Complete Aircraft Aircraft Operations

8/13/2019 Complete Aircraft Aircraft Operations

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Volume 5

AIRCRAFT OPERATION

Total Control

Table of Contents

PAR

T

SEC

T

CHA

P

TITLE

1 AIRMANSHIP

1 Aircraft Servicing andGround Handling

1 RAF MaintenanceOrganization

2 Servicing Documents3 Ground Handling of Aircraft

4 Airworthiness and AircrewDocumentation

2 Emergencies

1 Aircraft Fires

2 Forced Landing

3 Ditching

4 Distress and EmergencyAction

3 Escape from Aircraft

1 Aircraft Abandonment

Volume 5

AIRCRAFT OPERATION

Total Control

Table of Contents

PAR

T

SEC

T

CHA

P

TITLE

1 AIRMANSHIP

1 Aircraft Servicing andGround Handling

1 RAF MaintenanceOrganization

2 Servicing Documents3 Ground Handling of Aircraft

4 Airworthiness and AircrewDocumentation

2 Emergencies

1 Aircraft Fires

2 Forced Landing

3 Ditching

4 Distress and EmergencyAction

3 Escape from Aircraft

1 Aircraft Abandonment

DO NOT DISTRIBUTE AP 3456

Page 1 : Wed Jan 02 02:33:13 2002 Volume 5 5- 0- 0- 0


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2 Ejection

3 Parachutes and ParachuteDescent

2 FLYING

1 Basic Flying

1 General Flying2 Take-off, Circuit, Approach

and Landing

2A Annex: Aircraft ArrestingSystems for Airfields

3 Stalling and Spinning

2 Advanced Flying

1 Aerobatics

2 Flying in Turbulence

3 Flying at High Speed/Altitude

4 Low Flying5 VTOL/STOL

6 Formation Flying

6A Annex: Standard FormationHand Signals

7 Air-to-Air Refueling

8 Asymmetric Flight andEngine-out Performance

9 Instrument Flying

9A Annex: Aircraft Icing

10 Night Flying10A Annex A: Surface Lighting

10B Annex B: Aircraft ExternalLighting

11 Airways Flying Procedures

12 Airborne Early Warning(AEW) and Airborne Warningand Control Systems(AWACS)

3 Helicopter Flying

1 Helicopter Flying Techniques

2 External Load Carrying

3 Tropical and Cold WeatherOperation

3A Annex: Helicopter Icing

4 Mountain Flying

5 Shipboard Operations

6 Search and Rescue (SAR)Operations

AIRMANSHIP

2 Ejection

3 Parachutes and ParachuteDescent

2 FLYING

1 Basic Flying

1 General Flying2 Take-off, Circuit, Approach

and Landing

2A Annex: Aircraft ArrestingSystems for Airfields

3 Stalling and Spinning

2 Advanced Flying

1 Aerobatics

2 Flying in Turbulence

3 Flying at High Speed/Altitude

4 Low Flying5 VTOL/STOL

6 Formation Flying

6A Annex: Standard FormationHand Signals

7 Air-to-Air Refueling

8 Asymmetric Flight andEngine-out Performance

9 Instrument Flying

9A Annex: Aircraft Icing

10 Night Flying10A Annex A: Surface Lighting

10B Annex B: Aircraft ExternalLighting

11 Airways Flying Procedures

12 Airborne Early Warning(AEW) and Airborne Warningand Control Systems(AWACS)

3 Helicopter Flying

1 Helicopter Flying Techniques

2 External Load Carrying

3 Tropical and Cold WeatherOperation

3A Annex: Helicopter Icing

4 Mountain Flying

5 Shipboard Operations

6 Search and Rescue (SAR)Operations

AIRMANSHIP


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Aircraft Servicing and Ground Handling

Chapter 1 - Royal Air Force Maintenance Organization

Introduction

1. The objective of the maintenance organization in the RAF is to maintain, in the most effective manner, aircraft and othertechnical equipment in a fit condition to fulfil their intended purposes. Other than aircraft, this applies to avionics systems,aircraft assisted escape systems, survival equipment, weapons, flight simulators and synthetic trainers, ADGE and SAM systems,communications and control systems, MT, and the ground test and training equipment used to support them, includingoperational or support software.

Maintenance Policy

2. The maintenance policy of the RAF is based upon a judicious balance of preventive and corrective maintenance. A policyoverly weighted towards preventive maintenance could result in low utilization and over-maintenance. Conversely a policy

based entirely on corrective maintenance could result in unpredictable availability, poor utilization of resources and could give

rise to an unacceptable number of hazardous or expensive failures.

Maintenance Organization Objectives

3. The objectives of the maintenance organization may be considered under the headings of operational and maintenanceobjectives.

4. Operational Objectives. The maintenance policy of the RAF has been formulated to ensure that the following operationalobjectives may be achieved:

a. The generation of aircraft and equipment to meet a counter-surprise alert.

b. The support of sustained and intensive flying operations in a NBC and hostile environment.

c. The generation of aircraft, equipment and facilities to meet NATO and National commitments.

d. The satisfaction of relevant contingency plans.

e. The provision of serviceable aircraft and other technical equipment efficiently to satisfy peacetime requirements.

5. Maintenance Objectives. Maintenance policy requires the optimization of preventive and corrective maintenance in orderto:

a. Minimize the manpower and resources required.

b. Minimize faults which may result in hazarding an aircraft or causing loss of operational capability or expensive repairs

and lengthy downtime.

c. Identify methods for improving reliability and maintainability.

Preventive Maintenance

6. Preventive maintenance is carried out to reduce the probability of failure, to restore the inherent level of equipmentreliability and to ensure that performance is not degraded by time or usage. Within the RAF it comprises four types ofmaintenance:

a. Servicing. Servicing is the maintenance required by an aircraft or other item of equipment after a period of use and itspreparation for the next period of use. It involves the checking and replenishment of consumables and examination forobvious signs of unserviceability.

b. Scheduled Maintenance. Scheduled maintenance is carried out at regular, predetermined intervals to keep an aircraft or


Chapter 1 - Royal Air Force Maintenance Organization

Introduction

1. The objective of the maintenance organization in the RAF is to maintain, in the most effective manner, aircraft and othertechnical equipment in a fit condition to fulfil their intended purposes. Other than aircraft, this applies to avionics systems,aircraft assisted escape systems, survival equipment, weapons, flight simulators and synthetic trainers, ADGE and SAM systems,communications and control systems, MT, and the ground test and training equipment used to support them, includingoperational or support software.

Maintenance Policy

2. The maintenance policy of the RAF is based upon a judicious balance of preventive and corrective maintenance. A policyoverly weighted towards preventive maintenance could result in low utilization and over-maintenance. Conversely a policy

based entirely on corrective maintenance could result in unpredictable availability, poor utilization of resources and could give

rise to an unacceptable number of hazardous or expensive failures.

Maintenance Organization Objectives

3. The objectives of the maintenance organization may be considered under the headings of operational and maintenanceobjectives.

4. Operational Objectives. The maintenance policy of the RAF has been formulated to ensure that the following operationalobjectives may be achieved:

a. The generation of aircraft and equipment to meet a counter-surprise alert.

b. The support of sustained and intensive flying operations in a NBC and hostile environment.

c. The generation of aircraft, equipment and facilities to meet NATO and National commitments.

d. The satisfaction of relevant contingency plans.

e. The provision of serviceable aircraft and other technical equipment efficiently to satisfy peacetime requirements.

5. Maintenance Objectives. Maintenance policy requires the optimization of preventive and corrective maintenance in orderto:

a. Minimize the manpower and resources required.

b. Minimize faults which may result in hazarding an aircraft or causing loss of operational capability or expensive repairs

and lengthy downtime.

c. Identify methods for improving reliability and maintainability.

Preventive Maintenance

6. Preventive maintenance is carried out to reduce the probability of failure, to restore the inherent level of equipmentreliability and to ensure that performance is not degraded by time or usage. Within the RAF it comprises four types ofmaintenance:

a. Servicing. Servicing is the maintenance required by an aircraft or other item of equipment after a period of use and itspreparation for the next period of use. It involves the checking and replenishment of consumables and examination forobvious signs of unserviceability.

b. Scheduled Maintenance. Scheduled maintenance is carried out at regular, predetermined intervals to keep an aircraft or




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other item of equipment in a sound overall condition and to minimize the amount of corrective maintenance and otherday-to-day attention it requires.

c. Out of Phase Maintenance. Out of phase maintenance is scheduled or condition based maintenance required to becarried out at intervals that do not fit the maintenance cycle.

d. Condition-based Maintenance. Condition-based maintenance is initiated as a result of knowledge of the condition of anitem gained from routine or continuous monitoring. Where condition monitoring is carried out using non-destructive testing(NDT) and Spectrum Oil Analysed Particles (SOAP) techniques, condition-based maintenance is applied to an item in

preference to routine repair or replacement as part of the scheduled or out-of-phase maintenance.

Corrective Maintenance

7. Corrective maintenance is carried out after a fault has occurred in order to restore an item to a serviceable state. Because ofthe random nature of fault arisings, the requirements for corrective maintenance cannot be planned, howevercondition-monitoring techniques may be used during corrective maintenance to aid the detection of faults.

Modifications

8. Modifications are an integral feature of the overall maintenance policy of an aircraft or other item of technical equipment.The costs of embodiment are significant and the down time arising can affect equipment availability. There are thereforedetailed procedures for authorizing and monitoring modifications.

Contingency Maintenance

9. Contingency maintenance is the preventative maintenance considered essential in transition-to-war or war operations whenmaintenance standards are likely to be relaxed and other forms of scheduled and condition-based maintenance are suspended.Contingency maintenance requirements are identified for each aircraft and other items of technical equipment.


Chapter 2 - Servicing Documents

MOD FORM 700 SERIES

General

1. The MOD Form 700 is an aircraft maintenance data form which shows the current condition of a specific aircraft. The formconsists of mandatory and specified forms in the MOD Form 700 series, contained within a cover, the MOD Form 700C.

2. An additional cover, MOD Form 700A, Aircraft Log Book, is held by the aircrafts parent unit in Engineering Records. Itcontains those forms which make up the aircrafts history and need to be retained for an extended period.

3. All aircrew should be familiar with the layout of the F700C and should have a thorough knowledge of sections whichdirectly concern them. The sections of the F700C are described here, with particular emphasis on Section 4 which the captainsigns and Section 5 which contains information on the maintenance data system reporting criteria for an aircraft. At the

beginning of each section instructions for the use of each document in that section are included on the appropriate MOD Form799.

4. The purpose of the aircraft servicing form is to show whether or not the aircraft is in a fit condition for the operation towhich it is assigned. It should be noted that all pages contained within the F700 constitute certificates under Section 50 of theAir Force Act by which:

It is an offence to sign any certificate in relation to an aircraft or aircraft material without ensuring the accuracy of thecertificate. Because of this all entries should be made in ink or ball point pen, and any errors ruled through and initialled.

5. A MOD Form 700 may be carried in its parent aircraft provided that all maintenance documents bearing original signaturesfor any corrective or preventive maintenance done on the aircraft are removed prior to flight. The MOD Form 799/1(RAF) givesdetails for the preparation of the F700 prior to carriage in its parent aircraft.

other item of equipment in a sound overall condition and to minimize the amount of corrective maintenance and otherday-to-day attention it requires.

c. Out of Phase Maintenance. Out of phase maintenance is scheduled or condition based maintenance required to becarried out at intervals that do not fit the maintenance cycle.

d. Condition-based Maintenance. Condition-based maintenance is initiated as a result of knowledge of the condition of anitem gained from routine or continuous monitoring. Where condition monitoring is carried out using non-destructive testing(NDT) and Spectrum Oil Analysed Particles (SOAP) techniques, condition-based maintenance is applied to an item in

preference to routine repair or replacement as part of the scheduled or out-of-phase maintenance.

Corrective Maintenance

7. Corrective maintenance is carried out after a fault has occurred in order to restore an item to a serviceable state. Because ofthe random nature of fault arisings, the requirements for corrective maintenance cannot be planned, howevercondition-monitoring techniques may be used during corrective maintenance to aid the detection of faults.

Modifications

8. Modifications are an integral feature of the overall maintenance policy of an aircraft or other item of technical equipment.The costs of embodiment are significant and the down time arising can affect equipment availability. There are thereforedetailed procedures for authorizing and monitoring modifications.

Contingency Maintenance

9. Contingency maintenance is the preventative maintenance considered essential in transition-to-war or war operations whenmaintenance standards are likely to be relaxed and other forms of scheduled and condition-based maintenance are suspended.Contingency maintenance requirements are identified for each aircraft and other items of technical equipment.


Chapter 2 - Servicing Documents

MOD FORM 700 SERIES

General

1. The MOD Form 700 is an aircraft maintenance data form which shows the current condition of a specific aircraft. The formconsists of mandatory and specified forms in the MOD Form 700 series, contained within a cover, the MOD Form 700C.

2. An additional cover, MOD Form 700A, Aircraft Log Book, is held by the aircrafts parent unit in Engineering Records. Itcontains those forms which make up the aircrafts history and need to be retained for an extended period.

3. All aircrew should be familiar with the layout of the F700C and should have a thorough knowledge of sections whichdirectly concern them. The sections of the F700C are described here, with particular emphasis on Section 4 which the captainsigns and Section 5 which contains information on the maintenance data system reporting criteria for an aircraft. At the

beginning of each section instructions for the use of each document in that section are included on the appropriate MOD Form799.

4. The purpose of the aircraft servicing form is to show whether or not the aircraft is in a fit condition for the operation towhich it is assigned. It should be noted that all pages contained within the F700 constitute certificates under Section 50 of theAir Force Act by which:

It is an offence to sign any certificate in relation to an aircraft or aircraft material without ensuring the accuracy of thecertificate. Because of this all entries should be made in ink or ball point pen, and any errors ruled through and initialled.

5. A MOD Form 700 may be carried in its parent aircraft provided that all maintenance documents bearing original signaturesfor any corrective or preventive maintenance done on the aircraft are removed prior to flight. The MOD Form 799/1(RAF) givesdetails for the preparation of the F700 prior to carriage in its parent aircraft.




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6. During operations away from the parent unit all maintenance documents bearing original signatures are to be returned to theparent unit as soon as possible after the aircrafts departure from the operating location. The MOD Form 799/1(RAF) details theprocedure for returning such forms to the parent unit.

Section 1

7. Section 1 of MOD Form 700 contains the following:

a. MOD Form 799/1, Index and General Instructions For Use. Produced for each aircraft type, F799/1 provides an indexof the forms to be used with that particular aircraft, and the general instructions for their use.

b. MOD Form 701, Leading Particulars. The F701 is produced, as required, by aircraft type. It may contain informationon:

(1) Fuels and oils, with alternatives

(2) Basic weight and moment

(3) Tyre pressures

(4) Engine performance data

(5) HUD alignment record

(6) Aircraft dimensions

c. MOD Form 713, Register of Controlled Forms. The F713 is used for registering the insertion and removal of controlledforms. Units are responsible for entering the numbers of the controlled forms detailed on the F799/1 in the Form Nocolumn. There may also be forms specified by the Engineering Authority when specialist information is not included onF701

Section 2

8. Section 2 of MOD Form 700 is used to record engineering changes and outstanding work which may affect aircraftoperations, and which are required to be brought to the attention of aircrew before they accept the aircraft. The followingmandatory forms are required:

a. MOD Form 703, Limitations Log. F703 is used to record any faults for which work has been deferred and which affectthe operation or handling of the aircraft in any role the aircraft is expected to undertake.

b. MOD Form 703A List of Modifications, SIs and STIs of Direct Operating Interest to Aircrew. F703A is used to indicateto the crew the state of modifications, Servicing Instructions (SIs) and Special Technical Instructions (STIs) on the aircraftthey are about to fly, which are of direct interest to them and may not be immediately apparent. Preliminary WarningInstructions and changes of role are not included.

9. Additional forms specified by the Engineering Authority may include:

a. MOD Form 703, Onboard Software Log. This form may be used when it is necessary to indicate to the pilot the identityof the software loaded into the aircraft system(s).

b. MOD Form 703 STF, Special Trials Fits. F703 STF records any special trials fits and any limitations they may impose.

c. MOD Form 703 AE, Avionic Equipment State. This form provides the status of any avionic equipment modificationembodied in the aircraft which has removable components and which may be made inoperative.

Section 3

10. Section 3 of MOD Form 700 details engineering information and outstanding work which does not affect aircraftoperations, but needs to be readily available to engineering personnel. The mandatory form is the MOD Form 704, Annex A,Acceptable Deferred Faults Log. This form is used to record all faults which are considered to be acceptable for flight and

6. During operations away from the parent unit all maintenance documents bearing original signatures are to be returned to theparent unit as soon as possible after the aircrafts departure from the operating location. The MOD Form 799/1(RAF) details theprocedure for returning such forms to the parent unit.

Section 1

7. Section 1 of MOD Form 700 contains the following:

a. MOD Form 799/1, Index and General Instructions For Use. Produced for each aircraft type, F799/1 provides an indexof the forms to be used with that particular aircraft, and the general instructions for their use.

b. MOD Form 701, Leading Particulars. The F701 is produced, as required, by aircraft type. It may contain informationon:

(1) Fuels and oils, with alternatives

(2) Basic weight and moment

(3) Tyre pressures

(4) Engine performance data

(5) HUD alignment record

(6) Aircraft dimensions

c. MOD Form 713, Register of Controlled Forms. The F713 is used for registering the insertion and removal of controlledforms. Units are responsible for entering the numbers of the controlled forms detailed on the F799/1 in the Form Nocolumn. There may also be forms specified by the Engineering Authority when specialist information is not included onF701

Section 2

8. Section 2 of MOD Form 700 is used to record engineering changes and outstanding work which may affect aircraftoperations, and which are required to be brought to the attention of aircrew before they accept the aircraft. The followingmandatory forms are required:

a. MOD Form 703, Limitations Log. F703 is used to record any faults for which work has been deferred and which affectthe operation or handling of the aircraft in any role the aircraft is expected to undertake.

b. MOD Form 703A List of Modifications, SIs and STIs of Direct Operating Interest to Aircrew. F703A is used to indicateto the crew the state of modifications, Servicing Instructions (SIs) and Special Technical Instructions (STIs) on the aircraftthey are about to fly, which are of direct interest to them and may not be immediately apparent. Preliminary WarningInstructions and changes of role are not included.

9. Additional forms specified by the Engineering Authority may include:

a. MOD Form 703, Onboard Software Log. This form may be used when it is necessary to indicate to the pilot the identityof the software loaded into the aircraft system(s).

b. MOD Form 703 STF, Special Trials Fits. F703 STF records any special trials fits and any limitations they may impose.

c. MOD Form 703 AE, Avionic Equipment State. This form provides the status of any avionic equipment modificationembodied in the aircraft which has removable components and which may be made inoperative.

Section 3

10. Section 3 of MOD Form 700 details engineering information and outstanding work which does not affect aircraftoperations, but needs to be readily available to engineering personnel. The mandatory form is the MOD Form 704, Annex A,Acceptable Deferred Faults Log. This form is used to record all faults which are considered to be acceptable for flight and




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which impose no limitation on the aircrafts handling or operation.

11. Additional forms which may be specified by the Engineering Authority include:

a. MOD Form 704A, Acceptable Deferred Husbandry Log. This form is used for recording acceptable deferred husbandry.

b. MOD Form 704B. The F704B may be used to record significant engineering changes which affect maintainability, thedetails of which need to be readily available to maintenance personnel. An example of its use is when a permanent repairhas been embodied which affects scheduled maintenance.

c. MOD Form 704C. This series of forms is special to type and has been developed to meet specialist engineering datarecording requirements. Graphical representation is used, where possible, to enhance data capture. An example of a F704Cis one used as a record of composite structure repairs for later analysis.

Section 4

12. Section 4 of the MOD Form 700 contains a number of mandatory forms to record and certify:

a. Aircraft or equipment usage.

b. Flight servicing.

c. Replenishment.

13. MOD Form 725, Flying Log and Fatigue Data Sheet. This form is used to record the details of each flight including, whenapplicable, the fatigue meter readings.

14. MOD Form 725A, Air to Air Transactions. F725A is used to record in flight refuelling details.

15. MOD Form 705, Flight Servicing/Fuel Certificate. This form is used for the certifying of flight servicing and fuel states; itcontains the Captains after flight declaration and the Captains acceptance certificate.

a. The captains after flight signature returns the responsibility for the aircraft to the engineering organization and certifiesthat:

(1) He has returned the aircraft to the finally armed state in accordance with the Flight Reference Cards, or that noexplosive armament stores are fitted.

(2) The aircraft assisted escape system safety devices are set to the safe for parking condition.

(3) He has accepted those faults, the serial numbers of work (SNOWs) for which are listed in the Pre-Flight AcceptedFaults block against his after flight declaration.

(4) A Maintenance Work Order Log Entry (F707A/ADP) has been raised for each fault that became evident whilst hewas responsible for the aircraft.

(5) A new F707A (ADP) has been raised for each SNOW listed in the Pre-Flight Accepted Faults block against his afterflight declaration, excepting when the original SNOW is actioned in accordance with F799/5 (RAF) (ADP) for a faultwhich was eliminated before flight but the system was not proved.

(6) The results of any Flying Requirements undertaken have been entered in the F707A (ADP).

(7) When the Station Engineering Management Aid (SEMA) computer is not available, the Flying Log and FatigueData sheet (F725) has been completed.

(8) He has indicated whether a pre-flight Command and Stability Augmentation System (CSAS) and Spin Preventionand Incidence Limiting System Built in Test Equipment (SPILS BITE) check was undertaken (Tornado only).

(9) The equipment used blocks, lines 1-3, have been completed (Tornado only).

b. The Captains Acceptance Certificate requires the captain to accepts responsibility for the aircraft by signing andprinting his name at lines 27 and 28 after ensuring that the F700 Co-ordinator has signed the Flight Services Certificate at

which impose no limitation on the aircrafts handling or operation.

11. Additional forms which may be specified by the Engineering Authority include:

a. MOD Form 704A, Acceptable Deferred Husbandry Log. This form is used for recording acceptable deferred husbandry.

b. MOD Form 704B. The F704B may be used to record significant engineering changes which affect maintainability, thedetails of which need to be readily available to maintenance personnel. An example of its use is when a permanent repairhas been embodied which affects scheduled maintenance.

c. MOD Form 704C. This series of forms is special to type and has been developed to meet specialist engineering datarecording requirements. Graphical representation is used, where possible, to enhance data capture. An example of a F704Cis one used as a record of composite structure repairs for later analysis.

Section 4

12. Section 4 of the MOD Form 700 contains a number of mandatory forms to record and certify:

a. Aircraft or equipment usage.

b. Flight servicing.

c. Replenishment.

13. MOD Form 725, Flying Log and Fatigue Data Sheet. This form is used to record the details of each flight including, whenapplicable, the fatigue meter readings.

14. MOD Form 725A, Air to Air Transactions. F725A is used to record in flight refuelling details.

15. MOD Form 705, Flight Servicing/Fuel Certificate. This form is used for the certifying of flight servicing and fuel states; itcontains the Captains after flight declaration and the Captains acceptance certificate.

a. The captains after flight signature returns the responsibility for the aircraft to the engineering organization and certifiesthat:

(1) He has returned the aircraft to the finally armed state in accordance with the Flight Reference Cards, or that noexplosive armament stores are fitted.

(2) The aircraft assisted escape system safety devices are set to the safe for parking condition.

(3) He has accepted those faults, the serial numbers of work (SNOWs) for which are listed in the Pre-Flight AcceptedFaults block against his after flight declaration.

(4) A Maintenance Work Order Log Entry (F707A/ADP) has been raised for each fault that became evident whilst hewas responsible for the aircraft.

(5) A new F707A (ADP) has been raised for each SNOW listed in the Pre-Flight Accepted Faults block against his afterflight declaration, excepting when the original SNOW is actioned in accordance with F799/5 (RAF) (ADP) for a faultwhich was eliminated before flight but the system was not proved.

(6) The results of any Flying Requirements undertaken have been entered in the F707A (ADP).

(7) When the Station Engineering Management Aid (SEMA) computer is not available, the Flying Log and FatigueData sheet (F725) has been completed.

(8) He has indicated whether a pre-flight Command and Stability Augmentation System (CSAS) and Spin Preventionand Incidence Limiting System Built in Test Equipment (SPILS BITE) check was undertaken (Tornado only).

(9) The equipment used blocks, lines 1-3, have been completed (Tornado only).

b. The Captains Acceptance Certificate requires the captain to accepts responsibility for the aircraft by signing andprinting his name at lines 27 and 28 after ensuring that the F700 Co-ordinator has signed the Flight Services Certificate at




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line 24.

NOTE:When a NATO Cross Servicing has been undertaken, the captain is to undertake the actions of the F700co-ordinator and strike through any unused lines).

The captains acceptance signature certifies that:

(1) Where a SNOW appears in the Flying Requirements block he has obtained the nature of the requirement from theF707A (ADP).

(2) He is aware of the Modification, SI, STI state shown on the F703A and the Special Trials Fit shown in theF703STF.

(3) The Fuel and Role states are as required.

(4) He accepts the Limitations recorded on F703.

(5) He accepts the Aircrew Accepted Faults identified by SNOW in the Aircrew Accepted Faults block.(6) He has ascertained from the CSAS/SPILS BITE whether a CSAS/SPILS BITE check is required (Tornado only).

When an aircraft captain elects to accept a fault during turnaround or operational turn around by signing the Aircrew Acceptedblock on the relevant Maintenance Work Order Log entry, the F700 co-ordinator is to enter the SNOW of that Work Order in theAircrew Accepted Faults block of the next Captains Acceptance Certificate block.

16. MOD Form 724, Flying Log and Equipment Running Log. This form is for rotary wing aircraft and is used to record flightdetails and running data of specified equipment.

17. MOD Form 705 (SSR), Supplementary Flight Services Register. F705 (SSR) is a register of all maintenance activitiesrequired to be undertaken in conjunction with flight servicing.

18. MOD Form 705 (SSC), Supplementary Flight Servicing Certificate. This form complements the Supplementary FlightServices Register and is used to certify completion of the maintenance activities done in conjunction with flight servicing.

19. MOD Form 706B, Fuel Uplifts Not Containing Fuel System Icing Inhibitor (FSII) or Lubricity Additive. F706B ismandatory for all aircraft which use aviation turbine fuel, and is used to record uplifts of fuel not containing FSII and/orLubricity Additive. It can also be used to maintain, when required, a permanent record of each engine fuel pumps cumulativerunning hours on fuel not containing Lubricity Additive.

20. Additional forms in Section 4 which may be specified by the Engineering Authority are:

a. MOD Form 706, Role Equipment and Expendable Stores States.

b. MOD Form 726, Equipment Running Log.

c. MOD Form 705HB(H), Helicopter Ground Running Flight Servicing Certificate.

d. MOD Form 737, Oil Replenishment and Sampling Record.

e. MOD Form 737A, Oil Replenishment Record. This form is used when the aircraft or component is not subject toSpectrum Oil Analysed Particles (SOAP) procedures.

Section 5

21. Section 5 of the F700 includes a number of mandatory forms used for registering all corrective and preventive maintenance,excluding flight servicing, required on an aircraft. It also contains information on the Maintenance Data System (MDS)reporting criteria and codes.

23. MOD Form 799/5A(RAF) (ADP) Instructions for Use - Aircraft Maintenance. This form provides instructions for raising a

line 24.

NOTE:When a NATO Cross Servicing has been undertaken, the captain is to undertake the actions of the F700co-ordinator and strike through any unused lines).

The captains acceptance signature certifies that:

(1) Where a SNOW appears in the Flying Requirements block he has obtained the nature of the requirement from theF707A (ADP).

(2) He is aware of the Modification, SI, STI state shown on the F703A and the Special Trials Fit shown in theF703STF.

(3) The Fuel and Role states are as required.

(4) He accepts the Limitations recorded on F703.

(5) He accepts the Aircrew Accepted Faults identified by SNOW in the Aircrew Accepted Faults block.(6) He has ascertained from the CSAS/SPILS BITE whether a CSAS/SPILS BITE check is required (Tornado only).

When an aircraft captain elects to accept a fault during turnaround or operational turn around by signing the Aircrew Acceptedblock on the relevant Maintenance Work Order Log entry, the F700 co-ordinator is to enter the SNOW of that Work Order in theAircrew Accepted Faults block of the next Captains Acceptance Certificate block.

16. MOD Form 724, Flying Log and Equipment Running Log. This form is for rotary wing aircraft and is used to record flightdetails and running data of specified equipment.

17. MOD Form 705 (SSR), Supplementary Flight Services Register. F705 (SSR) is a register of all maintenance activitiesrequired to be undertaken in conjunction with flight servicing.

18. MOD Form 705 (SSC), Supplementary Flight Servicing Certificate. This form complements the Supplementary FlightServices Register and is used to certify completion of the maintenance activities done in conjunction with flight servicing.

19. MOD Form 706B, Fuel Uplifts Not Containing Fuel System Icing Inhibitor (FSII) or Lubricity Additive. F706B ismandatory for all aircraft which use aviation turbine fuel, and is used to record uplifts of fuel not containing FSII and/orLubricity Additive. It can also be used to maintain, when required, a permanent record of each engine fuel pumps cumulativerunning hours on fuel not containing Lubricity Additive.

20. Additional forms in Section 4 which may be specified by the Engineering Authority are:

a. MOD Form 706, Role Equipment and Expendable Stores States.

b. MOD Form 726, Equipment Running Log.

c. MOD Form 705HB(H), Helicopter Ground Running Flight Servicing Certificate.

d. MOD Form 737, Oil Replenishment and Sampling Record.

e. MOD Form 737A, Oil Replenishment Record. This form is used when the aircraft or component is not subject toSpectrum Oil Analysed Particles (SOAP) procedures.

Section 5

21. Section 5 of the F700 includes a number of mandatory forms used for registering all corrective and preventive maintenance,excluding flight servicing, required on an aircraft. It also contains information on the Maintenance Data System (MDS)reporting criteria and codes.

23. MOD Form 799/5A(RAF) (ADP) Instructions for Use - Aircraft Maintenance. This form provides instructions for raising a




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maintenance work order (MWO) from an entry in F707A(ADP). It contains MDS reporting criteria for corrective andpreventive maintenance.

24. Additional forms in Section 5 specified by the Engineering Authority may include the following:

a. MOD Form 799/5R, MDS Reporting. New aircraft types report all corrective maintenance and no F799/5R is issued.

As the aircraft progresses through its Service life, the level of reporting may change as required by the EngineeringAuthority and F799/5R is then raised. There are four levels of reporting below full reporting; these are reduced, limited,minimum and nil.

b. MOD Form 705B. This form provides for aircrew to record engineering information while the aircraft is under theircontrol. Any instructions for use will be included on the form.

Section 6

25. Section 6 of MOD Form 700 may contain forms used in forecasting scheduled and out of phase maintenance. There are nomandatory forms for Section 6 of F700. The Engineering Authority specified forms may include the following:

a. MOD Form 721B, Forecast Sheet. This form provides a summary of all maintenance and component replacements dueduring a specified period. The Summary is extracted from the Maintenance and Component Replacement ControlDocument (M & CRCD) in F700 Section 7. Using the forecast sheet, the F700 Co-ordinator is permitted to declare anaircraft fit to fly without recourse to the M & CRCD provided no limits shown in the Forecast Limits Block have beenexceeded.

b. MOD Form 721C, Flexible Primary Maintenance Control Chart. This form is used for planning and controllingflexible primary maintenance.

c. MOD Form 723 WL, Forecast Log - Winch Lifts Remaining. The standard forecast logs are unsuitable for forecastingwinch maintenance and F723WL has been provided for this task.

Section 7

26. Section 7 of MOD Form 700 Contains the Maintenance and Component Replacement Control Document (M & CRCD) andis used to control and forecast scheduled and out of phase maintenance. It also provides data for the completion of maintenancedocuments. Where the Engineering Authority specifies the use of F721B, Section 7 is to be maintained in a separate F700Ccover and held by the engineering organization responsible for the aircraft. The functions of the M & CRCD are provided in full

by the Station Engineering Management Aid (SEMA) computer system.

27. There are no mandatory or Engineering Authority specified forms; the forms used depend on the content of the aircraftsmaster servicing schedule (Topic 5A1). Those available are:

a. MOD Form 798, Instructions for Use. This form provides detailed instructions for the M & CRCD and all other formsdescribed in this section.

b. MOD Form 798B, Amendment Record.

c. MOD Form 728, Component Replacement Record.

d. MOD Form 728A, Component Replacement Record - High Frequency Items.

e. MOD Form 728X, Explosive Component Replacement Record.

f. MOD Form 727E, Schedule and Out of Phase Maintenance Register.

g. MOD Form 727C, Supplementary Maintenance Register.

h. MOD Form 727D, Supplementary Maintenance Record.

i. MOD Form 709A, Forecast Log - Calendar.

j. MOD Form 723/1 to 723/4, Forecast Logs.

maintenance work order (MWO) from an entry in F707A(ADP). It contains MDS reporting criteria for corrective andpreventive maintenance.

24. Additional forms in Section 5 specified by the Engineering Authority may include the following:

a. MOD Form 799/5R, MDS Reporting. New aircraft types report all corrective maintenance and no F799/5R is issued.

As the aircraft progresses through its Service life, the level of reporting may change as required by the EngineeringAuthority and F799/5R is then raised. There are four levels of reporting below full reporting; these are reduced, limited,minimum and nil.

b. MOD Form 705B. This form provides for aircrew to record engineering information while the aircraft is under theircontrol. Any instructions for use will be included on the form.

Section 6

25. Section 6 of MOD Form 700 may contain forms used in forecasting scheduled and out of phase maintenance. There are nomandatory forms for Section 6 of F700. The Engineering Authority specified forms may include the following:

a. MOD Form 721B, Forecast Sheet. This form provides a summary of all maintenance and component replacements dueduring a specified period. The Summary is extracted from the Maintenance and Component Replacement ControlDocument (M & CRCD) in F700 Section 7. Using the forecast sheet, the F700 Co-ordinator is permitted to declare anaircraft fit to fly without recourse to the M & CRCD provided no limits shown in the Forecast Limits Block have beenexceeded.

b. MOD Form 721C, Flexible Primary Maintenance Control Chart. This form is used for planning and controllingflexible primary maintenance.

c. MOD Form 723 WL, Forecast Log - Winch Lifts Remaining. The standard forecast logs are unsuitable for forecastingwinch maintenance and F723WL has been provided for this task.

Section 7

26. Section 7 of MOD Form 700 Contains the Maintenance and Component Replacement Control Document (M & CRCD) andis used to control and forecast scheduled and out of phase maintenance. It also provides data for the completion of maintenancedocuments. Where the Engineering Authority specifies the use of F721B, Section 7 is to be maintained in a separate F700Ccover and held by the engineering organization responsible for the aircraft. The functions of the M & CRCD are provided in full

by the Station Engineering Management Aid (SEMA) computer system.

27. There are no mandatory or Engineering Authority specified forms; the forms used depend on the content of the aircraftsmaster servicing schedule (Topic 5A1). Those available are:

a. MOD Form 798, Instructions for Use. This form provides detailed instructions for the M & CRCD and all other formsdescribed in this section.

b. MOD Form 798B, Amendment Record.

c. MOD Form 728, Component Replacement Record.

d. MOD Form 728A, Component Replacement Record - High Frequency Items.

e. MOD Form 728X, Explosive Component Replacement Record.

f. MOD Form 727E, Schedule and Out of Phase Maintenance Register.

g. MOD Form 727C, Supplementary Maintenance Register.

h. MOD Form 727D, Supplementary Maintenance Record.

i. MOD Form 709A, Forecast Log - Calendar.

j. MOD Form 723/1 to 723/4, Forecast Logs.




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Other Sections

28. Sections 8 to 12 of MOD Form 700 cover such topics as Engine running data, weight and balance, nuclear weaponsinstallations and various pod systems.

Aircraft Flying Times

29. Recorded flying times for an aircraft are the periods the aircraft is reckoned to be airborne, and do not include time spent onthe ground with engine(s) running between sorties. Flying times are recorded in the MOD F700 and Engineering Record Cards(ERCs), and are used as the basis for calculating the periodicity of maintenance activities and equipment reconditioning whenthese depend on the hours flown.

Aero-engine Running Times

30. The running times of engines fitted with elapsed time indicators (ETI) are taken as indicated on the ETI. In other cases thetime run by an aero-engine is reckoned from the flying time of the aircraft in which the engine is installed and does not includethe time run on the ground for any purpose. Engine running time is recorded in the MOD F700 and the ERCs for that engine,and is used to calculate the periodicity of relevant maintenance activities and equipment reconditioning. The time run by anaero-engine on a test bench following manufacture, reconditioning or repair is not taken into account for the purpose ofcalculating maintenance of reconditioning periodicity, and is not recorded on ERCs.

Helicopter Transmission Components

31. The time run by helicopter transmission components, rotor heads and rotor blades is reckoned as for aircraft flying times asin para 30 above.

MAINTENANCE DATA SYSTEMS

General

32. The computer based maintenance data system (MDS) is used to collect and analyse maintenance data both for the RAF and

the Fleet Air Arm. The MDS is able to provide information rapidly and accurately on defects and provide information onservicing work done. Access to this information enables managers to obtain better reliability and to make best use of servicingresources. The system comprises six major data elements, each concentrating on one particular aspect of maintenance data,although having considerable interdependence. The elements are faults, modifications, manpower utilization, task achievement,technical costs and logistics. The faults or defects element provides a wide range of routine and ad hoc outputs for the supportof engineering analysis, survey, and review. Aircraft fatigue monitoring is also undertaken, and units and engineeringauthorities can be supplied with fatigue index information on floppy disks to assist fleet management.

33. The Engineering Information Centre maintains a computer indexed centralized bank of engineering information, narrativedata from MOD Form 760 series documents, incident/accident reports and other engineering reports. Abstracts or detailedinformation are available on request. The Engineering Information Centre also maintains a record of all modifications andtechnical instructions authorized and issued on microfiche.

MOD Form 707/720 Document Relationship - Maintenance, Analysis & Computing Department(MACD) Reporting Loop

34. One of the functions of MDS is to trace the chain of events between the MACD reportable occurrence being discovered andthe fault being eliminated. A symptom may be eliminated by the replacement of a component, but it is important that the faultwithin the replaced component is identified and recorded. This information may not become available until the component istested or dismantled at another work centre, such as a bay or Maintenance Unit. The linking of records of work done on thefaulty component at the various levels of maintenance is known as the MACD Reporting Loop. The MDS monitors thereporting loop through an Originators Reference Number (ORN) which is a unique reference made up from Unit, Serial Numberof Work (SNOW), the aircraft tail number and the date. Whenever the symptom of a reportable occurrence is discovered (unlessthe component has previously been reported to MACD), the occurrence is reported on MOD Forms 707B(ADP), 720K(NCR) or720Q/1 as applicable, and given an ORN. If the component has been reported to MACD previously, all subsequent faults areactioned as supplementary non-related faults. If the fault is completely eliminated at this stage or if the faulty component isscrapped, the fault repair chain goes no further and the loop is started and finished on the Forms 707B(ADP), 720K(NCR) or

720Q/1. If the faulty component is passed to another work area for repair or investigation the work done at the second area isrecorded on a supplementary MOD F 707B(ADP), 720K(NCR) or 720Q/1. All further work areas use the same recording

Other Sections

28. Sections 8 to 12 of MOD Form 700 cover such topics as Engine running data, weight and balance, nuclear weaponsinstallations and various pod systems.

Aircraft Flying Times

29. Recorded flying times for an aircraft are the periods the aircraft is reckoned to be airborne, and do not include time spent onthe ground with engine(s) running between sorties. Flying times are recorded in the MOD F700 and Engineering Record Cards(ERCs), and are used as the basis for calculating the periodicity of maintenance activities and equipment reconditioning whenthese depend on the hours flown.

Aero-engine Running Times

30. The running times of engines fitted with elapsed time indicators (ETI) are taken as indicated on the ETI. In other cases thetime run by an aero-engine is reckoned from the flying time of the aircraft in which the engine is installed and does not includethe time run on the ground for any purpose. Engine running time is recorded in the MOD F700 and the ERCs for that engine,and is used to calculate the periodicity of relevant maintenance activities and equipment reconditioning. The time run by anaero-engine on a test bench following manufacture, reconditioning or repair is not taken into account for the purpose ofcalculating maintenance of reconditioning periodicity, and is not recorded on ERCs.

Helicopter Transmission Components

31. The time run by helicopter transmission components, rotor heads and rotor blades is reckoned as for aircraft flying times asin para 30 above.

MAINTENANCE DATA SYSTEMS

General

32. The computer based maintenance data system (MDS) is used to collect and analyse maintenance data both for the RAF and

the Fleet Air Arm. The MDS is able to provide information rapidly and accurately on defects and provide information onservicing work done. Access to this information enables managers to obtain better reliability and to make best use of servicingresources. The system comprises six major data elements, each concentrating on one particular aspect of maintenance data,although having considerable interdependence. The elements are faults, modifications, manpower utilization, task achievement,technical costs and logistics. The faults or defects element provides a wide range of routine and ad hoc outputs for the supportof engineering analysis, survey, and review. Aircraft fatigue monitoring is also undertaken, and units and engineeringauthorities can be supplied with fatigue index information on floppy disks to assist fleet management.

33. The Engineering Information Centre maintains a computer indexed centralized bank of engineering information, narrativedata from MOD Form 760 series documents, incident/accident reports and other engineering reports. Abstracts or detailedinformation are available on request. The Engineering Information Centre also maintains a record of all modifications andtechnical instructions authorized and issued on microfiche.

MOD Form 707/720 Document Relationship - Maintenance, Analysis & Computing Department(MACD) Reporting Loop

34. One of the functions of MDS is to trace the chain of events between the MACD reportable occurrence being discovered andthe fault being eliminated. A symptom may be eliminated by the replacement of a component, but it is important that the faultwithin the replaced component is identified and recorded. This information may not become available until the component istested or dismantled at another work centre, such as a bay or Maintenance Unit. The linking of records of work done on thefaulty component at the various levels of maintenance is known as the MACD Reporting Loop. The MDS monitors thereporting loop through an Originators Reference Number (ORN) which is a unique reference made up from Unit, Serial Numberof Work (SNOW), the aircraft tail number and the date. Whenever the symptom of a reportable occurrence is discovered (unlessthe component has previously been reported to MACD), the occurrence is reported on MOD Forms 707B(ADP), 720K(NCR) or720Q/1 as applicable, and given an ORN. If the component has been reported to MACD previously, all subsequent faults areactioned as supplementary non-related faults. If the fault is completely eliminated at this stage or if the faulty component isscrapped, the fault repair chain goes no further and the loop is started and finished on the Forms 707B(ADP), 720K(NCR) or

720Q/1. If the faulty component is passed to another work area for repair or investigation the work done at the second area isrecorded on a supplementary MOD F 707B(ADP), 720K(NCR) or 720Q/1. All further work areas use the same recording




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method; the documents are related by the same ORN, and MDS receives all the reports. The ultimate cause of the fault cantherefore be traced irrespective of the number of work areas involved in an investigation. The medium for transferring the faultinformation and the ORN from one work area to the next is the MOD Form 731 equipment label, attached to the faultycomponent.

35. If more than one component is replaced in a single occurrence the MOD Form 707J(ADP) A11 is used to inform MDS thatcomponents in addition to the one reported in F707B(ADP) have been changed to eliminate the fault. The A11 carries the sameORN as the F707B(ADP).

MOD Form 725 - Flying Log and Fatigue Data Sheet

36. The MOD Form 725 Flying Log and Fatigue Data Sheet is used to record details such as aircraft weight and storesconfiguration, the stores weight of an individual flight, and where applicable, fatigue meter readings, for subsequent calculationof component and aircraft fatigue life consumption. The F725 is designed to suit the requirements of a particular aircraft andthere are three formats:

a. Non ADP. The non ADP format is used for aircraft having no requirement for ADP fatigue processing.

b. ADP. The ADP format is the most common. The form is broken down into data blocks which are designed for easy

compilation and computer input.c. Single Sortie. The single sortie format is designed to be a standby document for when SEMA is not available. There isonly one sorties data on each sheet.

MACD Data Services

37. The MACD data services available are:

a. Interrogation and analysis of maintenance data derived mainly from the F707(ADP) Maintenance Work Order (MWO)and F720 series of work cards in respect of RAF and RN aircraft and equipment.

b. Interrogation and analysis of fatigue data derived from F725 Flying Log and Fatigue Data Sheets in respect of specific

RAF and RN aircraft types.

c. Interrogation of information contained on fault investigation and overhaul reports.

d. Provision of information abstracted or derived from engineering reports, modification leaflets, servicing instructionsetc.

e. Provision of periodic reports indicating existing or potential problem areas, reliability trends and costs in terms ofman-hours, operational effects or equipment shortages.

f. Identification of alternative NATO Stock Numbers, Section/Reference Numbers and Part Numbers for items ofequipment, utilizing the MACD database catalogues.

MACD Outputs

38. The MACD data services outputs depend upon the form of enquiry.

a. Ad Hoc. The output in response to an ad hoc enquiry may be a simple narrative reply, a print out of the data beingconsidered, and/or a graphical presentation of the interrogation results.

b. Fixed Format. Fixed format outputs provide a statistical view of a particular aircraft fleet, equipment type orcomponent. They are categorized as:

(1) Routine. Routine outputs are of fixed format, issued at a set periodicity to a fixed distribution list.

(2) Standard. Standard outputs are of fixed format and issued on request.

(3) Recurring. Recurring outputs are of fixed format designed by the sponsor and issued at regular intervals accordingto the requirements of the sponsor.

method; the documents are related by the same ORN, and MDS receives all the reports. The ultimate cause of the fault cantherefore be traced irrespective of the number of work areas involved in an investigation. The medium for transferring the faultinformation and the ORN from one work area to the next is the MOD Form 731 equipment label, attached to the faultycomponent.

35. If more than one component is replaced in a single occurrence the MOD Form 707J(ADP) A11 is used to inform MDS thatcomponents in addition to the one reported in F707B(ADP) have been changed to eliminate the fault. The A11 carries the sameORN as the F707B(ADP).

MOD Form 725 - Flying Log and Fatigue Data Sheet

36. The MOD Form 725 Flying Log and Fatigue Data Sheet is used to record details such as aircraft weight and storesconfiguration, the stores weight of an individual flight, and where applicable, fatigue meter readings, for subsequent calculationof component and aircraft fatigue life consumption. The F725 is designed to suit the requirements of a particular aircraft andthere are three formats:

a. Non ADP. The non ADP format is used for aircraft having no requirement for ADP fatigue processing.

b. ADP. The ADP format is the most common. The form is broken down into data blocks which are designed for easy

compilation and computer input.c. Single Sortie. The single sortie format is designed to be a standby document for when SEMA is not available. There isonly one sorties data on each sheet.

MACD Data Services

37. The MACD data services available are:

a. Interrogation and analysis of maintenance data derived mainly from the F707(ADP) Maintenance Work Order (MWO)and F720 series of work cards in respect of RAF and RN aircraft and equipment.

b. Interrogation and analysis of fatigue data derived from F725 Flying Log and Fatigue Data Sheets in respect of specific

RAF and RN aircraft types.

c. Interrogation of information contained on fault investigation and overhaul reports.

d. Provision of information abstracted or derived from engineering reports, modification leaflets, servicing instructionsetc.

e. Provision of periodic reports indicating existing or potential problem areas, reliability trends and costs in terms ofman-hours, operational effects or equipment shortages.

f. Identification of alternative NATO Stock Numbers, Section/Reference Numbers and Part Numbers for items ofequipment, utilizing the MACD database catalogues.

MACD Outputs

38. The MACD data services outputs depend upon the form of enquiry.

a. Ad Hoc. The output in response to an ad hoc enquiry may be a simple narrative reply, a print out of the data beingconsidered, and/or a graphical presentation of the interrogation results.

b. Fixed Format. Fixed format outputs provide a statistical view of a particular aircraft fleet, equipment type orcomponent. They are categorized as:

(1) Routine. Routine outputs are of fixed format, issued at a set periodicity to a fixed distribution list.

(2) Standard. Standard outputs are of fixed format and issued on request.

(3) Recurring. Recurring outputs are of fixed format designed by the sponsor and issued at regular intervals accordingto the requirements of the sponsor.




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c. Special Studies. Special studies may be undertaken on behalf of an engineering authority (EA) or other authorities. Thereports may utilize all the maintenance data available to MACD.

d. Abstracts or Copies. Abstracts from or copies of engineering reports, modification leaflets, etc are provided in printedform or on microfiche cards as requested.


Chapter 3 - Ground Handling of Aircraft

Introduction

1. This chapter provides information on those aspects of aircraft ground handling with which aircrew should be familiar. Thevarious topics are covered in general terms since particular circumstances and local requirements may, from time to time,necessitate minor amendments.

GROUND HANDLING

Seeing In and Seeing Off

2. Aircraft arrivals and departures are usually attended by a handling team comprising two tradesmen.

3. On arrival the handling team will marshal the aircraft into a designated parking area which has been cleared of foreignobjects and non-essential items of ground equipment. When signalled by the aircraft captain chocks are inserted and ground

power and any necessary ground servicing equipment is connected. Fire extinguishers are positioned and manned as requiredduring engine shut-downs, aircraft steps are positioned and the aircrew are assisted with unstrapping. Finally the handling teamwill fit safety devices, covers and blanks.

4. Appropriate actions are carried out in the reverse order for departure.

Marshalling

5. The aim of the marshaller is to assist the pilot in the safe manoeuvring of the aircraft on the ground. The signals used arestandard throughout the RAF and are illustrated in JSP 318, annexes 051A and 051B.

6. The need for marshalling assistance will be governed by the pilot's familiarity with the airfield, the number of obstructions,the size of the aircraft and the field of view from the cockpit. At an unfamiliar airfield taxiing instruction can be passed by radioand occasionally "follow me" vehicles may be used.

7. Marshalling Procedure - Day. Marshallers should identify themselves to pilots by energetic waving of the arms in acircular motion. The marshaller may wear clothing of a distinctive colour as an aid to identification. The type of marshallingwill vary with circumstances - to park an aircraft in a particular position when the approaches to it are clear, requires only thatthe pilot is given an indication of the position where it must finally be stopped. This information should be given to the pilot as

soon as possible by the marshaller standing on the required spot with his arms outstretched, facing towards the final position ofthe aircraft. The pilot is then free to taxi the aircraft in a path of his own choosing to the position indicated. If obstructionsexist, two extra personnel may be required to complete the marshalling team. They should walk on either side of the aircraft,ahead of the wing tips and signal to the pilot if there is sufficient clearance for the aircraft to pass. This assistance is most likelyto be necessary when marshalling large aircraft with restricted fields of view from the cockpit.

8. Marshalling Procedure - Night. While taxiing at night in congested areas, detailed marshalling directions are necessary,although the need is less if taxiing lights are used. If dispersal areas are floodlit, marshalling assistance can be reduced to thatgiven in daylight. Navigation lights should always be on and taxi lights should be used although care should be taken not todazzle the marshaller. Marshallers should be in a position where they can be seen by the pilot at all times, identified by wands ortorches. The aircraft should be stopped if the pilot loses sight of the marshaller.

9. Division of Responsibility. The pilot is responsible for the safety of the aircraft and is not required to comply with

marshalling instructions considered to be unsafe; he is at liberty to pursue the course of action he thinks best.

c. Special Studies. Special studies may be undertaken on behalf of an engineering authority (EA) or other authorities. Thereports may utilize all the maintenance data available to MACD.

d. Abstracts or Copies. Abstracts from or copies of engineering reports, modification leaflets, etc are provided in printedform or on microfiche cards as requested.


Chapter 3 - Ground Handling of Aircraft

Introduction

1. This chapter provides information on those aspects of aircraft ground handling with which aircrew should be familiar. Thevarious topics are covered in general terms since particular circumstances and local requirements may, from time to time,necessitate minor amendments.

GROUND HANDLING

Seeing In and Seeing Off

2. Aircraft arrivals and departures are usually attended by a handling team comprising two tradesmen.

3. On arrival the handling team will marshal the aircraft into a designated parking area which has been cleared of foreignobjects and non-essential items of ground equipment. When signalled by the aircraft captain chocks are inserted and ground

power and any necessary ground servicing equipment is connected. Fire extinguishers are positioned and manned as requiredduring engine shut-downs, aircraft steps are positioned and the aircrew are assisted with unstrapping. Finally the handling teamwill fit safety devices, covers and blanks.

4. Appropriate actions are carried out in the reverse order for departure.

Marshalling

5. The aim of the marshaller is to assist the pilot in the safe manoeuvring of the aircraft on the ground. The signals used arestandard throughout the RAF and are illustrated in JSP 318, annexes 051A and 051B.

6. The need for marshalling assistance will be governed by the pilot's familiarity with the airfield, the number of obstructions,the size of the aircraft and the field of view from the cockpit. At an unfamiliar airfield taxiing instruction can be passed by radioand occasionally "follow me" vehicles may be used.

7. Marshalling Procedure - Day. Marshallers should identify themselves to pilots by energetic waving of the arms in acircular motion. The marshaller may wear clothing of a distinctive colour as an aid to identification. The type of marshallingwill vary with circumstances - to park an aircraft in a particular position when the approaches to it are clear, requires only thatthe pilot is given an indication of the position where it must finally be stopped. This information should be given to the pilot as

soon as possible by the marshaller standing on the required spot with his arms outstretched, facing towards the final position ofthe aircraft. The pilot is then free to taxi the aircraft in a path of his own choosing to the position indicated. If obstructionsexist, two extra personnel may be required to complete the marshalling team. They should walk on either side of the aircraft,ahead of the wing tips and signal to the pilot if there is sufficient clearance for the aircraft to pass. This assistance is most likelyto be necessary when marshalling large aircraft with restricted fields of view from the cockpit.

8. Marshalling Procedure - Night. While taxiing at night in congested areas, detailed marshalling directions are necessary,although the need is less if taxiing lights are used. If dispersal areas are floodlit, marshalling assistance can be reduced to thatgiven in daylight. Navigation lights should always be on and taxi lights should be used although care should be taken not todazzle the marshaller. Marshallers should be in a position where they can be seen by the pilot at all times, identified by wands ortorches. The aircraft should be stopped if the pilot loses sight of the marshaller.

9. Division of Responsibility. The pilot is responsible for the safety of the aircraft and is not required to comply with

marshalling instructions considered to be unsafe; he is at liberty to pursue the course of action he thinks best.




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Chocks, Safety Devices, Blanks and Covers

10. Whenever aircraft are shut down and stationary on the ground, and during engine runs, they should be securely chocked.Safety devices, blanks and covers should be fitted throughout the time that the aircraftis shut down, unless removed temporarilyfor maintenance.

Danger Zones11.

a. General. Danger zones are those areas in which there is a high risk of injury to personnel when aircraft components orsystems are operated on the ground. Normally they comprise areas around engine intakes and exhausts, including auxiliary

power units, propellers and helicopter rotors. In particular piston-engined aircraft propellers should always be considered"live" and should only be swung as directed and in accordance with approved procedures. Special care is necessary when inclose proximity to a helicopter in gusty wind conditions when blade sailing may bring rotor blades close to the ground.

b. Slipstream/Jet Efflux. Even when the engine is idling, a propeller slipstream or the efflux of a jet engine can be powerfulenough to damage loose items of ground equipment or any other foreign objects. Personnel must be aware of such hazards

particularly during engine start-up and initial taxying and take care to prevent such dangers.

Wheel and Brake Fires

12. There is a danger of explosion if rapid and uneven cooling of an aircraft wheel or brake assembly should occur. The safestcourse of first-aid action against an aircraft wheel or brake fire is:

a. To stand forward or rearward of the wheels depending on the prevailing wind, but never in line with the axle.

b. To operate the fire extinguisher at the limit of its range to spray the extinguishant downwards towards the wheels,ensuring that the flow strikes the ground 0.3m away from the wheels and flows onto the wheels.

REFUELLING

Fuels

13. Aircrew may have to supervise the refuelling of their aircraft, therefore the following paragraphs are included in order thatthe relevant information may be studied.

14. AP 3456 Vol 2, Part 1, Sect 7, Chap 1deals in some detail with aviation fuels. In general terms the following types are inregular use:

a. AVGAS - aviation gasoline.

b. AVTUR - aviation turbine fuel (kerosene).

c. AVTAG - aviation turbine widecut gasoline.

d. AVCAT - aviation turbine fuel, used largely by the Royal Navy.

AVGAS is divided into two grades, that used for a particular engine being determined by the compression ratio and maximummanifold air pressure rating of the engine, the operational role in which it is employed, and the geographic locality in which it isused. The use of AVTUR or AVTAG in turbine engines is usually determined by the design specification of the engine. Themajority of gas turbine engines may be run on either of these subject to certain precautions and limitations as detailed in theAircrew Manual.

Lubricating Oils

15. Lubricating oils of different viscosities are used for reciprocating engines and gas turbine engines, the gas turbine requiringan oil of very much lower viscosity. The various grades are distinguished by the letters, NATO code numbers and colourssuperimposed as appropriate on the containers (Fig 1).

Chocks, Safety Devices, Blanks and Covers

10. Whenever aircraft are shut down and stationary on the ground, and during engine runs, they should be securely chocked.Safety devices, blanks and covers should be fitted throughout the time that the aircraftis shut down, unless removed temporarilyfor maintenance.

Danger Zones11.

a. General. Danger zones are those areas in which there is a high risk of injury to personnel when aircraft components orsystems are operated on the ground. Normally they comprise areas around engine intakes and exhausts, including auxiliary

power units, propellers and helicopter rotors. In particular piston-engined aircraft propellers should always be considered"live" and should only be swung as directed and in accordance with approved procedures. Special care is necessary when inclose proximity to a helicopter in gusty wind conditions when blade sailing may bring rotor blades close to the ground.

b. Slipstream/Jet Efflux. Even when the engine is idling, a propeller slipstream or the efflux of a jet engine can be powerfulenough to damage loose items of ground equipment or any other foreign objects. Personnel must be aware of such hazards

particularly during engine start-up and initial taxying and take care to prevent such dangers.

Wheel and Brake Fires

12. There is a danger of explosion if rapid and uneven cooling of an aircraft wheel or brake assembly should occur. The safestcourse of first-aid action against an aircraft wheel or brake fire is:

a. To stand forward or rearward of the wheels depending on the prevailing wind, but never in line with the axle.

b. To operate the fire extinguisher at the limit of its range to spray the extinguishant downwards towards the wheels,ensuring that the flow strikes the ground 0.3m away from the wheels and flows onto the wheels.

REFUELLING

Fuels

13. Aircrew may have to supervise the refuelling of their aircraft, therefore the following paragraphs are included in order thatthe relevant information may be studied.

14. AP 3456 Vol 2, Part 1, Sect 7, Chap 1deals in some detail with aviation fuels. In general terms the following types are inregular use:

a. AVGAS - aviation gasoline.

b. AVTUR - aviation turbine fuel (kerosene).

c. AVTAG - aviation turbine widecut gasoline.

d. AVCAT - aviation turbine fuel, used largely by the Royal Navy.

AVGAS is divided into two grades, that used for a particular engine being determined by the compression ratio and maximummanifold air pressure rating of the engine, the operational role in which it is employed, and the geographic locality in which it isused. The use of AVTUR or AVTAG in turbine engines is usually determined by the design specification of the engine. Themajority of gas turbine engines may be run on either of these subject to certain precautions and limitations as detailed in theAircrew Manual.

Lubricating Oils

15. Lubricating oils of different viscosities are used for reciprocating engines and gas turbine engines, the gas turbine requiringan oil of very much lower viscosity. The various grades are distinguished by the letters, NATO code numbers and colourssuperimposed as appropriate on the containers (Fig 1).




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Identification

16. With so many fuels and oils in common use, great care is necessary to ensure that aircraft are replenished with the correctgrade and type. Aircraft filler caps are identified by a red 300 mm diameter circle with AVGAS in white letters, or a black 300mm square with AVTUR in white, as appropriate. Refuellers are also clearly marked with the grade and colour code of the fuelthey contain. All fuels are given a full joint service nomenclature and a recognized abbreviated designation. Lubricants are alsoallotted symbols by which they are known in all three Services and most fuels and lubricants have a NATO code number for

ease of cross-servicing.

Refuelling Appliances

17. Bowsers. A mobile bowser in its various forms is the normal conveyor of fuel from storage tanks to aircraft. There areseveral types but the purpose and layout is basically the same. Fuel is pumped through delivery hoses by the vehicle's mainengine or a small auxiliary engine housed at the rear of the bowser. Handling instructions for the auxiliary engine are usually

printed on the inside of the housing doors.

5-1-1-3 Fig 1 Fuel and Oil Identification Markings

18. Portable Fuel Tanks. Portable fuel tanks of varying capacities are sometimes used in conjunction with mechanical or handpumps for refuelling aircraft when a bowser is not available. Such a combination might be used to refuel when operating from atemporary base.

Refuelling Precautions

19. Adequate fire fighting equipment must be readily available before aircraft refuelling is commenced. The risk of fire duringrefuelling is a very real one which can be minimized by the application of the following simple precautions:

a. When refuelling from a vehicle the danger of a spark caused by static electricity should be avoided by bonding therefuelling vehicle and delivery nozzle to the aircraft and the refuelling vehicle to earth.

b. Spillages of fuel can spread a fire over a large area and should be avoided; any spillage should be washed away by a firetender.

c. Refuelling and defuelling in a hangar or with engines running is not permitted unless specially authorized.

d. Refuelling crews should not carry cigarette lighters or non safety matches and they should, whenever possible, wearrubber or crepe soled footwear.

e. Flame proof torches should be used and no naked lights should be permitted within 30m of any refuelling or defuelling

operation.f. Work on electrical or radio equipment, including R/T transmissions, should not be conducted whilst refuelling is in

Identification

16. With so many fuels and oils in common use, great care is necessary to ensure that aircraft are replenished with the correctgrade and type. Aircraft filler caps are identified by a red 300 mm diameter circle with AVGAS in white letters, or a black 300mm square with AVTUR in white, as appropriate. Refuellers are also clearly marked with the grade and colour code of the fuelthey contain. All fuels are given a full joint service nomenclature and a recognized abbreviated designation. Lubricants are alsoallotted symbols by which they are known in all three Services and most fuels and lubricants have a NATO code number for

ease of cross-servicing.

Refuelling Appliances

17. Bowsers. A mobile bowser in its various forms is the normal conveyor of fuel from storage tanks to aircraft. There areseveral types but the purpose and layout is basically the same. Fuel is pumped through delivery hoses by the vehicle's mainengine or a small auxiliary engine housed at the rear of the bowser. Handling instructions for the auxiliary engine are usually

printed on the inside of the housing doors.

5-1-1-3 Fig 1 Fuel and Oil Identification Markings

18. Portable Fuel Tanks. Portable fuel tanks of varying capacities are sometimes used in conjunction with mechanical or handpumps for refuelling aircraft when a bowser is not available. Such a combination might be used to refuel when operating from atemporary base.

Refuelling Precautions

19. Adequate fire fighting equipment must be readily available before aircraft refuelling is commenced. The risk of fire duringrefuelling is a very real one which can be minimized by the application of the following simple precautions:

a. When refuelling from a vehicle the danger of a spark caused by static electricity should be avoided by bonding therefuelling vehicle and delivery nozzle to the aircraft and the refuelling vehicle to earth.

b. Spillages of fuel can spread a fire over a large area and should be avoided; any spillage should be washed away by a firetender.

c. Refuelling and defuelling in a hangar or with engines running is not permitted unless specially authorized.

d. Refuelling crews should not carry cigarette lighters or non safety matches and they should, whenever possible, wearrubber or crepe soled footwear.

e. Flame proof torches should be used and no naked lights should be permitted within 30m of any refuelling or defuelling

operation.f. Work on electrical or radio equipment, including R/T transmissions, should not be conducted whilst refuelling is in




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progress, or within 15m of an aircraft which is being refuelled.

g. Refuelling should not be carried out within 40 m of an aircraft with engines running.

h. Refuelling vehicles should be positioned so that they can be quickly moved in the event of a fire. Bowser trailers shouldnot be disconnected from their prime mover during refuelling operations.

Finally, as a general precaution when filling oil tanks, adequate air space should be left for expansion and frothing of oil whenheated. All filler caps should be checked for correct fitment following replenishment.

Pressure Refuelling

20. The basic difference between the system for pressure refuelling on the ground and that for use in flight is the position of thefilling point. For either system all tanks or tank groups are fitted with shut-off valves, mechanically or electrically operated.The valves give positive fuel shut-off at the desired level, with pressure relief arrangements to protect the aircraft fuel lines.Important precautions to be taken when pressure refuelling are to ensure that the refuelling coupling is correctly connected, that

bonding is complete, aircraft switches are correctly set and that the maximum refuelling pressure is not exceeded.


Chapter 4 - Airworthiness and Aircrew Documentation

Introduction

1. The purpose of this Chapter is to define and highlight key areas of airworthiness as it affects the operator; a workingknowledge of which is essential for the safe and efficient conduct of flight. Reference to JSP 318, Military Flying Regulations,and JSP 318B, Regulation of Ministry of Defence Aircraft, is made where appropriate.

2. Detailed rules for the operation of Service aircraft and for the maintenance of flying discipline are issued by the Ministry ofDefence. Such rules will comply with the overall policy laid down by the Ministry of Defence both for aircraft operations

generally, and for the individual aircraft, weapons, or other airborne equipment. These rules have taken engineering andoperating aspects of airworthiness and flying regulation into account (JSP 318B 1.20).

Airworthiness

3. Airworthiness is defined as the ability of an aircraft or other airborne equipment, or system, to operate without significanthazard to aircrew, ground crew, passengers or to the general public or friendly military personnel over which the aircraft isflown. Airworthiness is not only concerned with engineering aspects (Engineering Airworthiness), but also with the way anaircraft is flown and how its systems are operated (Operational Airworthiness) (JSP 318B p3).

Military Aircraft Release

4. The Ministry of Defence Military Aircraft Release (MAR) is the statement of the operating envelope, conditions, limitations,

build standard and procedures within which the airworthiness of the design has been established. Usually, it is the product ofconsiderable effort from industry, test pilots, and supporting engineering staffs to delineate Service use and the limits to whichthe aircraft may be safely flown in Service (JSP 318B p11).

Release-to-Service

5. The Release-to-Service (RTS) is the definitive document containing the operating limitations for aircraft and other airbornesystems, and equipment, in Service-regulated flying. The RTS is founded upon the current standards of MAR, and can besupplemented with Service Deviations (SD) and explanatory notes (JSP 318B p18).

Service Deviations

6. A Service Deviation is a permitted deviation from the conditions of the MAR for the purpose of Service-regulated flying.

SDs are usually delineated as follows:a. Category 1 SDs are authorized by the Service operations branch to permit flight outside the established RTS limitations.

progress, or within 15m of an aircraft which is being refuelled.

g. Refuelling should not be carried out within 40 m of an aircraft with engines running.

h. Refuelling vehicles should be positioned so that they can be quickly moved in the event of a fire. Bowser trailers shouldnot be disconnected from their prime mover during refuelling operations.

Finally, as a general precaution when filling oil tanks, adequate air space should be left for expansion and frothing of oil whenheated. All filler caps should be checked for correct fitment following replenishment.

Pressure Refuelling

20. The basic difference between the system for pressure refuelling on the ground and that for use in flight is the position of thefilling point. For either system all tanks or tank groups are fitted with shut-off valves, mechanically or electrically operated.The valves give positive fuel shut-off at the desired level, with pressure relief arrangements to protect the aircraft fuel lines.Important precautions to be taken when pressure refuelling are to ensure that the refuelling coupling is correctly connected, that

bonding is complete, aircraft switches are correctly set and that the maximum refuelling pressure is not exceeded.


Chapter 4 - Airworthiness and Aircrew Documentation

Introduction

1. The purpose of this Chapter is to define and highlight key areas of airworthiness as it affects the operator; a workingknowledge of which is essential for the safe and efficient conduct of flight. Reference to JSP 318, Military Flying Regulations,and JSP 318B, Regulation of Ministry of Defence Aircraft, is made where appropriate.

2. Detailed rules for the operation of Service aircraft and for the maintenance of flying discipline are issued by the Ministry ofDefence. Such rules will comply with the overall policy laid down by the Ministry of Defence both for aircraft operations

generally, and for the individual aircraft, weapons, or other airborne equipment. These rules have taken engineering andoperating aspects of airworthiness and flying regulation into account (JSP 318B 1.20).

Airworthiness

3. Airworthiness is defined as the ability of an aircraft or other airborne equipment, or system, to operate without significanthazard to aircrew, ground crew, passengers or to the general public or friendly military personnel over which the aircraft isflown. Airworthiness is not only concerned with engineering aspects (Engineering Airworthiness), but also with the way anaircraft is flown and how its systems are operated (Operational Airworthiness) (JSP 318B p3).

Military Aircraft Release

4. The Ministry of Defence Military Aircraft Release (MAR) is the statement of the operating envelope, conditions, limitations,

build standard and procedures within which the airworthiness of the design has been established. Usually, it is the product ofconsiderable effort from industry, test pilots, and supporting engineering staffs to delineate Service use and the limits to whichthe aircraft may be safely flown in Service (JSP 318B p11).

Release-to-Service

5. The Release-to-Service (RTS) is the definitive document containing the operating limitations for aircraft and other airbornesystems, and equipment, in Service-regulated flying. The RTS is founded upon the current standards of MAR, and can besupplemented with Service Deviations (SD) and explanatory notes (JSP 318B p18).

Service Deviations

6. A Service Deviation is a permitted deviation from the conditions of the MAR for the purpose of Service-regulated flying.

SDs are usually delineated as follows:a. Category 1 SDs are authorized by the Service operations branch to permit flight outside the established RTS limitations.




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b. Category 2 SDs, which pertain to operations carrie