B-52 LOADING / INTERNAL STORES

[Music] [Music] When loading internal stores on the B-52, a fiveman team delivers the weapons to the aircraft using the MHU7M trailer. In this instance, the loading involves four Mark 28s in an MHU20C clip-in assembly. The aircraft must be configured for loading and work orders initiated. When the aircraft is not within the designated sack alert area, it must be physically marked off by ropes and identified with an old zone sign. The personnel access point to the aircraft must also be identified by an entry point sign. The twoman policy and controlled access must be complied with regardless of how the boundary is marked. The security guard and the aircraft crew chief purge the area of all personnel and then assure that only authorized personnel are allowed to enter the area. The trailer is brought into the no- loan zone and disconnected from the truck. Tools required for the Mark 28 quad package loading are placed aft of the B-52 forward wheel well. The team chief briefs his team on safety procedures to be observed during the loading operation. Crew chief is aircraft properly grounded and chocked. >> The aircraft is properly grounded and chocked. >> Are all aircraft controls switches and circuit breakers in proper position to allow power application? All control switches and circuit breakers are in the proper position. >> Are all safety pins installed in the egress system? >> All safety pins are installed in egress systems. >> Are required fire extinguishers present? >> Required fire extinguishers are present. >> You will act as fire guard and operate the APU. >> Roger. >> Okay. This operation involves loading of a Mark 28 package. The twoman concept will be strictly observed at all times. After completion of the ring out, the cockpit becomes a no-load zone. Safety will be observed at all times. Are all watches and rings removed? Okay. If the aircraft or APU catches fire, we'll remove the weapon from the area. If the weapon is clipped in, will fight the fire until the fire department arrives or until withdrawal time. Compliance with technical directives will be observed. Follow job oriented procedures during the load. Should any abnormal indications appear, stop the load immediately. Let me know and I'll notify the proper individuals. Does anyone have any questions? Okay, let's start the operation. >> Personnel are trained by team position and should know their job oriented procedures from the -16 technical order for their team position. The job oriented procedures are the most efficient method of performing these loading functions. Before moving the trailer under the wing, the team chief checks the Ato form 781 for the status of the aircraft and verifies that AGMs, if installed, are in pre-maintenance status. He then checks to see that the flaps are fully retracted. To asssure that the flaps are not lowered while the Bombay doors are in the open position, the team chief places a flap warning placard on the flap control. The team chief assures that the trailer is aligned and parallel with the forward bomb bay to be loaded after the trailer is bra and chocked. number two and number four remove the trailer toe bar, safety chains, electrical cable and airlines. The team chief verifies these actions. The free man connects the trailer ground cable to the aircraft static ground braid in the forward wheel well. After connecting the power cable to the trailer, the free man checks to see that the power is off. Then he connects the trailer power cable to the APU. Okay, crew chief, start your APU and turn on power switches. >> Roger. The outside door supports are installed on the left and right Bombay doors. When installing the outside door supports, caution should be taken to asssure that they are not inserted upside down. After all the outside supports are installed, the team removes the inside door pin and opens the Bombay doors. >> Door clear. >> Door clear. Next, they install the inside door supports. Preparation of the bomb bay for loading involves individual actions by the team members. Number one inspects the MAU 6A rack to asssure that the mounting bolts and nuts are installed and safety pin. He checks to see that the manual lock cable is turnbuckle attached and safety wired and that the lock actuator is in the up position. He sees that the turnbuckle is safety wired and attached to the bell crank. That the SW equipment circuit breakers are closed and that the SW auto off switch is in the proper position and safety sealed. The number two man pulls the blue outer dog latch handles and the orange lock pin handles on both sides of the rack. He makes sure the lock pins are fully retracted and the cams released. The number three man removes the covers and inspects the clip-in receptacles. Numbers three, 2, and one. Proceed to the navigator and pilot compartments to assist in the preload checks. >> Team chief. >> Team chief. Ready. >> Two men. >> Two man. Ready. Three man. >> Man, ready. >> Four man. >> Four man. Ready. >> Forward. Alternate weapon. T249 tester panel light. Circuit breaker closed. >> Closed. >> Forward. Alternate weapon. IFC circuit breaker closed. >> Closed. Following completion of the preloading operation. The number one man and the team chief verify that the required switches are in the proper position, safety wired and sealed. As this procedure is being completed, numbers two, three, and four prepare the trailer for movement into the bomb bay. Two and four remove and stow the transport hooks. Number three lowers the package to prepare for the swiveing of the wheel. Four checks the tilt on the near side of the trailer as two checks it on the far side. The same two men check to see that the arc compensators are set at zero. Number three lowers the package until the trailer frame stops rising. He then swivels the open-end wheels as two and four swivel the closed end wheels. Number three raises the hoist controls until the container wheels clear the ground. Two and four check to see that the adapter hooks are engaged and the pendulum lock bars are down. Number two connects the trailer leveling device to stabilize the trailer. The team is now ready to position the package under the bomb bay. Number one checks the clearance between the package and the aircraft and make sure the power cable is clear during trailer positioning. The team chief and number one check the ready safe switch for safe position, the barrerow setting on the embossed tape and the timer setting as specified in the operation order. The same procedure is performed on the other bombs being loaded. Number two and number four. Remove the tie down devices and place them on the ground aft and to the left of the inboard engine. Two and four. Remove the safety stop assemblies and stow them in the aircraft. Number three, removes the clip-in assembly cables from the storage rack, checks them for serviceability, and positions them in such a manner as to prevent damage during loading operations. Number three, then prepositions the safety wires in the cable receptacle mounting bolts, completing the loading preparation. During bomb hoisting, number one directs the operation and number three operates the hoist controls. Number two and number four along with the team chief make sure the mechanical lock PS are operating properly. Three raises the package until the support hooks are approximately 3 in below the rack cam opening. Two and four adjust the tilt as directed by one and three. Two and four make the four and a half adjustment with one and three directing. The team chief assures that the clip-in assembly is parallel with the MAU 6A rack. Two and four. Check to see that the adapter hooks are engaged and the pendulum lock bars are down. If necessary, a lateral adjustment is made at this time. Number three operates the hoist controls until the cams engage the support hooks. As they engage, there are two audible clicks. The team chief along with two and four makes a visual check to asssure that the support hooks are fully engaged. With number one directing, number three lowers the bolster until the weight is transferred to the MAU 6A rack. After the weight check has been performed, number two pulls the purple dog latch handle to engage the lock pins on the near and far sides. The team chief checks to see that the lock pins are inserted. The bolster is lowered just enough to ensure sufficient clearance between the bolster post and the clip-in assembly. Floor and aft and tilt controls are set back to zero. Pendulums and lock bar checks are made. The bolster is lowered to approximately 6 in from the ground and the trailer is removed from the bomb bay. Number four sets the brakes while number two chalks the wheels and disconnects the leveling device. Loading completion procedures begin with the number four man who detaches the cable support strut from the clip-in assembly and attaches it to the Bombay fitting. The team chief and number three inspect the clip-in receptacles and the clip-in assembly cable plug. Number three and number four should take special care to prevent damage as they connect the cable plugs to the clip-in receptacles. They then safety wire the connectors. Numbers two, three, and four prepare the trailer for towing. The team chief and number one verify that the APU power switches are on and proceed to the pilot's compartment to continue the post load check. Aircraft fire switch is on. Power switch is on. >> Readiness switch is safe. Cover closed pin and safety seal. >> Safe. Close pin. Safety seal. >> Pod west arm. Safe switch. Safe and safety seal. Safe. Safety seal. Special weapons manual lock handle. Recess locked and safety sealed. Recess locked and safety sealed. In the navigator's compartment, the team chief and number one check to see that the navigator arm safe switch is safe and safety sealed. Forward and rear special weapon manual release handles are recessed, locked, and safety sealed. The release circuits disconnect is disconnected and the cover closed and safety sealed. The master bomb control panel power switch is off. The DCU 9A selector switch is off and the control lever is OS and safety sealed. Forward and aft alternate weapon IFC circuit breakers are closed. The bomb indicator light switch is on. Special weapons lock indicators are locked. Bomb release lights are off. Pressed on. Bomb indicator light switch is off. and the 9A selector switch is in the safe position. The swuck box selector switch is moved to the lower left position and the 9A warning light is off pressed on. This check is repeated in the upper left, upper right, and lower right positions. Number one turns the SWAT box off and checks to see that the 9A warning light is off, that the 9A control lever is OS and safety sealed, and the selector switch is off. By the time the team chief and number one complete the cockpit check, two, three, and four are ready to lower the Bombay doors. The team chief and number one check to see that the Swiss auto off switch is in the proper position and safety sealed. The red streamer is removed from the bell crack. The bell crank cable is connected and safety pinned. The clip-in assembly cable plugs are connected and safety wired. The lower MB3A lock pins protrude through the rack approximately 1/8 in. The pin wheel sway braces are firmly seated and the Bombay doors previously lowered have been secured. In the pilot's compartment, number one, who is accompanied by the team chief, removes the flap warning placard from the flap controls and turns off the aircraft power switch. After the crew chief turns off the power switch on the APU, the loading equipment is removed from the area and the Mark 28 quad package loading is completed. For those organizations having a different weapon complement than the Mark 28, the bomb preloading checks and loading completion procedures differ in some areas and must be accomplished in accordance with technical order 1B 52B 16. [Music]