RESTRICTED A.P. 3042A, Book 4, Sect. 7, Chap. + Pe ec en Fuel Grade NATO Code Colour on Container ““7aveas | F-13. | whites “Toojgo aveas | F-18 I preemie 115/145 AVGAS F-2 Red on Green "AVTUR|/50 Fs White on Black AVTAG [p40 | Green on Black TYPICAL. MARKINGS OF FUEL CONTAi 10. On aircraft fuel tanks, the word FUEL is stencilled in red letters, approximately 1 in, high, near each filing point, together with the fuel gidde and its NATO code number, On all drop tanks the words “Fuel Setde as indicated at main tanks” are stencilled in red letters near the filling point. les are marked with the fuel grade colour on each ‘Ge and at the tear of the carrier tank, The identification marking con- $ste of a circular plate of 15 in. diameter, painted in the grade colour, Guth the fuel grade and NATO code number in 3 in. letters in black or white superimposed on the grade colour. The press caps, clips or overseals fitted on small containers are marked in a similar manner, but with markings-of smaller size ;-45.gallon drums of fuel may also have the identification markings painted on the bung end. 11, Refueling vehick 12. Gravity Refuelling. With gravity refuelling the aircraft fuel tanks are filled through filling points situated in the top of the tanks, either by nozzle and hose from refuelling tankers, or from small capacity fuel containers. The refuelling tanker pump motors and cocks should be Gperated after the nozzle cock has been turned on and before the nozzle {cock is turned off, thus avoiding damage through the build up of excessive Srescure in the nozzle. After using the hose, the dust cap must be re- placed on the hose nozzle. 13, All fuel from small containers should be filtered through a Stream! or equivalent standard filter, but when this is not possible a Type B funnel or, in an emergency, a chamois leather is to be used. Refuelling equipment, such as hand pumps, funnels, ete., are only to be used for one grade of fuel ; if it is necessary to change from one grade to another, the equipment must be thoroughly cleaned to remove all traces of the original grade. RESTRICTEDRESTRICTED 14, im addition, the following points should be noted when gravity refuelling aircraft :— ee () Ensure that the correct grade of fuel is used. (0) Check all bonding points for good contact and security. () Ensure that no naked flame, lighted cigarette or other cause of fire is within 50 ft. of the aircraft (2) Do not refuel during a dust or sandstorm, or when other aircraft in the vicinity are being run up. (2 Ensure that the correct types of fire extinguisher are available, i.e. CO, and foam (f) When refuelling by hand irom smail containers, means are to be provided to bond the filling can to the funnel or to some other metallic part of the aircraft which is known to be earthed. (g) Ensure that all spillage and sources of leakage are investigated and remedied without delay. (#) It is most important that any temporary connections made should not be liable to breakage while filling is in progress. (f) No work on radio or electrical apparatus installed in the air- craft is to be done while refuelling or defuelling is in progress. (#).. During inclement. weather, take care that rain water does not enter the aircraft fuel tank. () > Bnsure that the fuel passes through a filter before it enters the aircraft fuel tanks. The tanks must not be filled so full that they overflow ; regulate the flow to prevent the fuel from splashing. (m) When refuelling, stand only in the correct places on the main- plane, etc., and do not wear heavy iron-shod boots. ()_Do not drag the delivery hose along the ground, or against the aircraft. (0) Finally, ensure that the aircrait tuel tank filler cap is replaced securely, and that details of the amount of fuel putin or removed are entered in the aircraft’s Form 700. 15. Pressure Refuelling. Power replenished aircraft fuel tanks are filled through a connection which is fitted under the wing, or in some other position readily accessible from the ground. The refuelling is usually done under the direction of the specially trained operator of the tanker, but a knowledge of the precautions to be taken and, in particular, of the method of fitting the hose unit to the aircraft coupling unit should be clearly understood by all personnel talcing part in the refuelling operation, RESTRICTEDIne bending Gentcad, Grouting oh hound Equipment GS atl ale covert will be need ot all Amos eherpt afew lngimebew ) doer wat opphy bh Qind Radve Zari One wt pepeced te feght 1 Ghakp Wtd tm cheb at Kautp Depot Dab qe (B) Shed covere ct be need shy afc ore tw hanged mecharctal taoS part eu hard tools ! ec te pte : gt te gmc eget Sete CBee of Und Byep oR ening OR RET TIOITE WARES Lied into) Epes dnd Choc wit be pled Bre end aft. @ Oat 1- kom cenieing cohrdles ave Qrnd beekt end quot heke Fred i] TERESA Enck a Gem prions Peedi oon tollys PP trocednes but Ma neigh of Ah le Ss trlan taut Clase'd Re evicting sobadles ee (IE cecal pur it ponlable,cniich av oe | Mesias addict, JackY, engine stende, blade wing WaWlt bh oeAfy tho the whe o6 in the Fonds Maan ind lecktd. pow. ' Crom FOR A (Reese of Gevicigg Glatt | bad Bqnip GS TF wo eletreod poy oe as able The locking Gem provides = ee ie wetchiniems TE beeen ned by ae NgGb dubs vf Ae stow Gok Ged trades mis te make Cari ie Bally? pow of trdesinen recpen éble By cewier og tngerged tw Te broke d pen. \« Becky er pasedve ates aoa diy ei ramege greend Keke monet te Bite WO" at all Keres 998 eae i pod and replecinenth be reercded Squat Sera fee oa din Rohe ae me a ae: @ hirer Ft & Hee ond Bygint Twde - all enks | @ breaftengine wach waves © Airfraomstindet Wlofuc MT MeondFt —! D Anxitlioy terdet Crt membert ov Mle TT @ Ail trades on ployee at crea meenibuct en all afe ok Red cmpetentt orn. ; Terk cloak hd be eowined he evn 1RESTRICTED % Maintaining « register of all ground equipment. db. | Allotting serial numbers to all itexe of ground equipment, to e Ensuring that all ground equipment 4s on charge unite, fighto o: seationsy and informing unite of the servicing clavoifioation of such equipment. arian eiioeres Nuts or Pechnictana, ufficers, NCu's or Technictana IC Squadrona, fights or sections are Fooponsi ble’ for + a. Allooating euch item of batch of items of equipment to en individual of the appropriate trade for servicing Anvolved the Purposes. Where more then ono trade ia appropriate additional tradesmen are to te allocated. b+ Checking the servicing records monthly. ce. Enouring that equipment io being serviced in accor- dance with authorised servicing sohedules or instructions. 13s gtesdeanen, Tradeanen are responsible for servicing each iten of sround equipment allocated to then as follows + we oetaee 1 gxound equipment to to be serviced by the senBgnedble tradeanen in accordance with the oervicing schedule. Volume 1 of the appropriate air publication vill contain precautionary notes for users oF the cavipment, and tradeszen aro to be made aware of thege Torte before being allowed to operate the equipment for the firet tine. de Glass 2 ground equipment is to be serviced monthly with ene Tay by the Feoponsiblo tradesmen in accordanes ne eitine peating ‘General Servicing Instructicess or, where toetease seg AE Bublication exists, in accordance wii any Enodeugtdone which may have been taoued by Headquarters, Rhodesian Air Force, iis,, Zautpzent in Venioles. Equipment contained in specialist vehicles is sete ettecated to the appropriate tradesens within the unit, £1igst or Seotion, holding euch vehicles on chazge, xorkshope, such equipment in to be Categorised 'R/D' or 'Selt, as tiie: ttERed to the equipment sootfon a = repaiz y ASS or civilian contractor. : mieten for atunouel or repats Servicing Urgentsation. the servicing . procedure outlined above ia aTee ye ervieing load evenly between individual tradesnen, ‘Technical Wing may, if they ob © the ]oentealised, servicing system ‘ther of theet et ore cuitanre' go the local servicing organisation caieaeetehe ial neRESTRICTED AP. 3042A, Sect. 7, Chap. 2 PERFORMANCE Introduction 1. The maximum performance of aircraft is governed by careful design and manufacture. The best results are obtained by a perfectly streamline shape and the smoothest surface, which must be maintained throughout the life of the aircraft. Anything which disturbs the airflow will have an adverse effect on both maximum speed and manoeuvrability ; the faster the aircraft flies the more serious this becomes, and the greater the effect of a small dent or bulge. Any such defect is a'sign of poor servicing. ear conse. vor ear cane. te TENE ‘oanotence Turgucence ove eax Tuneutence, eax mero wns, To! Bomt "shaoub TYPICAL CAUSES OF POOR PERFORMANCE 2 The most common’ causes of poor performance of an aircraft are a follows :— (@) Faulty joints between panels, cowlings, wing-root fittings, etc. The poor joints cause turbulence and, if the air can enter the inside of the structure, drag will be further increased. This may cause such items as panels to be torn from the structure. (8) Distorted edges of panels or components. Damaged or distorted edges of elevator or aileron shrouds cause a decrease in manoeuv- rability by disturbing the airflow over the control surface. () Damaged surfaces, or rough surfaces of fuselage, main planes, tail unit, etc., with local irregularities as little as’ -O0lin., cause rapid increase in drag. Remedies 3. Cowlings. Detachable cowlings and access covers must, if damaged, be carefully restored to shape; attention must be given to upturned or distorted edges. A good fit of the cowling must be obtained, which may necessitate adjustment of the female half of the cowling fastener, The tape padding, on which the cowling beds, must be serviceable and continuous around the cowling edge. As hexagon headed bolts cause excessive drag, they must not be used to replace securing screws lost from cowling or access covers. RESTRICTEDRESTRICTED 4. Undercarriage. The aircraft must be trestled, the undercarriage Tetracted, and the fit and security of fairings and undercarriage doors corrected as necessary. 5. Main Planes. Damage or looseness of “ walk-way” strips must be corrected. Aitention must be given to the joints of root end fillets and cover strips; examine for sound joints and undistorted edges. Flaps must close flush with the main planes, and the trailing edges of flaps, ailerons and main planes must be repaired if distorted, except, of course, the intentional “ upset ” of an aileron edge which is for the purpose of lateral trim of the aircraft. If the shrouds of ailerons and fiaps are dis- torted they must be restored to shape. ’ 6. Tail Unit, Attention must be given to joints and fillets of tail plane and fin. If the trailing edges of elevator and rudder are damaged they must be repaired, and their shrouds restored to shape if distorted. 7. Surface Finish,- Special methods for obtaining a smooth surface finish ar have been employed. For example, the mandrels of Avdel Hivets are iiilied Hush, while other types of hollow rivets are sometimes filled with special filler,and rubbed down with abrasive cloth to obtain a smooth finish. The gaps between the edges of panels forming the skin are also filled with filler ; after doping, the suriace may be polished. Care must be taken, therefore, not to damage the surfaces by ladders, trestles or refuelling hose. Irregularity of the surface finish can be caused by unnecessary, or careless application of dope which should be avoided ; this is noticeable with repainted identification markings Prevention of Defects 8 To obtain the best performance of an aircraft, the following precautions should be taken. (a) Do not lean ladders or trestles against any part of the aircraft. (8) Do not forcibly lever-off cowlings or cover Plates with a screw- driver; this will damage the edges and distort the cowling. Adjustment must be made if removal is difficult. (¢) Do not use a hammer to assist in locking or unlocking cowl fasteners; the supports will become distorted and fitting an removal become more difficult, even if breakage does not occur. (@ Do not throw detached cowlings on to the ground, or allow them to blow away. Stow them carefully with the doped surface out of contact with the ground. (¢) Do not throw chocks in front of the wheels ;, place them carefully to avoid damage to the shields and fairings. (/) Do not walk on the main planes when wearing boots, unless the surfaces have previously been covered with main plane mats. It is preferable to wear rubber shoes when working on aircraft. (g) Avoid treading where “ NO STEP ” is stencilled. re (4) Do not: place tools on the surface of main planes, etc. Place them on a strip of cloth or felt, which will protect the surface. (J) Do not place the weatherproof covers on wet or muddy ground, or they will scratch and “damage the surface finish the next time they are used. 5 (a) Always keep the surface’ finish scrupulously clean; dirt, oil or gtease must be removed at the first opportunity. RESTRICTEDSTRICTED cupENTS PROCEDURES FOLLOWING HAZARDOUS AINCRAFS TH potruction’a hazatdous incident tah seen ad uhich nay_not_ve innediatel flight ats are, for example, e of brakes, etce fo “a degree For the purpose of this 1 2 Gould “‘vesalt in damage to_an_atz! The likely causes of such incide ‘air, hoavy landinge, exceasive us| Seted to such conditions droraft reporting the in- ck to be made before appazente ‘through turbulent 20 when an aircraft has be ‘niet warrants. the captain or pilot of the. ® eereorn 700, it will be necessary fur a che Laon oe feds agualodrticied. sezviceanie for) £146hia ana may have guidance in performing ‘such & nthe Aircraft Publication Yolume Conborra, Hunter, Provost, and Tanual Chapter. 5 in respect of en’ aubj @ 3. In order that’ technict Check, information. has been published 1 J, Section 2, Chapter 6, in zeapect’ of pize aircraft and in tho #aintenance Sloustte airerafte im the evont of a hazord ineident, involving a Dakota oF a ‘Trojan Sings are t6 toque the necessary instructions+ ; Atle “Zixeraft 0¢ Technical 5. If information 19 required concerning checks. necessary after a Piganacun inetdent, the.aattex.4s to. besreferzeds (0 HQ Rhodesian Air Foroe.2 ZS ietbabwe. cuuR0S 1 Headquarters Giedesian “Air Force : Dion FW a KADOj 1 then cizcunstances pe: alveraft parked outside 1l_be positioned head into wing, Chocks will be placed fore and aft of the wheels, Brakes are to be i the "off" position, ground locks, fitted, control rocks or "guet" locks as applicable, fitted. a. Normally, when an aircraft io moving on the perimeter track, or runway the Duty Aiz Traffic Control Officer 12 Responsible for pomitting the movement of aid aireraft. Thus, when it is necessary to move an aireraft, either by taxying or towing and it necossitates the use of the perineter tracka or runways, the Pilot, in the case of Saaying, and the NCO 4/c, in the case of towing, mill Beck perniasion from the Duty Alz Traffic Conteol Officer prior to moving the aircraft. hen an aircraft is moved Cutside the boundartea of the perimeter track, edthes on dispersal or in and out of hangars, the responsibility ¢ rests with the NCO in charge. e. The following procedure is to be adopted before the weight of an aireraft is taken on the undercarriage, or the aircraft {s moved on its wheels, to obviate the’ danger of collapse of the aircraft undercarriage (1) Undercarriage ground locks must be fitted at all timoe when aircraft are on the ground, (2) If internal or external electrical power is available, awitch on the undercarriage warning Lights to verify that the undercarriage ia in the locked "Down" position, (5) If no internal ov external electrical power is available the locking macheniom is to be examined by a qualified Tradecman to encure that it is fully n engaged in tho locked poai boa. g 7. Accidents arising from ground handling operations are to be reported 2 authority. immediately, in writing, to high 8. Adequate local instruction, on the basis of this order, are to be included in Flight, Section and Squadron Order Books. SOURCE: Headquarters, Rhodesian Air Force.AP 5700 Leaflet No. BL19 RORA dente coouring during the moving of aircraft, the ons are to be che: whenever the airoraft is moved ling ox taxying, tion with the Aireraft Ground Bowing of Aizoraft 2, £ Senter NCO duly aut the operation. He ig to piace i thas he can control the trastor/s ending Notes for the relevant aircraft. by OC Ti, is to supervise seelf in such a position ni horse driver, the air and other personnel 2 ating the ai: noving the aircraft. competent driver who and has been duly annotated by the h an authority to structions only from d. The tractor is to be 4: has passed the requisite ari authorieed by the isexe cf ezaft, The driver iy to ta the NCO in charge of the towing operation, The pilot, oz y conversant with the air- graft brake systen, is to occupy the cockpit of the air- oreft in ordex to operat. é. The correct » &2 specified in the Yoluae I of the appropriate sirframe Handbook and in AP 26174, Volume I and 6, are to be used in the manner des- cribed in these publications. Alternatively, approved locally manufactured appliezces coy be used in the manner ; Sravices)) laid down by the DG SS. (Dvzcsee Generac Suopertin® + Suffiotent personnel are ic casist in the operation 0 ensure that all parts of the aircreft will clear obstruc- ons. eit on the external struc- or aireraft, £, Personnel are forbidden to ture of the tractor/nini hor: 6. The NCO in charge of the toniag operation is to ensure that all nenbers of the Hendiing Farty are fully conversant with a1] hand eignels to be used for controlling the move- nents of the aircreft. ain as straight a course nges of direction, sudden tractor is to use reverse #hen towing en aircraft, ‘mai se possible and avoid audden ob celezation or deceleration Seer when towing en aizoraft Moaaakno eireunetancen will personnel be pormitted a tow bar. viee in the sing arn are fitted with a safety dovics 1 ee eeety shearing belt, Under no otreunotencel Ora davtsen to be prevented from nora) function= neoordance with cuxrent to_be to pull and must not be v ks Nogually towing from main wheels to only to be resorted to when the aircraft 1o partially bogged oF then the ground over which it ip to be towed Le rough This dcee not apply to ali aircraft and d gon in the relovant airoraft AP be adhered to, For oxample, Canberra towed either forvarde or backwards In sheela aa long ap the correct equipment ‘aid dewn in AP 432 5, Yol I, 4o used. wizeraft, Offictally authorised signals in accord- Porter No, 154 and Fig SS/73 only, wL11 be used craft. Duzing night flying, torches with hand exten- will be used, ng of Aizeraft 5 "Me co" of aizeraft the manual towing on Leable to the type of aircraft e Seed at all times. ¢ suat be teken te avoid damage to acrofoiis, , aizlezons and clovatore when pushing er an NCO who is fully conversant with ake systen is to occupy the cockpit of order te ovoxate the braker. ae sezeft, Only a qualified service pilot, or a pupi! pilot duly ozieed, io peraitted to taxy an alrerart, ee ic aircraft is being prepared for flight. b, Wheel covers will alway: ee ir ez vaya be fitted when aircraft az pouktioned in hangars or in the open for pro- tracted periods, to prevent doterioration du tenination and weathoring, ie to con RESTAI CREDsizozaft AP Yol.1 ef the primaxy z Siwagttene peculias to, tyPe+ say te picketed ithe adsoreft A pexnanent pic! te used onthe i on gress using elt gorew pickets being used 47 noft grounds : ‘cnezete anchor blecks, oi in a circle eprroxi- cenize.. cheins ee provided y azz secured to the blocks. main underonsrl Picketing Procedure 4. Consult the airoratt cround fendling Rotes. ‘ae yind on the picketing base. on the aizeraft nos 2... Pos 5. Cheek the sain wheels fore ant oft 4. . Caeok thot tho fuel te svite ad that ground flight switch is set to ground. e 5. apsly parking Drakes ££ the take drums ate cool. 2 2 6, Close e22 hatches,and eockeht hoods hed: all penels aze closed end : securods q.° Pit all extemel and internal contra) Locks: ta41 pipe covers and pitot 8 uain and secondezy picketing points. fitted, sufficient slack must be left in = shook absorbers ere not 4o allow for noxval’ tightening when y are Oxy; they tecone dampe able, the secondary picketing-points ig sufficient pickets 4 ydth cand. 3 ‘ropes nay be weighted down centre Lind of the . ae nose or teil wheel must te in line with the eizeraft. 2/Alh. I ‘bao o ox inprovised or, othemise, check must. bo done te rakenott ER ex Shed with the ped pemnast. meneved before the pilot sttempte, t jocks or glanze are fitted, an entey Gowieesbiligy oh€ reroiz leg ef the Foun Too.URA Qoto = ATRORAF? GROUND HANDLING A. ATRCRAPT KARSHALLTNG (AP 5700 L.NO. 4-7) ined ians aze to be exai “As soon as practicable/possible all technicians are ae by a Tech Officer nominated by OOTW. | Trainees are to be exemined | by CPI before proceeding to Sectiors/Sqns for "On job" training after initial period of training and. ~ Re-examination is to be done at 12 monthly intervals and certification is to be annoted on F4820 (AP 5700 Leaflet No.L.2.) LOOSE ARTICLES IN ATAORAPT INSPECTION PERIODICITY ANB RECORDING/REPO! PROCEDURE (AP 5700 L.NO. £1) : chnical Officers are to ensure that a loose article insection ic cazzied out on their respective aireraft after the conpletion of any work vhere the possibility exists of loose articles being left in the aircraft. this inspection is t6 be effected. At weekly intervals on tin use! aircraft (a) (2) Oa completion of all periodic sexvicing. (c) _ On completion ‘of any modification, repair or rectification = (a) Prior to flight on aireraft brought out of storage (e) As called for After any servicing, modification, repair or rectification individual technicians are respobsible for carrying out a personal tool tool be missing the aircraft must be grounded until in when fitter training is completed. The following represents the minimum occasion on waich check. Should 2 is lecated or it can be estabilished that the missing tco tool. or item is NOT 2 loose article in the aircraft. 11 loose article incidents occuring in the AFZ to be investigated ‘tely by the UNIT TECH OFFICER concerned and a full report findings, action taken to prevent recurrence, is to be for for the attention of the D.C.S.S. —This order applies to 211 trades concerned with aircraft servicing. c 3100 L NOB ~ The OC ASS and WO i/c Drawing Office APZ MAB are appointed AFZ weights Officer and responsible for the operation and calibration of the equipment, for Decseding of rea@ings and calculating the C of G. ~ Aircraft are to be weighed and the C of C calculated on the following occasions wr (1) on conversion © . ty : . (2) on rebuila - 8h) (3) After Major Modification © (4) | When airerafs basic weight and tozent are suspect (5) As directed by-A.H.g its C of G owt) isis ~ An aircrart good performane, ¥ ‘weke ng reasons: the flying comits()} ¢ ast PROPELLER S¥INGING (AP 5700 1.NO.A13) sea to start and run airoraft g they have the necessary ‘competent to do so by the The appointment of Tech GROUND TESTING OF ATACRAPT ENGINE! — The following technicians engines (piston and turbine Sxuprience ana have been tested 297 °F experience oricticer or WO deligates By iS Gitices or WO is to be pomulsated in Sas I and Engine trade - 212 ranks a certified (a) Aircraft fitter engine sechanics (a) Aizoraft trades - K/officery (c) Airframe y/t, MS and PS menber Alloutte, Bell 412 and the (a) Aueitldary ‘trades employed 2° crew Kuger (e) Al1 trades employed 25 crew members, an all 2iro=: ebpelont by Oo poutd be tested of reexamined at C) Jeenvers si All the above technician antervals Follow (a) At intervals of six months (b) On posting fron i tne 6 nonths intervald oan be waived if aenters has frequent gaily of aireraft NB tasks of ground Tul ified personnel showing dates of 2 record of qual. details to be transcribed to > -OCTW are to mantain 2 qualification asd re~pproval relevent individual 74620 pp WITHDRAWN FROM USE OR UNSERVICBABLE SERVICING OF 1120 tag flying units, way be withdraw from use for the tyo follows Gn site sepaine, or other long unservicesblality (swaiting spares The work to be done on aircreft from use differs between srtnieawals not exceeding 4 calendar months. On both wieeTene the work done should.be recorded in, form 700 of, that aircraft in the change of serviceability and repair log. withdrawn @rom’ service for more than 4 calendar other long wiserviceability, while = Usually the aircraft 11 be on reduction or interruption of months are those on site repairs 0: these on short term withdrawals wi the flying hours. nnical officers may authorise ui: eas part of the preparation. Depending on nature of repairs the tec the carrying out of a second line servic! for flight evem though such a servicing is not due- mn should be provided for aircraft withdzawn - Hanger eccormodati from service for long periods weeks with Aircraft on storage should be wheel rotated every three ighed for in tyze ed and s the fo: