Reading...
Play button
Play button
Use LEFT and RIGHT arrow keys to navigate between flashcards;
Use UP and DOWN arrow keys to flip the card;
H to show hint;
A reads text to speech;
113 Cards in this Set
- Front
- Back
- 3rd side (hint)
|
LIQUID-OXYGEN-SERVICING GSE Liquid oxygen (LOX) systems
|
are serviced from liquid oxygen trailers or storage tanks.
|
|
|
|
The Closed-Loop, Low-Loss Liquid Oxygen Storage Tank Type TMU-70M is
|
used aboard ship.
|
|
|
|
The Liquid Oxygen Trailer, 50-gallon capacity, Type No. 4 is
|
one type normally used ashore.
|
|
|
|
TYPE TMU-70M LOX STORAGE TANK The primary purpose of the TMU-70M is
|
to service aircraft LOX converters.
|
|
|
|
The cart consists of
|
three major components: 1. A 50-gallon (189-liter) storage tank 2. A 4gallon (15-liter) transfer tank 3. A system of transfer lines and control valves, anyone of which, when broken off or damaged, could cause severe injury to personnel and damage to equipment
|
|
|
|
TOW TRACTORS The maneuverability of the tractor depends on
|
the tractor's dimensions and turning radius.
|
|
|
|
The smaller the dimensions and turning radius,
|
the more maneuverable the tractor.
|
|
|
|
Drawbar pull is
|
the amount of force that the tractor can exert.
|
|
|
|
The drawbar pull of any tractor is dependent on
|
the type and condition of the surface on which the tractor is being used.
|
|
|
|
Dry concrete gives the
|
most traction, hence the most drawbar pull for a given tractor.
|
|
|
|
On a wet, fuel soaked flight deck the force
|
may be greatly reduced.
|
|
|
|
Towing capacity is normally stated
|
in drawbar pull.
|
|
|
|
The maximum aircraft weight that a tractor can safely handle is
|
10 times the drawbar pull.
|
|
|
|
A/S 32A-30A (Support Equipment & Aircraft Tow Tractor) This tractor was designed primarily for
|
towing mobile support equipment such as starting units, mobile electric power plants (MEPP's), work stands, and other tractors.
|
|
|
|
A/S 32A-30A Commonly called
|
the GSE tractor; it is a shore based unit and routinely used around hangars and warehouses.
|
|
|
|
A/S 32A-30A Gross vehicle
|
weight 6,970 lbs. Towing capacity 40,000 lbs. Basic length 102 inches Turning radius 142 inches. Height 84" Width 70 inches
|
|
|
|
A/S 32A-30A Fuel capacity
|
12 gallons Electrical system 12 volt Min. Oil Pressure 7 psi Tire pressure 50 psi
|
|
|
|
A/S 32A-32 (Aircraft Towing Tractor) commonly referred to as a
|
spotting dolly can provide maximum maneuverability, tow, turn, and spot several types of aircraft equally as effectively in congested areas as in the open.
|
|
|
|
The spotting dolly can also be operated
|
under most aircraft, since its heights is only 30 inches. It can turn an aircraft through 360 degrees while the center of the landing gears remains stationary.
|
|
|
|
A/S 32A-32 Overall length
|
148 inches. Overall width 81 inches. Overall height 30 inches. Gross vehicle weight 11,500 lbs.
|
|
|
|
A/S 32A-32 Drawbar pull
|
14,000 lbs. Maximum lifting capacity 16,000 lbs. Maximum speed (loaded) 2 mph. Maximum speed (unloaded) 5 mph. Minimum turning radius 0 inches. Ground clearance 5 inches. Fuel JP-5
|
|
|
|
A/S 32A-31A Tow Tractor For proper operation, the accumulator-charging valve is
|
set to detect when the pressure drops below 1500 psi. The charging valve will then signal the pump to recharge the accumulator.
|
|
|
|
The A/S23A-31A has a brake warning light that will illuminate when the pressure in the accumulator
|
falls below 1350 psi. The engine/transmission warning light will illuminate when the torque converter reaches temperatures above 300°F, engine temperatures go above 215°F, or engine oil pressure falls below 6 psi.
|
|
|
|
A/S32A-45 Mid-Range Tow Vehicle
|
Maximum speed 13 miles per hour. Turning radius 200 inches Fuel capacity 20 gallons. Tire pressure 60 psig
|
|
|
|
A/S 32A-31A Gross vehicle weight
|
12,400 lbs. Drawbar pull 8,500 lbs. Basic length 117 inches Height 40 inches. Width 70 inches. Turning radius 132 inches. Ground clearance 7-1/2 inches A/S 32A-31A Fuel capacity
|
85 gallons. Front tire pressure 70 psig. Rear tire pressure 60 psig
|
|
|
MSU-200NAV Air Start Unit The MSU-200NAV air start unit (MSU) is
|
designed to provide for aircraft main engine start (MES) and to supply onboard environmental control systems (ECS) with compressed air.
|
|
|
|
The MSU comes in two variations. In the land based version
|
the MSU is mounted on an MSU trailer, the unit’s display/control panel (DCP) is mounted on the enclosure, and the fuel for the MSU is supplied by a fuel cell mounted on the trailer.
|
|
|
|
In the shipboard configuration MSU-200NAV
|
it is installed on a shipboard tow tractor (STT) using a special MSU L-frame assembly. The DCP is positioned at the tractor driver’s location and fuel is provided by the fuel tanks.
|
|
|
|
The intake air required for the operation of the MSU is drawn in through the air intake grill on the left side of the enclosure
|
(ship configuration)
|
|
|
|
The intake air required for the operation of the MSU is drawn in through the air intake grill on forward part of the enclosure
|
(shore-based configuration)
|
|
|
|
The intake air grill can be closed with the sliding door and a switch is installed on the door, which precludes operation of the MSU unless
|
the sliding door is fully opened.
|
|
|
|
A/S47A-1 GTE (GTCP-100) Tractor Mounted Enclosure The GTE is capable of delivering compressed airflow for aircraft engine starts at
|
two ratio settings: 3.6:1 or 5:1.
|
|
|
|
A/S32A-45 Mid-Range Tow Tractor (MRTT) The A/S32A-45 mid-range tow tractor
|
is a 4-cylinder, diesel-powered, 3-speed automatic transmission, liquid-cooled, rear-wheel-drive tractor designed for towing aircraft weighing up to 80,000 pounds
|
|
|
|
A/S32A-45 The frame is
|
a welded-steel, one-piece unit, with Brierton dead steer front axle with power-assisted front steering and has a 50-degree turning angle.
|
|
|
|
A/S32A-45 Standard disc brakes are provided on
|
the front wheels, and integrated hydraulic wet brakes are provided on the rear wheels.
|
|
|
|
The mid-range tow tractor is geared to travel at a maximum speed
|
of 15 mph forward and 7 mph in reverse with no towing load.
|
|
|
|
A/S32A-37 Aircraft Towing Tractor
|
shore-based tractor used to move large, heavy shore based aircraft. It comes in two different configurations, Class 1 and Class 2. The Class 1 version has a maximum drawbar pull of 20,000 lbs., and the Class 2 has a maximum drawbar pull of 35,000 lbs.
|
|
|
|
There is no visible physical difference between the Class 1 and Class 2; the difference is
|
that the Class 2 has a ballast kit installed. The Class 2 version is likely to be found at shore stations with poor weather conditions for aircraft towing.
|
|
|
|
A/S32A-48 Large Land-Based Tow Tractor (LLTT)
|
The lower profile version of the A/S32A-37 tow tractor or “buddha,”
|
|
|
|
A/S32A-48 is currently used
|
to move large Navy, Marine Corps, and Air Force aircraft weighing between 80,000 and 350,000 pounds.
|
|
|
|
The new LLTT is modified to
|
meet the Navy specification and will replace the fleet’s aging A/S32A-37 tow tractors.
|
|
|
|
A/S37A-3 Shipboard Mobile Electric Power Plant (MEPP) the replacement for the NC-2A designed to provide
|
115 vac, 3 phase, 400 Hz, or 28-vdc electrical power for aircraft aboard ships.
|
|
|
|
A/S37A-3 Automatic shutdown will occur if
|
the engine exceeds 2400 rpm, if the oil pressure drops to 10 psi, or if engine temperature rises to 220F.
|
|
|
|
A/S37A-3 Gross vehicle weight
|
5,060 lbs. Vehicle length 102 inches. Turning radius 13 feet Vehicle width 58 inches. Fuel capacity 18 gallons. Vehicle height 45-1/2 inches. Hyd. Drive pressure 1500 psi (2400 max). Ground clearance 7 inches
|
|
|
|
Towing Operation As a general rule,
|
the tractor can safely tow an aircraft that weighs ten times the tractor's drawbar pull over level dry concrete. Weather conditions, deck conditions, and terrain can affect the weight that the tractor can safely tow.
|
|
|
|
Any time the load on the tractor becomes such that the engine speed drops 10%, the transmission should be
|
shifted to a lower gear.
|
|
|
|
Lugging (that condition in which the engine is running at
|
a low speed with the throttle fully open) should be avoided, as it can cause rapid wear or serious damage to the engine.
|
|
|
|
Towing Operation Position additional safeties along the path of travel if
|
there is going to be less than 5' of clearance from any obstacle.
|
|
|
|
These checks, using the applicable NAVAIR preoperational checklist, must be made
|
before the first operation of the day and/or before each use. In conjunction with the daily preoperational inspection, there is equipment servicing that must be carried out on the tractor periodically.
|
|
|
|
The ABH supervising the equipment should ensure that the checks and servicing are accomplished by
|
AIMD.
|
|
|
|
The tow tractor should be used only for those jobs for which it was designed or has been authorized. It should not be used
|
to push-start other tractors or vehicles.
|
|
|
|
When an MSU is operating under load conditions, the danger zone is
|
normally considered to be a 10-foot semicircle from its exhaust to 90 degrees on either side.
|
|
|
|
Upon completion of Phase 2 training you are eligible for an Aviation Support Equipment Operators License,
|
U.S. Navy, OPNAV Form 4790.102(series), commonly known as a Yellow License.
|
|
|
|
For more detailed information on licensing, you should read
|
U.S. Navy Support Equipment Common, NAVAIR 00-80T-96.
|
|
|
|
AIRCRAFT WHEEL CHOCKS The NWC-4 universal wheel chock is approved for
|
shipboard use for all aircraft. (except H-1 series; the NWC-4A is the wheel chock designed to be used with this series aircraft)
|
|
|
|
It is made out of
|
polyurethane and must be cleaned and visually inspected at least monthly. The NWC-4 chock is adjustable to fit main landing gear wheels up to
|
approximately 45 inches in diameter
|
|
|
Wheel chocks approved for shore base use are also manufactured from polyurethane and in some instances, wooden chocks can be authorized. Metal chocks are
|
not authorized for use ashore
|
|
|
|
TIEDOWN ASSEMBLIES, TD-1B Aircraft Tiedown Chain Assembly This chain has
|
two bumps or nodes formed by "staking" one end of each link. These nodes will not permit half of the link to be inserted in the chain pocket of the tensioner assembly.
|
|
|
|
TD-1B Has a safe working load capacity
|
of up to 10,000 pounds.
|
|
|
|
TD-1B Part numbers 1540AS100-1
|
(9-foot version) you can adjust the length of the TD-1B from 1 foot 6 inches to 9 feet 10 inches. weighs about 12 pounds.
|
|
|
|
TD-1B Part numbers 1540AS100-2
|
(14-foot version) used only on amphibious ships, has a 14-foot chain for high-point tiedowns. .
|
|
|
|
High-Power Tiedown Assembly The tiedown assembly has a working load
|
of 30,000 pounds. It is commonly called the A/B tiedown (for afterburner). It weighs about 102 pounds and has no adjustments to lengthen or shorten it.
|
|
|
|
High-Power Tiedown Assembly Joining two tiedowns together with a
|
dummy link can modify the chain if required.
|
|
|
|
AIRCRAFT TOWBARS The term ALBAR is
|
a word form for "Adjustable Length Towbar."
|
|
|
|
ALBAR's are presently designed in
|
four lengths. They are the model 8 ALBAR (9 feet long), the 15 ALBAR (15 feet long), the 20 ALBAR (20 feet long), and the 24 ALBAR (25 feet long). These towbars are designated universal since one type of towbar can be used on carrier based aircraft.
|
|
|
|
The 8 ALBAR is designed for shipboard movement and spotting of
|
H-46 helicopters on LHA's, LHD'S, and LPD's.
|
|
|
|
The 15 ALBAR is
|
the standard towbar for moving most land-based and shipboard based aircraft weighing up to 90,000 pounds.
|
|
|
|
The 20 ALBAR was designed to handle
|
the RH-53D and CH-53E helicopters when they are equipped with an in-flight refueling probe, the AV-8B, and the F/A-18 ashore.
|
|
|
|
Maximum towing weight for the ALBAR 20 is
|
20,000 pounds.
|
|
|
|
Because of the lower height of the shipboard A/S32A-31A tow tractors, the F/A-18 can be safely towed aboard CVs with
|
the 15 ALBAR.
|
|
|
|
The 24 ALBAR was expressly designed to handle
|
the SH-60B helicopter. This extra length is needed to reach into the tailwheel for towing this aircraft.
|
|
|
|
8 ALBAR
|
Length 108 inches Width 14 inches Height 10 inches Weight 128 lbs
|
|
|
|
15 ALBAR
|
180 inches 14 inches 10 inches 170 lbs.
|
|
|
|
20 ALBAR
|
240 inches 14 inches 10 inches 218 lbs.
|
|
|
|
24 ALBAR
|
300 inches 14 inches 10 inches 255 lbs.
|
|
|
|
AIRCRAFT ELEVATORS Operation of the aircraft deck edge elevator is done under
|
the cognizance of the aircraft handling officer. \
|
|
|
|
Operation of the elevators is a joint responsibility of
|
the V-1, V-3, and A division.
|
|
|
|
Overall maintenance and operational upkeep of the elevator machinery rooms and systems are responsibilities of
|
A division.
|
|
|
|
When not in use, the elevator platform is locked at
|
the flight deck level by horizontal locking bars, which slide into housings supported by the ship's structure, engaging the platform. Stanchion controls are always set on
|
the manual and NOT the automatic mode.
|
|
|
Stanchions should not be
|
operated in the automatic mode.
|
|
|
|
With all pumps in use and the elevator loaded to capacity, the duty cycle is
|
about 60 seconds.
|
|
|
|
It should also be possible to raise the loaded elevator at
|
any time within 30 minutes of loss of power, in spite of normal system leakage.
|
|
|
|
The elevator nets are lowered for the following purposes, though not limited to them:
|
1. To jettison aircraft 2. To accommodate conveyor belts in port
|
|
|
|
Hangar division doors are designed to open or close
|
in 20 seconds
|
|
|
|
SLIP RESISTANT DECK COVERING (NONSKID)
|
NAVAL SHIP'S TECHNICAL MANUAL (NSTM), chapter 634.
|
|
|
|
General-purpose exterior
|
(includes the carrier flight and hangar deck, except for the landing and cable run-out areas)
|
|
|
|
Carrier landing area
|
(contains an aggregate that is nonabrasive to the arresting cable); helicopter landing pads
|
|
|
|
The deck temperature must
|
be 5 °F (min) above the dew point temperature
|
|
|
|
Long-term storage temperature
|
55 °F--100 °F
|
|
|
|
24 hours prior to mixing (nonskid/primer/color topping)
|
70 °F--80 °F
|
|
|
|
CVN flight deck landing areas
|
up to 15,000 landings---MIL-PRF-24667, TYPE V, COMP L
|
|
|
|
CVN flight deck landing areas
|
up to 10,000 landings---MIL-PRF-24667, TYPE I, VI, or VIII COMP L
|
|
|
|
Hangar decks, flight decks & vertical replenishment deck areas
|
up to 3 years---MIL-PRF-24667 TYPE V,COM G or L
|
|
|
|
Hangar decks, flight decks &vertical replenishment deck areas
|
up to 12 months---MIL-PRF-24667 TYPE I, VI, or VIII, COMP G or L
|
|
|
|
Hangar decks, flight decks &vertical replenishment deck areas
|
up to 6 months--MIL-PRF-24667 TYPE II, COMP G
|
|
|
|
Hangar decks, flight decks, vertical replenishment deck& areas and CVN flight deck landing areas, walk areas and all other deck areas
|
up to 30 days---MIL-PRF-24667, TYPE VII COMP G or L
|
|
|
|
Walk areas (all deck areas other than hangar decks, flight decks & vertical replenishment deck areas)
|
MIL-PRF-24667, TYPE I, V, VI, or VIII, COMP G or L or MIL-PRF-24667, TYPE II, III, IV, COMP G or L MIL-PRF-24667, TYPE XI, COMP PS
|
|
|
|
Extreme care shall be taken to ensure that all blast media is removed from the surface before painting, and that no blast media is caught in joints, cracks near hangar doors, or wedged in crevices.
|
A 3.0 to 4.5 mil anchor tooth profile shall be obtained for surfaces abrasively blasted.
|
|
|
|
The depth of the profile is dependent upon
|
the size of the blast medium and the speed of the blasting equipment.
|
|
|
|
High pressure (HP) water-jetting operates at pressures between
|
10,000 to 30,000 psi and ultra-high pressure (UHP) operates at pressures above 30,000 psi.
|
|
|
|
When using power tools, a minimum profile or
|
2 mils is required for areas where nonskid is to be applied. All other areas require a minimum profile of 1 mil.
|
|
|
|
The primer should be mixed per
|
the manufacturer instructions to achieve a dry film thickness (DFT) between 2 to 4 mils.
|
|
|
|
For maximum performance between the primer coat and the nonskid, the nonskid should be applied within
|
36 hours from the application of the primer coat.
|
|
|
|
The targeted surface profile of properly cured nonskid should be
|
between 1/32" (minimum) to 1/16" (maximum).
|
|
|
|
Do not apply nonskid within approximately
|
5" of the deck edge or deck edge coaming or within 2" of padeye deck fittings and deck protrusions.
|
|
|
|
Nonskid usually cures sufficiently for foot traffic
|
24 hours after application
|
|
|
|
Nonskid can normally be exposed to vehicular traffic after minimum
|
of 96 hours following application
|
|
|
|
Nonskid should normally be fully cured and acceptable for flight operations
|
after 7 days following application
|
|
|
|
Where optimum slip resistance and heavy wear resistance is required, such as on carrier and helicopter flight decks, the nonskid materials should be
|
applied by roller or trowel
|
|
|
|
VISUAL LANDING AIDS (VLA) FLIGHT DECK MARKINGS wheel-stop coamings are
|
marked with a 12" wide, color-coded stripe that goes up and over the wheel stop.
|
|
|
|
HANGAR DECK MARKINGS Bulkhead VLA markings are placed
|
14' up from the deck The ships frame number markings are placed on both the starboard and port bulkheads, at 10 frame intervals, for easy location identification in an emergency.
|
|
|
|
The Naval Air Warfare Center
|
Visual Landing Aids General Service Bulletin, No. 8 (series), is the bulletin that establishes standard certification requirements and inspection procedures for themarkings (called VLA systems) for aircraft carriers.
|
|
|
|
For information on amphibious ships refer to
|
Amphibious Assault Ship Aviation Facilities Bulletin No. 1 (series). NAEC-ENG-7576 (latest revision) is also an excellent source of information.
|
|
