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Emb120 - Igfer - 700 - Sec2
Emb120 - Igfer - 700 - Sec2
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SECTION II
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EMERGENCY
INFORMATION
2-1
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2-2 REVISION 2
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REVISION 2 2-2A
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2-2B REVISION 2
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REVISION 2 2-3
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2-4
EMERGENCY INFORMATION
SECTION II
EMERGENCY INFORMATION
2-2. GENERAL
Figure 2-4 highlights the location of flammable or explosive components, equipment and fluids, as
well as the location of emergency equipment of the several airplane interior arrangement
configuration. The following paragraphs provide a brief description of these items.
2-3. FUEL
Fuel is stored in two integral wing tanks. Fuel supply lines extend through the nacelles to the engines.
In the airplanes provided with APU, the lines extend from the wing roots as far as the tail cone.
Total fuel capacity is 3310 liters (824 U.S. Gal).
Fuel used: jet fuel, specification ASTM D1655.
2-5. WHEELS
The airplane landing gear wheels are made of forged aluminum alloy. Each main landing wheel is
provided with three fusible plugs, which deflate the tire if overtemperature occurs.
REVISION 2 2-5
EMERGENCY INFORMATION
2-8. BATTERY
The airplane main battery is located on the left side of the nose section. It is a nickel-cadmium
battery and its capacity is 24 V DC - 36 AMP/hour.
Break-in areas require metal-cutting portable equipment, such as hydromechanical pliers or similar
tools.
In an emergency, if the need arises to cut out an opening in the fuselage, the rescue crew shall do
it at the break-in area. The break-in areas are located clear of electrical harness, hydraulic piping
or machined frames so as to facilitate the rescue.
2-6 REVISION 8
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Figure 2-4. Location of Flammable and Explosive Components and Fluids (Sheet 1)
REVISION 3 2-7
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Figure 2-4. Location of Flammable and Explosive Components and Fluids (Sheet 2)
2-8 REVISION 3
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REVISION 5 2-8A-1
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2-8A-2 REVISION 5
EMERGENCY INFORMATION
REVISION 5 2-8B-1
EMERGENCY INFORMATION
2-8B-2 REVISION 5
EMERGENCY INFORMATION
REVISION 5 2-8B-3
EMERGENCY INFORMATION
2-8B-4 REVISION 5
EMERGENCY INFORMATION
REVISION 5 2-8C-1
EMERGENCY INFORMATION
2-8C-2 REVISION 5
EMERGENCY INFORMATION
REVISION 5 2-8C-3
EMERGENCY INFORMATION
2-8C-4 REVISION 5
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REVISION 1 2-9
EMERGENCY INFORMATION
2-10 REVISION 1
EMERGENCY INFORMATION
REVISION 8 2-11
EMERGENCY INFORMATION
2-12
EMERGENCY INFORMATION
2-13
EMERGENCY INFORMATION
2-14 REVISION 4
EMERGENCY INFORMATION
REVISION 2 2-15
EMERGENCY INFORMATION
Carefully approach landing gear wheelwell(s), as shown in figure 2-12, and start extinguishing the fire
using HALON 1211 (CBrClFF2 - bromochlorodifluoromethane) extinguishing agent.
1. Approach the wheel from the rear or from the front only.
2. Extinguish the fire with a jet of HALON 1211 (CBrClF2) applying the agent with brief intermittent
jets, limiting the quantity to a minimum.
3. After extinguishing the fire, cool the brake by spraying it with HALON 1211 (CBrClF2). Apply
successive jets during 3 to 5 seconds, then 15 to 30 seconds, so as to dissipate vapour
concentrations.
4. After cooling the brake, allow a minimum of 15 minutes to elapse before moving the airplane.
If the fire cannot be extinguished from the cockpit by the pilots or a skilled technician, make sure that
the propeller(s) is(are) motionless and start extinguishing the fire, as shown in figure 2-12 using
HALON 1211 (CBrClF2) extinguishing agent.
2-16 REVISION 1
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2-17
EMERGENCY INFORMATION
2-18. GENERAL
1. A crashed airplane with retracted landing gears may be lifted by putting a pile of air bags or by
means of a hoisting or device G.S.E. No. 039 under each wing and inflating them until the aircraft
is lifted high enough for a dolly to go under it or for jacks to be installed.
2. Taking into consideration the various situations and possibilities associated with airplane acci-
dents, this procedure is not meant to establish standards, but to provide guidance on applicable
courses of action. The procedure to be chosen is a function of location, accident characteristics,
and equipment available at the airport. Therefore, specific planning is required for each case.
1. Check that generators, battery, fuel pump, and valve switches are off.
2. Remove main and emergency batteries (see Section I).
3. Remove oxygen cylinders (see Section I).
4. Defuel airplane (see Section I).
1. Position and attach air bags centered under each half-wing box beam, on the outboard side of
the nacelles.
2. Inflate air bags in a progressive and simultaneous manner until the airplane is high enough for a
dolly to go under it or for jacks to be installed.
3. Remove airplane from place according to the procedures described in paragraph 2-23.
2-18 REVISION 1
EMERGENCY INFORMATION
REVISION 1 2-19
EMERGENCY INFORMATION
2-21. HOISTING BY MEANS OF DEVICE FOR ONE HOIST (See figure 2-14)
2. Position hoisting device on aircraft, centering in the direction of its longitudinal axis.
3. Rest hoisting device supports on frames 19 and 36.
4. Pass nylon straps under the airplane, at frames 16, 19, 36 and 38A regions. Fasten them as
indicated in detail A, figure 2-14.
5. Attach hoisting device in position, by means of the support adjusting fittings.
6. Fasten stabilization cables to engines as indicated in detail B, figure 2-14.
7. Hoist airplane until reaching the desired height.
8. Remove airplane from place, according to the procedures described in paragraph 2-23.
2-22. HOISTING BY MEANS OF DEVICE FOR TWO HOISTS (See figure 2-15)
Note
2-20 REVISION 1
EMERGENCY INFORMATION
REVISION 1 2-21
EMERGENCY INFORMATION
2-22 REVISION 1
EMERGENCY INFORMATION
REVISION 1 2-23
EMERGENCY INFORMATION
2-24 REVISION 1
EMERGENCY INFORMATION
2-25. GENERAL
1. A survey of the airplane damage should be accomplished as soon as possible. Where damage
appears negligible, it should be established that both nose and main landing gears are down,
locked, and structurally safe to support the airplane. Down-lock pins should be used in both nose
and main gears prior to towing or winching.
2. Where damage is apparent and any combination of nose and/or main gear collapsed, the
airplane must first be raised (see figure 2-23). A damage assessment will determine whether the
gear may then be lowered or whether it should be replaced with an alternate gear or dummy gear
prior to towing or winching.
3. Where any combination of nose and/or main gear are unusable and cannot be extended or
replaced, installation of temporary bracing may be required to support the weight of the airplane.
Support may be provided by low-bed trailers, mobile cranes, transportation dollies, or heavy-duty
commercial transporters.
1. Make sure that landing gear ball-lock pins are properly installed.
2. Never tow the airplane while any of its engine are operating.
3. Make sure to tow the airplane only when the hydraulic system is depressurized.
4. If the airplane is towed with the electrical system energized, make sure that the electro-hydraulic
pumps remain off during towing operations.
5. Make sure that the brakes are cooled and in good operating conditions, and the
emergency/parking brake accumulator is charged.
6. Never remove the wheel chocks until the airplane is ready to be towed.
7. Never tow or winch the airplane without someone in the cockpit to operate the brakes.
8. Never turn the nose landing gear while the airplane is not moving. When using the tow bar, wait
until the airplane has started moving before turning the nose landing gear.
REVISION 6 2-25
EMERGENCY INFORMATION
9. Never steer the wheels beyond the reference marks located in either side of the nose landing
gear.
10. Never tow the airplane near obstacles without having someone walking at each wing tip and at
the tail to guard against collision.
11. Make sure an adequate system for relaying signals is understood by everyone involved in the
operation.
12. Make sure the towing route is free from any obstruction.
13. Never allow anyone to enter or leave the airplane while it is moving.
14. Use only ground support equipment designed for this airplane.
1. As a result of various circumstances, an airplane may leave the runway and get bogged down in
soft surface material. Likely there will be no damage to the airplane, but other than normal towing
operation will be necessary to return the airplane to the runway.
2. If only one of the main gear is off the runway, all fuel should be removed or transferred from that
tank to the opposite tank. Refer to the Airplane Maintenance Manual for applicable fuel transfer
procedures.
3. Airplane weight should be reduced as near as possible to the operating empty weight (OEW),
except for the fuel noted above.
4. In practically all cases, the runway will be blocked and extreme pressure will be applied to clear
the runway immediately. Valuable time may be saved by planning the job before starting the
operation.
5. Job planning should include weight to be removed, condition of terrain, type of platform to be
constructed, direction in which the airplane is to be towed, construction equipment available, and
towing power of vehicles. See figure 2-17 for the traction wheel loads that are required for the
gross weight of the airplane to be recovered. Following are some points to consider in making
these decisions:
(a) Lifting wing for construction of ground level treadway versus excavation for ramp (see figures
2-18 and 2-23).
(b) If the brake locking caused a deviation from the runway, the brakes must be checked before
the start of the towing operation.
1. As an airplane leaves the runway, the passage of the wheels over the soil will increase the
bearing strength of the soil. The wheel compacts the soil to a depth of several inches. This layer of
soil should not be removed by any subsequent excavation.
2-26 REVISION 6
EMERGENCY INFORMATION
1. The ground can be soft in spite of the passage of the airplane. If shoring (cribbing) is required,
excavation of the trench should be a minimum of eight feet wide inclined from the bottom of the
landing gear to the nearest surface that is able to support the airplane. If the excavation fills with
water, portable pumps will be required to keep the water to a minimum in the excavated area.
When using pumps, they must be placed outside of the fuel vapor area.
2. The bottom of the excavation will need to be strengthened. A bed of crushed rock, gravel, or
quick-setting cement is required. When using crushed rock or gravel, it must be compacted and
covered with plywood, steel, crossties, or matting. (see figure 2-18).
3. Under certain circumstances, the cover may be placed directly on the ground without additional
preparation. This depends on the soil strength as evidenced by wheel/tire rut.
4. The use of crossties can complicate the recovery if some precautions are not used. A layer of
plywood or other material should be placed on the top of the crossties. This will distribute the load
to several ties as the airplane traverses the path. Otherwise, the individual tie will sink as the
airplane passes, causing the wheels to be chocked.
5. Park the towing vehicle on the near edge of the runway and the winching vehicle, on the far
edges of the runway.
6. Tow the airplane from the main landing gear.
2-30. TOWING AND WINCHING (See figures 2-14, 2-15, 2-21 and 2-22)
1. Towing offers advantages of maneuverability, flexibility, and uninterrupted movement over long
distances. Winching is generally preferable to towing in that it is more controllable and greater
force can be exerted.
2-31. TOW AIRPLANE FROM NOSE GEAR USING A STANDARD TOW BAR (See figure 2-22).
1. Make sure that landing gear ball-lock pins are properly installed.
2. Energize the airplane using its battery and switch on the required equipment for taxiing.
3. Attach the tow bar (tractor towing) to the nose landing gear.
REVISION 6 2-27
EMERGENCY INFORMATION
4. Ensure that the struts are serviced, and the main and nose gear tires are inflated.
5. Verify that the airplane brakes are released and chocks are removed.
6. Tow the airplane as required, observing the standard towing practices and precautions.
Note
Do not tow the airplane faster than a slow walk. Avoid quick
starts and stops.
7. Complete the towing with a minimum of a 6-foot straight towage to relieve any torsional stresses
applied to the gear during turns prior to parking.
8. After a towing operation make sure that the nose landing gear over travel indicator is armed.
2-28 REVISION 9
EMERGENCY INFORMATION
2-32. TOW AIRPLANE WITH TOW CABLES ATTACHED TO MAIN LANDING GEAR (See figure 2-21)
1. Make sure that landing gear ball-lock pins are properly installed.
2. Energize the airplane using its battery and switch on the required equipment for taxiing.
3. Attach the tow bar (manual towing) to the nose landing gear.
4. Connect tow cables to the respective landing gear tow eyes and tow tractor.
5. Ensure that the struts are serviced, and the main and nose gear tires are inflated.
REVISION 6 2-29
EMERGENCY INFORMATION
6. Verify that the airplane brakes are released and chocks are removed.
7. Coordinate the tow vehicles and slowly increase the pull until the airplane starts to roll, while at
the same time have someone maneuvering the nose landing gear tow bar. Once the airplane starts
to roll, maintain a steady tow in a straight path. Back up any tow movement with wheel chocks to
prevent airplane roll-back.
Note
Do not tow the airplane faster than a slow walk. Avoid quick
starts and stops.
8. Complete the towing with a minimum of a 6-foot straight towage to relieve any torsional stresses
applied to the landing gear during turns prior to parking.
9. After a towing operation make sure that the nose landing gear over travel indicator is armed.
2-30 REVISION 6
EMERGENCY INFORMATION
REVISION 6 2-31
EMERGENCY INFORMATION
2-32 REVISION 6
EMERGENCY INFORMATION
REVISION 6 2-33
EMERGENCY INFORMATION
2-34 REVISION 6
EMERGENCY INFORMATION
Figure 2-21 Tow Airplane with Tow Cables Attached to Main Landing Gear
REVISION 6 2-35
EMERGENCY INFORMATION
2-36 REVISION 6
EMERGENCY INFORMATION