F22--F117原版飞行手册

TO GO DIRECTLY TO THE TECHNICAL ORDER, CLICK ON THE CONTINUE BUTTON. WELCOME TO TECHNICAL ORDER 00-105E-9, 1 FEBRUARY 2006, REVISION 11. TO SEE THE SEGMENT INFORMATION CHANGE NOTICE, CLICK ON THE NOTICE BUTTON. TO CONTACT THE TECHNICAL CONTENT MANAGER , CLICK ON THE CONTACT BUTTON. CONTINUE NOTICE CONTACT TO NAVIGATE CLICK ON THE BOOKMARKS AND CLICK ON THE (+) SYMBOLS, THEN CLICK ON SUBJECT LINKS TO GO TO SPECIFIC VIEWS IN THIS SEGMENT. THIS IS SEGMENT 12 COVERING CHAPTER 8 FROM THE F-22A TO F-117A. TECHNICAL ORDER 00-105E-9 TECHNICAL CONTENT MANAGER WRITTEN CORRESPONDENCE: HQ AFCESA/CEXF ATTN: Fire and Emergency Services Egress Manager 139 Barnes Drive Suite 1 Tyndall AFB, Florida 32403-5319 E-MAIL: HQAFCESA.CEXF@tyndall.af.mil INTERNET: HQ AFCESA Fire and Emergency Services PUBLIC WEB PAGE: http://www.afcesa.af.mil/CEX/cexf/index.asp Safety Supplements: http://www.afcesa.af.mil/CEX/cexf/_firemgt.asp PHONE: (850) 283-6150 DSN 523-6150 FAX: (850) 283-6383 DSN 523-6383 For technical order improvements, correcting procedures, and other inquiries, please use the above media most convenient. This page is provided to notifiy the user of any informational changes made to Technical Order 00-105E-9 in this Segment and the current Revision. Informational changes will be referenced in the Adobe Reader’s Bookmark tool as a designator symbol illustrated as a <[C]> for quick reference to the right of the affected aircraft. The user shall insure the most current information contained in this TO is used for his operation. Retaining out of date rescue information can negatively affect the user’s operability and outcome of emergencies. If the user prints out pages his unit requires, the user shall print the affected page(s), remove and destroy the existing page(s), and insert the newly printed page(s) in the binder provided for that purpose. A Master of this TO shall be retained in the unit’s library for reference, future printing requirements and inspections. CHAPTER AIRCRAFT PAGE EXPLANATION OF CHANGE SEGMENT 12 INFORMATION CHANGE NOTICE 8 F-22A ALL File updated. Official designation changed from F/A-22 to F-22A effective 13 December 2005. 8 QF-106 ALL File updated. Added paint scheme and dimensions page. 8 F-117 ALL File updated. Incorporates Safety Supplement - 1, dated 19 May 2005. TO 00-105E-9 Chapter 8 Cover NOTE Chapter 8 contains emergency rescue and mishap response information for the following aircraft: USAF QF-4 USAF F-5E/F USAF F-15 USAF F-16 USAF F/A-22A USAF QF-106 USAF F-117A F/A -22A . F-22A T.O . 00-105E -9 AIRCRAFT PAINT SCHEME 1 F/A -22A . F-22A T.O . 00-105E -9 2 AIRCRAFT DIMENSIONS 5’ 5” 44’ 6” 19’ 7” 1’ 11” 1’ 8” 85” 73” 33” 12’ 11” 10’ 6” 62’ 1” 16’ 7” 6’ 8” 3’ 2” GROUND STATIC LINE GROUND STATIC LINE GROUND STATIC LINE HEIGHT WIDTH LENGTH 29’4’ 3” 62’ 1” LENGTH TAIL SPAN ENGINE SPAN NOTE: Height dimensions are typical for an aircraft fully serviced and with internal fuel. F/A -22A . F-22A T.O . 00-105E -9 AIRCRAFT HAZARDS 3 INLET, EXHAUST AND RADAR HAZARDS Personnel should use extreme caution when approaching the inlet area when engines are operating. Maintain a safe zone perpendicular to and forward of the inlets instead of determining a 45 degree arc. Failure to maintain or be aware of the 25 foot arc could cause injury or death to personnel. Loose clothing and no hat zone extends to 200 feet. Personnel should use extreme caution when ap- proaching the exhaust area which encompasses an arc of 250 feet aft of the engine nozzles. SES (Stored Energy System) exhaust is located at the left lower wing root above the main landing gear doors. This exhaust is extremely hot during APU starts or when the SES is activated during an emer- gency. Low power radar emissions may be encountered during an emergency. The danger area for these emissions is a 4 foot back arc and a 4 foot front arc for the system check area. The actual high power and scan radiation area is 300 feet. Approach with extreme caution as if the radar is operating. RF energy can cause accidental firing of ejection seats, canopy and ignition of fuel vapors. Distances are conservative personnel exposure limitations. NOTES: ECM emissions are not expected to be encountered. A clear zone means for personnel to avoid these areas. WARNING ENGINE INLET DANGER AREA 25’ INLET DOOR EXHAUST DOOR APU SES EXHAUST LH SIDE ABOVE WEAPONS BAY 250’ RPM OF 80% N2 OR ABOVE ENGINE EXHAUST DANGER AREA WARNING WARNING WARNING +/- 90 DEGREES FULL POWER PERSONNEL SAFETY CLEAR ZONE 300 FT - FRONT LOBE SYSTEM CHECK (BIT) SAFETY CLEAR ZONE 4 FEET (FRONT ARC) APU exhaust is very hot. Both inlet and exhaust doors have very sharp edges. WARNING FULL POWER PERSONNEL SAFETY CLEAR ZONE 4 FEET - BACK LOBE F/A -22A . F-22A T.O . 00-105E -9 AIRCRAFT HAZARDS-Continued LEGEND Actuated & J Seal Panels Screens and Windows Infrequent Access Panels Blade Seals, Bullnoses FIP Seal Panels Permanent Panels, Edges & Control Surfaces Modified FIP Panels Top View for Screens and Windows NOTE: Configuration (as of 7/04) is aircraft 02-028 and up. Bleed doors are removed. FIRE PIERCE POINTS ON PANEL #4313 RT/#4353 LT FIRE PIERCE POINT FORWARD OF APU INLET DOOR # 4263 WARNING DO NOT DRILL HERE. FUEL LINES AND AVIONICS ELECTRICAL LINES ARE LOCATED IN THIS AREA. RIGHT WING LEFT WING ACFC EXHAUST DOORS #4236 RT/#4235 LT APU INLET DOOR # 4263 GUN EXHAUST DOOR #4272 GUN ACCESS PANEL #4262 GUN PORT #4282 APU PANEL # 4251 ITEMS OF INTEREST: APU EXHAUST DOOR # 4289 4 F/A -22A . F-22A T.O . 00-105E -9 AIRCRAFT HAZARDS-Continued 5 Bottom View for Screens and Windows LEGEND Actuated & J Seal Panels Screens and Windows Infrequent Access Panels Blade Seals, Bullnoses FIP Seal Panels Permanent Panels, Edges & Control Surfaces Modified FIP Panels NOTE: Configuration (as of 7/04) is aircraft 02-028 and up. Bleed doors are removed. FIRE ACCESS SCREENS FOR THE ATS (AIR TURBINE STARTER EXHAUST) FIRE ACCESS FOR ENGINE BAY DOORS RIGHT WING LEFT WING GUN PURGE DOOR #4283 AMAD SCREENS # 4223 & #4224 ITEMS OF INTEREST: F/A -22A . F-22A T.O . 00-105E -9 6 AIRCRAFT HAZARDS - Continued TIRE DANGER AREA DO NOT APPROACH THIS AREA DO NOT APPROACH THIS AREA CANOPY JETTISON TRAJECTORY DISTANCE - 60 FEET (Just clears vertical stabilizers.) HOT BRAKES, CANOPY JETTISON AND SEAT EJECTION TRAJECTORY The dangers associated with hot brakes are the same as those associated with any other aircraft and should be approached and treated the same. The approach should be fore and aft, not from the side and this in itself presents hazards from the engine inlets and exhaust. Rescue crews should remember that heat build up in the wheels/brakes will occur after the aircraft has stopped taxiing. The air- craft should be parked and chock main landing gear only with the brakes off. DO NOT CHOCK NOSE GEAR. A 45 minute waiting period should be observed. The danger area depicted is the flying shrapnel/debris area, should the wheels/brakes explode. The ARFF/crash/rescue crew should be aware of the jettison trajectory area of the canopy when positioning firefighting equipment/vehicles and personnel when ap- proaching a disabled aircraft, particularly if canopy jettison- ing is anticipated by the crewmember or rescue crew. Danger area is directly aft and to the right of the aircraft centerline. Wind conditions affect the impact area and should be avoided. Injury or death to personnel will occur if danger area is entered during canopy jettisoning. An additional danger to canopy jettison is if the crew member selects a zero-zero seat ejection. The seat impact area will be forward of the aircraft up to 160 feet depending on wind conditions. WARNING WARNING AIRCRAFT CANOPY EJECTED SEAT TRAJECTORY DISTANCE UP TO 160 FEET WARNING F/A -22A . F-22A T.O . 00-105E -9 7 AIRCRAFT HAZARDS-Continued MOVABLE SURFACES DANGER AREAS Personnel should stay clear of flight control surfaces when possible with the engines or APU running or external power and hydraulics applied. Danger areas are hi-lited with the rudders posing the least hazard. Failure to disregard danger areas can result in Injury or death. The arresting gear is located far centerline aft of the shoe hook. It is pneumatically extended and retracted. Injury or death to personnel can occur during operation. The safing pin prevents the cable movement required to actuate the arresting gear to extend. Personnel should stay clear of Arresting Gear at all times. Injury or death to personnel can occur if the hook safing mechanism fails. RUDDER STABILIZER FLAP (RH/LH) AILERON (RH/LH) APU DOORS ENGINE INLET BYPASS DOORS ENGINE INLET BLEED DOORS (WILL BE ELIMINATED ON ACFT 02-028 AND SUBSEQUENT.) LEADING EDGE FLAP (RH/LH) WARNING WARNING ARRESTING GEAR WITH SAFING PIN, RECEPTACLE AND PIN STREAMER WARNING F/A -22A . F-22A T.O . 00-105E -9 8 AIRCRAFT HAZARDS-Continued 1. WEAPONS STORAGE AND LOCATIONS NOTE: Weapons information is discussed on this page and the next. a. Ammunition storage for the M61A2 20mm multibarrel cannon Linear Linkless system located immediately forward of the right main landing gear door and across the belly of aircraft. Storage system is an overlapping conveyor belt design holding 480 rounds. b. Air-to Air: AIM-9M/X Sidewinder (1 per side weapons bay on LAU). c. Air-to-Air: AIM-120C AMRAAM, 3 per bay - total of 6. d. Air-to Ground: 2 GBU-32 1,000 lb. JDAM (Joint Direct Attack Munition) PGMs on BRU-46 bomb racks. e. External carriage of 600 gal fuel tanks, AIM-9 and AIM-120 missiles. NOTE: T.O. 1F/A-22A-2 will contain authorized aircraft configurations. 1a AMUNITION HANDLING SYSTEM AMUNITION ACCESS 1a LINEAR LINKLESS AMMUNITION HANDLING SYSTEM (GUN SHOWN FOR CLARITY) CANNON SAFING DOOR 4214 CANNON EXIT PORT (TOP SIDE) 1e WING STATIONS 1b, 1c, 1d MAIN AND SIDE WEAPONS BAYS F/A -22A . F-22A T.O . 00-105E -9 9 AIRCRAFT HAZARDS-Continued AIRCRAFT WEAPONS/ BAY LOCATIONS AND COUNTERMEASURES TYPES/DOORS NOTE: Two evident hazards associated with the weapons bay doors are sharp edges and inadvertent opening and closing. The internal weapons loaded are: up to 6 AIM-120 missiles and AIM-9 missiles. Missle launchers are safed by PUSH/PULL handles located on each launcher. All bay doors pictured are closed. 3/8” RECEPTACLE FOR MANUAL ACCESS MAIN WEAPON BAY MANUAL ACCESSSIDE WEAPON BAY MANUAL ACCESS UPPER AND LOWER DOORS FOR CHAFF AND FLARES NOTE: The Countermeasures Doors are located on each side of the aircraft between the landing gear doors and weapons bays doors. The doors provide for accessing and dispensing chaff and flares. The doors are opened on the ground utilizing the Portable Mainte- nance Aid when electrical and hydraulic power is available. Door Safing Switches are located in the Main Landing Gear Wheel Well on each respective side of the aircraft. Chaff and flares present an explosive hazard. Personnel should exercise extreme caution to prevent injury or death. WARNING LH SIDE WEAPONS BAY RH SIDE WEAPONS BAYRIGHT MAIN WEAPONS BAY LEFT MAIN WEAPONS BAY (ALL FUNCTIONS TYPICAL BOTH SIDES) DOOR SAFING PANEL F/A -22A . F-22A T.O . 00-105E -9 FUEL STORAGE, OTHER FLUIDS, BATTERY DISCONNECT AND STORED ENERGY SYSTEM ITEM TYPE APPROX. TOTAL QUANTITY MAIN FUEL TANKS JP-8 5000 TO 8000 LBS (733 - 1,173 GALS) APU JP-8 5 GALS HYDRUALIC FLUID MIL-H-83282 35 GALS BATTERIES SULFURIC ACID GEL 10 LBS ENGINE OIL LUBE MIL-L-7808 OR 23699 6 GALS NOTE: Personnel should prevent the puncturing of the fuel cells. The internal cells are divided into a forward and an aft system with all cells fabricated from an integral-type construction. The three feed cells are in the forward fuselage, and the left and right cells are located in the aft left and right fuse- lage, respectively. The remaining five cells are transfer cells that utilize gravity feed, ejector pumps, and electrical pumps to transfer fuel to the feed cells. These cells are the two wing cells in the forward mid fuselage and mid fuselage. All the internal cells are pressurized through the vent and pressurization valve which is connected to the On-Board Inert Gas Generating System (OBIGGS). NOTE: The battery and Charger/Controller System (BCCS) consists of the battery and and a charger/controller unit supplying 28VDC to aircraft systems. The aircraft battery is located behind the Left Avionics Bay Door # 4135. BATTERY DISCONNECT a. The battery switch must be positioned OFF, if possible. b. Disconnect battery terminals at battery disconnect at right side aft of battery. c. If cutting is necessary, cut through thermoplastic door # 4135 to access the battery as required, then discon- nect the battery as prescribed in step b. 10 AIRCRAFT HAZARDS-Continued BATTERY EXTERNAL CANOPY JETTISON CONTROL CANOPY APU RESERVOIR ACCUMULATOR FLIGHT AND CONTROL SYSTEM ACCUMULATOR RESERVOIR PRESSURE FILTER MANIFOLD FORWARD BATTERY CONNECTOR FWD VIEW STORED ENERGEY SYSTEM (SES) HIGH PRESSURE AIR AND FUEL BOTTLES PANEL 4336 SES AIR BOTTLES SES FUEL BOTTLE NOTE: The Stored Energy System (SES) provides fuel and high pressure air to the Turbine Power Module (TPM), mounted to the APU gearbox, to start the APU and provide a self-start capability to the aircraft’s engines. High pressure air from the SES air bottles is also delivered to the APU door actuation system for door operation, and to the landing gear system for emergency gear extension. Care should be taken to avoid puncturing the fuel filled bottle. NOTE: Accumulators are in main wheel wells. F/A -22A . F-22A T.O . 00-105E -9 11 AIRCRAFT HAZARDS-Continued FUEL TANK LOCATIONS AND QUANTITIES NOTE: All quantities in US gallons and litres. NOTE: Total fuel: 5,450 gallons, 23,043 litres Fuel weight: 36,515 lbs. Fuel type: JP-8. A-3R TANK 77.3 GALS 327 LITRES A-2R TANK 375.3 GALS 1586 LITRES RIGHT OUTBOARD EXTERNAL TANK 592.0 GALS 2503 LITRES RIGHT INBOARD EXTERNAL TANK 592.0 GALS 2503 LITRES F-2 TANK 710.8 GALS 3005 LITRES F-1A COMPARTMENT 380.8 GALS 1610 LITRES F-1B PUMP BOX 323.6 GALS 1368 LITRES F-1 TANK 704.4 GALS 2971 LITRES LEFT INBOARD EXTERNAL TANK 592.0 GALS 2503 LITRES LEFT OUTBOARD EXTERNAL TANK 592.0 GALS 2503 LITRES A-1R TANK 380.8 GALS 1610 LITRES A-1L TANK 380.8 GALS 1610 LITRES A-3L TANK 77.3 GALS 327 LITERS A-2L TANK 375.3 GALS 1586 LITRES F/A -22A . F-22A T.O . 00-105E -9 AIRFRAME MATERIALS MATERIALS MATERIALS LOCATION OTHER NOSE CONE ALUMINUM AFT OF NOSE CONE TO WING ROOTS AND BASE OF VERTICAL STABILIZERS ALUMINUM BERYLLIUM (ALBEMET) ALL OVER ACFT, MOSTLY NOSE AND SURROUNDS AVIONIC RACKS (EXTREME RESPIRATORY HAZARD) ALUMINUM COPPER AIRCRAFT BUSHINGS TI 6222 (TITANIUM) WING AND BODY SPARS, ENGINES TI 6-4 (TITANIUM) AND LOWER BASE OF STABILIZERS STEEL NOSE AND LANDING GEAR THERMOPLASTICS (COMPOSITES) & LEADING EDGES, FLAPS, HORIZONTAL STABILZERS, WING, & BODY SPARS THERMOSETS (COMPOSITES) CuBe (COPPER BERYLLIUM) AIRCRAFT BUSHINGS MATERIALS DISTRIBUTION NOTE: Organic composite structural laminates are made up of stacks of oriented thin lamina that consolidated under heat and pressure. Each lamina consists of a layer of high- strength, high-modulus, low-density reinforcing fibers embedded in a resin matrix. Fibers typically are materials such as carbon, boron, Kevlar 49, or fiberglass. The matrix can be either a thermosetting material such as epoxy, bismaleimide, or polyimide, or a thermoplastic material. If the matrix is thermosetting, a solid material is formed that cannot be reprocessed. Thermoplastic materials, however, can be reshaped by reheating and reforming. Self Contained Breathing Apparatus should always be worn during firefighting, rescue, and when removing bunkers to prevent respiratory complications from inhaling composite fibers and dust. Serious health problems will result through failure to observe this warning. NOSE CONE COCKPIT AREA WING ROOT VERTICAL STABILIZER FLAPS LEADING EDGES EN GIN ES WARNING HORIZONTAL STABILIZER 12 STEEL 6% THERMOSETS 23% COMPOSITES 24% OTHER 19% THERMOPLASTICS 1% ALUMINUM 15% TI 6-4 37% TI 62222 3% TITANIUM 40% F/A -22A . F-22A T.O . 00-105E -9 13 SPECIAL TOOLS/EQUIPMENT Fire Drill II Power Rescue Saw 2-10’ Ladders 3/8” Drive Hand Electric Power Drill Rubber Mallet 3/8” Universal Adapter Wire Cutters MFSOV Tool AIRCRAFT ENTRY There is a canopy secondary lock, manually set by the pilot preventing any electrical or manual operation of the canopy. If pilot is incapacitated and secondary lock is in LOCKED position, there are only two options for entry: cut-in area at lock or canopy jettison. In order to effect entry ensure secondary lock is UN LOCKED. 1. NORMAL ENTRY - WITH POWER a. Actuate the canopy up/hold/down switch, located in the nose wheel well on the right sidewall fairing, to the UP position to the desired height. he canopy actuator has an internal mecha- nism allowing canopy support at any height. b. Internal canopy up/stop/down switch is located on the right console panel under the right canopy sill as well as the canopy manual unlock handle. 2. NORMAL ENTRY - NO POWER a. Rotate the canopy manual adapter, located in the nose wheel well on the forward left sidewall, with a electric power drill or hand tool counterclockwise (3200 to 3600 revolutions) to the full open position. A 3/8” universal adapter will be required in order for hand tool or drill to fit properly in canopy manual adapter. 3. EMERGENCY ENTRY a. Proceed to Frangible Access Panel #4211, located on left side just aft of left inlet forward from the wing leading edge. b. Fracture the panel with a rubber mallet, (a tool or blunt object should not be used to break panel) then actuate the external jettision handle by pulling the ring out (set 2” inside panel) to jettison the canopy 8-10 inches. An addition 3/8” pull will ignite the battery for the jettison system. Personnel should be aware of impact area. See page F/A-22.6 for canopy impact area. c. The internal canopy jettison handle is located on the left console, left of the throttles, under the left canopy sill. 1a EXTERNAL CANOPY SWITCH 1b INTERNAL CANOPY SWITCH 2a CANOPY MANUAL ADAPTER 3b EXTERNAL CANOPY JETTISON T-HANDLE THROTTLES LEFT CONSOLE 3c INTERNAL CANOPY JETTISON HANDLE RIGHT CONSOLE NOSE WHEEL WELL CLAMSHELL TYPE CANOPY WARNING Do not approach aircraft with engines run