officersunder him also accept responsibility._ In short,he must be the leader his titiePetty Officersays he is.

Training

As a P01 or CPO, you will have regular andcontinuing responsibilities fOr training others.Even if you are lucky enough to have a group ofsubordinates who are all highly skilled and welltrained, you will still find that training is

9

necessary. For example, you will always beresponsible for training lower rated personnel

advancement. Also, some of your best work-ers may be transferred; and inexperienced orpoorly trained personnel may be assigned toyou. A particular job may call for skills thatnone of your personnel have. These and similarproblemS require that you be a training spe-cialistone who can conduct formal and informaltraining programs to qualify personnel for ad-vancement, and one who can train individualsand groups in the effective execution of assignedtasks.

In using this training manual, study the in-formation from two points of view. First, whatdo you yourself need to learn from it? Andsecond, how would you go about teaching thisinformation to others?

Training goes on all the time. Every time aperson does a particular piece of work, somelearning' is taking place. As a .supervisor andas a training expert, one of your biggest jobs .isto see that your personnel learn the RIGHTthings about each job so that they will not formbad work' habits. An error that is repeated afew times is well on its way to becoming a badhabit. You will have to learnthe difference be-tween oversupervising and not supervisingenough. No one can do his best work, with asupervisor constantly supervising. On the otherhand, you cannot turn an entire job over to aninexperienced person' and expect him to do itcorrectly without any help or supervision. .

In training lower rated personnel, emphasizethe importance of learning and using correctterminology. A.command or the technical lan-guages of your occupational field (rating) en-ables you to receive and convey informationaccurately and to exchange ideas with others.A person who does not understand the precisemeaning of terms used in connection with thework of his rating is definitely at a disadvan-tage when he tries to read official publicationselating to his work. He is also at a great dis-

advantage when he takes the examinations foradvancement.. To train others in the correctuse of technical terms, you will need to be verycareful in your own use of words. Use correctterminology and insist that personnel you aresupervising use it too.

You will find the Record of Practical Fac-tors, NavPers 1414.'1, a useful guide in plan-ning and carrying out training programs. Fromthis record, you can tell which practical factorshave been checked off and which ones have not


yet been done. Use this information to plan atraining program that will fit the needs of thepersonnel you are training.

On-the-jot. training is usually controlledthrough daily and weekly work assignments.When you are working on a tight schedule, youwill generally want to assign each person to thepart of the job that you know he can do best. Inthe long run, however, you will gain more byassigning personnel to a variety of job i so thateach person can acquire broad experience. Bygiving people a chance to do carefully super-vised work in areas in which they are relativelyinexperienced, you will increase the range ofskills of each person and thus improve the flexi-bility of your working group.

Working With Others

As you advance tu P01 or CPO, you will findthat maly of your plans and decisions affect alarge number of people, some of whom are noteven in your own occupational field (rating). Itbecomes increasingly important, therefore, foryou to understand the duties and the responsi-bilities of personnel in other. ratings. Everypetty officer in the Navy is a technical specialistin his own field. Learn as much as you canabout the work of others, and plan your ownwork so that it will fit into the overall missionof the organization.

Keeping Up With New Developments

Practically everything in the Navy--policies,procedures, publ'cations, equipment, systemsis subject to change and development. As a P01or CPO. you must keep yourself informed aboutchanges and new developments that affect youor your work in any way.

Some changes will be called directly to yourattention, but others will be harder to find. Tryto develop a special kind of alertness for newinformation. When you hear about anything newin the. Navy, find out whether there is any wayin which it might affect the work of your rating.If so, find out more about it.

SOURCES OF INFORMATION

As a 1:01 or CPO, you must have an exten-sive knowledge of the references to consult foraccurate, authoritative, up-10- Aate informationon all subjects related to the military and pro-fessional requirements for advancement.

10

Publications mentioned in this chapter aresubject to change or revision from time to time-some at regular intervals, others as the needarises. When..using any publication that is sub-ject to revision, make sure that you have thelatest edition. When using any publication thatis kept current by means of changes, be sureyou have a copy in which all official changeshave been made.

The reading list at the beginning of this man-ual consists of USAFI courses that offer addi-tional background material. The educationalservices officer will always have the most up-to-date information and training manuals appli-cable to your rating.

In addition to training manuals and publica-tions, training films furnish a valuable sourceof supplementary information. Films that maybe helpful are listed in the U.S. Navy Film Cata-log, NavAir 10-1-777.

ADVANCEMENT OPPORTUNITIESFOR PETTY OFFICERS

Tvlaking chief petty officer is not the end oft:ie live as far as advancement is corcerned.Proficiency pay, advancement to Senior (E-8)and Master (E-9) Chief, and advancement toWarrant Officer and Commissioned Officer areamong the opportunities that are available toqualified petty officers. These special paths ofadvancement are open to personnel who havedemonstrated outstanding professional ability,the highest order of leadership and militaryresponsibility, and unquestionable mo r alintegrity.

PROFICIENCY PAY

The Career Compensation Act of 1949, asamended, provides for the award of proficiencypay to designated military specialities. Pro-ficiency pay is given in addition to regular pcwand allowances and any special or incentive payto which you are entitled. Certain enlisted per-sonnel in pay grades E-4 through E-9 are eligi-ble for proficiency pay. Proficiency pay isawarded in two categories: (1) Speciality payto designated ratings and NEC's, and (2) Su-perior performance pay -for superior perform-ance of duty in certain specialities not coveredby speciality pay. The e14-,ibility requirementsfor proficiency pay are subject to change. Ingeneral, however, you must be recommended byyour commanding officer, have a certain length


of time on continuous active duty, and be careerdesignated.

ADVANCEMENT TO SENIORAND MASTER CHIEF

Chief Petty Officers may qualify for the ad-vanced grades of Senior and Master Chief PettyOfficer which are now provided in the enlistedpay structure. These advanced grades providefor substantial increases in pay, together withincreased responsibilities and additional pres-tige. The requirements for advancement toSenior and Master Chief Petty Officer are sub-ject to change but, in general, include a certainlength of time in grade, a certain length of timein the naval service, a recommendation by thecommanding officer, and a sufficiently highmark on the Navy-wide examination. The finalselection for Senior and Master Chief Petty Of-ficer is made by a regularly convened selectionboard.

Examination Subjects

Qualifications for advancement to SeniorChief Petty Officer and Master Chief Petty Of-ficer have been developed and published in theManual of Qualifications for Advancement,NavPers 18068 (Series). They officially estah-lish minimum military and professional

11

qualifications for Senior and Master Chief PettyOfficers.

Training Publications for Advancement,Nav-Pers 10052 (Series) contains a list of study ref-erences which may be used to study for oothmilitary and professional requirements.

The satisfactory completion of the corre-spondence course titled Navy Regulations, Nav-Pers 10740-A4, is mandatory for advancementto E-8, and the course titled Military Justice inthe Navy, NavPers 10993-A, is required of allpersonnel advancing to E-9.

ADVANCEMENT TO WARRANTAND COMMISSIONED OFFICER

The Warrant Officer program provides op-portunity for advancement to warrant rank forE-6 and above enlisted personnel. E-6's, to beeligible, must have passed an E-7 rating examprior to selection.

The LDO program provides a path of advance-ment from warrant officer to commissioned of-ficer. LDO's are limited, as are warrants, intheir duty, to the broad technical fields associ-ated with their former rating.

If interested in becoming a warrant or com-missioned officer, ask your educational serv-ices officer for the latest requirements thatapply to your particular case.

CHAPTER 2

BLUEPRINT READING AND DEVELOPMENT OF PATIRNS

The PR is required to develop patterns andlayouts in performing the duties of his rating.He must be able to read blueprints in order tofabricate, assemble, and install appenlages toexisting items, and in many cases (such asfabricating various canvas covers, bags, andother containers) to make up the complete item.including drawing his own plans.

The discussion in'this chapter is limited tothose aspects of blueprint reading which aredirectly applicable to the PR rating. However,additional aspects of blueprint reading are in-creasingly important as the PR plans his careertoward eventual attainment of the PRCM rate..

Therefore,. the PR is urged to extend his knowl-edge of blueprint reading by studying BlueprintReading and Sketching, NavPers 10077-C:

The engineer, when making a drawing, mayuse a number of methods in illustrating objectsgraphically; however, for our purposes in thismanual we will divide them into four maintypesorthographic projections, pictorial draw-ings, isometric drawings, and diagrams. .

ORTHOGRAPHIC PROJECTIONS

Orthographic projections are prints whichpresent an object in its true shape and indicateits size. The number of views to be used in

PR.94Figure 2 -1. Orthographic projection drawing, and a pictorial view of a miniature regulator.

12

Chapter 2BLUEPRINT READING AND THE DEVE__')PMENT OF PATTERNS

projecting an object is governed by the com-plexity of the shape of the object. Complexdrawings may be drawn showingup to six views;that is, both ends, front, top, bottom, and rear.

It is seldom necessary to show all six viewsto portray, an object clearly; therefore, onlythose views are drawn which are necessary toillustrate the required characteristics of theobject. One-view, two-view, and three-viewdrawings are the most common. Regardless ofthe number of views, the arrangement is madewith the front view as the principal one.

PICTORIAL DRAWINGS

Pictorial drawings are used to show generallocation, function, and appearance. They showan object as it appears to the eye, and are notsatisfactory for showing complex forms. Theyare used extensively in conjunction with ortho-graphic projection drawings. Figure 2-1 showsa three-view orthographic projection drawingof a miniature regulator with a pictorial viewshown in the upper right-hand corner of thefigure.

ISOMETRIC DRAWINGS

Figure 2-2 shows an isometric drawing ofa parachute bag. All the lines that are parallelon the parachute bag are also parallel on thedrawing. Vertical lines are shown in a verticalposition and-horizontal lines are drawn at anangle of 300 as shown in figure 2-2. Since allisometric lines are 3pread equally (120°), thesame scale of measv rement may be used on the,3 visible sides.

Isometric drawings may be dimensioned, andblueprints of these drawings may be used formaking simple objects. However, isometricdrawings cannot be used for complicated parts;they are best used as an aid in clarifying theorthographic drawings.

Isometric drawings can be very useful to thePR in making freehand sketches of canvas cov-ers and different types of canvas bags.

DIAGRAMS

There are many types of diagrams, but thoseof primary interest to PR's may be groupedinto two categories, and referred to as systemdiagrams and component diagrams.

A diagram, whether a system diagram or acomponent diagram, may be defined as a graphic

13

PR.95Figure 2-2.Isometric drawings of a

parachute bag.

representation of an assembly or system, indi-cating the various parts and expressing themethods or principles of operation.

Figure 2-3 is an example of a system dia-gram. This is a diagram of a gaseous oxygensystem unit's location, showing the arrange-ment of cylinders, tubing, mask stowage, reg-ulator, etc.

An example of 'a component schematic dia-gram is shown in figure 2-4. This diagramshows the flow of oxygen from the source ofsupply through the regulator to the mask.

Diagrams of these types are used exten-sively in Maintenance Instructions Manuals andare invaluable to PR's and other maintenancepersonnel in identifying and locating compo-nents and understanding the principle of opera-tion of various components and systems.

DEVELOPMENT OF A LAYOUT

The term development is applied to the pro-cedure for constructing a guide, or pattern


DILUTER DEMAND REGULATOR

PILOTS CONSOLE

HIGH PRESSURE GAGE

HIGH PRESSURE OXYGENCYLINDERS (3 REQD)

PILOTS MASK STOWAGE

PRESSURE MANIFOLD

PRESSURE REDUCER

OVERBOARDDISCHARGE

DETAIL B

FILLER VALVE(HIGH PRESSURE)

Figure 2-3.Diagram of a gaseous oxygen system.

(layout) on a piece of cloth or canvas whichis to be usd as a pattern or joined togetherwith seams to form a bag or cover.

To begin a layout, make .a reference lineon the canvas or cloth parallel to the selvageedge. (NOTE: The selvage edge is cut awaybefore attempting to sew. This helps to preventuneven stretching of the plies of fabric beingsewn.) All measurements can then be madefrom this reference line. Lines at a knownangle or- parallel to the reference line can bemade by marking off points from a framingsquare held to the reference line.

Determine the exact dimensions of the ob-ject to be drawn and add 1 inch to the length and

14

PR.96

1 inch to the width of each piece of materialfor seam allowance. The 1-inch figure isarbitrary and can be made more or less, de-pending on the fabric or material. Looselywoven fabrics tend to ravel more readily andtherefore require a wide seam, or taping.

Lay out all pieces before cutting and drawcenterlines in both the length and width of allpieces near the edge of the material wherethe marks can be .readily seen when sewing.These marks provide a ready reference forchecking to, see that both pieces fit and thatthe proper tension is being kept on both top andbottom plies of material.

Chapter 2-- BLUEPRINT READING AND THE DEVELOPMENT OF PATTERNS

NORMAL

ROM OXYGEN SUPPLY,..._.,

PRESSURE GAGE o .5)os'

'`.PSIEMERGENCY

PRESSURETEST MASK REDUCER

EMERGENCY% ei ON BELLOWS

LEVER

INLET ,°VALVE

100%

NORMAL

AIR INLETVALVES

DILUTER LEVER

RELIEF VALVE

SUPPLYLEVER

INJECTOR

MIXING TUBERELIEF VALVE

DEMANDVALVE LEVER

COUNTER WEIGHT

0

REGULATORDIAPHRAGM

PRESSURE BREATHING ANEROID FLOW INDICATOR

Figure 2-4.Component schematic diagram.

Lay out the location of handles, slide .fas-tener (or other closing device), and all insideand outside appendages before starting to sew.These items must be installed before the finalsewing of the item.

A typical layout is shown in figure 2-5. Notethat the sum of the side and end of the narrowpiece is equal to the sum of the side and end ofthe'wide piece. This is true in all cases whenjoining two pieces of material to form a rec-tangular bag, as the perimeters of bob' piecesmust be equal.

_Layout and development mean in many casesthe interpreting and transcribing of informationfrom blueprints, drawings, and written instruc-tions; therefore, the well-informed PR will

15

TO OXYGENMASK

PR.97

review Blueprint Reading and Sketching, Nav-Pers 10077-C.

REPRODUCTION OF DRAWINGS

As an Aircrew Survival Equipmentman youmust become familiar with drawing reproduc-tion as you will continually be referring to themin the course of your work.

There are a number of reproductions used.Some of these are as follows:

1. Blueprints Reproductions on sensitizedpaper with white lines on a blue background.

2. Diazo (ammonia prints) Reproduction onsensitized paper with black, brown,blue, purpleor maroon lines on white background.


40"

0

cra

5 11417

3 I

5-2 ,:,,r, 04W Na NUMBER 117 NI '{Cot*

Figure 2-5.--Example of a parachut_2 bag layout.

_I 0011001

oloudo-oiellbil111Tallitiol000seceoeoomoloo, .71 I nn ;7 I: ;1; :1 4. '4 :7; 1i II I?, pi 31 U.:1 11 n 4, 47 41 41 45 41 4' 14 0 S1 4,

2222 2 2222

333333333

444444444

555555555

2222222222222

1333333333333

4444444444'44

5555555555555

6666666666566666666669

PR.98

:83183833911689811139831111183111118113111111111311it .,. I r, ,-I' i'AP, 4, , PI. Ow 74 33

8 9 fill 9 1 0 9 39 9-3 9 9. ; ) 4 , i i 111 1 1 1 14 . : 1 . .5

444 rm. 14

99--9 91 Ili iT9 9 9 91 fli 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9

tI/ 11 11 :1 ;; :1 ;74 :I :4 4, )1 11 11f/1 11 A ,411 14 31 1, n a n . . .. 45 11 r.1 IS .1 1,

Figure 2-6.Engineering drawing card.

16

PR.99

Chapter 2BLUEPRINT READING AND THE DEVELOPMENT OF PATTERNS

3. Van Dyke - Reproductions on sensitizedpaper with white liner brown background.

4. Engineering drawing cards (EDC). Theprimary purpose of the EDC as well as microfilm,which is used extensively in the reproduction

17

of drawings, is the space that is saved whenthey are filed. In addition, the time that is savedlocating them is significant. The EDC is shownin figure 2-6. The negative within the EDCshows a canopy of a parachute.

CHAPTER 3

SUPPLY

In maintaining an effective aviator's equip-ment shop, the PR, especially if in a super-visory billet, will find himself increasinglyinvolved in the details of supporting the man onthe job. One of these areas is in the field ofaviation supply.

Aviation supply personnel are vital membersof the aircraft maintenance team; and the PR,as well as personnel in the other aviation rat-ings, must work in close harmony with them ifsuccessful teamwork is to be achieved. With-out adequate material, the maintenance of oxygenequipment and other items of aviator's equip-ment could not be sustained. The roles of thesupply and maintenance organizations and theresponsibilities of each must be clearly under-stood by personnel at all levels.

ORGANIZATION AND FUNCTIONOF NAVAL SUPPLY

The command exercising management con-trol over the policies and procedures of theaviation supply organization is the Naval SupplySystems Command. The Commander, NavalSupply Systems Command, is usually a rearadmiral who is appointed by the President withthe advice and consent of the Senate.

The Aviation Supply Office (ASO) was estab-lished in 1941. The function of ASO was theprocurement, custody, and issuance of aero-nautical spare parts and technical material.This is essentially the function of ASO todayunder the technical control of the Naval ASystems Command. Management control of ASOis exercised by the Naval Supply SystemsCommand.

Some functions of the Naval Supply SystemsCommand that are of interest to PR personnelare the general functions of ASO. These in-clude the following:

1. Responsibilities for overall determina-tion of requirements, procurement, and dis-tribution of standard aeronautical materials.(Certain materials excepted; such as completeaircraft and engines, complete electronic equip-ment, major photo equipment, nonstandard and

18

experimental aerological equipment, and itemsof naval weapons ordnance equipment.)

2. Maintenance of a complete file of ASO andNaval Air Systems Command contracts, lettersof intent, amendments, and change orders, anddistribution of all necessary copies of documentsto Navy field activities.

3. Stock control of aeronautical materials atall aviation supply facilities, including controlof packing, preservation, and distribution ofmaterial under ASO cognizance to, from, andbetween aviation supply facilities and majorsupply points.

4. Maintenance of complete records of ma-terial on order and followup procedures neces-sary to effect timely deliveries for all materialunder ASO cognizance.

5. Maintenance of up-to-date records ofexisting storage facilities at depots, major sup-ply points, and operating stations for aeronau-tical materials, and control of influx of mate-rials in aviation supply channels so as not toexceed existing storage facilities.

6. Determination and disposition of obsoleteand excess aeronautical material under Nav-AirSysCom cognizance.

7. Preparation and distribution of the NavyStock List of ASO, including interchangeabilitydata.

8. Compilation and distribution of someallowance lists subject to approval by Nav-Air SysCom.

9. Compilation of lists of spare parts to besalvaged from surveyed aircraft.

10. Followup on delivery, stock recording, re-allocating as necessary, and distributing changematerial promulgated by NavAirSysCom.

11. Establishment and maintenance of a sta-tistical unit which assembles, compiles, andanalyzes usage data.

12. Maintenance of a representative at eachaircraft manufacturer's plant who keeps ASOfully informed, as requested, as to all changeswhich.affect spare parts under procurement.

13. Establishment of an inspection servicewhich inspects aviation supply activities withinestablished naval districts.

Chapter 3SUPPLY

APPROPRIATIONS ,

At one time or another, almost everyone hashad the frustrating experience of not being ableto requisition from supply some item needed;the usual reason given being, "No funds avail-able." It takes only a short time to realize thatthe Navy does not operate with unlimited funds.This section and the following section, titled"Operating Budgets," are presented to furtheran understanding of the system whereby fundsare made available at the user activity levelfor operating expenses.

The main money pool of the government isthe General Fund of the Treasury. Funds comeinto the General Fund from such sources asincome taxes, excise taxes, import-export taxes,etc. The only way for money to be expendedfrom the General Fund is by congressional ac-tion, which has to be approved by the President.A bill passed by Congress which includes theexpenditure of funds from the General Fund iscalled an appropriation.

An estimate of the amount of moue r::.quiredfor the operation of the Defense: (0,rtmentduring a given fiscal year is prep, rec' by De-partment of Defense fiscal experts well in ad-vance of the beginning of the fiscal year. TheCongress studies the proposed budget in thelight of world affairs, the current domesticeconomy, and such other considerations as theysee fit, then acts upon it. Congress may in-crease the amount requested, decrease it, orpass it as it is. After Presidential action iscompleted, the money is made available to theDepartment of Defense to be spent during aspecified year. This is known as an "annual"or "one-year" appropriation.

Congress and the President may also approve"no-year" appropriations for special projectssuch as large construction programs over anunspecified length of time.

The appropriation by which the PR is mostaffected is the "current-year" appropriation.After the appropriation or expenditure authori-zation is received inthe Department of Defense,it is prorated among the services as a pe?..cent-age of their previously submitted budget esti-mates. The Navy's share is prorated amongthe various systems commands and bureaus inessentially the same manner; that is, as a per-centage of their estimated requirements for thecoming fiscal year, The money to be spent fornaval aviation is made available to NavAirSys-Corn. Here, part of the money is allocated to

19

ASO for the purchase of aircraft spare parts andrelated equipment inquantities which past usagedata has indicated will probably be sufficientfor the coming year. These spare parts arefurnished to the operating activities at no cost,since their usage has been anticipated and theitems paid for in advance. The account fromwhich money was spent to buy these items isknown as the Appropriation Purchase Account(APA). Material received in the user activitiesfrom this account is known as APA material.

Another part of NavAirSysCom funds is madeavailable to the operating activities in the formof operating budgets as administered by theFleet Resources Office.

FLEET RESOURCES OFFICE

The Fleet Resources Office (FRO) is estab-lished within NAVMATCOM to carry out CNM'sassignment as an agent of CNO for administer-ing operating budgets for CINCLANTFLT,CINCPACFLT, CINCUSNAVEUR, CNATRA, andCNRTC preferred to as operating forces com-manders). FRO serves as the focal point `.orformulation, justification, and execution of thebudget of those component commands, althoughdecisions as to programing, budgeting, andallocation level are made by CNO. It 1..views,coordinates, and compiles budget material informat for , submission to higher authority andadministers allocations from CNO to the fore-going major claimants, observing all limitationsas to program or budget categories and ap-proved reprograming levels. In the budgetformulation process the FRO also coordinateswith the budget submissions of the Navy op-erating forces commanders those budgetary re-quirements of the Commandant of the MarineCorps which are funded from the Operations,Navy account.

OPERATING BUDGETS

Approved operating budgets concerning navalaviation are authorized by NavAirSysCom to theuser activity to spend a certain amount of moneyduring a given length of time for specified pur-poses. User activities are shore commands,which operate aircraft, and the major air typecommanders,

Operating funds for stations, rework facili-ties, etc., concerned with the operation andmaintenance of aircraft and related equipment,are allotted to them by the NavAirSysCom as


an operating budget. Departments within theseorganizations normally submit their departmentbudget to the station comptroller who yeviewsand combines -the different, department budgetsinto a recommended station budget. Senior PR'smay be called upon to as.:,ist in furnishing ar ealistic estimate of division operating expensesand future needs :rich the department head mayuse in formulating the department budget.

Since there is a relatively long period be-tween budget submission and the subsequentreceipt of funds, the necessity of accurate esti-mates of future requirements and strict manage-ment'df materials for which allocated funds areexpended cannot be overemphasized.

Operating funds fol.- squadrons and units areapportioned to them by their type commander asan Operating Target (OPTAR). Routine non-aviation expenses for operating squadrons andunits are absorbed by the ship or station towhi:;h assigned.

OPERATING TARGETS

Funds to finance the operation of aircraft areallotted by the NavAirSysCom to the air typecommanders. Operating funds fol.'. the squadronsand units are apportioned to them by their cog-nizant air type commanders as an operatingtarget (OPTAR). An OPTAR is a planned esti-mate which the air type commander allocatesfor the financing of aircraft operating costsduring a given period of time. OPTAR's areissued on a quarterly basis and unused fundsfrom the previously issued OPTAR revert tothe control of the type commander as each newOPTAR is authorized. Type commanders pro-vide OPTAR's to squadrons, units, and shipsunder their operational control, whether or notthe user activity is based ashore.

There are several different types of OPTAR'sissued by the air type commanders for aviationpurposes. Two that are of interest to PR per-sonnel are flight operations and aircraft main-tenance funds. These are discussed in the fol-lowing paragraphs.

Flight operations funds are used primarilyfor the purpose of financing actual flight opera-tions; therefore, they have application at theorganizational level. These funds finance thefollowing:

1. Aviation fuels and lubricants consumed inaircraft.

2. Liquid oxygen.3. Aerial film for use in aircraft cameras.

20

. 4. Flight clothing and operational equipmentauthorized in NavAirSysCom Allowance List(NavAir 0035QH-2).

5. Flight deck safety shoes.6. Squadron administrative consumable office

supplies.7. Unit identification mar ks (shoulder

patches) for initial issue to newly reportedpersonnel.

8. Material and services required whencated at an activity without Navy or MarineCorps intermediate maintenance capability.

Aircraft maintenance funds are provided toorganizational and intermediate maintenanceactivities tofinance the cost of various suppliesand materials consumed in the performance ofaviation maintenance. These funds finance thefollowing:

1. Repair parts, common hardware, lubri-cants, cleaning agents, cutting, compounds,metals, and other materials incorporated intoor expended in the performance of aviationmaintenance of aircraft, engines, aeronauticalcomponents and subassemblies, and Navy main-tenance of aviation maintenance support equip-ment.

2. Fuels and lubricants consumed by aircraftengines in the performance of complete sectionrepairs.

3. Preexpended, consumable maintenancematerial.

4. Replacement of expendable or consumableallowance list items with material accountabilitycodes B and C. (Allowance list and materialaccountability codes are discussed later in thischapter.)

MATERIAL IDENTIFICATION

In addition to the task of supervising lowerrated PR personnel in the performance of i-ou-tine duties, senior PR's in some cases haveduties that will encompass the task of assistingin the procurement of material and parts usedby the production personnel. One importantarea of material procurement is the correctidentification of the items required.

There may be times when a part or sometechnical material is needed and the stock num-ber is unknown. At other times some materialmay be on hand and its identity not positivelyknown. A knowledge of the vr,rious methods ofidentifying material other than by stock numberwill often help speed the completion of a main-tenance task. Certain data may be available

Chapter 3SUPPLY

whic:: do not identify an item but which may leadto positive identification. The following sectionsdiscuss some methods of identifying material.

FEDERAL STOCKNUM.3ERING SYSTEM

Tile Defense Cataloging Standardization Actproviees for a uniform system of identification,classification, and stock numbering throughoutthe Department of Defense. It places all likeitems under a federal stock number bearing acommon official government name and is appli-cable to all agencies within the Department ofDefense.

Under the federal cataloging system, federalstock numbers are required for all items thatare subject to central inventory managementwithin the Department of Defense. Each Navyitem to be stocked under centralized inventorycontrol is assigned a federal stock numberwhich is used in all supply management func-tions. This federal stock number is listed insupply publications in which the item is refer-enced.

The Federal Stock Numbering System is in-tended to create and improve standardization ofitems of military supply in servicewide use andreduce excess inventories.

Federal Stock Number (FSN)

The FSN is an 11-digit number which fur-nishes positive identification of virtually allitems of supply from purchase to final disposi-tion. The 11 digits are uniformly arranged ingroups of 4, 3, and 4 digits, with groups sepa-rated by hyphens. The 11 digits are made up ofa 4-digit federal supply classification class(FSC) and a 7-digit federal item identificationnumber (FIIN). In addition to the 11-digit num-ber, the Navy supply system utilizes certaincode prefixes and suffixes to aid in the per-formance of various management functions.These codes are of significance only within theNavy and are not used during interservice trans-actions. When the prefixes and suffixes areused, the FSN is known as a coded FSN.

Figure 3-1 describes the format of a codedFSN, including applicable management codesfor an item of supply under the cognizance ofASO.

The following paragraphs discuss the variousparts of a coded FSN, and frequent reference to

21

Cognizancesymbol

Materialcontrolcode

2R 1-1

Materialconditioncode

Federalgroup

F 1670 - 123-4567 BP

A

Federalsupplyclassification

Federalitemidentificationnumber

Special materialidentificationcode

PR.441Figure 3-1.Breakdown of a coded federal

stock number.

figure 3-1 will assist in understanding the com-position of coded FSN's.

A cognizance symbol consists of a 2-digitcode prefixed to an FSN to identify and designatethe systems command, office, agency, or Navyinventory manager that exercises managementcontrol over specific categories of material.

Listed in table 3-1 are some of the morecommon cognizance symbols that a PR may en-.counter, together with the type material con-trolled and the name of the cognizant commandor office.

Material control codes divide inventories intosegments reflecting similar demand, repairabil-ity, or other characteristics. For example,some material control codes reflect either fastor slow moving demand characteristics, whileothersdenote whether the item is tobe repairedby intermediate or depot level maintenanceactivities.

Material condition codes classify material interms of readiness for issue and use, or to


Table 3-1.Cognizance symbols.

Symbol

1R

2R

8R

1I

0I

9D

Cognizant activity Material controlled

Aviation Supply Office.

Aviation Supply Office.

Aviation Supply Office'.

Naval Supply Depot,Philadelphia.

Naval Supply Depot,Philadelphia.

Navy Fleet MaterialSupport Office.

Consumable aeronauticalmaterial.

Repairable aeronauticalmaterial.

Major aeronautical assem-blies and equipment.

Forms.

Publications.

Navy owned stocks of specialoccupational and environ -mental clothing andtextiles.

identify action underway to change the status ofmaterial. For example, one Material conditioncode isAised to indicate that a particular itemis- serviceable and ready for issue. If, afterissue from the supply system and through use,this item becomes unserviceable, its materialcondition code would be changed to reflect therequirement for rework, repair, etc. Naturally,upon completion of rework or repair the mate-rial condition code would be changed to showthat the item is serviceable and ready for issue.Therefore, this code changes from time to timeon a particular item, depending -..n the conditionof the material.

The federal supply clasitic,i_don (FSC) classis denoted by the first 4 digits of the FSN andis used to group related commodities together.Each item of supply is classified in one, andonly one, 4-digit FSC. The first 2 digits denotethe group or major division of commodities, andthe last 2 digits denote the class or subdivisionof commodities within a group. Aircraft com-ponents and accessories are in group 16; there-fore, in the FSC 1670, the 16 denotes an aircraftcomponent or accessory and the 70 indicates aparticular class within this group, which isparachute assemblies. Other classes in group16 are indicated as 1660rigid seat survivalkits, 1680lap belt assembly, etc.

22

The federal item identification number (FUN)consists of the last seven digits of the FSN. Itserves to differentiate each individual item ofsupply from all other items of supply, There-fore, each individual item of supply such asliferaft, Mk-4; liferaft, Mk-7; etc., is assigneda separate FIIN. The FIIN in no way determinesthe position or sequence' of the item in relationto other items.

A recent change has replaced the four-character TSMC with a two-letter special ma-terial identification code (SMIC). A SMIC is amanagement code added as a suffix to an FSNto indicate a primary weapon support item,specialized material, or general/common ma-terial. ASO has published a conversion guidewhich cross references the SMIC with theTSMC.

Many variations of coded stock numbers willbe encountered in maintenance work. Thesevariations indicate material management re-sponsibilities for the item; flag certain itemsas recoverable, consumable, high value, etc.;and identify the condition of the material if it isnot ready for issue.

Because the variety of codes is so extensiveand the trend to single service management ofitems has caused so many changes in recentyears, a list of codes that might be prefixed or

Chapter 3-SUPPLY

suffixed to a stock number would not be appro-priate for this manual. The primary things tokeep in mind are that the basic stock number,consisting of three groups of numerals, identifiesthe item from a technical point of view and thatthe other codes identify material managementcharacteristics.

STANDARDIZATION OFITEM NOMENCLATURE

As part of the federal cataloging system,each item of supply is assigned an official gov-ernment name. Maintenance personnel fre-quently refer to material by trade name orterminology other than the official governmentname. Alphabetical indexes in the various stockcatalogs and other publications are sequencedby official name. To effectively utilize thesepublications, it is necessary to become ac-quainted with the proper nomenclature.

The assignment of names to stock items ispractically as important as---th-e-assi-gnment-ofFSN's. When items are inducted into the sup-ply system, official government nomenclaturemust be assigned. Often this item name plusadditional description data v.ill differ fromnames of items previously used. If difficulty isexperienced in locating a familiar item in thecatalog, it is possible that the name has beenchanged to conform to a more general usage. Afew examples will show the importance of cor-rect item nomenclature. It will be found thata "swab" is a small stick with a tiny wad ofcotton on one end, and is used by the MedicalDepartment. In order to clean the decks it willbe necessary to think of a name other than"swab." "Mops" will be found listed in thecatalog, together with the correct FSN. Anotherexample of changed nomenclature is "Zipper,"which has become "Fastener, Slide Interlocking,"etc.

NAVAL MATERIAL CATALOGS

Federal and naval material catalogs provideinformation necessary to identify and procureitems of material for operation and maintenanceof activities afloat and ashore. The catalog mostcommonly used by aviation personnel is theFederal Supply Catalog Navy Management DataList.

The Navy Management Data List (NMDL) con-sists of two separate sections. One section, the

23

Fleet Ballistic Missile Weapons System Sup-plement, has application only to submarineforces and therefore is of little or no value toaviation mainte*ce personnel.

The other sqtion, titled the ManagementData List, includes basic management datanecessary for preparing material requisitions.Also, it is the instrument for publishing datarelative to stock number changes, unit of issue,unit price, shelf life of material, number ofitems contained in a package, and associatedinformation.

The NMDL is designed to disseminate Man-agement type information as it relates to anFSN. It is not designed to act as a compre-hensive catalog of material in the supply, sys-tem, identify an item to an FSN, or serve as ashopping guide. Therefore, in order to get thenecessary FSN or other needed information formaking effective use of the NMDL, additionalpublications must be used in conjunction withthe NMDL. These include the Deleted andSuperseded FIIN List, the Consolidate Repaira-ble Item List, and the Federal Supply CatalogNavy Master Cross Reference List.

The Deleted and Superseded FIIN List pro-vides historical data of stock number deletionsand supersedures. It should be rememberedthat the FIIN taken from this list is referredback to the NMDL for the requisitioning data.

The Consolidated Repairable Item List con-tains a listing of Navy managed mandatoryturn-in repairable items. It is prepared toassist in identifying Navy managed mandatoryturn-in repairable items and pertinent move-ment priority designators. Some repairableitems under the cognizance of ASO and the Nav-AirSysCom are not included in this publication.These are listed in the ASO Master Repair List.

The Federal Supply Catalog Navy MasterCross Reference List provides the means ofidentifying an item from a reference number(part number, drawing number, etc.) to an FSN.The FSN found in this publication should be ref-erenced back to the NMDL for all pertinent in-formation required in requisitioning material,

IDENTIFICATION SOURCE DATA

As previously stated, positive identificationof an item of supply has been accomplished whenit is identified to its applicable FSN. For themost part, the FSN is not marked on material;however, most material has some type of dataaffixed to it that can be used for identification


purposes. Certain data which do not identify anitem but which aid in obtaining positive identi-fication are discussed in the following para-graphs.

Manufacturer's Part Number

gormally, the manufacturers of parts stamp,etch, paint, or otherwise affix a part number oneach item manufactured. The use of this manu-facturer's part number and the knowledge of thepart's application (that is, on what equipment itisUsed)normally lead to the positive identifica-tion of the part's nomenclature and FSN. Thepart number can be ascertained to be correctby reference to the appropriate Illustrated PartsBreakdown (IPB), and the FSN may be obtainedby reference to the appropriate Federal andNaval Material Catalogs.

Drawing Numbers

A drawing number consists of letters, num-bers, or a combination of both which are as-signed to a particular drawing for identificationpurposes. The activity controlling the drawing(normally the manufacturer) assigns the num-ber in conformance with their drawing numbersystem. One drawing may apply to severalitems; thus, other distinguishing data may benecessary to identify the item on the drawing.

Source Codes

Item Source Codes are symbols which indi-cate to a consumer a source of supply for anitem required to maintain or repair aeronauticalarticles. Specifically, these codes indicatewhether the item is tobe requisitioned from thesupply system; to be manufactured; to be ob-tained from salvage; not to be replaced sincethe next higher assembly is to be installed; or,due to failure, is in need of complete overhaulor retirement of the assembly or equipmentfrom service.

Source codes are assigned to the material atthe time of provisioning. Known or anticipatedusage is the primary factor in the assignmentof source-codes. The ability to manufacture anitem within a naval activity is considered to beof secondary importance. In other words, itemsare normally source coded for purchase andstocking in the Navy supply system if usage isknown or anticipated. Source codes for indi-vidual items may be revised as experience andusage develop.

24

Source co-!:es are published as a column ofthe numerical index of- the Illustrated PartsBreakdown, and in other publications as directed -

by the NavAirSysCorn.Source codes are provided in six series

P, M, A, N, X, and U.Source code P series applies to items of

supply system stock which are purchased inview of known or anticipated usage and whichare relatively simple to manufacture within theNavy if necessary.

Source code M series applies to items whichare not purchased but are capable of beingmanufactured at Navy fleet or rework facilities.These items are normally manufactured upondemand and are not stock numbered.

Source code A series applies to assemblieswhich are not purchased but which are to beassembled.

Source code N series applies to items (nuts,bolts., screws, etc.) which do not meet estab-lished criteria for stocking and which are readilyavailable from commercial sources. Theseitems are purchased on demand.

Source code X series applies to items which,if damaged, would require uneconomical repair.The need for an item, or items, coded X willnormally result in recommendation for retire-ment of that equipment from service.

Source code U applies to items which are notof supply or maintenance stocking significance.

Within each of these source code series, ex-cept U, there are one or more subcodes iden-tified by a letter or number appended to thebas.lc code number. These subcodes providedetailed information concerning the procure-ment or manufacture of various parts withinthe scope of the particular code series. Theapplicable Illustrated Parts Breakdown providesready reference for each of the codes and sub-codes as required.

The preceding sections have emphasized someof the many things that may be used to identifyor aid in procurement or use of material. Thesenior PR who is familiar with the methods ofidentifying material is an asset to a maintenanceorganization.

AERONAUTICAL ALLOWANCE LISTS

This title is inclusive of publications iden-tified as Allowance Lists (except advanced baselists), Initial Outfitting Lists, and Tables ofBasic Allowances.

Chapter 3SUPPLY

Naval Air Systems Command AllowanceLists, Initial Dutfitting Lists, and Tables ofBasic Allowanc es are prepared by the NavAir-SysCom or the Aviation Supply Office. In nearlyall instances, .;DSO has the responsibility forpreparation; but in all cases, these lists arepublished by the direction of and apprOved bythe NavAirSysCom. These lists contain thefollowing:

1. The equipment and material (both con-sumable and nonccnsumable) necessary to out-fit and maintain un' is of the aeronautical organ-ization in a cond:.tion of material readiness..

2. Substantially all items usedwith sufficientfrequency to justify their issuance to all activi-ties maintaining aircraft or equipment for whichthe lists are designed.

3. Information concerning stock number,nomenclature, interchangeability, and super-sedures.

4. A Set of detailed instructions for the ap-plication and utilization of the publication.

5. A table of logistic data showing the totalweight and cube of all material contained in thelist.

In the final analysis, the equipment and spareparts listed in these publications are madeavailable to aircraft operating and maintenanceactivities in accordance with assigned opera-tional maintenance and logistic responsibilitiesthrough appropriate application of allowancelists and outfitting actions. The Aviation Sup-ply Office has the responsibility for continuallyreviewing and updating allowance lists.

INITIAL OUTFITTING LISTS

Initial Outfitting Lists are publications whichindicate the range and quantities of maintenancespare parts considered necessary to supportvarious aeronautical end items. These listscontain repair parts, such as airframe parts,electronic parts, engine parts, and generalaeronautical equipment. The material coveredby Initial Outfitting Lists is normally retainedin supply department stocks until required forissue. This allowance of material is providedto ships or activities and is firm only at the timeof initial outfitting. Increases and decreases inboth range and/or quantities of material arebased upon usage data of each activity concerned.Each series list is designed to support an air-craft, electronic equipment, or some other aero-nautical article.

25

ALLOWANCE LISTS

These are publications which indicate therange and quantities of equipment and materialconsidered necessary for maintenance supportof assigned and/or supported aircraft. Gen-erally, these items are in-use items requiredfor daily or continual use, such as parachutes,flight clothing items, aircraft jacks, etc.

TABLES OF BASIC ALLOWANCE

Publications listing equipment and materialrequired by activities for performance of as-signed mission are known as Tables of BasicAllowance. They contain both shop equipmentand common supporting spare parts. Theycover, allowances of tools and equipment re-quired for use by fleet squadrons and pilotlesstarget aircraft activities.

A complete listing of Aeronautical AllowanceLists and Tables of Basic Allowance, with Nav-AirSysCom publication numbers and their ef-fective dates, is contained in NavSup Publication2002, Section VIII, Part C.

IDENTIFICATION AND TYPESOF ALLOWANCE LISTS

Allowance Lists and Initial Outfitting Listsare identified by the NavAirSysCom publicationnumber 00-35Q (Series), while Tables of Basic

.Allowance are identified by the NavAirSysCompublication number 00-35T (Series). The fol-lowing paragraphs discuss some of the varioussections of allowance lists.

Section A covers general material such asnuts, bolts, tubing, hose, paint, and other itemscommon to the operation of all aircraft models.Both equipage and consumable supplies areshown in section A.

Section B contains airframe, engine, and ac-cessories maintenance parts peculiar to eachtype of aircraft. A separate section B is issuedfor each model of aircraft.

Section C lists the items and quantities ofoffice furniture and laborsaving devices for theadministrative support of deployable fleet airactivities only.

Section G lists the quantities of handtools,handling and servicing equipment, and materialwhich are made available for maintenance sup-port of aircraft as may be assigned or sup-ported.

AIRCREW- SURVIVAL EQUIPMENTMAN 1 & C

Section H is applicablete air task groupcom-manders and all Navy and Marine squadrons op-erating aircraft or having aircraft assigned. Itcontains items and quantities of flight operationalmaterial considered necessary to maintain theconcerned activities in a continual condition ofoperational readiness.

Section K outlines the general types andclasses of aeronautic technical and trainingpublications and forms which are provided as acommissioning allowance for various Navy andMarine Corps aviation activities. It lists thosepublications and forms which are issued by theDeputy Chief of Naval Operations (Air) and bythe Naval Air Systems Command, but does notinclude publications provided to aviation activi-ties by other Navy Department systems com-mands and bureaus, by fleet commands, or bynon-Navy offices.

Section R comprises Allowances Lists andInitial Outfitting Lists of electronic equipmentand material required for the test and mainte-nance of aeronautical electronic equipmentswithin the Naval Establishment.

Section T is applicable to Navy and MarineCorps aeronautical maintenance activities andlists the allowance of special support equipmentrequired for maintenance support of assignedaircraft. A separate section T allowance ispublished for each manufacturer.

Section Z includes mobile electric power-plant spare parts and equipment and spare partssupport for aircraft support equipment.

The foregoing section list breakdown in-cludes only those sections of professional in-terest to the PR. The complete list includesallowance lists for arresting gear and catapults,photographic, aerological, etc.

ACCOUNTABILITY CODES

The accountability codes used in allowancelists and most Illustrated Parts Breakdowns areknown as Material Accountability RecoverabilityCodes (MARC). MARC's are assigned only toaeronautical provisioned items to reflect the ac-countability, recoverability, and repair policydetermined for an item of equipment or mate-rial required for the maintenance, repair, orrework of an end item. MARC is a systemwhereby a letter of the alphabet is used as aguidepost by personnel working with aviationmaterial. This system helps personnel to de-termine the proper method among the following:

26

I. Requisitioning material with regard toinventory control and fiscal accounting proce-dures.

2. Accounting for material while in use.3. Turn-in or disposition of material.4. Repair or overhaul.The following paragraphs define the various

material accountability codes.

B -- Exchange Consumables

Code B is applied to items which are con-sumable or expendable but normally requireitem-for-item exchange for issue after the ini-tial outfitting. Such items may contain preciousmetals, may be highly pilferable, or may behigh cost items.

C-Consumables

Code C is applied to all other consumable orexpendable items which do not require item-for-item exchange for replacement.

D Equipage. Support Type

Code D is applied to end items of supportequipment which are economical and practicalto repair on a scheduled basis through a majorrework activity. Code D items are maintainedon a custodial signature basis and must be sur-veyed when lost or missing or when beyondeconomical repair. After initial outfitting,Code D items require item-for-item exchangefor replacement. Every effort sinuld be madeto repair Code D items locally or through fleetsupport activities prior to turning in the itemto the supply system as non-RFI material.

EEquipage, LocallyRepairable, Support Type

Code E is applied to end items of supportequipment which are to be repaired locally bythe using or fleet support activity within theirassigned maintenance responsibility. Code Eitems are maintained on a custodial signaturebasis when in use, require item-for-item ex-change for replacement, and require surveyingwhen lost or missing. The cognizant NavAir-SysComRep may authorize repair of E itemsthrough customer service from a major reworkactivity in order to meet operational commit-ments.

Chapter 3SUPPLY

R-Equipage

Code R is applied to repairable (except enditems of support equipment) items which areeconomical and practical to repair on a pro-gramed basis through a major rework activity.Code R items are repaired by local activitieswhen the extent of the required repair fallswithin the maintenance capability of the activity.After initial outfitting, these items are issuedonly on an exchange basis or when necessaryto replace anitem expended by approved survey.

LEquipage, Locally Repairable

Code L is assigned to repairable items (ex-cept end items of support equipment) which canbe repaired by deployable squadrons withintheir assigned maintenance responsibility uponconsideration of the following factors:

1. Manhours .trid skills required to performthe repair.

2. Total cost. of providing necessary supportequipmentto perform the repair.

3. Total cost of providing necessary repairparts to perform the repair.

Items coded L are scrapped when economicalrepair is beyond local activity capabilities. Afterinitial outfitting, issues of Cock: L items aremade only when exchange procedures providefor turn-in of the replaced item or when neces-sary to replace an item expended by approvedsurvey.

AIRCRAFT MAINTENANCEMATERIAL READINESSLIST (AMMRL) PROGRAM

This program has provided for the develop-ment of data and documentation needed to deter-mine and establish firm support equipment re-quirements and inventory control of aircraftmaintenance support equipment. It provides forthe construction of an Individual Material Readi-ness List (IMRL) for each aircraft maintenanceactivity, by name, prescribing items and quan-tities of aircraft maintenance material requiredfor material readiness of that specific activityto which the list applies.

This program also provides for the construc-tion of material readiness lists to indicate thetotal quantities of each item authorized withinstations, logistic areas, and major operatingcommand areas.

27'

Within the AMMRL program there are sev-eral material readiness lists, however, onlytwo are discussed here.

The Application Data Material ReadinessList (ADMRL) is used to specify the require-ments for each item of aircraft maintenancesupport equipment against each level of main-tenance and selected ranges of each aircraft,engine, propeller, and system for which eachitem is needed. This data is developed primarilyfrom Aeronautical Allowance Lists. Throughthe use of electronic data processing machines,this data is used to develop Individual MaterialReadiness Lists.

The IMRL specifies items and quantities ofaircraft maintenance support equipment re-quired for material readiness of the aircraftmaintenance activity to whi: h the list applies.As previously stated, this list applies to an ac-tivity by nave. The NavAirSysComRep is re-sponsible for the preparation of the IMRL foreach activity in his cognizant area. It is pre-pared by extracting from the. AMMRL thoseapplicable portions which pertain to the specificaircraft and maintenance material assignmentsof the activity for which the list is developed.

The IMRL should be continually reviewedand updated by each activity to support currentand anticipated changes in aircraft maintenancesupport equipment requirements. Because theIMRL is continually reviewed and updated andapproved by the cognizant command, it is thefirm mandatory material readiness list of theactivity to which the list applies. The IMRL isactually a composite listing of the variousallowance lists previously discussed.

SUPPLY ACTIVITY

The mission of the Supply Activity is to sup-port the operational and maintenance effortsof the activity/ship. Stocks of aviation-orientedmaterial carried are tailored and replenished tothis end. Positioning, replenishment, and con-trol of stocks of material in maintenance areasare carried out as a result of joint decisions bythe Supply and Maintenance Officers concerned.They determine the range, depth, and relateprocedures. The Navy Maintenance and Mate-rial Mangement System requires that thecost of material used in maintenance be de-termined and accumulated in such manner anddetail that weapons system costing can bemeasured. Usage is finely defined as to stocknumber, within component, within system, within

AIRCREW SURVIVAL EQUIPMENTMA.N 1 & C

equipment/weapon/aircraft, in a par',Icularsquadron, located in a specific operational area,at a definite point in time. This data is used asan inventory management tool ito determinegeographic and strategic-distribution of stocksof material. In addition, the data is invaluablein establishing the material portions of workstandards in maintenance.

SUPPLY SUPPORT CENTER

Maintenance organizations have one point ofcontact with the supporting supply activity. Thissingle contact point is the Supply Support Center(SSC), which responds to all material require-ments of the maintenance organizations. TheSSC is an internal organization of the local sup-ply activity. It is made up of two sectionstheSupply Response Section and the ComponentControl Section.

Supply support is available consistent withthe operating hours of the maintenance activitiessupported. If maintenance is being performed24 hours a day, then supply support is available24 hours a day.

Supply Response Section

The Supply Response Section (SRS) is re-.sponsible for preparing all necessary requisi-tions (DD Form 1348) and related documentsrequired to obtain material for local maintenanceuse in direct support of weapon system mainte-nance. The maintenance organization verballynotifies the supply organization of the need disuch material. When material is availablelocally, the time frame for processing anddelivery is as follows:

Priority Process/Delivery Time

1-3 1 hr

4-8 2 hr

9-20 24 hr

The SRS is responsible for receipt, storage,and issuance of all ready-for-issue pool com-ponents. It is responsible for physical deliveryof RFI material to maintenance organizations,and the pickup of defective components from theorganizational maintenance activity and subse-quent delivery to the intermediate maintenanceactivity. Actual maintenance personnel are not

28

involved in the physical movement of materialbetween organizations.

;This section also performs technical re-search in regard to completion of requisitiondocuments as well as determining the status ofoutstanding requisitions and relaying this statusto the customer upon request.

Component Control Section (CCS)

The Component Control Section accounts forall components being processed in the inter-mediate maintenance activities. In addition,records will be maintained on the status of allrotatable pool components:

Supply Screening Unit (SSU)

It is the responsibility of the Supply Screen-ing Unit to initiate disposition action on com-ponents that cannot be repaired by the localintermediate maintenance activity. Componentswill be received from the activity with appro-priate record cards, logbooks, the fourth copyof the MAF, and the appropriate condition tag.Using li:-.4ings and directives from inventorymanagers, screening personnel will determinedisposition of the component in question, in-cluding prospective consignee and packagingand preservation requirements prior to move-ment of material. The CCS must be notified ofthe status of the component in order that theCCS file and/or record can be updated.

MATERIAL CONTROL WORK CENTERIn order to maintain an effective aircraft main-tenance program, a cooperative working rela-tionship must exist between production andsupply. Effective maintenance of complexweapons systems cannot be accomplished with-out an adequate material supply program. Amaterial control work center is provided in theOrganizational maintenance department to actas liaison between the maintenance departmentand the local supply activity.

The material control work center insuresthat proper parts, tools, and equipment areavailable to the production divisions in the re-quired quantities at the proper time. This workcenter must compile and analyze maintenanceusage data and furnish technical advice and in-formation to the local supply activity on theidentity and quantity of supplies, spare parts,and material necessary to accomplish the as-signed workload.

Chapter 3SUPPLY

MATERIAL CONTROL REGISTER

The Material Control Register is used byintermediate and organizational level materialcontrol work centers to record all material re-quested from the Supply Support CentE:r indirectsupport of weapon system maintenance. Spaceis provided to record essential information con-sidered necessary to monitor operating target(OPTAR) funds. This information includes partnumber, priority, quantity, price, date and timeordered, and date and time received. Mainte-nance control uses the time ordered and timereceived to help determine Not OperationallyReady Supply (Norts) time used in fulfillingreadiness reporting requirements.

MATERIAL REQUISITIONING

The Military Standard Requisitioning andIssue Procedure (MILSTRIP) and Unifor m Mate-rial Issue Priority System were developed bythe Department of Defense to provide a commonsupply language and more effective supply sys-tem operations within the military establishment.This system standardizes forms, formats, codes,procedures, and the priority system.

MILSTRIP employs two forms for the requi-sitioning and issuing of material. The SingleLine Item Requisitioning Document (Form DD1248) is the basic request document submittedto the applicable supply echelon for materialrequirements. The issue document is the SingleLine Item Release/Receipt Document (Form1348-1). Form DD 1348-1 is also used to returnRFI material to the supply system. As pre-viously stated, these forms will be prepared bythe Supply Response Section of supply for allmaterial requested in direct support of weaponsystem maintenance and by the material controlwork center for material requested in directsupport of weapon system maintenance.

Under the MILSTRIP priority system thereis no decision to be made in assigning priorities.The urgency of need combined with the unit'smilitary importance when applied to the prioritynumber chart (table 3-2) indicates the properpriority number and no deviation is allowed.

The force/activity designators representcategories of activities in descending order ofmilitary importance. ranging from the combatforces under I to the miscellaneous activitiesunder V. Every activity is assigned one of thefive force/activity designators according to

29

Table 3-2.Priority number chart.

Force/activity

designator

Urgenc y-of-n edcategories

A B C D

I 1 4 11 16

II 2 12 17

III 3 6 13 18

IV 9 14 19

V 8 10 15 20

their military importance. These designationsare as follows:

I - COMBATThe highest order of militaryimportance. This designator is not used inpeacetime unless approved by the President orthe Joint Chiefs of Staff.

II - POSITIONEDU.S. Forces positionedand maintained in a state of readiness for im-mediate combat or direct combat support.

III - READYU.S. Forces maintained in a.state of readiness to deploy fbr combat.

IV - RESERVE AND SUPPORTU.S. Activeand Selected Reserve Forces planned for em-ployment in support of approved joint war plans.This category includes training units and unitsin training for scheduled deployment.

V - OTHERSAll units not otherwise as-signed.

Force/activity designators are assigned bythe Secretary of the Navy, the Chief of NavalOperations, and Commanders irt Chief of Fleets.Authority to make assignments may be delegatedto Fleet Commanders with the exception ofI - COMBAT. Each activity is advised by theappropriate military commander of the assigneddesignator which governs the procurement ofmaterial for that activity.

The letters across the top of table 3-2 rep-resent different degrees of urgency, in descend-ing order of need, from an extremely seriousneed under A to routine stock replenishmentunder D. The urgency category is selected bythe requesting activity. Definitions of theurgency-of-need categories for aviation unitsare as follows:

A - Material and equipment for immediateinstallation or use to effect emergency repairs

AIRCREW SURVIVAL EQUIPMENTMAN 1. C

or replacement for an aircraft mechanicallyincapable of flight, or an aircraft incapable ofperforming its primary mission.

B - Material required to effect emergencyreplacement or repairs without which the op-erational capability of the activity will be im-paired and decreased effectiveness and efficiencyin accomplishing assigned operational missionsand tasks will result.

B also includes material required to effectemergency replacement or repairs withoutwhich the activity can operate only temporarilyas an effective unit in performing its assignedoperational mission and tasks. This includesmaterial required for aircraft overhaul workstoppage.

C - Material required for emergency re-pairs or replacement of specific units of inop-erative equipment or systems not essential tothe operational effectiveness cr safety of theforce/activity.

C also includes material required for sched-uled deployment.

D - Material required in preparation for op-erational readiness; n aerial required forscheduled maintenance of specific aircraft orsystem; material required for initial outfittingor filling of allowances; and all stock replenish-ment actions other than previously prescribed.

If a squadron or unit has been assigned force/activity designator III and a work center super-visor determines that a part or some materialis needed which, if not received, will impair thecapability of the aircraft to perform its assignedmission, then the priority assigned must benumber 6. The only other priorities availableto force/activity designated III units or squad-rons are 3, 13, and 18.

There are no allowable exceptions to theforce/activity designator governed prioritynumber system. Medical or disaster suppliesand essential clothing may be requisitionedunder priorities 3 and 6, respectively, by anyactivity regardless of its force/activity desig-nator.

MATERIAL TURN-IN

There are two main reasons for turning inmaterialthe first and most common is theturning in of a damaged, wornout, or otherwiseinoperative part in exchange for a like RFIitem; and second, returning of material forcredit, such as excess material or materialreceived in error.

30

When it is determined that a needed part isan exchange item, the old part should be cleanedof grease and dirt, drained, flushed, or purgedas necessary before turning it in.

When a defective repairable item is turnedin, the following forms are required: copiestwo, three, and four of the multicopy Mainte-nance Action Form and the Accessory and Com-ponent Service Record, when applicable. Thesupply department uses copy two of the MAFfor bookkeeping purposes. Copies three andfour of the MAF accompany the item to theintermediate maintenance activity. When re-pair is completed by the IMA, copy four of theMAF is attached to the RFI item and the itemis returned to the supply system.

If material being turned in is-no longer re-quired and is RF'I, a Single Line Item Release/Receipt Document (DD 1348-1) is submitted withthe item. RFI means ready for issue in all re-spects.

SURVEY OF ACCOUNTABLEMATERIAL

The Survey Request, Report and Expendi-ture, .NavSup Form 154, is the document usedto reevaluate or expend lost, damaged, deteri-orated, or worn material from the records ofthe accountable officer as required by U.S. NavyRegulations. Rules and regulations governingsurvey and the responsibility connected with theaccounting for government property are of pri-mary importance to every man in the navalservice.

The survey request provides a record show-ing the cause, condition, responsibility, recom-mendation for disposition, and authority to ex-pend material from the records. Rough surveyrequests are prepared by the person or depart-ment head responsible for the material to beexpended or reevaluated.

TYPES OF SURVEYS

There are two types of surveys with whichthe PR should be familiarformal and informal.Each activity normally prepares local regula-tions outlining the circumstances which deter-mine whether a formal or an informal surveyis made. However, the commanding officer mayorder a formal survey when he feels that cir-cumstances warrant such action.

Chapter 3SUPPLY

Formal Survey

A formal survey is required for those classesof materials or articles so designated by thebureau or office concerned, or when specificallydirected by the commanding officer. A formalsurvey is made by either a commissioned officeror aboard of three officers, one of whom, ard asmany as practicable, must be. commissioned,appointed in either instance by the commandingofficer.

Neither the commanding officer, the officeron whose records the material being surveyedis carried, nor the officer charged with thecustody of the material being surveyed, mayserve on a survey board.

Informal Survey

Informal surveys are made by the head ofthe department having custody of the materialto be surveyed. Informal surveys are used incases in which formal survey is not requiredor directed by the commanding officer. Lostor missing; items of flight clothing authorizedto nava) aviators on individual is sue basis (log-book items) are surveyed by inserting a briefexplanation as the cause and responsibility forthe loss on the DD Form 1348 to be submittedto the supply department for replacement. Thisstatement must be approved and signed by thecommanding officer of the unit to which theaviator is attached.

PREPARATION OF AREQUEST FOR SURVEY

A request for survey may be originated by adepartment, division, or section head, or adesignated subordinate, as prescribed by localregulations. Normally, requests for survey areoriginated in the department having custody ofthe material being surveyed. The initial surveyis made on a rough copy of NavSup Form 154. Astatement by the originator is placed on or at-tached to the request for survey. Included inthis statement is information relative to thecondition of material; cause or condition sur-rounding the loss, damage, deterioration, orobsolescence of material; responsibility forcause or condition of material, or reason whyresponsibility cannot be determined; and recom-mendation for disposition of material or actionto be taken.

31

Upon receipt of the rough copy,, the desig-nated group or section prepares a sufficientnumber of smooth copies of the request for dis-tribution in accordance with local regulations.The smooth survey request is filled in down tothe caption, "Action by Commanding Officer orDelegate." It is then forwarded to the com-manding officer who determines whether thesurvey will be formal- or informal. If formal,the survey request is forWarded to the designatedsurveying officer (s); if informal, it is forwardedto the head of department for survey action.

The statement by the originator as to thecause, condition, etc., is attached to the smoothrequest for survey for evaluation by the survey-ing officer(s). After the survey has been com-pleted by the head of department or surveyingofficer(s), it is returned to the commandingofficer for review action. After approval bythe commanding officer, the survey request isforwarded to the cognizant fleet command and/orsystems command for final review and approvalwhen so required. In the absence of specific in-structions, surveys are not forwarded to theNaval Air Systems Command for final reviewand approval.

After approval, the supply officer expendsitems as directed by the approved survey.

Requests for replacement of surveyed itemsmust be made on DD Form 1348, and must beaccompanied by a certified copy of the approvedsurvey request.

Culpable Responsibility

When a person in the naval service is foundto be culpably responsibleby a surveying officeror board, the reviewingofficer refers the entirematter to such a person for a statement. Thereviewing officer must then take such disci-plinary action as the circumstances require.He notes on the survey the action taken and in-forms the Chief of Naval Personnel and thesystems command concerned as to the disci-plinary action taken. In the case of officers,he must make recommendations as to the in-clusion of a statement of the action taken in therecord of the officer concerned and inform thatperson of the final decision in the matter. Ac-tion on the survey with respect to the materialinvolved must NOT, however, be withheld pend-ing disciplinary action. (See art. 1953, U.S.Navy Regulations.)

CHAPTER .4

WORK CENTER SUPERVISIONAND ADMINISTRATION

As a Chief or First Class PR, you will beassigned duties as parachute loft supervisor.The job of supervising the operation of a loftis a many-sided task. You must procure neededloft equipment, spare parts and other materials.You plan, schedule, and direct work assign-ments; maintain an adequate file of aeronauticalpublications; interpret and comply with bulletinsand other directives; maintain records and re-ports; carry on an instructional program forloft personnel; and instruct others in the use ofsurvival equipment.

Some of the necessary techniques have beenlearned through past experience. Others haveto be learned through self-Study courses andtechnical publications. The purpose of thischaptei is to acquaint the new or prospectivesupervisor with some of the more importantaspects of parachute loft supervision and ad-ministration.

OBJECTIVES OF SUPERVISION

The objectives of supervision are as follows:1. Operate with maximum efficiency and

safety.2. Operate with minimum expense and waste.3. Operate free from interruption and dif-

ficulty.While these are the primary objectives of

supervision, it is well for the PR who may beassigned these duties, to keep in mind the factthat his new assignment is important to himpersonally. It affords him an excellent oppor-tunity to gain practical experience toward eventual promotions.

OPERATION WITH MAXIMUMEFFICIENCY AND SAFETY

The operational efficiency of a work centeris dependent to a large extent upon how conven-iently the workspaces and equipment are ar-ranged in the work center. As some equipmentbecomes obsolete, and new equipment and newmodels of equipment ara phased into the work

32

center inventory, the efficiency increases to acertain extent, but may still be short of the fullpotential. Making a drastic rearrangement toimprove the utilization of a single piece ofequipment may not be economically feasible;however, a drastic change which results in im-proved utilization of several pieces of equip-ment may be worthwhile. The new work centersupervisor needs to make an evaluation of theexisting work center layout to assure himselfthat he has the most efficient arrangementpossible.

A supervisor should know his men's limita-tions and capabilities in order to get the mostwork from therri. He should exploit the capa-bilities of his best men in a twofold manner. Ifat all possible, he should assign a well qualifiedman to do a certain job and add to the teamother individuals who are less qualified but whoare professionally ready for advanced on-the-job training.

The supervisor must anticipate the eventualloss of his most experienced workers throughtransfers, discharges, etc., and offse. this bythe establishment of an effective and continuingtraining program. In addition to raising theskill level of the division, the training programinsures that personnel, otherwise qualified, areready for the advancement-in-rating examina-tion.

A work center safety program must be or-ganized and administered if the work centerto function efficiently. Current Navy directivesand local policies are quite specific as to theestablishment of safety training programs. Aworker is no good to anyone if he is in the sick-bay with an injury caused by unsafe work habitsand/or practices.

The keeping of accurate and complete recordsis another factor in the efficient operation of aparachute loft. This includes records of usagedata, work accomplished, and personnel prog-ress. The most efficient recordkeeper is onewho has enough records without having his filesbulging with useless and outdated material.

Chapter 4WORK CENTER SUPERVISION AND ADMINISTRATION

A knowledge of the principles of manhouraccounting is necessary in the efficient utiliza-tion of the manpower available. The supervisormust schedule his workload so that plannedabsence of keyworkers do not unduly interruptthe daily routine. Whew scheduling the workload,he must keep in mind the skill levels required forthe various tasks, and assign individuals to jobsin such a manner that the work still progresseswhen any worker is unexpectedly absent.

OPERATION WITH MINIMUMEXPENSE AND WASTE

The efficiency of any operation is directlyrelated to the expense involved. The workcenter supervisor has the responsibility forordering and accounting for spare parts andmaterial. He must impress upon his men theneed for being thrifty in the use of these mate-rials. There are many ways to economize, andthe supervisor and his senior petty officershould always be Gn the alert for opportunitiesto point out these ways to the less experiencedindividuals.

Methods of avoiding waste and unnecessaryexpense should be included in the work centertraining program.

OPERATION FREE FROMINTERRUPTION AND DIFFICULTY

The meetingof this objective depends largelyupon the extent to which the work center, files,and equipment are maintained. Equipment ingood working order, tools in good shape and ofthe proper type and quantity, and an up-to-datefile of applicable publications are all importantfactors contributing to a smoothly running para-chute loft.

The work center functions may be furthersmoothed by the judicious delegation of authn:ityto individuals next in seniority to the supervisor.The delegation of authority does not relieve thesupervisor of the final responsibility for the workaccomplishment. It is primarily a means of re-lieving the supervisor ;:if details. A supervisorwho allows himself to become too involved withdetails loses his effectiveness as a supervisor.

PLANNING WORK CENTERARRANGEMENT

The average chief or first class may neverhave the opportunity to plan the layout of the

33

loft in a new facility, In almost every case thenew supervisor takes charge cf an already func-tioning work center, or else,. when his squadronor unit moves to a new base, he and his creware usually assigned to spaces already equippedto service aviator's equipment. In either case,a reevaluation of the shop's layout is indicated.The reevaluation of the work center layoutshould include finding out from the applicableallowance lists if the work center equipmentallowances have been changed in any way. Thereis no use relocating equipment which involvesrewiring or plumbing work if improved re-placement models are authorized and available.

PURPOSE OF THE WORK CENTER

A basic consideration in planning a workcenter layout is the purpose of the work center.When more than one shop is available, thesupervisor must decide which work centers areto occupy the spaces and, if necessary, whichhave to share space, Of two spaces identical insize, one may, for example, be completely un-acceptable as a packing room due to the shapeof the space, or the ideal location for an oxygenshop may not be used for that purpose if thestructural design of the building causes exhaustduct installation problems.

The general function of the work center mustbe considered in the allocation of space andequipment. The ideal setup contains enoughspace to have the raft shop, sewing room, drylocker, packing section, and oxygen shops inseparate spaces in a centrally located area.Since this is not normally possible, the super-visor must decide what shops are to be com-bined and in what areas of each space appro-priate equipment is to be installed. This decisionshould be based on factors of safety, economy,functional compatibility, and convenience.

ARRANGEMENT

Following the determination of what shopsare to occupy what spaces or areas within aspace comes the arrangement of furniture andequipment for the various shops. This ar-rangement should be made on the basis of utilityrather than appearance. Moving an item ofequipment into an out-of-the-way corner maygreatly improve the appearance of the shop butat the same time reduce the efficiency of


personnel using the equipment and may possiblycreate a safety hazard. A good rule to followis to locate equipment where it can be safelyused by the greatest number of people with aminimum of effort in the least amount oftime.

Workbenches or tables should be positionedwith respect to fixed equipment so that theequipment most often used is most quickly andeasily reached.

Consideration should be. given to installingspecial lighting such as the explosion-proof,vapor-proof or interference-free types of light-ing near workbenches where specific and in-tricate regulator repairs are performed. Thisis also true for other special installations suchas oxygen outlets for various pressures, withgages and regulators available for the perform-ance of necessary tests of all types of regula-tors.

A system of stowing tools .oust be devised.An intelligent system cannot be set up withoutfirst determining from allowance lists whattools are required for satisfactory operation ofthe shop. The place for all tools should bemarked or otherwise specified, and everythingnot being used should be kept in its place.

The shop layout plan should make provisionfor an information or bulletin board upon whichmay be posted safety posters, maintenanceposters, instructions and notices, plans-of-the-day, and such other information as is appro-priate from time to time. The bulletin boardshould be located in a prominent place in theshop, preferably near the entrance where every-one assigned has to pass at one time or anotherduring the day. Material on the bulletin boardshould be changed frequently, expired noticespromptly removed, the current plan-of-the-dayposted early, and other posters and materialrotated periodically. If the same material ispresented in the sarne format every day, it isnot long before the men begin to ignore the bulle-tin board and purposes for having it are defeated.New arrangements are noticed and interest isstimulated with variety.

The Naval Air Systems Command, in con-junction with the Naval Ship Systems CoAnmand,is responsible for providing adequate aircraftmaintenance facilities ashore and afloat (in-cluding Aviators Equipment Work Centers).Volume 1, OPNAVINST 4790.2 (Series), pro-vides the policies, concept, organization, antiresponsibilities of the Naval Aviation Mainte-nance Program.

34

SCHEDULING AND ASSIGNMENTOF WORKLOADS

Among the most important factors with whichthe Chief or First Class PR is concerned as awork center supervisor are the assignment andaccomplishment of the scheduled workload. Hisobjective is the satisfactory completion of as-signed tasks in a reasonable length of time, andutilizing available men and materials as effi-ciently as possible. In order to achieve hisobjective, the supervisor must become skilledin estimating the amount of time to allow for thecompletion of each task and estimating the num-ber of workers required. He must realize theimportance of assigning both qualified and un-qualified men to the jobs, consistent with histraining program.. The supervisor must allowfor planned interruptions and yet not operate onso tight a schedule that minor, unplanned inter-ruptions completely disrupt his schedule. Thenumber of air groups, the parachutes assignedeach, and the Work Center equipment will haveto be taken into consideration in order to deter-mine the number of tables necessary to ade-quately carry out the prescribed packing sched-ule. To assure himself that the job is indeedsatisfactorily completed, the supervisor mustallow adequate time for the Work Center Col-lateral Duty Inspector to complete an inspection,prior to signing of the Work Request.

ESTIMATING TIME ANDPERSONNEL REQUIREMENTS

Most parachute loft tasks are of such a naturethat the quality and number of personnel as-signed to do them directly affect the time thatis required for completion. For this reason,time requirements and personnel requirementsare combined and discussed together in thissection.

ALLOWING FOR PLANNEDINTERRUPTIONS

During an average workday, occasions arisewhen personnel have to leave their workingspaces for one reason or another, thereby de-laying the completion of the scheduled work.Some delays can be anticipated, some cannot.Among the delays which can be anticipated aretraining lectures, immunization schedules, flightschedules, rating examinations, meals, andwatches or other military duties.


Before making personnel work assignments,the supervisor should determine what delayscan be anticipated. It may be possible to ar-range assignments so that work interruptionis held to a minimum. When estimating thecompletion time of a task, the supervisor shouldallow for these predictable delays.

INSPECTION OF COMPLETED WORK

All work completed by the parachute loftsis subject to inspection by the squadron or unitquality assurance inspectors. This fact in noway relieves the loft supervisor of the respon-sibility for checking on the quality of workaccomplished by his division. Frequent in-spections should be made during the progressof the work as well as after completion. Thesupervisor's inspection should provide affirm-ative answers to the following questions:

Is the work done according to currentdirectives?

2. Do technical materials used conform tospecifications ?

3. Is the job complete in all respects?4. Does the workmanship measure up to de-

sire, standards?.'hen parts or components are removed or

installed, the supervisor should insure that thenecessary functional checks are performed inaccordance with existing directives.

When the airc: 'f. maintenance task has beencompleted, the en leader is required to com-plete the Maintenance Action Form. An impor-tant function of the supervisor is to review andevaluate the completed MAF. The purposes ofthe supervisor's review and evaluation arelisted below, not necessarily in order of im-portance:

1. Determine completeness. Ascertain ifentries are made in every space required of hiswork center.

2. Evaluate the items on the completed MAF'swhich indicate that discrepancies have beenfound and corrected or parts replaced. Ascer-tain if causes were determined for each dis-crepancy and evaluate correctness of stepstaken to eliminate the causes. Determine if anycombination of discrepancies indicates improperoperation or incipient failure of a related part,component, or assembly.

3. Note manhours expended. Determine ifestimated maintenance time is realistically re-flected in the crew leader's report of manhoursused.

35

In addition to the duties and responsibilitiespreviously mentioned, the supervisor is re-sponsible for the 'following:

1. The production efforts of the work centeras assigned by maintenance control.

2. Maintain the work center register.3. Inform maintenance control of the status

of the workload.4. Insure that inspections.are performed by

Quality Assurance.5. Supervise production efforts of the work

center, and insure that qualified personnel,proper tools, and proper techniques are usedfor each job.

6. Expedite all requests for parts to mate-rial control.

7. Coordinate with material control the re-turn of defective components and applicablelogs/records to supply.

8. Conduct a training program for assignedpersonnel.

The work center supervisor is also vital tothe operation of the manhour accounting system.He is responsible for the accuracy of all infor-mation submitted by the work center. Manhouraccounting and other aspects of the 3-M Systemare discussed later in this chapter.

QUALITY ASSURANCE ANDINSPECTION PERSONNEL

Since the responsibility area of the super-visor is the middle ground between managementand men, it is incumbent upon him to initiate acidadminister a work center quality assurance pro-gram. His main o'Jjective is to improve thestate of training of his men until their mentalattitude is such that top quality workmanship be-comes second nat'lre. How successful he is inachieving this objective is determined by hisability and insight in the folloWing areas:

1. The assignment of the proper number ofqualified men to do the jobs, plus on-the-jobtrainees.

2. Making provisions for adequate on-the-job supervision and inspection.

3. Allowing adequate time to perform safe,high quality jobs.

4. Assuring himself that current directivesand publications on safety and aircraft modelconcerned are available and complied with.

5. Monitoring the training program withrespect to timeliness and completeness of cov-erage. Eliminating out -of -date training material


promptly and introducing important new materialas soon as possible after receipt without regardto lesson schedules.

These procedures should result in high qualityworkmanship by loft personnel and meeting ofspecifications and quality standards in the work.

Commandingofficers are responsible for theinspection and quality of material under theircognizance. The quality assurance concept isfundamentally the prevention of the occurrence/reoccurrence of defects. Achievement of qualityassurance depends on prevention, knowledge.and special skills.

There are two types of inspectors: QualityAssurance Inspectors, who are personnel per-manently assigned to the Quality AssuranceDivision as Inspectors; and Collateral DutyInspectors. who are assigned to a productiondivision such as the parachute loft, and have asecondary duty assignment to inspect work ac-complished within their assigned productiondivision.

Quality Assurance Inspectors are selected bythe Quality Assurance Officer. Collateral DutyInspectors are nominated by their division offi-cer and approved by the Quality Assurance Of-ficer after determining that the nominee isfully qualified to inspect the work for which heis responsible. All inspectors will be desig-nated in writing by the commanding officer andtheir qualification will be reviewed periodically.

It is not feasible for Quality Assurance In-spectors to inspect each job and each product.Accordingly, it is emphasized that an inspectionshould, in most instances, be accomplished bya Collateral Duty Inspector. However, no Col-lateral Duty Inspector should inspect work thathe has performed as a production worker. Thequality assurance officer is responsible for thecompleteness and adequacy of all inspectionsincluding those conducted by Collateral DutyInspectors.

PERSONNEL WORK ASSIGNMENTS

Work assignments should be rotated so thateach man has an opportunity to develop hisskills in all phases of loft work. When assign-ments are rotated, the work becomes moreinteresting for the men. Another good reasonfor rotatini, work assignments is that if onehighly skilled man performs all the work of acertain type, the supervisor and the work centerare ;t a great disadvantage in the event the manis transferred from the wo.!. center. Less

36

experienced personnel should be assigned towork with him in order to become proficient inhis particular skill. Also, in order to broadenhis knowledge of his rate, the expert on onejob should be rotated to other tasks when thereis no immediate need for his particular skill.

Strikers should be assigned to various tasksso that they acquire experience on all kinds ofjobs. A special consideration for the assign-ment of strikers to jobs is that they should beassigned progressively to jobs of ascendinglevels of difficulty. A striker may be a usefulassistant on a complicated job, but he may notunderstand what he is doing unless he hasworked his way up from basic tasks.

When parts or components are removed orinstalled, the loft supervisor should insure thatthe necessary functional checks are performedin accordance with the existing directives.

PLANNING FOR ADVANCED BASEOR FORWARD AREA OPERATIONS

A Chief PR must be able to prepare for ad-vanced base or forward area operations byestimating material and supplies, equipment,and manpower requirements.

In determining requirements for forward areaor advanced base operations, it is necessary toconsider the following:

1. Mission.2. Environment.3. Operating factors.4. The availability of existing facilities.A knowledge of the material and manpower

requirements as listed in the Advanced BaseInitial Outfitting Lists of Functional Compo-nents is very helpful. The functional componentis one of more than 354 standardized units ofthe system which the Navy has developed to en-able it to build and operate its advanced bases inthe least possible time and with a minimum ex-penditure of planning and logistic effort.

A functional component is a list of the re-quirements for the performance of a specifictask at an advanced base, and consists of acarefully balanced combination of material,equipment, and for personnel.

Each functional component is classified ac-cording to its primary function into 1 of 12major groups, including aviation. Each majorgrouping is identified by letter designation andtitle; the functional components contained ineach are identified by a combination letter,


number, and title designation. The major groupletter for aviation is H.

H components are designed to provide formaintenance, support, and operation of aircraftin an advanced area under combat conditions,and may be combined with other componentsto form several types of air stations.

Complete information and data are given inthe abridged and the detailed outfitting lists forfunctional components.

It should be apparent to the PRC that theadvanced base requirements may not be exactlyas they appear in the Advanced Base InitialOutfitting Lists. In order to use these lists asguides, it is necessary in most cases to alteror tailor them to fit the individual needs of theunit about to deploy.

Other necessary repair parts, supplies, andequipment may be determined from the outfittingand allowance lists for the aircraft or otherweapon system to be supported.

It is quite likely that the PRC may be re-quired to advise the personnel office in makingassignments of individuals to advanced baseor forward area operating units. It seemslogical that the number of PR's assigned to de-ploy be in the same ratio as the percentage ofsupported aircraft scheduled to deploy. Thismay be true if the proposed flight hours peraircraft of the detachment exactly eaual theplanned utilization of the remaining aircraft andif there are no significant environmental prob-lems to be overcome. The list of personnel as-signed to deploy should represent a cross sec-tion of the skill levels available unless specialmaintenance factors indicate otherwise. Theselection of personnel should be made as ob-jectively as possible so that the deployed unitmay function efficiently without working a hard-ship on the home group.

SAFETY

Operational readiness of a maximum num-ber of aircraft is necessary if naval aviationis to successfully perform its mission. Keepingits aircraft in top operating condition is theprincipal function of naval aviation mainte-nance personnel. It is essential that mainte-nance work be performed with a minimum ofinjury to personnel and damage to equipmentand aircraft.

Aircraft maintenance is inherently hazardousdue to the nature of the work, the equipmentand tools involved, and the variety of materials

37

required to perform many repairs and mainte-nance functions. Factors which can function toincrease or decrease these hazards are (1) theexperience levels and mental attitudes of as-signed personnel and (2) the quality of super-vision of the maintenance tasks. Thoroughindoctrination of all personnel is the most im-portant single step in maintenance safe workingconditions.

The concept of aircraft maintenance safetyshould extend beyond concern for injury to per-sonnel and damage to equipment and aircraft.Safe work habits go hand-in-hand with flyingsafety. Tools left in aircraft, improper torquingof fasteners, and poor housekeeping aroundaircraft can cause conditions which may claimthe lives of flying personnel as well as causestrike damage to aircraft. See'Ly on the groundis equally as important as salty in the air.

A recent type commander letter states inpart, "While the increased complexity of ourmodern aircraft is a factor, it is noted that alarge number of maintenance-error-causedaccidents and incidents are due, not to com-plexity of equipment, but to lack of supervisionand technical knowledge. Many mistakes aresimple ones in routine maintenance."

Safety in aircraft maintenance depends largelyupon the supervisory personnel. The standardsof quality which they establish are directly re-flected in the quality of the aircraft maintenance.The primary duty of the senior petty officers isto supervise and instruct others rather than tobecome totally engrossed in actual production.Attempts to perform both functions invariablyresult in inadequate supervision and a greaterchance of error. Supervisors must exercisemature judgment when assigning personnel tomaintenance jobs. Consideration must be givento each man's experience, training, and ability.

Sometimes overlooked in a maintenance pro-gram are the considerations generally groupedunder the term "human factors." These factorsare important in that they determine if an indi-vidual is ready and physically able to do worksafely and with quality. Supervisory personnelshould be constantly aware of condition such asgeneral health, physical and mental fatigue, unitand individual morale, training and experiencelevels of personnel, and other conditions whichcan contribute in varying degrees to unsafework. Not only is it important that proper toolsand protective clothing and equipment be avail-able for use, but also the insistence, by mainte-nance supervisors that they are used is of


increasing importance with modern high per-formance aircraft. For example, maintenancepersonnel are sometimes negligent in the wear-ing of protective cicWiing when transferring

oxygen."Technical knowledge also plays a large part

in a good maintenance safety program. Thecomplexity of our modern escape and survivalequipment systems demands the close attentionof well-informed and expert PR's; otherwise,our systems cannot be properly maintained.Technical knowledge is a function of educationand training which, incidentally, does not endwith graduation from Class A school. Gradua-tion is only the beginning. Any PR worthy ofhis rate and rating is continually training andlearning through self - study and application, andthrough a personal desire for proficiency andself-betterment. However, technical knowledgeby itself is not sufficient unless it is coupledwith an old-fashioned craftsmanship that re-ceives gratification and keen satisfaction indoing any job well. The PR who wishes to con-tribute to safety and reliability improvementmust know his job and must develop profes-sional pride in the quality of his work.

It is a continuing duty of every person con-nected with aircraft maintenance to try to dis-cover and eliminate unsafe work practices.Accidents which are caused by such practicesmay not take place until a much later date, andtheir severity cannot be predicted. The con-sequences may range from simple materialfailure to a major accident resulting in seriousinjuries or fatalities.

There are several areas in which the shopsupervisor can effectively work to ininimizeaccidents incident to aircraft maintenance.Among these are continuing inspections of workareas, tools, and equipment; organization andadministration of safety programs; correctinterpretation of safety directives and precau-tions; and energetic and imaginative enforce-ment of them.

INSPECTION OF WORK AREAS,TOOLS, AND EQUIPMENT

The parachute loft supervisor should dili-gently inspect work areas, tools, and equipmentto detect potentially hazardous and unsafe con-ditions and take appropriate corrective action.The PR may be working in the shop, in thehangar, or on the line, and all these areasshould be included in the supervisor 's inspection.

38

He siiould check for explosion or inhalationhazards caused by improper ventilation of work-ing spaces, or careless handling of materials.

Fire hazards present another serious prob-lem. "No Smoking" rules should be strictlyenforced. Ground wires should be installed onevery aircraft during maintenance to eliminatedalgerous static electrical buildups. Spilledoil, grease, and chemicals should be wiped uppromptly, and alI rags used in the processshould be disposed of in covered metal con-tainers.

Handtools should be in good shape, of theproper type, and used only for the purpose forwhich they were designed.

Insure that equipment is operated only byqualified personnel, and that all safety devicesand guards are installed and in good condition.The equipment should also be inspected for'broken or damaged components. Check to seethat periodic maintenance, servicing, and/orcalibration are up to date for those equipmentsrequiring it.

ORGANIZATION AND ADMINISTRA-TION OF SAFETY PROGRAMS

In accordance with the Navy policy of con-serving manpower and material, all naval ac-tivities are required to conduct effective andcontinuous accident prevention programs. Theorganization and administration of a safety pro-gram applicable to parachute lofts are part ofthe requirements of the loft supervisor. Thesafety program must be in accordance withlocal instructions and based on information con-tained in appropriate United States Navy safetyinstructions. Work methods must be adoptedwhich do not expose personnel unnecessarily toinjury or occupational health hazards. Instruc-tions in appropriate safety precautions are re-quired to be given and disciplinary action takenin case of willful violations.

The work center safety program generallyinvolves three areas of attentionposting of themost important safety precautions in appropriateplaces, incorporation of safety lessoIls in theformal training programs, and frequent c!!eckgfor understanding during the day-to-day super-vision of work.

Posted safety predautions are more effectiveif they may be easily complied with. For ex-ample, if a sign on a tool grinder reads "GogglesRequired," one or more pairs of safety gogglesshould be hanging within reach at the machine.


Similarly, the protective clothing poster in thewelding shop should be backed up with readilyavailable aprons, gloves, shields, etc.

Fixed posters and signs should be renewedfrequently and not allowed to become rusty,faded, or covered with dust and dirt. Generalsafety posters on bulletin boards and otherplaces should be rotated often to stimulate in-terest. Appropriate safety posters may be ob-tained from the Aviation Safety Center, Norfolk,Va. through your squadron or unit safety officer.

The formal safety training sessions shouldutilize films, books, visual aids, or any othersuitable technical material. The men shouldbe told more than just what or what not to do.Each safety subject should be explained in de-tail. The results of unsafe acts are usually themost dramatic and easiest to remember. Causesof accidents and contributing factors should bereviewed and analyzed. Many good ideas foraccident prevention have been developed intraining sessions.

An extensive series of lessons may be de-veloped over a period of time as latent hazardsare recognized. This will aid in keeping thesessions interesting while avoiding too frequentrepetition.

It may be well to mention the new man inthe work center at this point. A separate safetyindoctrination lesson which covers all the majorhazards of the work center should be given thenew man as soon as he reports for work. Nosupervisor with an effective safety programand an excellent work center safety recordwants to take the chance-that the new man mayget hurt. Thus, before attending the completeseries of safety lessons, the new man is giventhe separate safety indoctrination lecture.

In the third area of safety programadministration-followupthe supervisor doeswell tr, delegate authority to his subordinatepetty officers to assist him in monitoring theprogram. Also included in the followup area isa responsibility of the work center supervisorto inquire as quickly and thoroughly as possibleinto the circumstances of accident3 and reportsof unsafe practices and take action or makerecommendations.

INTERPRETATION OF SAFETYDIRECTIVES AND PRECAUTIONS

Commanding officers and others in authorityare authorized to issue special precautions totheir commands to cover local conditions and

39

unusual circumstances. These will be in addi-tion to those currently authorized general pre-cautions disseminated on a Navy wide basis.The work center supervisor has to apply bothsets of rules in the administration of his workcenter safety program.

Safety directives and precautions should befollowed to the letter in their specific applica-tion. Should any occasion arise in which anydoubt exists as to the application of a particulardirective or precaution, the measures to betaken are those which achieve maximum safety.

When new safety posters or precautions areposted, it is the responsibility of the work centersupervisor to correctly interpret their applica-tion to his men. In this way he is able to achievea unit of thought and action in the observance ofthe required safety rule.

The al. ganization's safety officer is availableto asf,ist in interpreting and suggesting ways ofimplementing various safety directives andprecautions. Current directives require that asafety officer or safety engineer be assignedas head of the safety department, division,branch, or section, whichever is applicable, atall shore stations.

In most instances the hazards involved andthe applicable precautions for a given type ofwork are the same whether the work is doneafloat or ashore.

ENVIRONMENTAL CONDITIONS

Regulated temperature and humidity condi-tions must be maintained in the parachute pack-ing section, storage facilities, and dry lockerwherever possible; advanced-base and tempo-rary facilities are the exceptions. The tem-perature and humidity in the parachute loft mustbe maintained within specified limits; ideal con-ditions in the packing loft and dry locker are atemperature of 75°F and a relative humidity of60 percent. The work center must be kept freeof dust and dampness and be well ventilated.Figure 4-1 illustrates the temperature- humiditychart, the shaded area outlines the allowableenvironmental limits.

These limits are affected by two variables;temperature and relative humidity. Recordingsof these variables must be taken three timesdaily, to insure that favorable conditions aremaintained; use the relative humidity andtemperature indicator shown in figure 4-2.

Weather conditions depend greatly upon theamount of water in the air. The water may be in


RELATIVEHUMIDITY %

100

90

80

70

60

50

40

30

20

10

30

Figure

UNACCEPTABLE(CONDENSATION)

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40 50 60 70 80 90

TEMPERATURE °F

100 HO 120

PR.4424-1.Packing loft and dry locker temperature humidity conditions.

PR.443Figure 4-2.Relative humidity and

temperature indicator.

three forms: gas, liquid, or solid. As gas it iscalled water vapor, which is invisible. Solid or

40

liquid water is visible as precipitation or asclouds, The water in which the PR is interestedis in a gaseous state.

The relative humidity of a volume of air isthe ratio (in percent) between the water vaporactually present and the water vapor necessaryfor saturation, at a given temperature. For ex-ample, air at 70°F can contain approximately8 grams of water vapor per cubic foot (its ca-pacity). If, however, it contains only 6 gramsper cubic foot (its absolute humidity), then it isonly 3/4 saturated and its relative humidity is75 percent. If the temperature of the airchanges, capacity also changes, and so does therelative humidity.

The ideal method for regulating air tempera-ture and humidity is an air conditioning system.To insure maximum effectiveness from the air-conditioning unit, continuous checks must bemade of the physical conditions of the parachuteloft.

HYGROTHERMOGRAPH

The hygrothermograph is the standard re-cording instrument used by the PR to recordtemperature and relative humidity in the drylocker.


The thermometric element of the hygro-thermograph is a phosphor-bronze tube of theBourdon type, which.is filled with alcohol. Asthe temperature rises, the liquid expands andcauses the curved tube, one end of which istightly clamped, to tend to straighten. Thisexpansion causes action in the opposite (free)end of tube which is attached to a link-and-lever assembly. This assembly controls a pen,the inked end of which is in contact with a re-volving, clock-operated drum fitted with a chart.In this manner, a continuous record of the tem-perature is traced on a graduated chart. (Seefig. 4-3.)

The humidity element of the hygrothermo-graph consists of separate bundles of the bestgrade natural blond human hair about 48 strandsin all, spread into 12 groups of 4 strands each.The hair element increases in length with risingor high humidities and decreases in length withfalling or low humidities. These changes in

length make it possible to make the humiditymarkings on a record chart.

The relative humidity hair element is se-cured at the lower end to a pivoted end clamp.This is similar to that of the temperature ele-ment and permits adjustment of hair tensionwhen setting to current humidity. The upperend of the element is attached to a small leverarm that operates the upper lever cam througha vertical link and lever arm to position thepen on the chart. The pen arm is of the pres-sure gravity type.

Both temperature and humidity are read ona hygrothermograph chart by first finding thepoint at which the appropriate printed timecurve intersects the humidity trace. (See fig.4-4.)

The intersection point is evaluated in termsof humidity by referring it to the closest of thehorizontal printed lines of the chart. Theselines correspond to the engraved markings

TEMPERATURE PEN ARM

k

IT- 5

HAIR ELEMENT

HUMIDITYELEMENT

ADJUSTMENT

TEMPERATUREADJUSTMENT

C "

HUMIDITYPEN ARM

Figure 4-3.Hygrothermograph.

41

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1. Temperature penarm.

2. Current temperatureadjustment arm.

3. Raise pen setting.4. Lower pen setting.5. Bourdon tube thermo

unit.

6. Hygro lever.7. Hygro link.8. Horizontal axis bearing

bracket.9. Counterweight.

10. Horizontal axis.11. Interpolating cam

levers.

PR.102

12. Cam spring.13. Humidity pen arm.14. Hair element

assembly.15. Lower pen setting.16. Raise pen setting.17. Humidity adjustment

arm.

Figure 4-5.Sensing elements of the hygrothermograph.

set up or down an equivalent of 10° or 20°.After making the adjustment, renumber thechart accordingly.

Keep the Bourdon tube of the temperaturesection clean at all times. Use a chamois clothand jewelers' rouge, but no abrasive. Keep thepen arm clean and penpoint inked.

43

The pen should be filled one-half full. Useonly the prescribed #10 purple instrument inkonthe pen for both the temperature and humiditysensing elements. In addition, you shouldperiodically inspect the pen arms of both sec-tions to see if they are bent. When they arebent, report the matter to your supervisor who


will take further action. Bent pen arms are onecause of erroneous readings.

HUMIDITY SECTION.Make a current hu-midity adjustment whenever the error exceeds5 percent. This adjustment is made by meansof the humidity adjusting screw. Remove halfof the error; then tap the instrument to reducethe effects of friction in the linkage system.Check the accuracy of the adjusted reading andrepeat the procedure as necessary.

There is some routine maintenance that youmust perform in the care of the humidity sec-tion. Clean and re-ink pens at the time the chartis changed, or more often if needed. Clean thehair element weekly, using distilled water ap--plied with a camel's-hair brush. When the hairelement is saturated, adjust the pen arm settingto 95 percent. Set the equipment aside for 48hours before placing it into operation to allowthe hair element to acclimate itself. This pro-cedure requires the use of a standby instru-ment. When the hair element is exposed to lowor high humidities for long periods, it tends tobecome brittle or lax. To renew its elasticity,wash the hairs with ether and then rinse thor-oughly with distilled water.

Periodically inspect the hair element forslack or broken hairs. If one hair of an endbundle is slack or broken, or if three hairs ofa center bundle are slack or broken, report thematter to your superVisor, because the hairelement needs to be replaced. Further, if oilor grease has come in contact with the hair ele-ment, the element should be replaced becauseoil changes the elasticity of the hair. The hairelement should never be touched with the hands.

The linkage pivots of the temperature andhumidity sections should be oiled every 6 monthswith one small drop of MIL-L-6085 oil. Thisoiling is best accomplished with a toothpick,because it prevents applying too much oil tothe pivots. Excess oil should be removed.

RECORDING SECTION.The main recordingequipment of the hygrothermograph consists ofthe chart drum, the chart, and the clock.

Wind the clock 14 half-turns (and never more)whenever the chart is changed. The clock. hasan 8 -clay clock movement. It should be.servicedonce a year by a qualified watch repairman.,Always store,. stand, handle, or ship the clockin the operating position.

The drum is, not interchangeable with any in-strument other another hygrothermograph.Remove it with care and install it with care.When replacing (installing) the drum on the

44

pinion, you must be careful to center it so thatit settles into place with a slight click. Whenyou adjust the position of the drum for a timeerror, lift the drum enough to disengage thegears. Then turn the drum clockwise so thatthe correct time will be to the LEFT of the pen.Then settle the drum in the gears and turn itslowly COUNTERCLOCKWISE until the righttime is under the pen. Never adjust the timeclockwise when the drum is on the pinion withgears engaged, because doing this will loosenthe clutch mechanism inside the drum and causethe drum to have too much play.

Change the chart on thefirst day of the monthand every 7 days after that at 0800 I.. r (localstandard time). Make time checks daily atevery 6-hourly observation. Do this by movingthe temperature pen arm up the width of twoprinted temperature intervals on the chart andthe humidity pen arm downward the width of twoprinted humidity intervals. You make the checksin order to determine if the instrument is ontime and indicating within the allowable amountof error. Keep in mind that the allowable errorfor time is 30 minutes. After you remove achart from the drum indicate all adjustmentsmade.

The hygrothermograph chart is very simplyinstalled and removed from the rotating drumof the instrument, which is spring-operated torun with the accuracy of a clock., Figure 4-6illustrates the steps used in mounting a charton the drum.

The hygrothermograph should be mounted ona horizontal platform, centrally located in thedry locker, with the base at least 3 feet fromthe deck as shown in figure 4-7.

PACKING AREA

The packing area is used for inspection, rig-ging and packing of parachutes and related com-ponents. These tasks must be acc:3mplishedunder regulated temperature and humidity con-ditions. Relative and specific humidity limitsmust be maintained to prevent condensation inautomatic parachute actuators, other metalcomponents, and static electricity building upin the parachute canopy materials.

Lighting the parachutelpft is very important.Fluorescent lighting has been found to be best,as it gives a flat bright light, free of shadows.Parachute nylon canopy material is subject todeterioration by sunlight and some form ofartificial lighting; therefore, parachutes should


Place chart on drumso left end of chart ispast clip slot.

3

Overlap the left endbringing lower marginagainst drum flangethe fell length of chart.

2

Hold chart with righthand. Wrap tightlyaround chart drum.

Slide chart arounddrum until overlappingend is aligned withclip slot. Snap springclip into place.

PR.103Figure 4-6.Steps in mounting the hygro-

thermograph chart on the drum.

not be exposed to fluorescent lights closer than5 feet for long periods of time. Protect para-chutes by keeping them under cover except whenbeing repaired.

STORAGE FACILITIES

Bins, shelves, and' cupboards must be pro-vided in the parachute loft to accommodatepacked or unpacked parachutes and components.These storage facilities should be of the closedcompartment type , large enough to contain singleparachutes and designed to allow storage of theparachute at least 4 inches from the walls and12 inche-S-Tfom the deck. The storage area mustbe well ventilated and free of dust and othercontaminants.

DRY LOCKER

The dry locker is used to condition para-chutes which have been subjected to excessive

45

PR.104Figure 4-7.Hygrothermograph mounted.

moisture. The dry locker must contain controlledenvironmental conditions. The parachute hoist-ing lines should be a minimum of 2 feet apart,and at least 12 inches from bulkheads.

For adequate lighting, the flush type, lowheat, incandescent light fixtures are recom-mended; the dry locker should be devoid ofwindows or skylights.

Recent changes in the Navy's parachute airingpolicy negated the mandatory requirement ofsuspending a parachUte in the dry locker for aspetified time period. However, the work cen-ter supervisor may exercise his own judgment


on the best method of conditioning a parachuteas to airing before repack.

TRAINING OF PERSONNEL

Training of loft personnel is a necessaryfunction and one of the most important respon-sibilities of senior PR's.

A Chief PR arid, in many cases, a FirstClass PR have regular and continuing respon-sibilities for the training of others. Even if asupervisor is fortunate enough to have a groupof men who are highly skilled and well trained,he finds that training is still necessary. Forexample, the training of strikers and lowerrated men for advancement-in-rating examina-tions is a continuing, never-ending process.Due to the Navy policy of rotation, the best menare eventually transferred and replacementsfor them received aboard. The replacements,in most instances, require training before theycan be relied on to take their places as effec-tive members of the shop organizations. Theseand similar problems require the loft super-visor to be well versed in the several aspectsof trainingable to set up as well as to conductan effective training program for assigned per-sonnel.

Specialized skills are required to maintainana operate present day weapons systems andassociated equipments. Some of the types ofprograms necessary for training personnel inthese skills are Navy School Training, Special-ized Contractor Training, and In-Service TraM-ing. For a discussion of these programs referto chapter 12, OPNAVINST 4790.2.

ORGANIZING A TRAINING PROGRAM

Organizing a shop training program involvessuch considerations as planning lessons andjob plans, selecting and qualifying instructors,making arrangements for classroom space,phasing the training program with the scheduledworkload, procuring visual and other trainingaids, and determining teaching methods for eachlesson or lesson series.

The subject matter areas to be included inthe shop training program are (1) materia re-lating to maintenance of aviator's equipment,(2) general material required by the men foradvancement-in-:...ting examinations, and (3)material relating to safety. In most cases les-sons fall under more than one of these subjectareas.

46

As soon as supervisory personnel have de-termined what publications adequately cover thesubject areas, the material must be dividedinto lessons, and lesson guides prepared. It isvery helpful to assign numbers to the lessonsand provide a personnel training progress rec-ord for each individual. These provide a handyindex as to the state of training of the workcenter personnel as a whole.

Whether the work center supervisor teachesthe lessons himself or assigns other petty offi-cers to conduct them depends on the state oftraining of his first and second class petty offi-cers. A requirement for advancement for thirdclass petty officers and nonrated personnel issatisfactory completion of the correspondencecourse based on Military Requirements for PettyOfficers 3 & 2, NavPers 10056-C. Chapter 8 inthat Manual sets forth some of the basic princi-ples of training in general and teaching in par-ticular.

An advancement requirement for second andfirst class petty officers is satisfactory com-pletion of the correspondence course based onMilitary Requirements for Petty Officers 1 & C,NavPers 10057-C. The latter training courseexpands and amplifies training theory and in-troduces job analyses, training aids, and testing.

As he prepares for advancement, the pro-spective First Class PR is required to demon-strate his ability to formally teach, use varioustraining aids, and to prepare and administerwritten tests. In order to demonstrate correctinstructional techniques the work center super-visor may elect to teach certain lessons him-self or assign them to a competent instructorfor the same purpose. Later he may assignless proficient petty officers as instructors sothat they may acquire the experience necessaryfor completing their practical factors for ad-vancement.

If at all possible, training sessions should beconducted at the same time of day and on aregular schedule. Factors to consider whenscheduling lessons are flight schedules, mealhours, watches, availability of classroom, andaircraft inspection schedules.

Some lessons are better suited for one typeof instructional technique than others. The typeof presentation for each lesson should be plannedin advance. This will alsofacilitate the rotationof the lessons among the petty officers who re-quire experience in teaching.

The effectiveness of aviation technical train-ing is greatly enhanced by the use of training


aids. The work center supervisor should al-ways be on the alert for scrap material that canbe converted to training aids with minimum ex-pense. He must be aware of the existence ofapplicable training films, and if they are avail-able, schedule them for showing in conjunctionwith specific lessons. The squadron or unitsafety officer or station safety engineer mayusually be depended on to supply training aidsin support of shop safety presentations.

When planning a training program, the super-visor should decide where the classroom ses-sions should be conducted. The space selectedshould preferably be in a quiet area, or at leastone with a minimum of noisy distractions. Thearea should be large enough to accommodate theexpected student load and be well lighted. Ade-quate ventilation will help keep the men awakeand interested in the presentation. Convenienceis another factor in the selection of classroomspace. Some of the desirable space character-istics may, on occasion, have to be sacrificedin order to find a classroom nearer to the work-ing area.

TRAINING PROCEDURES

Training procedures are of two generaltypesformal and informal.

Formal training is conducted in the class-room through lectures, supplemented by re-quired reading and implemented by the use ofall available visual aids. A schedule of train-ing is prepared and published periodically bythe maintenance officer. It lists the time of thetraining, the location of the classroom, namesof the men who are to attend, subject of thelesson, and the name of the instructor.

Lesson guides are prepared by the divisionofficer and chief or first class petty officerswho are qualified to do so. The lesson guidesshould contain the title, objective(s), time tobe consumed in presenting the lesson, list ofinstructional aids, list of references, outlinefor presentation, and a summary of the lesson.

When a petty officer has been assigned toinstruct a given lesson, it is his responsibilityto procure a copy of the lesson guide and fromit prepare his lesson plan. Lesson plans areprepared by each individual instructor, basedon the lesson guide and though they may differ.from instructor to instructor, they must ade-quately cover the subject.

Informal training is the practical instruc-tion of men in the performance of maintenance

47

tasks by means of demonstration and imitationunder personal supervision in the shop or onthe operating line. Nearly every maintenancetask that is undertaken presents an opportunityfor on-the-job training. The experienced menof the division are utilized as fully as possiblein demonstrating and imparting their skills tothe less experienced.

Under this system, the trainee has the op-portunity to actually do the job under the super-vision of an experienced petty officer'. The onlyequipment necessary is the job itself. It isnecessary, of course, that the instructor havean interest in the job and the skill to do it well.The striker or trainee learns by seeing the jobperformed, and he gains experience by having achance to participate in the accomplishment ofthe job.

The nature of informal training makes regu-lar scheduling impracticable. Actually, it isdone at every opportunity. A training syllabusis prepared under the guidance of the mainte-nance officer, with content and scope corre-sponding with practical factor requirements ofthe personnel. On-the-job training is reportedby the leading petty officer instructors and shopsupervisors to the division officers on the train-ing syllabus at regular intervals so that a closewatch may be made on individual progress. Therecords are for review by higher authority andthey point out the need for training in specialareas as well as certain practical factors. Thedegree of success in on-the-job training dependson the degree of recognition by each individualof his responsibliity to his outfit to impart hisskill and knowledge to the man who is trying tolearn.

PUBLICATIONS

Aeronautic publications are the sources ofinformation for guiding (naval personnel in theoperation and maintenance of all aircraft andrelated equipment within the naval establish-ment. By proper use of these publications, allaircraft and other aeronautical equipment canbe operated and maintained efficiently and uni-formly throughout the Navy.

TECHNICAL DIRECTIVES(LETTER TYPE)

In order to standardize the issuance of lettertype technical directives, a centralized systemfor control and issue of all technical directives


concerning modification, inspection, mainte-nance, or operating procedures, and limits ofall naval aircraft and related equipment hasbeen established.

Letter type technical directives contain in-structions of a technical nature which cannotbe satisfactorily disseminated by revisions orinterim revisions to technical manuals. Theseinstructions are disseminated in the form ofchanges or bulletins, or in special circum-stances, by interim changes or bulletins.

The title of a change or bulletin for aircraftand powerplants is made up of four parts. Partone is the aircraft or powerplant model desig-nation; part two, the appropriate title subject;part three, the word "Change" or "Bulletin";and part four, the sequential number.

The title of a change or bulletin for equip-ments consists of only three partsthe titlesubj_ict, the word "Change" or 'Bulletin," andthe sequentia' fa,mbc:r.

Interim changes and bulletin" -ire titled inthe same man... a:, changes and bulletins withthe exception that the word 'Interim" is included.

Interim bulletins and changes are issued inthe form of naval messages or speedletters.They disseminate information of a temporarynature pending issuance of a formal printedtechnical directive. These interims are notstocked or available through the publicationsupply system. They are distributed only toactivities which are directly affected by thechange, and are not to be ordered.

The title subject of a change or bulletin isone of the following, as appropriate:

AirframeAir Crew SystemAvionicsAccessoryPowerplantAviation ArmamentClothing and Survival EquipmentPhotographicSupport EquipmentPropeller

EXAMPLES:

BuWeps Aviation Clothing and SurvivalEquipment Bulletin 1-60 Am-1

Air Crew System Bulletin No. 160 Int.Air Crew System Change No. 17General Airframe Bulletin No. 1Support Equipment Change No. 289

48

Changes and bulletins are assigned numbersin numerical sequence by the Technical Direc-tives Control Center which is located at theNaval Air Technical Services Facility (NATSF),Philadelphia. Interim changes and bulletins arenumbered sequentially with formal changes andbulletins. The number of a change or bulletinissued to supersede an interim change or bulletinis the same.

Changes and bulletins often require amend-ment or revision. A revision is a completelynew edition of an existing directive. A reviseddirective bears the words "Rev. A," "Rev. B,"etc., as appropriate, todenote the first, second,etc., revision to the basic directive after thebasic directive number. Amendments are usedfor minor changes in the original directive. Thewords "Amendment 1," "Amendment 2," etc.,follows the basic directive number.

Changes and bulletins are automatically dis-tributed to all concerned activities through Nav-Weps Form 5605/2.

Changes and bulletins are issued by technicalpersonnel of NavAirSysCom and are based onContractor Service Bulletins, UnsatisfactoryReports (UR's) on material defects submittedby field service activities, or other letters ofrecommendation or proposed modifications fromfield service activities.

Changes are classified by various "action"categories. Bulletins may be assigned an "ac-tion" classification, but it is not mandatory.

The classification 'Immediate Action" is as-signed to directives which are issued to cor-rect safety conditions , the uncorrected existenceof which would probably result in fatal or seriousinjury to personnel, extensive damage, or de-struction of property. Immediate Action direc-tives involve the discontinued use of the aircraft,engines, or equipment in the operational em-ployment under which the adverse safety condi-tion exists, until the directive has been com-plied with. If the use of the aircraft, engines,or equipment will not involve the use of the af-fected component or system in either normal oremergency situations, compliance may be de-ferred,but should be accomplished no later thanthe next periodic inspection for the aircraft andno later than 6 months from the eate of issue forthe equipment. The Immediate Action directiveis identified by a border of red X's, broken atthe top center of the page by the words 'IM-MEDIATE ACTION," also printed in red.

The classification "Urgent Action" is as-signed to directives which are used to correct


safety conditions which, if uncorrected, couldresult in personnel injury or property damage.Such conditions compromise safety and embodyrisks calculated to be tolerable within narrowtime limits, and may or may riot necessitatethe imposition of operating restrictions. UrgentAction directives are identified by the words"Urgent Action" .printed in red ink at the topof the first page and a border of red diagonalsaround the cover puge.

Routine Action directives are directivesconcerned with equipment or procedural de-ficiencies of a material, either mechanic.:operational, or tactical in nature, the uncor-rected existence of which could constitute ahazard. Continued usage could 'have' an ad-verse effect on operational efficiency, reducetactical' or tactical support utility; or reduceoperational life and/or gen.eral service utiliza-tion of the equipment. Routine Action direc-tives are identified by the words "Routine Ac-tion" printed in black letters at .the top of thecover page.

Changes

A change is a technical directive used toaccomplish the following:

1. Direct the inspection of equipment thatcould result in replacement of parts of dif-ferent physical appearance or identity fromthat previously i:-.stalled,

2. Direct a part or material to be added,removed, or changed from the original con-figuration of the equipment or part that affectthe identity, physical appearanCe, or functionof the part or equipment.

3. Direct a part or material to be altered,relocated, or repositioned.

4.. Direct test or calib:Jation of parts orequipment that upon completion requires a re-identification of the parts or equipment.

97he contents of changes are presented in astandard format and written to specifications ina regular paragraph sequence. Fisted beloware the paragraphs in their usual order, ,togetherwith an explanation of their contents.

1. Title. Th.: title consists of the title sub-ject (previously discussed) and the sequentialnumber. EXAMPLE: Air Crew System ChangeNo. 107.

2. Subject. This is a short topical subject,usually beginning with a noun to indicate themajor component or system affected and end-ing wish a brief statement of the action required.

49

3. Reference. All previous correspondenceand publications relating to the change are listedunder this heading.

4. Publications Affected. This paragraphlists all publications, including existing tech-nical directives, Which are affected by tbischange.

5. Reason for Directive. Each change in-cludes a concise and complete explanation ofthe necessity for the change.

6. Application. This paragraph contains(when applicable) a statement of dependence uponconcurrent, prior, or subsequent incorporationof other changes or bulletins. And the majorcomponent that the change is to be made to.

7. Compliance. This paragraph contains astatement indicating when the change is to beincorporated, according to its action classifica-tion.

8. Man-hours Required. The man -hour re-quirements for the change are furnished in thisparagraph. This information is determinedfrom experience or trial modifications if pos-sil-.1e; otherwise, estimates are gil:en. Theman-hour data includes the time necessary forunp. 'sing new equipment, disassembly (gainingaccess to the work area), installation (accom-plishing the work), assembly (reinstalling partsremoved to gain access), and the necessary op-erational checks. Also included in this para-graph are the total man-hours and the recom-mended number of personnel required for theaccomplishment of the change.

9. Supply Data. The supply data section:.specifies the required kits, parts, materials,and special tools necessary to incorporate thechange. This data will include information rela-tive to kit or kits required per aircraft, modifi-cation of spares in stock,disposition of removedparts, and the size and weight of the kit or kits.

10. Detailed Instructions. This paragraphcontains both written instructions and illustra-tions as necessary for the accomplishment ofthe change.

.11. Identification. The method of marking orreidentifying the equipment or components whichare modified in accordance with a change is in-cluded in this paragraph.

12. Weight and Balance. Weight and balanceinformation shows either "no effect on weightand balance" or the effect of the change on thebasic weights.

13. Log Entry. This section contains a state-ment concerning the requirements for recordingthe accomplishment of the change.


14. Signature. Changes always have the au-thenticating signature of the Navy activity pre-paring the change.

Normally, the aviators equipment work centersupervisor does not have to concern himselfwith the ordering of the change kits if they arerequired. Standard aircraft maintenance orga-nization procedures provide for the material con-trol division to order such kits as are requiredwhen the change is routed to them for theiraction.

(rtizz,'"Bulletins

A bulletin is a technical directive containinginstructions and directions to accomplish in-spections, calibrations, tests, and adjustments,or additional instructions on standard rework,methods, limitations, and procedures which donot fall within the change definition. A generalbulletin may be issued in instances in which theinstructions and directions apply to a numberof different air crew systems, airframes, etc.

In the past, bulletins (like changes) wereissued when required, but were numbered nu-merically in calendar year series. Under thelatest instructions, bulletins are issued andnumbered in the same manner as changes.

Bulletins are presented in much the sameformat as changes except that the "action"classification is not mandatory on bulletins.Other items which are optional on bulletins arethe Supply Data ants Weight and Balance Datasections.

Interim Changes and Bulletins

An interim change or bulletin is a directiveissued to correct a safety or operational con-dition which embodies risks calculated to beintolerable or tolerable within narrow timelimits. Interim changes and bulletins are issuedby message to insure speedy dissemination.These directives may not contain the final solu-tion to the condition being experienced.

Interim changes and bulletins are issued onlywhen the action classification is Immediate orUrgent.

Interim changes and those interim bulletinswhich require continuing action are usuallysuperseded by a regular change or bulletin withthe same directive title and number within 90days from the date of issue. Interim bulletinsof a single action nature are not superseded bya bulletin. Changes and bulletins are canceled

50

by means of the NavSup Publication 2002, Sec-tion VIII, Part D.

INSTRUCTIONS AND NOTICES

Instructions and Notices are the two maintypes of directives provided for in the NavyDirectives System which was designed for thepurpose of providing a uniform plan of issuingand maintaining directives. Directives mayestablish policy, organization, methods, or pro-cedures. They may require action to be takenor contain information affecting operations oradministration. All Naval Air Systems Com-mand level (and above) originated directivesare distributed by the Navy Department Ad-ministrations Office, with certain exceptions.Each level of command below Naval Air Sys-tems Command level has an administration of-fice responsible for distributing that level ofcommand directives to its units or addressesbelow them.

Instructions are those directives containinginformation of a continuing nature, or requiringaction which cannot be completed in less than6 months. An Instruction has continuing refer-ence value and is effective until the originatorsubsequently cancels or supersedes it.

Notices are directives of a one-time naturecontaining information or requiring action whichis applicable for only a short time. The effec-tive period of time covered by a Notice is limitedto 6 months or less except when program re-quirements extend for a longer but definite pe-riod. In no case may a Notice be issued whichis effective for more than a year. Each Noticemust contain a specific, stated cancellation datefor record purposes.

Instructions and Notices are identified byoriginator and subject classification. A typicaldirective identification breakdown follows:

OpNav Instruction 3750.1A. OpNav indicatesthat this Instruction originated in the office orthe Chief of Naval Operations. The 4-digit num-ber 3750 is the subject classification number.This particular number indicates the series onFlight Safety. The number 1 indicates the num-ber of issues the originating office has issuedon this subject. (Notices do not have this num-ber). The letter A indicates the number of timesthis Instruction has been revised; i.e., A forfirst revision, B for second, etc. If the letterP precedes the subject classification number,it indicates that this is a pamphlet or booklettype publication. Example: P 5215.1A. The


security classification of a publication is alsoincluded in the subject classification number.Example: 5307.1 is unclassified, 05307.1 isclassified CONFIDENTIAL, and 005307.1 istypical of a SECRET directive.

There are 13 major subject classificationnumber groups, ranging from the 1000 group tothe 13000 group. The 13000 group is set asidefor aeronautical and astronautical material.Other important groups for the PR are the1000-Military Personnel, 3000-Operations andReadiness, and 4000-Logistics.

Changes to Instructions are accomplished byrevisions (major or substantial), changes (lim-ited, pen and ink or page replacement),and sup-plements which add to what is already in effect.Changes may, be either permanent or interim.

,Each command issues a 5215 directive semi-annually which lists -all directives by subject,subject number, revisions issued in the last 6months, and those in effect,

Directives are filed by subject classificationnumber, originator, and consecutive number.

WORK CENTER FILES

There are two general categories of recordsrequired of all shop supervisors. These includerecords required by the activity for operationalPurposes and those needed by the shop chieffor the efficient management of his shop. Itis advisable to keep the system of records assimple as possible and still maintain the neces-sary control: Too few records, however, canlead to uncertainty, encourage guessing, andsometimes lead to embarrassing situations. Inorder for records to be of maximum benefitand provide adequate control, it is necessarythat records and publications be filed in theshop in such a manner that they may be quicklylocated.

The Navy has adopted a filing system whichprovides a definite place for every piece ofcorrespondence and uniformity in filing through-out the naval establishment. In the relativelyfew years this system has been in use its meritshave greatly exceededany real or imagined dis-advantages. The filing system is an integralpart of the Navy Directive System. The 13major subject classification group numbers arefurther subdivided into primary, secondary, andsometimes, tertiary breakdowns. Each subjectgroup symbol must have 4 or 5 digits to becomplete. An example of subject classificationnumber breakdown is as follows:

51

13000Aeronautical and 'Astronautical Ma-terial

13400Systems, Components, and Acces-sories.

13480Parachutes and Aerial PickupDelivery, and Cargo TiedownEquipment.

13480.1P arac hut e: dispositionafter use by personnelfor emergency use.

While directives (Instructions and Notices)utilize the standard subject group classificationnumbers and breakdowns of the Navy DirectiveSystem, many other types of publications donot. When file material other than Instructionsand Notices are received in the shop, theyshould be assigned a file symbol based on thesubject group classification number as listedin SecNav Instruction 5210.11 and SecNav In-struction 5215.1A. The correct application offile symbols assures uniformity, in filing.

Personnel who have a working knowledgeof the subject classification system and themanner in which all records are filed can locaterequired material expeditiously at any activityto which they may be assigned.

The most important filing operation is classi-fying (assigning file symbols) since it deter-mines where papers are to be filed so that theymay be located quickly.' Each paper received inthe shop for filing should have the shop filesymbol assigned regardless of whether or nota file symbol already appears on it. The propercoding should be determined by the most im-portant,definite, or concrete subject mentioned;the purpose or general significance of the docu-ment; the manner in which similar documentsare sought; and the file symbol under whichdocuments of a similar nature are filed.

The actual filing responsibility should beassigned to one person in the shop. All ma-terial awaiting filing should be placed in onebasket only; and to avoid accumulations, shouldbe filed daily.

When material can be properly filed undertwo or more heactings, one or more cross-reference forms should be inserted in the fliesat the appropriate places to indicate just wherethe document is filed. The cross-referenceshould indicate the following:

1. Originator of the letter, serial number,file symbol, and date.

2. Addressor of letter.3. Subject of letter.


4. Addressee of letter.5. Where letter is filed.6. Brief of letter of applicable part of text.Extra copies of the basic document may be

used instead of the cross-reference form.Cross-referencing, while serving a useful pur-pose, should be kept to a minimum to conservespace.

Another handy tool for keeping shop files ingood order is the "file out" card. This may bea locally prepared form that is inserted into thefiles whenever a piece of file material is chargedout to another office, shop, or person, to helpkeep track of its whereabouts. All "file outs"should be checked periodically to prevent mis-placement of material. Care must be taken thatrecords are not released to unauthorized per-sons.

A ready index should be provided for theshop files so that material may be more easilylocated. The index should be set up accordingto the 13 major subject classifications in theNavy Directive System and further subdividedinto categories corresponding to the list ofstandard subject classification numbers con-tained in Sec Nav Instruction 5210.11 (Series),Navy- Marine. Corps Standard Subject Classi-fication System.

PROCUREMEI;T OF PUBLICATIONS

The. Navy has available publications that arespecifically prepared to assist maintenancepersonnel; however, either through lack ofknowledge of their 3xistence, the procedure forobtaining them, or plain indifference by super-visory personnel, the work center personnel areoften deprived of the benefits they are intendedto provide.

There are four main methods of procuringpublications relating to naval aircraft mainte-nance.

The first. method is initial outfitting. TheNaval Air Technical Service Facility.: will pro-vide the prospective commanding °filter of anewly cOmmissioneci or reactivated ship, sta-tion, or activity an outfitting of general aero-nautic publications. Normally this outfittingwill be furnished 6 months prior to commission-ing unless otherwise requested.

The second method is aeronatuic technicalpublication outfitting. An Aeronautic TechnicalPublication Outfitting Allowance consists oftho-e publications applicable to a particularmodel of aircraft. Initial distribution is provided

52

by the Naval Air Technical Services Facility toa newly commissioned or reactivated activity.Upon change in mission or aircraft custodywhich requires a different set of publications,the activity must submit a request to the NavalAir Technical Services Facility for an Aero-nautic Technical Publication Outfitting Allow-ance, applicable to the model designation of theaircraft involved.

The third method of procuring publications isthrough inclusion on automatic distribution lists.The Naval Air Technical Services Facility nor-mally provides for the distribution of certainfuture issues of new and revised publicationsdirectly to affected activities. Activities de-siring to receive future issues of new and re-vised publications must submit NavWeps Form5605/2, Mailing List Request for AeronauticPublications, to the Commanding Officer, NavalAir Technical Services Facility, 700 RobbinsAvenue, Philadelphia, Pennsylvania. AviatorsEquipment supervisors desiring to receive par-ticular issues, reissues, and revisions of pub-lications should make their requirements knownto the maintenance office so that they may beincluded on the next submission of Form 5605/2.

The fourth method of procuring publicationsis by ordering individual publications direct.The Single Line .Item Requisitioning SystemDocument (DD Form 1348 or DD Form 1348M)is used by activities when requisitioning manualtype publications on a one-time requirement.The use of DD Form 1348, DD Form 1348M, orDD Form 1149 will not result in being placed onthe automatic distribution list to receive futureissues of revisions of the publication ordered.

Detailed information concerning the avail-ability of aeronautic publications may be foundin the Naval Aeronautic Publication Index. Thecomplete index is made up of five parts, asfollows:

NavSup 2002, Section VIII, Parts C anu DNumerical Sequence List.

NavAir 00-500AEquipment ApplicabilityList, Volumes 1 through 7.

NavAir 00-500BAircraft Application List.NavAir 00- 500C Directives Application List

by Aircraft Configuration.NavAir 00-500DLetter Type Directives

Equipment and Subject Applicability List.NavSup 2002, Section VIII, Parts C and D,

contain a complete numerical listing of all_available naval aeronautic publications dis-tributed byNavAirSysCom and stocked for issueas of the date of publication. This numerical

Chapter 4 - -WORK CENTER SUPERVISION AND ADMINISTRATION

listing contains all available publications bycode number, title, security classification, anddate of issue. Publications are subdivided intosubject groups according to type of aircraft orequipment, or component thereof.

Part C contains a numerical listing of man-ual type publications. In addition a cross ref-erence index is provided in the back of Part Cto reference those publications which may be ofjoint interest to theNavY,Air Force, Army, etc.

Part D is a numerical listing of all letter typepublications.

NavAir 00-500AContains a cross referenceindex listing of NavAirSysCom publications ofaircraft components and related equipment ac-cording to model, type orpart number. The listcontains two lines 'of information for each item.Numbers are listed in strict alpha/numeric se-quence, except for several small sections.

An example of the use of the Equipment Ap-plicability List, NavAir 00-500A, is as follows:

A work center supervisor is having minordifficulties with an LR-1 liferaft. He goes to thetechnical library to look for information in the00-500A pertaining to that piece of equipmentbut he has no idea what the publication numberis of the technical manual he is seeking.

The only known bit of information about theliferaft isthe type numberwhich in this caseis LR-1. The PR selects the Equipment Appli-cability List Index 00-500A to find the applicablepublication, remembering that the index listnumbers are in strict alphanumeric sequence,the PR must screen the pages until-he finds theletters LR, the number 1 will appear in thesecond entry. Thus, LR1 appears in the firstcolumn on the top line. Reading from left toright the following information appears: Ven-dors Code and nomenclature, (Life Raft).

The second line furnishes the technical man-ual number (13-1-6.1); the code number, indi-cating the type manual-85, designating themanual as a miscellaneous type; the technicaldata stock number for requisitiomng the man-ual-0713-020-10100; and the availability code"A" indicating the manual is available and maybe requisitioned from the supply system.

NavAir 00-500B contains a listing of NavAir-SysCom technical manuals grouped accordingto their application to an aircraft. This part ofthe index does not contain a listing of any lettertype publications, and the manuals are listed bypublication number only.

NavAir 00-500C contains a listing of the ac-tive NavAirSysCom technical directives with

53

respect to their applicability to an aircraft. Itis arranged by aircraft series, by aircraftconfiguration, and by Airframes/Aircraft Bul-letin and/or Change numbers.

NavAir 00-500D contains a cross referenceindex listing of NavAirSysCom letter type tech-nical directives. There are two parts assigned;Part A, Equipment Index, and Part B, SubjectIndex..

Part Awill contain a listing of all activeNavAirSysCom letter type technical directiveson aircraft components and related equipmentby model, type, and part number. Each numberwill fall in alphanumeric sequence of its cog-nizant equipment series.

Part B will contain a complete listing ofactive NavAirSysCom letter type technicaldirectives by subject, arranged in the followingmanner:

1. Prime system.2. Component part of the system.3. Airframe title, Bulletin/Change number.

SECURITY OF CLASSIFIEDPUBLICATIONS

The problem of security of classified pub-lications in the work center files is generallylimited to ways and means of stowing,using,ac-counting for, and disposing of such publicationsin accordance with existing directives. Thebasic Navy security directive relating to thesafeguarding of classified information is theDepartment of the Navy Security Manual forClassified Infer mation,OpNav Instruction 5510.1(Series). Its provisions apply to all militaryand civilian personnel and to all activities of theNaval Establishment. The application of secu-rity measures regarding work center files maybe further influented by locally issued directiveswhich supplement' the basic directive.

All personnel in the Naval Establishment areindividually responsible for assuring that knowl-edge of classified information which they prepareor handle is made available only to persons whohave clearly established a legitimate "need toknow." Classified material is procured for thework center files because it is needed duringthe performance of some related maintenancefunction. Use of these publications by loft per-sonnel should be anticipated and steps taken toprocure security clearances for selected per-sonnel most likely to require the information.

The work center supervisor must initiateprocedures that insure him positive control of


all classified publications for which he is cus-todian. The first problem of custody is stowage.The Navy Security Manual discusses stowagecontainers of varying degrees of integrity. Alsoprovided in the manual are specific require-ments for safeguarding combinations and keysfor locks, as these, to various extents, affect theprotective capabilities of the different types ofcontainers.

Classified publications that are no longer re-quired in the work center should be returned tothe Classified Material. Control Officer for dis-position by transfer or destruction, as appro-priate.

PROCUREMENT AND CUSTODYOF EQUIPMENT

The Aviators Equipment work center super-visor is responsible for ordering maintenancespare parts and material, tools, and otherequipment necessary for the accomplishment ofassigned maintenance tasks. Necessarily re-lated to this responsibility are requirementsfor controlling the use of consumable materials,maintaining and accounting for tools and mate-rial held on a custody signature basis, and,whenrequired, the preparation and submission ofevaluation reports.

TOOLS

Ordering of tools is accomplished in muchthe same manner as ordering of aircraft spareparts. The need for a tool should develop duringa periodic tool inventory in order to eliminatea work delay which might develop if a requiredtool was first discovered missing or damagedduring the progress of a job.

Unlike aircraft parts, which should not bestocked in the work center, the SectionG Allow-ance Lists provide for each activity performingOrganizational Maintenance to have on hanct acertain quantity of tools. The applicable allow-ance lists should be cross-checked with a cur-rent tool' inventory and any deficiencies madeup as soon as possible.

In some cases, it may be determined thatsome tools on the allowance lists are not neededor that the allowed quantity exceeds actual re-quirements. In such cases, those tools shouldnot be ordered just to have them collect dust onthe toolroom shelves. In addition, excess toolsserve to complicate the periodic inventories.

54

INVENTORY AND RECORDS

When the work center is first set up and theinitial allowance of tools and equipment is drawn,inventory cards should be made upon each item.These cards should include the name of theitem, quantity, manufacturer, model, stock num-ber, date of acquisition, cost, and dates and na-ture of repairs and replacement parts.

Some items should be kept in the work centertoolroom or special cr.binet; others placed inindividual toolboxes ano issued to the workers.A toolbox inventory . ,,,ord should be preparedin duplicate with the original filed in the workcenter files and the duplicate copy placed in thetoolbox, preferably in an oil and grease resistantenvelope.

A monthly inventory should be conducted be-ginning with the toolboxes and ending with thetoolroom count. The periodic inventory shouldbe more than just an item count. Since eachitem is sighted, it provides an opportunity toascertain if the tools in actual use are beingmaintained in good repair. If they show evidenceof damage or improper use, appropriate cor-rective action should be taken. The men shouldbe encouraged to make good use of delay timeby tool maintenance and equipment servicing.

MAINTENANCE FORMS AND RECORDS

Maintenance record forms are provided toenable aircraft maintenance activities to sched-ule daily maintenance requirements, assignwork in a preplanned manner, establish respon-sibility for work performed, and record com-ponent replacement and discrepancies dis-covered as well as the corrective action taken.Most of the entries of these forms are made incode form. Their use makes:' to recording andreporting easier, faster, and more accuratesince there is no duplication. Information isrecorded once and only once by the workerhimself or in some cases by the supervisor.

ThiF system of maintenance data reportingis designed so that each worker, when accom-plishing a job, converts a narrative descriptionof the job into codes and enters the coded infor-mation on certain standard forms known as"source documents." These source documentsare collected and transmitted to a data servicesactivity where the information is transferredonto electric accounting machine cards. Thesecards are then used to produce periodic ma-chine reports, listing and summarizing the


submitted data. The reports are supplied tomaintenance supervisors to provide assistanceinplanning and directing the maintenance effort.

In order that the workers may easily convertnarrative descriptions of the actions they per-form into coded information onthe source docu-ments, the applicable codes are made readilyavailable in aformat which is easily understoodand easy to use. All of the codes are publishedin looseleaf binders which are called Work UnitCode Manuals. Each shop or work center nor-mally has several manuals for each type ofweapons system or equipment type they main-tain. The source documents that the work cen-ter personnel are required to use and a briefexplanation of the general use of each are givenin the following paragraphs.

MAINTENANCE ACTIONFORM (MAF)

Two maintenance action forms are in use.The single page form and the multicopy (fourcopy) form. The single page form is used pri-marily to record maintenance action not in-volving processing o reparable components oritems. The multicopy form is used to recordremoval and subsequent processing of a repar-able component or item within an Intermediatemaintenance activity. The design of this formpermits essential coded information to carbonthrough to succeeding copies.

SUPPORT ACTION FORM (SAF)

This is a single copy Electric Account Ma-chine (EAM) card which is utilized to recorddata related to manhours expended in accom-plishing repetitive, nonrepair tasks such asservicing, engine buildup, parachute inspection,cleaning, painting, etc.

MAN-HOUR ACCOUNTING

The effective use of available manpower isan important function of maintenance manage-ment. Man-hour accounting is an important partof the Maintenance Data Collection. System. Thepurpose of collecting man-hour data is to providemanagement with essential information neces-sary to more efficiently plan and direct the dis-tribution of assigned personnel.

This system is based upon the "exception"principle; that is, only the deviations or excep-tions from normal aie reported. Through the

55

use of master rosters, electric account ma-chine cards, and machine processed reports,the system provides summaries of the hoursexpended by maintenance personnel during thenormal working day or in an overtime status.Basically, the system is designed so that thenormal working hours for each person assignedto the maintenance activity are allotted or as-signed to work centers by types of labor at thebeginning of each reporting period. Exceptionsfrom these normal working hours, or labortypes, are reported by use of Man-hour Ac-counting (MHA) Cards. Data processing ma-chines add or subtract the exceptions reportedon the MHA Cards from the initial man-hourallotment. These exceptions and the workinghours allotted at the beginning of the periodserve as the basis for the daily and monthlyman-hour accounting reports mentioned in theforegoing. These reports are forwarded to themaintenance officers and supervisors for vali-dntion and utilization. Each supervisor andworker must thoroughly understand the impor-tance of the system, its operation, and the needfor continual accuracy. Detailed instructionspertinent to the content and use of man-houraccounting reports are contained in the follow-ing paragraphs.

At the beginning of each reporting period,generally the first of the calendar month, man-hours are _assigned to every work center towhich personnel are assigned. These man-hours are based on an 8-hour work day 5 daysper week for every person assigned. Not in-cluded in these "Original Assigned Manhours"are any hours for work on Saturdays, Sundays,or holidays during the month. If every personassigned to the work center could be continuouslyemployed throughout the month during all thetime available for work, there would be no needfor man-hour reporting, as the time would be ac-counted for on the Maintenance Action Form.Since continuous employment is not possible,each worker must report what he did when hewas not working during any period in excess of20 minutes, or approximately three-tenths ofan hour.

To simplify reporting of hours spent in alabor category other than that for which as-signed, a group of MHA Cards is provided forevery worker assigned. A card is initiated eachtime a person excepts from normal for a periodin excess of three-tenths of an hour and is com-pleted at the end of the exception. The mostfre-quent exceptions requiring the submission of


MHA Cards are (1) each time a person is as-signed to, or transferred from, a work centeror organization, (2) each time a person per-forms work in other thanhis regularly assignedlabor code, (3) each time a person is absentfrom his work center for nonmaintenance pur-poses such as watches, leave, sick, specialliberty, etc., and (4) each time a person worksovertime during a single work day or on his dayoff (holiday. Sunday, etc.).

MHA Cards are, for the most part, pre-punched and preprinted. However, handscribedcards have a place in the system.

Handscribed MHA Cards are normally-usedto report (1)newly assigned personnel, (2) tem-porarily assigned personnel, and (3) wheneverprepunched, preprinted cards are not available.

The use of the blocks and spaces on the MHACard, MAF, and SAF are discussed inOpNavinst4790.2, Volume III, Chapter 2.

TECHNICAL DIRECTIVECOMPLIANCE FORM (TDCF)

The TDCF is a single page form that is usedto document all technical directive maintenanceactions. It will also be used by reporting custo-dians for preplanning workload and materialrequirements and for configuration accounting.Data obtained from the form will allow identifi-cation of all direct man-hours expended comply-ing with Technical Directives. MaintenanceControl will originate sufficient copies of theTDC form upon receipt of each approved appli-cable Technical Directive. A sample of theTDCF as it applies to the Aviators Equipmentwork centers is shown in figure 4-8. Informa-tion for completing the form can be found inOpNavinst 4790.2 (Series).

REGISTERS

In addition to the source documents, mainte-nance and material control registers are pro-vided for utilization by supervisors to provideessential information needed to control themaintenance and material procurement efforts.They also provide a method to monitor docu-mentation of these efforts. The registers speci-fied for use in maintenance data reporting (MDR)are as follows:

1. Organizational Maintenance Control Reg-ister.

2. Organizational Work Center Register,

56

3. Organizational and Intermediate MaterialControl Register, and

4. Intermediate Maintenance Register.

MAINTENANCE INSTRUCTIONFORM

..OpNav Form 4790/35 is provided for use bythe maintenance administrators as the standardform for the interpretation and/or amplificationof technical directives and maintenance require-ments received from higher authority. Theseforms may also be ,ised to issue local technical

. instructions. The maintenance instruction isusually prepared by the cognizant division; how-ever, it may be drafted by any division desig-nated by the Aircraft Maintenance Officer. Areview of the draft should be conducted by thequality assurance division as well as the main-tenance control division prior to approval bythe aircraft maintenance officer.

The maintenance instruction must be pre-pared carefully, with attention to the preceptthat it is the instrument by which the divisionofficer directs his men. Command directivesin the form of messages are often so brief that,to be understandable at the working level, theyneed considerable amplification and backgroundinformation. On the other hand;lengthy and de-tailed directives prepared for all aviation ac-tivities may be received. Only parts of thesedirectives may be applicable locally, and thedirectives need condensation and selection toadapt them to local conditions. Three purposesfor which the maintenance instruction may beused are as follows:

1. Work of a one-time nature, which requiresthe issuance of a Single Action Maintenance In-struction (SAMI).

2. Work that may recur at intervals, forwhich a Continuing Action Maintenance Instruc-tion (CAMI) is issued.

3. Whenthe need* arises to disseminate tech-nical information within the activity, a TechnicalInformation Maintenance Instruction (TIMI) isissued.

MAINTENANCE REQUIRE-MENTS CARDS (MRC)

The prescribed maintenance requirementsas promulgated in the Periodic MaintenanceRequirements Manual are presented to the main-tenance man in the form of Maintenance Re..quirements Cards (MRC's). Each MRC contains


TECHNICAL DIRECTIVE COMPLIANCE FORM .

SPRAY FERN 4790/43 (10-65) 4Es oic777oasoo_

,

1.....::

1 .OR CONTROL ...WADER

T99-0238-164

2 7 'PE

EQUIP.

YPAA

3. BU/SER NO.

0

4. ACTIONORG

T99

5. WORKCENTER

800

6. MAINTENANCE LEVEL2 3

LORG ra INT DEP

7. ACTIONDATE

O2 386 EY676,1

91.

9 STATUS

C

10. pIR7ocEmS

4-

II . MAN 11115

1.0.12. EMT

1.013, INTERIM

IR"" 67 264 I I I 100

15. CORR

.,6 OLD ITEM

I ..r58 2 SCR tAL NUMBER

47 N

.1

H ITEM'

14SGP .2 SERIAL NUMBER

3 PART NUMBER .3 PART NUMBER

,. f'..

A PRI

2

B PRIMARYWORK CENTER

SOO

C. AS51574117 WORK CENTERS

I

I

D. BY DATE

0240

E. EST M/H

0.3'

F. CREW.512E

1

G KIT REDD.. YES in NO

H. SE RECD.

yEsri No

REMARKS

.

--"

ee

itSI

A MATERIAL/KC, STOCK NUMBER B. DATE ORDER'.. C. STUB NO. D. DATERECEIVED

F. 'ISSUED BY

E. REMARKS

None Required

G. DELIVERED BY

H. DATE

,..

il

A EIATuS C REMARKS

Comply withG-STATUS CODES

A-ASSISTING WORK CENTER

SAM1,CAY1

16-70 LACSB-264

C- COMPL I ED WITH

D-DOES NOT APPLY

U. ACCOMPLISHED BT .

,..7. .. . Ceti ...,...,,,-,

E. INSPECT By

(1. -eF. P- PRE VI OUSLY COMPLIED WITH

-WORK IN PROGRESS

.4

A COMPLIANCE RECORDED ON HISTORICAL RECORDS

LOG ACCESSORY CARD

9. DATE SIGNATURE

C. CONFIGURATION FORM

YES A NO

DATE SIGNATURE

4.19.1

Figure 4-8.TDCF Work Center copy.

one or more detailed maintenance requirements.Illustrations, clearances, tolerances, charts,and part numbers are included when required.All minimum requirements for the accomplish-ment of any particular pei Jic maintenance task(Preflight, Postflight, Daily, Calendar, Special, .or Conditional inspection), or portions thereof,are contained in a set of these cards. The workplan, or order of performing .the requirements,is prearranged in two manners.. The Preflight,Postflight, and Daily inspections are performeditem by item in sequential order arranged onconsecutively numbered cards. The Calendarinspection work is controlled by order of ar-rangement of the items on the MRC's, and in

57

PR.444

addition, employs a Sequence Chart for schedul-ing of the cards. The Calendar MRC's are notnecessarily scheduled in cardnumber sequence.

No part of any scheduled maintenance iscertified or signed off on the Maintenance Re-quirements Cards. Therefoie, the cards maybe used as many times as their condition per-mits.

Locally established periodic maintenancerequirements,' not covered by the publishedMaintenance Requirements Card sets, can beadded in two ways; (1) The requirement can beadded to existing cards. This will necessitatean adjustment to the individual card time, plusa possible adjustment of the Sequence Chart of


the card in the Calendar sets or (2) by the useof blank cards provided for this purpose. Whenusing this method, the new cards generated atthe local level can be numbered consecutivelyfollowing the last number of the published set(with the designation "local")., or assigned suf-fix numbers .1, .2, .3, etc., which are added tothe number of the related cards of the publishedset (also with the designation "local").

A Master File Copy of current MaintenanceRequirements Cards must be maintained withinthe aircraft maintenance department. Thismaster file copy will reflect all revisions tothe published card sets plus locally added re-quirements. The quality assurance division isnormally charged with this responsibility.

UNSATISFACTORY MATERIALCONDITION REPORT (UR)

The Maintenance Data Collection Systemprovides data required for reporting routinedefects and failures. The Unsatisfactory Ma-terial Condition Report (UR), Op Nav Form4790/47, is used for special situations asfollows:

1. Report hazards to flight safety. The re-port in such instances, will serve as a followupto a flight 'safety message.

2. Report errors and omissions in aircraftequipment manuals.

3. Report aeronautical equipment found dis-crepant as a result'of design deficiency, faultymanufacture, faulty overhaul, or faulty preser-vation/packaging.

4. Make special reports on any weapon sys,tem or equipment specifically requested by theNaval Air Systems Command for special re-liability studies.

The UR, Op Nav Form 4790/47, is a four-part, carbon interleafed, snap out form. De-tailed instructions for preparation and submittalof the UR form are printed on the cover of eachset.

SEVEN/FOURTEEN DAYINSPECTION TAG

The 7/14 day inspection tag is used to recordthe 7/14 day inspection. Information recordedmust include the inspector 's full name, rate , anddate of inspection. Each time a 7/14 day inspec-tion is performed the old tag must be discardedand a new tag affixed. Tags must be securedsnugly to a spring opening band by using a

58

surgeon's knot backed up with a square knot.Position the tag under a spring opening band sothat the date of inspection, recorded at the topof the tag, will be visible.

For more detailed information on the 7/14day inspection refer to the Aviation-Crew Sys-tems Personnel Parachute Manual, NavAir13-1-6.2.

PARACHUTE HISTORY CARD

The parachute history card, NavAir Form104790/7, must provide a complete record ofthe service, maintenance, and custodial descrip-tion of a parachute assembly. The card mustlist historical data elements and perform acomplete documentary function necessary toprovide evidence of inspections and maintenancetask accomplishments.

Required entries that must be recorded onthe Parachute History Card are as follows:

1. Parachute serial number.2. Manufacturer.3. Date of manufacture.4. Contract number.5. Type of parachute.6. Part numbers of the canopy, harness,

pack,'and pilot chute.7. Date that the parachute assembly was

placed into service.8. Automatic actuator type and serial num-

ber, date of installation, expiration date, timedelay, cartridge load lot number, and inspec-tion cycle. This information, in part, must berecorded in the upper right hand corner of thecard front.

9. Repairs, modifications, and changes.10. Signature of person performing modifica-

tions.11. Date, place, and signature of person pack-

ing the parachute.NOTE: The 7/14 day inspection data must

not be recorded on the Parachute History Card.For more detailed information on the Para-

chute History Card, refer to the Aviation-CrewSystems Personnel Parachute Manual, NavAir13-1-6.2.

SHOP PROCESS CARDS

Shop Process Cards contain maintenance in-formation pertaining to the minimum require-ments for the performance of any particularperiodic maintenance task. The cards may de-pict the following:


1. Illustrations.2. Clearances.3. Tolerances.4. Charts.5. Part numbers as required.Shop process cards act as a ready reference

and the work plan, or order of sequence in per-forming the maintenance work requirements, isprearranged for the type of aircrew survivalequipment being serviced.

Each step of the maintenance task, publishedon the shop process card, includes a paragraphnumber that refers to the applicable paragraphin one of the NavAir 13-1-6 (Series) AirCrewSystems Manuals.

59

Shop process cards are provided in separatedecks for the type of equipment being serviced.Maintenance task accomplishments are not cer-tified on the shop process cards; therefore, thecards may be used as often as their conditionpermits.

Provisions are made for adjustment or addi-tions to the existing cards and for use by Col-lateral Duty or Quality Assurance inspectors.Work must not proceed past the inspectionpoints indicated on the shop process card with-out approval of the inspector.

Master file copies of the Shop Process Cardsreflecting all revisions to the published carddecks plus locally added requirements aremaintained by the Maintenance Department.

CHAPTER 5

Mi$CELLANEOUS PARACHUTES AND EQUIPMENT

MISCELLANEOUS EQUIPMENT FORREPAIR AND UPKEEP OF PERSONNEL

AND NONPERSONNEL PARACHUTES

Many of the items of equipment necessary torepair and maintain personnel parachutes arethe same as those required for nonpersonnelparachutes. Therefore, fabric, tapes, webbing,thread and cord, 2nd hardware for both-typesare included in this chapter.

NYLON THREAD

Nylon thread conforming to MIL-T-7807B-1is used in the maflufacture and repair of alltypes of parachutes. The minimum breakingstrength in pounds for nylon threads and cordsare as follows:

Thread size Cord size

A 2.75 pounds 3 24.00 poundsB 5.50 pounds 6 50.00 i,ounclsE 8.50FF 16.00 pounds

NYLON CORD

Cord conforming to MIL-C-5040B(ASG) isused for suspension lines for pilot chutes andmain parachute canopies. Type I cord., with abreaking strength of 100 pounds is used forpilot chutes, and type III cord (550 poundsbreaking strength) is used for all suspensionlines of personnel parachutes. Cords used forsuspension lines of nonpersonnel parachuteûsually conform to the specifications outlinedin the specification for the particular parachutein question.

NYLON REINFORCING TAPE

Reinforcing tape must conform to MIL-T-5038C. These tapes have many uses such asedgings, making hesitator loops, parachute con-tainer reinforcement, and general strengtheningof stress areas.

60

Many tapes can be identified by their weave.For. instance, type II is a plain weave. Type IVis composed of two ground warps. Type VI is aherringbone type which differs only slightlyfrom type IV.

Type II is 3/4 inch wide and has arninimum.breaking strength of 400 pounds. Type IV tapecomes in both 1-inch and 1 1/2-inch widths.The 1-inch width has a breaking strength of1,000 pounds, while the st:ength of the 1 1/2-inchwidth is 1,500 pounds. .Type VI tape is 3/4 inchwide and has a breaking strength of 425 pounds.

NYLON WEBBING

Soft textile nylon webbing is used for con-structing parachute harnesses. This webbinghas a tensile strength of 6,000 pounds, is olivedrab or sage blue, and is 1 23/32 inches wide.The webbing used in the construction of drag(deceleration) chutes and various cargo slingsis usually type VIII cotton.

NYLON TUBULAR WEBBING

Tubular webbing is neutral in color and isused in reinforcement of the parachute canopy.It is manufactured in several widths and tensilestrengths to meet various demands. The mostwidely used in the Navy are:

1/2-inch9/16-inch1-inch

1,000 pounds tensile strength.1,500 pounds tensile strength.3,000 pounds tensile strength.

The 1/2-inch webbing is used as a pilot chuteconnector cord replacement on all parachutes,except the MBEU, which uses the 9/16-inch

The 1-inch width is used for reinforcingthe skirt hem,

For proper webbing use, refer to the follow-ing specifications:

MIL-W-4088B (USAF).MIL-W-6134B.MIL-W-5625D.

Chapter 5MISCELLANEOUS PARACHUTES AND EQUIPMENT

NYLON PARACHUTE CLOTH

Unless otherwise specified, parachute clothis neutral in color. It is manufactured in ac-cordance with the requirements in SpecificationMIL-C-7020D. This specification states that themaximum weight of parachute cloth can be nomore than 1.1 ounces per square yard. Theminimum breaking strength can be no less than42 pounds per inch of width, and the minimumtear resistance is 5 pounds for both warp andfiller thread. The air permeability in cubicfeet per minute per square foot of cloth is 80 to120.

HARDWARE

Hardware for use in the manufacture of para-chute harnesses must conform to SpecificationMIL-H-7195. PR's are seldom required to re-place a piece of hardware on a parachute har-ness. Therefore, since there are so manyconfigurations of this type of hardware, noattempt will be made to cover it in this manual.Should it be necessary to replace a piece ofhardware, be sure that the item used is theexact item called for in the specification cover-ing the harness being repaired.

Surveyed harnesses may be cut up and thehardware salvaged for future use on locallymanufactured rigs such as halyards, cargo dropslings, etc.PARACHUTE ACTUATOR

The Master Specialties actuator is a pyro-technic device, utilizing energy 'derived froman explosive cartridge to wHildraw the ripcordfrom a packed parachute. Firing of the car-tridge is controlled by an aneroid assemblywhich functions at a present altitude (14,000 feet)to release the firing mechanism.

Maintenance of the Master Specialties actua-tor is limited to the replacement of exploded oroutdated cartridges, visual inspection and re-placement, when necessary, of Teflon seal andcartridge after firing, and adjustnient of theaneroid.

The procedures for testing, repairing, over-hauling, and adjusting the automatic parachuteactuator is covered in chapter 9 of AircrewSurvival Equipmentman 3&2, NavPers 10358-D.

DROGUE CHUTES

There are a number of different types ofdrogue chutes used in the Navy today such as

61

APEX CANOPY

GORESECTION

CONFLUENCEPOINT

LONGRISER

SHORTRISER

PR.27Figure 5-1.RA-5C drogue chute.

the Martin-Baker duplex drogue parachutewhich is discussed in Aircrew Survival Equip-mentman (PR) 3 & 2 in chapter 8. Another typeis the drogue chute used in the RA-5C aircraft,which is shown in figure 5-1. It consists of adrogue chute mounted in a headrest.

The functions of the drogue chute are to de-celerate and stabilize the seat in the airstream,and to pull open the NB-7E personnel parachuteduring seat/man separation. The drogue chuteis a 52-inch, ribless guide surface type. Thecanopies are made of 4.75-ounce-per-square-yard nylon fabric. The suspension lines are3/4 iiich wide nylon webbing, having a tensile


strength of 2,250 pounds. There are 12 goresand 12 suspension lines. The riser portion ismade of 1 3/4 inch wide webbing, having a ten-sile strength of 10,000 pounds. The. ends of therisers are protected by leather buffers. Allfour riser legs are secured together by webbingat the confluence point.

FABRIC CONTAMINATIONINSPECTION AND REMOVAL

Parachute assemblies must be carefully in-spected for evidence of contamination. Thevarious types of contamination are acid, alka-line, salt water, fresh water, perspiration,mildew and fungus, fire fighting agents, mud,dirt, and petroleum.

ACID AND ALKALINE

Parachute assemblies suspected of acid oralkaline contamination must be tested with pHtest paper. A pH reading of 5.0 to 9.0 is in thesafe zone. Readings below 5.0 indicate excessacidity, and readings above 9.0 indicate excessalkalinity.

To test for excess acidity or alkalinitydampen the suspected area with distilled water.NOTE: Handle tent paper by one end or edgesonly to prevent obtaining a false reading.

Place a piece of full range test paper (0.0 to14.0 pH) on dampened area. A color chage willindicate the approximate pH and which specificshortrange test paper to use. Place a piece ofshortrange test paper indicated in the above teston the dampened area. The color change in-dicates the pH factor of the affected area. Bymatching the test strip with the applicable rangecolor chart supplied with the pH indicator kit,acid or alkaline strength can be determined.

If contamination is found, care must be usedto prevent contact between the contaminatedarea and other portions of the assembly, as thiscould spread the damage.

If acid contamination is found, the affectedparachute assembly must be forwarded to sup-ply for screening.

If alkaline contamination is found, i inse withcool, fresh water mitt a safe pH reading is at-tained. Carefully inspect for deteriorated por-tions, repair or replace any affected areas.

SALT WATER CONTAMINATION

Parachutes that have been contaminated bysalt water must be cleaned, inspected, and

62

treated as soon as possible after contamination.Any portion of a parachute assemblywhich hasbeen immersed in salt water for a period ofmore than 24 hours must be turned into supplyfor screening. Any portion of a parachute as-sembly which has been contaminated by saltwater and cannot be cleaned within 36 hoursmust be turned into supply for screening. Cleanany parachute assembly contaminated by saltwater as described later in this chapter.

PERSPIRATION CONTAMINATION

Any parachute assembly which is stainedwith perspiration must be cieaned as dest ribedlater in this chapter. After cleaning, the i britaffected must be closely inspec.ed to in urethat deterioration has not taken place. Scrap orrepair any damaged portion of the parachuteassembly.

FRESH WATER CONTAMINATION

Any parachute that has been col:taminated byfresh water must be dried as soon as possible.The assembly must then be inspected for signsof stains by oil, hydraulic fluid, mud, etc. Suchstains must be removed by cleaningas describedlater in this chapter.

MILDEW AND FUNGUSCONTAMINATION

If mildew or fungus is present on a parachuteassembly, wash the affected area with a mildsoap and water solution. Rinse the affected areathoroughly with cle al, fresh water and hang theassembly by vent lines in a wet locker to dry.

FIRE FIGH PING AGENTSCONTAMINATION

If a parachute assembly is contaminated withfirefighting agents, forward to supply forscreening.

PETROLEUM PRODUCTSCONTAMINATION

Oil, grease, hydraulic fluid, and other petro-leum stains must be removed by repeated ap-plications of a mild soap and water solution.Each application must be followed by a rinse inclean, fresh water. Hang the assembly by ventlines in a wet locker to dry.


CLEANING PARACHUTE ASSEMBLIES

Cleaning of parachute assemblies should beheld to a minimum and done only when ne- s-sary to avoid malfunction or deterioration.

Do not scrub fabric with any cleaning imple-ment or against itself, do not brush fabric. Donot pick at or try to break off dried or cakedmud. Wrap all metal fittings in heavy flannelcloth.

Hang the parachute assembly by vent linesand thoroughly shake to remove all sand, dust,and mud. If the assembly is wet, immerse itin clean, fresh water not over 120°F. Gentlymove the parts by hand until all air pockets areremoved. Agitate by hand until water flowsthrough and around the fabric. MACHINE AGI-TATION MUST NOT BE USED.

After 5 to 10 minutes, lift the assembly fromthe tub a d allow to drain as completely aspossible. Drain and rinse the tub and refill withwater; repeat the 5 to 10 minute wash twice.

.If the parachute has dried before the firstrinse is performed, the first rinse mnst bepreceded by a 2- to 3-hour soaking in a tubfilled with clean, cool, fresh water. If a largetub is not available, hang the assembly by thecanopy vent lines and spray clean using clean,fresh water not over 12U'F.

Do not use a forced-heat dryer. Do not wringwater from the canopy.

Place the cleaned parachute assembly into alow speed dryer and spin dry. If a low-speeddryer is not available, hang the parachute as-sembly by vent lines in a wet locker only untildry. When the assembly is completely dry, re-move the flannel cloth from the metal fittings.

If the parachute assembly has .stains whichcannot be removed by the procedure describedin the foregoing paragraphs, it must be for-warded to a depot-level maintenance activity foradditional cleaning. Attach a report of the na-ture and location of stains.

CARGO PARACIILITES

.Although the use of cargo parachutes is nota primary concern of the Navy, it is sometimesnecessary for naval aircraft to engage in aerialcargo dropping operations. There are neces-sarily a number of types of cargo parachutes,since conditions and circumstances determinethe kind of equipment and types of assembliesto be used. For example, supplies or equipmentmay have to be dropped to men in liferafts at

63

sea, marooned on an island, in a jungle, or in amountainous region. At other times it may benecessary to drop equipment behind enemy lines.

The occasion may arise when cargo para-chutes and rigs have to be improvised. With afew adaptations, surveyed man-carrying typeparachutes may be used. All such parachutesmust be stenciled "CARGO" in large letters toassure that the units are never returned toman-carrying service.

The cargo parachutes discussed in this sec-tion are standard U.S. Air Force equipment andare available to naval activities through regular--supply channels.

TYPES G-1 AND. G-1A

Types G-1 and G-1A 'cargo parachutes areused in conjunction with various containers,cartons, packs, and slings designed especiallyfor handling and enclosing supplies and equip-ment most likely to be-delivered by air.

The canopies and lift webS for the G-1 andG-1A are identical; however, different packsare. used. The pack for the G-1 is composed oftwo partsthe' pack body and the pack cover,with the static line a part of the cov-... Thepack for the G-1A is a 1-part unit with the staticline forming a separate assembly.

DesCription of Canopy

The flat, circular type canopy shown in fig-ures 5.-2 and 5-3 is 24 feet in diameter and hasa 12-inch diameter vent at the apex. This can-opy is made of twenty-four 1-piece solid rayongores, and is issued in five different colorsgreen, light blue, natural, red, and yellow.There is no limitation to the service life of theG-1 or G-1A parachutes.

Lengths of rayon tape, referred to as upperand lower lateral bands, reinforce th. assemblyby encircling the canopy inside the skirt andvent hems. On some canopies a loy,er lateralband outer reinforcement is sewed to the innercircumference of the skirt and is looped looselyaround each suspension line.

The 24' suspension lines are actually made of12 lengths of rayon tape, with each length oftape running continuously over the canopy fromconnector loop to connector loop. Unstitchedareas of suspension lines on the canopy areprotected by radial bands which form channelsfor the lines. Two lift webs are separated by aspreader, and the suspension lines are attachedto the connector loops.


1-APEX

CANOPY

410111!iliw

\I !iSUSPENSION

LINESLOWER

LATERALBAND

CONNECTORLOOPS

UFT WEBLIFT WEBS SPREADER

LIFT WEB SNAPS

PR.4Figure 5-2.--G-1 and G-1A parachutes.

showing canopy and lift ,.abs.

Canopy Repairing

Loose or broken stitching areas can be re-stitched without removing the old stitching.Use natural, size E nylon thread. Stitch 8 to 10stitches per inch, using Singer Model 31-15sewing machine or equivalent for the tape.

DAR LNG. Darn holes or tears not exceed-ing 1 inch in length with size E nylon thread.The procedure for darning is the same as givenfor personnel parachutes in Aircrew SurvivalEquipmentman 3 & 2, NavPers 10358-D.

RECTANGULAR PATCHING.Damagedareas that do not extend to any of the goreseams maybe repaired with rectangular patchesas follows:

1. Turn the canopy inside out and lay it outon the repair table, centering the gore to bepatched on the table.

64

2. Place a patch pattern that is 3 incheslonger and 3 inches wider than the damagedarea on the material to be used for patching sothat the edges of the pattern are parallel to thewarp and filler of the material. Mark the ma-terial according to the pattern. Cut the patchfrom the material according to the marking.

3. Fold back the edges of the patch 1/2 inchand baste with thread, using 2 stitches per inch.Place the patch over the nole to be patched,making sure the warp and the filler of the patchand that of the canopy gore run parallel to eachother. Baste the patch to the gore. using 2stitches per inch.

4. Stitch the patch on the canopy by sewingat the edge of patch, using natural, size E nylonthread. Stitch 8 to 10 stitches per inch, usingthe Singer Model 31-15 sewing machine orequivalent. Place the first row of stitches 1/16inch from the edge of the patch. Sew completelyaround the patch and overlap the stitches 2inches to make secure.

Turn the canopy right side out and cut outthe damaged material around the hole. Foldunder the edges of the material around the hole1/2 inch and baste. Sew completely around thepatch 1 /16 inch from edge of the hole, overlap-ping the stitches 2 inches. Remove the bastingand complete a third row of stitches betweenthe other two rows. Sew completely around thepatch and overlap 2 inches.

CHANNEL-TO-CHANNEL PATCHING.Alarge damaged area may be repaired with achannel-to-channel patch up to 5 feet in length.The patch may extend to either the lower orupper lateral band seam, depending on the loca-tion of the damaged area.

The procedure is the same as for the rec-tangular patching with the following exceptions:

If the pal-:h is to cover a lower lateral bandthat is equ1,,ped with a reinforcing tape, removethe stitches and raise the tape so that the patchmay be installed under the tape. If the lowerlateral band reinforcing tape is loosened, replacewith a double row of stitching. Reproduce asclosely as possible all stitching that was re-moved.

REPLACEMENT OF A GORE.If a channel-to-channel patch cannot be used to repair agore adequately, the badly damaged gore maybe replaced as follows:

1. Remove the suspension line channel radialbands on both sides of the damaged gore.

2. To cut the gore or to prvare a patternfor the gore, refer to figure 5-4. From point A,


TOP CENTER GORE24

SUSPENSION16

LINES

CHANNELRADIAL BANDS

1413

12

BOTTOM CENTER GORE

LOWERLATERAL BAND

Figure 5-3.G-1 and G-1A canopy laid out flat, top view.

measure 12 feet 11 inches along the selvageedge to find point B. From point A, measure3 feet along a perpendicular to find point C.Connect points Band C. From point B, measure12 feet 11 inches back along line BC to findpoint D. Connect points D and A. To find lineEF, slide a rule back from point B until theperpendicular line EF measures 2 3/4 inches.Cut the gore or pattern along' lines ADEF. Incutting the gore, line AB must always lie alongthe selvage edge or parallel to it.

3. Install the new gore, adapting the proce-dure given for channel-to-channel patching.Replace the suspension line channel radialbands.

Splicing the upper lateral band is accom-plished in the same manner as given for splicing

65

PR .5

the lower lateral band. The upper lateral bandis not replaceable.

Repairing Suspension Lines

The 24 suspension lines are made of 12lengths of natural, 1/2 inch wide. type II rayontape. Each length of tape is approximately 56feet 10 inches long when measured under a 10-pound tension. Each suspension line is 15 feetlong from the edge of serving on the connectorloop to the skirt of the canopy.

Splicing the suspension line is done in thesame manner as given for splicing the lowerlateral band.

Suspension lines may be replaced as follows:1. Remove the stitching that secures the

damaged line to the canopy and connector loops.


PR.6Figure 5-4.Canopy gore dimensions,

including seam allowance.

Remove the servings and tape at appropriateconnector loops and remove .damaged line.

2. Place the new suspension line under a10-pound tension and cut a 57-foot 4-inch length.The length of the new suspension line is 6 incheslonger than the required length of the ouspen-sion line to allow for any margin of error, sinceother undamaged lines may have been stretchedwith use of the parachute.

3. Dip the ends of new line in a paraffin-beeswax mixture. Place the line through theproper channel radial bands on the canopy.

4. Place the new line in proper position withthe other lines at the connector loops, Lay theparachute out on the packing table and applyequal tension ,to new and old suspension lines.

5. Form a 3-inch loop, making certain thatany excess line is cut off before final sewing

and serving, using 5 to 7 stitches per inch on a7-31 sewing machine to secure the lines. Wrapthe loop with 1-inch adhesive tape, Make two1-inch servings 5 inches apart using cotton6 cord.

Repairing Lift Webs

The lift web assembly consists of two webs34 inches long and a spreader made of natural,type VIII, cotton webbing. Lift web snaps areattached to the ends of the lift webs.

Lift webs, spreader, and snaps should not berepaired. The lift web assembly may be i e-placed as follows:

Fabricate lift webs with type VIII cottonwebbing and attach as shown in figure 5-5.Stitch 6 to 8 stitches per inch, using a 7-31sewing machine.

Fabricate the lift web spreader from thesame type webbing, and attach as shown in fig-ure 5-6. Use the same stitches and sewingmachine as for the lift web.

Description of G-1 Pack

The G-1 pack consists of two main parts,the pack body and the pack cover. A 15-footstatic line is attached permanently to the cover.

PACK POIY::,The pack body is 12 inchessquare and 3 3/4 .inches high with an open end.The bottom consists of inner and outer squaresof heavy duck, with an enclosed plywood basefor easier handling. There are nineteen 1/4-inch brass grommets and one 3/8-inch brass

CONNECTOR LOOPS LIFT WEB STITCH THROUGH LIFT WEB SNAP

PR.'?Figure 5-5.-:-Lift web, top and side views.

66


CONNECTOR

LOOPS

LIFT WEBSPREADER

4+

.11

CONNECTORLOOPS3/41 I/8

7.1.'N!

STITCH THROUGH

LIFT WEBS

Figure 5-6.Lift web spreader, showing method of securing to lift webs.

grommet around the open end edge of the sideof the pack body. Tiedown webs are sewed tothe inner bottom of the pack body with web ends--passing through the corners of the pack body.

PACK COVER.The pack cover is 12 1/8inches square and 6 1/2 inches high with anopen end which fits over the pack: body. Thereare sixteen 1/4-inch brass grommets and four3/8-inch grommets around the edge of the sideof the pack cover. The larger grommets arelocated where the ends of the static line websmeet the eoge of the back cover. The staticline webs are sewed to the inside of the packcover. The 15-foot static line is looped throughthe pack cover and around the static line webswhere the webs cross at the ion '.ale in thepack k,over top. Figure 5-7 show- he inside ofthe pack body and cover.

Repairing Pack Bottom and Cover

Restitching and darning the pack bottom andcover may be done by following the same pro-cei.,,re as for restitchilv:arid darning the canopy.Holes or tears that are r-ore firth '3/4 inch indiameter or length require patching. 1 atch theside or bottom with the same type mat' ..ial usedin the original construction. The type of patchused depends on the location and the extent ofthe damage. When patching, use 6 to 8 stitchesper inch with a 111 W 151 sewing machine orequivalent.

37

Parachute, Log Record Pocket

PR.8

The parachute log record pocket is locatedin the bottom of the pack body, and is made ofthe same material as the pack body side andbottom. There is a pull tape for ease of re-moving the packing card. The binding tape andpull tape are made of 3/4-inch, type III, cottonreinforcing tape.

Static LineThe static line is made of natural, type VIII,

cotton webbing and is provided with a staticline snap.-The static line should not be re-paired; it should be replaced.

Replace the static line by removing the dam-aged line from pack cover and fabricating andinstalling a new line. Use 6 to 8 stitches perinch, sewing on a 7-31 machine.

Description of G..IA Pack

The G-11:" pack and static line, unlike theG-1 pack and static line, are separate assem-blies.

The C.-1A pa .k is a single unit, consisting ofa cotton duck side panel and inner and outerbottom panels. (See fig. 5-8.) The four coverflaps are p "rt of the same piece of duck as theside panel, with the cover loops formed fromthe cover loop strap. A top 'reinforcing strapis attached to the outside of the pack beneath


PACK COVER

go

ATTACHING LOOP

PACK BODY

14!

RETAINERBAND WEBS

14t

4

- 4(.4.4.07........-It / \i

BRASSGROMMET3/8 INCH

BRASS GROMMET,V4 INCH

STATIC LINE SNAP

STATIC LINEV

PACK TIE -DOWNWEBS

PR .9Figure 5-7.--G-1 pack body and cover, showing inside view.

the flaps, with two static line retaining strapsattached to the top reinforcing strap. Two sus-)ension line retaining band keepers are attachedto the inner bottom panel, and four pack tie-down straps are attached near the four bottomcorners.

`The static line is a mildew-proofed, 15-foot4-inch length of olive drab type VIII cottonwebbing with a snap at or.9 ond, an at; Itchinglocp at the other end, anLI'a pack opening loud4 3/4 inches from the attaching loop.

REPAIRING.--The restitching, darning, andpatching is done in the same manner as givenfor the G-1 pack.

68

G-1 Packing Procedure

After the parachute is laid out on the packingtable and an even tension is applied, check thecontinuity of the suspension lines. The canopyis now whipped and folded identically. to theman-carrying parachute canopy.

ATTACHING BREAK CORD.To attach thebreak cord to the canopy bridle loop and thebreak cord attach.ng loop of the static line,proceed as follows

.

Place the pack cover on the packing tablethe canopy apex. Obtain a 24-inch length


COVER LOOPSTRAPS

SIDE

STATIC LINE RETAINING STRAP

PACK TIE-DOWNSTRAPS

BOTTOM

Figure 5-8.G-1A pack, showing outside.

of 1/4-inch cotton tape. Three turns of 6 cordmay be used if this tape is not available.

As shown in figure 5-9, pass one end of thebreak cord through the bridle loop. Place thetwo ends together and stret-li the break cordtaut. Pass each running end of the break cordthrough the attaching loop on the static linefrom opposite directions. Tighten the breakcord so that the loop formed by the break cordis approximately 3 inches in '.ength. Tie theends together with a surgeon's knot and asquare knot, then tie the ends around the breakcord with three alternating stitches.

STOWING SUSPENSION LINES.To stow thesuspension lines, release the tension on thelines and canopy; then place the lift webs,spreader, and connector loops on the packbody.

69

PR.10

Arrange the suspension Lines the width ofthe pack body, with the first stow at lower leftand the second stow at lower right. Secure thestows with the retainer rubber bands attachedto the suspension line retainer band webs. (Seefig. 5-10.) Continue this procedure until thesuspension lines are stowed, leaving 12 to 14inches of suspension lines between the laststow and the canopy skirt.

PACKING CANOPY. Tor pack the canopy,unhook the bridle loop from the table and re-move the shot bags. Pack the canopy on thepack body in the same manner as packing aman-carrying parachute, using accordion folds.The edges of the folded canopy are to be keptthe same width and length as the pack body.

CLOSING PACK.To close the pack, drawthe pack cover down over the folded canopy and


ATTACHING LOOP

Figure 5-9.--Break cord attached to bridle loop and attaching loop.

pack body. As shown in figure 5-11, lace thepack body and pack cover loosely by passingtwo turns of 6 cord through opposite grommetsof the pack body and pack cover sides. Tightenthe lacing so that the pack cover fits snugly overthe pack body, grommet over grommet, and tiethe ends of 6 cord together with a surgeon'sknot and a square knot.

Accordion fold the static Line in folds ap-proximately 12 inches long and hold with rubber

70

retainer band.sembly is nowshown in figure

PR.11

The G-1 cargo parachute as-packed and ready for use as5-12.

G- A Packing Procedure

To whip and fold the canopy of the G-1Acargo parachute, follow the same procedure asfor the G-1 cargo parachute.

Chapter 5MISCELLANEOUS PARACHUTFS AND EQUIPMENT

PR.12Figure 5-10.Suspension lines, showing

first and second stows.

ATTACHING HREAK. CORD.To attach thebreak cord to the canopy bridle loop and thebreak cord attaching loop of the static line,proceed as follows:

Place the static line (separate unit) on tablenear, the canopy apex. Using 1/4-inch tape or6 cord, make a 3-inch loop, securing the bridleloop to the attaching loop in the same nianneras attaching the break cord for the G-1 cargoparachute. (See fig. 5-13.)

STOWING SUSPENSION LINES. - -To stow thesuspension lines in the pack, release tensionon the suspension lines and canopy. Open thepack and roll down the side of the pack to aid instowing the lines.

71

SIX-CORD

PACK COVER

PACK BODY

GROMMETS, V4 INCH

GROMMETS, 3/8 INCH

PR.13Figure 5-11.Closing the G -1 pack, showing

cover being laced loosely to the body.

STATIC LINE

RETAINER 1UBBER BAND

PACK TIE-DOWNWEBS

LIFT WEBS

PR.14Figure 5-12.The G-1 cargo parachute

assembly, packed and ready for use.


BREAK CORD

ATTACHING LOOPSTATIC LINE

Figure 5-13.G-1A break cord attached to the bridle loop and the attaching loop.

Place lift webs, spreader, and connectorloops over the yubberbands attached to thesuspension line retainers on the fa)zse bottom ofthe pain;. Stow the suspension lines, followingthe procedure given for the G-1 c argo parachute.

72

PR.15

PACKING CAN0J2Y.--5.-o pack the G-1A can-opy, adapt the procedure for packing the G-1canopy. .

CLOSING PACK.T 1 close the pack., proceedas follows:


Fold cover flaps over the canopy, makingcertain that the static line emerges from theside of the pack opposite the lift webs.

Insert one end of a length of 1/4-inch tapethrough three cover loops on flaps, through thepack opening loop on the static line, and throughthe fourth cover loop (fig. 5-14). Draw the tapetight and tie the free ends of till tape togetherwith a surgeon's knot and a square knot.

Fold the static line in accordion folds ap-proximately 12 inches long. Stow on top ofpack. holding the stows with retainer rubber-bands attached to the retainer webs. Figure

COVERLOOPS

5-15 shows the 0-1A cargo parachute packedand ready for use.

CONTAINERS (TYPEA-3 THROUGH A-10)

A-3 Conainer

The type A-3 container consists of a 5-galloncapacity metal can. A canvas cover extendsbeyond the top of the can to form a holder forthe parachute canopy.

LIFT WEBS PACK OPENINGLOOP

3>

\

<(

ss

S

I/4 INCH TAPE

Figure 5-14.Closing the G-1A pack.

73

Z's

STATICLINE

PR.16


STATIC LINE

PACK

TIE-DOWNWEBS

LIFTWEBS

PR.17Figure 5-15.The G-1A cargo parachute,

packed and ready for use.

The extension of the canvas cover beyondthe bottom of the can provides a pocket for ashock-absorbing landing pad. A pack cover isprovided to fit over the parachute pack, and tothis cover a static line is attached. The bottomof the canvas cover is closed by means of a 50-foot rope weighted with a 5-pound sandbag. Thisweighted rope uncoils during the drop but re-mains attached to the bottom of the unit forretrieving in the event of tree landings.

When the container is filled,the canvas coveris drawn completely over the can and the shock-absorbing pad is placed under the bottom,

PACKING AND RIGGING.Close the bottomof the canvas cover by lacing the free end ofthe 50-foot line through the grommets, drawingup tight and securing with a bowline knot. Thecanopy is whipped and folded in the usual man-ner. Attach one group of lines to each of the4 webbing loops. Lay the suspension lines infolds on the sewed-in canvas flap forming thebottom of the parachute park portion of thecanvas coiner. The folded canopy is laid in ac-cordion folds on top of the suspension lines.

Tie a 100-poun, cord about 12 inches inlength to the webbing loop inside the pack cover.Tie the free end of the pilot chute connectorcord, from which the pilot chute has been

74

removed, to the 100-pound cord loop, using abowline knot.

Tie the loose end of the sandbag to the topwebbing loop aligned with the D-rings on theoutside of the container cover by passing a sin-gle turn of 6 cord through the grommet in thesandbag, through the webbing loop, and throughthe loop inside the pack cover. Tie the sandbagrope to the webbing at each end of the D-ring,using one turn of 6 cord. Coil the remainder ofthis rope and tie in the bottom of the assembly.

Pull the pack cover down over the assemblyand fasten by threading one turn of 6 cordthrough the webbing loops on the pack cover andthrough the second row of webbing loops on thecontainer cover.

A-4 Container

The type A-4 container consists of an adjust-able canvas. container and a suspension harnessmade from webbing. The container is approxi-mately 12 x 24 x 30 inches in size when fullyloaded.

One end of the container is open for loading,and is closed by means of flaps laced togetherwith cord. The other end is equipped with setsof tape for tying up excessive fabric after thecontainer has been loaded. The top is equippedwith webbing straps and V-rings for attachmentof the parachute, and is reinforced with a steelframe containing two steel loops for engagingthe bomb shackle. The bottom is reinforcedwith plywood. The container is furnished withtwo corrugated fiber boxes. It may be usedwith or without the boxes.

PACKING AND RIGGING.When the con-tainer is packed with supplies, the weight of thecontents should not exceed 200 pounds. .

Figure 5-16 illustrates the construction ofthe A-4 container. There are two sets of con-nections on the top, one pair of steel loops forengaging the bomb shackle, and a pair of webs..aps with V-rings for attachment of the para-chute.

When the container is loaded, the open endis closed by lacing with the 6-foot length ofbraided cord furnished with the container.Tighten the excess fabric by tying the pairs ofwebbing tapes together at the other end of thecontainer. The parachute assembly is tied tothe end of the ,_ontainer, and the tie-tapes of theparachute pack are passed around the containerharness webbing.


WEBS AND V-RINGSFOR CONNECTING TOPARACHUTE LIFTWEBS

COVERED PLYWOODBOTTOM BOARD

STEEL FRAM

END FLAPSWITH LOOPSFOR LACING--

STEEL LOOPSFOR ENGAGINGBOMB SHACKLES

TAPE FORTIGHTENINGLOOSE FABRIC

WEBBING HARNESS

6 FT. OF BRAIDED LASHCORD FOR LACING

Figure 5-16.Type A-4 container assembly.

Snap the lift webs of the parachute to theV-rings on the web straps at the top of the con-tainer. To prevent the lift webs from pullingout of the pack under slipstream pressure, tackthe webbing to the pack.

A-5 Container

The type A-5 container consists of a heavysheet of canvas 15 feet long by 56 inches wide,with a pad of felt 40 inches wide running downthe center. The canvas edges fold inward overthe load, and the unit is rolled into a roll about18 niches in diameter over which removableend flaps are fitted. It is used in conjunctionwith the standard aerial delivery parachutes,types G-1 and G-1A. The type A-5 containerwas developed for the aerial delivery of riflesand similar equipment and supplies.

PACKING AND RIGGING.Place the con-tainer roll flat, w!.th t!-.c rifles placed about 12inches apart down the center with the buttsalternating. The container will accommodateabout 12 rifles tr a roll. Ti IL- spaces betweenthe rifles are filled with ammunition.

Fold the canvas flaps at the outer edges overthe ends of the rifles and roll the containerabout the equipment to make a compact roll.Draw the end caps over the ends of the roll andsecure by fastening the adjustable webbing.

75

PR.18

together, using bayonet fittings or snaphooks.Tighten the webbing to suit the load,.

Attach the parachute to either end of thecontainer by tying the tapes on the corners ofthe pack to the tabs on the end of the containercap.

Hook the lift webs of the parachute to theV-rings and tack the webs to the edge of theend cap.

A-6 Container

The type A-6 container consists of a corru-gated fiber carton, into which the contents arepacked: a canvas cover, fitting over and pro-tecting the carton; a webbing sling or harness,for suspending the container to the parachuteassembly; and a shock-absorbing pad, attachedto the bottom of the container.

This container is used in conjunction withthe standard cargo parachutes, types G-1 andG-1A '-lr the delivery of miscellaneous suppliesand eq, ipment. The dimensions of the corru-gated fiber carton are 12 x 12 x 30 inches.Figure 5-17 shows three plastic water bagspacked in the A-6 container.

A -? Container

The type A-7 containc1 consists of an ad-justable webbing sling developed specifically fr


PR.19Figure 6-17.--Three plastic waterbags

packed in the A-6 container.

use in delivering 30-, 45-, and 50-caliber armsand 37 -nail ammunition. However, since thissling is adjustable, it can be adapt,,d readil7for the delivery of other supplies. includingstandard 5-gallon cans of water or gasoline, asshown in figure 5-18. The type A-7 containeris also used with the G-1 and G-1A parachutes.

PACKING AND RIGGING.- -The webbing slingis Ftrapped around the standard ammunition box(or other load) with the V-ring on top. Whenthe sling is used with three 5-gallon cans, pad-ding should be inserted between the cans.

Attach the parachute assembly on either sideof the load by tying the tapes on the pack cornersto the webbings on top and bottom of the load.

76

PR.20Fig..re 5-18.--The A-7 adjustable sling andthe sling adapted to three 5-gallon cans.

Hook the lift webs of the para, uute to theV-rings on tc.-1) of the sling.

A-8 Container

The A-8 container consists of a rigid,octagon-shaped. collapsible container con-structed of reinforced fiberboard. The con-taine is 50 inches long and 18 inches in diam-eter. It is intended for delivery of rifles, andislused with the types G-1 and G-1A parachutes.

A-9 Container

The type A-9 container consists of an adjust-able webbing sling developed for the aerialdelivery of 60-, 75-, and 81-mm fiber ammu-nition cases, and is used in conjunction withthe standard types G-1 and G-1A cargo para-chutes.

A-10 Container

The type A-10 container consists of a cargonet approximately 9 feet square. It is intendedfor delivery of miscellaneous equipments of


suitable size and is also used with the types G-1and G-1A parchutes.

LAUNCHING INSTRUCTIONSAND RESTRICTIONS

To reduce as much as possible the risk ofdamage to the loads, containers should bedropped at a maximum speed of 150 miles perhour, and at a minimum altitude of 300 feet.

All containers of this type can be manuallylaunched from openings in the aircraft. Whenthey are launched from openings in the aircraft,the entire 15 feet of static line is utilized.

All containers, with the exception of typesA-7a,nd A-10, can be launched from internal orexternal bomb racks. When they are launchedfrom internal bomb racks, the full 15 feet ofthe static line is used. When launching fromexternal bomb racks, the static line is shortenedto 10 feet by winding the line around the bombshackle attachment so that it does not interferewith the launching mechanism.

Containers, types A-5 and A-9, are equippedwith D-rings for engaging bomb shackles.These containers can be launched from bombracks when the dimensions of the load are 'suchthat these D-rings are spaced to fit standardbomb shackles. It is absolutely essential thatthe fr:e end of the static line be attached tosome structural member of the aircraft.

TYPES G-11 AND G-11A

The G-11 and G-11A cargo parachutes areused for heavy drop aerial delivery. The twoparachutes differ only in minor details, and theprocedures for handling are essentially thesame.

The G-11A canopy assembly is flat, circularin shape, and is 100 feet in diameter. It isdivided into 120 gores, each gore being con-structed of 13 panels. The canopy has 60 sue -pension lines.' For packing purposes; the sub -pension lines are considered as ending at theskirt. They are numbered from 1 to 120, coun-terclockwise, when facing the skirt from theconnector links.

Inspection

The G-11 and G-11A parachutes are visuallyinspected every 60 days, or More often if con-ditions warrant such inspection. The conditionof the canopy, suspension lines, webbings, and

77

pack should be checked for tears, excessivemoisture, mildew, and stains.

'LayoUt

A working space approximately 155 feet longis required for packing operations, providedtension is applied at the clevis loops of theriser. (See fig. 5-19.) If a packing surface ofthis length is not available, 'tension may beapplied at the connector links. In this case, asurface approximately 85 feet long is sufficient.If packing tables cf this length are not available,a suitable area may be prepared from a smoothsection of concrete floor where the surfaCe canbe pair,ted to eliminate the normal abrasiveaction of concrete. This method of packing isrecommended only where packing tables are notadequate.

Packing

Because of the extreme large size and thelimited use of. the G-11 and G-11A cargo para-chutes by the Navy, the packing procedures arenot covered here. For the step-by-step proce-dure , reference should be made to the applicablemaintenance and packing manual.

PARACHUTE RELEASE ASSEMBLIES

Two types of release assemblies are avail-able for use when making heavy drops by cargochutes. These are the jaw type and the fingertype.

JAW TYPE

The jaw type parachute release assemblyconsists of a body assembly, two spring as-semblies, two suspension slings, and two cut-ters. The steel body assembly consists of aleft- and right-hand body steel shaft. The bodiesare keyed to the shaft and held in place by flatwashers and locking nuts, or split washers andconventional nuts. The mcuth of the body as-sembly Provides a seat for the suspension_pin,and side plates cover the open ends to preventthese pins from sliding out. The jaws, whichprovide recesses for the cutters, are held tothe lower end of the bodies by hinge pins.

Release Spring Assemblies'Two release spring assemblies are screwed

into the body assembly behind the suspension


SUSPENSIONLINES

CONNECTORLINKS

>RISERS`3 GROUPS OF 4)

CLEVISLOOPS

LARGE CLEVIS

PR.22Figure 5-19.--Layout of G-11 and

G-11A parachutes.

pin seat. Each assembly consists of a housingwhich holds the assembly, a plunger whichpushes against the suspension pin, a springwhich applies tension on the plunger, an adjust-ing screw which regulates the tension, and capwhich covers the open end rf the housing. Twotypes of springs, lightweight and heavyweight,

78

are issued with the release assembly. The lightsprings (bronze color) are used with loadsrequiring one 100-foot parachute; the heavyspri,:s (silver or' black color) are used withloads requiring two 100-foot parachutes.

Suspension Slings

Two 2-foot suspension slings are used withthe release assembly. A permanent 2-foot slingis fixed at one end to the shaft of the releaseassembly and at the other end to the clevis as-sembly on the parachute risers or parachuteriser extensions. The second 2-foot suspensionsling is fixed at one end to the largt clevisassembly on the load suspension slings and atthe other end to the suspension pin which fitsinto the mouth of the assembly.

Cutters ,

Two reefing-line cutters (fig. 5-20) are usedwith each release assembly. The cutters areinserted through he jaws and upper recessesof the body assembly and are tied in place withcord, or authorized substitute material, whichis inserted through the holes in the upper re-cesses and the cutters.

In operation (fig. 5-21), the firing wire ispulled out by the deploying parachute, and thefiring plunger locking ball is. pushed down intoits recess by' the firing plunger. The firingplunger, under spring tension, travels forwarduntil the firing pin strikes the percussion cap.The cap then fires the charge through the fusechamber; and after 10 seconas, the fuse firesthe charge in the activating chamber. The ac-tivating charge then pushes the cutter bladeforward, shearing the silk cord which passesthrough the holes on the cutter.

Operation

An understanding of the operation of the re-lease assembly will aid the PR in lroperlypreparing, installing, and adjusting the assem-bly. Generally, the operation of the releaseassembly follows the order shown in flgure 5-21(A), (B), (C), and (D).

As shown in view (A), when the main cargocanopy starts to deploy, it pulls on the largeclevis assembly which connects the parachuterisers to the permanent 2-foot sling on therelease assembly. The clevis assembly, whichis tied to the firing wires in the two reefing-line


FIRING PLUNGER LOCK RECESS FUSE CHAMBER TIE CORD HOLE

FUSE CHAMBER HOLDING SCREW CUTTER BLADE

111410011100111011

FIRINGWIRE

SAFETYSCREW

SAFETYCLIP

\ FANG PLUNGER FIRING-CHAMBER CUTTER RETAINERFIRING PLUNGER SPRING FIRING PINACTIVATING CHARGE CHAMBER

FIRING PLUNGER LOCKING BALL

Figure. 5-20.Reefing line cutters.

cutters, pulls out the wires and activates thecutters.

In the 10 seconds that elapse between thepulling of the firing wires and the firing of thecutters, the load receiN .s the opening shock ofthe main cargo parachute, rebounds 'lightly,and settles again with its weight pull', on thesuspension pin in the mouth of the releaseassembly.

The cutters fire and cut the suspension linethat holds the cutters La the release assembly.After the cord has been cut, the cutters arefree to drop out of the recesses in the top of thebody assemblies, as shown in view (B).

After the cutters have fallen out, the jawspivot open, as shown in view*(C): The suspen-sion pin remains seated in the, mouth of therelease assembly as long as the weight of theload pulls on the 2-foot suspension sling, thusovercoming the tension on the release springsbehind the suspension pin.

As the load strikes the ground, the suspen-sion pin is relieved of the weight which holds itin the assembly. The release plungers, underspring tension, push the susprision pin out ofthe mouth of the release assembly, as shownin view (D). The load is then freed from the

79

PR.23

parachutes, preventing the parachutes fromdragging or upsetting the load.FINGER TYPE

The finger type, or multifinger, release as-sembly consists of a steel body with two bodyplates; release lever, release arm link, and arelease arm. Pivoted on hinge pins at the edgeof the body are the large and small' cutterretainers.

The suspension finger slings used with themultifinger release assembly are constructedof six plies of nylon webbing. To permit theclose fitting of release fingers over the releasearm of the body assembly, as shown in figure5-22, the slings are issued in two differentlengths. The fingers pivot on hinge pins on thefinger links.

One reefing-line cutter is used with themultifinger release assembly. The cutter isinserted through the large and small cutter re-tainers of the body. The operation of the cutteris on the same principle as the operation of thecutters used on the jaw type release.

Two types of springs may also be used withthe finger type release assembly. Lightweightor heavyweight springs may be used, and the


CUTTERS SEVER CORDS

FIRING WIREPULLED OUTBY PARACHUTE

RISERS

(A)

CUTTERSFALL OUT

LOAD WEIGHT HOLDSPIN IN SEAT

PLUNGERSRUSH PIN OUTOF ASSEMBLY

RELEASEJAWSPIVOT

- OPEN

(C)

SUSPENSION ---PIN STAYS WITHLOAD

(D)

RELEASEASSEMBLY

GOES WITHPARACHUTE

Figure 5-21.Operation of release assembly.PR.24

weight of the load being used with the release Operationassembly dete.^mines whether a light or heavyspring will be used and whether the spring is As the main cargo parachute deploys, theplaced at e No. 1 or No. 2 force point of the riser extension of the parachute breaks therelease lever. , safety cord holding the riser link to the release

80

Chapter 5--MISCELLANEOUS PARACHUTES AND EQUIPMENT

FINGER SLING(SHORT)

FINGER LINKS(LONG)

SMALL CUTTERRETAINER

FINGER SLING(LONG)

FINGER LINKS(SHORT)

'RELEASE ARM

BODY

RELEASE ARMLINK

CUTTER

LARGE CUTTERRETAINER

CLEVIS ADAPTER

RELEASE SPRING

RELEASE SPRINGKEEPER

SUSPENSIONCLEVISES

Figure 5-22.Fi :er type (multifinger) release:

arm, then pulls the firing wire out of the timecutter.

In the 10 seconds that elapse between the,pulling of the firing wire and the firing of 'Cnecutter, the load receiv,;s the opening shock ofthe main cargo parachutes. Then the load. re-bounds slightly, and settles again with its weight

81

PR.25

pulling against the release arm link, holdingthe link stud !n the body plates.

The cutter fires and cuts the suspension linecasing that holds tne cutter in the retainers.After the line has 7..een cut, the cutter is forcedout of the small cutter retainer by the cutter


ejecting spring and rotates the lower cuttingretainer.

After the cutter has fallen out, the releasearm link is free to pivot outward. However,as long as the weight of the load pulls againstthe assembly, the link stud will, be held it thenotch in the body plate.

As the load strikes the ground, the releasearm link is relieved of the weight which holdsit in the assembly. The release lever, underspring tension between the body plates, is thusable to pivot upward, pushing the link stud outof the notch in the body plates.

The drag of the parachutes then pulls therelease arm 'inward (fig. 5-23) until the fingers(which are hooked around the release arm)clear the slot that holds the fingers closed be-tween the body plates. As soon as the. ,fingersare clear, they spread open, freeing e"ch para-chute separately from the load, thus preirentingthe parachutes from dragging or upsetting theload.

DECELERATION PA7ACHUTES

Deceleration parachutes are used for thepurpose of shortening the landing roll duringlandings at shore bases when additional brakingis required andior emergency on aborted take-offs. The deceleration parachute for the F-4Baircraft is a'16 -foot ring slot parachute whichis stowed in a fiberglass container in the tailcone.

The drag chute is controlled from the cockpitby the cockpit control handle. A cable joins thehandle, the release and jettison mechanism,and the door latch mechanism. Rotating thehandle aft without depressing the button on thehandle releases the door latch mechanism. Thespring - loaded, actuator then opens the dragchute door, and at the. same time the hook lockis positioned over the drag chute tta en ringinto the lock position. A spring-loaded pilotchute opens and pulls out the drag chute.

The drag chute is jettisoned by depressingthe button on the handle, pulling aft enough tclear the detent, pushing forward a small

T'amount, and then releasing the handle. Therelease and. jettkpon mechanism then returns tothe normal position; permitting the drag chuteto pull free. Leading particulars for the F-4Btircraft deceleratior. parachute are indicated intable 5-1.

82

Talc 5-1.F-4B deceleration parachute.

Weight of parachute 22 lb

ilk of pai:achutE 1,600 cu in.

Maximum deploYn. ntepeed. .* 200 knots

Parachute diameter (open) . .7. 16 ft

Type Ring slot type

Handle operating force 55 lb

DECELERATION PARACHUTEMAINTENANCE

Instructions for packing, inspecting, repair-ing, installing, and removing deceleration para-chutes are provided in the Maintenance Instruc-tions Manual for each naval aircraft so equipped.The following instructions, apply to the F-4Bseries aircraft and are taken from NavAir01-245FDB-2-2.3.

Packing

Place the drag chute on the packing tableand temporarily secure tne apex, to the tablewith the vent line tie. Jtretch out the entirecanopy \and shroud lines. The manufacturer'sstenciled decal must be on top and the shroudlines equally divided, 10 lines on each side.The drag chute components are shown in figure5-24.

Spread the connector links, shroud lines andrisers as shown in figure 5-25. Secure theconnector hooks to the table device in the ordershown. Disconnect and secure the vent linesagain with the vent lines equally divided in re-lation to the shroud lines. Secure the dragchute with enough tension to allow the shroudlines to snap into place when raised from thetable. The canopy is now ready for folding.

FOLDING THE CANOPY.Where qualifiedPR's are available, the canopy should be whippedand tolded in the conventional two-man-teammethod. Where such PR's are not available thecanopy should be folded by the following one-man method.

Fold the left-hand gores as show'5-26. The fabric of the gores must De .uich.t.neatly downward. A shot bag may be placed on


FINGER SLING (SHORT)

FINGER LINK (LONG)--

RELEASE FINGERS

RELEASE ARM LINK

LINK SBOLT

RELEASE ARMS

FINGER SLING(LONG)

FINGER LINK(SHORT)

RELEASE, FINGERS

SMALLCUTTERRETAINER

LARGE CUTTERRETAINER

STUD' BOLT NOTC 1RELEASE SPRINGKEEPER

Figure 5-23.Operation of finger release assembly.

83

PR.26


SHROUD LINES

RISER

CANOPY -16 FT. DEPLOYMENT PILOT CHI;TE

12":::: 1/4"

DIAMETER RING SLOT SHORT BRIDLE BAG 3611 D

"c1

ATTACHRING

CONNECTOR LINK VENT LINE

Figure 5-114.Drag chute components.

PR .446Figure 5-25.Connector links, shroud lines,

and risers (spread).

the folded left-hand gores to hold them in placewhile the right-hand side is being folded. Foldthe right-hand side gores in the same manneras the left-hand side.

Complete the folding of the gores by graspingthe top gore and pulling it to the left and polling

84

LONG BRIDLE21"± I/4"

PR .445

the bottom go,.e to the right as shown in figure5-27. Check the entire canopy for neatness andsmooth, flat, folded gores to insure minimumthickness and 'volume of the canopy.

Figure 5-28 shows the canopy properly foldedand shot bags placed over the shroud lines tokeep chem. in place in preparation for the follow-ing packing steps.

Neatly fold left- and right-hand gores in-board so the canopy will be approximately thewidth of the deployment bag as shown in figure5-29. Remove the shot bags from the shroudlines and place a shot bag on the canopy to holdit in place.

Place the first fold in the deployment bag.Reach inside and grasp the canopy as shown infigure 5-30, and fill the corner:, f the bag aseach fold is made. While placing the canopy inthe bag, strive to keep the shroud lines lyingsmooth and as straight as possible.

Gr p the cancrJy as shown in figure 5-31and neatly accordion fold the second fold intothe deployment bag. Continue folding the can-opy, folding each now fold over the previousfold until the entire canopy is folded into thedeployment bag as shown in figure 5-32.

When folding is completed, peel the bag backto the edge of the folded chute compartment andpull out flaps as shown in figure 5-33.

Two loops of shroud lines go inside the bagbefore the bier flap is folded, as shown infigure 5-34.

Fold the upper flap down under the lowerflap and 13,111 the loops of the upper flap throughthe opening in the lower flap as shown in figure5-35.

Chapter 5MISCELLANt XIS PARACHUTES AND EQUIPMENT

Figure 5-26.Folding left-hand gores.

85


PR .448Figure 5-27.Complete folding of gores.

86


Grasp the .itowage flap and fold three timesiback into the deployment bag as shown in figure5-39. no not roll the flap into the deploymentbag.

Fold side Laps t.n, upper flap down, andlower flap up. Tie each loop with one etrand ofcord as shown in figure 5-40 and figure 5-41.

Accordion fold the pilot chute bridle and thepilot chute vanes Place the pilot chute springin the center of the compartment, separate thecanopy into two equal halves, and compress thespring. Fold t3-;;, Ìan with the cone first, thenthe flap with Jramet. Insert the conethrough the grc and install a locking pinto keep the nap; 'rum opening as shown in fig-ure 5-42.

Separate the canopy into quarters as shownin figure 5-43. Fold the flaps with lugs closedand insert the cone through the lugs. Install alocking pin to keep the flaps closed.

Tuck the canopy between the coils of thespring of the pilot chute and install a streamerwire through the cone.

Enter the applicable information in the dragchute logbook and stow a duplicate logbook inthe pocket provided in the deployment bag. Fig-ure 5-44 shows the F-4B deceleration chutepacked and ready to stow in the aircraft.

INSPECTION AND CLEAND.Nrr.Inspect allparts for scoring, corrosion, nicks, and struc-tural deformat.,n or failure.

Clean all parts will solvent and dry withclean, ( j air at approximately 20 psi.

PR.449Figure 5-28.Canopy properly folded.

Form a loop of the left-hand group of sus-pension lines and stow them through the leftlocking loops. Form a loop of the right-liaudgroup of suspension lines and stow them throughthe right locking loop. Figure 5-36 shows thesuspension lines in the locking loops. If a cordis used to pull the shroud lines through theloops, remove the cord slowly as heat resultingfrom friction could damage the shroud lines.

Accordion fold the suspension lines on thestowage flap shown in, figure 5-3'7. Make eachfold slightly longer than the flap and free oftwists. Fasten each fold with a snap retainerloop. It is important that six loops on eachside are used so that the connector links areproperly stowed.

Position the connector links and risers asshown in figure 5 -38. Accordion fold the risers,placing two folds 'under each large retainingloop. Approximately 50 inches of ri3ers mustremain after the last loop has been snapped.

87

Repair

Mend single holes three eighths of an inch indiameter or less, in the canopy, pilot chute,and deployment hag, by darning. Use a warpthread taken from a new piece of identicalmaterial.

Patch holes over three eighths of an inch andunder 12 inches in diameter from the inside ofthe damaged item as described in the followingparagraphs. For repair of holes 12 inches ormore indiameter, refer to the current handbookof maintenance instructions r the specificmodel chute. The same reference is recom-mended for the repair of gore sections.

Lay the damaged section of the item on atable with the outside of the item toward the flatsurface of the table. Hold the item in place-with push pins so that the area around the holelies flat. Mark an area around the hole approxi-mately 1 inch from the edge of the hole on all

AIRCREW SURVIVAL EQUTPMENTMAN 1

Figure 5-23.Canopy folded to the width of the deployment hag.

88

Chapter 5 MISCELLANEOUS PARACIUTES EQU1PML'NT

PR.451Figure 5-30.Placing first fold into the

deployment bag.

sides with Lai lo2's chi A.. This will be the sizeof the patch when the edges of the pp.fch havebeen turned under..

Cut out a patch from new material one-halfinch larger all around than the marked-out areaon the item. Be sure to use the same type ofmaterial as that which makes up the area underrepair. Fold the edges of the hole back againstthe side on whicb the patch will lie and sew witha single rc of stitching, using size E thread.

Fold the edges of the patch under a distanceof one-half inch on each side. Lay the patcn onthe canopy with the folded edge against the itemand t ,e edges of the patch on the marks. Snwwith one row of size E nylon thread one-eighthinch from the edge of the patch, through theitem being repaired and the patch, and one ruwof stitching one-eighth inch from the edge of thehole through the item and the patch.

DAMAGED SUSPENSION LINES.A damagedsuspension line may be repaired by reinforcingthe damaged see ;,,n with a piece of 9/16-inchwide nylon tu'oular weobing,1,500pounds tensilestrength. The nylon tubular webbing must ex-tend 4 inches on each side of the damaged. area.Superimpose the new webbing over the damagedarea ard stitch in place with size FF nylonthread, applying six to eight stitches per inch.

89

BROKEN SUSPENSION LINES.--A broken'suspension line may be repaired by making asplice from new webbing that will extend 6inches on each side of the break.

A-3D DECELERATION PARACHUTE SYS-TEM.The A-3D deceleration parachute is ofthe same ring-slot construction as the F-4B.The principles of packing and installation aresimilar, with certain variations.

The canopy is composed of a series of amiu-lar rings with annular slots between the rings,hence the name "ringslot." It is 24 feet indiameter, with 28 gores and 28 lines. The dragchute suspension lines are continuous fromskirt to skirt. The pilot chute is a coiled -

'spring, vane type. installation and componentsof the A-3D deceleration parachute is shown infigure 5-45.

The cloth parts of the gores are of consider-ably heavier mate.-ial than that employed inpersonnel parachute:. The lower gore sectionis of 3.5 ounce nylon cloth and the other goresections are of 2.25 ounce nylon cloth.

For ccmplete packing, installation, and re-pair' instr,ctions for the A-1D decelerationparachute, refer to Nav Air 01-40ATC-2-13,Maintenance Instructions Manual, A-3D2Q Air-craft, Section XIII, Deceleration Parachutes.


J r

4=`,.,

2i7

'werrawaaaw

Figure 5-31.Second fold being placed in deployment bag.

90

PR.452

Chapter 5MISCELLANEOUS PARACHUTES AN EQUIPMENT

PR.453Figure 5-32.Position of canopy prior

to last fold.

91

Figure 5-33.Flaps pulled out.PR.454


PR.455Figure 5-34.Lower flap folded.

92

PR.456Figure 5-35.Upper flap down over lower flap.


PR.457 PR.458Figure 5-36.Suspension lines in locking loops. Figure 5-37.Suspension lines accordion folded.

93

AIRCREW SURVIVAL .EQUIPMENTMAN 1 & C

PR.459

Figure 5-38.Connector links andrisers, accordion folded.

94


.4,

Figure 5-39.Stowing flap into deployment bag.

95

PR.460

0

,

f; ",

S'14;P,t4

;

4

A


Figure 5-41.Tying loops.PR.462 PR.4644

Figure 5-43.Pilot chute separatedinto quarters.

PR.463Figure 5-42.Pilot chute separated

into equal halves.

97

PR.465Figure 5-44.Dc.-Celeration chute packed

and ready to stow.


PR.28

1. Deployment bag. 4. Main canopy. 6. Pilot chute bridle.2. Riser. 5. Vent lines. 7. Pilot chute.3. Suspension lines.

Figure 5-45.Deceleration parachute installation in an A-3 series aircraft.

98

CHAPTER

ANTI-G SUIT, OXYGEN MASKS,AND MK 4 PRESSURE SUITS

ANTI -G SUITS

Anti-g equipment is currently installed inhigh performance aircraft to counteract the ef-fects of prolonged acceleration on the pilot.The ill effects of such acceleration range fromexcessive fatigue and decreased alertness toblackout and unconsciousness,

EFFECTS OF ACCELERATION

It is generally stated in relation to anti-gsuits, that for each unit corresponding to thepull exerted by the earth's gravitational field,the force of inertia in acceleration is propor-tional to the square of the velocity and in-versely proportional to the radius of the turn.For example, at 5 g's the pilot's body is ex-posed to a force of inertia which increases itsweight and that of its components 5 times.

Grayout and blackout are physiological anoxicstates directly related to the diminished bloodvolume reaching the eye and higher cerebralcenters during and following periods of highacceleration. During these periods, the bloodtends to pool in the blood vessels of the legsand abdomen, thus diminishing the amount ofblood returning to the heart, and the cardiacoutput is therefore reduced. Thus, grayout andblackout with disturbances in the state of con-sciousness are merely symptoms of successivesteps of anoxia of the brain. These symptomsare directly proportional to the amount of g's,the reduced cranial blood supply, and the lengthor time these factors are acting.

Without anti-g coveralls, the average pilotcan momentarily withstand 4.5 or 5.5 g's with-out losing vision or blacking out. With anti-gcoveralls, the average pilot is capable of with-standing 6.0 to 7.0 g's. This protection isavailable only for sustained accelerations of4 to 5 seconds or longer in maneuvers otherthan snap maneuvers. It is emphasized that theanti-g equipment does not offer protection insnap maneuvers where 10 to 12 g's can be ap-plied in approximately 1 second.

99

FITTING THE ANTI-G SUIT

The Mk-2A anti-g suit is issued to the indi-vidual aircrewman in accordance with the Sec-tion H, Allowance List, NavAir 00-35QH-2.The suit is furnished in four sizes and has fiveinterconnected bladders which are constructedof polychloroprene coated nylon cloth. Thesebladders are attached to the air pressuresource with a single quick-disconnect hose.The Mk-2A cutaway anti-g coverall is cut awayat the buttocks, groin and knees for ease ofcomfort and mobility. The suit, is equippedwith entrance slide fasteners located at thewaist and legs, and has six adjustment lacings.Two leg pockets with slide fastener closuresare provided.

The Mk-2A anti-g coverall is illustrated infigure 6-1.

The anti-g coverall is individually fitted tothe aircrewman because everyone's measure-ments do not conform with standard size re-quirements. With a proper fit the lace ad-justments should be tightened approximatelyhalf-way, and the cutouts should expose theknees, groin and buttocks without binding orhindering movement.

NOTE: With the suit bladders deflated; thelace adjustments must be tightened to provide asnug, comfortable fit, especially at the waist.

When the proper fit is obtained, the inflatedbladders should compress the waist, thighs,and calves firmly with equal stress distributedover the entire area.

The suit provides a range of 1.0 to 2.0 gprotection against blackout, depending on thevariations in the tightness of fit, and whetherthe HIGH or LOW setting on the anti-g pres-sure regulating valve is used.

A feature of the anti-g valve is the push-button at the top which may be operated manu-ally to test the anti-g equipment on the groundor in level flight. Prior to each flight, the PRshuuld make certain the pilot depresses thisbutton to check the operation of the system.

AIRCREW SURVIVAL EQUIPMENTMAN 1 C

LEG LACEADJUSTMENT

WAIST LACEADJUSTMENT

AIR INLET PORT

WAIST SLIDEFASTENER

BLADDER

LEG POCKET

:wigure 6-1.The Mk-2A anti-g coverall.

This feature also makes possible the inflatingof the coveralls in long flights from time totime in order to relieve venous congestion ofthe legs and stiffness and tension of the body bya massaging effect on the inflating bladders.

100

LEG SLIDEFASTENER

PR.466

It is emphasized that onti-g equipment is ef-fective in reducing fatigue under subblackcutaccelerations and especially so at high altitudeswhere factors of mild anoxia, lowered pres-sures, and acceleration may be cumulative.

Chapter 6ANTI-G SUIT, OXYGEN MASKS, AND MK 4 PRESSURE SUITS---------While high acceleration's may not be encoun-tered at high altitudes, the anti-g suit is still ofconsiderable value for antifatigue characteris-tics. Where higher accelerations are encoun-tered, such as combat flight at lower altitudes,the anti-g equipment is even more important.Therefore, to improve combat preparednessand efficiency, the PR must make certain thatall pilots concerned are thoroughly indoctri-nated in the use of anti-g equipment.

TEST AND MAINTENANCE

The Mk-2A cutaway anti-g coverall has noshelf life limitations and the in-service anti-gsuit may remain in service until it fails thepressure test.

Preflight Check

The preflight is performed by the user priorto each flight, and in no case must the prefli00:check interval1 exceed a period of two we-;,:s.The preflight check consists of the aircrewmanvisually inspecting the coverall slide fasteners,seams and stitching, laces and lace loops -hanti-g hose, and the entire unit for tears andholes. If any discrepancy is noted, the coveralland hose must receive a. periodic inspection.

Original Issue andPeriodic Inspection

The original issue/periodic inspection mustbe performed at the time of issue and every91 days thereafter, work to be performed at thelowest maintenance level possible. This inspec-tion consists of subjecting the anti-g coverallto the preflight check and in addition perform-ing a pressure test.

The pressure test consists of inflating theanti-g suit bladder to a pressure of 5 poundsper square inch (psi). The bladder pressuremust not fall more than 1.0 psi in the first 30seconds. A pressure drop greater than 1.0 psiin the first 30 seconds constitutes a failure.Coveralls that fail the pressure test must bestricken from service as repairs or replace-ment of the bladders or inlet port are notauthorized.

NOTE: Quality assurance inspection pointsmust be verified as summarized in the Aviation-Crew Systems Personnel Protective EquipmentManual, NavAir 13-1-6.7.

Cleaning the Anti-G Coverall

To clean the Mk-2A antiLg coverall, seal theair inlet port with a cork or rubber stopper,and immerse the suit in a mixture of lukewarmwater and bacteriostat detergent and allow tosoak for five minutes. Wash by hand for twominutes and remove the coveralls from themixture, then rinse the coveralls in cool frestwater until all traces of the detergent have dis-appeared. To dry, hang the coveralls on awooden hanger in a dry, well ventilated space.

101.

Use of the Equipment

All pilots of air,:lait in which anti-g equip-ment is installe,I should wear the anti-g suit tobecome farszo_Liar with its functioning and advan-tages. It is particularly important that it bewore: in the early stages of operational ands*annery training in fleet type aircraft. It is onthese flights that the pilot may miscalculateand pull excessive g's for a sufficient time, tocause blackout or unconsciousness'.

OXYGEN MASKS

Oxygen masks are pilot's personal equip-ment, and 'after the initial fitting, they are re-tained by the individual to whom issued. Fitting, adjustments, maintenance, cleaning, andincorporating modifications are the responsi-bility of the Aircrew Survival Equipmentman ofthe supporting activity. Oxygen masks are thefinal link in conveying oxygen fromthe aircraftsystem to the user and one important factor toremember about identifying an oxygen mask isits compatibility with the oxygen system withwhich the mask is to be mated.

Two types of oxygen masks are discussed inthis section. They are the PRESSURE BREATH-ING MASK and the DEMAND OXYGEN MASK.

A-13A PRESSURE BREATHING MASK

The A-13A oxygen masks currently in useare issued in three sizes: small, medium, andlarge. Due to the two types of materials usedin the construction of the A-13A masks, a briefdescription of each style will be discussed.

The A-13A oxygen mask (silicone) is darkolive in color, constructed of silicone (elasto-mer materials), and is described as being"tacky" to the totich.

AIRCREW SURVIVAL EQUIPIVIENTMAN 1 & C

The physical characteristics of this maskwhich represent improvement over older masksare as follows:

1. Longer shelf life.2. Contains ozone resistant properties.3, Lack of odor,4. Has less facial irritation.Cleaning of the A-13A masks must be ac-

complished as often as service conditionS re-quire but not less than once every three months.

The older style A-13A oxygen masks are is-sued in three sizes; small, medium, and large.They are medium green in color and constructedof stock which has a high crude rubber contentcompounded to resist mildew and remain flexi-ble at low temperatures. Cleaning requirementsare the same for both styles of the A-13A oxy-gen masks. All A-13A oxygen masks currentlyin use are satisfactory for flights up to 50,000feet altitude without regard to service life ifproperly maintained.

Fitting the A-13A Oxygen Masks andRetainer. Release Assembly to theAPH-6/6A/7 Helmets

Fitting must be accomplished by insertingthe proper size oxygen mask into a correspond-ing size mask adapter and harness assembly.Thread the mask adapter straps through theretainer release as shown in figure 6-2.

BUCKLE RETAINER RELEASE

,,,, \\, ,,

V;;ZI)>Z7Z7;;Zi>>>").A. - ,,,,,,

.miNMEMMEN,MmainwmaSTRAP

MASK

PR.467Figure 6-2.Method of attachment, maskadapter to retention-release assembly.

Don the helmet and insert the release as-sembly into the second notch of the retainertrack. (See fig. 6-3.)

Adjust the mask and mask adapter to theface by first adjusting the two lower maskadapter straps, then the two upper straps.Angle adjustment can be accomplished by

102

l'AASK

ANGLE BETWEEN STRAP ANDINSERTION LINE ADJUSTABLE

MASKADAPTER

INSERTION LINE

RETAINERTRACK

CHINSTRAP

PAD

RETAINER RELEASE

STITCH BUCKLES TO STRAPS AS CLOSETO MASK ADAPTER AS POSSIBLE

PR.468Figure 6-3.Mating the mask and

adapter to helmet.

loosening the screw located on the rear innerface of the release assembly. After the angleis adjusted to the individual's fit, tighten thescrew. Adjust the four adjustable straps toprovide a snug fit of the oxygen mask, main-taining equal tension on all straps. Make surethat the retainer releases are in the samenotch position or each side of the helmet, other-wise the mask will not be centered on the face.

Once adjusted, the straps need never be ad-justed again since there is approximately 1/2inch adjustment on each side by further inser-tion of the retainer release into the retainertrack.

A-13A Mask and RetainerRelease Assembly Modifications

The inner parts and mask components arethe same for all A-13A oxygen masks, but dueto the make and use of elastomer materialsused in the construction of the silicone masks,a laminar seal is not required.

If specifically requested by the aircrewman,a laminar seal must be applied to the siliconemask by use of special bonding materials.

Chapter 6--ANTI-G SUIT, OXYGEN MASKS, AND MK 4 PRESSURE SUITS

All older style A-13A oxygen masks musthave laminar seals affixed. in order to remainin a serviceable status.

When applicable, shims may be required toobtain a functional fit; this modification of theretainer release to provide webbing clearancewhen attached to the helmet is shown in fig-ure 6-4.

BREAK ALLEDGES .010-.020

.187 ± 18°051 DIA HOLE

(DRILL SIZE 3/16)

.140 + :88?' DIA ROLE

(Di11LL NO. 2111)

RETAINER RELEASE ASSEMBLY

PR.469Figure 6-4.---Retainer release assembly. shim.

A-14A DEMAND OXYGEN MASK

The A-14A oxygen mask is designed to beused with the demand oxygen system only. Themask is available infour sizeslarge, medium,small, and extra small. It is designed to sup-ply adequate oxygen during bodily exercise inextreme cold :t an altitude up to 37,500 feet.With added precaution adequate oxygen is sup-plied to 40,000 feet. The same general line ofmaintenance procedure applies to this typemask as it does with the A-13A. Being simplerin construction and lacking the valves and in-ternal sealing arrangement incorporated j.n

103

pressure types, the A-14A is easier to main-tain in a serviceable condition. However, thesame major rules apply to both masks. Theymust be clean and leakproof. Through repeatedbendings, the nose wire (A-14A) might becomebroken. When it does, replace the mask.

To test the A-14A for proper fitting;the mask to the face witl one hand, piag thequick disconnect fitting with the other hand,take a deep breath and hold it. Remove thehand holding the mask to the face, and the maskshould cling to the face.

MARK N FULL PRESSURE SUIT

The Mk IV full pressure suit is an individualfitted garment worn by pilots and aircrewmen.The suit offers protection against rapid decom-pression, windblast, and cold, and gives com-plete protection from hazards of extreme alti-tude. In addition, it affords protection fromcold water with comparable characteristics ofthe antiexposure suits. It is automatic and operates under all conditions including ejections.The suit will immediately become pressurizedby ventilation air when ambient absolute pres-sure falls below 2.4 psi. The headpiece (helmet)contains the breathing system which is sepa-rated from the rest of the suit by a face seal.MicrophGnes and earphones are incorporated inthe headpiece. The headpiece also includescrash helmet features

The suit assembly consists of seven convo-nentstorso, helmet, gloves, boots, anti-g suit,flotation garmet assembly, and underwear. (Seefig. 6-5.,

The suit is a close fitting, continuous wear,omnienvironmental garmet designed for use inflights above 50,000 feet altitude. The specificapplication of the Mk 4 full pressure suit is de-tailed by the Chief of Naval Operations.

If the full pressure suit is to operate as in-tended, it is necessary that ground personnelinsuze that preventive maintenance be per-formed with care.

UNDERWEAR

During use, the underwear may becomedrinpened by perspiration. It should be laun-derel. between flights as needed. It may bewashed in an automatic washer or by hand,using warm water and a mild soap. After wash-ing it should be hung to dry or tumble driedwith warm air only. Rapid drying may cause


PR.29Figure 6-5.Mk 4 full pressure suit

and components.

104

excessive shrinkage. If the Trilok patches areattached by Velcro tape, they should be removedbefore laundering and replaced after the gar-ment is dry.

ANTIBLACKOUT GARMENT

The antiblackout garment should be cared forin the same manner as the standard anti-g suit,Bladders should be periodically inflated andchecked for leakage, and the inlet connectionshould be checked to make sure that it makesa proper connection with the antiblackout portfitting.

TORSO

Extreme care should be exercised at alltimes with the torso section. Eliminate allsharp projections which might puncture or snagthe torso in all areas where suitS---a:I"?. handledor worn.

Make a pericAic i,:spection of all compo-nents and be especial'y careful in checking theouter garment for signs of excessive wear,rips, snags, and tears.

The neck bearing should turn freely. To ac-complish this, periodically drop several dropsof Dow Corning 510 silicone fluid between theraces. This is easily done by using a hypo-dermic needle filled with the fluid. TO cleanthe bearing it must be disassembled. Disas-semble by removing the retaining ring lockscrews, the retaining ring, the backup ring, thequad ring, and the Teflon seal. Separate theinner and outer .races and re nove the ballbearings. Clean the bearings with Freon 113,dry thoroughly, and reinstall in the inner racegroove. Reassemble in the reverse order.

Inspect the pressure sealing entrance zipperand relief zipper for tears in the rubber seal-ing lips and loose or missing zipper teeth. Forease in operation of the zippers, periodicallyapply a light film of silicone grease, MIL-L-4343A or MIL-I-8660A.

GLOVES

The gloves should be inspected periodicallyto make sure that there are no obvious tearsor cuts. Check the zipper for damaged ormissing teeth. Check the 0-ring for damageand make sure that it is properly lubricated.Keep the leather of the gloves soft and pliablewith an occasional application of a leatherdressing.

Chapter 6ANTI-G SUIT, OXYGEN MASKS, AND MK 4 PRESSURE SUITS

BOOTS

Check all port fitting nozzles and plugs forease in locking and unlocking.

The PR should make a visual inspection fol-lowed by pressurization (empty) of the entirepressure suit assembly prior to each'flight.The suit should be pressurized to 3.0 psi andthe leakage rate determined. NOTE: Procedurefor testing is explained later in this chapter.

Occasionally, the suit must be tested for theproper operation of the relief valve. For thesetests it must be inflated to 3.5 to 4.0 psi. WARN-ING: Do not pressurize the suit without thesock endings being enclosed in the boots.

The boots should be cared for like any goodfootwear. Keep good laces in the boots and in-spect them periodically for damage ,an.d exces-sive wear.

FLOTATION GARMENT

Care to be afforded the flotation garment. isthe same as that for a standard inflatable lifepreserver. Inflate periodically and check forleaks in the compartments. A visual inspectionshould be made for completeness of the assem-bly and any indication of damage. It should bepartially inflated and stored in. an extended po-sition for long storage periods. This type stor-age will prevent creases in the compartmentswhich might tend to cause a leak.

Before each flight, check the garment to seethat all air 'is removed. Any trapped air willexpand at altitudes, causing partial inflation ofthe garment and discomfort to the wearer. '

HELMET

The helmet ,hould be handled carefully atall times. A i,:astic carrying case is providedwith each helmet, and it is recommended thatthe 1'elmet be kept in its case when not in use.Handle the sponge face seal carefully, and checkfor rvls or tears. Check the metal ring at thebase of the helmet for any damage which mightcause an improper engagement with the neckbearing.

CAUTION: The oxygen hose contains com-munications system wiring which could be easilydamaged by rough handling. Never use thishose as a handle.

Check the visor and tinted lens for cleanli-ness and scratches. Clean with a nonabrasivesoaxr ., and clean eater. Remove grease with

105

hexane, kerosene, or white gasoline, and useonly a soft cloth to apply the cleaning solventnever rub the surface: with an abrasive.

Antik)gging solution is recommended for useon the visor to p, event fogging. Apply « thinfilm with a cotton swab and remove excesswhen dry.

The ON-OFF button should be left in the ONposition when not in use. This will avoid a per-manent set in the 0-ring inside the regulator.

Check the visors for ease in raising andlowering and operation of the button latches.Check the face seal and the 0-ri:og for damage.

GENERAL PRECAUTIONS

Pressure suit equipment must be stored inan area free from dirt and away from excessiveheat. The suit should be dried and ventilatedafter each wearing.

Do not smoRe while handling or wearing thesuit. A spark could melt a hole in the fabric,and if 100 percent oxygen is being used a seri-ous fire could result.

TESTING

One of the PR's most important tasks is thatof testing and maintaining full pressure suits.It is only while wearing these individualizedpressure chambers that we can fly into rarefiedatmosphere without fear of explosive decom-pression in the event of a failure of the pres-surized cabin. The importance of quality work-manship cannot be overemphasized when dealingwith these lifesaving devices.

The testing procedures given in the follow-ing paragraphs are typical setups; for actualtesting of the equipment, refer to the latest re-vision of the appropriate NavAir Instructions.

SUIT LEAKAGE

Certain preparations must be made beforetesting the full pressure suit, and these pre-paratory steps are required for most tests. Incases in which other procedures are necessary,only the steps which differ from those listedbelow will be given:

1. Close main entrance, relief, waist, ankle,and neck zippers.

2. Snap the neck straps in place.3. Insert sock endings into the boots and

connect the four boot couplings.


13

1. Oxygen cylinder reducer assembly.2. Oxygen cylinder.3. Suit exhaust tnd pressure hose assembly.4. Oxygen supply hose assemblies.5. Quick disconnect.6. Test set oxygen inlet.'1. Headpiece oxygen regulator.8. Test set pressure indicating inlet.,9. Test set suit exh,.ast.

10. Ventilating air source.Figure 6-6.Test set assembly showing connections of the suit.

?R.3811. Control pressure knob.12. Suit leakage valve handle.13. Oxygen cylinder valve14. Oxygen gage.15. Pressure gage..16. Control pressure gage, 0-10 psig.17. Suit pressure gage, 0-10 psig.18. Flowrneter.19. Pressure suit.

106

Chapter 6ANTI-G SUIT, OXYGEN MASKS, AND MK 4 PRESSURE SUITS

4. Install plug (part No. 3P2060-1) into theantiblackout port.

5. Install plug (part No. 2P2066-1) into thepressure sensing port.

6. Install test plate (part No. 4P2053-1) inthe neck bearing.

Suit leakage tests are performed on theportable test kit shown in figure 6-6. NOTE:Item 5 of figure 6-6 is not connected when theheadpiece is not used as a part of the test.

To test the suit for leakage, the headpiece isattached, and a plug (part No. 3P2060-1) is in-stalled in the ventilating port instead of theventilating hose. Turn off the suit leakagevalve (12, fig. 6-6) and oxygen regulator (7).Turn the suit control pressure knob (11) fullycounterclockwise. Supply oxygen at 50 to 75 psiand lower the facepiece. Turn the headpieceregulator ON Momentarily to inflate the face-piece seal.

WARNING: Or not leave the headpiece regu-lator ON for more than 10 seconds.

Adjust the pressure knob (11) until suitpressure is approximately 3.0 psi and install

107

a safety valve cap assembly over the pressurerelief .Valve. Increase pressure to 4.0 psi andturn on the suit leakage valve. Maintain suitpressure at 4.0 psi and observe the flowmeter(18). Maximum allowable leakage for the entiresuit is 10 Ipm for a used suit and 5 1pm for anew one.

PRESSURE RELIEF VALVE TEST

The pressure relief valve test setup is thesame as for the suit leakage setup except thatno safety valve cap assembly is installed.

Gradually increase pressure to 3.4 psi andcheck to see that there is no leakage from thepressure relief valve. Observe the pressuregage while increasing pressure and increaseuntil the safety valve cracks. The valve shouldrelieve before the pressure reaches 4.0 psi andreseat before it goes back down to 3.5 psi.

NOTE: Do not overpressurize when testingthe suit or its components. If damage is notedduring testing, release pressure and make nec-essary repairs before continuing tests.

CHAPTER 7

MAINTENANCE OF CO2 TRANSFER FOUIPMENT

CO transfer units are supplied to the Navyby the2 C-O-Two Fire Equipment Companyof Newark, New Jersey, and the Walter KiddeCompany of Belleville, New Jersey. Both ofthese units and their related equipment arediscussed in this chapter.

C-O-TWO TRANSFER-UNIT

The transfer unit shown in !igure 7;1 isfurnished with the motor, stand, hose, andadapters. The cylinder stand and cylinder arenot a part of the unit and must be providedlocally. The motor-driven pLinp is designedwith one cylinder, operating on the single-acting reciprocating principle. It is manufac-tured from corrosion-resistant metal, and ismounted on a base support. Mounted on asliding base, the motor can be adjusted to main-tain the proper tension or the drive belt. Theworking pressure of the pump is approximately3,500 psi, and the unit is capable of transfer-ing 80 percent (about 40 rounds) of the carbondioxide from a fully chargt.0 50-pound supplycylinder.

The pump head is fitted with a frangiblesafety disk designed to relieve pressure in thepump between 2,700 psi to 2,900 psi. Whenthe disk ruptures, a safety disk nut preventsany recoiling action. Ruptured disks areeasily replaced.

The lower half or crankcase end ol7 the pumpis ruggedly constructed. The crankcase properis made of close-grained nickel iron which isfitted with a well-baffled breather, anoil filter,and a drain plug. A positive oil seal is providedat the crankshaft. The crankshaft (centercrank, counterbalanced, construction) is madein one piece of drop-forged, heat-treated. steel.At each end of the crankshaft is an extra largetapered adjustable roller bearing (single-row,antifriction type).

The connecting rod (shaped in the con-ventional I-section common to automotive de-sign) is also made of drop-forged, heat-treatedsteel. A shim-adjusted babbitted bearing isprovided at the crankpin. The wristpin intne crosshead is of hardened pOlished steeland is furnished with a graphite bronze bushing,fitted with an oil groove. The crosshead,made of wear-resistant material, is also fittedwith an oil groove.

The lubricating system is the automatic-controlled splash type, while the oil flow isregulated by a fixed orifice in the oil trough.

Packing is provided at the entrance of thepiston rod into the cylinder which is especiallydesigned for tightness at high working pre ssuresand for ease of adjustment.

108

PORTABLE CYLINDERBEING RECHARGED

STANDARDCOMMERCIAL .

CYLINDER

MOTOR DRIVEN PUMP

TILTING RACK

PR. 39Figure 7-1. C-0-Two transfer unit.

Chapter 7MAINTENANCE OF O2 TRANSFER EQUIPMENT

The drive from the motor to the pumpis a combination of V-belt drive pulleys andgears. The small gear and large pulley areassembled together as a unit, and are bothfitted with ball bearings and mounted on theidler shaft. Both pulleys are carefully balanced.A single guard is secured over both gears andpulleys.

The motor furnished as standard equipmentis the 1-horseIower capacitor start inductiontype. It is suitable for operation on eithera 110- or 220-volt, single-phase, 60-hertzcircuit. (A d-c rnptor is also available.)An enclosed control switch is located accessi-bly on the side of the motor.

SERVICE AND OPERATIONALINSTRUCTIONS .

After receiving the equipment, examine com-ponents for damage. If the unit is damaged,do not attempt repairs (under ordinary cir-cumstances). Return it to the supply officerw ho will direct its reshipment to, themanufacturer.

Since' the oil has been drained from thecrankcase of the pump for shipment to fieldactivities, make certain it is filled with astandard grade of SAE No. 20 lubricating oilbefor.,.., starting the unit. On pumps equippedwith an oil filter plug and measuring stick,fill only to the upper groove on the stick.On a unit equipped with an oilcup on its sideand havftig no measuring stick, fill to withinone-four. n inch of the top of the cup. Otherthan the crankcase, there is only one pointon the ?.sump that requires lubrication. Thispoint if. on the shaft of the .idler gear andpulley awl is equipped with an alemite lubri-cation fitting. In spite of the fact that thepulley shaft has been prelubricated at thefactory, it is advisable to relubricate the areawith two or three applications (grease gunshots) of light cup grease before. starting.The motor bearings contain enough grease tolast for approximately 2 years, under averageconditions.

Before running the pump, and electric cir-cuit compatible to the motor must be foundor be installed in the shop. Unless otherwisespecified, motors are wired to operate on110 -volt, 60-hertz, single-phase circuits. When220-volt, 60-hertz, .1 single-phase current isavailable, the hookup of the motor should be re-arranged so that it can be operated on this

109

circuit. A 220-volt wiring diagram is shownon the nameplate of the motor. The plugon the end of the lead conducting the currentto the motor from the power outlet should beequipped with a grounding wire, or third wirewhich is usually insulated by a white covering.Regardless of whether a three-pronged plug ora pigtail (coming out of the lead near a two-prong plug, fitted with a clip) is used, thesystem to which this grounding wire is attachedmust also be grounded in order for the unitto be protected.

Always "run-in" a new pump, or one thathas been idle for a long time. This action,accomplished with the CO9 hoses disconnected,is performed as a check for lubrication tomake certain that all parts are thoroughlytreated. After turning off the pump, wipeoff all excess lubricants.

Before pumping carbon dioxide, examineall line connections on both the inlet andoutlet hoses. Make certain that all connectionsbetween components are tight. This is im-portant since carbon dioxide is stored underhigh pressure (approximately 850 psi at anatmospheric temperature of 70° F). Tightenconnections 'with a wrench no larger than 12inches, using a slow steady pull.

The transfer unit will pump carbon dioxidein its liquid phase only. This is true of allCO2. transfer units. Since the amount ofliquid carbon dioxide contained in a fully chargedcylinder varies with the pressure and tempera-ture (a standard 50-pound cylinder containsapproximately 40 pounds of carbon dioxide in itsliquid phase and approximately 10 pounds in itsgaseous phase at an atmospheric temperature of70° F), it follows that the cooler the supply cylin-der and the cylinder being recharged, the moreefficient the operation of the transfer unit willbe. Consequently, all cylinders should be keptin the coolest location possible. Conversely,the time required to charge an empty cylinderincreases with increased temperature o4 thecylinder.

After all the liquid carbon dioxide to trans-ferred from the supply cylinder, which isapproximately 80 percent of the net. contents,the efficient transfer of CO 9 to -the cylinderbeing recharged will cease. After this, anotherfully charged supply cylinder must be usedto finish charging the cylinder to its full ratedcapacity. The majority of gas remainingin the other supply cylinder can be used whenrecharging another EMPTY CYLINDER, as the


gas will transfer itself under its own pressureuntil the pressure in both cylinders is equal.Through this method, the most economical useof the contents of the supply cylinder is made:

To prevent expansion of carbon dioxide inthe supply hose, and consequently blocking thehose with CO2 "snow," the valve should havean outlet opening of at least one-eighth inchin diameter preferably three-sixteenths inch.Standard supply cylinders in 50-pound sizesare obtainable with or without a syphon tube.When ordering cylinders, specify the oneswith a syphon tube. Those without syphonsmust be inverted during the transfer process.

MAINTENANCE

Once every month, inspect the level of the oilin the crankcase and see that it is within thelimits specified.

Once every 6 months, lubricate the idler shaftwith two or three applications of light cupgrease; also, lubricate the gear teeth with a thincoating of the same grease. With a small brush,apply a light coating of vaseline to the pistonrod. To do this, dip the brush in vaseline andhold the brush against the piston rod whilerotating the gears manually, until the piston rodhas been coated completely. If necessary,tightenthe packing at the piston stem. A special wrenchis needed for this operation. Do not tighten ex-cessively. Because of the design of the packing,it is necessary to make only a snug adjustmentin order to have it hold tightly.

Keep the commutator of the motor clean.Under normal operating conditions, the com-mutator will require only occasional cleaningwith a dry piece of nonlinting cloth. Neverlubricate the commutator.

Drain and refill the crankcase at leastonce every 2 years. The bearing housingsof the motor which also need attention at thistime should be cleaned and regreased by a quali-fied electrician.

Piston Rod Packing

Piston rod packing 'should be replaced onceevery 2 years.

To replace the piston rod packing the stepsinvolved are as follows:

1. Remove the six bolts , on top of thecylinder acad. Remove the cylinder head.

110

2. Loosen hex nut . 7-2) at the bottomof the piston rod.

3. Remove the three bolts which hold thecylinder body to the crosshead guide unit.

4. Raise the cylinder body and unscrewthe piston rod from the crosshead so that itclears the base.

5. The piston rod packing is now in aposition to be replaced. Remove the iocknutfrom the piston rod, and then remove thepiston rod packing nut.

6. When replacing the flanged type packing,remember that the packing nut serves onlyto hold the padking in place. Tightening thenut excessively WILL NOT increase its ef-ficiency; the packing nut should not be forceddown tight enough to damage the packing flange.

7. After' replacing the packi,:z packingnut, mount the cylinder body on the crossheadguide, making certain that the locknut is re-placed on the piston rod before screwing itinto the crosshead.

8. Screw the piston rod into the crossheaduntil the top edge of the piston packing isflush with the top of the cylinder body, withthe crosshead in the uppermost position. (Seefig. 7-2.) Check this adjustment by rockingthe crank back and forth before tightening thelocknut at the bottom of the piston rod.

9. Replace the piston head and tightenall the mounting bolts.

WALTER KIDDE TRANSFER UNIT

The Walter Kidde unit, like the C-O-Twounit, is designed and manufactured expresslyfor the purpose of transferring carbon dioxidein its liquid form from one cylinder to another.The unit is supplied complete with the necessaryadapters, recharging valves, safety disks andbushings, nuts, bolts, and washers ,for makingconnections to the cylinders, and for minoradjustments to the unit. Pumps, models4211 and 4211-1, are driven by a 3/4-horse-power motor and are equipped with a safetyswitch and lead fitted with a plug, Three-prorgplugs and three-wire leads should be substi-tuted for the ordinary two-wire, and two-prongarrangement. Pump models 4306 and 4306-1are driven by a single-cylinder, four-cycle3/4-horsepower air-cooled engine. Figure7-3 illustrates the W. K. electric rechargeunit, model 4211.

Chapter 7MAINTENANCE OF CO2 TRANSFER EQUIPMENT

141-'1-PRONG CONNECTORCPMPRESSOR

INLET HOSE ADAPTER

GUAP.O/110-VOLT AC MOTOR,/

PRESSURE RELIEF VALV VALVE PLUS OUTLET VALVE CAM

UTLET HOSEADAPTER

PISTON RODFLANGED PACKING

PISTON PACKIN

PISTON RO

\ CO2 INLET

\OROSSHEGUIDE

ACKING NUT

HEX NUT

PISTON

Figure7-2.Cross section of C-O-TWO transfer unit.

SERVICE AND OPERATIONALINSTRUCT1 NS

Much of this information has been dis-cussed for the C-O-Two transfer unit andneed not be repeated; however, where a dif-ference has been noted, it will be discussed.

After uncrating and inspecting the unit,make certain that the crosshead clears thepacking nut. To do this, turn the mastergear attached to the crankshaft. The mechanismmust work freely.

Fill the crankcase with a standard gradeof SAE 20 motor oil. CAUTION: DO NOT useany oil or grease in the cylinders or in anyof the adapters or hose connections used toconvey carbon dioxide. (Since this precautionwas not specifically stated in the instructionsfor the adapters connected to the C-O-Twopumping unit, it is not implied that oil or greasecan be used in the adapters of the C-O-TwoCompany's equipment.) In any case, follow themanufacturer's instructions, adding or subtract-ing nothing contained in their respectivemanuals. Obviously, however, where the Nav-AirSysCom directives are concerned, theywill take precedence over the manufacturer'sinstructions.

111

PR. 40

Instead of a 12-inch wrench, W.K. instruc-tions direct the use of one 10 inches long totighten all hose-connecting joints. While tight-ening, care 'should be taken not to twist thehose.

A strainer and strainer adapter (fig. 7-4)are .inserted into the inlet line (at the supplycylinder) to the pump to prevent any dirt orturnings which may accumulate in the supplycylinder from blowing over into the pumpand impairing the action of the valves. Knowl-edge of the function of the strainer in relationto a possible trouble area is important to thetechnician when attempting to analyze the causeof malfunctioning pump valves or other as-sociated parts.

MAINTENANCE

With respect to lubrication, the instructionbook for this equipment simply recommendsinspecting the oil level in the crankcaseperiodically and changing it as necessary. Here,experience with pumps dictates the time ofaction. One can establish and maintain a schedulecompatible with the experience gained throughoperating the equipment. The plunger packingneeds no oil.


SUPPLIED WITH

MODEL 4211 -I

3

10

1. Multibreaker. 6. Gear guard.2. Power switch. 7. Motor.3. Oil filiercap. 8. Base4. Running gear 9. Power cable.

assembly.5. Compressor 10. Change to three-

assembly. prong plug.

PR. 41Figure 7-3. Walter Kidde electric CO2

transfer unit, model 4211.Plunge,: Packing

Vapor leaks at the plunger packing are some-times impossible to overcome. An invisiblevapor leak will not affect the performanceof the pump and no particular effort needbe made to eliminate a le ak unless itreaches the point at which it becoMes visible.If a leak should develop at the lower end ofthe plunger, tighten the plunger guide, shownin figure 7-4, with a rod supplied (approxi-mately 3/8" by 6" ).: Do not bind the plungerby tightening it too snugly. When it is nolonger possible to adjust the tightness of the

112

plunger guide, new packing should be insertedas follows:

1. Remove the compressor body from theframe by unscrewing the four bolts whichhold .the compressor body to the crossheadguide and remove the pin which holds theplunger to the crosshead.

2. Place the compressor body in a vise,and remove the plunger guide and old pack.ii,,f.Insert only the two large pieces. packirigand the spacer. Then insert the plunger gui(41and turn it down as far as possible to compressand form the packing around tne plunger.This operation will cause the plunger to bind,

Zit

A- A

RETAININGWIRE

SAFETY DISKNUT

SAFETY DISK

WASHER

SCREWS

"OUTLETB-B PLUG

CHECKVALVES

DISCHARGE HEAD

COMPRESSOR BODY

PLUNGER

SPACER

RING PACKING

MOUNTING BOLTS

PLUNGER GUIDE

TRANER ADAPTER

`STRAINER

PACKING

TOSUPPLYCYLINDER

CROSSHEAD

BIN

CROSSHEAD GUIDE

PR.42Figure 7-4. Compressor assembly ofthe Walter Kidde CO2 transfer unit.

Chapter 7MAINTENANCE OF CO2 TRANSFER EQUIPMENT

but it can be freed by turning and working theplunger up and down a few times.

3. Remove the plunger guide and insertthe small ring of the packing. Install so thatthe level fits the packing already in placeand the plunger guide. Replace the plungerguide and turn it in until the maximum di-mension between the body at )oint (A) andend of the plunger guide (B) is 1 3/16 inches.If the plunger guide is not screwed in suf-ficiently, the crosshead will strike the plungerguide. The plunger can be freed by workingit back and forth several times.

4. Replace the compressor body, extend-ing the plunger sufficiently so it can be linedup with the crosshead and the pin being replaced.After connecting the end of the plunger withthe crosshead, which may'have had to be movedto its top position in order to accomplishthe connection, tighten the bolts securely. Turnthe master gear through several revolutionsby hand to be certain the crosshead does notstrike the plunger guide.

Safety Disk

Figure 7-4 illustrates the safety disk ar-rangement 'located in the discharge body. TheMethod of removal and replacement of thesafety disk is self-evident in the illustration;

113

however, never use a disk that is stronger orweaker (tensile strength capacity) than specified.

Cleaning

Recharging pump connections should be keptfree of foreign matter. If a decrease is notedin the amount of carbon dioxide transferred(it should be approximately 80 percent of thesupply cylinder), remove the two check valves(fig. 7-4) in the compressor head and cleanthem. To do this, remove the discharge headbody (right-hand thread). Then remove twoscrews and retaining wire. The inlet checkwill then he accessible. The outlet check can cueremoved -ny unscrewing the plug. Clean bothchecks'and the seat thoroughly.

The strainer on the inlet line from the supplycylinder) should be cleaned frequently for maxi-mum efficiency of the pump.

Periodically tighten all bolts on the compres-sor head and frame.

NOTE: Remember that you are dealingwith high pressure gas. Before attempting torecharge any extinguisher, become thoroughlyacquainted with the recharging punip and themethods of recharging. Carefully read theinstructions that pertain_to the recharge pumpand be sure that all connections are tightat all times.

CHAPTER 8

AIRCRAFT MOUNTED OXYGEN REGULATORS

Oxygen regulator maintenance formerly wasentirely the responsibility of the PR. However,under the current rating structure, personnelof the AME rating are responsible for checkingregulators installed in aircraft and for theirremoval and installation, while PR's are re-sponsible for shop testing and maintenance.Malfunctioning regulators are therefore re-moved from the aircraft by the AME and de-livered to the regulator repair shop, wherethe PR performs the necessary shop mainte-nance. The AME then reinstalls the regulatorin the aircraft.

Although it is not always necessary to com-pletely disassemble a regulator to make thenecessary repairs, this chapter covers dis-assembly and reassembly of one of the varioustypes of regulators now being used by the Navy,and describes the recommended methods ofdetermining and remedying iralfunctions. Thefirst section of this chapter discusses some ofthe problems involved in establishing and or-ganizing a regulator repair shop.

REGULATOR REPAIR SHOP

SPACE REQUIRE mr, 7.9'

Adequate space for the installation of allnecessary equipment must be available be-fore undertaking the maintenance of oxygenregulators. Approximately 600 square feet offloor space is the minimum requirement forthe establishment of a combined oxygen andcarbon dioxide shop. This size shop is suitablefor the support of approximately 200 aircraft.More space should be provided where largernumbers of aircraft are serviced, and separaterooms for the various shop functions are alsodesirable. In addition, a loading ramp for thehandling of oxygen and CO2 storage cylindersshould be provided.

EQUIPMENT REQUIREMENTS

An oxygen regulator test stand, workbenches,storage bins, a machinist's vice, necessary

114

handtools, and special regulator tools are re-quired for an adequate oxygen regulator shop.The special tools are listed in the applicablesections of this chapter.SHOP ORGANIZATION

Segregation cf all equipment relating tooxygen regulators is highly desirable, either bypartitioning the shop or grouping this materialin a separate section. This section should alsobe in a dirt- and dust-free area. The vacuumpump may be located in this area, under thebench supporting the regulator test stand. Inaddition, a regulator workbench and adjacentstorage space should be provided. Personnelworking in this segregated area would be undis-turbed and would be in a position to use theequipment with maximum effectiveness.

AUTOMATIC POSITIVE PRESSUREAND COMPOSITE DILUTER DEMAND

OXYGEN REGULATORS

AUTOMATIC POSITIVEPRESSURE REGULATORS

The automatic positive pressure diluter de-mand oxygen regulators, Pioneer-Central Types2867 and 2873, are used in high-altitude flightto supply oxygen under pressure to the user.The regulator illustrated in figure 8-1 is the2867-B2. The difference between the 2867 andthe 2873 is that the 2873 does not incorporatethe inlet and shutoff valve assembly. They bothautomatcally mix air and oxygen at a ratiowhich depends upon altitude. The mixture isdelivered to the user upon inhalation. A pres-sure breathing mask, such as the A-13A, mustbe used with these regulators. With a tightmask, these regulators, supplying 100% oxygen,can be used up to 50,000 feet under normal con-ditions. At altitudes above approximately 35,000feet, positive pressure is supplied to the user.

COMPOSITE REGULATORS

Composite di l u t e r demand regulators,Pioneer-Central Types.2872 aid 2874, are also

Chapter 8AIRCRAFT MOUNTED OXYGEN. REGULATORS

PR.43Figure 8-1,Three-quarter view of automatic

positive pressure diluter demand oxygenregulator, Pioneer-Central Type 2867-B2.

used for high-altitude flight. The differencebetween the 2872 and 2874 is that the 2872 hasan inlet and shutoff valve assembly; the 2874does not. They have a service ceiling of 40,000feet and are used with the A-13A pressdremask. These regulators do not incorporatea pressure breathing back, otherwise they areidentical in appearance to the automatic posi-tive pressure regulators.

DISASSEMBLY OF AUTOMATICPOSITIVE PRESSURE AND COMPOSITEDILUTER DEMAND OXYGEN REGULATORS

Since disassembly of all of these regulatorsis a similar operation, only the step-by-step

procedure for disassembling the 2867-B2 regula-tor is presented in this section.

The following Bendix special tools and testequipment are required:

BENDIXPART NUMBER NOMENCLATURE

QB70065-1QB70737-5QB70750-9QB71259-1QB71260-1QB72025-1TQ-12-A

TQ-50-A

508609

Wrench, Fixed SpannerWrench, Piloted SpannerWrench, Piloted SpannerAdapter, Pressure GageWrench, Hex KeyWrench, Slotted SocketWrench, Torque (0-150

inch-pounds)Wrench, Torque (0-600

inch-pounds)Gage (0-100 psi)Key, T-Handle

Removal of Blinker Tube andPressure Tube Assemblies

The blinker tube assembly is removed firstin order to clear the flow tubes on the regulatorinlet assembly. Remove the shield. Using aQB72025-1 wrench, take off the blinker tube,being careful not to damage the lead seals oneach end of the tube. Remove the inlet tubingshield and the pressure gage tubing at the inletand shutoff valve assembly. Remove the foursteel screws that attach the inlet and shutoffvalve assembly to the case.

CAUTION: Loosen all four screws evenlyto prevent damaging the inlet valve stem.

Disassembly of Inlet andShutoff Valve Assembly

After removing the inlet valve assemblyfrom the regulator case, place the inlet valvebody in a vise. Using a 3/4-inch hexagonsocket wrench equipped with a 3/8-inch driveand adapting it to the torque wrench TQ-50-A,remove the inlet valve assembly and the 0-ringfrom the inlet body. Carefully remove the re-tainer and sintered bronze filter assembly, asthe inlet valve assembly is spring loaded.Remove the compression spring, valve, seatinsert, and 0-ring from the inlet housing. Re-move the shutoff valve assembly from the inletyalve body.

It is not necessary to disassemble the shut-off valve assembly unless repair or replacementis required. If disassembly is required, follow

115


1. Inlet valve assembly.2. Retainer and sintered bronze3. Compression spring.4. Valve.5. Seat insert.6. 0-ring.7. Inlet valve housing.8. 0-ring.9. Shutoff valve assembly.

10. Shutoff valve arm.11. Screw.12. External lockwasher.13. Special washer, large.14. Spring.15. Special washer, small.16. shutoff valve stem stop.17. Washer.18. Actuating screw.19. Valve and guide assembly.20. Locknut.21. Union nipple.22, Sintered bronze filter.23.. Inlet valve body.

PR.44

the order indicated by numbers 10 through 20 infigure 8-2. If the shutoff valVe is disassembled,determine whether the seat on the valve and guideassembly is lead or nylon. These two differentseats on the valve and guide assembly are notinterchangeable. Never clean the sinteredbronze filters contained inthese regulators with.any cleaning solvent. They are to be cleaned. byreverse flushing with dry, clean, oil-free air.

Removal and Disassembly ofAneroid and Check Valve Assembly

After the air valve knob assembly has beenremoved from the top of the regulator case,remove the air valve screen and gasket. Usingthe fixed spanner wrench, unscrew the aneroidand check valve assembly from its chamber inthe case. The aneroid and check valve assem-bly is now disassembled by spreading the prongsand removing the check valve assembly fromthe aneroid housing. Remove the check valvedisk by spreading the prongs, but do not removethe air check 'valve spring unless replacementis necessary. Remove the aneroid from theaneroid housing case, then remove the sr.:rew,throttling plate, and spring washer from theaneroid assembly. Remove the nut and theaneroid from the aneroid housing.

Removal and Disassembly of Mountingfilter. Plate and Oxygen Pressure Gage

Remove the safety pressure lever from thesafety pressure shaft. If this is not done, themounting plate cannot be removed. Take thesix screws out of the mounting plate and lift itoff the regulator case.

The oxygen pressure gage should not beseparated from the mounting plate unless re-placement is necessary. Any damage to thepressure gage or tubing will necessitate re-placement of the entire pressure gage assembly.RemoVal of the Oxygen FlowIndicator Assembly

Remove the masking tape that temporarilyheld the flow indicator parts within the cham-ber. As shown in figure 8-3, lift off the glassdial and gasket. It is not necessary to separatethe gasket from the dial unless replacementof either is required.

Before removing the oxygen flow indicatorassembly, observe the position of the blackand white portions of the plate in relation tothe case. The black portion is located toward

Figure 8-2.Exploded view of inlet and shutoffvalve assembly.

116

Chapter'8AIRCRAFT MOUNTED OXYGEN REGULATORS.

Figure 8-3.Procedures for removal of flow indicator.

the inlet and shutoff valve assembly: The flowindicator assembly must be reassembled in thesame position. Using the fixed pin spannerwrench QB70065 -1, remove the retaining ring.Extreme 'care must be taken when using thefixed pin spanner wrench. if it is not positionedcorrectly, it will damage the lever and plateassembly of the flow indicator assembly.

Holding the blinker in the center of the case,remove the slope ring. Using tweezers or ajeweler's. screwdriver, pry out the packingwasher that rests between the frame and the

117

PR.I15

flow indicator case. Lift the case out of thechamber. Figure 8-4 shows an exploded viewof the disassembly flow indicator assembly.Disassembly of the oxygen flow indicator is notauthorized. If it is damaged in any way, theentire flow indicator assembly must be ,replaced.

Removal of Regulator Back Assembly

In order to continue the disassembly of theparts mounted on the case, the assembliesattached to the back of the case must be removedfirst.


2 3

PR.46 P11.47

1. Screw. 7. Dial glass. 1. Oxygen regulator assembly.2. Lockwasher. 8. 0-ring. 2. Retaining strap.3. Safety pressure 9. Retaining ring. 3. Pressure breathing aneroid cover.

lever. 10. Ring. 4. Screw.4. Mounting plate. 11. Packing washer. 5. Pressure breathing aneroid assembly.5. Oxygen pressure 12. Flow indicator 6. Pressure breathing housing assembly.

gage tubing. assembly. 7. Diaphragm assembly.6. Gasket. 13. Piston seal.

Figure 8-4.Exploded view of mounting plateand flow indicator assembly.

Remove the four screws in the pressurebreathing housing assembly and lift off theregulator case. (See fig. 8-5.) Lift off thediaphragm assembly. Further disassembly ofthe diaphragm assembly must not be attempted.Reihove the screws and separate the housingfrom the plate and lever assembly. The screwand nut at the end of the ratio lever (long bar)must not be tampered with unless it is foundto be out of calibration during testing. Loosenand remove the pressure breathing button (hexnut). Loosen the set-screw and slide the re-taining strap over the aneroid cover. Unscrewthe aneroid cover to separate the hcusing as-sembly from the aneroid assembly. Take outthe three small screws and remove the aneroidfrom the cover.

Removal and Disassembly ofCounterweight Lever andBracket Assembly

Take out the two screws that secure thecounterweight and bracket assembly to the caseand lift from the regulator case.

118

Figure 8-5.Exploded view of diaphragm andpressure breathing back assembly.

Demand Valve Assembly

The demand valve is not removed. If dam-aged in any way, UNDER NO CIRCUMSTANCESwill the PR att2%npt any repairs or replacementson the demanct valve assembly. If damaged, orshould replacement of any part of the demandvalve be necessary, REPLACE THE REGULA-TOR.

Removal and Disassembly of theInjector Assembly

Remove the outlet and, using the pilotedspanner wrenchQB70750-9, unscrew the mixingtube. Remove the compression spring and thepiston with the 0-ring. Remove the injectorhousing and gasket. The injector nozzle is anintegral part of the injector housing.

Removal and Disassembly ofPressure Reducer Assembly

Using a 3/8-inch open-end wrench and theT-handle wrench 609, loosen the pressure re-ducer nut (wrench 609 holds the stem). Take

Chapter 8AIRCRAFT MOUNTED OXYGEN REGULATORS

off the nut and two gaskets. Only on the 2867and newer regulators can the T-handle keywrench be used. These regulators have a holedrilled through the case from the injector cham-ber for access to the pressure reducer bellowsstern. On the older regulators the hex keywrench QB71260-1 must be used to removethe pressure reducer. Reinsert the hex keywrench or T-handle wrench and screw out thepressure reducer bellows. 'Remove the springdampener from the pressure reducer bellowsand the chamber liner from the pressure re-ducer chamber. No further disassembly ofthe pressure reducer is authorized.

REGULATOR MAINTENANCE

CLEANING AND INSPECTION

General cleaning is essential after dis-assembly. For cleaning parts, use sonic energy.If sonic energy cleaning equipment is notavailable, clean all parts of the regulator withoxygen cleaning compound conforming to speci-fication MIL-C-8638 (Aer). Dry. with clean,dry; oil-free air. Clean, -try, oil-free air iscompressed air 'that ...as been compressed witha pump lubricated with water vapor. Any parts,such as gaskets, diaphragms, etc., made ofrubber are never washed. Under no circum-stances should oil or any lubricant be used onthe regulator.

Inspect the individual regulator parts fordamage, nicks, scratches, burrs, deterioration,and signs of wear. Insure that mating parts,such as the inlet valve pin and . seat and thecheck valve disk and aneroid housing, aresmooth and free from scratches or burrs thatmay cause leakage or malfunction. Inspect thediaphragm and, piston seal for holes, tears, andsigns of wear. Replace all worn, damaged, ordistorted screens, springs, gaskets and screws.

REASSEMBLY AND TEST1.0.1G

Connect the tube and pressure gage assemblyto a source of high-pressure oxygen (1,800 psi)to check the operation of the pressure gage.Check the pressure gage on decreasing pressureat 1,500, 1,000, and 500 psi. It must read cor-rectly within plus or minus 50 psi.Reassembly of Inlet andShutoff Valve Assembly

Insert the 0-ring, seat insert, valve, andcompression spring in the inlet valve housing

119

in the order shown in figure 8-2. Using torquewrench TQ-12 L'A and a 3/8-inch socket, tightenthe retainer and filter assembly to a torqueof 30 to 40 inch-pounds. Using torque wrenchTQ-50-A and a 3/4-inch socket, tighten theinlet valve assembly to 300 inch-pounds. Useof greater force may turn the head off theseat. Install the sintered bronze filter and theunion nipple in the inlet valve body.

Apply .a small amount of Dow CorningDC-7 to the outer threads of the valve andguide assembly. Place the locknut on the valveand guide -assembly. Apply a small amount ofDow Corning DC-7 to the threads and installthe actuating screw in the valve and guideassembly. Install the shutoff valve assemblyin the inlet valve body. Slip the shutoff valvearm over the serrations of the actuating screw:Using the shutoff valve arm for leverage, tightenthe actuating screw finger tight. After theactuating screw is tight, relocate the shutoffvalve arm to the OFF position, as shown infigure 8-6. Open the shutoff valve by turningthe shutoff valve arm counterclockwise ap-proximately 180 degrees. Lift off the shutoffvalve arm, being careful, to leave the actuatingscrew in the same position.. Install the washerin the shutoff valve stem stop. Using twowrenches, tighten the shutoff valve stem stopand the valve and guide assembly locknut.

After the assembly has been tightened, checkthe rotation of the shutoff valve arm from OFFto ON. There' should be approximately a 180-degree inboard rotation. It is important thatthe rotation be inboard, as the mounting ofthis regulator in some aircraft will not allowoutboard rotation. Install the small specialwasher, the spring, the large special washer,and the shutoff valve arm to the valve andguide assembly. Secure the shutoff valve armwith the screw and external lockwasher.

Testing the Inlet andShutoff Valve Assembly

After the inlet and shutoff valve assemblyhas been reassembled, the following test mustbe performed, Apply a small amount of threadlubricant MIL-T-554213 (antiseize compound)to the pipe threads of the union nipple. Connectthe inlet and shutoff valve assembly to a con-trollable source of oxygen and apply 1,600 to2,000 psi through the nipple and dip the as-sembly into a container of water. There mustbe no leakage, which would be indicated by

, . .


PR.48Figure 8-6.Position of shutoff valve arm.

bubbles. Turn off the pressure and releasethe 1,600 to 2,000 psi in the line. Apply 50 psipressure and repeat the test. There must beno leakage.

Installing Pressure Reducer AssemblyScribe a mark on the case, alining the hole

in the case that goes to the lower demand valvechamber with one of the holes in the pressurereducer chamber liner. Insert the pressurereducer assembly into the threaded hole in thecase.

Using the T-handle key, or appropriate toolas shown in figure 8 - ?, screw the pressure re-ducer assembly into the case. When there areenough threads showing on the inside of the case,assemble the two gaskets and start the pressurereducer stem nut. Place the pressure reducerdampener into the slot on the pressure reducerassembly. Carefully insert the widest end ofthe pressure reducer chamber liner in the case

120

PR.49Figure 8-7.Adjusting the pressure reducer

assembly using T-handle key No. 609 for2837, 2872, 2873, and 2874 regulators.

and around the pressure reducer assembly. Besure that one of the holes in the pressurereducer chamber liner is alined wish the scribemark on the case. If this is not done, there willbe a restricted flow of oxygen to the demandvalve chamber.

Hold the pressure reducer nut with an openend wrench as shown in figure 8-7. Turn thepressure reducer assembly with the T-handlekey counterclockwise until the top of the bel-lows is below the top of the case. On a flat,smooth surface, press the pressure reducerchamber liner flush with the case. Be sure theliner is flush with the case and the pressurereducer dampener is propely seated. Tightenthe pressure reducer nut.

Install the gasket, and secure the inlet andshutoff valve assembly to the case with fourscrews.

Adjusting the PressureReducer Assembly

Close off the high-pressure gage hole in theinlet valve. Attach the pressure gage adapterQB71259-1 to the hole provided in the side ofthe case on the pressure side of the demandvalve chamber. Attach a 0-100 psi gage tothe gage adapter. Connect the regulator union


to a controllable source of pressure. Adjustthe inle: oxygen pressure to 100 psi. Loosenthe pretIsc,..e reducer stem nut with an open-end wreath. Using the T-handle key, adjustthe pressure reducer stem screw until thegage reac's betweeD. 55 and 65 psi as shown infigure 8-5. The pressure is usually set at anaverage of 60 psi. If the pressure is below55 psi turn the pressure reducer stem screwclockwise v ith the T-handle key. If the pres-sure is abode 65 psi turn the pressure reducerstem screw counterclockwise. When the properadjustment is obtained, lock the pressure re-ducer stern screw by holding it in place withthe T-handle key and tightening the pressurereducer nut with tha open-end wrench.

Apply soap solution around the plug andpressure reducer nut. Check for leaks aroundthese parts. There must be no signs of leakage.Make several checks by lifting the demand valvelever assembly. Remove all traces of soapsolution from the parts.Demand Valve and InletValve Leak Test

With the pressure of 100 psi still applied tothe inlet and shutoff valve assembly, draw asoap film over the injector opening. Theremust be no leakage, as indicated by expansionof the soap film. If a leak is indicated, observethe pressure on the pressure gage. If the gageshows a steady rise of pressure above the pres-sure reducer setting, a leaking inlet valve isindicated. Replace the inlet valve assembly.Adjusting the Demand Valve Lever

Use a lever setting gage, if available. Withthe pressure of 100 psi still applied to the inletand shutoff valve assembly, hold the leversetting gage across the back of the regulatorcase. Position the end of the lever settinggage over the end of the demand valve leverassembly, as shown in figure 8-8. Adjust thesetscrew until the demand valve lever assemblyjust touches the lever setting gage. Turn off theoxygen supply and disconnect the regulator.

In case a lever setting gage is not available,the following method may be used for adjustingthe demand valve lever. Hold a straightedgeacross the back of the regulator case. Positiona scale perpendicular to the straightedge overthe demand valve lever. Adjust the setscrew inthe demand valve lever to measure 33/64 inchfrom the tip of the demand valve lever to theend of the scale.

121

PR.50Figure 8-8.Adjusting the demand valve lever.

Installing the Counterweight.Lever and Bracket Assembly

The counterweight lever and bracket as-sembly is replaced in the reverse order ofremoval. The counterweight lever must movefreely in the recess in the case. The functionof the cou.:.terweight lever is to insure properperformance of the regulator when the aircraftis involved in violent maneuvers.

Reassembling and Installing theInjector Assembly

Apply a small amount of DC-7 to the 0-ringseal.

Place the gasket on the injector housing,Place the 0-ring on the injector piston. Insertthe injector piston with the 0-ring, and thecompression spring in the injector housing.

Position the injector assembly as shown infigure 3-9. The slot in the injector must bealined with the hole in the case that leads tothe air valve chamber. If these holes are notalined,there will be a restricted flow of air intothe mixingtube. This condition will be indicatedby showing a low air reading during the oxygen


-'411-1157rEght,-;pgiii0" '1Emir'::7::TilEfh91111

Figure 8-9.Positioning the injector housing.

ratio test.test. Lock the injector assembly in thisposition by screwing in the mixing tube, usingthe piloted spanner wrench QB70750-9. Themixing tube should be screwed in tightly toinsure firm seating of the injector assemblyagainst the gasket.

Testing the Injector AssemblyConnect the inlet and shutcff valve assembly

to a controllable source of oxygen pressure.Apply 150 psi pressure. Fully depress and re-lease the demand valve lever several times tocheck the injector for vibration. If the injectorassembly howls, the 0-ring en the injector

must be replaced. Secure the oxygenpressure to the regulator and remove the pres-sure from the regulator by depressing thedemand valve lever.

Replacement of the SafetyPressure Mechanism

If the safety pressure shaft was removed,replace the shaft and tighten the setscrew inthe case. Install the spring seat and the springon the screw. Install the nut and locknut on the

122

PR.51

sc.-ew. Attach these parts to the bottom of thesafety pressure shaft assembly. Make certainthat the screw is secured in the shaft all theway.

Reassembling the Diaphragm andHousing Assemblies

Hold the diaphragm assembly so that thediaphragm plate is facing downward. Depressthe diaphragm screw and engage it with theU-portion of the counterweight lever. Installthe gasket in the case. Secure the hex nut onthe long lever by means of the screw and washerplaced between the nut and the lever. For initialsetting of the ratio clamp, the center of theratio screw will be 7/32 inch from the outboardedge of the slot. Attach the plate and lever as-sembly to the housing using six screws. Posi-tion the pressure breathing housing assemblyso that the long lever is over the safety pres-sure opening in the case adjacent to the injectorassembly. Secure the housing assembly usingthe four screws and lockwashers. Fasten thepressure breathing aneroid assembly inside theaneroid cover using three screws. Screw theaneroid cover into the housing assembly all the


way, and back off approximately two f Arns. Donot lock the pressure breathing aneroid assem-bly in place with the strap. The aneroid mustbe calibrated in the test stand before the strapis tightened.

Installing the FlowIndicator Assembly

Carefully pull the piston seal over the oxygenflow indicator assembly. Place the assembly inthe case so that the black portion of the blinkerplate moves away from the inlet and shutoffvalve assembly when it operates. Position theoxygen flow indicator assembly so that the cen-terline of the blinker plate is alined evenlyacross the chamber in the case. Install thepacking washer and slope ring. Using the fixedpin spanner wrench QB70065-1, secure the re-taining ring. Install the 0-ring, dial glass, andgasket. Temporarily place a piece of maskingtape over the dial g'..4.ss to hold it in the case.

Installing the Mounting Plate andOxygen Pressure Gage Assembly

Install the plug, 0-seal lock, and screw inthe case where the 0-100 psi gage was installed.Using the slotted socket wrench, secure thescrew. Place the slot in the mounting plate andoxygenpressure gage assembly under the safetypressure shaft. Remove the masking tape fromthe dial glass. Carefully aline the screw fromthe pressure gage assembly with the opening inthe inlet and shutoff valve assembly. Turn thescrew in a few threads, and then secure themounting plate and pressure gage assembly tothe case with the six screws. Tighten the screwon the oxygen pressure gage tube. Install theblinker tube assembly. Tighten the screws usingthe slotted socket wrench. Install the tubeshields. Install the tube filter, gasket, elbow, re-tainer plate, and safety pressure arm; securethem with the screws. Attach the sealing cap.

'Reassembling and Installing theAneroid and Check Valve Assembly

Secure the aneroid to the aneroid housingcover, using the nut. Secure the throttling plateand the spring washer to the aneroid assembly.Be sure there are no nicks or scratches on thethrottling plate. Attach the aneroid housing tothe aneroid housing cover.

As a preliminary adjustment, turn theaneroid assembly in the aneroid housing until

123

the throttling plate is about one-eighth inchabove the seat to the aneroid housing. Lock theaneroid assembly at this adjustment by tighten-ing the nut. This preliminary adjustment is anaid in making the final adjustment which ismade during the aneroid closure test. If theresults of the test meet the l'equi r e m ents , nofurther adjustment is necessary.

Attach the spring adapter assembly to theaneroid check valve retainer assembly. Onthis regulator the spring tension is adjusted bya small setscrew in the spring retainer. Insertthe aneroid check valve spring and the checkvalve disk in the aneroid check valve retainerassembly. Spread the prongs of the aneroidcheck valve retainer assembly just enough toseat it on the aneroid housing. Using the fixedspanner wrench QB70637-5, screw aneroidand check valve assembly into its chamber inthe regulator case. Place the screen, gasket,and the air valve knob on top of the aneroid as-sembly and secure to the case with three screws.

PREPARING A PERFORMANCE SHEETIn order to perform the various tests re-

quired, a performance worksheet' must be pre-pared. A simple, easy-to-use worksheet isshown in table 8-1. To properly fill in theperformance worksheet, percentages must becomputed and figures converted from liters perminute (1pm) to inches of water pressure. Thisis necessary since the regulator test standsmeasure in inches of water, rather than litersper minute. The procedure for filling in theworksheet will be covered in the sequence ofthe performance test listed on the worksheetshown in table 8-1.

The first performance test that requires aconversion is the flow indicator test: The 5 and20 1pm flows required to perform the test mustbe converted to inches of water. This is ac-complished by use of the oxygen regulator teststand output graph. Since the air valve is in thenormal and also in the 100% position duringthis test, the zero altitude air line and the zeroaltitude oxygen line on the output graph will beused. Reading across the bottom of the outputgraph, determine the 20 1pm line. Follow the20 1pm line up the graph until it contacts thezero altitude output air line. From this point,read from right to left across the graph. Thefigure at the left side of the graph will be theindicated inches of water for the actual 20 1pmflow. Repeat this procedure, using the zeroaltitude oxygen line to convert the 5 1pm flow.

AIRCREW SURVIVAL EQUI2MENTMAN 1 & C

_ -

Table 8-1. Performance check worksheet for composite and automatic positivepressure diluter demand regulators.

REGULATOR PERFORMANCE CHECKSHEET

2867-, 2872-, 2873-, 2874-B2

Date

Operator

Regulator Type Test Stant No.

Regulator Serial No.

1. High-pressure leak 4. Outward leak normalOutward leak 100%

2. Overall leak 5. Inward leak

3. Shutoff valve leak 6. Flow indicator test

7. Flow suction test (100%)

Altitude Inletpressure

Actualoutput

Indicatedoutput

.10 ,ximumsuction

Suction

Sea level 50 30 0.45Sea level 50 40 0.75Sea level 150 70 1.5015,000 50 30 0.4515,000 50 80 0.7515,000 150 85 1. 50

8. Aneroid air valve closure altitude

9. Oxygen ratio test (normal)

1 2 3 4 5 6 7 8 9 10 11

Altitude Oxygenpercent

Averagepercent

Actualoutput

Indicatedoutput

Correctedindicated

output

ActHI

ActLOW

IndHI

IndLOW

Reading

Min. Max.

124


Table 8-1. Performance check worksheet for composite and automatic positivepressure diluter demand regulatorsContinued.

10. Pressure breathing test

Altitude 10 1pm Reading Minimumpressure

Maximumpressure

100 Ipm Reading O. 01 1pm Reading

1. 25 Max.decrease

1. 25Max. in-crease

1

11. Safety pressure test 10 1 pm

FLOW SUCTION TEST

The actual flows, test altitudes, and allow-able suction figures are taken from the ap-plicable regulator manual. In this case thereference is NavAir 03-50A-48. (See table 8-2.)

The actual flows must be converted to inchesof water, using the output graph for the teststand being used. Since the air valve is in the100% positionduring this test, the output oxygenlines on the output graph will be used. Theflows are converted in the same manner as forthe flow indicator test. Read the liters perminute figures across the bottom of the graphfrom left to right. From this point, read up thegraph to the desired output oxygen altitude lineand then right to left across the graph to theinches of water figures. Record the figures inthe indicated output column on the performanceworksheet flow suction chart.

AIR VALVE CLOSURE

When performing the air valve closure test,the air valve is in the normal position and a 401pm flow is drawn through the regulator. This40 1pm flow is converted in the same manneras the figures in the previous tests. To convertthe actual liters per minute figure to inches of

125

Pressure drop 5C 1 p m

water, use the zero altitude output air line onthe output graph.

OXYGEN RATIO TEST

The oxygen ratio test is the most difficultpart of the worksheet to prepare. The purposeof the test is to determine the proportions ofair and oxygen passing through the regulatorat various altitudes. This will necessitate com-puting of oxygen percentages and conversionof liters per minute figures to inches of water.To simplify the procedure, the columns in theoxygen ratio chart on the performance work-sheet have been numbered. (See table 8-1.)The procedure for filling in each column willbe explained separately and individually.

The manual fcr the specific regulator isused to determine the required test altitudes,output flows, and oxygen percentages. Thereference in this case is NavAir 03-50A-48.(See table 8-3.)

From table 8-3, fill in columns 1, 2, and 4,in the oxygen ratio chart on the performancecheck worksheet, table 8-1. Column 1 is alti-tude, column 2 s oxygen percentage, andcolumn 4 is actual output flow.

Column 3 is the average oxygen percentage.This is by adding the minimum and


Table 872.Flow suction characteristics.

InletPressure

psi

MinimumOutletFlow1pm

MaximumSuction

At Outlet(inches of water)

Sea level:

50 30 0.4550 40 0.75

150 70 1.50

15,000 ft:

50 30 0.4550 80 0.75 .

150 -,5 1.50

Table 8-3...LOxy, Ti ratio chart.

Flow atSea Level

(fpm)Altitude

AllowablePercentOxygen

Min. Max.

15 10,000 6 3550 10,000 6 3585 10,000 6 35

5 15,000 14 10015 15,000 14 4250 15,000 14 4215 20,000 24 55

_50 20,000 24 5585 20,000 24 65

5 25,000 40 10015 25,000 40 8050 25,000 40 8085 . 32,000 98 100

maximum oxygen percentage (column 2) anddividing the sum by 2. As an example, the

126

minimum of 6% is added to the maximum of 35%.The sum of the minimum and maximum is 41%.The sum, 41 %, is divided by 2.. The averageoxygen percentage becomes 20.5%. This figureis placed in column 3. Column 3 is to be filledin completely, using this procedure.

Column 5 isindicated output. The actualoutput figures in column 4 are converted fromliters per minute to inches of water and placedin column 5. This is accomplished by the useof the test stand output graph. Since the airvalve is in the normal position during this test,the output air lines on the output graph will beused. Follow the same procedure as in previousconversions, reading the actual flows acrossthe bottom of the graph, up to the appropriateoutput vir line, and to the left across the graphfor the indicated inches of water pressure.Complete the conversion of all the figures incolumn 4 and place them in column 5.

Column 6 is the corrected indicated output.The oxygen conversion graph is used to convertthe indicated output figures in column 5 to cor-rected indicated output. The flowmeters on thetest stands are calibrated with air. Since anair and oxygen mixture is being measured dur-ing this test, and oxygen is 11.5% heavier thanair, this correction must be made. The indi-cated output, in inches of water, is read acrossthe bottom of the conversion graph. This pointis followed up on the graph to the, appropriatepercentage line and then left to the correctedindicated figure. All the indicated output figuresin column 5 are converted to corrected indicatedoutput in this manner and placed in column 6 onthe performance check worksheet. This is theoutput figure used when performing the oxygenratio test.

Column 7 is the actual high air input. Tocompute the actual high air figure, subtract thelow oxygen percentage (column 2) from 100%.Then multiple the remainder by the actual out-put (column 4). The answer will be in liters perminute. As an example, 6% is subtracted from100%. The remainder is 94%. The remainder,94%, is multiplied by 15,the actual output figurefroth column 4. The answer is 14.10 1pm whichis placed in column 7. Complete column 7 byfollowing this procedure.

Column 8 is the actual low air input. Com-pute the low air input in the same manner as thehigh air input except that the high oxygen per-centage in column 2 is subtracted from 100%instead of the low oxygen percentage. As anexample, 35% is subtracted from 100%. The


remainder is 65%. The remainder, 65%, ismultiplied by 15, tie actual output figure incolumn 4. The answer is 9.75 1pm which isplaced in column 8. Complete column 8 byfollowing this procedure.

Column 9 is the indicated high air input.The actual high air input figures in column 7are converted to indicated high air input usingthe test stand input graph. The actual high airinput is read across the bottom of the input.graph. This point is followed up the graph tothe appropriate altitude line and left across thegraph to the indicated input figure. Thisindicated high air input figure is placed incolumn 9. Complete column 9 by following thisprocedure.

Column 10 is the indicated low air input.The actual low air input figures in column 8are converted to indicated low air input in thesame manner that the actual high air input fig-ures were converted to indicated high air input.Complete column 10 using this procedure.

Column 11 is used for recording the readingtaken from the output manometer on the teststand during the oxygen ratio test. This readingmust fall between the indicated high air andindicated low air input figures in columns 9 and10 for the regulator .to satisfactorily pass theoxygen ratio test.PRESSURE BREATHING TEST

The purpose of the pressure breathing test isto determine whether the pressure breathingback is delivering the positive pressure inaccordance with the positive pressure scheduleoutlined in Nav Air 03-50A-48. (See table 8-4.)The positive pressure loading at 100 1pmambient flow must not decrease by more than1.25 inches of water from the positive pres-sure loading at 10 1pm ambient flow.

The positive pressure loading at 0.01 1pmambient flow must not increase more than 1.25inches of water above the positive pressureloading at 10 1pm ambient flow.

The altitude, minimum pressure, and maxi-mum pressure columns are filled in from table8-4. The 10 1pm, 100 1pm, and 0.01 1pm flowsmust be converted to inches of water. Sincethe regulator is delivering 100% oxygen atpressure breathing altitudes, the output, oxygenlines on the output graph are used for this con-version. Follow the same procedure as outlinedin pr evious tests. Since the test stands cannotmeasure 0.01 1pm, a zero flow will be used forthis portion of the test.

127

Table 8-4.Positive pressure values.

Altitude(feet)

Positive Pressure(inches of water)

Min. Max.

35,000 - . 3.537,000 5.739,000 - 8.040,000 2.0 9.441,000 4.0 10.241,500 6.0 10.842,500 8.0 12.043,000 ]0.0 12.550,000 - 18.0

SAFETY PRESSURE TEST

The 10 1pm and 50 1pm flows used during thesafety pressure test must be converted toinches of water. Since the air valve is in the100% position during this test, the zero altitudeoutput oxygen line on the output graph will beused to convert the figures. Follow the samepncedures as outlined in the previous tests.

TESTING PROCEDURE

The composite and automatic positive pres-sure diluter demand regulators must undergoand pass rigid leak and performance tests. Ifa regulator does not perform properly, it maycause injury or death to flight personnel. It isthe PR's job to insure that service regulatorsperform properly at all times. Table 8-1shows a suitable worksheet for all the testsrequired for these regulators. All leaks mustbe remedied before proceeding to the perform-ance tests.

Unless otherwise specified, tests must beperformed at an atmospheric pressure of 29.92inches of mercury and at a room temperatureof approximately 77°F. If the test conditions,are materially different from these, allowancesmust be made. Unless otherwise specified, alltests are to be conducted with the externaloxygen supply valve fully open. After com-pletion of the oxygen regulator tests, disconnectthe tube from the Outlet and close the external


supply valve. Remove the regulator from theinlet. Rotate the safety pressure knob to ON,relieving the trapped oxygen from the regulatorthrough the outlet.

Be sure all parts of the regulator and allequipment used for testing are absolutely freefrom oils and grease or any other material thatis not approved for use in the presence of high-pressure oxygen. The presence of oil orgrease may cause spontaneous ccmbustion andexplosion.

PRETESTING

Before individual tests are made, it isrecommended that all regulators be cycled for30 minutes at approximately 20 1pm with aninlet pressure of 200 psi and the air valve onNORMAL. This check is performed to show updefects in the regulators that may be the resultof improper assembly.

HIGH-PRESSURE LEAK TEST

The high-pressure oxygen leak test is per-formed to determine whether or lid the partsinside the regulator are leaking. A leak isindicated by a bubble appearing when a filmof soapy water is applied to the regulator outlet.The high-pressure leak test is performed withthe safety pressure in the OFF position.. Applypressures of 50, 150, and 1,800 psi to the illetof the regulator. There must. be no leakageindicated when a soap film is drawn over theoutlet.

Causes and remedies for high-pressureleakage are listed as follows:

Cause: Leaking inlet valve.Remedy: Remove the inlet valve assembly

and test by dipping in a container of water. Ifbubbles appear around the pin, rebuild the inletassembly and replace the pin. If bubbles showaround the valve, tighten it to 125 inch-pounds.

Cause: Pressure reducer set too high...Remedy: Reset the pressure to 55 to 65 psi.Cause: Leak in the pressure reducer bellows.Remedy: Replace the pressure reducer

bellows.Cause:

nut.Remedy: Replace the packings and tighten

the pressure reducer nut.Cause: Weak demand valve spring.Remedy: Replace the regulator. The de-

mand valve acts as the pressure safety release

Leak around the pressure reducer

128

on these regulators. Instead of the seat of thedemand valve being pushed away from the valve,the seat is, lifted away from the valve. Withthe pressure working on the seat of the demandvalve, a weak demand valve spring would allowan escape of oxygen through the valve, eventhough the pressure reducer is set correGtly.

As mentioned before, 'disassembly of thedemand valve on the composite and automaticpositive pressure diluter 4lemand regulators isnot authorized except at a major overhaulstation. The only possible remedy then for aweak demand valve spring would be to turn theregulator is to the Supply Department for majoroverhaul.

Cause: No play in the ratio lever or pres-sure breathing back.

If this condition exists, the ratio lever wouldbe exerting pressure on the counterweightlever. The counterweight lever, through link-age, depresses the diaphragm button, lifting theseat away from the demand valve.

Remedy:' Readjust the safety pressure sothere is a slight play .between the end of theshaft and the ratio lever.

Cause: Demand valve lever set too high.Remedy: Reset the demand 'valve lever so

that it is 33/64 inch below or inside the bottomedge of the case. Use the lever setting gage ifavailable; otherwise use a straightedge andscale, as previously described.

OVERALL LEAK TEST

The overall leak test is performed only onthe 2867 and the 2872 regulators.

With f,800 psi applied to the regulator inletand the safety pressure knob in the OFF posi-tion, open the shutoff valve; 1,800 psi will beindicated on the pressure gage. Close the shut-off valve and remove the regulator from thepressure source. The pressure indicated onthe pressure gage must not drop more than 100psi in 2 minutes.

The causes and remedies for the overallleak test are the same as for the high-pressureleak test.

SHUTOFF VALVE LEAK TEST

The shutoff valve leak test is performed onlyon the 2867 and 2872 regulators.

With the safety pressure rotated to the ONposition and the shutoff valve closed, apply1,800 psi to the inlet. of the regulator. With a


soap film over the outlet, there must be noevidence of leakage... Causes and remedies for shutoff vaive leak-age are listed as follows:

Cause: Marred shutoff valve seat.Remedy: Replace the shutoff valve.

OUTWARD LEAK TEST

The outward leak test is to determine ifthere is any outward leakage of oxygen from theregulator case.

Testing for outward leaks on all regulators.can best be accomplished by use of an outwardleak tester .which can be manufactured locally.Figure 8-10 illustrates a locally manufacturedoutward leak tester.

5. Allowable leakage is 1.5 1pm.Causes and remedies for outward leakage

are as follows:Cause' Leakage through the air check valve

on NORMAL. This is caused by a faulty aircheck valve disk or seat.

Remedy: Replace the air check valve diskor the aneroid housing.

Cause: Leakage through the air check valveon 100%. This is caused by loose air valvehousing screws or a faulty housing gasket.

Remedy: Tighten the air valve housingscrews. If necessary, replace the air valvehousing gasket.

Cause: Ruptured diaphragm.Remedy: Replace the diaphragm.Cause: Faulty diaphragm gasket.

Figure 8-10.Outward leak tester, manufactured locally.

Oxygen pressure is applied to the outlet ofthe regulator by turning the manual pressurebreathing top of the regulator clockwise. Theamount of pressure is indicated on the pressuregage. Any outwarui leakage will act as a flow,and will register on the oxygen manometer.

Procedure for performing the outward leak-age test on the composite and automatic positivepressure diluter demand regulators follows:

1. Connect the outlet of the regulator to thehose on the outward leak tester.

2. With the air valve in the NORMAL posi-tion, apply 1 inch of water pressure to theregulator outlet.

3. Allowable leakage is 0.5 1pm.4. With the air valve in the 100% position,

apply 10 inches of water pressure to the regu-lator outlet.

129

PR.52

Remedy: Replace the gasket.Cause: Loose outlet elbow.Remedy: Tighten outlet screws.Cause: Chipped knife edge on the air valve

lever.Remedy: Replace the air valve lever.Cause: Scarred or distorted air valve body

gasket.Remedy: Replace the air valve body gasket.Cause: Loose screws or subassemblies.Remedy: Tighten all screws and subassem-

blies.

INWARD LEAK TEST

The inward leak test is 'zo determine if thereis any ambient air leaking into the regulatorcase. The inward leak test is performed in the


test stand at sea level. The procedure is asfollows:

1. Mount the regulator in the test stand withthe diaphragm on a horizontal plane.

2. Air valve knob on 100% position.3. Oxygen 'supply turned off.4. Open the outlet valve until 1-inch suction

is indicated on the pressure suction manometer.Open the outlet valve with caution as 1-inchsuction is easily obtained inside the regulator.

5. Allowable leakage is 0.5 1pm and will beindicated on the output manometer. When usingthe OTS 565 test stand, any indication of leakagewill be considered excessive leakage since it isimpossible to measure 0.5 1pm on the manometer.

Causes and remedies for inward leakage willbe the same as for outward leakage with theexception of the air check valve assembly. Theair check valve opens inward; therefore, it can-not be considered a cause for inward leakage.

FLOW INDICATOR TEST

Th?. flow indicator test is performed asfollows:

1. Set the air valve in the NORMAL position.2. Apply an inlet pressure of 150 psi.3. Apply suction to the outlet to indicate a

flow of 25 1pm.4. Observe the flow indicator. to we that it

is operating.5. Set air valve in the 100% position.6. Apply suction to the outlet to indicate a

flow of 5 1pm.7. Observe the flow indicator to see that it

is operating.Causes and remedies for flow indicator being

inoperative are as follows:Cause: Leaking piston seal.Remedy: Replace the piston seal.Cause: Leaking flow indicator gasket.Remedy: Tighten retaining ring or replace

gasket.

FLOW SUCTION TEST

The flow suction test is performed to mea-sure the amount of suction required to draw aspecific flow through the regulator. In orderto perform the flow suction test, it will henecessary to complete the flow suction blockof the performance worksheet as explainedearlier in this chapter.

Flow suction test procedure is as follows:1. Set the air valve in the 100% position.2. Adjust the inlet pressure to 50 psi.

130

3. Open the outlet valve to the first indicatedflow.

4. Record the suction indicated on the pres-sure suction manometer.

5. Open the outlet valve to the next indicatedflow.

6. Record the suction reading.7. Increase the inlet pressure to 150 psi.8. Open the outlet valve to the next indicated

flow.9. Record the suction reading.

10. Close the outlet valve and adjust the inletpressure to 50 psi.

11. Open the outlet valve to 10 1pm.12. Place the glass on the chamber.13. Start the buzzer.14. Open the bypass valve and ascend to 15,000

feet.15. Close the bypass valve and set the first

indicated flow with the outlet valve.16. Record the suction reading.17. Set the next indicated flow.18. Record the suction reading.19. Increase the inlet pressure to 150 psi.20. Set the next indicated flow.21. Record the suction reading.22. Decrease the indicated flow.23. Open the inlet valve and descend to sea

level.Causes and remedies for high suction are as

follows:Cause: Pressure reducer pressure set too

low.Remedy: Reset the pressure to 55 to 65 psi.Cause: Pressure reducer liner installed up-

side down, causing a restricted flow to thedemand valve.

Remedy: Install the liner properly.Cause: Low demand valve lever setting.Remedy: Reset the demand valve to 33/64

inch below the edge of the regulator case.Cause: Excessive back pressure from the

injector assembly during high flows.Remedy: Replace the injector spring with a

weaker one.Cause: Strong demand valve spring.Remedy: Replace the regulator.

ANEROID CLOSURE TEST

The aneroid closure test is to determine atwhat altitude the aneroid shuts off the flow ofambient air into the regulator.

Procedure for the aneroid closure test is asfollows:


1. Set the air valve in the NORMAL position.2. Inlet pressure is 150 psi.3. Place the glass on the chamber.4. Open the outlet valve to approximately 40

1pin.5. Observe the altimeter; it should stop

climbing between 28,000 and 32,000 feet.6. If the altimeter continues to climb above

30,000 feet, decrease the outlet flow to 20 1pm.7. When the altimeter stops climbing, or

slows to 60 feet in 10 seconds, the aneroid isconsidered closed.

8. Record the altitude on the performanceworksheet.

9. Close the outlet valve,open the inlet valve,and return to sea level.

Causes and remedies for the air valve fail-ing to close or closing too late are as follows:

Cause: Cocked aneroid.Remedy: Replace the aneroid.Cause: Scarred or dirty throttling plate and

seat.Remedy: Polish with 0000 polishing paper.

Clean with Freon 113, and dry with clean, oil-free air. If the throttling plate or seat isscarred too deep, it will necessitate replace-ment.

Cause: Aneroid and throttling plate too farfrom the seat.

Remedy: Readjust the aneroid by turning itclockwise, approximately 1/4 turn per 2,000 feet.

Aneroid 2 it -cave closes too soon:Cause: A oid and throttling plate set too

close to the seat.Remedy: Readjust the aneroid by turning it

counterclockwise, approximately 1/4 turn per2,000 feet.

Adjusting the aneroid is a trial-and-errormethod, but the only possible way to accomplishthe adjustment. With a little practice, a properadjustment can usually be made on the firstattempt. An ideal aneroid air :calve closureis 30,000 feet.

If, when performing the air valve closuretest, the altimeter will not indicate a' climb,the aneroid and throttling plate is too close tothe seat either by adjustment or because of anexpanded aneroid. An adjustment will have tobe made or the expanded aneroid replaced.

OXYGEN RATIO TEST

The oxygen ratio test is to determine if theproper mixture of cylinder oxygen and air isbeing delivered to the user. Oxygen ratios vary

131

for different altitudes and flows. The regulatormust meet the percentage requirements listedin the manual for the regulator. Complete theoxygen ratio chart on the performance checkworksheet (table 8-1).

Procedure for performing the oxygen ratiotest follows:

1. Set the air valve on NORMAL.2. Inlet pressure is 150 psi.3. Place the glass on the chamber and ascend

to the first test altitude using the outlet valve.4. Set the corrected indicated output with the

outlet valve while adjusting the inlet valve tomaintain the correct test altitude.

The altimeter must be holding steady whenthe readings are taken.

5. Read the input manometer and record thefigure in the n x:iper column (column 11) on theperformance ekieck worksheet.

Keep in mind that the 'test stand was cali-brated with air, therefore, it will only measureair. If the ratio of air is within the high andlow limits, it is understood that the properamount of oxygen is being delivered.

6. Set all the required flows at the altitudeas in steps 4 and 5.

7. Climb to the next test altitude by closingthe inlet valve and opening the outlet valve asrequired.

8. Repeat steps 4, 5, and 6 at each test altitude.Causes and remedies for incorrect air-

oxyr;en ratio are as follows:High air at 10,000 and 15,000 feet:Cause: Weak air check valve spring.Remedy: Turnthe adjusting screw in the air

check valve retainer clockwise.Low air at I J,000 and 15,000 feet:Cause: Strong air check valve spring.Remedy: Turn the adjusting screw in the air

check valve retainer counterclockwise.Cause: Leaky injector.Remedy: Tighten the mixing tube to seat the

injector tighter on the gasket. Replace theinjector gasket or seat as necessary.

Cause: Injector positioned incorrectly.Remedy: Reposition the injector housing.

The slot in the housing should be aligned withthe slot in the air valve chamber.

High air at 20,000 feet:Cause: Excessive throttling plate move-

ment. The distance between the throttling plateand the aneroid housing seat is too great.

Remedy: Replace the shouldering screwwith one having a longer shoulder. Place adrop of glyptol on the threads.

AIRCREW SURVIVAL EQUIPMENTMAN 1 C

Low air at 20,000 feet:Cause: Insufficient throttling plate move-

ment. The distance between the throttling plateand the aneroid housing seat is not great enough.

Remedy: Replace the shouldering screw withone having a shorter shoulder. Place a drop ofglyptol on the threads.

High air at 25,000 and 32,000 feet.Cause: Aneroid not closing soon enough.Remedy: Readjust the aneroid clockwise to

close sooner.PRESSURE BREATHING TEST

The purpose of the pressure breathing testis to insure that the pressure back is deliveringthe proper positive pressure at the specifiedaltitudes. The pressure back must meet thepositive pressure schedule as outlined in themanual for the regulator. Comp7eLe the pres-sure breathing chart on the performance checkworksheet (table 8-1) as described earlier inthis chapter.

Procedure for performing the pressurebreathing test follows:

1. Set the air valve in the NORMAL position.2. Inlet pressure is 150 psi.3. Place the glass on the chamber and open

the outlet valve to indicate a 10 1pm flow.4. Open the bypass valve and ascend to the

first test altitude.5. Close the bypass valve, and if necessary,

adjust the outlet valve to indicate a 10 1pm flow.6. Record the pressure suction manometer

reading.7. Increase the outlet flow to 100 1pm.8. Record the pressure suction manometer

reading.9. Decrease the outlet flow to 0.01 1pm.Since 0.01 1pm cannot be measured on the

OTS 565 test stand, decrease the outlet flowto zero.

10. Record the pressure suction manometerreading.

11. Open the outlet valve to inlica'3 10 1pm.12. Ascend to the next test altitude using the

bypass valve.13. Repeat steps 5 through 10 at each test

altitude until the test is completed.14. Return to sea level using the inlet valve.Causes and remedies for incorrect pressure

breathing pressures are as follows:High pressure back readings:Cause: Pressure back screwed in too far.Remedy: Readjust the pressure back coun-

terclockwise.

132

Prior to performing the wessure breathingtest, it is wise to initially set the pressure back.This is accomplished by screwing the pressureback in until a delivery of pressure is noted.Then screw the pressure back out 2 full turns.The final adjustment should be made using the43,000-foot reading as a guide. Generally, ifthe 43,000-foot pressure is correct, the otheraltitude pressures will fall in correctly.

Low-pressure back readings:Cause: Pressure back not screwed in far

enough.Remedy: Readjust the pressure back clock-

wise.If adjustment of the pressure back does not

allow the proper calibration, it may be neces-sary to adjust the ratio lever. Set the clampfarther out toward the end of the slot in thelever to give lower outlet pressures at highaltitudes and higher pressures at low altitudes.Set the clamp clos,er to the center of the leverto obtain the opposite results.

At the completion of the adjustment proce-dure, lock the aneroid cover in place by meansof the strap.

SAFETY PRESSURE TEST

The purpose of the safety pressure test is todetermine the amount of positive pressurebeing delivered by the safety pressure. Thesafety pressure is manually operated. The pur-pose of the safety pressure is to prevent inboardmask leakage.

Procedure for performing the safety pressuretest follows:

1. Air valve is set in the 100% position.2. Inlet pressure is 150 psi.3. Open the outlet valve to indicate a 10 1pm

flow.4. Actuate the safety pressure.5. Record the pressure suction manometer

reading.The pressure suction manometer must indi-

cate 1.75 ± 0.25 inches. of water.6. Increase the outlet flow to 50 1prn.7. Record the pressure suction manometer

reading. (The pressure drop indicated on thepressure suction manometer must not exceed1 inch of water.)

8. Shut off the safety pressure.9. Close the outlet valve.Causes and remedies for high safety pres-

sure readings are as follows:Cause: Excessive spring tension.


Remedy: Decrease the pressure on thespring. Using two wrenches, loosen the stopnut and adjust the spring nut to the desiredpressure reading. This operation can be per-formed while the regulator is in the test standwith a flow passing through the outlet.

Causes and remedies for low safety pressurereadings.

Cause: Insufficient spring tension.Remedy: Increase the pressure on the spring

by adjusting the spring nut to the desired pres-sure reading.

Excessive pressure drop with a 50 1pm flowwould be caused by a weak spring. A weakspring must be replaced with a stronger one.After the desired safety pressure has beenattained, tighten the locknut. This will insure aconstant spring tension, thereby delivering theproper amount of safety pressure to the user.

It is imperative that all the mentioned testsbe performed, and all leakage and malfunctionsbe remedied before the regulator is issued forinstallation in an aircraft.

BENDIX SEAT MOUNTED REGULATOR

The Bendix 29252-A-2 regulator is a seatmounted regulator used both in flight and in anemergency. It is so designed that with anominal inlet pressure of 70 psi it will deliverdiluted oxygen from sea level up to approxi-mately 30,000 feet, where 100 percent oxygenis automatically delivered to 50,000 feet, theservice ceiling of the regulator. The regulatoris designed to be used with the A-13A oxygenmask. It r'elivers automatic safety pressurenot in excess of 2 inches of water pressure,from sea level up to 35,000 feet, and deliversautomati pressure breathing from 35,000 feetto 50,000 feet, not to exceed 18 inches of waterpressure.

OPERATION

Oxygen enters the inlet of the regulator (1)shown in figure 8-11 at a nominal pressure of70 psi. It then passes through the inlet filter(2) and flows past the demand valve (3) to theinlet pressure chamber (23), where it actsagainst the inlet piston (24). The piston thenmoves downward against the valve spring,leaving the check valve (16) free to open andpermit the intake of ambient air through theair dilution port (27) (air valve normal). Theincoming oxygen also flows past the needlevalve chamber (4) until the pressure is equal

133

to that of the inlet pressure exerted on the op-posite side of the demand valve diaphragm (10).

Upon inhalation, a pressure drop is createdin the mask. The pressure drop is sensedthrough the sensing line (14) to the area ad-jacent to the breathing diaphragm (8). Thebreathing diaphragm will then move in the di-rection of the pressure drop to contact thepilot valve lever (9). This action will cause apressure drop in the demand valve upperchamber (6), allowing the inlet pressure to un-seat the demand valve and deliver oxygen to theuser. The pressure will drop in the upperdemand valve chamber since oxygen will escapethrough the pilot valve at a faster rate than itcan enter through the needle valve. An orificeplate is installed in the passage leading to theupp6r demand valve chamber to stabilize thepressure and dampen any tendency for overresponse and flutter.

Upon exhalation, pressure will build up inthe mask. The pressure rise is sensed throughthe sensing line to the area under the breathingdiaphragm and the breathing diaphragm willmove away from the pilot valve lever enablingspring tension to close the pilot valve. Thepressure 11t he upper demand valve chamberwill build up and close the demand valve, shut-ting off the flow of oxygen to the user.

Air DilutionAs the oxygen flows past the demand valve,

it proceeds to the nozzle. The nozzle will re-strict the oxygen flow, creating a high velocityjetstream. The jetstream draws air in throughthe air dilution ports when the dilution knob isin the normal position.

Air Ratio AneroidThe air ratio aneroid, with the throttling

plate attached, is designed to expand and meterthe flow of air k..o give the correct percentagesof air and oxygen as altitude increases. Theair ratio aneroid will automatically close offall air dilution at approximately 30,000 feet.The 100 percent oxygen then travels throughthe regulator outlet to the user.

Automatic Air Shutoff

The automatic air shutoff device replacesthe visual blinker assembly. It is more positivein that loss of oxygen pressure also closes offthe air supply and requires activation of the


PR.53

1. Inlet fitting. 13. Outlet fitting. 24. Piston.2. Inlet filter. 14. Sensing line. 25. Return spring.3. Demand valve. 15. Restricting orifice. 26. Spring retainer.4. Needle valve. 16. Check valve. 27. Air dilution port.5. Pilot valve. 17. Dilution knob. 28. Relief valve seat.6. Upper demand valve 18. Air ratio aneroid. 29. Relief valve plate.

chamber. 19. Throttling plate. 30. Relief valve spring.7. Safety pressure spring. 20. Pressure breathing 31. Dump valve seat.8. Breathing diaphragm. aneroid. 32. Valve plate and9. Pilot valve lever. 21. Maximum pressure diaphragm.

10. Demand valve spring. 33. Dump valve spring.diaphragm. 22. Pressure breathing 34. Exhaust holes.

11. Nozzle. contact screw. 35. Booster hole.12. Venturi. 23. Inlet pressure chamber. 36. Adjusting screw.

Figure 8-11.--Bendix 29252 regulator.

134

, ..

Chapter 8--AIRCRAFT MOUNTED OXYGEN REGULATORS

emergency oxygen supply. If the inlet pressureto the regulator drops to between 25 and 39 psi,the check valve will close the air port, thuspreventing the intake of ambient air. The de-vice is extremely important in the altituderange of 15,000 to 30,000 feet, when the regula-tor is on dilution. Without this device, and withan inlet pressure of less than 40 psi virtuallyall of the breathing gas would be ambient air.With an inlet pressure of 40 psi or greater thepiston moves up and compresses the check valvespring, which allows the check valve to open andallows normal intake of ambient air.

Automatic Safety Pressure

Automatic safety pressure is accomplishedby a safety pressure spring incorporated intothe regulator to deliver a maximum of 2 inchesof water pressure to the mask from sea levelto 35,000 feet. The safety pressure springexerts pressure on the breathing diaphragm atall times. Upon exhalation, the spring tensionmust be overcome to close the pilot valve andshut off the flow of oxygen to the user. In thismanner safety pressure is maintained in themask at all times.

Dump Valve

Incorporated in the regulator is a dumpvalve. The purpose of the dump valve is to aidin exhalation, due to a response lag in theregulator which would ordinarily prevent thedemand valve from closing off at, the exactmoment of exhalation. Such a lag would other-wise result in a pressure built up in the maskbreathing hose and regulator. This lag is causedby the length of breathing hose due to the regula-tor being seat mounted.

During inhalation, the high velocity of oxygenpassing through the injector nozzle causes areduced pressure in the air dilution chamber.This same reduced pressure, vinich operatesthe air dilution system, also operates the dumpvalve. The reduced pressure is sensed fromthe dilution chamber through the hole in thedump valve seat. It is also sensed through thetiny calibrated hole in the dump valve plate andin the housing chamber where the dump valvespring is located. At the end of an inhalationcycle the dump valve housing is sufficientlyevacuated so that when a pressure buildupstarts to occur pressure is unbalanced acrossthe dump valve, causing the plate to lift from

135

its seat. The excess pressure is relieved andthe dump valve closes.

Pressure Breathing

Pressure breathing is controlled by anAneroid that expands as altitude increases. Atapproximately 35,000 feet the aneroid willexpand and the aneroid screw will contact thebreathing diaphragm and depress the pilotvalve lever. This will cause a pressure dropin the upper demand valve chamber allowingthe demand valveto open. The pressure exertedby the aneroid must be overcome during exhala-tion to close the demand valve. In this manneran increasing pressure is maintained in themask as altitude increases up to 43,000 feet.

A maximum pressure of 16 ± 2 inches ofwater pressure is controlled by the maximumpressure spring. The spring is contained withinthe pressure breathing aneroid. The aneroidcontacts the breathing diaphragm by means ofthe maximum pressure control screw in whichthe action of the aneroid is nullified by a com-pression spring. By this action a maximumoutlet pressure of 16 ± 2 inches of water pres-sure is maintained. This action of the springtakes place at approximately 50,000 to 55,000feet.

Relief Valve

A relief valve is incorporated in the outletportion of the regulator to prevent excessivepressure buildup in the mask. Whenever pres-sure in the outlet chamber reaches 24 - 2 inchesof water pressure, the relief valve will unseatand vent the excessive pressure. As the outletpressure reduces to 15 inches of water pres-sure,the relief valve will seat and become leak-tight. This prevents a leaking pilot valve ordemand valve from building up excessive pres-sure in the mask.

Booster Operation

The minute flow of oxygen through the pilotvalve tends to slightly increase the pressureunder the breathing diaphragm. This increasedpressure tends to close the pilot valve too soonat flows of 70 to 100 1pm. To counteract this,the excess pressure buildup under the diaphragmis drawn from the sensing line by means of thebooster hole located in the air check valvechamber. The p:essure acting on the breathing


diaphragm_is_then_reduced, allowing the-pilotvalve to operate more freely. Due to the loca-tion of the booster, adjacent to the injectorarea, a low pressure area is created, allowjngpressure under the breathing diaphragm toescape more readily.

TEST PROCEDURES

All tests are conducted with the regulator ina horizontal plane and the air dilution controldown; Tests performed on the test stand arecalibration, safety pressure test, aneroid closuretest, oxygen ratio test, check valve test, and thepressure breathing test.

Overall LeakagePlace the diluter control to 100 percent and

cap the outlet port. Apply 75 psi to the inletpressure and soap the mating surfaces of theinlet fitting and regulator body. There must notbe any evidence of leakage.

Relief ValvePlace the diluter control on normal and cap

the inlet port. Apply 16 inches of water pres-sure at the outlet of the regulator; the maxi-mum allowable leakage is 0.01 1pm. Apply 24inches of water pressure to the outlet of theregulator; the relief valve must vent 40 1pm ata pressure no greater than 24 inches of waterpressure. Decrease the pressure at the outletto 15 inches of water pressure; there must beno allowable leakage.

CalibrationMount the regulator in the test stand, place

the dilution control in normal, and apply 75 psiinlet pressure and zero flow. Obtain a safetypressure of 1.8 inches of water pressure usingshims'as necessary; Place the dilution controlin 100 percent position and increase the outputflow to 70 1pm. Adjusi: the regulator needlevalve to, obtain an indication of 0.2 inches ofwater pressure. Adjust the booster screw toobtain an indication of 0.5 ± 0.1 inches of waterpressure. Check the safety pressure test pointsand make slight adjustments of the bleed andbooster screw to obtain final calibration.

Safety Pressure TestMount the regulator in the test stand and

apply 75 psi inlet pressure, with the dilution

control on normal. Record the pressure suctionmanometer reading on the performance sheet.Hold zero flow for 5 minutes and record thepressure suction manometer reading on theperformance sheet. The pressure suctionmanometer reading must not exceed 2 inches ofwater pressure. Maintaining the inlet pressureat 75 psi, record the pressure suction manometerreading on the performance sheet for flows of70 and 100 1pm at sea level and 34,000 feet.Returning to sea level, place the dilution controlon 100 percent and record the pressure suctionmanometer reading on the performance sheetfor flows of 70 and 100 1pm at sea level and34,000 feet. Decrease the inlet pressure to 40psi, maintain 34,000 feet altitude, and recordthe pressure suction manometer reading forflows of 0 to 55 1pm at 34,000 feet and sea level.For flows of 0 to 100 Ipm the recorded pressuremust not drop below minus 2 inches of waterpressure, nor exceed +2.0 inches of waterpressure.

Aneroid Closure TestPlace the diluter closure on normal and apply

90 psi inlet pressure. Put the test stand glasson the chamber and open the outlet valve to in-dicate 40 1pm. The altimeter will stop climb-ing when the air dilution aneroid has closed.The aneroid must close between 28,000 and32,000 feet. Record the altimeter reading onthe performance sheet.Oxygen Ratio Test

With the diluter control on normal, apply 75psi inlet pressure: Open the outlet valve andascend to the first test altitude on the perform-ance sheet. Adjust the inlet valve for the re-quired test flows. Set the inlet valve to main-tain the correct test altitude, and record theinput manometer reading on the work sheet forall flows at test altitude. Repeat the above stepsfor, all test altitudes and flows on the oxygenratio table. NOTE : The bypass valve will have tobe opened to climb above aneroid closure altitude.

Pressure Breathing TestPlace the diluter control on normal and ap-

ply 75 psi inlet pressure. Adjust the outletvalve to indicate 10 1pm. Open the bypass valveand ascend to the first test altitude. Record thepressure suction manometer reading; the read-ing must fall between minimum and maximumon the positive pressure table.

136


Maintenance

Some of the more common malfunctions thatmay occur in the Bendix 29252 regulator andthe procedures to follow to remedy these mal-functions can be found in table 8-5.

For further information on the Bendix 29252seat mounted regulator, refer to the applicablemanufacturer's manual.

MD1 OXYGEN REGULATOR

DESCRIPTION

The (MD-1) regulator is designed for usewith pressure type masks to provide the cor-rect oxygen and air mixture in the correct ratio(depending on altitude) and deliver this mixtureat the correct oxygen pressure to the maskupon inhalation. With a tight mask and the dilu-ter control lever in the NORMAL OXYGENposition, the regulator provides correct breath-ing mixtures at altitudes up to 43,000 feet fOrnormal use and for short preiods up to 50,000feet during emergenices. The operating pres-sure ranges from 50 to 500 psi.

The regulator weighs. approximately 2.85pounds; is 4 7/32 inches long, 5 3/4 inches wide,and 3 inches high; and installs in a mountingpanel using conventional Dzus fasteners.OPERATION

All controls and indicators necessary forindication of performance and control of opera-tion of the MD-1 regulator are placed on anilluminated panel with the regulating com-ponents of the unit attached to the mountingplate and controls assembly. General charac-teristics and performance for which the equip-ment is designed are illustrated in figure 8-12and are described as follows: Supply oxygenentering through inlet at (1) is filtered andpassed through the manifold inlet assemblyinto the first stage reduction chamber (3) bythe action of inlet supply valve (2). The pres-sure of the flowing oxygen is registered on theoxygen supply pressure gage. Chamber (3) isprovided with the first stage relief valve assem-bly (4) to protect the regulator against over-pressures.

Demand valve assembly (5) is opened whenthe pressure differential across the demandouter diaphragm (6) forces down the demandvalve lever assembly (7). The pressure dif-ferential exists during the inhalation cycle ofthe user by creating a reduction in the pressure

137

outlet k3). Reductions in pressure at outlet (8)are sensed in the demand diaphragm chamber(9) through sensing port (10).

During periods of flow, the oxygen passesthrough the venturi assembly (11). At theventuri assembly the flow of oxygen mixes withambient air which enters the regulator throughinlet ports (12). The addition of ambient air tooxygen is controlled by the manual diluter con-trol lever 13) and by the diluter aneroid assem-bly (14) which automatically produces a 100percent oxygen concentration at altitudes above32,000 feet.

Aneroid check valve assembly (15) preventsa flow of oxygen out through inlet ports (12).Emergency pressure control lever (16) appliesforce to the emergency pressure control testspring (17) which mechanically loads the outerdiaphragm (6) through the control lever andcenter assembly (18). Mechanical loading ofthe outer diaphragm (6) provides positive pres-sure at the regulator outlet.

Automatic pressure and pressure breathingat altitudes above 30,000 feet are providedthrough pneumatic actuation of the aneroid as-sembly (19). This function begins at near 27,000feet altitude. The force exerted on the dia-phragm assembly (20) by the aneroid assemblyactuates the pressure breather valve assembly(21), and oxygen flows to the diaphragm andplate assembly (22). The diaphragm and plateassembly is pressure loaded by this volume ofoxygen actuating on the demand valye lever as-sembly (7) to the extent that positive pressureis built up at outlet (8) as the altitude isincreased. Additional safety is obtained throughthe inclusion of the second stage relief valveassembly (23) in the regulator.

OPERATION INSTRUCTIONS

Every crewmember should know the exactlocation and use of the regulator at his station.The oxygen mask hose is connected to thecoupling end of the breathing hose installed onthe outlet of the regulator. The breathing hoseclip is then attached to the parachute harnessor clothing to permit freedom of motion.

Normal Operation

The following procedure must be followedprior to flights requiring the use of oxygenequipment for breathing. Place the pressurebreathing control lever (fig. 8-13) in the SUP-PLY ON position. Place the diluter control


Table 8-5. Common malfunctions in the Bendix 29252 series regulators.

Trouble Probable cause Remedy

Overall leakage. Damaged or improperly installed breathingdiaphragm.

Improperly positioned plate cover.Loose body screws.

Damaged preformed packing on aneroidhousing.

Damaged preformed packing on outlet tube.

Damaged preformed packing on mountingblock.

Leaking relief valve.Leaking air valve disk.Loose inlet fitting.Damaged inlet fitting 0-ring.

Rephce or install correctly.

Reposition.

Tighten.

Replace.

Replace.Replace.

Clean or readjust.Replace or clean.Tighten fitting.

Replace 0-ring.

Relief valve. Vents below 16 inches of water pressure.

Vents 40 1pm at a pressure greater than24 inches of water pressure.

Excessive leakage at 16 inches of waterpressure:a. Damaged relief valve) seat.b, Damaged relief valve disk.

Increase spring tension(clockwise).

Decrease spring tension(counterclockwise).

Replace seat.Replace disk.

Safety pressure. Fails 5 minute leakage test (outlet pres-sure exceeds 2 inches of water pressurein 5 minutes):

a. Leak at main valve seat.b. Leak at pilot valve seat.

c. Insufficient shims on demand valve.

d. Lack of sealing force from pilotvalve spring.

e. Ruptured breathing dianhragm.f. Expanded aneroid.

Clean or replace.Clean or replace pilot valve

seat.Recheck height of main valve

(.014±.002 inch above.adjacent area of main valvehousing).

Replace pilot valve spring.

Replace breathing diaphragm.Replace breathing diaphragm.

Safety pressure. high with zero

flow.

Safety pressure spring too strong.

Faulty pilot valve seat.

Remove shims or replacespring.

Replace seat.

138


Table 8-5. Common malfunctions in the Bendix 29252 series regulatorsContinued.


Safety pressure highat high flow rates.

Venturi too far in housing.

Faulty injector nozzle.Booster screw too far out of housing.

Reset venturi.

Replace nozzle.Readjust.

Safety pressure lowat 70 1pm flow.

Faulty outlet hose or fitting.Safety pressure not set high enough at

zero flow.Booster screw too far in housing.

Needle valve too far out of housing.

Replace.

Reset safety pressure.

Reset booster screw.Reset needle valve.

Safety pressure lowwith 100 inflowwith air valve innormal position.

Faulty outlet hose or fitting.Inlet filter clogged.Faulty injector nozzle.

Replace hose or fitting.Replace inlet filter.Replace nozzle.

Regulator "chugs"during high flowrates.

Needle valve out of adjustment.Clogged inlet filter.

Readjust needle valve.Replace filter.

Aneroid closure. Closes below 28,000 feet.

Closes above 32,000 feet.

Turn the aneroid assemblycounterclockwise.

Turn the aneroid assemblyclockwise.

Oxygen ratio. Low air at 10,000 and 15,000 feet.Low air at 20,000 feet.

High air at 20,000 feet.

Low air at 25,000 and 32.000 feet.

High air at 25,000 and 32,000 feet.

Replace injector nozzle.

Replace throttling platescrew with one having ashorter shoulder.

Replace throttling platescrew with one having alonger shoulder.

Adjust the air valve aneroidcounterclockwise.

Adjust the air valve aneroidclockwise.

Pressure breathing. Low pressure breathing.

High pressure breathing.

Erratic pressure breathing reading:a. Faulty pressure breathing aneroid.b. Vent holes in aneroid assembly and

aneroid cover not alined.

Turn adjusting screwcounterclockwise,.

Turn adjusting screwclockwise.

Rezilace aneroid.Realine.

lever in the NORMAL OXYGEN position.Connect the oxygen mask hose to the quickconnect, place mask to face, and check outfunction of the mask in th' prescribed manner.

While at .ground level, the regulator will notnormally supply oxygen from the supply systemto the mask. The emergency pressure controllever must therefore be used in order to checkout the oxygen supply function of the regulatorat low altitudes. The emergency control leveris spring loaded in the TEST MASK position andwill return to NORMAL position under typicaloperating conditions.

139

Abnormal Operation

Place the diluter control lever in the 100%OXYGEN position if existence of carbon mon-oxide or smoke, or other poisonous or ir-ritating gases are suspected in the area. Thisprocedure shuts out the ambient air. Thischeckout of the regulator may be used at allaltitudes.

Emergency OperationSwitch emergency pressure control lever

to EMERGENCY position when evidences of


AIRINLET

1111111111BI

ME=

4.1401

CORD ASSY

NNW.

AI:WA/4

"4.

AIRINLET

EMERGENCY PRESSURECONTROL ASSY

MANIFOLD INLETASSY

OXYGEN INLET

PRESSURE BREATHINGCONTROL ASSY

SECOND STAGERELIEF VALVE ASSY

I. Inlet.2. Inlet supply valve.3. Reduction chamber.4. Relief valve.5. Demand valve.6. Diaphragm.7. Demand valve lever.8. Outlet.9. Demand diaphragm chamber.

OwimmiCa

110,.

VENTURI ASSY

DIAPHRAGM AND PLATE ASSY

OUTERDIAftfRAGM

10. Sensing port.11. Venturi assembly.12. Inlet port.13. Diluter control

lever.14. Diluter aneroid.15. Check valve.16. Emergency pressure

control lever.

(i)OUTLET

PR.54

17. Test spring.n. Control lever..10. Aneroid.20. Diaphragm.21. Pressure breather valve.22. Plate assembly.23. Relief valve.24. Supply valve control

lever.

Figure 8-12.MD-1 regulator operational drawing.

140


BLINKER

LAMPOXYGEN CYLINDERPRESSURE GAGE

EMERGENCY PRESSURECONTROL LEVER

DILUTER CONTROLLEVER

SUPPLY VALVECONTROL LEVER

PR .55Figure 8-13.Regulator operating controls and indicators.

inadequate oxygen supply are present. When inthe EMERGENCY position, the regulator de-livers 100 percent oxygen to the user, at apositive safety pressure. :

Personnel assigned to perform maintenanceoperations on the equipment are cautioned tobecome thoroughly familiar with the functionsand physical components of the equipment bya careful and complete study of the informationcontained in the Overhaul Instructions Manual.

Parts Replacement

If a malfunction in a component part otherthan the lamp occurs, the regulator should beremoved from the aircraft. Replacement ofparts is limited to the replacing of a faultylamp. Do not attempt to repair or replace anyother parts of the regulator.

Periodic Inspection

Table *8-6 outlines the various inspectionsfor the regulator.

141

In-Flight Check

Each crewmember should make a periodiccheck of the regulator at his station duringflight, and report or remedy any of the follow-ing as applicable:

1. Any symptoms of lack of oxygen or otherillness.

2. Any improper positioning of a controllever.

3. Leaks in any tubing or connections.4. Low o r improper reading on oxygen

cylinder.5. Failure of blinker to indicate FLOW.

Equipment Shutdown

The equipment shutdown is performed asfollows:

1. Switch pressure breathing control leverto the SUPPLY OFF position.

2. Remove mask from the face and dis-connect oxygen mask hose at the quick dis-connect coupling.


Table 8-6. Periodic inspection of MD-1 regulator.

Component Nature of inspection Inspection time

Plastic lightingplate.

Visual check for faulty markings,cracks, or discoloration.

*120 hours.

Lamp. Visually check electricalperformance.

Preflight.

Cord Assembly. Visually check electricalinsulation and contact.

*120 hours,

Outlet. Visually check for secureattachment and correct .

positioning.

*120 hours.

Housing. Visually check for cracks. *120 hours.

Connecting point ,. Visually check for indication Preflight.and gage reading. of leakage.

**Inlet port screen. Visually check for evidenceof dirt and obstruction.

*120 hours,

Panel assembly. Visually check legibility of'markings.

Preflight,

* Or as established in existing directives.**Presence of an unduly large amount of dirt or dust on screens is an indication that

regulator should be removed and thoroughly cleaned.

MAINTENANCE

Maintenance is limited to service, replace-ment adjustment, and minor repair. Minorrepair is confined to that work which can beperformed without disassembly, or with partialdisassembly of the equipment which does notrequire the use of specialized shop testing andcalibration equipment. Instructions for majorrepairs and for disassembly requiring the useof specialized shop testing and calibrationequipment are covered in the Overhaul Instruc-tions Manual (NA 03-50GDA-502),and suchworkis performed by specialized overhaul shopsengaged in such work.

Minor RepairsMinor repairs are limited to checking the

security of components. Tighten any loose

142

connections, screws, or bolts. Loose cableconnections should be resoldered.

Cleaning

Cleaning of the equipment consists of wipingoff the regulator with a clean, dry, lint-freecloth. Make certain that the plastic lightingplate is free of dirt so that legibility of mark-ings and visibility of indicators are not im-paired. Pay particular attention to condition ofscreened inlets in the sides of the regulatorhousing.

Troubleshooting

Troubleshooting information for the regula-tor is shown in table 8-7.


Table 8-7. Troubleshooting.

Trouble Probable cause Correction

Oxygen cylinder pressuregage fails to indicate properpressure with fully chargedpressure source.

Defective gage.

Blocked or leaking supply line.Defective manifold inlet

assembly.

Replace regulator.Replace or clean supply

line to regulator.Replace regulator.

Oxygen not available at maskwith proper source to toregulator and other than"emergency" setting onregulator.

Regulator controls impro-perly positioned.

Hose to mask is kinked.

Regulator not functioningproperly.

Correct position of controls.

Straighten hose and reposi-tion outlet.

Replace regulator.

Oxygen not available at maskwith proper pressuresource to regulator andregulator control set at"emergency. "

Kink or other malfunctionbetween hose and mask.

Faulty linkage fromemergency pressurecontrol lever.

Replace or readjust equip-ment as necessary.

Replace Regulator.

Oxygen available at mask'but flow is not indicated.

Defective blinker assembly. Replace Regulator.

Gage pressure drops whenregulator is not in use.

Loose or leaking con-nections.

Defective manifold.

Tighten or replace con-nections as necessary.

Improper mixture of airto oxygen.

Defective regulator. Replace Regulator.

Panel light fails to light. Burned out lamp.

Faulty light assembly.Faulty electrical hookup

to power source.

Replace lamp.

Replace Regulator.

Repair electrical hookup.

TEST PROCEDURES

The tests contained in this section are to beperformed under bench test conditions,utilizingOT-198-1 and OT-201 test stands. Any regula-tor which fails to meet these tests should bereturned to facilities capable of performingoverhaul operations on the regulator.

The regulator should be mounted in a hori-zontal plane in the test stand OT-198-1. When

143

the pressure and temperature existing at thetime of tests are not specified, it should beunderstood that the test will be made at atmos-pheric pressure of approximately 29.92 inchesof mercury and at a room temperature' of ap-proximately 77°F. When tests are made withatmospheric pressure or room temperaturediffering materially from the above values,proper allowances must be made for the dif-ferences from the specified condition except


that all outlet flows must be measured at ap-proximately 77°F and ambient pressure. Theinlet pressure should be adjusted to 150 psiduring all tests except whenotherwise specified.

Emergency Pressure TestThe emergency pressure test is performed

as follows:1. Place the supply lever on the regulator

in the ON position.2. Apply a pressure of 150 psi to the regula-

tor inlet. Note the pressure at the outlet.3. Place the emergency lever in the EMER-

GENCY position.4. Adjust the test stand for a flow of 10 liters

per minute from the regulator. The pressureat the outlet of the regulator should be 3.5 ± 0.5inches of water as indicated by the test stand.

5. Adjust test stand for a flow of 80 litersper minute.

6. Place the diluter lever in the 100%OXYGEN position. The pressure at the outletshould not be less than 2.0 inches of water.

7. Adjust the test stand for a flow of 10liters per minute.

8. Place the emergency lever in the TESTMASK position. The regulator should deliveran outlet pressure in the range of b to 16inches of water as indicated by the test stand.

Flow Suction Test

Place the supply lever in the ON position.Adjust inlet pressures to the regulator asspecified in table 8-8. The flows indicated intable 8-8 must be drawn from the regulator.Set the diluter lever on the regulator suc-cessively at NORMAL OXYGEN and 100%

Table 8-8. -Suction flow characteristics.

Inlet Outlet Maximumpressure Flow Outlet

psi (Liters per Suctionminute) Inches of Water

50 30 0.4550 50 0.70

150 90 1.00

'144

OXYGEN. At ground level with either increasingor decreasing flows, the suctions required toproduce the flows given in table 8-9 should notexceed the suction values given. After suctionis reduced to zero, the flows should not exceed0.01 liter per minute.

NOTE: All measurements of the outlet suc-tion pressure must be made directly at the out-let of the regulator.Safety Pressure andPressure Breathing Test

This test is performed as follows:1. Place the supply lever in the ON position.2. Adjust inlet pressure to the regulator at

150 psi.3. Place the diluter lever in the NORMAL

OXYGEN position.4. At the delivery pressures specified in

column 1 of table 8-9 (corresponding to a par-ticula::. flow) the regulator should be within thealtitude range specified in column 2 of the table.

Oxygen Ratio TestThe oxygen ratio test is performed as follows:1. Place the supply lever in the ON position.2. Adjust inlet pressure to the regulator at

150 psi.3. Place diluter lever in t he NORMAL

OXYGEN position.4. The ratio (by volume) of cylinder oxygen

delivered to the total gas delivered by the re-gulator at various altitudes should be as speci-fied in table 8-10.Outward Leak Test

The outward leak test is performed asfollows:

1. Place the supply lever in the OFF position.2. Apply a pressure of 17 inches of water to

the regulator outlet through a flow measuringdevice. This 17 inches of water pressure shouldbe maintained, and the flow necessary to main-tain this pressure must not exceed 0.12 literper minute. During this test the relief valvemust not be covered since the allowable leakagethrough this valve at 17 inches of water is in-cluded in the given leakage value of 0.12 literper minute.Outlet Leakage Test

Perform the outlet leakage test as follows:1. Place the supply lever in the ON position.2. Adjust inlet pressure to the regulator at

150 psi.

Chapter 8-AIRCRAFT MOUNTED OXYGEN REGULATORS

Table 8-9. --Safety pressure and pressure breathing characteristics.

Outlet pressure for 10liters per minuteflow (inches of water)

Altitude range forColumn 1 (mmof mercury)

Maximum outlet pressureincrease for zeroliters per minute(inches of water)

Maximum outletpressure de-crease forindicated flow(inches of water)

1. 0 258. 0 to 138. 0 1. 0 0. 9 for 70 litersper minute

2. 0 236.0 to 134.0 1. 3 1. 3 for 135 liters. per minute

8. 5 127.5 to 110.5 1. 3 1. 3 for 135 litersper minute

15.0 102.1 to 87.3. 1. 3 1. 3 for 135 litersper minute

NOTE: The outlet pressure for the altitude ranfall below 0. 01 inch of water for a flowpressure for the altitude range of 87. 30. 01 inch of water for a flow of 0 to 70

3. Place a film of leak test compound acrossthe outlet fitting of the regulator. The film shouldnot advance more than 1/16 inch in 3 seconds.

4. Repeat the test 3 or 4 times to make cer-tain the bubble is not increasing in size be-cause of the temperature difference inside andoutside the regulator.Flow Indicator Test

Perform the flow indicator test as follows:1. Place the supply lever in the ON position.2. Adjust the pressure to the regulator

at 150 psi.3. Place diluter lever in th e NORMAL

OXYGEN position.NOTE: At sea level the flow indicator must

be fully open at a flow of 20 liters per minute.4. Place diluter lever in 100% OXYGEN

position. (At sea level the flow indicator mustbe fully open at a flow of 8 liters per minute.)

5. With the test stand adjusted for an altitudesufficient to give 17 inches of water deliverypressure,the flow indicator should be fully openat an ambient flow of 12 liters per minute.When the flow is reduced to zero the flow indi-cator should close immediately.

145

ge of 225.6 to 138 mm of mercury must notof 0 to 10 liters per minute. The outletto 138 mm of mercury must not fall belowliters per minute.

Inward Leakage Test

The inward leakage test is performed asfollows:

1. PlaCe the supply lever in theOFF position.2. Place the diluter lever in the 100%

OXYGEN position.:3. Connect aflowmeter to the outlet of the

regulator.4. Apply a suction of 10 inches .of water to

the outlet through the flowmeter. The leakagemust. be less than 0.2 liter per minute.

Relief Valve Test

The relief valve test is performed as follows:1. Place the supply lever in the OFF poSition.2. Place the diluter lever in the 100%

OXYGEN position.3. Apply a gradually increasing pressure to

the outlet of the regulator.4. The relief valve should vent 45 liters per'

minute at a pressure not greater than 3.0inchesof mercury. The relief valve must not leak inexcess of 0.01 liter per minute at 17 inches ofwater pressure.


Table 8-10. Oxygen ratio.

Altitude(feet)

Outlet flow(liters per minute)

Percent cylinder oxygen added.Minimum Maximum

In, 000 15 6 35

10, 000 50 6 35

10, 000 85 6 35

15,000 5 14 100

15,000 15 14 42

15,000 50 14 42

20,000 15 24 55

20,000 50 24 55

20, 000 85 24 65

25, 000 5 40 100

25, 000 15 40 80

25,000 50 40 80

32,000 85 98 100

146

CHAPTER 9

MINIATURE TYPE REGULATORS

ROBERT SHAW-FULTON 226-20004MINIATURE REGULATOR

The type 226-20004 (Series) miniature regu-lator is mounted on the body for both use inflight and bailout or emergency. It is so de-signed that with an inlet pressure of 40 to 90psi, it delivers 100 percent oxygen automati-cally to the user between the altitudes of 0 to50,000 feet. The regulator incorporates auto-matic safety pressure buildup to a maximum of

RELIEF VALVE

DEMAND VALVEDIAPHRAGM

OXYGEKJINLETORIFICE

(0 TO 150 cc )

GASKET

FILTER

2 inches of water below 35,000 feet and auto-matic pressure breathing for altitudes above35,000 feet. It integrates with the A13-A oxy-gen breathing mask: The assembly weighs 2.3ounces and :Is about 2 5/8 inches in length and2 5/8 inches in width, including the inlet port.

The 226-20004 regulator consists of a demandactuating paddle, sensing diaphragm, demandvalve diaphragm, safety-pressure spring, pres-sure breathing aneroid, aneroid vent, aneroidchamber, and relief valve, as shown in figure 9-1.

TO EXHALATION VALVEPRESSURE PICK UP

REGULATOR OUTLET

DEMANDCHAMBER

SAFETY PRESSURESPRING

DEMAND ACTUATION/ PADDLE

..........

Nam.

ANEROID

40 TO 90 P.S.I.OXYGEN INLET

PIPE

LOCKNUT

SENSINGDIAPHRAGM

ANEROID VENT

ANEROID CHAMBER

ANEROIDADJUSTING SCREW

Figure 9-1.Oxygen regulator 226-20004.

147

PR.56


OPERATION

Inlet pressure of 40 to 90 psi is directedthrough the inlet to the demand valve diaphragm.A small passage from the inlet line also directsthis pressure to the back side of the demandvalve diaphragm; thus, the pressure is balancedon both sides of the diaphragm but the greaterarea on the back side of the diaphragm pro-s-ides a positive sealing force.

A second passage from the back side of thediaphragm links this area to the sensing cham-ber through the pilot valve. Spring tension ofthe paddle assem.:ly on the pilot valve flapseals the pilot valve, resulting in a static, orno flow condition.

Upon inhalation, a pressure drop is trans-mitted to the sensing chamber through thesensing port. This will cause the sensing dia-phragm to depress the paddle and unseat thepilot valve.

Since the pilot valve is drilled at 0.0135 inchand the inlet orifice is 0.008 inch, oxygen willescape faster than it can be replaced, causing apressure drop in the area on the back side ofthe dc..mand valve diaphragm. This will allowthe inlet pressure to unseat the demand valveand a flow of oxygen will be. directed out theoutlet adapter to the user.

Upon exhalation. the pressure is directedthrough the sensing port forcing the sensingdiaphragm away from the demand actuatingpaddle.

This allows the pilot valve flap to stop theflow of oxygen through the pilot valve. Thepressure will once again balance on both sidesof the demand valve diaphragm, causing thevalve to seat and the flow of oxygen to cease.

Safety Pressure

The safety pressure spring exerts pressureon the sensing diaphragm. This action causesthe unseating of the pilot valve and the regula-tor will flow until enough pressure is exertedon exhalation to overcome the safety pressurespring. Maximum safety pressure is 2 inches.No minimum is indicated but it cannot go nega-tive; an ideal setting for this regul-Aor is 1 inchof water pressure.

Pressure Breathing

A constant bleed of 100 to 150 ccm of oxygenis directed into the aneroid chamber. This

148

bleed is, vented to ambient air through the ventholes in thc aneroid cover below pressurebreathing altitudes. As altitude increases, theaneroid expands, contacting the aneroid seat,restricting the escape of the bleed.

As pressure builds up the aneroid cham-ber, it exerts pressure on the sensing dia-phragm which causes the regulator to flow.The regulator will flow until enough pressureis exerted on exhalation to overcome the bleedpressure built up in the aneroid chamber.

Relief Valve

The relief valve is the maximum pressurecontrol device for this regulator. It will unseatat 16 plus or minus 2 inches of water pressure,preventing mask pressures from exceeding thatfigure.

The relief valve linkage tube is connected tothe compensating pickup tube of the exhalationvalve by a silicone rubber tube.

A small orifice allows pressure in the de-mand valve chamber to be setised in the reliefvalve. If the pressure exceeds 16plus or minus2 inches of water pressure, the relief valvewill unseat, relieving the pressure in the link-age tube. This will cause a drop in the linkagetube allowing the exhalation valve to open andrelieve the excess pressure in the mask.

NOTE: Excess mask pressure is relievedthrough the exhalation valve of the mask andnot the regulator relief valve.

TESTING THE 226-20004SERIES REGULATORS

The following tests are used with the 226-20004 series regulators: overload test, demandvalve leakage test, body leakage test, automaticsafety pressure test, automatic positive pres-sure breathing test, and maximum pressurecontrol test.

Overload Test

Plug the inlet pipe shown in figure 9-1 andapply 2. ,essure of 25 inches of water to theoutlet of the regulator for 2 minutes.

Demand Valve Leakage Test

Apply a pressure of 150 psig to the inlet pipeand maintain a static flow condition at sea levelfor 5 minutes. After 5 minutes, the regulator

Chapter 9MINIATURE TYPE REGULATORS

outlet pressure must have exceeded 2 1/2inches of water.

Body Leakage Test

Plug the inlet pipe and apply a pressure of11 inches of water to the outlet of the regulator.The leakage must not exceed 20 cc per minute.

Automatic Safety Pressure Test

Connect a piezometer resistor assembly tothe outlet of the regulator and apply a pressureof 40 psig to the inlet pipe. A positive pressuremaintained by the regulator at a flow of 0 and70 1pm at sea level must not be less than zeroor exceed 2 inches of water.

Increase the inlet pressure to 50 psig. Posi-tive pressure maintained by the regulator at aflow of 0 and 100 1pm at a simulated altitude ofsea level, 10,000, and 30,000 feet must not beless than zero or exceed 2 inches of water.

Automatic PositivePressure Breathing Test

Connect the piezometer resistor assemblyto the outlet of the regulator. Apply a pressureof 40 psig and a flow of 10 1pm to the inlet pipe.Vary the simulated altitude from sea level to43,000 feet. The automatic positive pressurebreathing device must take over between 35,000and 39,000 feet as indicated by the rapid in-crease in manometer pressure indication.

Increase the simulated altitude to 43,000 feetwith the flow remaining at 10 1pm. Record thepositive pressure maintained by the regulator.Adjust the flow to 100 1pm and record the posi-tive pressure maintained by the regulator. Thepressure must riot exceed 12.5 inches of waternor be less than 9.2 inches of water at 43,000feet.

Repeat the above step, using an inlet pres-sure of 90 psig.

Maximum Pressure Control Test

Plug the inlet pipe and establish a flow of200 cc per minute into the cutlet of the regula-tor. The relief valve must maintain pressureat 16 ± 2 inches of water at the regulator outlet.Reduce the flow to 20 cc per minute. The out-let pressure must not drop below 11 inches ofwater.

149

NOTE: When the regulator is flowing toatmosphere do not stop the flow suddenly byplacing the hand over the outlet.

TROUBLESHOOTING

Troubleshooting information for the 226-20004 (series) oxygen regulator is shown Intable 9-1.

CLEANING

Wash all metal parts in oxygen systemscleaning compound (Specification MIL-C-8638(Wep)). Flush through small diameter holesthrough parts using polyethylene squeeze bnttlescontaining cxygen systems cleaning compound.Blow dry with dry, water-pumped nitrogen.

INSPECTION

Examine all metal sealing surfaces fornicks, scratches, and foreign material. Exam-ine the inlet filter and remove any foreign sub-stance. Check the noise suppressor screen inthe body subassembly and remove any foreignmaterial. The name plate must be examinedfor condition and legibility.

FIREWEL F2700

The F2700 (Firewel) is a personnel-mountedminiature oxygen breathing regulator used bothin flight and bailout or emergency conditions.It is designed to operate on an inlet pressure of40 to 90 psi, and delivers 100 percent oxygenautomaticarly to the user from th9 ground up to50,000 feet. In addition, the regulator incorpo-rates automatic safety pressure buildup to amaximum of 2 inches of water pressure.

OPERATION

The F2700 regulator consists of a tilt typedemand valve, a demand diaphragm, pressure-breathing aneroid capsule, orifice bleed as-sembly, pressure control valve capsule, andrelief valve capsule.

Oxygen enters the inlet of the regulator at40 to 90 psi and flows to the demand valve.This inlet pressure holds the demand valve inthe closed position. Oxygen then flows throughthe orifice bleed assembly and into the pres-sure control valve. From this valve it entersthe aneroid chamber.


Table 9-1. Troubleshooting information.


Continual increase Pilot valve leakage due to improper Adjust paddle assembly; replaceof mask pressure adjustment of paddle assembly, or pUot valve flap, or replacebelow 35,000 feet. to worn or contaminated pilot valve

seat or flap.inlet body subassembly.

Main valve leakage due to worn or ^.-.place main valve or valvecontaminated main valve diaphragmor main valve seat.

body subassembly.

Expanded aneroid assembly. Replace aneroid assembly.

Safety pressure ex-ceeds 2 inches ofwater and holdsconstant.

Safety pressure spring too strong. Replace diaphragm spring.

Regulator outletpressure becomesnegative.

Inlet filter clogged. Clean or replace inlet filter.

Pilot valve improperly adjusted. Adjust paddle assembly.

Safety pressure spring too weak. Replace diaphragm spring.

Relief valve does not Relief valvc! spring too strong. Replace relief valve ccmpres-relieve at maximumpressure of 18 inchesof water.

sion spring.

Relief valve relieves Relief valve spring too weak. Replace relief valve compres-at less than minimum sion spring.pressure of 14 inchesof water.

.

Pressure breathingcuts in below

Aneroid improperly adjusted. Adjust aneroid.

35,000 feet. Aneroid expanded. Replace aneroid.

Pressure breathingcuts in above

Aneroid improperly adjusted. Adjust aneroid.

39,000 feet, ormask pressure isless than pre-

Aneroid seat worn or dirty.

Relief valve leakage.

Replace aneroid seat.

Replace relief valve compres-scribed. . sion spring.

Case leakage. Replace leaking part of bodyassembly.

150

Chapter 9MINIATURE TYPE REGULATORS

When the user inhales, a pressure drop oc-curs in the demand chamber, and the demanddiaphragm moves in the direction of the pres-sure drop. This causes the diaphragm to con-tact the demand valve stem and open the de-mand valve, allowing oxygen to flow to themask. When the user exhales, pressure buildsup in the demand valve chamber, moving thediaphragm away from the demand valve stem,thus allowing the demand valve to close. Theinlet pressure again seats the demand valveand shuts off the flow of oxygen to the mask.

A constant flow of oxygen is transmittedfrom the oxygen source through the inlet bleedorifice, through the pressure control valve tothe aneroid chamber, and finally exhaustedthrough the orifice bleed ventholes. As altitudeincreases, the aneroid expands and restrictsthe passage of the oxygen into the aneroidchamber. This in turn causes a buildup inpressure in the pressure chamber. Conse-quently, as the altitude increases, the flow ofoxygen through the aneroid chamber is furtherrestricted and the pressure increases. Thispressure forces the diaphragm to make contactwith the demand valve stem, opening the de-mand valve. Upon completion of the inhalationcycle, enough pressure must build up in the de-mand chamber to overcome the pressure in thepressure chamber, In this manner a positivepressure is maintained in the mask at altitudesabove 35,000 feet. This pressure is sensedback through the pressure control valve to thebottom side of the exhalation valve.

A relief valve is incorporated in the pres-sure chamber which is set to unseat between14 and 18 inches of water pressure; this in-sures that no greater th an 18 inches of waterpressure is delivered to the user.

NOTE: Cleaning, inspection, testing, repairand replacement of parts are to be done in ac-cordance with current,-applicable instructions.

BENCH TESTINGF2700 REGULATORS

F2700 regulators must be s,.,jected to thefollowing tests every 60 days:

1. Automatic positive pressure breathingtest.

2. Maximum pressure control.3. Vibratory control.Instructions for performing the above tests

are contained in NavWeps 13-10FA-1, Hand-book, Overhail Instructions.

NOTE: No regulator should be rejected forfailure to meet the specified performance untilthe OTS 565 test stand is modified by a minia-ture regulator test stand modification kit, P/NMA-20163.

151

BENDIX 29211 B-1 AND C-1MINIATURE REGULATORS

The 29211 B-1 and C-1 oxygen breathingregulators are mounted on the body for useboth in flight and in case of emergency. Theyare so designed that, with an inlet pressure of40 to 90 psi, they deliver 100 percent oxygenautomatically to the user between the altitudesof 0 to 50,000 feet. The regulators incorporateautomatic safety pressure buildup to a maxi-mum of 2 inches of water below 35,000 feet andautomatic pressure breathing for altitudesabove 35,000 feet. They are designed to be in-tegrated with the A13-A oxygen breathing mask.The regulators weigh 3 ounces, and are about2 1/3 inches in length and 1 33/64 inches indiameter. They are designed to operate be-tween a temperature range of -65°'F to 160°F.

The 29211 B-1 miniature regulator consistsof a demand valve, demand valve diaphragm,breathing diaphragm, pilot valve, pilot valvelever, safety-pressure spring, evacuated aner-oid, and adjustable orifice.

OPERATION

Safety PressureThe force of the safety-pressure spring

(maximum of 2 inches of water pressure) im-parts motion of the breathing diaphragm to thepilot lever, opening the pilot valve. When thepilot valve opens, oxygen is bled from the de-mand valve chamber at a rate faster than theleakage through the orifice; thus causing animbalance of pressure on the demand dia-phragm. This movement of the diaphragm is inthe direction of the lowest pressure. Thismovement causes the opening of the demandvalve, and oxygen flows to the mask. The pres-sure at the outlet is sensed through the sensingline to the breathing diaphragm. When the maskpressure on the demand side of the diaphragmis equal to the safety spring pressure on theaneroid side of the diaphragm, the system isbalanced and the pilot and demand valves close.By this action, a safety pressure of a maximumof 2 inches of water is maintained in the oxygenmask up to approximately 35,000 feet.


Inhalation

The pressure at the sensing line is loweredwhile breathing in, causing the pilot valve toopen and oxygen to flow from the demand valve.

Exhalation

The pressure at the sensing line is increasedwhile breathing out, causing the pilot valve toclose; thus the pressure becomes equal on bothsides of the demand valve diaphragm, causingit to close. Breathing out is accomplishedthrough the A13-A oxygen mask exhalationvalves.

Pressure Breathing

The pressure breathing control chamber con-sists of an aneroid mechanism, preset to begin

152

expanding at approximately 35,000 feet, and tosupply the correct positive pressure in thepressure breathing oxygen mask as ambientconditions change. The evacuated aneroid iscalibrated to expand and exert a force on thepilot valve levers. This action supplies oxygenat the positive pressure required for an indi-vidual at the various increasing altitudes. Theregulator operation in the pressure breathingrange is the same as that described under"Safety Pressure." The additional aneroidforce causes the required pressure at the out-let of the regulator. The aneroid assemblycontains a maximum pressure control springthat is calibrated to compress when the regu-lator pressure exceeds 18 inches of water or50,000 feet altitude. Then further expansion ofthe aneroid does not increase pressure. Bythis operation, sufficient pressures are main-tained in the oxygen mask for pressure breath-ing altitudes.

CHAPTER 10

OXYGEN COMPONENT TEST STANDS

The Aircrew Survival Equipmentman is re-spor.sible for shop testing aircraft oxygen systemcomponents, including regulators, liquid oxygenconverters, control valves,-relief valves, aner-oids, and other items. The AME is responsiblefor checking system components in the aircraft;however, in case of a suspected malfunction andfor periodic maintenance testing, the componentis removed from the aircraft and brought to theoxygen shop where it is tested by the PR. Thistesting is accomplished with the use of varioustypes of test equipment, some of which are dis-cussed in this chapter.

REGULATOR TEST STANDS

Regulator test stands are designed for testingoxygen regulators for flow capacities, oxygenconcentrations, pressure characteristics, andvarious leakage tests at different simulatedaltitudes. This chapter covers the 62- A -116-El, the OTS-565-566 test stands, and the 59-A-120 Liquid Oxygen Converter Test Stand.

OXYGEN SYSTEM COMPONENTSTEST STAND 62-A-116-E1

The oxygen system component test stand isdesigned to test and evaluate the functions ofminiature regulators, console type and seatmounted regulators, dil ..er demand regulatoro,full pressure suit controllers, full pressuresuit helmets, emergency oxygen systems, andliquid oxygen converter components.

The test stand consists of an oxygen pres-sure and vacuum system with valving and in-strumentation necessary to measure, test, andevaluate the performance and operating charac-teristics of the components described atsimulated altitudes up to 150,000 feet. Figure10-1 shows a pictorial view of the 62-A-116-E1oxygen system components test stand.

Manometers

Mix one part of green manometer fluid con-centrate with ten parts of distilled water. Fillthe output, input and vent manometer wells tozero. Fill the mercury manometer to zero withtriple distilled mercury. Fill the inclinedpres-sure suction manometer to zero with bluefluorlube gage Oil. All manometer fluids aresupplied with the test stand.

Pump

Check the pump for sufficient amount oflubricant. The 62-A-116-E1 is shipped wiredfor use with 208/220-volt a.c., 3-phase, 60-Hz(cps) power source. If a 440-volt a.c., 3-phase,60-Hz power source istobeused, checkNav Air17-15BC-11 for conversion details. The pumpswitch must be in the off position before thepower plug is connected to apower source. Turnthe pump on and run it for at least 30 minutesand check for the following:

1. Check the pump motor drive shaft forproper rotation direction (clockwise, as viewedfrom back of stand).

2. Recheck the lubricant fluid level in thevacuum pump, and refill if necessary. Useonly a lubricant such as cellulube No. 220.

Test Stand Leak Test

The 62-A-116-El test stand must be givenan oxygen pressure test and an altitude chamberleakage test prior to testing any system com-ponents. These two tests are covered in chapter18 of Aircrew Survival Equipmentman 3 & 2,NavPers 10358-D. The high altitude chamberleakage test is performed monthly.

153


Vacuum Pump

The vacuum pump lubricant level should bebetween the indicated marks while the pumpis running. To add lubricant, remove the filterfrom the exhaust port, while the pump is running,and pour fluid into the reservoir. The frequencyof vacuum pump lubricant changes is dependenton pump use and pump performance. To changelubricant, refer to Na..vA i r 17-15BC-11 forstep by step detail.

Inspect polyethylene tubing, fittings, and con-nections for pinholes, dirt and dust, bends, kinks,or surface abrasions and heat blister. This isperformed on a weekly inspection.

The vacuum pump drive belts and pulley areinspected biweekly to include the following:The tension of the ben, pulley alinement, andexcessive belt wear.Test Stand Inspection'

Perform a weekly inspection of gages, mano-meters, and flowmeters for correct calibrationof gages, proper fluid level in manometers, andCleanliness of glass t.121-,es.

Ail inspection to include the following mustbe performed monthly:

1. Inspect the oxygen and air inlet connectorsfor dirt or foreign matter, corrosion, strippedthreads, and badly scored surfaces.

Z. Lnspect gaskets at bulkhead fittings andthe vacuum pump filter for deterioration andproper fit and alinement.

3. Inspect copper tubing for corrosiontightness of soldered points.

4. Check altitude chamber for clPanliness,proper fit and alinement of gaskets, leaks orcorrosion at pipe fittings, excessive scratcheson chamber door, and wear of door gasket.

5. Inspect all control valves for cleanlinessand tightness of mounting nuts and knobs. Ifvalves are hard to operate, use a small amountof fluorolube conforming to MIL-H-19457 to thevalve shaft.

6. Every 6 months inspect the altitude con-troller unit for pointer alinement, legibility ofnomenclature, and worn or broken gear teeth.

154

Refer to table 10-1 for the periodic inspectionchecks applicable to the oxygen system com-ponents test stand.

Table 10-2 may be used as an aid in trouble-shooting and in diagnosing and correcting variousmalfunctions of the oxygen components teststand. For additional maintenance details, referto NavAir 17-15BC-11.

OTS 565 SERIES TEST STAND

The OTS-565-566 test stands are relotivelyold, and are gradually being replaced through-out the Navy by the 62-A-116-E1 componentstest stand. However, until their replacementis complete the PR can expect to encounter theseolder test stands frequently. The operationprocedures for the two stands are covered inAircrew Survival Equipmentman 3 & 2,NavPers10358-D.

OTS 565 Inspection and Maintenance

The test stand must be inspected every 6months for the following:

1. Check all rubber tubing connections forsigns of wear or cracking.

2. The altimeter must be checked againsta master altimeter to make certain it is withintolerance.

3. Inspect the rubber sealing gasket aroundthe chamber. Keep the chamber glass coverclean and free of chips.

LEAK CHECK.Inspect the stand for leakagedaily before running any tests. Evacuate to about50,000 feet, hold for about 2 minutes, and dropthe altitude to 40,000 feet. Close the valvesfingertight. Time the rate of altitude loss for5 minutes or more. The leak rate should notbe more than 100 feet per minute.

VALVE REPLACEMENT.Remove the han-dle of .the valve to be replaced. Remove theentire valve assembly by freeing its hose clampsand pipe clamps. Unscrew the valve from thepiping, taking care not to bend or otherwisedamage the assembly. Install a new valve,usinga suitable thread sealer such as glyptol, main-taining the original orientation of the piping as-sembly angles. Fit the assembly into the teststand. If the angles of the valve assembly haveto be adjusted, again remove the assembly andadjust the angles to make a good fit. Replaceall screws and clamps. Check all joints forleakage, tightening where necessary.

Chapter 10OXYGEN COMPONENT TEST STANDS

VIEW /AINSIDE CHAMBER

VIEW BSIDE PANEL

Figure 10-1. Oxygen Test Stand 62-A-116-E1

Table 10-1. Periodic inspection.

PR. 58

Nature of inspection Inspect for Nature of inspection Inspect for

Vacuum pump Correct lubricant Copper tubing. Corrosion; tightnesslubricant level. fluid level with

pump operating.of soldered joints.

Vacuum pump drive Correct belt tension High altitude Cleanliness; proper fitbelts and pulleys. and pulley aline-

ment; excessivebelt wear; tight-ness of pulley set-

chamber. and alinement of allgaskets; leaks or cor-rosion 'a pipe fittings;excessive scratches

screws. . on chamber door;wear at door gasket.

Polyethylene tubing,fittings and con-

Correct fit, pinholeleaks, dirt, or ex-

All test stand tubingand piping.

Areas that could causeleakage; tightness

nections; rubber cessive dust; radi- and proper aline-couplings. cal bends, kinks, or

surface abrasions;heat blisters.

ment..

155


LEGEND FOR FIGURE 10-1.

A. INPUT Valve 2. INPUT FLOW Manometer 19. LOW PRESSURE CON-B. ALTITUDE CONTROLLER 3. VENT FLOW Manometer NECTION (AltitudeC. OUTPUT Valve 4. PRESSURE SUCTION Chamber)D. PRESSURE SELECTOR Manometer 20. 200 CC LEAKAGE CON-

Valve 5. HG Manometer NECTION (AltitudeE. LEAKAGE. CONTROL Valve 6. ROTAMETER LEAKAGE Chamber)F. LEAKAGE Selector Valve Flowmeter 21. REFERENCE TAPG. LEAKAGE ON-OFF Valve 7. ROTAMETER LEAKAGE Connection (AltitudeH. VENT PRESSURE Valve Flowmeter Chamber)I. VENT AMBIENT Valve 8. ROTAMETER LEAKAGE 22. INPUT Port (AltitudeJ. FLUTTER DAMPENER Flowmeter Chamber)

Valve 9. SUPPLY PRESSURE Gage 23. OUTPUT Port (AltitudeK. CHAMBER BLEED Valve 10. REGULATED HIGH Chamber)L. INLET PRESSURE ON-OFF PRESSURE Gage 24. HELMET REFERENCE.

Valve 11. REGULATED LOW TAP ConnectionM. FLOW SELECTOR Valve PRESSURE Gage (Altitude Chamber)N. LOW PRESSURE REGULATOR 12. ALTIMETER HIGH 25. PRESSURE SUCTION0. REFERENCE PRESSURE RANGE Indicator Manometer

SELECTOR Valve 13. ALTIMETER LOW 26. PiezometerP. CONTROLLER REGULATOR RANGE Indicator 27. 02 INPUT PRESSUREQ. HIGH PRESSURE REGULATOR 14. 220/440V INPUT Connector GageR. SUIT SIMULATOR REFERENCE 15. 02 INPUT Connector 28. Tee Connector

SHUTOFF Valve 16. 02 FILLING Connector 29. Controller Set KnobS. BOTTLE CHARGING Valve 17. PUMP CONTROL Switch 30. Controller Supply Gage

1. OUTPUT FLOW Manometer 18. 02 INPUT Connection 31. Controller Altitude Gage(Altitude Chamber) 32. Controller Output Gage

Table 1'5-1. -Periodic inspection-Continued

Nature of inspection Inspect for Nature of inspection Inspect for

Gages and mano-meters;flowmeters.

Correct calibration ofgages; proper fluidlevel in mano-meters; cleanlinessof manometer andflowmeter tubes.

Electrical plugs,connectors, andwiring.

Various physical dam-age; bent pins,loose connectors;alinement and se-curity of cables.

Corrosion, dirt, or Oxygen and air inlet All panel mounted Tightness of mountingother foreign connectors. valves and con- nuts and knobs;matter; strippedthreads orscored surfaces.

trols. cleanliness; andother physical de-fects. .

Gaskets at bulkheadfittings and vacuum

Partial or general de-terioration; proper

Altitude controllerunit.

Pointer alinement,legibility of nomen-

pump filter. fit and alinement.. clature; worn orbroken gear teeth.(external).

156


Table 10-2. Troubleshooting.

Trouble Probable cause

Excessive chatterand/or seizureof the vacuumpump.

.Dirt in the cellulubefluid.

Failure to obtain or Leakage from loosemaintain a satis- pump fittings;factory vacuum loose fittings atwithin the high panel controlaltitude chamber. valves and bulk-

head fittings athigh altitudechamber.

Worn oil case gas-ket or worn hous-ing seal gasket.

Excessive dirt incellulube fluid.

Remedy

1. Remove oil drain cap and drain fluid frompump. Replace oil drain cap.

2. Loosen clamps and slide pipe couplingtoward top of tube and fitting assembly.

3. Pour approximately 3 or 4 ounces of No.220 cellulube lubricant conforming toMilitary Specification MIL-H-19457,into intake nipple.

4. Operate vacuum pump for approximately.2 minutes. Stop pump.

5. Repeat steps 1, 3, and 4, six times.Pump will now operate satisfactorilywithout chattering or seizing.

6. Replace pipe coupling between tube andfitting assembly and intake nipple.Secure coupling with clamps.

157

Correct repair or tighten fittings as necessary.

Replace seal as necessary.

1. Remove oil drain cap and drain fluid frompump. Replace oil drain cap.

2. Loosen clamps and slide pipe coupling to-ward top of tube and fitting assembly.

3. Refill pump with approximately 3 pints ofNo. 220 cellulube lubricant conformingto Military Specification MIL-H-19457.

4. Operate vacuum pump continously'for ap-proximately 8 hours. During this tin'.observe motor and pump units for signsof overheating or bther abnormalindications.

5. Repeat steps 1 and 3.


Table 10-2. TroubleshootingContinued.


SUPPLY PRESS.Gage does not in-.dicate zero withno pressure ap-plied or readsimproper pres-sure duringoperation.

REGULATED HIGHPRESS. Gageindicated a pres-sure when HIGHPRESS. REGUL".-TOR is in theneutral position.

REGULATED HIGHPRESS. Gage isinaccurate orerratic duringoperation.

REGULATED LOWPRESS. Gageindicates a pres-sure when HIGHPRESS. REGU-LATOR and LOWPRESS. REGULA-TOR are in theneutral position.

REGULATED LOWPRESS. Gageindicates a read-ing in excess of175 psi.

REGULATED LOWPRESS. Gage isinaccurate orerratic duringoperation.

Leakage at fittingsor connections.

Gage requires cali-bration or is de-fective.


HIGH PRESS. REGU-LATOR is de-fective.

Leakage at fittings orconnections.

Gage requirescalibration or isdefective.

Gage requires cali-bration ol is de-fective.

Regulator (Q or N)is defective.

Pressui guard outof adjustment ordefective.


Gage requires cali-bration or isdefective.

158

Tighten G. replace fittings or connections.

Calibrate gage.

Repair or replace as necessary

Calibrate gage.

Repair or replace as necessary.


Tighten or replace fittings or connections.

Calibrate gage.

Repair or replace as necessary.Calibrate gage.

Repair or replace as necessary.Repair or replace as necessary.

Adjust, repair, or replace as necessary.


Calibrate gage..



Table 10-2. TroubleshootingContinued

Trouble cis,..ble cause Remedy

02 INPUT PRESS.

Gage indicatesa reading whentest stand is un-der pressurewith INLETPRESS. On-OffValve in the OFFposition.

02 INPUT PRESS.

Gage indicates areading in excessof 150 psi,

09 INPUT PRESS.-Gage is inaccu-rate or erraticduring operation.

ALTM 11,27H RANGEIndicator orALTM LOWRANGE Indicatoris inaccurate orerratic duringOperation.

OUTPUT FLOWManometer,INPUT FLOWManometer,VENT FLOWManometer,PRESS. SUCTIONManometer,and HG Manome-ter do not main-tain a set reading,when remaininginstru.nents areknown to beaccurate.


INLET PRESS. On-Off Valve is de-fective.

Pressure guard outof adjustment ordefective.

Leakage, of fittingscr connections.


Leakage at fittings orconnections.

Plastic tubing de-fective.

Gage requirescalibration, or isdefective

REF. PRESS.' SE-LECTOR Valvedefective.

Scale of manometerincorrectly zeroed.

Faulty manometercomponents.


Plastic tubingdefective. r.

159

Calibrate gage.



Adjust, repair, or replace as necessary.


Calibrate gage.

Repair or replace as necessa,.y.


Replace applicable tubing.

Calibrate gage.

Repair or replace as necessary.Repair or replace as necessary.

Zero scale and check accuracy.

Add indicating fluid to units as i-lquired.





Table 10-2. TroubleshootingContinued


ROTAME.TERLEAKAGEFlowmeterscontinually indi-cate incorrectreading.

Flowmeter requirescalibration.

Dirty or damagedfloat or tube.

Defectrie flowmeter.components.

7,eakage at fittingsor connections.

Plastic tubing de-fective

Calibrate.

Clean float and tube.




VOL -O -FLO ELEMENT CLEANING.Dis-connect the Vol-O-Flo element from the tubeswhich lead to the Vol-O-Flo manometers. Dis-connect the flow element from the rest of theplumbing system by removing the hose clampsand rubber tubes at the ends of the element.Before the element is removed, put a directionalmark on it so that on reassembly it will beconnected the same way as initially. Usingabout a gallon of water with a teaspoon ofdetergent, flush the element in reverse fromthe direction in which air normally goes throughit. For this operation, it is well to cap the twopressure taps on tht side of the element to avoidspillage of the cleaning fluid.

After the element has been well flushed, thedetergent should be rinsed out immediately withclean water. The element should then be reriacedin the test stand and air passed through it forabout an hour to insure that it is completely dry.After drying the element, the test stand should beleak tested and an intercomparison test per-formed.

MANOMETER CLEANING.Remove theglass manometer panel. Disconnect the rubbertubing attached to the pressure-suction mano-meter and remove the nuts and washers whichsecure the manometer to the test stand. Re-move the manometer.

160

In order to remove the dual Vol-O-Flo mano-meter, it is necessary to first remove the mano-meter elements and piping.

Preparatory to cleaning, drain the mano-meter by opening the plug at the bottom of thecase. Remove the drain plug and remove theoverflow check valve at the top of the case. Passa cylindrical tube cleaning brush soaked inalcohol completely through the tube severaltimes. Rinse with clean alcohol and blow the tubedry, using very dry air or gas. If dry gas isnot available, permit the tube to air dry naturally.Do not wipe the inside of the tube, or blow itout with your breath. The overflow check valveshould be soaked in alcohol until all dirt andparticles are removed.

The well can be cleaned with a brush soakedin alcohol after removing the large cleanoutplug on the back of the well. Rinse the wellwith fresh alcohol and dry as above. Re-assemble the manometer and replace on thestand. Refill with King blue oil to the approxi-mate zero level after adjusting the scale tocenter of adjustment.

INTERCOMPARISCN.The inlet and outletVol-O-Flo manometer should be intercomparedevery 2 weeks. Cap the oxygen supply fittingin the chamber and evacuate the chamber tr,5,000 feet. With the bypass valve closed, ad-just the flow to each, 5, 50, and 85 1pm, main-


taining the simulated altitude. Record the in' etand outlet indications simultaneously. Repeatthis procedure at 15,000 and 30,000 feet. Afterapplying the corrections in the existing cali-bration charts, the flows should agree to with-in 2 percent of 1 1pm, whichever is greater.If they differ by more than this for any testpoint, the manometers should be cleaned asi_reviously described, and recompared. If thea.greennnt is still unsatisfactory, the flow ele-ments should be turned in for recalibration.It is important that these tests be conducted sothat the chamber altitude is not changing whenreadings are taken; also, time should be per-mitted for the chamber temperature and roomtemperature to equalize to within approximately33° F.

Modifications

The OTS-565 must be modified for testingminiature regulators and other oxygen com-ponents. Instructions for incorporating themodification are given in Nav Air 17-15BC-505and other applicable publications.

.OTS-566 TETI' STAND

The OTS-566 test stand is designed fortesting diluter demand oxygen regulators underSimulated altitude conditions. It was designedespecially for use aboard ship, but can be usedashore as well. The OTS-566 incorporatesVol-O-Flo gages instead or manometers; other-wise it is practically identical to the OTS-565.These gages require no fluid, thus the roll ofthe ship has no effect on the readings.

Calibration Charts

Three copies of the calibration charts aresupplied with each test stand. For testing diluterdemand regulators, a table of 'test points (ratioperformance chart) can be set up. This cablecan be computed from the Vol-O-Flo elementcalibration curves and the performance require-ments for the regulator, published inthe ServiceInstruction Manual for the regulator to be tested.

Once a table has been established for aparticular regulator, the operator has no needto make any correction to the Vol-O-Flo ma-nometer readings, other than for temperaturevariation. The calibration curves show thatthe ambient flow at any indication varies with

161

gas composition and varies slightly with alti-tude. The input Vol-O-Flo element calibrationdepends only on altitude and temperature sinceonly air is passing through the element. Simi-larly, the output Vol-O-Flo element calibrationdepends only on altitude and temperature whenthe regulator is operated with the diluter con-trol turned off, in which case only oxygen isbeing passed. When the regulator is operatedwith the diluter control turned on, a variableair-oxygen mixture passes through the outputVol-OFlo element.

TEMPERATURE CONSIDERATIONS.On thelinear type Vol-O-Flo element, the reading fora given flow is dependent on the gas (air, oxygen,or mixture),altitude,pressure, and temperature.The Vol-O-Flo elements are calibrated atthe factory at a specified temperature, usually72° F. If the test stand is operated in thetemperature range of 65° to 80° F, temper-ature corrections may usually be neglected.

If greater accuracy is required or if thetest Stand is used at temperatures outside thistemperature range, a temperature correctionmay be applied as follows: Determine thetemperature for which the test stand wascalibrated. If the test stand was calibratedagainst a field standard calibrator, the temper-ature of calibration is that for which the fieldstandard correction curves were made. Foreach degree Fahrenheit the test stand is oper-ating above the calibration temperature, thereading will be too high by 0.15 percent. Foreach degree Fahrenheit below the calibrationtemperature, the Vol-O-Flo manometer readingwill be 0.15 percent too low. These temperaturecorrections are in addition to and independentof corrections for altitude or gas mixture.

LIQUID OXYGEN CONVERTERTEST STAND 59-A-120

Liquid oxygen converters are designed tostore oxygen in the liquid state and delivergaseous oxygen to the user in the correctbreathing temperature as required. In orderto do this each converter must be in reliableworking condition.

The converter test stand is designed to testthe various functions of the converter to in-sure its reliability by providing a means of


periodic maintenance tests and adjustments.All instruments, mechanisms, and equipmentof the stand are capable of operating accuratelywhen su' cted to the normal pitch and rollof a ship.

DESCRIPTION

The test stand is composed of a differentialpressure gage, three other pressure gages,four linear flow elements, a liquid oxygenquantity gage capacitor type tester, a flow-meter indicator, a bell jar, a heat exchanger,the required test adapters and connection hoses,and the necessary integral piping, wiring, hoses,and valves. Figure 10-2 shows the Liquid OxygenConverter Test Stand 59 -A-120.

PRINCIPLES OF OPERATION

The test stand tests liquid oxygen convertercomponents and accessories for leaks, flowsettings, and quantity gaging. Two low-rangelinear flow elements are provided for checkingaccessories and components for leakage. Twohigher range linear flow elements are providedfor making rate-of-flow tests. A 0- to 10-inchwater gage is used in conjunction with the linearflow elements. A pressure gage with a 0- toa 15- and a 0- to a 165-psig range is providedfor making pressure checks. The differentialpressure gage included is an extremely sensitivepressure-differential indicating device whichoperates on the bellows principle with a rangeof 0 to 100 inches of water.

MAINTENANCE AND INSPECTION

Periodic inspection and preventive main-tenance should be correlated with the periodicinspections tabulated in table 10-3.

Clean:ng

All external parts of the test stand are clevnedby using a vapor degreasing method, withstabilized trichloroethylene in conformancewith Specification MIL-T-7003. Clean the dialglasses with a soft cloth. Clean the test adaptersand test connection hoses supplied in the ac-cessory tray. Clean the terminals of the liquidoxygen quantity gage capacitor type tester. Be

162

sure that all parts of the test stand are com-pletely free from oils and grease, or any othermaterial that is not approved for use in thepresence of high-pressure oxygen.

The bell jar sealing 0-r,,ig must be cleanedwith a solution of distilled water and Rohm andHaas Triton X-100.

NOTE: Never apply oil, grease, or any othermaterial that is not approved for use in thepresence of high-pressure oxygen to any partof this stand at any time.

Table 10-3. Periodic inspection chart.

Inspection i y Weekly Monthly

Leak Test. X X

Test Pressure Gage X X X(PG-1) Zero.

Low Pressure Test X X XGage (PG-4) Zero.

Differential Pressure X X XGage (DF-1) Zero.

Pressure Regulator XValve (R-1) Setting.

Bell Jar Pressure XRelief Valve (V-3)Setting.

Test Pressure Gage X(PG-1) Calibration.

Low Pressure Gage X(PG-4) Calibration.

Differential Pressure XGage (DF-1)Calibration.

Flowmeter Indicator X X X(PG-2) Zero.

Linear Flow Element X(FLM-1, 2, 3, and 4)Reading Test.

Linear Flow Element X(FLM-1, 2, 3, and 4)Calibration.


DF- I PG -4 PG - 1 PG - 2LIQUID OXYGEN QUANTITY GAGECAPACITOR TYPE TESTER

Designator Item Desigr.ator Item

C-1 Bell jar bottom coupling. PG-2 Flowmeter indicator gage.C..2 Bell jar top coupling. PG-4 0-15 psig low pressure test gage.DF-1 0-100" H2O differential pressure gage. V-1 Flowmeter selector valve.NIP-1 0-0.25 1pm flowmeter connection. V-2 Test pressure gage to bell jar valve.NIP-2 0-1 1pm flowmeter connection. V-5 System bleed valve.NIP -3 0 - 50 1pm flownieter connection. V-6 Oxygen supply valve.NIP-4 0 - 1pm flov meter connecti.on. V-7 Differem. 2J. pressure bleed valve.NIP-5 Converter supply outlet connection. V-0 Differential pressure shut-off valve.NIP-6 Supply to convert,. connection. V-9 Converter supply flow control valve.NIP-7 Differential pressure gage connection. V-10 Test pressure gage buildup and flowPG-1 0-160 psig test pressure gage. valve.

PR. 59Figure 10-2. Liquid Oxygen Converter Test Stand 59-A-120,

163

CHAPTER 11

LIQUID OXYGEN CONVERTERS

Most naval combat aircraft are equippedwith liquid oxygen (LOX) systems. A componentof this system is the converter which the PRwill be responsible for testing and checking.The AME is responsible for the general main-tenance and servicing of the converter as wellas removing it from the aircraft and deliveringit to the PR for testing. Electrically operatedquantity indicating system components aremaintained by the personnel of the AE rating.

AIRCRAFT CONVERTERS

The aircraft liquid oxygen converter is aportable, stainless steel, double walled, thermosstyle vessel, with an annular space having apartial vacuum. The annular space is evacuatedto 1/10 of 1 micron. The container is used forthe storage of liquid oxygen prior to the liquid-to-gas conversion. The components necessaryfor conversion and control of the liquid oxygenare included as part of the converter. MostLOX converters are similar to the one shown infigure 11-1.

Aircraft converters are made in varioussizes, the size being determined by the capacityof the converter in liters. The most commonsize is the 10-liter capacity converter.

A blowout disk in the outer shell of the con-tainer minimizes danger to personnel if exces-sive pressure builds up as a result of a liquidoxygen leakage. Liquid oxygen leaking fromthe inner shell into the vacuum area expandsat a ratio of 1 to 862. Excessive pressure onthe outer shell will burst the blowout disk be-fore the shell itself can burst.

Filler Valve

COMPONENTS

The components necessary for the str.'rage,conversion, and control of liquid oxygen areassembled as a unit, and the unit is commonlyreferred to as the converter. Included in theassembly are the container _and-the follow4ng_components: combination valve, (filler valve,buildup and vent, and one relief valve), pres-sure closing and opening valve, check valve,and two quick-disconnect couplings. The 'lee-trical receptacles for the quantity indicatingsystem and a carrying handle are provided onthe container.

Container

The container consists of an inner and outershell of stainless steel, separated by a vacuum.

164

The filler valve used in most liquid oxygensystems is a combination filler, buildup andvent valve. The filler portion of the valve isessentially. a spring loaded check valve, de-signed along with the servicing equipment toform a liquid tight seal during the filling opera-tion, and forming a gastight seal when the serv-icing hose is removed. A removable cap keepsout dirt and dust.

Pressure Control Valves

The pressure control valve used in most con-verters is a combination pressure - control valvewhich consists of two. valves internally con-nected in a single housing. These two valves,the pressure closing and pressure opening, areboth controlled by spring loaded bellows whichare vented to the atmosphere. Tne pressureclosing valve is spring loaded to the open posi-tion, and the pressure opening valve is springloaded to the closed position.

The pressure closing valve maintains op-erating pressure within the converter by clos-ing at a predetermined pressure level to ter-minate the buildup sequence of the converteroperation. When there is no demand for oxygen,norm ..I heat exchange causes a gradual riseof pressure in the converter until, at a pres-sure slightly higher than the operating pres-sure, the pressu-e opening valve opens andallows gaseous oxygen to be supplied on De-mand through the pressure-opening valve tothe 0'...ppiy line.

Chapter 11LIQUID OXYGEN CONVERTERS

PR.60Figure 11-1.The 29044-1-A1A Liquid

Oxygen Converter.

Relief Valves

A relief valve in the converter system pro-vides for relief of excess system pressure. Thevalve is set to relieve at a given pressure andto reseat at a given pressure. The relief valvein most LOX systems is seCto open at 110 psi.

The valve is spring loaded to the closed po-sition. The relief valve provides for pressurerelief of the container when removed from theoxygen system and protects the entire oxygensystem when installed and co; aected in theaircraft.

Because of heat transfer in the system, ap-proximately 1 liter of liquid oxygen will be lostoverboard through this valve during a 24 -hourper!od when the system is not in use.

Quick-Discom ect Couplings

Quick-disconnect couplings are provided forthe rapid and positive couplings of the oxygenlines. The fixed (male) half of the coupling ismounted on the container and the disconnect

165

(female) half is attached to a flexible oxygensupply and vent line.

The coupling for the supply line contains aspring loaded check valve in each half. Thesecheck valves close automatically when the cou-pling halves are disengaged. The vent couplinghas no check valves; however, it forms a posi-tive seal for the vent line so that excessivesystem pressures will be vented overboard.

Heat Exchanger

The purpose of the heat exchanger is toraise the temperature of the evaporated liquidoxygen in order to insure that the pilot willsuffer no ill effects from consuming oxygen atextremely low temperatures.

Heat exchangers are made of aluminum alloysheet, with a winding passage running throughthe center to allow oxygen flow. The warmedgaseous oxygen flows from the heat exchangerto the shutoff valves and to the flight crew'sregulators.

OPERATION OF THE CONVERTER

When filling the converter, the buildup andvent valve must be in the vent position. Thecombination valves will automatically be placedon vent upon connection of the filler hose to thefiller valve. The LOX under pressure flowsthrough the filler valve and into the bottom ofthe converter. s the LOX rises in the con-verter, gaseous oxnen, caused by boiloff withinthe system, is vented. overboard. The converteris fullwhen liquid flows from the overboard ventin a steady stream. The filling time must bein accordance with the applicable convertermanual.

SyStem Buildup

After the filler hose has beca disconnected,the buildup and vent valve will be placed in thebuildup position. On systems with combinationvalves, the system is automatically placed onbuildup as the filler valve is disconnected. Gaspressure on top of the LOX forces the liquid intothe buildup coil. The transfer of LOX throughthe coil allows the liquid to warm up and gasify.The gas then passes through the pressure clos-ing valve and buildup and vent valve into the topof the converter. This cycle continues until thenormal operati, ;I pressure of the convener isattained and the pressure closing valve closes.


Buildup time is in accordance with the appli-cable converter manual.

Normal Operation

The user inhales, which creates a pressuredrop in the supply line up to the differentialcheck valve. The check valve unseats becauseof greater pressure on the liquid phase than onthe supply line phase, allowing LOX to flow intothe supply line, where it almost immediatelyturns to a gas. Pressure then builds up in thesupply line because of expansion of the gaseousoxygen, closing the check valve.

In a standby condition,' if no demand is madeon the system, pressure will build up through-out the system. This will cause the closingvalve to close at approximately 75 psi. As thesystem pressure continues to build up to 80 psi,the pressure opening valve will open and placethe gas side or top of the converter open to thesupply line. With no demand being made to thesystem, pressure will continue to build up untilthe low pressure relief valve relieves at therequired pressure as stated in the convertermanual.

If for some reason the pressure relief valvelocated on the converter fails to operate, thepressure relief valve located in the system,usually in the cc:,;kpit, will relieve excess pres-sure. As the user inhales, oxygen is drawn offthe top of the l.onverter and the supply line, andpressure holds th liquid check valve closed.Additional oxygen demand reduces pressuredown to approximately 80 psi, where the pres-sure opening valve closes. Continued demandreduces the pressure in the supply line until a5 psi differential exists between the supply lino,I.nd the converter. The differential check valvethen opens, allowing LOX tr flow from the liquidside of the converter into .6ne supply line, andthe system reverts to normal operation.

TESTING THE 29044-1-A1ALIQUID OXYGEN CONVERTER

LOX converters are tested by the use of theLiquid Oxygen Converter test stand 59A120 or31 TB 1995. NavWeps 17-15BC -12 and NavWeps17-15BC-8 contains operation, maintenance,lubrication, and periodic inspection instructionsfor the test stand. They also cont; tin instructionsfor testing various types of liquid oxygen con-verters such as the Bendix- Pioneer- Central,Aero and Linde converters.

166

The tests for the 29044-1-A1A include thecheck valve flow leakage test, the check valveflow test, the check valve leakage test, the re-lief valve leakage test, the relief valve capacitytest, the buildup valve vent port leakage test,and testing for proper setting of the pressureclosing and pressure opening valve.

Check Valve Flow Leakage Test

Operate the check valve assembly throughone cycle, increasing the pressure from 4 to 7psi gage and returning it to 4 psi gage. At thecompletion of the cycle, the leakage at 4 psigage should not exceed 0.03 liter per minute.

Check Valve Flow Test

At a flow rate of 5 liters per minute gaseousoxygen, the inlet pressure should not exceed7 psi gage. (This test can be made by adjustingthe inlet pressure to 7 psi, in which case theflow should be at least 5 liters per minute.)

Check Valve Leakage Test

Apply a pressure of 10 psi gage to the outletport of the check valve. The leakage in thechecked direction -hould not exceed 0.03 literper minute of gaseous oxygen. If the leakageis greater than 0.03 liter per minute, the 0-ringpacking and preformed packing. of the checkvalve must be replaced. The check valve mustthen be reassembled and retested.

Relief Valve Leakage Test

Operate the relief valve assembly throughone cycle, increasing the pressure from 100 to120 psi gage and returning it to 100 psi gage.At the completion of the cycle, the leakage at .

100 psi gage should not exceed 0.03 liter, perminute.

Relief Valve Capacity T:ist

Using the liquid oxygen converter componentsand accessories test stand 59A120, apply apressure of 120 psi gage to the relief valveassembly. Measure the capacity of the valvewith a rotometer. The valve should be capableof passing at least 1.00 liters per minute.


Buildup Valve VentPort Leakage Test

Set the filler, buildup, vent and relief valveassembly in the buildup position and plug thegas port. Apply a pressure of 100 psi gage tothe buildup port. The combined leakage aroundthe filler head and through the vent port should.not exceed 0.07 liter per minute.

Setting the Opening andPressure Closing Valveto Operating Pressure

Make certain the pressure opening and pres-sure closing valve inlet and outlet are correctlypositioned. The pressure closing valve settingshould be 75 psi gage. Set the pressure closingvalve in accordance with figure 11-2 and pro-ceed as follows:

Close the bleed valve V-5 and supply valveV-6, then open supply valve V-6 to obtain a slow

RELIEF VALVEPORT PLUG

SUPPLY PORT

ADAPTERASSEMBLY

increase of pressure as indicates', on the 160 psisupply gage. The pressure, as indicated by thesupply gage when the pointer of the differentialgage starts to move off zero, is the closingpressure of the valve. Turning the spring ad-justing screw clockwise on the Pressure Clos-ing and Pressure Opening Valve Assembly willincrease the closing pressure of the valve. Re-lease the pressure by opening the bleed valve.

The pressure opening valve setting shouldbe 80 psi gage. To set the pressure openingvalve, a minimum pressure of 77 psi gage shouldbe maintained from supply when supply valveV-6 is opened. Increase the pressure throughvalve V-6 slowly. The pressure, indicated onthe supply gage when the pointer of the differ-ential gage starts to move toward zero, is theopening pressure of the valve.. Turning thespring adjusting screw counterclockwise de-creases the opening pressure. Release thepressure by opening the bleed valve. Recall brate

PRESSURE ADJUSTMENT SCREWS160 PSI

PRESSURE GAGE

BUILD -UPVALVE PORT

VALVEV5

BLEED VALVEV7

OXYGEN SUPPLYNEEDLE VALVE

V6

BARTON DIFFERENTIALPRESSURE GAGE100 INCH 'HATER RANGE

Figure 11-2.Setting pressure opening and pressure closing valveassembly to operating pressure.

167

PR.61


the pressure opeiimg valve for 80 psi. Upon in-spection, the valve should open at 80 t 1 psi gage.

Test. Specifications

Unless otherwise specified, perform all testsat an atmospheric pressure of between 28.92and 30.92 inches of mercury and at a tempera-ture of between 72°F and 82. F. When tests aremade with values differing from those specified,make allowance for the differences in specifiedconditions.

Nitrogen 'used in testing the converter shouldconform to Military Specification MIL-N-6011.Oxygen used in testing the converter should con-form to Specification BB-0-925, Grade A, Type 1.

PURGING THE CONVERTER

Purging is a procedure used to flushthe con-tents irom LOX converters in conformance withthe Maintenance Requirement Cards during ap-plicable aircraft check cycles, as soon as pos-sible after a report of in-flight odors by pilotsor aircrew, and when tests show presence ofodor. Purging is accomplished by using hot,dry, gaseous nitrogen, water pumped, with thegas temperature preferably 122°C (250°F) con-forming to Federal specification BB-N-411.

Empty the converter- and if time permitsallow the system to warm up to ambient tem-perature; will conserve large quantitiesof purge gas. Connect a source of dry gaseousnitrogen to the oxygen system using the fillervalve adapter. Connect the heating 'unit be-tween the nitrogen and the converter and passhot nitrogen through the system at 10 to 50 psi,preferably 30 psi for a minimum of 2 hours.Exit gas should be over 100°F or in accordancewith purging equipment instructions before con-cluding the purge.

Stop the nitrogen flow, disconnect the source,and place the buildup and vent valve in the buildupposition. Fill the system immediately withLOX.

Continue passing LOX through the systemafter it has been filled and collect a liquid sampleto be tested for odor. Pour approximately 200milliliters into a clean 400-nil beaker or similarcontainer after covering the bottom of the beakerwith a clean, dry filter paper. other absorbentpaper. (A milliliter, abbreviated nil, representsthe same volumetric capacity as a cubic centi-meter.) Provide a watchglass cover or someother means of partially covering the top of the

168

beaker as the 200 ml of liquid evaporates todryness. This will prevent atmospheric con-stituents from being absorbed by the exposedliquid. Permit the liquid to evaporate to dry-ness and warm up to approximately room tem-perature in 2n area free from air currents orextraneous odors.

When the liquid has completely evaporated,the watchglass can be removed and the beakercontents smelled at frequent intervals until theaccumulated frost on the outside of the beakerhas completely melted. Odors, if present, willbe most prevalent when the beaker has warmedto nearly room temperature.

If odors are detected in the converter, purgethe system again and continue testing to discoverthe source and extent of contamination. Forexample, if an aircraft converter contains un-acceptable oxygen, test the contents of the sup-plying trailer. If odors persist, arrange forthe equipment to be cleaned at a Naval AirRework Facility.

Table 11-1 contains the use limits as appli-cable to converters in service. Except in anemergency, local commands at deployed ac-tivities must use the following guides for de-termining the use of LOX which does not conformto the normal use limits:

1. The risk on use is minor if CO2, halo-genated Freons, and solvents do not exceed 3times the use limits.

2. LOX is not recommended for use whenany of the following apply:

a. Methane (CH4) exceeds 50 ppm.b. Acetylene exceeds 0.10 ppm:c. Ethylene exceeds 0.40 ppm.

DRAINING THE CONVERTER

To drain a converter with a manual buildupand vent valve place the buildup and vent valvein the vent position. Place the filler hose con-nection on the filler valve and the buildup andvent valve in the buildup position. Pressure willbuild up in the converter and force the liquidout through the filler valve. Do not drain theLOX on the ground; provide a suitable metalcontainer. On systems utilizing an automatic:filler build:-,p and vent valve, connect a cappedfiller adapter to the filler valve. This placesthe system in the vent position. Remove thecapped off tubing fi.om the rear of the con-verter, tip the converter, and allow the liquidto run out. To 1.-emove the remaining liquid,remove the filler adapter and allow the system


Table 11-1.--Use limits of aviatorsbreathing oxygen.

Contaminant ordescriptive condition

and unit of measurement

Odor

Purity(% by volume)

Carbon Dioxide(ppm by volume)

Methane(ppm by volume)

Acetylene(ppm by volume)

Ethylene(ppm by volume)

Ethane and other hydro-carbons (ppm by volume)

Halogenated compounds:Refrigerants

(freons, etc.)(ppm by volume)

Solvents (trichloroethyl-ene, carbon tetrachloride,etc.) (ppm by volume)

Water(ppm by volume)

Allowable limit

to pressurize. This will remove any remainingliquid in the converter.

SAFETY PRECAUTIONS

Safety precautions to' be observed in han-dling LOX are as follows:

Shall contain no 1. Keep work area, tools, clothing, andodor equipment free of oil and grease.

2. When handling LOX, wear goggles or a99.5 (min.) face shield, gloves, high top safety shoes and an

apron of asbestos, leather, rubber or plastic.3. Do not smoke, or use open flames near

10 (max.)@70°F* LOX.4. In the event that the liquid oxygen is

spilled on clothing, the clothing should be re-50 (max.)@70°F* moved immediately. If liquid oxygen comes in

contact with the body and there is a reason tosuspect that some part of the body has been

0.1 (max.) @ 70°F frozen or severely chilled, thoroughly washthe area with clean water andseek immediatemedical treatment.

0.4 (max.) @ 70 °F 5. Do not leave liquid oxygen in a closedcontainer or trapped in a line between twovalves. Open a valve on one end to avoid ex-

6 (max.) @ 70°F cessive pressure buildup.6. Spillage of liquid oxygen on floors or deck

areas should be avoided. In case of accidental2 (max.) @ 70°F spillage, the area should be thoroughly ven-

tilated.7. Only qualified, or authorized personnel

being trained and under supervision, will op-erate liquid oxygen equipment.

B. Have a cold water hose available whilehandling liquid oxygen.

.02 (max.) @ 70°F

14 (rnax.)@ 70°F

*70° F and 760 MM pressure.

169

TROUBLESHOOTING

Refer to table 11-2 for possible troubles,probable causes, and remedial action for the29044-1-A1A liquid oxygen converter.


Table 11-2.Troubleshooting chart.

Trouble 131, obable cause Remedy

Evaporation loss exceedsallowable tolerance,

Leak in tubing connectionsor pipe threads.

Partial loss of containervacuum.

Check all connections forleaks with approved soapsolution.

Replace the container.

Converter fails to fillwithin the specifiedtime.

Water trapped in the fillingline may freeze and re-strict the flow of liquidoxygen. Cht..,k for pres-ence of water or ice andmaintain filling ii: drycondition.

Insufficient venting of theconverter.

Insufficient quantity ofliquid oxygen in thesupply tank.

Remove all liquid oxygenand purge the converterwith dry nitrogen or drygaseous oxygen.

Allow the converter to corn-pletely vent off beforestarting filling operation.

Check the contents of thesupply tank before fillingoperation.

Converter fails to buildup to operating pres-sure within specifiedtime.

Insufficient, quantity ofliquid oxygen in theconverter.

Improper pressure closingvalve setting.

Excessive overall leakage.

Damaged filler valve orbuildup and vent valve.

Check by weighing the con-verter before and afterfilling.

Remove and test.

Check all tubing and connec-tions for leaks with anapproved leak test solu-tion. Tighten or replaceas necessary.

Check both valves for exces-sive leakage.

Converter will not main-tain proper deliveryrate.

Damaged check valve.

Incorrect length of supplyline from supply portto flow rator.

Remove and replace.

Length of line should be suchlength to maintain stableflow.

170


Table 11-2.Troubleshooting chartContinued.


T-',xcessive overall leakage. Leak in the pipe threads andconnections.

Excessive leakage of probeseal.

---,

Check all connections forleaks with an approvedleak test solution.

Check torque of retainer nutfor cGrrect in. -lb.

Remove probe and replacethe seal. Torque the re-tainer nut to the propervalue.

Probe fails to meet tol-erance of capacitancetest.

Nonlinear probe. Replace the probe.

Probe shorted out. Moisture in the convertercontainer.

Moisture in the probe well.

Purge the container with dry,hot nitrogen or dry, hotgaseous oxygen. Tem-perature not to exceed65.56° C (150° F).

Remove the probe well. Capand purge the well withdry nitrogen or drygaseous oxygen until thewell is dry.

171

CHAPTER 12

SURVIVAL AND SEARCH AND RESCUE EQUIPMENT

Survival on land and sea, in all types of cli-mates, calls for a wide variety of survivalitems to aid the pilot and aircrewman. As aFirst Class or Chief PR, you must be familiarwith such equipment and insure that flight per-sonnel have equipment available which is reli-able for personal safety in flight as well as forescape and survival in case of emergency. Inmany operating activities, it will be your re-sponsibility to insure that flight personnel areinstructed and trained in the use of this equip-ment and in the techniques of personal safetyand survival.

The information contained in this chapter isfor the purpose of aiding in preparing andcarrying on a course of instruction for theflight personnel of your outfit and is taken fromNav Air 00-80T-56, AF Manual 64-3, -4, andvarious other official publications.

SURVIVAL AT SEA

The Navy has seen to it that the newest prod-ucts and human ingenuity have been perfectedand made available to the PR for the saving oflives. Well-considered preparation, familiari-zation, and instruction in the use of survivalequipment, made while there is time to pre-pare, will help flight personnel when an emer-gency exists. Every individual should be in-structed to dress to cope with the physicalconditions of the area over which he must flyand fight.

It is the responsibility of the PR to insurethat proper gear is prepared for all aircraft.Survival equipment is useless to the crew if itis in the parachute loft or on the hangar deck.Aircraft must be checked before take-off tc, seethat the required items are aboard and in goodcondition.

BAILING OUT

The facts in the following discussion arepresented as they would be stated to an aviatorprior to his first bailout.

172

Remember that the techniques for bailingout vary with the specific type of aircraft. Besure to know the general rules, and master thetechnique for that particular aircraft.

Most parachutes are equipped with an auto-matic parachute actuator which will open theparachute at 14,000 feet or below. If the para-chute being used does not have an automaticparachute actuator, do not pull the ripcord untilyou see that you are well clear of the aircraft(unless you are below 500 feet). After the chuteopens, you may have time to orient yourself. Ifover or near land, use your time to get an ideaof the lay of the land, see where your aircraftis going to land, or spot a farmhouse.

After the chute is opened, look up and checkthe canopy to see if any suspension lines areover the canopy. Shake them off the canopy bygrasping the riser that controls those particu-lar lines.

Oscillation will cause you to swing under thecanopy, pendulum fashion. This can prove dan-gerous upon landing. Do not attempt to stoposcillation below 500 feet because the proce-dure increases your rate of descent. If you areabove 500 feet, place your right hand well up onthe front risers and your left hand on the leftrear riser, then pull down slowly and hold.After approximately 30 seconds, release veryslowly. Do this several times until the oscilla-tion is reduced to a negligible amount.

Maneuvering the chute can help avoid dan-gerous ground objects. This is done by slippingthe chute. In order to slip the chute forward,reach well up on the two front risers and pulldown as far as possible. To slip to the rear,use the two rear risers. To slip to the right,pull the right forward riser with your left handand the right rear riser with your right hand.Do just the opposite to slip to the left. Whenletting up on the slip, release the risers slowly.

PARACHUTE LANDINGS IN WATER

Under some conditions the most desirableplace to make a parachute landing is in thewater. The primary objective is to get free

Chapter 12SURVIVAL AND SEARCH AND RESCUE EQUIPMENT

from the parachute harness at the proper time.Entering the water wearing the harness greatlyhampers the movements of the individual; how-ever, under no circumstances should the har-ness be left too soon.

Depth perception over water .3 wholly un-reliable for accurately judging distance. Infact, there have been instances where jumpershave left the harness as much as 200 feet abovethe water. Severe injury may result from sucha fall.

The objective is to leave the harness at theinstant contact is made with the water; how-ever, while still airborne, the pararaft shouldbe removed from the kit container and slowlylowered until the full length of the retainerstrap has been payed out. When deployment isdesired while using the RSSK assemblies, theaircrewman pulls the yellow release handle.The lower container falls away but remainsattached to the upper container by the dropline.The liferaft, attached to the dropline, is auto-matically inflated.

After sliding out of the harness upon contactwith the water, the body will submerge only tothe shoulders or head. The life preservershould then be inflated.

In the event the wearer for some reasondoes not slide clear of the harness and it isnecessary to deflate the canopy due to highwinds on the water surface, this is accom-plished by pulling in on any top suspension lineor group of suspension lines.

All personnel parachutes except trainingparachutes have a series of nylon 'fabric pocketson the exterior surface of the parachute canony.The pockets are sewn to the canopy skirt be-tween the radial seams, on alternate gores,with the open section of the pocket facing to-ward the apex of the canopy. The purpose ofthe pockets is to capture water to locally anchorthat part of the canopy and use the wind to forcethe remainder of the canopy down on he water.This eliminates the possibility of beirg draggedthrough the water by the inflated canopy in highwinds, with the attendant hazard of drowning.

Still another method of deflating the para-chute in the water or on land in high winds isthe use of the cartridge actuated webbing cutter.The webbing cutter is to be used to sever theright-hand riser of nonintegrated parachute as-semblies. The device cuts only one riser anddoes not eliminate the need for immediate para-chute divestment in order to prevent being pulledunder the water by the sinking parachute. If

173

wearing an integrated harness, which combinesthe restraint and harness systems, this is ac-complished by opening the Koch release fittings.

Before inflating the pararaft, all the snapsholding the pararaft in the case should be re-leased. This will prevent tearing the raft bodyduring inflation in case any of the flap securingsnaps jam. If possible, the parachute should besaved and everything secured to the tiedownson the pararaft for future use. An inventoryof the equipment provided in the pararaft kitshould then be taken. The individual should bethoroughly familiar with the use of the equip-ment before it is needed, because in many in-stances a person has only a few seconds to putthis equipment into operation.

AIRCRAFT DITCHING

The pilot should conduct dry runs on prac-tice ditchirgs with his crew to eliminate con-fusion and waste of time in case of an actualemergency ditching. Each crewman shouldknow which exit he will use as well as a sec-ondary exit in case he cannot reach his mainexit. Commanding officers should time theircrews to determine the length of time it takesto abandon or to ditch an aircraft. Each air-craft has an abandon aircraft bill and a ditchingbill which is posted at each crewman's position.

The procedures which should be followedafter ditching are described on the followingpages: included are instructions relative torescue from the water, care of the raft, pro-tection from exposure in various climates, sig-naling techniques, and raftsmanship. For moredetailed instructions on survival at sea, refer-ence should be made to NavAi00-80T-56.

RESCUE FROM WATER

Stay clear of the aircraft (out of fuel-saturated waters), but in the vicinity, until itsinks.

Search for missing men.Salvage floating equipment; stow and secure

all items and check rafts for inflation, leaks,and points of possible chafing. Bail out theraft. Be careful not, to snag it with shoes orsharp objects.

In cold oceans, wear an e:Lposure suit, ifavailable. Rig a windbreak, spray shield, anda canopy. If you are with others, huddle to-gether; exercise regularly.


Check the physical condition of all aboard.Give first aid if necessary. Taw seasicknesspills if available. Wash traces of fuel fromyour body.

If there is more than one raft, connect allrafts with at least 25 feet of line. Connectrafts only at lifeline around outer periphery ofthe raft Unless the sea is very rough, shortenthe line if an aircraft is heard or seon. Two ormore rafts tied close together ,are easier tospot than scattered rafts.

Get the emergency radio into operation. Di-rections are on the equipment. Use the emer-gency transceiver only when aircraft are knownto be in the area. Prepare other signaling de-fices for instant use.

Keep compasses, watches, matches, andlighters dry. Place them in waterproof con-tainers.

In warm oceans, rig the sunshade and thecanopy. Keep your skin covered. Use sunburncream and chapstick. Keep your sleeves rolleddown and your socks pinned up or pulled upover trousers. Wear a hat and sunglasses.

Make a calm estimate of the situation andplan a course of action carefully.

Ration water and food; assign duties to thecrew. Use the canopy or paulins for catchingand storing rainwater.

Keep a log. Record the navigator's last fix,time of ditching, names and physical conditionof personnel, ration schedule, winds, weather,direction of swells, times of sunrise and sur -set, and other navigation data. Inventoryequipment.

Keep calm. Save water and food by savingenergy. Do not shod 'innecessarily. Do not

. move around unnecessarily. Keep your senseof humor sharp; use if often. Remember thatrescue at sea is a cooperative project. Searchaircraft contacts are limited by the visibility ofsurvivors. Increase visibility by using all pos-sible signaling devices. Keep mirrors handy;use the radio whenever possible; use the signalpanel and the dye marker when you think anaircraft can see them.

Rescue by Helicopter

Research, development, test, and evaluationof air rescue devices has been continuous sincethe helicopter became the primary rcncue ve-hicle. The sling (horse collar), which for yearswas the primary air rescue device, is stillin use today. The Boyd seat, an aluminum

174

three-prong seat which was introduced in thelate 50's, was an improvement over the slingkecause it had the capability of lifting two, per-sons simultaneously and it required no specialtraining to usejust sit on the prong and holdon. This device, like the sling, is also still inuse.

Within the past 3 years, two new deviceshave been introduced and will ultimately re-place the sling and seat. The primary devicefor helicopter rescue of survivors will be theNavy two-prong rescue hook in combinationwith the Kaman penetrator. The Kaman pene-trator will be used as a sitting platform inthose cases where a V-ring is not .2vailable onthe survivor's flight gear. The X-872 RescueNet will be an alternate rescue device and willbe used in rescue operations where conditionsmake its use more advantageous.

Rescue is accomplished by attaching thehelicopter cable hook to the rescue seat, horsecollar or net, and lowering it to the survivor.If none of the above listed equipment is avail-able, the sui ...t.vor may be hoisted by attachingthe helicopter hook to the torso harness liftring.

CARE OF RAFT

Be sure that the raft is properly inflated. Ifmain buoyance chambers are not firm, top offwith pump or oral inflation tube. See that thevalve is orm before pumping (to open, turn tothe left). Inflate cross seats where providedunless there are injured men who must lie down.Do not overinflate. Air chambers should bewell rounded but not drum tight. Close thevalve tight. Regularly check inflation. Hot airexpands; therefore, on hot days release someair, and add air when the weather cools.

Always throw out the sea anchor or im-provise a drag from the raft case, or bailingbucket, or roll of clothing. A sea anchor willhelp you stay close to the ditching site, and thesearcher's problem will be easier. Wrap thesea anchor rope with cloth so that it will notchafe the raft.

Be careful not to snag the raft. In goodweather, take off shoes; tie them 'co the raft.Do -not let fishhooks, knives, ration tins, andother sharp objects damage the :aft, Keepthem off the'bottom of the raft,

Rig the spray and windshield when anticipat-ing stormy weather. When a canopy is provided itshould remain erected at all times. Keep the


raft as dry as possible. Keep it properly bal-anced. All men should stay seated, the heaviestmen in the center.

Leaks are most likely to occur at valves,seams, and underwater su races. Only theMk 20 liferaft is stocked with emergency re-pair facilities, and they can be repaired withthe repair plugs provided. Most multiplacerafts have buoyancy tubes separated into twochambers. If one chamber is damaged, keepthe other fully inflated.

Secure equipment by lashing it to the raftand storing it in raft pockets and kit containers.Keep these closed when not in use. Keep drysuch items as flashlights, signal guns, andflares.

PROTECTION AGAINST EXPOSURE

In Cold Oceans

You must stay dry and keep warm. If youare wet, get down behind the windshield. Re-move, wring out, and replace outer garmentsor get into dry clothing, if possible. Dry ourhat, socks, and gloves.

If you are dry, share clothes with thos whoare wet. Give them the most sheltered ?si-dons on t1-..3 raft. Let them warm their handsand feet against your body,

Put on any extra clothing available. If noexposure suits are provided, drape extra cloth-ing around your shoulders and over' your head.Keep your clothes loose and ^.omfortable. Tryto keep the floor of the r.1,. dry. For insula-tion, cover the floor with canvas or cloth.

Huddle with the others on the floor of theraft. Spread extra tarpaulin, sail, or parachuteover the gra ip. If you are on a 20-man raft,lower canopy sides. Take mild exercise to re-store circulation. Repeatedly bend and openfingers and toes. Exercise shoulders and but-tock muscleg. Warm hands under armpits.Periodically, raise your feet slightly aild holdthem up for a minute or two. Move your facemuscles frequently to detect frostbite. Shiver-ing is normalit is the body's way of quicklygenerating heat.

Give extra rations to men suffering fromexposure to cold.

In. Warm Oceans

Protection against, the sun is most impor-tant. Exposure to the sun increases thirst,

175

wasting precious water and reducing the body'swater content. The sun also causes seriousburns. Improvise and get under a sunshade. Ifyou are on a 20-man raft, erect the canopy andfurl the sides. Use the paulin, light side up, toattract attention; blue side up for camouflage inunfriendly waters. In' rigging the sunshade,leave space for ventilation. In a 1-man raft,use the spray shield for a sunshade.

Keep the body well covered. Do not throwany clothes away. Roll down your sleeves; pullup your socks. Close your collar. Wear a hator improvised headgear. Use a piece of clothas a shield for the back of your neck. Wearsunglasses or improvise eye cover from cloth.

SIGNALING

One man, a group of men, or even an air-craft, is not too easy to spot from the air,especially when visibility is limited. Emer-gency signaling equipment is designed to makeyou bigger and easier to find.

Emergency Radio

The aircraft radio or emergency radio isthe best rescue aid. Try to make contact atonce. Try to get a fix; if the radio is service-able, transmit your position. When using theaircraft radio, save he battery; try to get anengine or au:ciliary generator to operate andcharge the battery.

Use smoke by day, bright flame by night.Add engine oil, rags soaked in oil, or pieces ofrubber (matting or electrical insulation) tomake black smoke; add green leaves, moss,or a little water to send up billows of whitesmoke. Keep plenty of spare fuel on hand.

Signaling aids, such as flares and smokegrenades, must be kept dry. Use them onlywhen friendly aircraft are sighted or 1-eard.

Mirror

Practice signaling with the mirror in thekit. A mirror can be improvised from a rationtin by punching a hole in the center of the lid.Keep the mirror clean. On hazy days, aircraftcan see the flash of the mirror before survi-vors can see the aircraft; so flash the mirrorin the direction of the aircraft when it is Lard,even when it cannot be seen. When using themirror, follow the instructions printed on itsback.


Pyrotechnic Pistol

The "pyro pistol," as it is often called, isstandard equipment for naval aircraft, includ-ing training aircraft, and is used to fire air:-craft signals. The Pyrotechnic Pistol AN-M8is a breechloading double action signal pistol.The barrel is hinged to the frame and is held infiring position by the breechlock. The plasticgrips, bpckplate, and cover plate fasten to thealuminuin frame and act as a housing for thefiring mechanism.

To load the pistol, lift up the breechlock.This unlocks the breech and swings the br eechup. Insert the round and close the breech.CAUTION: When loading and firing, care shouldbe taken never to point the pistol toward otherpersonnel or vessels. The star charges caninflict severe burns or start fires. When firingthe pistol"by hand, it should be held with theelbow slightly bent to absorb the .shock of re-coil.

The pistol must be kept in serviceable con-ditionat all times. After each firing, it shouldbe cleaned thoroughly and all principal partswiped down with an oily cloth. When assem-bled, the exposed parts should be wiped off witha dry cloth. To remove powder residue, th...bore should be swabbed out with a cloth damp-ened with an approved bore cleaning solvent.

Mk 13 Mod 0 Signal

The Mk 13 Mod 0 is a combination distresssignal for either day or night use. Because ofits small size and weight, it can be carried inthe pockets of lifevests or flight suits and onliferafts. The signal is especially adapted foruse by. aircraft personnel downed at sea. Thesignal consists of a metal cylindrical outercase with each end closed by a soldered cap.Each cap has an attached pull ring large enoughfor the insertion of the index finger. The sig-nal has two inner cansone contains an orangesmoke pyrotechnic and the other a flare pyro-technic. A brass pull wire is attached to thebottom of each cap through an ignition cap.Both ends of the signal are covered by papercaps to prevent the metal cans from beingpulled off accidentally.

Instruct-ions for using the signal are printedon t?,.e cylir.irical outer case. The flare end ofthe si,-nal '(or night use) has raised projectionsextending around the body about one-fourth inchfrom the cap. These serve as an identification

176

so that the signal can be correctly operatedeven in total darkness. When the "day" end isused, orange smoke is emitted; and when the"night" end is used, a pyrotechnic candle islighted. Each section of the signal is designedto be held comfortably in the bare hand while itis functioning. To operate the signal, proceedas follows:

1. Tear cap from end to be ignited.2. Flip pull ring over signal rim.3. Push ring down to break seal.4. If seal does not break, push ring until it

bends against case.5. Flip the bent ring back to original posi-

tion and use as lever to break seal.6. After the seal breaks, point the signal

away from your face and body and give a sharpyank on the pull ring. Hold the signal at arm'slength 45° from horizontal.

7. Douse the sig ral in water immediatelyafter use in order to cool the metal parts.

8. The signal should be retained for use ofthe opposite end.

Spedial safety precautions applicable to theoperation of this signal are as Follows:

1. Never attempt to ignite both ends of thesignal at the same time.

2. Do not handle the signal roughly.3. Hold the signal properly to prevent drip-

pings from hitting the hand.

illumination Signal Kit

The Illumination Signal Kit Mk 79 Mod 0 is ahand held signal used for day or night signaling.

Each kit consists of one surface signal. pro-jector, Mk 13 Mod 0 and seven hand fired sig-nals, Mk 80 Mod 0, inserted in a bandolier.This kit may be carried in lieu of the 38 cali-ber revolver.

Specifications and operation procedures aregiven in Aircrew Survival Equipmentman 3 & 2,NavPers 10358 -D.

Dye Markers

The dye packet L:ntains a small quantity ofcrystalline dye compound (3 to 3 1/4 ounces).When the compound is exposed to water, itslowly dissolves while producing a brilliantyellowish-greeii fluorescence. Fluorescein dyeis very effective for marking a relatively largearea which can surround or trail (depending onsea and weather conditions) personnel who areadrift at sea. Under moderate sea conditions,


it takes from 20 to 30 minutes for the dye todissolve, and after a period of 1 hour it losesits value complc.,.t.ely. Under good conditionsand while the marker lasts, it can be seen froma distance of approximately 10 miles at 3,000feet altitude.

An exterior orange-yellow envelope (6 x 5 x 1inches) serves the purpose' of (1) providing awaterproof container for the dye compound con-tained in a loosely woven bag; (2) acting as ananchoring point for the dye pouch -,hich is se-cured to a long tape; and (3) supporting a tapeacross the top of the envelope which is used totie the marker to lifevests and other basicitems of survival. The accessories containerof each size raft is supplied with six markers.

Lights

At. night use flashlights, pen lights, recogni-tion light, strobe light SDU-5/E, tne survivallight which is attached to the lifevest or theblinker signal light of the Gibson Girl. Anylight can be been over water for several miles.

Survival Escape andEvasion Kit (SEEK)

Because of its contents, the SEEK kit is avery usefv.1 item on land and sea. It is de-signed in two parts which may be stored in thesurvival vest. The contents of the kit are notdesigned for any specific area. Both containersare similar in design are labeled "part 1medical" and ''part 2 gen.....al." The identity ofeach itemlis printed on the outside of each part.

Whistle

Af night or in fog use the whistle from theemergency kit to attract surface vesFels orpeople on shore, or to locate another raft if itbecomes separated.

RAFTSMANSHIP

Use of Equipment

Take every precaution to prevent the raftfrom turning over. In rough weather, keep thesea anchor out from the bow; att low in theraft, with the passengers' weight distributed tohold the weather side down. Do not sit on thesides or stand up. Never make sudden move-ments without warning the other men. Do not

177

tie a fishline to yourself or the raft; a largefish may capsize the raft.

.(n rough seas tie the st.,,n of the first raftto the bow of the second and rig the sea anchorto the stern of the second raft. Use approxi-mately a 25-foot line between rafts; adjust thelength of the line to suit the sea. Keep the seaanchor line long; adjust its length sn that whenfir, .-aft is at the crest of a wave, the sea an-clic will stay in a trough. In very roughweather, keep a spare sea anchor rigged andready for instant use in case the one that is outbrea;.::s loose.

When the sea anchor is not in use, tie it tothe raft and stow it so that it will hold imme-diately if the raft capsizes.

To right multiplace (except 20-man) rafts,toss the righting rope over the bottom, movearound to the other side, place one foot on theflotation tube, and pull on the righting rope.(See fig. 12-1.) If you have no righting rope orif you cannot improvise one from the sea an-chor line, a belt, or a shirt, slide up on thebottom, reach across, grab the lifeline on t'lefar side, and then slide back into the water,pulling the raft back and over. Most rafts areequipped with righting handles on the bottom.The 20-man raft is identical on both sides andtherefore requires no righting.

If several men are in the wafer, one shouldhold down the far side of the multiplace 4-, 7-,or 12-man _raft while the rest climb in singlyfrom the other side. Grasp the seat to haulyourself in, or use the boarding ladder pro-vided on the newest types of raft. Without help;the best place to board the raft is over the end.If the wind is blowing, board the raft with thewind at your back. The 20-man raft is pro-vided with a deflated boarding station, which ishand-inflated after occupants are aboard.

To board the 1-man raft, climb in frr n thenarrow end, slide up as nearly horizontal aspossible.

Rafting Ashore

Going ashore in a strong surf is dangerous.Take your time. Select the landing point care-fully.. Try not to land when the sun is low andstraight in front of you. Try to land on the leeside of an island or of a point of land. Keepyour eyes Jpen for gaps in the surf line, andhead for them. Avoid coral- reefs 2nd rockycliffs. Coral reefs do not occur near themouths of fresh water streams. Avoid rip


Figure 12-1.Righting a multiplace raft.

currents or strong tidal currents which maycarry you far out to sea. Either signal shorefor help or sail around and look for a slopingbeach where the surf is gentle.

If it is necessary to go through surf to reachshore, take down the raft mast. Keep yourclothes and shoes on to avoid severe cuts, Ad-just and inflate your lifevest. Trail the seaanchor over the stern with as much line as youhave. Use the oars. or paddles and constantlyadjust the sea anchor to keep a strain on theanchor line. It will keep the raft pointed towardthe shore and prevent the sea from throwingthe stern around and capsizing the raft. Usethe oars or paddles to help ride in on. the sea-ward side of a large wave.

Surf may be irregular and velocity mayvary, so th, procedure must 1? modified asconditions demand. A good method of gettingthrough surf is to have half the men sit on oneside, half on the other, facing each other. Whena heavy sea bears down, hail should row towardthe sea until the crest passes; then the o" erhall should row toward the shore until the ,,e-tsea comes a' mg.

Against strong wind and heavy surf, the rantmust have all possible speed to pass rapidlythrough the oncoming crest in order to avoidbeing turned broadside or thrown end over end.If possible, avoid meeting a large wave at th'moment it creaks.

178

PR.62

In a medium surf with no wind or offshorewind, keep the raft from passing over a waveso rapidly that it drops suddenly after toppingthe crest.

If the raft turns over in the surf, try to grabhold.

As the .raft nears the beach, ride in on thecrest of a large wave. Paddle or row hard andride it onto the beach as far as possible. Donot jump out of the raft until it has grounded.Then get out quickly and beach it.

If you have a choice, do not land at night. Ifyou have reason to believe that the shore is in-habited, lay away from the beach, signal, andwait for the inhabitants to come out and bringyou in.

SURVIVAL ON LAND

PARACHUTE LANDINGS

All personnel who fly, frequently or occa-sionally, should be instructed in parachutelandings other than outine landings under idealcoriditiorii.---Althiiugh routine landings shouldnot be disregarded, special emphasis should begiven to high wind landings n_nd :,pding in tees.

High Wind Landings

Landing safely with a parachute in high windis not an easy task. The initial touchdown may


seriously injure the jumper or make him .in-conscious, making it impossible for him to de-.fend himsc lf. However, proper technique itsextremely helpful in reducing the chances ofdeath or injury during high wind landings. Thedanger lies in the fact that a high wind is capa-ble of keeping the canopy inflated and draggingtht. jumper across the gr-,und, thus causingserious injury or possibly death. The jumperis respo.lsible for deflating the canopy afterlanding, so he should be thoroughly indoctri-nated in ,e method of deflating the canopy.

iumper may elect to unsnap his harnessduring the descent and allow the harness to pull,from his body after touchdown. This unsnappingmay only be done if the jumper can move backand sit in the sling of the harness, with noweight on the leg straps. To slide back into theharness sling, grasp the main sling on eachside near the seat, apply pressure towards theknees and kick the knees sharply toward t'.ochest. Disconnect the snaps attaching both legstraps first and then the chest snap, but do_ notremove the arms from the body straps, Graspthe lift webs with each hand and extend the armsover the head and then release the harness atthe instant the feet touch the ground. In manycases it is impossible to use this technique dueto body configuration, bulky clothes, ptc.

The development of the Koch canopy releaseand the cartridge actuated webbing cutter en-ables the pilot to disconnect the c....lopy fromhis harness as soon as he lands. This releasdmakes it possible for V- 3 aviator to free him-self of the .canopy without his being draggedover the ground or, through the water by thewind.

Instructions should be emphas..zed to nevertamper with the safety lock on the ejectionsnaps of the canopy release during descent.Accidentally releasing the ejection snaps dur-ing descent will release the canopy from theharness and the body will be dropped info afree fall.

If the parachute is not equipped with ejectionsnaps and the jumper cannot safely release theleg snaps, he should be instructdd to land withthe hy :ness fully snapped. Sir_ce unsnapping aharness while being dragged across the groundis almost impossible, collapsing the canopy bydeflating can be accomplished regardless ofwind velocity if the jumper remains calm andapplies the deflating technique with determina-tion. Deflation on land is accomplished bypulling in on any bottom suspension line or

179

group of suspension lines until the canopy ispulled beneath the jumper. (See fig. 12-2.)

The deflating process can burn the handsand fingers. The lines should be grasped witha sideward twisting motion of the hands andwrists as each_ new snubbing grip is made alongthe lines. After the canopy has been deflated,it is a good practice to sit on the canopy whileunsnapping and preparing to slide out of theharness.

Excellent practice can be accomplished de-flating a canopy on a windy day. Using a sur-veyed parachute in an open field, two men canwhip the canopy until it is inflated. This willdrag the wearer across the ground; and ail er afew tries, he will be able to deflate the canopyNic..ai proficiency. For safety purposes, a fewmen should be present close to the inflatedcanopy. In the event the wearer is unable todeflate the canopy on his first try, the canopycan be deflated by a man catching the peak ofthe canopy and ,running aroune into the wind.On some stations, a wind machine is pro-vided foi the purpose of practicing the defla-tion of canopies under simulated high windconditions.

Tree Landings

When landing in trees, do not grasp therisers. Cross the arms in front of the face,and bury the face in the crook of either elbow.To protect the hands, place them in the arm-pits. Keep the feet and knees together until youstop falling. Do not attempt to brake the de-scent through the trees by grasping at limbs.Take your time in climbing down. If you can,wait for rescue. If you cannot, try to make arope from the risers and suspension lines ofthe parachute.

In ground landings at night, prepare for anormal landing as soon as the parachute opens,and be ready for contact at any time. Surpris-ingly enough, statistics show that fewer menhave been injured on night jumps than dayjumps. Perhaps because landing is a surprise,the jumper does not have a chance to tense upfor the unexpected. If you see that you aregoing to land in telephone or power wires,which are usually quite high and spaced sev._)ralfeet apart, put the hands above the hand, palmsflat against the inside to the front risers. Keepthe feet and knees together, toes pointed, toavoid straddling a line.


Figure 12-2.Deflating the parachute canopy.

SURVIVAL AFTERCRASH LANDING

General

Stay away from the aircraft until the engineshave cooled and spillee. gas has evaporated.

Check injuries. Give first aid. Make theinjured men comfortable. Be cazeful. when re-moving casualties from the aircraft, particu-larly men with i',:nred back and fractures.

Set up temporary shelter for protection fromthe wind and rain. If a fire is needed, start itat once. In cold weather, make hot drinks.

Get your emergency radio operating onschedule and have other signaling equipmenthandy.

Now relax and rest until you are over theshock of the crash. Leave extensive prepara-tions and planning until later.

After resting, organize the camp. Appointindividuals to .specific duties. Pool ;di food andequipment in charge of one man. Prepare a

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shelter for protection from rain, hot sun, snow,wind; cold, or insects. Co!le,t all possible fuel.Try to have at least a day's supply of fuel onhand. Look for a water supply, and for animaland plant food.

Prepare signals in order to be rfi,!ognizedLom the air. Place the cloth signal panel inthe open where it can be seen.

Start a log000k. Include date and cause ofcrash; probablo locator., roster of personnel;inventory of food, water, and equipment; weatherconditions; and other pertinent data.

Determine your position by the best meansavailable, and include this position'in the radiomessages. If position is /based on celestialobservations, transmit the observations also.

If you have bailed out, try to make your wayto the crashed aircraft. The rescuers can spotit from the air even when they cannot see aman.

Stay with the aircraft unless briefing in-structions lave been to the contrary. Do notleave the ai, craft unless you know that you are

Chapter 12SURVi /AL AND SEARCH AND RESCUE EQUIPMENT

within easy walking distance of help. If youtravel, leave a note giving planned route (exceptin hostile territory). Stick to your plan so res-cuers can locate you.

You are the key man in the rescue. Help thesearch parties to find you and follow their in-structions when they sight you. Do not collapsewhen you are sighted or when the rescue party.arrives. They can use all the assistance youcan give. Do not take chances which might re-suit in injury. You will be easier to rescue ifyou are in one piece.

The following will speed up your rescue:Conserve power of electronic equipment.

Use it according to procedures given in yourbriefing.

Sweep the horizon with your signal mirror. at frequent intervals.

Shelter Construction

In any area, a shelter can be improvisedfrom parts of the aircraft and emergency equip-ment or from natural -1aterials in the vicinity.

The kind of shelter ..L.at is made depends onwhether protection is needed from rain, cold,heat, sunshine, or insects, and also whether thecamp is only for a night or for many days.

Choose the location for the camp carefully.Try to be near fuel and waterespecially water.

Do not make camp at the base of steep slopesor in areas where you run the risk of ava-lanches, floods, rockfalls, or battering by winds.

Arctic

In winter, protection from cold is the im-mediate and constant problem. Keep dry, avoidsnowblindness, check for frostbite.

To stay dry, keep snow out of your boots,gloves, and clothing; avoid open water. Over-exertion causes persOfation which will freezeinside your clothing, thus decreasing effectiveinsulation and increasing the chances of freez-ing. Alway8 remove outer clothinE, when work-ing or moving; when you stop, throw your outergarments over your shoulders or replace if'emto avoid chilling. If you have shelter at night,remove your underclothes and ;3'.ir them, or letthem get cold and beat the fros'. out with astick. Keep hands and feet dry.

Collet wood, gasoline, oil, heather, brush,or peat for fuel. Build a fire at a safe distancefrom the aircraft and get under shelter.

If the aircraft is flyable, drain oil; insulatewheels from ice with boughs or canvas; leavebrakes off; remove battery and protect it fromfreezing.

If down in a glacier area, be on vour guardagainst falling into crevasses. Rope the partytogether, preferably three Lien to a rr. . Asyou walk, probe the snow in front of you ,ath apole or i. ax to detect crevasses c veered bythin snow.

In summer, protect yourself against iro ects.Keep dry.

In the winter, a shelter against Vie cold willbe needed.

Do not live in the aircraftit will be toocold. Try to improvise a better insulated shel-ter outdoors.

Carry in timber if possible, to be near fuel.If you cannot find timber, choose a spot pro-tected from wind and drifting snow. D9 notcamp at the bases of slopes or cliffs where snowmay drift heavily or come down in avalanches.

In timbered country, a good winter shelteris a lean-to. Lay the covering boughs shingle-fashion, carting from the bottom. If you havea canvas, use it for the roof. Close the endswith fabric or boughs.

Keep the front openings of all shelterscrosswind. A windbreak of snow or ice blocksset close to the shelter is helpful.

In making shelters, remember that snow isa good insulator.

In timberless country, make a simple snowcave or burrow by digging into the side ^1 asnowdrift and lining the hole with grass, brush,,or tarpaulin. Snow caves must be ventilated.If the snow is not deep enough to support a roof,dig a trench in a drift and roof it with snowblocks, tarpaulin, or other materials.

In wooded country,_rnake a tree-pit shelterif snow is deep enough. Enlarge the natural pitaround a tree trunk and roof it with any avail-able covering.

Reconnoiter for cabins and shelter houses,They are likely to be located along biggerstreams, at river juections, along blazed trailsin thick, tall timber leeward of hills.

Prevent carbon monoxide poisoning by pro-viding good ventilation in closed shelters inwhich a fire is burning.

Do not sleep directly on the snow. Provideinsulation under your sleeping bag or body.Lay a thick bough fed in shingle-fashion. or useseat cushions, tarpaulins, or even, an invertedand inflated rubber ii. graft if available.

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AIRCREW SURVIVAL EQUIPMENTMAN 1 &

Keep your sleeping bag clean, dry, andfluffed up to give maximum warmth. To drythe bag, turn it inside out, beat out frost, andwarm it before the fire. Wear only dry clothesto bed. Keep them loose. Turn over with,rather than in, the sleeping bag.

In the.suplrner, shelter against the rain andinsects will be needed. Choose a Camp. sitenear water but on dry ground if possible.Stay away from thick woods as mosquitoes andflies will make your life miserable. A goodcamp site is a rig top, cold lake shore, or aspot that gets an onsitore breeze.

If you stay with the aircraft, use it for shel-ter. Cover openings with netting or parachutecloth to keep insects out. Do your cooking out-side to avoid carboyt monoxide poisoning. Makeyour :fire at a, safe distanc^ from the aircraft.

Make a simple outdoor shelter by hanging atarpaulin over the wing of the aircraft; anchorth,2. ends to the ground by weighting them downwith stones. A tent can be quickly improvisedby placing a rope or pole between two trees orstakes and draping a parachute over it; makethe corfibrs fast with stones or pegs.

A fine shelter for drizzly weather and pro-tection against insects is a tepee made; fromthe parachute. In it you can cook, eat, sleep,dress, and make signalsall without going out-doors. Use 6 panels of parachute for a 2-manshelter, 12 to 14 panels for a 3-man paratepee.This shelter is worth building if you decide tostay in one spot for some time.

Avoid sleeping on the bare ground. providesome sort of insulation under yourselfsoftbe .glis are good. Pick a bed sita on level,well-drained ground free from rocks and roots.If you have to sleep on bare ground, dig de-pressions for your hips and shoulders and tryout the site before you set up your shelter orspread your bedding.

SIGNALING.Keep snow and frost off air-craft surfaces to make a sharp contrast withthe surroundings. Build your fire on a platformso it will not sink in the snow. A ,tandingspruce tree near timber line burns readilyeven when green. Build a "bird nest" of quicklyflammable material in the branches to insure aquick start.

Tramp o,.t signals in the snow. Fill them inwith boughs, sod, moss, or fluorescent dye water.

brush country, cut conspicuous patternsin vegetation.

In tundra, dig trenches, turn sod upside do,vnat side of trench to widen signal.

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A parachute tepee stands out in the forest oron the tundra in summer, especially at nightwith a fire inside.

Remember., sound does not carry well throughsnow. If the entire party is in a snow cave origloo, you may not hear rescue airerait. Keepsomeone on guard as a spotter. Build the-spot-ter a windbreak but C' not roof it.

Ube smoke by day, bright flame by night.Add engine' oil, rags soaked in oil, or pier..esof rubber (matting or electrical insulation) tomake black smoke; add green leaves, moss,c a little water to send up billows of wl,Itesmoke. Keep plenty of spai, fuel on hand.

Signaling aids, such as flares and smokegrenades, must be kept dry. Use them onlywhen friendly aircraft are. sighted or heard.

Signal with a flashlight or the blinker sig-naling light of the emergency radio. If the air-craft landing lights are intact and you can getthe en-gine to run, remove the lights anu extendthem, for signaling, but do not waste the bat-tery save it for the radio.

Place or wave the yellow-and-blue clothsignal panel in the open where it can be seen.Spread out parachutes. Make a nattern oforange-colored Mae Wests. Line up cowl pan-els from engine nacelles upside down on air-craft wings or ground; polish the inside sur-faces-they make good reflectors. Arrangc;your ground signals in big geometric patternsrather than at randomthey will attract moreattention that way. The radio balloon or kitemakes a good signal.

UEe the fluorescent dye available in the life-raft dr life preserver kit for signaling on wateror snow. Use it carefully, for a little goes along way; use it only downwind for the fine dyeWill penetrate clothing or food. On rivers,throw it out into the current for a quick spread.

Desert

Water will be your biggest problem in thedesert: While 1 pint represents the daily mini-mum for continued health of an average man,..,onie people may have smaller or, larger re-quirements. In an emergency, the ration maybe rut down to 10 ounces. However, it is be-lieved that ma_..:nium survival is obtained byusing water on the basis of u 16- to 32-ouncedaily ration. Do not drink the daily ration allat once. If possible, drink your ration fourtimes a day. If you become ill at$ need al:your water, drink it.

Chapter 12SURVIVAL A-TD SEARCH AND RESCUE EQUIPMENT

Keep your head and the. back of your neckcovered and get into shade as soon as possibleto reduce sweating and loss of body water.Travel only at night.

A shelter mostly from sun and heat beneeded. Use whatever natural shade you canfind, such as a-cave, rock ledge, or wall of adry stream bed. A dry canyon in the des2t isa dangerous camping ground; cloudbursts maycause sudden and vio?-mt floods which sweepalong a dry valley in a wall of roaring water.

Do not use the inside of the aircraft forshelter in the daytime it will be too hot. Getunk.ler the shade of a wing if you have no othershelter.

If you stay with the aircraft, a goo . shade-shelter can be made easily by tying a spread-out parachute as an awning to the wing, leav=ing .the lower edge at least 2 feet clear of theground' for air circulation. Use sections ofaircraft tubing for, tent poles and pegs. Make'sure the aircraft is securely moored and thewing solidly guyed to prevent. movement in astorm.

If the aircraft is not available, make a shel-ter Of your parachute. Two layers of clothseparated by several inches of airspace arecooler than a.;single thickness,

In wint.Ar months and especially at night,desert temperatures may drop to freezing andheavy rains may sometimes occur. Use theinside of the aircraft for protection from coldand rain. Do. Our cooking outside to preventcarbon monoxide poisoning.

SIGNALING.A gOod improvised flare clnbe made from a tin can filled with andsoaked with gasoline. Light it with care. /Actoil a.nd pieces of rubber to make dense smokefor daytime signal. Burn gasoline or use otherbright flame at night.

Dig trenches to form signals or line uprocks to throw a shadow.

If there is any brush in the area, gather itIn piles and have it ready to light.

Smoke fires and smoke grenades are bestfor use in daytime. Flares and bright flamesare hard to see.

The mirror is a very goOd desert signal;practice using it.

Tropics

In the ti epics try to pick a (amp site on aknoll or high spot in an open placq well backfrom swamps. You will be bothered less by

183

mosquitoes, the ground will be drier, and therewill be more chance of a breeze.

Do pot build a shelter under large trees ortrees with di ad limbs. They may fall and wreckthe camp or hurt someone. Do not sleep orbuild a shelter under a coconut tree.

In the wet jungle forest, a shelter fromdampness will be needed. If you stay with theaircraft, use A for shelter. Try to make itmosquito-proof by covering openings with net-ting or pc rac:ite cloth.

The easiPsf. 1.,,-,orovised shelter is one madeby draping 2 hute or tarpaulin over a ropeor v:me LA) i,CflL,l between two trees or bypropping it up on poles.

A good rain shelter can be made by coveringan A-type framework with a good thickness ofpalm or other broad leaves, pieces of bark, ormats of grass. Lay the thatch shingle-fashionwith the tips of leaves pointing c1.3.mward, start-ing from the bottom and working up, so the rainwill shed off.

Take shelter from rain, sun, and insects.Malaria-carrying mosquitoes and other\ insectpests are the immediate dangers of the tropicsprotect yourself against bites.

Do not leave landing site without carefullyblazing or marking your rat..te. Use your com-pass. Know in what direcLon you are going.

SIGNAL"TG.Set up fires and other signalsin natural clearings and along edges of streams,or ike a clearing. Signals under dense junglegr( th will not be seen.

FIRE MAKING

You may need fire for warmth, for keepingdry, for signaling, for cooking, or for purifyingwater by boilinj.

Do not build the fire too big. Small firesrequire less fuel and are easier to control; andtheir heat can be concentrated. In cold weathersmall fires arranged in a circle are muchmore effective than one large fire.

Preparing Fireplace

Prepare the location of the fire carefully.Clear away leaves, twigs, moss, and dry grans,so that you do not start a grass or forest fire.If the ground is dry, scrape down to the baredirt. If the fire must be built on snow, ice, orwet ground, build a platform of logs or flatstones.


To get the tr.-:st warmth and to protect thefire frum wind, build it against a rock or wallof logs which will serve as a reflector to directthe heat into your shelter. Cooking fires shouldbe walled in by logs or Stones, not only to con-centrate the heat but also to provide a platformfor the cooking pot.

Kindling and Fuel

Most fuels cannot be started burning directlyfrom a match. Some flammable kindlingto start the fire burning will be needed. Goodnatural kindling materials are thin sticks of drywood, dry bark, wood .shavings, palm leaves,twigs, loose ground-lying lichens, dead, upright.grass straw, and ferns. If sticks are used forkindling, split them and cut long thin shavingS,leaving the shavings attached. Crumpled paperor empty waxed ration boxes are goodStore Kindling in a shelter to keep it dry. Alittle gasoline poured on the fuel before it islighted will help it start burning. DO NOT pourgasoline on a fire already started even if it isonly smoldering.

For fuel, use dry standing dead wood anddry dead branches. Dead woad is easy to splitand breakpound it on a rock. The inside offallen tree trunks and large- branches may bedry even if the outside is wet; use the heart ofthe wood Almost everywhere,-green wood thatwill burn can be found, especially if finely split.In treeless areas, find other natural fuels, suchas dry grass which can be twi,;ted into bunches,peat dry enough to burn (found at the top ofundercut river banks), dried animal dung, ani-mal fats, and sometimes even coal, oil, shale,or oil sand lying on the surface. If no naturalfuels are available, and you are with the air-craft, barn gasoline and lubricating oil or amixture of both.

Fire Making WithMatches and Lighter

Prepare a fireplace. Get all materials to-gether before trying to st :t the fire. Makesure that matches, kindlin,, and fuel are dry.Have enough fuel on hand to keep the. fire burn-ing. Arrange a small amount of kindling in alow pyramid, cloy: enough togeLher to permitflames to lick from one piece to another. Leavea small opening for lighting.

Save matches by _.sing a candle (if available)to light t.:ze fire. If you have no candle, use a

184

"shave stick," or make a faggot of thin, drytwigs, tied loosely. Shield the match' from thewind, and light the candle or faggot. Apply thelighted candle or faggot to the lower windwardside of the kindling, shielding it from the wind.

Small pieces of wood or other fuel can beplaced gently on the kindling before.lighting orcan be added after the kindling begins to burn.Lay on smaller pieces first, adding largerpieces of fuel as the fire takes hold. Do notsmother the fire by crushing down the kindlingwith heavy wood. Do not make the fire, too big.Do not waste fuel.

Fire Making WithSpecial Equipment

If you have a fusee signal flare in your kit,light it by striking the self-contained flint andsteel. Although it may mean wasting a signal,a fire can be lighted froni the flame.

Some emergency kits contain small firestarters, cans of Special fuels, windproofmatches, and other aids.

Fire Making Without Matches

First, find or ,repare one of the followingkinds of tinder: very dry powdered wood, finelyshredded dry bark, or the shredded pith of adead palm fr, lid; lint from unraveled cloth,cotton, tvene, rope, or first-aid gauze bandage,fuzzy or woolly material scraped from plants;fine bird feathers or birds' nests, fieldmouse,Psts, or fine wood dust produced by insects,often under bark of dead trees. Tinder must bebone-dry. , Make it burn more easily by addinga ew drops of gasoline or by mixing it withpowder taken from a cartridge. Gnce tinder isprepared, put some in a waterproof containerfor future use.

Once you have the tinder, light it in a placesheltered from the, wind. Several additionalmethods of starting a fire are described in thefollowing paragraphs.

Flint and Steel

This is the easiest and most reliable way ofmaking a fire without matches. USe the flintfastened to the bottom of the waterproof matchcase. If you have no flint, look iu.: 1aece ofhard rock from which. you can strike sparks. Ifit breaks or scars wher.k struck with steel, thr, wit away and find another. Hold ya,cr hands -lose

Chapter 127-SURVIVAL AND SEARCH ANT RESCUE EQUIPMENT

over the dr, tinder; strike flat with a knifeblade or other small piece of steel, with asharp, scraping, 1)wnward motion so that thesparks fall in the centnr of the tinder. The ad-dition of a few drops of gasoline before strikingthe flint will .make the tinder flame upforsafety, keep your head to one side. When thetinder begins to smolder, fan it gently into aflame. Then transfer the blazing tinder to thekindling pile or add kindling gradually to thetinder.

Buining GasAny convex lens 2 inches or more in diame-

ter can be used in bright sunlight to cone( n-trate the sun's rays on the tinder and star:. itburning.

Friction

There are many methods of making fire byfriction (bow and drill, fire plough, fire thong,etc.), but all require practice. If you are pro-ficient in one of these methods, use it, but re-member that flint and steel will give the samei',.:6ults with ' ss work.

Electric SparkIf you with the aircraft, and have a live

storage battery, direct a spark onto the tinderby scratching the ends of wires together toproduce an arc.

Burning Aircraft Fuel

If you are with the aircraft, you can impro-vise a stove to burn gasoline, lubricating oil,er a mixture of both. Place 1 to 2 inches ofsand or fine gravel in the bottom of a can orother container and add gasoline. Be carefulwhen lighting; the gas may explode at first.Make slots at the top of the can to let flame andsmoke out, and punch holes just above the levelof the sand to provide a draft. To make a fireburn longer,. mix gasoline with oil. If there isno can.. simply dig a hole in the ground, fill itwith s:%ad pour on gasoline, and light; takecare to protect your face and hands.

You can use lubricating oil for fuel with awick arrangement. Make the wick of string,rope, rag, or even a cigarette, and rest it onthe edge of a receptacle filled with oil. Also,soak ragS, paper, wood, or other fuel in oil andthrow them on the fire.

185

A stove can be made of any empty waxedration carton by cutting off one end and punch-ing a hole in each side near the unopened end.Stand the carton on the dosed end; stuff anempty sack loosely inside th carton, leavingan end hanging over the top; lignt this end -=thestove will burn from top down and will boilmore than a pint of water.

Useful Hints

Do- not Waste matches by trying to light apoorrly prepared fire. Do not use matches forlighting cigarettes; get a light from the fire oruse a burning lens. Do not build unnecessaryfires;_save your fuel. Practice primitive meth-ods of making fires before all the matches aregone.

Carry some dry tinder with you in a water-proof container. Expose it to the sun on drydays. Adding a little powdered charcoal willimprove it. Collect good tinder wherever itcan be found.

Collect kindling along the trail before mak-ing camp. Keep firewood dry 'under shelter.Dry damp wood near the fire so it can be usedlater. Save some of the best kindling and fuelfor quick fire making in the morning.

To .split logs, whittle hardwood wedges anddrive them into cracks in the log with a rock orclub; split wood burns more easily.

To make a fire last overnight, place largelogs over it so that the fire will burn into theheart of the logs. When a good bed of coals hasbeen formed, cover it lightly with ashes andthen dry earth. In the morning the fire willstill be smoldering.

Fire can be carried from one place to an-other in the form of a lighted punk, smolderingcoconut husk, or slow-burning coals. When youwant a new fire, fan the smoldering materialinto flame.

Do not waste fire. making materials. Useonly -what is necessary to start a fire and tokeep it voing for the purpose needed. Put outthe fire Loon leaving tile camp site.

Arctic

Do not build a fire under a snow-covered'reesnow may fall and put out the fire.

Low, dead, needle-bearing branches of stand-ing spruce trees are good fuel. On the tundra,wood is scarce. Look for any woody bush orshrub; burn roots as well as sterns. Look for

AIRCREW SURVIVAL EQUIPMENTMAY & C

dry twigs in willow thickets, or for dry grasses.On the coasts, look for driftwood.

Animal fat and bones can be used as fuel.Put chunks of fat on a stick or bone frameworkor on top of a perforated can with a wick ofgreasy cloth or Sphagnum moss underneath,and light the wick. Congealed oil can be burnedin the same way.

A candle burning in a tin can makes a sim-ple heater for the shelter.

In cold weather, drain oil from the aircraftand store it for fuel. If the temperature is notlow enough to solidify the oil, leave it in theaircraft and drain it off when needed.

DesertIn some deserts fuel is extremely scarce.

Wherever you find plant growth, utilize alltwigs, leaves, stems, and underground rootsfor burning. Dry animal dung, more commonlyfound along traveled routes, gives a very hotflame.

TropicsIn the tropics, wood is plentifuleven if it is

wet outside, the heart of,dead wood will be dryenough to burn. Dry wood can also be foundhanging in the network of vines or lying onbushes.

In palm country, good tinder can be obtainedby using the fibers at the bases of palm leaves.The insides of dry termite nests make goodkindling.

Green leaves thrown on a fire make a smudgethat will help keep off mosquitoes.

Keep spare wood dry by stowiqg it under theshelter. Dry out wet kindling and fuel near thefire for future use.

SURVIVAL EQUIPMENTAND TECHNIQUE

The shotgun load for the survival rifle/shotgun has an effective range of 15 yardsagainst birds and an effective range of 10 to15 yards against small animals. Do not wasteammunition on long shots, especially long wingshots.

The survival rifle can kill at ranges over200 yards, but chances of hitting game in a vitalspot at ranges over 100 yards are very slight.

Remember, most big game is actually killedat ranges under 60 yards. Unless it is impos-sible to secure a clean kill by closer stalking,

186

never attempt to kill by shooting over 100 yards.Make sure of your first shot, for it may be yourlast one at that particular animaland yourammunition supply is limited.

Follow these rules when hunting:1. Get as close as possible to the game be-

fore shooting.2. Do not shoot rapid fire. One shot will do

the job if aimed properly.3. Fire from as steady a position as possi-

ble. Remember, survival rifles are light andany unsteadiness on your part due to exertionor excitement will set the barrel to trembling.The prone position is best for a steady shot,but sitting or kneeling positions may have to beused. Use a rest such as a log or stone for thebarrel whenever possible; but put your handbetween the rest and the gun barrel or the gunwill shoot wild. Never fire offhand unless timeprevents your taking another position.

4. Aim at a vital spot. The shoulder or chestis probably the best spot for medium and largegame. Do not shoot unless a vital spot is open.

5. Do not trust your first shot even if gameappears to have fallen dead. Reload immedi-ately, but keep your eye on the game.

6. Look for. blood if game runs away afterthe first shot. If blood is found, wait 30 min-utes before following. Wounded game will liedown and stiffen if given time.

During the winter, remove all lubricants andrust prevention compounds from weapons. Stripthem completely and clean all parts with a sol-vent. Gasoline or lighter fluid may be used ifavailable. Normal lubricants thicken in coldweather and slow down the action. In coldweather, weapons function best when absolutelydry.

A major problem is to keep snow and ice outof the working parts, sights, and barrel. Evena small amount of ice or snow may disable theweapon, so careful handling is essential, espe-cially in snow. Improvise muzzle and breechcovers, and use them. Carry a small stick inyour pocket to clean the sights and breechblock.

Weapons sweat when they are brought fromextreme cold into a heated shelter; and whenthey are taken. out again into the cold, the filmof condensation freezes. This ice may seri-ously affect their operations; so leave themoutdoors or store them in unheated shelters. Ifthe shelter is not greatly warmer than the out-side temperature, bring the weapons inside; butplace them at or near floor level, where thetemperature is lowest. When the weapons are


taken into a heated shelter for cleaning, removeall the condensed moisture before ("leaning.They may sweat for an hour.

If a part becomes frozen, do not force it.Warm it slightly, if possible, and move it grad-ually until unfrozen. If it cannot be warmed,try to remove all visible ice or snow and moveit gradually until action is restored.

Before loading the weapon, always move theaction back and forth a few times to insure thatit is free and to check the ammunition.

If the weapon has a metal stock, pad it withtape or cloth, or pull a sock over it to protectyour cheekS.

CUTTING TOOLS

Cutting tools are important aids to survivalin any environment. For best results, use themand care for them properly.

When using an ax, do not try to cut through atree with one blow. Rhythm and aim are moreimportant than force. Too much power behinda swing interferes with your aim. When the axis swung properly, its weight will provide allthe power needed.

Lefore doing any chopping, clear away allobstructions. A branch, vine, or brush can de-flect an ax onto ;.our foot or leg. Remember,an ax can be a wicked weapon. Figure 12-3illustrates correct usage of the ax.

A brcken handle is difficult to remove fromthe head of the ax. Usually the most convenientway is to burn it out. For a single-bit ax, burythe Male in the cround up to the handle, and builda fire over it. For a double-bit, dig a littletrench,. lay the middle of the ax over it, coverboth bits with earth, and build the fire.

If v :u have to improvise a new handle, savetime trouble by making a straight handleinste;A(;' of a curved one like the original.. Use ayoung, :.straight hardwood without knots. Whittleit rout; hly into shape and finish it by shaving.Split t li23 end of the handle that fits into the ax-head. When the handle has been fitted, pound athin, fitcy hardwood wedge into the split. Afterusing the ax for a short time, pound the wedgein again, and trim it off flush.

The survival kit may include a file or awhetstone. If you have no sharpening tool, lookfor a natural whetstone. It will be needed tosharpen your knives and axes.

Any sandstone will sharpen tools; but a gray,somewhat clayey sandstone gives better esultsthan a pure quartz. Quartz can be recognized

187

instantly by scratching the knife blade with it--quartz is the only common mineral that willbite into steel, cutting a bright groove withevery grain.

If sandstone cannot be found, look for gran-ite or any glittering, crystalline rock exceptmarble. If granite is used, rub two pieces ofthe stone together until they are smooth beforeusing one as a grindstone.

Axes can be sharpened best by using bothfile and whetstone, but a stone alone will keepthe ax usable. Use the file every few days, thewhetstone after each using.

Survival weapons are built to withstand sur-vival conditions, but they do require intelligentcare if they are to function when needed.

Keep weapons clean and protected when notin use. Keep the action, receiver walls, boltand assembly, and especially the barrel cleanand free from oil, dirt, snow, or mud. If thebarrel is obstructed by mud, snow, or any for-eign substance, clean it out before shooting.Never try to shoot out an obstruction. Thebarrel will burst.

Do not use a weapon as a club, hammer, orpry bar. It is a precisionmade instrument onwhich your life may depend.

Do not over-oil a weapon. Only a few dropson moving parts are needed.

A piece of cloth on a string pulled throughthe barrel is a handy substitute for a ramrodand cleaning patch.

If. the barrel must be given a thorough clean-ing and no powder solvent is available, pourboiling water through it from the breech. Mopup the excess water by pulling a cloth on astring through the barrel and the hot barrelwill dry itself.

Wire. Escape and Evasion Saw

The wire escape and evasion saw is a handypiece of equipment to have when in timbercountry. It can be used to perform many tasksin survival such as cutting up game, fish, woodwhich .!an be used for fires, cutting poles tomake a lean-to for shelter, and many other uses.

The saw will cut easily in any direction.However, for the most efficient operation, useas follows:

1. Keep blade taut and straight; work move-ment of arms as though one arm was Spring -loaded and the other pulled the blade.

2. Short strokes are most effective; onlyuse as much of the blade as needed.


RIGHT

"=F410q2!1947

CUTTING OFF BRANCHES

CUTTING UP LOGS

WRONG

SPLITTING LOGS

Figure 12-3.Proper use of axes.

3. Light pressure is best; heavy pressurewill jam and kink the blade.

4. Avoid sharp t,ends.5. Metal and wood can be severed with ease

if strokes are true in direction.6. If the blade breaks, replace the lug oh the

unbroken section. The saw will work well evenwith a 4-inch section of blade.

CLOTHING

Think 'twice before discarding any clothing.Clothing used properly can keep you cool aswell as warm. It protects also against sunburn,

188

PR.64

insects, pests, and scratches. It can be usedfor barter.

Try to keep clothing clean and in repair.Clean clothes are better insulators than dirtyclothes and they last longer.

Try to keep clothing and shoes dry; use adrying rack in front of a fire. Do not put wetshoes too close to the fire or they will stiffenand crack.

Arctic

It is important to wear clothing properly tokeep warm and dry.


Insulation. combined with body heat is thesecret of warmth. Insulation is largely deter-mined by the combined 'thickness of all the gar-ments worn. Outer clothing should be wind-proof.

Avoid sweating; it is dangerous because itleads to freezing. When exerting yoursalf, cutdown sweating by opening the clothes at theneck and wrists and loosening at the waist. Ifyou are still warm, remove mittens and head-gear, or take off a layer or two of oute.r cloth-ing. When you stop work, put your clothes onagain to prevent chilling.

Wear clothing loosely. Tight fits cut offcirculation and increase danger of freezing.Keep ears covered with scarf.

Do not get your boots too tight by wearingtoo many socks.

If you have no socks and your boots are bigenough, stuff dry grass or kapok from aircraftcushions around your feetit will collect thefrost and make fine insulation against cold. Tomaintain the insulation value, dry the materialand fluff it up when it becomes compacted.

Felt boots, mukluk boots, or moccasins withthe proper socks and insoles are bast fordry cold weather; shoepacs (rubber - bottomed,leather-topped boots) are best for wet weather.Frozen boots or shoepacs are unmanageable.

If you lose your boots or if your socks arewet and you have no.spares, improvise footgearby wrapping parachute cloth lined with drygrass or kapok around your feet.

Keep clothing as dry as possible. Brushsnow from clothes before entering a shelter orgoing near a fire. Beat out frost before warm-ing garments; dry them on a rack before the'fire. Dry socks thoroughly. Do not get bootstoo near the fire.

Wear one or two pairs of mittens at a time,if th.ey are available.

Wear sunglasses or improvise a pair toprevent snowblindness.

Keep clothing as clean as possible. Replacemissing buttons and repair holes promptly.

In strong wind or extreme cold, wrap your-self in your parachute and get behind shelter.

At night, arrange dry spare clothing looselyaround your shoulders and hips; it will helpkeep you warm.

If you fall in water, roll in dry snow to blotup moisture. Roll, then brush off snow. Rollagain, until all water is absorbed. Do not'takeoff shoes until you are in shelter.

189

Desert

Wear, clothing for protection against sunburn, heat, sand, and insects. Keep the bodyand head covered during the daytime.

Wear long pants and shirts with sleevesrolled down. Keep them loose and flapping tostay cooler.

Wear a cloth neckpiece to cover the back ofthe neck from the sun. If you have no hat, makea headpiece like that worn by the Arabs. (Seefig. 12-4.) A pilot chute is adaptable as a para-sol for use in the desert; do not be too proud touse one. During dust storms, wear a coveringfor the mouth and nose; parachute cloth will do.

If you have lost your shoes or they wearout, make sandals as illustrated in figure 12-.

Tropics

Keep your body covered to (1) help preventmalaria-carrying mosquitoes and other pestsfrom biting you; (2) protect your skin againstinfections caused by scratches from thorns orsharp grasses; and (3) prevent sunburn in opencountry.

Wear long pants and shirts with sleevesrolled down. Tuck your pants in the tops ofyour socks and tie them securely, or improvise-puttees of canvas or parachute cloth to keep outticks and leeches.

Loosely worn clothes will keep you cooler.Wear a mosquito headnet or tie an under-

sb:Lrt or tee shirt around your head. Wear it.especially at dawn and dusk,

In open country or in high grass country,wear a neckcloth or improvised head coveringfor protection, from sunburn and dust. (Seefig. 12-4.) Move carefully through high grass;some sharp-edged grasses can cut your cloth-ing to shreds.

If you lose your shoes or they wear out, youcan improvise a practical pair of sandals byusing the rubber sidewall of a tire or a pieceof bark for the soles, with parachute cloth orcanvas for the uppers and heel straps.

Dry clothing before nightfall to avoid dis-comfort from cold.

If you have an extra, change of clothes, espe-cially socks, keep them dry to replace wetclothing.

Wash clothing, especially socks, daily. Dirtyclothes not only rot but may lead to skin dis-eases.


USING SKIVVY SHIRTAS IMPROVISEDPROTECTION FROMSUN AND BLOWINGSAND

IMPROVISED FACE CLOTHFOR PROTECTIONFROM BLOWINGSAND

4 PIECES OFPARACHUTECLOTH

FIRST AID

IMPROVISED SHOE FOR JUNGLEOR DESERT USE

(PK-2 CONTAINER}

IMPROVISEDNECKCLOTH FORPROTECTIONFROM THE SUN

MAKING AN ARAB TYPE HEADDRESS

Figure 12-4.Improvised protective clothing for jungle or desert.

Many men have died needlessly due to thelack of first aid or improperly applied first aid.Knowledge of first aid techniques is the key topreventing these deaths. You may be calledupon to vour knowledge of first aid at anytime. Your actions at such a tine may resulteither in saving a man's life or iti his needless

190

PR.65

death. Knowledge of the following items maybe found in Standard First Aid Training Course,NavPers 10081-B:

1. Methods of restoring breathing by arti-ficial respiration.

2. Methods of stopping bleeding.3. Methods of dressing injuries.4. How to treat burns, shock, and heat ex-

haustion.


SEARCH AND RESCUE EQUIPMENT

Other than the standard items which arepart of the aircraft's inventory, the Navy hasprovided various droppable kits to be used forsearch 'and rescue. Some of these kits can bedropped in free-fall fashion, while others aretoo fragile for such rough treatment, and mustbe delivered by small cargo type parachutes.There is no physical limit to the different kindsof equipment that can be rigged for emergencyrescue operation. The mental limit, to a greatextent, depends on the PR and how well he hasprepared himself to cope with emergency res-cue techniques.

There are a number of tailormade droppablekits available through Supply. Descriptions ofsome of these kits, along with information con-cerning operation of the equipment, are in-cluded in tnis section.

ADSK-2 (AIR DROPPABLESURVIVAL KIT)

The ADSK-2 consists of an assortment ofsurvival equipment packed into an interior fab-ric container, and stowed within a metal outercontainer equipped with a 12-foot flat parachutefor dropping from an aircraft in flight to sur-vivors. The interior fabric. container is con-structed of a rubber-coated nylon cloth fabric,and is equipped with a continuous slide fastenerthat runs from the top of one. side of the con-tainer down, around the bottom, and up to thntop of the other side. When fully packed, thefabric container is approximately 13 inches indiameter and 36 inches in length.

The outer metal container consists of a steelcylindrical body assembly with a rounded nose,a parachute stowage pan assembly, a metalcover plate, and a cable lanyard assembly forsecuring the cover plate. The outer metal con-tainer assembly is 14 inches i^ diameter andhas an overall length of approximately 40 inches.The parachute is a 12-foot flat canopy type.

Aviation Clothing and Survival EquipmentBulletin No. 29-58 gives a complete descriptionof the ADSK-2 and lists the survival equipmentto be carried in the kit. This bulletin should beread and used by all personnel concerned withoutfitting the ADSK-2 Air Droppable SurvivalKit.

Figure 12-5 shows the outer metal container,with parachute riser snaps assembled, and theinterior fabric container.

191

PR.66Figure 12-5.Outer metal container, with

parachute riser snaps assembled, andthe interior fabric container.

ADR-1 RATION KIT

This kit is designed to provide distressedpersonnel a maximum amount of water so theycan maintain the pint-of-water-a-day consid-ered the average requirement for survival.The size of the kit when packed is 21 x 8 x 6inches. It can be carried and can be droppedfrom any type aircraft with suitable space. Nospecial dropping technique is required to re-lease the kit from aircraft as it is small enoughto be thrown from a cockpit. When the kit isdropped, the aircraft should approach the areaas slowly as possible (90 to 100 knots indicatedair speed) and at about 100 feet altitude. Thekit is buoyant and floats high in the water. Theapproach should be made into the wind, and thekit should be dropped upwind of survivors. Thekit can be secured to a parachute harness orother emergency gear by means of a lanyard


and snaphooks provided. A list of the equip-ment included is as follows:

4 Desalting kits.1 Water storage bag.1 Solar still.'1 Jackknife.6 Ration tablet containers.Length of cotton twine.

AN/CRT-3A RADIO TRANSMITTER (GIBSON GIRL)

The AN/CRT-3A emergency radio trans-mitter is used to transmit distress signals, andis carried in most multiengine aircraft. It isalso carried in all rescue aircraft and can bedropped to survivors by means of a parachuteattached to the container. The container holdsthe transmitter with the crank attached; onecollapsible box kite, one signal light, two hy-drogen generators, two transfer units, two bal-loons, and two spare antennas. The transmitterhas a range of up to 1,600 miles, depending onatmospheric conditions. (See fig. 12-6.)

PR.67Figure 12-6.AN/CRT-3A radio transmitter

(Gibson Girl).

If at all possible, it should be dropped overwater, for the possibility of damage to thetransmitter is'very great when dropped on land.When it is dropped by parachute, the static lineshould be secured to some part of the aircraft,the aircraft slowed down to its slowest safe

192

speed, and the transmitter dropped' at 300 to500 feet. The direction of drift should also betaken into consideration when making the drop.If the transmitter is dropped to men in water, itshould be dropped upwind; to men in a raft,downwind. In case more than one item is to bedropped, they should be tied together.

If the aircraft is ditched, the transmittershould not be tossed out until the aircraft comesto a complete stop, for there may be more thanone impact. When the aircraft has stopped, thecontainer should be thrown out an escape hatch.It will float and can be picked up after otherequipment has been removed and the raft hasbeen boarded. If convenient, it should be tiedto the raft.

There are two means of raising the antenna,by kite or balloon. If there.is enough wind, thekite should be used; if there is no wind, thenthe balloon may be used. The antenna shouldnever be left up during a storm. There may besevere injuries to personnel as a result oflightning striking and traveling down the an-tenna.

To set up the transmitter for operation onwater, remove the transmitter from the con-tainer; the remove the ground wire, unroll it,and drop it into the water. Remove the cotterkey from tl face of the container, and the an-tenna comi rtment will open. With the com-partment cluor fully open, place the cotter keyin the slot at the back of the door. This locksthe door open. If the kite is being used, removeit from the container and assemble. Estimatethe speed of the wind and secure the antenna tothe kite either at the point marked WINDS 7 TO15 MILES PER HOUR or at the point markedWINDS 15 TO 40 MILES PER HOUR.

If the generator and balloon are being used,remove the top from the can containing the bal-loon. Insert the small end of the transfer unitinto the neck of the balloon, making sure thatthe transfer unit is inserted fully into.the neckof the balloon. Take the key supplied with thegenerator and remove the end of the generatormarked TOP. Screw the threaded end of thetransfer unit into the threaded depression inthe center of the generator. Remove the bottomof the generator with the key supplied and,holding the handle of the transfer unit, insertthe generator into the water until the water iseven with the top of the generator. It might benecessary to shake the generator slightly toget water into the carbide to begin action. Donot smoke while the balloon is being filled as

Chapter 12SURVIVAL AND SEARCH AND RESCUE _EQUIPMENT

hydrogen is explosive. It will take about 30 to40 minutes to get all the gas from the genera-tor. When the unit stops generating, removethe transfer unit from the generator and throwthe generator away. The residue is caustic andwill cause burns. Attach the antenna to the bal-loon and pay it out. Speed can be controlled bythe brake on the drum. Turn the brake clock-wise to tighten and counterclockwise to let thedrum run

When the antenna is up, the operator shouldsecure the transmitter by placing it betweenhis legs, running the strap under his legs, andscrewing it in the matching position on top.

The transmitter has a selec4or switch andthree positions marked 8364 AND 500 FILO-HERTZ, MANUAL, and.LIGHT. By placing theselector switch at 8364-500 and turning thecrank 80 to 100 rpm an automatic SOS will betransmitted alternating 40 seconds on 8364 kHzand 40 seconds on 500 kHz. The probable day-time range of 8364 will be between 500 and 750miles. The nighttime range may be increasedgreatly.

On 500 kHz, when transmitting at sea underideal conditions, the Gibson Girl has a range of250 to 500 miles, Transmitting on land, therange may be reduced to as muc:: as .5 to 10miles.

By placing the selector switch at the manualposition, a message or steady tone can betransmitted by using the key on the left side oftransmitter.

When the generator, light is on, it indicatesthat maximum voltage (24-31 v) has beenreached, and it will do more harm than good tocrank any faster. By plugging a signal light inthe transmitter and turning the selector switchto LIGHT, a steady light can be obtained or ablinker can be sent by using the key.

The international distre'ss frequency is 500kHz, and international law requires that allships and stations maintain silence and guardthis frequency for two 3-minute periods duringeach hour, from 15 to 18 and 45 to 48 minutespast the hour. These are exceitent times fortransmission.

If no lakes or rivers can be found to use asground, a hole should be dug in the earth andthe ground cable buried. Damp earth makes- agood ground. The hole can be dampened byurinating in it and packingthe earth around theground cable. A good ground is important.

CAUTION; When the kit is dropped by para-chute, the parachute static line should not be

193

attached to any part of the body of the persondropping it.

k

SEARCH AND RESCUE (SAR) KIT

The SAR kit is desiEned for dropping from aP-3 aircraft to survivors at sea. It consists oftwo Mk-7 liferafts packed into containers andan equipment container of survival equipment.(See fig. 12-7,)

The SAR kit liferaft and equipthent contain-ers are constructed of nylon duck cloth and se-cured by nylon thread. Each raft is packed in aspecial container. The survival equipment con-tainer has a pouch on each Side capable of hold-ing approximately 500 feet of .3/8-inch yellowpolyethylene line, the 1000-foot long buoyantpolyethylene retaining line, and two nylon staticlines. The retaining line is 3/8 inch, 8-stranded,hollow-braided round polyethylene rope. Thestatic lines are 25-foot lengths of nylon cord,type III, with one end terminating in a springclip and the other forming a bowline and loopfor attachment to the inflation valve. .A varietyof survival equipment is provided and the quan-tities are based on supporting an average offourteen survivors.

For information relating to reference num-bers, items, and supply data for the SAR kit,refer to the Aviation-Crew Systems SurvivalKits and Items Manual, NavAir 13-1-6.3.

SURVIVAL RADIOS ANDRESCUE BEACONS

Three types of emergency survival trans-mitters are used by pilots and aircrewmen.The first, a hand-size radio beacon which has aself-contained battery and emits a distinctivesignal, is normally mounted in the pilot's oraircrewman's RSSK (rigid seat survival kit),so that it is activated automatically upon seatejection. The second, in addition to its bea-con capability, contains a voice transmitter-receiver to allow a downed pilot to cOmmuni-cate with rescuers. The third, usually foundaboard multiengine aircraft, has a multichannelcapability; it is the AN/CRT-3A (Gibson Girl)and was previously discussed in this chapter.

International agreement has standardizedthe beacon signal of all emergency and survivalradios: it sounds like the whoop-whoop-whoopof emergency alarms on Navy ships. This fea-ture is accomplished by periodic modulation of


Figure 12-7.Search and Rescue (SAR) Kit.

the RF (radio-frequency) beacon signal with aswept (varying) audio tone. This modulatedbeacon signal also permits reliable bearings tobe taken by UHF direction finding equipment.

Although the Navy has many types of survi-val radios and beacons available, only thoseparticular radios and beacons currently in useand recently procured will be discussed in thissectionthe RT-60, AN/PRC-63, AN/PRC-90,and AN/URT-33. (See fig. 12-8.)

RT-60 RADIORECEIVER-TRANSMITTER

The RT-60 is a dual channel unit, and than -.nel selection is accomplished by mechanicalswitching of a channel selector switch. TheRT-60 provides two-way voice communicationwith any standard UHF airborne communicationequipment on two discrete channel frequencies.

194

PR.470

It automatically generates and transmits thestandard emergency audio tone. There are fivemodes of operation, as follows:

1. Receive. The antenna is extended com-pletely until the base ring appears and an audi-ble hissing sound indicates that the receiveris on.

2. Channel selection. For channel selection,turn the channel selector switch to the desiredsetting.

3. Transmit. Depression of the T-R switchturns the receiver off and the transmitter car-rier on for voice modulation or CW operation.

4. Swept tone. For a swept tone signal, thetone lever is moved downward.

5. Simultaneous transmission and aural mon-itoring of the swept tone. When the T-R switchis depressed, the TONE switch comes on. Si-multaneous tone transmission and aural moni-toring takes place only on guard.

Chapter 1*-SURVIVAL AND SEARLE AND RESCUE EQUIPMENT

RADIO SET AN/PRC-63

AUTOMATIC ACTIVATION-I.LANYARD

AUTOMATIC ACTIVATIONPLUG

t-

RETRIEVALLANYARD

RECEIVER- TRANSMITTER BEACON SET, RADIO AN/URT-33RADIO RT-60

AN/PRC-63 RADIO SET

RADIO SET AN/PRC-9U

Figure 12-8.Survival radios and beacons.

The AN/PRC-63 is basically a single chan-nel radio designed so that the beacon is auto-matically actuated. It is used by the Navy as apersonal survival radio only. The AN/PRC-63occupies about '16 cubic inches,i and has aMTBF (mean time between failure) of 800hours. It presents no serious shock hazard tothe operator.

The AN/PRC-6.3 has been designed to beworn on the flight clothing or lifejackets of air-creLmen. This radio generates and transmitsthe standard emergency audio swept tone ora continuous wave signal and is capable ofproviding two-way voice communication with

195

PR.471

searching aircraft. The radio is designed to becompatible with all types of airborne directionfinding and UHF receiving and transmittingequipment.

A slide actuator turns the radio on (beaconmode) or off and a rocking toggle actuator isused to change from beacon transmit to :iithervoice transmit or voice receive. A volumecontrol is located in the upper right-hand cor-ner of the set and controls the sound level ofthe beacon tone and the receiver. No othercontrols are required. The design is such thatthe set can be operated with either hand, glovedor bare. If the user should release the toggleactuator after the radio has been turned on, theset will automatically return to the beacon


mode of operation. It uses solid state compo-nents mounted on a compact printed circuitboard and a standard mercury battery pack. Itcan be operated with one hand.

The AN/URT-33 transmits a pulse modu-lated RF signal that is swept tone and crystalcontrolled. Its signal is concentrated and fac-tory set to operate on guard. When the beaconis installed in the RSSK, the pilot ^,r aircrew-man should release it as quickly as possible toinsure the best radiation and maximum propa-gation of the beacon signal. After he descends,the pilot can remove the unit from the RSSK(if recovered) and use the beacon to back up hispersonal radio. I

In the manual operation sequence, the bea-con is simple to operate. Al slide switch isUsed to turn it on or off.j When-the unit is to beoperated, the lanyard plug is pulled from theswitch, the flexible antenna (if connected) isremoved and the telescopic antenna is fully ex-tended. Except for a 3-foot retrieval lanyard,no other controls are required. The set can beoperated by one hand, gloved or bare.

AN/PRC-90 DUAL CHANNELRESCUE TRANSCEIVER

. The AN/PRC-90 is the survival radio mostrecently procured for use by the Navy. Thisdual channel rescue transceiver is a logicalextension of the single channel AN/PRC-63.The AN/PRC-90 occupies about 23 cubic inches,weighs about 1 1/2 pounds and is factory set totransmit on guard as well as transmitting anemergency beacon swept tone signal and anMCW (modulated continuous Wave) signal. Thisset also provides two -way voice communica-tion on specific crystal controlled frequencies.Each channel receives UHF transmissions whenselected.

Rotation of the FUNCTION switch from OFFto the beacon channel permits automatic trans-mission of the beacon signal. A push-to-talkbutton located on the right side is used to trans-mit on the voice channels. Transmission of theMCW signal is accomplished only by selectionof the MCW channel and utilization of the MCWkey. To control the set's sound .level, a vol&ne

196

control has been provicied in the upper left-handcorner. This set has been designed so that itcan be operated with either hand, gloves orbare.

AN/URT-33 RADIORESCUE BEACON

The AN/URT-33, a radio rescue beacon de-signed to automatically begin operation duringegress from a stricken aircraft, is installed inthe RSSK of the aircraft's personnel escapesystem. Although it is automatically activated,the beacon can be switched to the manual' oper-ating mode at the discretion of the pilot. TheAN/URT-33 weighs just over 1 pound and occu-pies 9 cubic inches.

Precautions

To insure better operation of survivalradiosand beacons, observe the following precautions:

1. Once on the ground, attempt to operatefrom a clear area.

2. Freezing temperatures (32°F or 0°C) re-duce the operating life of survival radio andbeacon batteries 12 to 15 percent. This is atemporary condition, however, and can be rem-edied by removing the battery from the radioand placing it against a warm part of the body.

3. Hold the antenna vertically and attempt tokeep the radio more than 14 inches above theground.

4. If attempting to signal an aircraft that isat a high altitude or approximately overhead,tilt the antenna slightly in a direction whichplaces the edge of a hypothetical doughnut inline with the aircraft.

NOTE: Because all survival radios andbeacons operate on emergency frequencies andreception of signals on these frequencies im-mediately initiates air-sea-land rescue opera-tions, it is essential that these devices functiononly in actual emergencies. Radios. and bea-cons are frequently handled by aviation person-nel and are subject to inadvertent actuation. Itis important that users insure that their, per-sonal survival equipment is off when not in use.

CHAPTER 13

SEWING MACHINE REPAIR

The PR is called upon to repair parachutesand survival equipment in 'all types of. mainte-nance activities. Although lower rated menperform much of this work, the task of keepingthe sewing machines in top running conditionfalls on the senior PR. Qualified machine op-erators may assist in this work under supervi-sion; however, determining the causes of mal-functions, making major adjustments, andreplacing parts are responsibilities of the FirstClass or Chief PR.

Service manuals covering' lubrication andadjustment of each class and variety of sewingmachine are provided by the manufacturer.Frequent reference to the appropriate manualshould be made when performing maintenanceof any kind on sewing machines.

CLASS 111 SEWING MACHINES

At least one machine of the 111 W variety canbe found in almost any parachute loft. Machinesof this class are designated as 111W 151, 111W152, 111 W 153, 111 W 154, and 111 W 155. Abrief description of each of these machines isincluded in this section, pointing out their dif-ferences and specific uses. All of these ma-chines except the 111 -W 151 are equipped withalternating pressers (walking dogs). The 111 Wseries machines are alike except for minordifferences. Maintenance procedures presentedin the following section are those recommendedspecifically for the 111 W 151, 111 W 155, andthe 31-15; in most cases, maintenance for the111 W 155 machine will apply to other. 111 Wmodels as well.

SEWING MACHINE 111 W 151

The Model 111 W 151 sewing machine is asingle-needle, lockstitch, rotary hook textilesewing machine, for high-speed straight seam-ing of medium-heavy materials. In parachutemaintenance and repair, this machine is usedprimarily for general repair. sewing.

197

The 111 W 151 sewing machine differs fromother models of Class 111 in that it has a singlepresser foot instead of the alternating presserfodt. Hence, the back of the machine arm cast-ing for the 111 W 151 does not have tits liftingrockshaft mechanism that is located 21-..)ve theknee lifter lever on other machines (-)t uiis class.The 111 W 151 "has a maximum ..;peed of 3,500stitches per minute.

The major assemblir:d for feeding materialand stitching seamc derive their power fromthe arm shaft, is connected to the balancewheel. Pror!._:r operation, maintenance, and re-pair of 111 W 151 sewing machine are based.upon an understanding of the line of power and

interrelation of all components.

Timing Sequence for the 111 W 151

The first step in timing the 111 W 151 is toset the feed driving eccentric on zero stitchesper inch (0 spi). Set the needle bar. With theneedle bar in its lowest position (needle barcrank in the horizontal position, the roundedportion on the top and driving stud at the bot-tom), the connecting, link will be vertical. Setthe needle bar with the upper timing mark justvisible at the base of the needle bar rock frameand tighten the needle bar pinch screw. Theneedle bar is then properly set:

To set a needle bar which has no mark, setthe feed eccentric for 8 stitches to the inch.Then set the needle bar so that when it rises3/32 inch from its lowest position and the pointof the sewing hook is at the center of the needle,the needle eye will be about 1/16 inch below thehook point.

The next step is to time the arm shaft withthe hook drive shaft. With the connection beltremoved, rotate the balance wheel toward theoperator until the thread takeup lever is at itshighest point, then aline the arrow on the hookdrive shaft collar with the timing plate arrow,and replace the connection belt. Rotate thebalance wheel and check. The next step is tocenter the (feeding action. For this step thefeed driving eccentric must be set on 0 spi.


Wich the needle entering the feed dog, centerthe needle in the hole in the feed dog with a dis-tance of 17/32 inch between the needle bar andthe presser bar. In centering the feeding actionthe following sequence should be followed:

Hold the needle centered in the feed dog witha. 17/32-inch space between the needle bar andpresser bar. Tighten the feed driving crank andfeed driving rockshaft crank pinch screws, beingsure that the crank is flushwith the end of thefeed driving rockshaft and parallel with the bed.Next, tighten the needle bar rock frame rock-shaft crank pinch screw in the back of the uprise.NOTE: The shank of the presser foot is 17/32inch wide and may be used for measuring thespace.

The next step is to set the sewing hook to orfrom:the needle. This is done by moving thehook saddle left or right as necessary, the hookshould pass the needle as closely as possiblewithout touching. When this is done, retightenthe hook saddle screws. Next, set the sewinghook with the needle. With the needle bar on theupstroke, the lower timing mark on the needlebar shoulc be just visible at the base of theneedle bar rock frame. Set the point of thesewing hook in the center of the needle 1/16inch above the eye. To advance the sewinghook,move the hook drive gear to the right; and toretard, move the hook drive gear to the left._.1NOTE: The first screw in the hook piniongear and the second screw in the hook drive gearare splined screws. The hook drive gear mustbe centered in relation to the sewing hook shaftat the bottom of the hook saddle..

The 111 W 152 is a single needle, lockstitch,compound feed machine with a vertical-axissewing hook, and alternating pressers having3/8 lift. It has a safety clutch which preventsthe hook from being damaged or getting out oftime due to accidental strain. The maximumstitch length is 5 to the inch. The machine isused for stitching light leather work such asleather gloves and jackets.

The 111 W 153 and -154 are similar to the111 W 152 but are used for heavy work such astents, covers, and upholstery. .

SEWING MACHINE 111 W 155

The Model 111 W 155 sewing machine isequipped with a vertical-axis rotating hook tocarry the bobbin. No backstitching or darningcan be done with this machine. The front orvibrating foot, the needle, and the feed dog move

198

in unison. Together they move the cloth awayfrom the operator with each completed stitch.The back presser foot, or lifting presser, holdsthe fabric while the vibrating presser foot risesand moves forward.

The working space on this machine is. 10 1/2inches. The maximum operating speed is 3,500stitches per minute. This machine can beregulated to sew from 3 1/2 to 32 stitches perinch. The proper needles to use for this ma-chine are of class 135, variety 17, and the sizesof the needled run from 12 to 24. The motorused on the 111 W 155 sewing machine is aSinger electric transmitter, series S59, 210-230 volts, 1/3-horsepower, 60-cycle.

The distance between the needle bar and thepresser bar on the 155 is 21/64 inch.

MAINTENANCE AND REPAIRS

) Major sewing machine repairs consist pri-marily of replacing damaged or worn parts.The instructions given in this section cover thenear-complete disassembly of the 111 W .155machine. However, since disassembly meanscomplete resetting and retiming, the PR iscautioned not to strip the machine beyond thosesteps necessary for the replacement of the de-fective part. In stripping assemblies, notewhich screws are set into splines in the variousshafts, since the machine cannot be retithed ifsetscrews are not properly positioned during re-assembly: An understanding of the line of powershown in figure 13-1 will aid in making repairs.

Inspection and Cleaningof New Equipment

If the equipment is crated when received,remove the crating and packing material verycarefully without damaging the parts. Watchfor and save any special instructions, partslists, tools, spare parts, and parts which mayhave been shaken loose from the machine duringshipment.

When a. machine is received, and before it isinstalled or used, it must be thoroughly cleaned.All grease, grit, and corrosion preventives mustbe removed. Dry-cleaning solvent or diesel fueloil may be used for cleaning. Small parts maybe washed f.n the solvent; large parts should besponged off with a rag dipped in the cleaningagent. Gasoline should not be used; the leadcompounds in gasoline are poisonous and corro-sive.

Chapter 13-SEWING MACHINE REPAIR

24 27

LINE OF POWER TO NEEDLE:1. Round leather belt.2. Balance wheel.3. Arm shaft.4. Needle bar crank.5. Needle bar driving stud.6. Needle bar connecting link.7. Needle bar connecting stud.8. Needle bar.9. Needle.

LINE OF POWER TO THE NEEDLEBAR ROCK FRAME:

3. Arm shaft.10. Arm shaft connection belt pulley.11. Arm shaft connecting belt.12. Safety clutclipulley.13. Hook driving shaft.14. Feed driving eccentric.15. Feed driving connection.16. Feed driving crank.17. Feed driving rockshaft.18. Feed driving rockshaft crank.19. Needle bar rock frame rockshaft crar;.,

connection.20.- Needle -bar rock frame rockshaft crank.21. Needle bar rock frame rockshaft.

PR.68

22'. Needle bar rock frame slide block.23. Needle bar rock frame.

LINE OF POWER TO THE FEED DOG:3. Arm shaft.

10. Arm shaft connection belt pulley.11. Arm shaft connecting belt.12. Safety clutch pulley.13. Hook driving shaft.14. Feed driving' eccentric.15. Feed driving eccentric connection.16. Feed driving Crank.17. Feed driving rockshaft.24. Feed bar.25. Feed dog.

LINE OF POWER TO THE SEWING HOOK:3. Arm shaft.

10. Arm shaft connection belt pulley.11. Arm shaft connecting belt.12. Safety clutf'h pulley.13. Hook driving shaft.26. Hook driving gear. (Located under

bobbin assembly; cannot be seen inthe illustration.)

27. Sewing hc.ok shaft. (Cannot be seenin illustration.)

28. Sewing hook..

. Figure 13-1.-Line of power transmission.

199


The installation of the machine receivedshould he accomplished by following the in-structions packed with each new sewing machine.

Examine the nonieplate on the motor to seewhether it is made to operate on the electricalcurrent provided. Lubricate and test the ma-chine by hand before connecting the belt. betweenthe motor and head. The motor should turn ina directi,n which will cause the balance wheelto turn toward the operator. If it turns in thewrong direction, the leads in the switch boxshould be disconnected an.I interchanged.

Adjustments and Repairs

The PR nttst be able to examine a sewingmachine which is sewing improperly, or lookat a row of stitches made by this machine andbe able to diagnose the cause of the trouble.After making his diagnosis he must also be ableto make the proper adjustment and/or repair.In making these adjustments and repairs he willfind the troubleshooting chart 'table 13-1) avaluable aid in determining the cause and remedyfor many different malfunctions.

Stitch Regulator

The 111 W 155 sewing machine can be setto sew from 3 1/2 to 32 stitches per inch, asdetermined by the following operations:

Hold down the feed regulating plunger in thebed of the machine until it drops into the slotin the feed driving eccentric cam. (See fig.13-2.) Note that there are twc plungers in thebed of the ma hine. The other plunger (thelock ratchet plunger) is for use in reengagingthe safety clutch (explained later). After theplunger drops into the notch, hold it in whilerotating the balance wheel backward to shortenthe stitch, or forward to lengther the stitch.

CAUTION: DISENGAGE THE BUTTON BE-FORE ATTEMPTING TO SEW. DO NOT EN-GAGE THE BUTTON WHILE MACHINE IS INOPERATION.

The stitch indicator disk (which can be seenthrough the hole shown in fig. 13-3), normallyturns with the balance wheel. The number seenthrough the hole while the plunger is pressedinto the slot of the feet' driving eccentric flangeindicates the length of stitch for which the ma-chine is set. To test the accuracy of the indi-cator, sew a measured inch, count the numberof stitches being sewed to the inch, and comparethe counted number with the number revealed

200

through the stitch indicator hole when theplunger is engaged in the feed eccentric.

NOTE: The stitch indicator disk does notcontrol the number of stitches per inch; it onlyindicates how the feed driving eccentric is set.All feeding action originates and is controlledby the feed driving eccentric.

If the stitch indicator disk is not accuratelyset, it should be adjusted as follows:

With a pencil or tailor's crayon, make twoparallel lines 1 inch apart on a scrap of fabric.Sew a line of stitches across both lines and atright angles to them. Count the stitches per inchand adjust the stitch regulator until the machineis sewing 8 stitches per inch.

Open the cover plate on top of the machinea.m, and turn the balance wheel until the set-screw hole in the edge of the indicator diskcomes into view. Run a screwdriver into thishole, as indicated in figure 13-3, and loosen thescrew so that the indicator disk does not turnwith the balance wheel.

Hold down the plunger and turn the balancewheel until the plunger drops into the notch inthe feed driving eccentric flange. Do not turnthe balance wheel after the plunger engages thenotch.

Without disturbing the balance wheel and withthe plunger still engaging the notch, turn thestitch indicator dial until the figure "8"appearsthrough the hole. Tighten the setscrew in theindicator disk. The machine will then be set tosew 8 stitches to the inch, and the indicator diskshould indicate accurately.

Thread Tensions

The bobbin taread tension is regulated bythe spring on the outside of the bobbin case.Do not take the bobbin case out of the hookassembly to change the tension. Use a smallscrewdriver to turn the setscrew in the enterof the spring (near the thread slot in the bobbincase). To increase the tension, turn the set-ccrew to the right.

The tension on the needle thread is controlledby the thumb nut in front of the tension disks.(See fig. 13-2.) To change the needle threadtension, lower the presser foot, causing thetension disks to close, and turn the thumb nutas necessary to put the correct tension on thethread. To increase the tension, turn the thumbnut to the right. Keep in mind that the tensionon the needle thread can be regulated only whenthe presser foot is down.

Chapter 13SEWING MACHINE REPAIR

Table 13-1. Troubleshooting chart.


Thread breakage. Thread controller. Adjust spring tension.Adjust spring stop.

Right twist thread. Change to left twist.

Hook point piercingneedle thread.

Set hook to needle.

Needle eye too small. Select larger size.

Burr on needle point. Remove burr.

Hook out of time. Retime.

Too much tension. Adjust tension springs.

Improper threadingsequence.

Rethread.

Thread unwindingincorrectly.

Adjust stand and/or spool.

Thread breaks when Adjust tension release.clearing work. Thread takeup lever not at

highest point.

Skipped stitches. Hook too far from needle. Move hook saddle.

Hook out of time. Retime.

Needle bar improperlyset.

Reset.

Needle not all the wayinto bar.

Insert correctly.

Needle incorrectlyalined.

Insert correctly.

Thread too large forneedle eye.

Select correct needle.

Hook washer pushingneedle.

Adjust washer.

Thread controller springout of adjustment.

Adjust tension and stop.

201


Table 13-1. Trcableshooting chartContinued.


Thread jamming underthroat plate.

Operating machinewithout material.

Failure to hold free endof threads for firststitches.

Bobbin case openerincorrectly adjusted.

Unthread when running withoutmaterial.

Maintain pressure.

Readjust opener.

Thread bunching undermaterial.

Failure to hold free endof threads for first.stitches.

Needle thread not be-tween tension disk.

Maintain pressure.

Thread disk.

Thread jamming underbobbin case.

Turned balance wheelbackwards whenneedle was threaded.

Thread, dirt, lint,under bobbin case.

Remove jam.

Remove case, clean replace.

Stitches not in line. Insufficient presserfoot pressure.

Feed dog too low.

Add spring pressure.

Set height to one full tooth.

Not stitching asindicated.

Indicating disk loose.

Indicating disk in-correctly set.

Automatically changingstitches.

Reset and tighten.

Reset and tighten.

Adjust seed eccentric gib.

Noisy knee lifter. Spring improperlyadjusted.

Lifting rock lever rodtoo close to con-nection lever rod.

Adjust while operating.

Adjust for operating.

Material damagedby scuffing.

Presser foot pressuretoo great.

Feed dog too high.

Regulate pressure.

Set one full tooth or less.

202


Table 13-1. Troubleshooting chartContinued.


Sluggish operation. Improper oil oraccumulation offoreign matter.

Clean with recommendedsolvent; dry and oil.

Feed failure. Armshaft not in timewith sewing hookdriving shaft.

Lifting fork inverted.

Feed crank pinchscrew loose.

Feed eccentric out ofspline.

Set at zero feed.

Retime by takeup lever andtiming collar plate.

Install properly.

Center feed and tightenpinch screw.

Reset eccentric.

Set for stitching.

Failure to makestitch.

Machine out of time.

Needle threaded fromwrong side.

Hook too far away fromneedle.

Wrong variety needle.

Bent needle.

Needle not all theway into the needlebar.

Safety clutch disengaged.

Inspection and retiming.

Thread correctly.

Reset hook saddle.

Change to correct length.

Change.

Insert correctly.

Clear jam. Reengage clutch.

Binds. Alternating pressersimproperly set.

Bobbin case openerset too close.

Arm shaft frictionwasher missing.

Balance wheel im-properly set for°end tolerance.

Reset to lift equally.

Set to allow needle thread pas-sage around bobbin case lug.

Install friction washer.

Tighten adjusting screw, backoff 1/4 turn, tap screw withmallet.

203


Table 13-1. Troubleshooting chartContinued.


Binds. Needle bar too high ortoo low in frame.

Feed-driving connectionagainst eccentricbody.

Hook guard washerrubbing opener leverlink.

Pinion gear againstsaddle.

Driving gear againstsaddle.

Bobbin case threadjam.

Feed dog against throatplate.

Feed bar hinge studscrew.

Reset needle bar.

Set connection flush with cam.

Replace washer. Adjust hookassembly for tolerance.

Relocate on hook shaft.

Relocate to center on centerlineof hook shaft.

Remove case, clear, reinstall.

Adjust to proper height.Adjust to center of throat plate.

Adjust for operating tolerance.

Safety Clutch

A safety clutch, located in the lower beltpulley, prevents damage to the splined driveshaft and gears in the event of a jammed sewinghook. When a jam occurs, the latching leverdisengages from; the notch in the shaft collar,thereby permitting the lower belt pulley to turnfreely on the nook drive shaft until it is reen-gaged.

To reengage the safety clutch after it hasbeen operated automatically, press down theplunger nearest the uprise so that it engagesin the lock ratchet on the hook driving shaft,and turn the balance wheel backward. Theplunger will hold the hook driving shaft untilthe safety clutch locking lever turns around thecollar and drops into the original notch. This

204

operation will reengage the clutch withoutdisturbing the timing of the hook. Release theplunger, and turn the balance wheel forward tosew.

Setting Timing Arrows

When the thread takeup lever is at its highestpoint, the arrow stamped on the timing collar ofthe hook driving shaft point to the arrowstamped on the timing plate attached to theunderside of the bed. (See fig. 13-4.) When themachine is so set, the arm shaft and the hookdriving shaft are properly timed.

If the thread takeup lever is not at its high-est point when the timing arrows are matched,the procedure for setting the machine is asfollows:


TENSION DISKS

THUMBNUT '11*

PRESSER THUMB NUT

THREAD CONTROLLER ASSEMBLYerved?:

'THREAD GUIDES

(Si . THREADis iii.11BRICATOR

ALTERNATINGPRESSER

BARS

THROAT PLATE rBE

0

FEEDREGULATING

PLUNGER

D SLIDE

I

LOCKRATCHETPLUNGER

STITCH INDICATOR

111.11w155)

Figure 13-2.Model 111 W 155 sewing machine.

FigurePR.70

134.Adjusting the stitch indicator.

205

PR.69

Remove the arm shaft connection belt fromthe safety clutch pulley. Turn the balance wheelforward until the takeup lever reaches its high-est point.

Rotate the safety clutch pulley with the fingersuntil the two arrows are matched. Keeping thetakeup lever at its highest point and with thearrows matched, replace the arm shaft con-nection belt.

Adjusting Relative Height of Lift ofVibrating and Lifting PresSers

The amount of lift of vibrating and liftingpresser feet should be regulated according tothe thickness of the material being EAWed. Thefeet should lift just high enough to clear thematerial. As a rule, the vibrating and liftingpressers should lift an equal height, but somegrades of work may require that they lift anunequal height. To change the relative lift ofthe presser feet loosen the screw (2, fig. 13-5)at the back of the machine. Move the presserbar.upward or downward as required, then se-curely tighten the screw.


4

2 4 1

PR.71

1. Arm shaft connection belt.2. Arrow on arm shaft connection belt timing

collar.3. Arrow on arm shaft connection belt timing

plate.4. Safety clutch pulley.

Figure 13-4.Timing arrows.

Adjusting Height of Lift ofVibrating and Lifting Pressers

When centering the feeding action on the111 W 155, the distance between the presserbars should be 21/64 inch. The 111 W 155 hastwo adjustment points on the alternating press-ers, which have a total height of 1/2 inch. Tochange the height of lift of the presser feet,loosen the setscrew (1, fig. 13-5) in the feedlifting eccentric. Turn the balance wheel for-ward until the adjusting screw is accessible.The adjusting screw is not visible in figure13-5, but will be located approximately in thesame position as the setscrew when the balancewheel is turned forward. To increase theamount of lift, turn the adjusting screw counter-clockwise. To decrease the amount of lift, turnthe adjusting screw clockwise. Then turn thebalance 'wheel forward and retighten the set-screw

206

.4 1.: 3*

4:3114

PR.72

1. Setscrew for the adjusting screw for adjust-ing the height of lift.

2. Setscrew for adjusting the relative height ofalternating pressers.

Figure 13-5.Adjusting the relative height andthe height of lift of the vibrating and liftingpressers on machine 111 W 155.

Timing Sewing Hook with Needle

With the needle bar on the upstroke (3/32inch above its lowest point), the point of thesewing hook should be in the center and 1/16inch above the eye of the needle.

If the needle bar goes not have timing marks,turn the balarice wheel forward until the needlebar has descended to its lowest position. Setthe point of the needle even with the bottom ofthe feed dogs, rotate the balance wheel towardthe operator until the needle bar has risen 3/32inch, then set the sewing hook with the needle.

If the needle bar does have timing marks,rotate the balance wheel forward until the needlebar is at its lowest position. Set the needle barwith the upper timing mark just visible at thebase of. the needle bar rock frame. Rotate thebalance wheel forward until the needle bar hasrisen 3/32 inch (the distance to the lower timingmark just visible at the base of the needle bar


rock frame). Set the point of the sewing hookin the center of the needle 1/16 inch above theeye.

To test for the correct timing of the needle,see that the thread takeup lever is at its highestpoint, that the timing arrows are matched, andthat the hook crosses the center of the needle1/16 inch above the eye on the upstroke. If thetest is not satisfactory, or if the sewing hook isnot picking up the thread, the machine should betimed in accordance with the procedures justgiven.

To set the sewing hook with the needle, loosenthe two screws in the hub of the hook drivinggear (fig. 13-6). Be careful to keep the spot orspline screw in the slot cut into the drivingshaft. 'lap the hook driving gear along the shaft.If the hook is too slow, tap the gear to the right;if the hook is too fast, tap the gear to the left... .. _

HOOK SADDLE ADJUSTMENTSCREW

HOOK DRIVE GEAR

HOOK PINION GEAR

CAM FORK ADJUSTING SCREW

HOOKSADDLEPINCHSCREW

PR. 73Figure 13-6.Hook saddle and adjustments.

When the hook crosses the needle at a point1/16 inch above the eye of the needle, securelytighten the two screws in the hub of the gear.

207

Be certain that the position screw is in the slotin the shaft. Make certain that the timingarrows mentioned are matched when the hookis correctly timed.

Raising and Lowering Needle Bar

Before attempting to raise or lower the needlebar, see that the needle is sot correctly and isas far up in the needle clamp as it will go. Setthe feed eccentric to indicate 0 stitches. Removethe faceplate, and take off the throat plate sothe needle and hook can be seen.

Loosen the nr.edle bar connecting stud pinchscrew, and raiF e or lower the needle bar as re-quired. When the needle rises 3/32 inch fromits lowest position, the point of the hook shouldbe crossing the center of the needle at a point1/16 inch above the eye.

Procedure for setting the ina:'ked needle barfollows:

Needle bars which have been installed by thefactory have 2 lines across the bar about. 2 inchesabove the lower end. When the needle bar (fig.13-7) is at its lowest position, the upper markshould be just visible at the end of the needlebar rock frame. If a marked needle bar must beraised or lowered, loosen the needle bar con-necting stud pinch screw, and raise or lower thebar until the upper mark is just visible qt thebottom of the needle bar lock frame when thebar is at its lowest position. Then retighten thescrew.

If the hook is out of time after changing theheight of the needle bar, follow the timing instructions previously given.

Setting Sewing HookTo or From Needle

The point of the hook should pass is close tothe needle as possible without touching it. If thehook is too far from the needle, it will divide andcut the strands of the needle thread. If the pointof the hook strikes the needle, it will be bluntedor otherwise damaged.

The procedurefor setting the hook to or fromthe needle follows:

Turn the balance wheel forward until the pointof the hook stands opposite the center of theneedle: Loosen the two screws which hold thehook saddle. Tap the hook saddle to the right orleft as required to bring the hook as close to theneedle as possible without touching it. Retightenthe screws.


FOR

111 W 155

21/64"

Figure

NEEDLE BAR

ALTERNATINGPRESSERS

PR.7413-7.End view of machine (with

faceplate removed).

The function of the hook guard wv.k.her (needleguard), which is attached tc the bottom of thesewing hook, is to prevent the point of the hookfrom striking the needle if the needle is de-flectEd toward the hook when passing throughthe material.

The needle guard can be bent with a smallpair of pliers until it prevents the hook pointfrom striking theneedle, but it should not bebent outward enough to deflect from its normalpath.

If setting the hook closer to pie needle throwsthe hook out of time with the needle, retime thehook.

208

Removing, Cleaning, andReplacing Bobbin Case

The bobbin case may be removed from thehook without taking the hook out of the machine.To remove the bobbin case, proceed as follows:

Remove the bed slide, throat plate, and feeddog to reveal the parts shown in figure 13-8.Remove the bobbin case opener.

Remove the hook. gib by removing the twoscrews which hold it to the body of the hook.The gib and screws are shown removed fromthe machine in figure 13-9. Lift the bobbincase out of the hook body. Clean the bobbincase with dry-cleaning solvent or diesel fuel.Gasoline must not be used for this purpose.

After the bobbin case and hook gib have beenreplaced, replace the throat plate so that thebobbin case lug fits into the slot in the bottomside of the throat plate. Then replace the bobbincase opener.

The bobbin case opener should he adjustedso that it permits the needle thread to pass thetriangular projection on the bobbin case andthen lass between the bobbin case lug finger andthe bottom of the throat plate. .

Raising or Lowering Feed DogThe normal adjustment of the feed dog is

as follows:It should rise no higher than the depth of

the teeth above the throat plate when, at itshighet. position.

To adjust the feed dog, remove the throatplate, clean all lint and dirt from the teeth ofthe feed dog, replace the throat plate, tip themachine back on its hinges, and turn the balancewheel forward until the feed dog rises, to itshighest position.

Loosen the feed lifting cam fork screw.Raise or lower the feed bar as necessary tomake the feed dog stand the distance of a toothabove the throat plate when the dog is at itshighest position. Tighten the feed lifting camfork screw when the proper adjustment is ac-complished.

When this adjustment is made, be carefulthat the underside of the feed dog does not droplow enough to strike the sewing hook.

Adjusting the FeedDriving Eccentric

A feed driving eccentric (fig. 13-10) is pro-vided with a gib which can be adjusted to take

Chapter I3SEWING MACHINE REPAIR

1. Bobbin case lug.2. Hook guard washer (needle guard).3. Hook gib screws.

4. Bobbin case opener screw.5. Bobbin case opener.6. Bobbin case projection.

. Figure 34-8.Bobbin case assembly with throat plate and bed slide removed.

up any wear or loose motion between the feeddriving eccentric and the feed driving eccentric.body.

To adjust the gib, loosen the two .lockingscrews near the end of the gib. Tighten thescrews until all play is eliminated and theeccentric fits snugly in the slot in the eccentricbody or flange. Retighten locking screws.

The adjusting spring presses against the feedeccentric flange to prevent it from moving outof position. If the setscrews in the collar areloosened, the collar may be moved to the rightor left to change the pressure. The collar

209

PR.75

should be set so that the pressure of the springholds the flange in firm contact with the feedeccentric body.

Removing the Replacing ArmShaft Connection Belt

To remove the arm shaft connection belt,remove the balance wheel, then loosen the screwwhich holds the a.T.un shaft bushing. The bushingcan then be removed from the ma.chine. Rethovethe belt from the lower pulley, then lift the beltup through the arm cap hole as far as possible


2

-,

I. Hook body.2. Bobbin case.3. Point of hook.

4. Hook gib.5. Gib screw.6. Hook guard washer.

Figure 13-9.Hook assembly disassembled.

and draw it out through the space normally oc-cupied by the arm shaft bushing. (See fig.13-11.)

To replace the belt, work it through the spacenormally occupied by the arm shaft bearing anddraw the belt down into the rise of the arm andover the arm shaft connection belt pulley. Re-place the bearingwith the oil hole up and tightenthe bearing setscrew. Replace the balance wheeland tighten the balance wheel setscrew. Replacethe balance wheel adjusting screw. Turn thebalance wheel forward until the thread takeup.lever is at its highest point and set the timingarrows as previously explained. Slip the

210

PR.76

connection belt over the safety clutch pulley.Reset the balance wheel adjustment screw bybacking out 1/4 turn and striking with mallet.

Removing and. AdjustingTension and Thread Controller

The tension and thread controller is com-posed of two tension controlling components,one assembled on the tension stud and the otheron the thread controller stud. (See fig. 13-12.)The spring and disks on the tension controllerplace tension on the thread when the presserfoot is down. The spring in the thread controller

Chapter 13SEWING MACHINE REPAIR,

ADJUSTING SCREWS

I

LOCKING

(SET) SCREWS

FLANGE SPRING

FLANGE COLLAR

Figure 13-10.Feed eccentric.

pulls slack out of the thread between the timethe thread takeup lever starts down and theneedle point reaches the material.

The tension controller is adjusted with thethrepd controller stud. The spring stop is ad-justed by loosening the screw and moving thestop to the right or left as necessary to stopthe action of the spring as the needle enters thematerial. The amount of the tension will varywith the kind of thread being used.

SINGER SEWING MACHINE 211 W 151

This machine performs the same functionsas the 111 W 151. It is a newer model, morestreamlined and modern in appearance and hassome design features not found in the 111 W 151

211

PR.77

machine. (See. fig. 13-13.) These featuresinclude a new lubrication system, a threadtakeup lever guard, a thread lubricator, and anew stitch indicator among other improvements.

The 211 W 151 sewing machine is a high-speed (4,000 rpm maximum), single-needle,lcckstitch type machine, designated for sewingmedium to heavy weight fabrics. It is belt-driven and has a rotary hook on a vertical axiswhich makes two revolutions for each stitch.

It is equipped with a safety clutch (fig. 13-14)that must not be tampered with as the torque ispreset at the factory. If the hook is obstructedby foreign matter, the clutch will disengage, andwill reengage only after the area has beencleared. The feeding mechanism is compounddrop and needle feed with the maximum stitchlength at 5 stitches per inch.

AIRCREW SURVIVAL EQUIPMENTMAN 1 & C'

BEARINGSET

SCREW

Figure. 13-11.Rear view of machine.

Other features of the machine include ahinged presser foot, a presser bar lift of 1/4inch, a needle bar stroke of 1 5/16 inches, anda bed which is 20 3/8 inches long by 7 incheswide and a space of 12 1/2 inches to the rightof the needle.

NEEDLES

The needles used in this machine vary ac-cording to the distance desired under thepresser foot. Use 135 x 7 needles with ma-chines set with 1/4-inch clearance under thepresser foot, and 135 x 17 needles with thoseset with 3/8-inch clearance (lift).

ADJUSTMENTS

Setting Needle Bar

Place the needle bar up into the needle barholder as far as possible. Hold in this positionand turn the balance wilir(-23 toward the operatoruntil the needle bar is at its lowest position.When in this position, set the bar so that the

212

PR.78

upper timing mark is just visible below theneedle bar frame, :.7.nd tighten the needle barconnecting stud pinch screw.

In the case of a, needle bar without timingmarks, set the machine to 0 stitches per inchand place the needle bar up in the holder asfar as possible. Turn the balance wheel byhanduntil the bar is at its lowest position. Afterreaching the lowest position of the needle bar,continue turning the balance wheel toward theoperator until it reaches 3/32 inch above itslowest point, then set the eye of the needle 1/16inch below the point of the sewing hook.

Setting Needle

To set the needle, insert the needle shanic asfar as possible into the needle bar with the longgroove of the needle to the left and tighten thescrew. (See fig. 13-15.)

Relative Position of NeedleBar and Presser Bar

To set the relative position of the needle barto the presser bar, loosen the needle bar rock


UPPERTENSION

DISKS

THREAD CONTROLLER

PR.79Figure 13-12.Tansion and thread controller.

frame rockshaft clamp screw located behind thecover plate on the front upright position of thearm (fig. 13-16). Set the needle bar so that thedistance between the needle bar and presser baris 17/32 inch. Retighten clamp screw. NOTE:A handy tool for use in making this adjustmentcan be manufactured locally from a thin pieceof metal stock filed to exactly 17/32-inch width.This gage should be placed between the twobars while the clamp screw is being tightened.This will enable the operator to keep pressurecfn the loose needle bar.

Adjustment Heightof Sewing Hook

Before attempting to adjust the height of thesewing hook, it is necessary to make up a feelergage for use when testing the height. This gagecan be made of 0.032-inch shim stock, or aregular feeler gage of 0.032 can be cut ortrimmed down so that it will fit in the smallgroove in the throat plate which retains thebobbin case stop finger.

After testing with the gage and the hook heightis found unsatisfactory, turn the balance wheel

213

so that the two setscrews in the bottom of thehook are accessible; loosen with an Allenwrench. Remove the cloth washer from thebobbin case and turn the hook until the heightadjusting screw is directly under the hole in thebobbin case. \See fig. 13-17.) Turn the screwin to raise the hook, and out (while pressingdown on hook) to lower. Set so that gage willbarely pass between the throa` plate and bobbincase stop finger. Retighten the Allen setscrewsand turn adjusting screw in so that a slight ten-sion is left on the screw.

Setting Sewing HookTo or From Needle

To set the relative position of the hook saddletothe needle, loosen the hook saddle adjustingscrews (fig. 13-18) and slide the hook saddle tothe right or left as necessary in order to setthe point of the hook as close as possible to theneedle (without actually touching). After settingthe hook saddle, check the clearance betweenthe hook drive gear and the face of the hooksaddle. This clearance should be 0.008 inch; ifout of tolerance, reset by loosening the screwand setscrew in the hook drive gear and movingthe gear to the right or left to the proper clear-ance.

Timing Bobbin Case Opener

To set the bobbin case opener, the balancewheel is turned toward the operator until thelower timing mark on the needle bar is barelyvisible below the needle bar frame on its upwardstroke. Tip the machine back and loosen thetwo Allen screws in the bobbin case openerdrive gear, then line up the timing marks byturning the opener shaft with a screwdriver.The timing marks are located as follows: oneon the flange of the opener, and the other onthe hook saddle (fig. 13-17). Adjust the openerso that it lightly touches the bobbin case andturns it enough to make a sufficient opening fora free passage of thread between the bobbin casestop finger and the throat plate. Tighten thescrews in the bobbin case opener drive gear.

Raising Or Lowering Feed Dog

To raise or lower the feed dog, remove thethroat plate and clean all lint and dirt from be-tween the grooves and teeth of the feed dog. Tipthe machine back and turn the balance wheel


TAKE UP LEVERGUARD

OIL CONTROLVALVE

;G.

OIL SIGHT GAGE

Figure 13-13.The 211 W 151 sewing machine.

toward the operator until the feed dog is in itshighest position. Loosen the screw in the feedEfting cam fork and raise or lower the dog asdesired, then retighten screw. NOTE: A prop-erly set feed dog will show a full tooth above thethroat plate when at its highest position.

After adjusting the feed dog, check to seethat the nDelie is properly set in the hole inthe feed 6 . If adjustment is needed, loosenthe pinch screws in the feed driving rock frameand set the needle so that when it is all the waydown it will be slightly forward of center in thehole. Retighten pinch screws. The feed adjust-ment points are illustrated in figure 13-19.

Adjusting Feed Eccentric

The feed eccentric (fig. 13-20) may occa-sionally need adjustment to remove play causedfrom wear of the gib, or looseness between the

214

STITCHINDICATOR

PR.80

feed eccentric and the eccentric body. To ad-just the gib, loosen the two locking screws, thenturn inward on the adjusting screws until allplay is eliminated and the eccentric fits in theslot properly.

CAUTION: LOCKING SCREWS MUST BELOOSENED BEFORE ATTEMPTING TOLOOSEN ADJUSTING SCREWS TO PREVENTDAMAGE TO THE SCREWS. RETIGHTENSCREWS AFTER ADJUSTMENT IS MADE.

The feed eccentric collar may be moved tothe right or left to change spring tension, butit is ordinarily set flush with the hub of theeccentric body.

Changing Length of Stitch

To change the length of stitch, stop the ma-chine and depress the button in the bed of themachine. Turn the balance wheel toward the


LOWER BELTPULLEY,

PR.81Figure 13-14.--Safety clutch and lower

belt pulley.

.ROVE NEEDLE BARTO HIGHEST POINT

LOOSEN SCREW

INSERT NEEDLE UP ASFAR AS POSSIBLE ANDTIGHTEN SCREW

LONG GROOVETO LEFT

HINGEDPRESSER FOOT

PR.82Figure 13-15.Setting the needle.

operator by hand until the button drops (clicks).Then turn the balance wheel until the numberrepresenting the desired stitches per inch islined up with the mark on the arm of the ma-chine. (See fig. 13-13.) Release the button.

41

NEEDLE BAR FRAME SHAFTCLAMP SCREW

PR.83Figure 13-16.Needle bar rock frame

rockshaft clamp screw.

CAUTION: DISENGAGE THE BUTTON BE-FORE ATTEMPTING TO SEW. DO NOT EN-GAGE THE BUTTON WHILE MACHINE IS INOPERATION.

Removal of Components

To remove the hook, remove the presserfoot, throat plate, and feed dog, then loosen thetwo Allen screws in the hub of the hook and liftthe hook off the hook shaft. To remove thebobbin case from the hook assembly, loosenthe hook gib screws, lift off the gib, and thenlift out the bcbbin case.

Removing Arm ShaftConnection Belt

When the arm shaft connection belt is dis-connected for any reason, the machine will becompletely out of time. Therefore, the needleshould be removed before removing the belt,to prevent damage. To remove, slide the beltoff the lower belt pulley, loosen the screws inthe machine pulley and remove the pull "y andball bearing which come out through the end ofthe arm.

215


BOBBIN CASE OPENER

(2)

BOBBIN CASE STOP FINGER

1 r I

BOBBIN CASE OPENER SHAFT-I TIMING MARKS

PR.84Figure 13-17.The 21.1 W 151 hook assembly adjustments.

Replace the belt by reversing this procedure.Remove the end play from the shaft by lightlysetting the setscrews and tapping the balancewheel into position with the palm of the hand an6,then securely setting the setscrews. Place thebelt over the upper belt pulley and line up thetiming marks on the lower belt pulley and on thebed of the machine. While holding the lowerbelt pulley in position, turn the balance wheeltoward the operator until the thread takeup leveris at its highest position, then slide the belt ontothe lower belt pulley. The arm shaft connectionbelt and the lower belt pulley are illustratedwith the safety clutch in figure 13-14. CAU-TION: DO NOT TAMPER WITH THE SAFETYCLUTCH. TORQUE IS PRESET AT THE FAC-TORY.

216

LUBRICATION

The hook saddle is equipped with an oil res-ervoir (fig. 13-18) which contains oil to bepumped to the bobbin case raceway. The flowof this oil is controlled by a control valve screwlocated just aft of the bobbin case opener in thehook saddle. For more oil, turn the valve screwclockwise; counterclockwise for less oil. CAU-TION: DO NOT ADJUST FLOW OF OIL WITH-OUT FIRST LOOSENING THE LOCKING SCREWLOCATED ON THE SIDE OF THE HOOK SAD-DLE JUST ABOVE THE CAM SHAFT GEAR.AFTER ADJUSTING THE CONTROL VALVESCREW FOR PROPER FLOW, RETIGHTENTHE LOCKING SCREW.


FEED LIFTING CAM FORK

CAM FORK ADJUSTING SCREW

FEED ECCENTRIC

."4"---011. RESERVOIRADJUSTING SCREWS

Figure 13-18.Hook saddle assembly showing bobbin case raceway oil reservoir.

When the machine is used extensively, checkthe oil level in all reservoirs twice daily. Fillthe reservoirs in the hook saddle, the head, andthe arm to the high mark on the gage and satu-rate the wicks in the oil tubes in the bed of themachine.

SEWING MACHINE 31-15

The 31-15 sewing machine, commonly re-ferred to as a tailoring machine, is an oscil-lating type machine which makes a lockstitch.It is intended for sewing clothing, is excellentfor nylon cloth sewing, and is used for sewinglightweight canvas up to 8 ounces. This ma-chine has a maximum speed of 2,200 stitchesper minute. The length of stitches varies from7 to 32 stitches per inch. The Singer SewingMachine 31-15 is illustrated in figure 13-21.

Needles for the 31-15 machine are of classand variety 16 x 87. The needles are availablein sizes from 14 to 23. The needles vary insize according to the number. The smaller thenumber, the smaller the eye of the needle.

217

PR.85

Needles do not vary in length within the sameclass and variety.

ADJUSTMENTS

Timing Needle With Shuttle

When the needle and shuttle are correctlytimed, the point of the shuttle on its forwardstroke passes across the diameter of the needleat a point 1/16 inch above the eye of the needlewhen the needle is on its up stroke.

To time the machine so that the needle andshuttle operate properly (setting needle bar),proceed as follows:

See that the needle is of correct class andvariety and that it is pushed up into the clampas far as it will go. Remove the faceplate andloosen the screw in the needle bar connectingstud. Move the needle bar up or down as maybe required to bring the needle eye into correctposition when the shuttle point passes across theneedle. Tighten the screw, and test the adjust-ment,by observing the operation of the needle


PINCH SCREWS FEED DRIVING ROCK SHAFT

FEED DRIVING

ROCK FRAME

0

0

PR.86Figure 13-19.Feed iustrnent for the

211 W 151 sewiL, machine.

LOCKINGSCREWS

ADJUSTINGSCREWS

SPRING COLLAR

PR.87Figure 13-20.The feed eccentric.

218

and shuttle while the balance wheel is slowlyturned by hand.

Timing Feed Dog With Needle

If the needle is correctly timed with theshuttle, the feed cIng should be on its down strokeand level with the throat plate when the point ofthe needle reaches the in:Aerial. If the balancewheel is turned forward, the needle should enterthe material and come back up. After the needlehas cleared the material on the upstroke, thefeed dog should then rise above the throat plate:Arid push the ma..lrial forward the distance ofone stitch.

To time the feed dog (feed driving eccentric),proceed as follows:

See that the needle is correctly set and timedwith the sinAt.le. Loosen and press the feedregulator thumbscrew to its lowest point. Themachine will then make its longest stitch.

Open the round cover plate on the uprise, asshown in figure 13-22. Loosen the feed eccen-tric setscrew. When the setscrew is loosened,the feed dog can be moved without moving theneedle. By hand, turn the eccentric until thefeed dog has completed its feeding action and iseven with the throat plate on the down stroke.With the thread takeup lever at its highest point,retighten the feed eccentric setscrew. Test theirtiming after each adjustment of the feed dog.

Raising and Lowering Feed Dog

The feed dog is normally adjusted for sewingfabrics used in flight clothing, such as jackets,woolen shirts, and pants. When correctly ad-justed, it rises just enovgh for the teeth to showtheir full length zbove the throat plate. Forsewing extra heavy material (like that in over-coats) or for extra light material, the feed dogmay need to be raised or lowered by adjustingthe feed lifting rockshaft crank.

Before adjusting the height of the feed dog,see that it is in time with the needle. If thetiming is correct, turn the balance wheel for-ward until the dog reaches its highest point.Loosen the screw on the crank, and adjust theheight of the feed dog up or down as desired.Tighten the screw and test the adjustment byhand turning the balance wheel forward. Achange in the height of the feed dog may throwthe needle and feed dog out of time. There-fore, check and adjust the timing of the needleand feed dog as necessary.


2 W

*kw"'", - -

VP

1. Pressure regulatingthumbscrew.

2. Thread take up lever.

3. Thread retainer.4. Tension regulating thumb nut.5. Presser foot.

PR.88

6, Feed dog.7. Throat plate.8. Feed regulator thumbscrew.

Figure 13-21.Singer Sewing Machine 31-15.

CLASS 7 SEWING MACHINES

The Singer Heavy-Duty Sewing MachineModels 7-31 and 7-33 are identical in per-formance.

DESCRIPTION

Class 7 sewing machines are all single-needle lockstitch machines designed for mediumand heavy work on canvas, duck, or light leathermaterials. In parachute maintenance and re-pair, this machine is used primarily for thesewing of pack trays and webbing.

219

The Model 7-33 sewing machine (fig. 13-23)utilizes a drop feed consisting of alternatingpresser feet and a feed dog to carry the mate-rial through the machine during sewing. Thevibrating presser foot and the serrated lugs ofthe double feed dog move in unison to push thematerial through the machine with each upstrokeof the needle. The lifting presser foot then holdsthe material in place while the next stitch is be-ing made and while the feed dog and vibratingpresser foot move ba,ck into position for thenext stroke.

Both the 7-31 and 7-33 machines use needlesof class and variety 7 x 1 and 7 x 5; sizes avail-able range from 19 to 31. The maximum


FEED LIFTING ECCENTRIC SET SCREW

-FEED LIFTING ROCKSHAFTCONNECTING ROD

FEEDREGULATOR --I

PR.89Figure 13-22.Feed cam and regulator, cover plate removed.

recommended speed of both machines is 550stitches per minute.

These heavy-duty machines employ a long-beak, oscillating cylinder shuttle which holdsthe bobbin vertically beneath the throat plate.With each rotation of the arm shaft, the shuttleoscillates half a turn and back again. Thisoscillation allows the hook to catch the needlethread, loop it around the bobbin, and thus formthe stitch.

NOTE: Refer to the appropriate Singerservicing manual when making adjustments tothese machines.

220

ADJUSTMENTS AND REPAIRS

Setting the Needle Bar

To set the needle bar, remove the two screwsholding the throat plate to the machine bed, andlift out the throat plate. Turn balance wheelforward until the point of the sewing hook isdirectly in line with the needle. Loosen the twosetscrews in the needle bar connecting stud (fig.13-23). Raise or lower the needle bar as neces-sary until the needle eye is 1/32 inch below the


CV/

111111111=1"----

Figure 13-23.Model 7-33 sewing machinc.

point of the hook. Tighten the two setscrews inthe needle bar connecting stud.

A simplified method of setting the needle baris to measure the height of the needle bar abovethe upper needle bar bushing of a machine thatis properly set. This measurement may varywith the type of needle being used in the ma-chine. However, with 7 x 1 needles, the heightof the bar above the bushing will be approxi-mately 2 3/8 inches when the needle bar con-necting stud is at its highest position.

Timing Sewing Hook

The timing of the sewing hook is permanentlyfixed by the construction of the shuttle assembly.Therefore, if the machine is correctly assem-bled, no adjustment for timing is required.

Setting Sewing Hook

To set the sewing hook, loosen the shuttle raceframe clamping screw and the two setscrews

221

PR.90

in the oscillating shaft collar beneath the ma-chine bed. (See fig. 13-24.) Move the shuttlerace frame slightly to the left or right, as nec-essary, to bring the point of the hook as closeto the needle as possible without touching theneedle. Tighten the clamping screw securelyand move the oscillating shaft collar up againstthe frame. Tighten the setscrews in the collar.

Raising or Lowering Feed Dog

Loosen the lifting rockshaft crank clampingscrew. Turn the crank up or down on the feedlifting rockshaft to bring the feed dog to thecorrect height. Tighten the clamping screwsecurely.

Timing Feed Dog

To time the feed dog, remove the arm sidecover at the back of the machine. Loosen thetwo setscrews in the feed cam and set the camfor earlier or later movement of the feed dog,


L

Figure

1'

13-24.Bed assembly.

as required, by turning the cam about the armshaft.

Tighten the setscrews and test the feed dogtiming by hand-turning the balance wheel. Thefeed dog should complete its feeding action atthe same time that the thread takeup levercompletes its upward stroke. When the feeddog is correctly timed, tighten the setscrewsin the feed cam and replace the side cover.

SINGER CLASS 143

The Singer Class 143 is a zigzag machine.Although there are other zigzag machines, theClass 143 is considered a typical example. Thediscussion here is therefore limited to the143 W 2 and 143 W 3.

The 143 W 2 has an aluminum alloy vibratingneedle bar frame and a rotary hook. It is espe-cially adaptable to overseaming and zigzagstitching on general fabrics, lightweight leather,and parachute fabrics.

The 143 W 3 is similar to the 143 W 2 ex-cept that the maximum needle throw (width ofstitching) is 3/16 inch for the 143 W 2 and

222

MIN

PR.91

5/16 inch for the W 3. Both machines useneedles of the 135 x 7 class and variety. Figure13-25 is an X-ray view of a typical zigzag ma-chine showing the relationship of the workingparts.

ADJUSTMENTS

As on other types of sewing machines, seniorPR's must be able to adjust and make repairsto many different zigzag type machines. Whenmaking adjustments or repairs to machineswith which you are unfamiliar, it is always bestto consult the instructions manual for the ma-chine being repaired. The following adjustmentsare general and cover only the 143 W 2 and.W 3 ma..;hines.

Regulating Length of Stitch .-

To regulate the length of stitch, depress thelever (4) on the uprise and, at the same time,turn the balance wheel forward until the leverengages in the notch in the stitch regulatorflange. Hold the lever in the notch and turn the


Vl

0

=e=.

1011

12

-1,111.

1. Eccentric stud.2. Vibrator pinion gear.3. Stitch regulator.4. Stitch regulator lever.

balance wheel backward or forward (as neces-sary) until the desired number of stitches perinch is shown opposite the arrow on the stitchregulator.

1 r*

5. Regulating spindle head.6. Lower belt pulley7. Hook drive gear.3. Hook spindle screw.

Alb

Figure 13-25.X-ray view of zigzag sewing

Regulating Width of Bight

The extreme width of stitch (needle throw)on the 143 W 2 is 3/16 inch; it is 5/16 inch onthe 143 W 3. The width of bight is regulated by

223

PR.52

9. Hook pinion gear.10. Feed driving rockshaft.11. Hook drive shaft.12. Arm shaft.

machine.

turning the knurled knob on the needle vibratorregulating spindle head (5) at the front of themachine. To increase the width of stitch, turnthe regulating spindle head to the left, and rightto decrease.

Setting Needle Bar

The two adjustment marks on the needle barare 3/32 inch apart. To set, insert the needle


bar up into the needle bar frame so that theupper mark is just visible at the lower end ofthe needle bar frame with the bar at its lowestposition. The eye of the needle should be 1/16inch below the point of the hook, and the longthread groove toward the operator.

Setting and Timing theNeedle. Bar Frame

Turn the regulating spindle head all the wayto the right. This 'dill cause the machine to sewa straight stitch. The needle should be centeredin the hole in the throat plate. If not, loosen thesetscrew which holds the eccentric stud (1), andturn the stud until it is centered. Turn theneedle regulating spindle head to the extreme

I 3 2

left. for the widest throw. Turn the balancewheel forward until the needle is at its lowestposition. The needle bar should start to movein a sideward movement as the needle starts torise. If it does not, advance or retard the vi-brator gear pinion (2).

Timing Sewing Hook

Turn the balance wheel toward the operatoruntil the needle bar is all the way down and hasrisen until the lower timing mark is iust visiblebelow needle oar frame. Loosen the setscrewsin the lower belt pulley (10, fig, 13-26) and set,hook point to center of needle eye. Retightensetscrews.

I0"7 ....

haSE41.kit4 ItsWRIW

1. Hook spindle screw.2. Feed dog adjusting screw.3. Hook drive gear.4. Feed dog eccentric stud setscrews.5. Feed dog eccentric stud.

PR.93

6. Bobbin case stop.7. Hook pinion gear setscrews.8. Hook Shaft retaining screws.9. Feed driving arm connection pinch screw.

10. Lower belt pulley setscrews.

Figure 13-26.Adjustments in the bed of machine.

224


Setting Hook To or From Needle

Loosen the two hook shaft retaining screws(8) and the two se ews in the hook pinion gear(7), and slide the hook to the correct position.Retighten the hook shaft retaining screws. Setthe gear in the proper place on the shaftgearaligned with hook drive gearand retighten thetwo setscrews to hold the hook in position..

Removing the Hook

Remove the bobbin case stop (6), loosen thehook spindle screw (1) a few turns and tap itlightly to loosen the hook. Then completelyremove the hook spindle screw and withdrawthe hook.

Raising or Lowering Feed Dog

The feed dog should show a full tooth abovethe throat plate when at its highest position. Toadjust the dog, remove the throat plate and makesure that all lint, dirt, or other obstruction isremoved, then replace the throat plate. Turnthe balance wheel forward until the feed dog isat its highest position, then loosen the feed dogadjusting screw (2), and raise or lower the feeddog as required. Retighten adjusting screw tohold the feed dog in position.

To prevent the feed dog from striking eitherend of the slots in the throat plate, loosen screw(9) and move the feed dog forward or backward(as necessary) until the longest stitch can betaken without striking the throat plate.

Removing Arm ShaftConnection Belt

The belt is removed from this machine inthe same manner as the 31-15. Remove thebalance wheel and bushing. Remove belt fromlower belt pulley and lift out through hole aroundarm shaft.

SAFETY PRECAUTIONS

Before making any adjustments that may re-quire contact with moving parts, cut off the

225

motor or disconnect the drive belt. This isparticularly, important when changing needles.If the motor is not disconnected, stepping on theioot,treadle will start the machine and maydrive needles through the operator's hand orfingers.

While making electrical connections, becareful not to teuel, bare terminals or wires,since current required to run these sewingmachines is usually -of sufficient amperage tobe dangerous.

Be sure that the balance wheel always turnsover toward the operator of the machine. Neverturn the balance wheel more than a half turnbackward. Do not operate a machine withoutmaterial beneath the presser foot. If it is nec-essary to test run a machine, remove needles,bobbins, and presser foot, or place a scrap ofmaterial beneath the presser foot. Keep thebed slide plates closed while machine is inoperation.

SUPPLY

It is the responsibility of the PR in chargeof the work center to anticipate the loss or 'dam-age of certain small parts. Many sewing ma-chine parts are not standard supply items andmust be obtained through open purchase.

While there is a difference in informationthat must be furnished by the PR, these non-standard items are nevertheless ordered throughthe supply department in a manner similar tothat used for requisitioning standard stockitems. A requisition is submitted to the supplydepartment in accordance with local directives.This requisition must be signed by the com-manding officer or hio designated r epresentativeand should include the following:

1. Complete description, including manufac-turer's part run:fiber.

2. Suggested source of supply.3. The type or style of sewing machine for

which the part is intended.4. A certification that no standard stock item

is suitable.The supply department will then take action

to obtain the material from the appropriatecommercial source.

INDEX

A-3 container, 73A-4 container, 74A-5 container, 75A-6 container, 75A-7 container, 75A-8 container, 76A-9 container, 76A-10 container, 76A-13A, 101A-14A, 103Accountability codes, 26-27Accounting man-hour, 55Action changes, 48Actuator, parachute, 61ADMRL, 27ADR-1, 191ADSK-2, 191Advance base operations, 36Advancement, 3-10

how to prepare for, 3-8opportunities for petty officers, 10-11to senior and master chief, 11to warrant and commissioned officer, 11

Aeronautical allowance lists, 24-25Aircraft ditching, 172Aircraft fuel, burning of, 185Aircraft Maintenance Material Readiness List

(AMMRL) Program, 27Air dilution, 134Air droppable survival kit (ADSK-2), 191Air ratio aneroid, 134Air valve closure, 125Allowance lists, 24-26

aeronautical, 24-25identification and types of, 25-26section C, 25section H, 26section K, 26section T, 26

Ammonia prints, 15AMMRL, 27AN/CRT-3, 192Aneroid, air ratio, 134Aneroid and check valve assembly:

installation of, 123reassembly of, 123

Aneroid assembly:disassembly of, 116removal of, 116

226

Aneroid closure test, 130, 136Annual appropriation, 18AN/PRC-63, 195Antiblackout garment, 104Anti-g suit .Mk-2A, 99AN/URT-3, 196Application Data Material Readiness List, 27Appropriation Purchase Account (APA), 19Appropriations, 18, 19Artic:

clothing, 188survival, 131

Area, packing, 44Arm shaft connecting belt, 209-210, 215-216ASO, 18Automatic air shutoff, 134Automatic positive pressure regulator, 114Automatic safety pressure, 135Aviation Supply Office, 18Axes, 188

Bailing out, 172Beacon:

radio rescue, 196rescue, 193

Bench testing F2700 Regulators, 151Bendix:

regulators:29211 B-1 and C-1 miniature, 151-15229252, 134seat mounted, 133

tube, removal of, 115Blueprints, 15Bobbin case, 208, 213Booster operation, 135Boots, Mk IV, 105Budgets, operating, 19-20Bulletins, 48, 50

interim, 50Burning glass, 185

Calibration, 136Calibration charts, 161CAMI, 56Canopy repairing, 64Card, Parachute History, 68Cards, Maintenance Requirement, 56Cards, Shop Process, 58Care of raft, 172, 174

INDEX

Catalogs, naval material, 23CCS, 28Changes, action, 48Charts, calibration, 161Check valve:

assembly, 116flow test, 166leakage test, 166

Chute, drogue, RA-5C, 61Cleaning and inspection of regulators, 119Cleaning the Mk-2A, 101Cloth, nylon parachute, 61Codes:

accountability, 26-27material condition and control, 21source, 24special material identification, 22

Cognizance symbols, 22Completed work, inspection of, 35Component Control Section (CCS), 28Composite diluter demand regulators, dis-

sembly of, 115Composite regulators, 114Conditions, environmental, 39Consolidated Repairable Item List, 23Continuing action maintenance form, 56Control center, technical directive, 48Control Register, Material, 29Converter:

aircraft, 164draining of, 168purging of, 168troubleshooting=4169

Cord, nylon, 60Cargo parachutes:

type G-1, 63type G-1, 63

Coverall, anti-g, Mk-2A, 99Counterweight lever:

disassembly of, 118installation of, 121removal of, 118

Couplings, quick-disconnect, 165Culpable responsibility, 31Current-year appropriation, 19Custody of tools, 54

Darning, 64Deceleration parachutes, 82Deleted and Superseded FIIN List, 23Demand oxygen mask, A-14A, 103Demand valve assembly, 118Demand valve lever, adjusting of, 121Desert clothing, 189Desert survival, 182

227

Designators:forced/activity, 29urgency-of-need, 30

Development of a layout, 13DD form 1348, 52Diagrams, 13Diaphragm assembly, reassembling of, 122Diazc, 15Diluter demand regulators, composite, 114Directives:

immediate action, 48interpretation of, 39technical, 47urgent action, 48

Draining the converter, 168Drawing numbers, 24Drawings:

isometric, 13pictorial, 13reproduction of, 15

Drogue chutes, elDump valve, 135Dye markers, 176

EDC, 17Electric spark, 185Emergency pressure test, 144Emergency radio, 175Engineeing drawing cards (EDC), 17Enlisted rating structure, 1Environmental conditions, 39Equipment:

custody, 54procurement, 54requirements, regulator repair shop, 114shutdown, MD1, 141

Facilities, storage, 45Facility, Naval Air Technical Services, 48Federal:

Item Identification Number (FIIN), 21Stock:

Number- (FSN), 21Numbering System, 21-23

Supply Classification (FSC), 21Feed dog, 208, 213-214, 218, 221-222, 225Feed driving eccentric, 208-209, 214FIIN, 21Files, work center, 51Filler valve, 164Fire making:

general, 183with flint and steel, 184with lighter, 184with matches, 184

AIRCREW SURVIVAL EQUIPMENTMAN 1 g C

Fire makingConl'nuedwithout matches, 84with special equipment, 184

Fireplace, preparing of, 183Firewel F2700 Regulator, operation of, 149-151First aid, 190Fleet Resources Office (FRO), 19Fintation garment, Mk IV, 104Flow:

indicator:assembly, installing, 123test. 130, 145

suction test, 125. 130, 144Force/activity designators. 29Forms, maintenance. 54-56Forward area operations, 35Friction, 185FRO, 19FSC, 21, 22FSN, 21Fuel, 184Full pressure suit (Mk IV), 103

G-1 pack. 66G-1A packs, 67G-11 cargo parachute, 77G-11A cargo parachute, 77Garment, antiblackout, Mk IV, 104General fund, 18Gibson girl. 192Glass, burning. 185Gloves, Mk IV, 104

Hardware, parachute harness, 61Heat exchanger. 165Helmet, Mk IV, 104High-pressure leak test, 128Humidity, relative, 39, 40Hydrothermograph, 40-44

Identification of material, 20Identification source data, p3-24Immediate action directives, 48IMRL, 27Individual Material Readiness List, 27In-flight check, MD1, 141Information, sources of, 10Initial Outfitting Lists, 25-26Injector assembly, 118-122Inlet and shutoff valve assembly, 119Inlet valve asseilibly, 115Inspection:

of completed work, 35of Mk-2A, 101personnel, 35

228

InspectionContinuedregulator test stand, 154tag, 7/14 day, 58work area, 38

Instructions, 50Instruction, technical information maintenance.

56Intercomparison, 160Interim bulletins, 50Interpretation of directives, 39Inventory, 54Inward leakage test, 145Inward leak test, 129Isometric drawings, 13Item nomenclature, standardization of. 23

Kindling. 184Kit:

SAR, 192survival, escape, and evasion, 177

Layout, development of, 13Leakage test, 166Leak test of demand valve, 123Lift webs, repairing of, 66Lights, 177Liquid oxygen converter (29044-1-A1A), testing

of, 166Liquid oxygen converter test stand, 161

MAF, 55Maintenance:

CO2 transfer unit, 110forms. 54-56of hygrothermograph, 42records, 54requirement cards, 56Walter Kidde CO2 unit, 111

Man-hour accounting. 55Manometers, 153, 160MARC codes, 2627Mask:

deiaand oxygen. A-14A, 103oxygen, pressure breathing, A-13A, 101

Material:codes, 21control:

Register, 29Work Center, 28

identification, 20-21requisitioning, 29-30turn-in. 30

MD1 oxygen regulator:cleaning, 142operation, 137

INDEX

MD1 oxygen regulatorContinuedtroubleshooting, 142-143

MILSTRIP, 29Miniature regulator, Robert Shaw-Fulton 226-

20004, operation, 148Mirror, 175MRC, 56

NATSF, 48Nav Air:

form 104790/7, 5800-500-A, B, C, and D, 52

Naval:Air Systems Command, 18Air Technical Services Facility, 48material catalogs, 23supply, organization and function, 18Supply Systems Command, 18

Nav Sup 2002, 52NavWeps form 5605/2, 48Navy:

directive system, 51Management Data List (NMDL), 23Master Cross Reference List, 23

Needle:bar, 207, 212-213, 220-221, 223, 224correct timing, 207, 217, 218

NMDL, 23Nomenclature, 23Normal operation, MD1, 137NORS, 29Notices, 50No-year appropriation, 19Numbers, drawing, 24Nylon parachute material, 60-61

Objectives of supervision, 32Office, Fleet Resources, 19One-year appropriation, 19Operating:

budget, 19-20target (OPTAR), 20

Operation:Bendix seat mounted regulator, 1f43instructions, MD1, 137of:

Bendix 29211 B-1 and C-1 miniatureregulator, 151-152

hygrothermograph, 42the work center, 32, 33

Operational instructions:CO2 transfer unit, 109Walter Kidde unit, 111

Operations:advance base, 36

229

OperationsContinuedforward area, 36

Op Nav form 4790/35, 56OPTAR, 20Organizational work center register, 56Organization:

maintenance control register, 56of a training program, 46regulator repair shop, 114

Orthographic projections, 12Outfittings lists, initial, 25Outlet leakage test, 144Outward leak test, 129, 144Overall leak test, 128Oxygen:

flow indicator assembly, 116pressure gage, 116, 123ratio test, 131, 136

Pack bottom and cover, repairing of, 67Packing:

area, 44piston rod, 110plunger, 112procedures, 68

Parachute:cargo, 63cleaning, 63cloth, nylon, 61contamination, 62deceleration, 82history card, 58landing:

high wind on land, 178in trees, 179in water, 172

release assemblies, 77Part number, manufacturer's, 24Parts replacement, MD1, 141Patching:

channel-to-channel, 64rectangular, 64

Pay, proficiency, 10-11Performance sheet, preparation of, 123Periodic inspection, MD1, 141Personnel:

inspection, 35quality assurance, 35training, 46

Pictorial drawings, 13Pistol, pyrotechnic, 176Planning, work center, 33Pocket, parachute log record, 67Preflight test, Mk-2A, 101


Pressure:breathing:

mask, 101test, 127, 132, 136

control valve, 164reducer assembly:

adjustment, 120disassembly, 118installing, 120removal, 118

regulators, automatic positive, 114relief valve test, 107tube assembly, 115

Pretesting, 128Procurement of tools, 54Proficiency pay, 10-11Program, organization of a training, 46Programs, safety, 38Projections, orthographic, 12Protection against exposure:

in cold oceans, 175in warm oceans, 175

PR rating, descriptions of, 1-3Publications, 47

procurement, 52security, 53

Pump, regulator test stand, 153Purging the converter, 168Purposes of the work center, 33

Quality assurance personnel, 35

RA-5C, 61Radio:

emergency, 175receiver-transmitter, 194rescue beacon, AN/URT-33, 196set, AN/PRC-63, 195transmitter, AN/CRT-3, 192

Raftsmanship, 177Rating structure, enlisted, 1Ration kit (ADR-1), 191Readiness List Program, Aircraft Maintenance

Material (AMMRL), 27Receiver-transmitter, radio, 194Records, maintenance, 54Register, 56Regulator:

back as: mb1y, 117Bendix:

seat mounted, 13329211, 151-152

composite diluter demand, 115Firewel F2700:

bench testing, 151

230

RegulatorContinuedFirewel I 2700Continued

operat;on, 149-151maintenance, 119miniature, Robert Shaw-Fulton 226-20004,

148, 149oxygen, MD1, 137repair shop; 114test stands, 153

Reinforcing tape, nylon, 60Relative humidity, 39, 40Release assemblies:

finger type, 79jaw type, 77parachutes, 77

Relief valve, 135, 165capacity test, 166leakage test, 166test, 145

Repair shop, regulator, 114Report, unsatisfactory material condition, 58Reproduction of drawings, 15Requisitioning, material, 29-30Rescue:

by helicopter, 172from water, 173net, X-872, 174transceiver, AN/PRC-90, 196

Responsibility, increased, 8-10RFI, 30Rifle, survival, 186RT-60, 194

SAF, 55Safety, 37

clutch, 204disk, CO2 transfer unit, 113precautions, LOX :inverters, 169pressure:

mechanism, 122test, 127, 132, 136

programs, 38SAMI, 56SAR kit, 193Saw, wire escape and evasion, 187Scheduling shop workloads, 34Sec Nav Instruction:

5210.11, 515215.1, 51

Security of publications, 53Selvage, 14Senior and Master Chief, advancement to, 11Service instructions:

CO2 transfer unit, 109Walter Kidde unit, 111

INDEX

Seven/fourteen (7/14) day inspection tag, 58Sewing hook, 206-207, 213Shelter construction, 181Shop:

process cards, 58workload, scheduling of, 34

Shutoff valve:disassembly of, 115leak test, 128

Signal:kit, illumination, 176Mk 13, Mod 0, 176

Signaling, 175, 182, 183Single action maintenance form, 56SMIC, 22Source codes, 24Sources of information, 10Space requirements, regulator repair shop, 114Special Material Identification Code (SMIC), 22SRS, 28SSC, 28SSU, 28Standardization of item nomenclature, 23Static line, 67Stitch regulator, 200Stock Numbering System, Federal, 21-23Storage facilities, 45Suit, anti-g, Mk-2A, 99Supervision, objectives of, 32Support action form, 55Supply activity, 27-30Surveys, 30-31Survival:

after eras'. , 180and Rescue (SAR) kit, 193at sea, 17;,rifle, 186

Suspension lines, repairing of, 65

Tables of Basic Allowances, 25Tape, reinforcing nylon, 60Technical:

directive compliance form, 56directives, 47Directives Control Center, 48information maintenance instruction, 56

Temperature, 39, 40Tension and thread controller, 210-211Test:

aneroid cloaure, 130, 136buildup valve, 167check valve flow, 166emergency pressure, 144flow:

indicator, 130, 145

231

TestContinuedflowContinued

suction, 125, 130, 144leak:

high pressure, 128inward, 129, 145outward, 129outlet, 144overall, 128shutoff valve, 128

oxygen ratio, 125, 131, 136preflight, Mk-2A, 101pressure:

breathing, 127, 132, 136relief valve, 107

procedures, 127, 136, 143relief valve, 145, 166safety pressure, 127, 132, 136stand, 153, 154, 161

Testing:full pressure suit, 105series regulator 226-20004, 148-149

Thread:nylon, 60tensions, 200

TIMI, 56Timing arrows, setting of, 204-205Torso, Mk IV, 104Training, 46Transceiver, rescue, dual channel, AN/PRC-90,

196Transfer unit, CO2, 108, 110Tropic:

clothing, 189survival, 183

Troubleshooting the 226-20004 series regula-tor, 149

Tubular webbing, nylon, 60Types of surveys, 30

Underwear. Mk IV, 103Unsatisfactory Material Condition Report (UR),

58Urgency of need designator, 30Urgent action directives, 48

Vacuum pump, 154Valves, 164-165Van Dyke, 17

Walter 1Cidde CO2 transfer unit, 110Warrant and commissioned officer, advance-

ment to, 11Webbing, 60Whistle. 177


Wire escape and evasion saw, 187Work:

area inspection, 38center:

files, 51

232

WorkContinuedcenterContinued

operation, 32, 33purpose, 33

load. shop scheduling, 34

tr U. S. GOVERNMENT PRINTING OFFICE