CHEMICAL AND BIOLOGICAL DEFENSE NATOPS MANUAL€¦ · chemical and biological defense natops manual 1 (reverse blank) 01 october 2004 navair 00-80t-121 this publication supersedes

CHEMICAL ANDBIOLOGICAL DEFENSE

NATOPS MANUAL

01 OCTOBER 20041 (Reverse Blank)

NAVAIR 00-80T-121

THIS PUBLICATION SUPERSEDESTHE NAVAL AVIATION NBC DEFENSE RESOURCE MANUAL

A1-NBCDR-OPM-000, DATED 15 JULY 1994.

DISTRIBUTION STATEMENT C — Distribution authorized to U.S. Government Agencies andtheir contractors to protect publications required for official use or for administrative oroperational purposes only. Other requests for this document shall be referred to CommandingOfficer, Naval Air Technical Data and Engineering Service Command, Naval Air Station NorthIsland, Bldg. 90, Distribution, P.O. Box 357031, San Diego, CA 92135–7031.

DESTRUCTION NOTICE — For unclassified, limited documents, destroy by any method that willprevent disclosure of contents or reconstruction of the document.

ISSUED BY AUTHORITY OF THE CHIEF OF NAVAL OPERATIONS ANDUNDER THE DIRECTION OF THE COMMANDER,

NAVAL AIR SYSTEMS COMMAND.

NATEC ELECTRONIC MANUAL

0800LP1037802

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DEPARTMENT OF THE NAVYNAVAL AIR SYSTEMS COMMAND

RADM WILLIAM A. MOFFETT BUILDING 47123 BUSE ROAD, BLDG 2272

PATUXENT RIVER, MD 20670-1547

01 OCTOBER 2004

LETTER OF PROMULGATION

1. The Naval Air Training and Operating Procedures Standardization (NATOPS) Program is apositive approach toward improving combat readiness and achieving a substantial reduction in theaircraft mishap rate. Standardization, based on professional knowledge and experience, provides thebasis for development of an efficient and sound operational procedure. The standardization programis not planned to stifle individual initiative, but rather to aid the Commanding Officer in increasingthe unit’s combat potential without reducing command prestige or responsibility.

2. This manual standardizes ground and flight procedures but does not include tactical doctrine.Compliance with the stipulated manual requirements and procedures is mandatory except asauthorized herein. In order to remain effective, NATOPS must be dynamic and stimulate rather thansuppress individual thinking. Since aviation is a continuing, progressive profession, it is bothdesirable and necessary that new ideas and new techniques be expeditiously evaluated andincorporated if proven to be sound. To this end, Commanding Officers of aviation units areauthorized to modify procedures contained herein, in accordance with the waiver provisionsestablished by OPNAV Instruction 3710.7, for the purpose of assessing new ideas prior to initiatingrecommendations for permanent changes. This manual is prepared and kept current by the users inorder to achieve maximum readiness and safety in the most efficient and economical manner. Shouldconflict exist between the training and operating procedures found in this manual and those foundin other publications, this manual will govern.

3. Checklists and other pertinent extracts from this publication necessary to normal operations andtraining should be made and carried for use in naval aircraft.

JEFFREY A. WIERINGARear Admiral, United States NavyBy direction ofCommander, Naval Air Systems Command

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INTERIM CHANGE SUMMARY

The following Interim Changes have been cancelled or previously incorporated into this manual.

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NUMBER(S) REMARKS/PURPOSE

The following Interim Changes have been incorporated into this Change/Revision.

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Summary of Applicable Technical Directives

Information relating to the following recent technical directives has been incorporated into this manual.

CHANGENUMBER DESCRIPTION

DATE INC. IN MANUAL VISUAL IDENTIFICATION

Information relating to the following applicable technical directives will be incorporated in a future change.

CHANGENUMBER DESCRIPTION

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CBD NATOPS MANUAL

CONTENTS

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CHAPTER 1 — INTRODUCTION

1.1 GENERAL 1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.2 PURPOSE 1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.2.1 Chapter 1, Introduction 1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.2.2 Chapter 2, Chemical and Biological Defense 1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.2.3 Chapter 3, Aircrew Chemical and Biological Defense IndividualProtective Equipment (IPE) 1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.2.4 Chapter 4, Donning and Doffing Aircrew Chemical and Biological IPE 1-1. . . . . . . . . . . . . .

1.2.5 Chapter 5, Emergency Procedures 1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.2.6 Chapter 6, Ingress and Egress in a Chemical and Biological Environment 1-1. . . . . . . . . . . .

1.2.7 Chapter 7, Chemical and Biological Avoidance (Detection) 1-1. . . . . . . . . . . . . . . . . . . . . . .

1.2.8 Chapter 8, Chemical and Biological Contamination Control 1-1. . . . . . . . . . . . . . . . . . . . . . .

1.2.9 Chapter 9, Decontamination 1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.2.10 Chapter 10, Aircraft Handling and Operations in a Chemical and Biological Environment 1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.3 SCOPE 1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.4 NATOPS ADVISORY GROUP 1-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 2 — CHEMICAL AND BIOLOGICAL DEFENSE

2.1 PURPOSE 2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2 UNITED STATES CBR POLICY 2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2.1 Chemical Warfare 2-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2.2 Biological Warfare 2-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.3 CHEMICAL WARFARE AGENTS 2-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.3.1 General 2-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.3.2 Persistent and Semi-Persistent Agents 2-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.3.3 Non-Persistent Agents 2-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.3.4 Characteristics 2-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.3.5 Delivery 2-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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2.4 BIOLOGICAL WARFARE AGENTS 2-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.1 General 2-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.2 Differences Between Biological and Chemical Weapons 2-3. . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.3 Pathogens 2-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.4 Toxins 2-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.5 Bioregulators 2-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.6 Delivery 2-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.5 TOXIC INDUSTRIAL MATERIALS 2-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.1 General 2-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.6 DECONTAMINATION 2-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.7 WEATHER FACTORS 2-9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.1 General 2-9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.2 Atmospheric Stability 2-9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.3 Topography 2-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.4 Ship Avoidance 2-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.8 CBD ORGANIZATION 2-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8.1 Senior CBD Organization 2-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8.2 Unit CBD Organization 2-12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.9 CBD TRAINING 2-14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.1 General 2-14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.2 Training Requirements 2-14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.3 U.S. Navy 2-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.4 U.S. Marine Corps 2-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.9.5 Summary 2-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.10 CBD CONSIDERATIONS 2-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.10.1 General 2-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.10.2 Shipboard 2-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.10.3 Shore-based 2-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.10.4 Aviation 2-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.10.5 Countermeasures Wash Down System (CMWDS) 2-16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.10.6 Operational Exposure Options 2-16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.11 CB PROTECTION 2-16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.11.1 General 2-16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.11.2 Aircraft Environmental Systems 2-16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.11.3 Individual Protective Equipment (IPE) 2-18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.12 COLLECTIVE PROTECTION (COLPRO) 2-19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.13 IPE PROVISIONING 2-19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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CHAPTER 3 — AIRCREW CHEMICAL AND BIOLOGICAL DEFENSE INDIVIDUALPROTECTIVE EQUIPMENT (IPE)

3.1 AIRCREW CB IPE LIMITATIONS 3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.1.1 Vision Correction 3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.1.2 Night Vision Devices and Laser Eye Protection (LEP) 3-1. . . . . . . . . . . . . . . . . . . . . . . . . . .

3.1.3 Communication Earplug 3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.1.4 Aircraft Incompatibility 3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2 ABOVE THE NECK PROTECTIVE EQUIPMENT 3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2.1 A/P22P-14(V)1 through (V)4 Chemical, Biological, and Radiological (CBR) Respirator Assemblies 3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.3 BELOW THE NECK PROTECTIVE EQUIPMENT (BTN) 3-7. . . . . . . . . . . . . . . . . . . . . . .

3.3.1 General 3-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.3.2 Configuration 3-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4 CHEMICAL, BIOLOGICAL, AND RADIOLOGICAL (CBR) RESPIRATOR ASSEMBLIES ANCILLARY EQUIPMENT 3-11. . . . . . . . . . . . . . . . . . . . .

3.4.1 Cartridge Actuated Cutter 3-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4.2 CB Head Harness 3-12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 4 — DONNING AND DOFFING AIRCREW CHEMICAL AND BIOLOGICAL IPE

4.1 PHYSIOLOGICAL LIMITATIONS 4-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2 DONNING AN UNCOMTAMINATED ENSEMBLE 4-1. . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.1 Donning the Respirator Assembly and Associated Equipment 4-1. . . . . . . . . . . . . . . . . . . . .

4.3 DOFFING AN UNCONTAMINATED ENSEMBLE 4-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.4 DOFFING A CONTAMINATED ENSEMBLE 4-9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 5 — EMERGENCY PROCEDURES

5.1 GENERAL 5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.2 COMPULSORY PROCEDURES 5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.2.1 Changing H-Manifold Position 5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.2.2 Opening and Closing the Hood Outlet Valve Procedure 5-1. . . . . . . . . . . . . . . . . . . . . . . . . . .

5.2.3 Disconnecting the Anti-Suffocation Disconnect Procedure 5-1. . . . . . . . . . . . . . . . . . . . . . . .

5.2.4 Faceplate Ripaway Procedure 5-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.3 IN-FLIGHT EMERGENCIES 5-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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5.3.1 Airsickness 5-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.3.2 Pusher Fan Malfunction Procedures — General 5-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.3.3 Oxygen Failure 5-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.3.4 Explosive Decompression 5-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.3.5 Smoke/Fumes/Fire 5-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.4 EMERGENCY EGRESS (OVER LAND/OVER WATER IN CONTAMINATEDAND UNCONTAMINATED ENVIRONMENT) 5-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.4.1 Fixed Wing Ejection Seat Equipped Aircraft 5-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.4.2 Fixed Wing Non-Ejection Seat Equipped Aircraft 5-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.4.3 Emergency Landing 5-9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.4.4 Ditching 5-9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 6 — INGRESS AND EGRESS IN A CHEMICAL AND BIOLOGICAL ENVIRONMENT

6.1 INTRODUCTION 6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.2 AIRCRAFT PREPARATION 6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.2.1 Aircraft Preparation 6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.2.2 Preflight Inspection 6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.3 INGRESSING A CONTAMINATED AIRCRAFT 6-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.3.1 Fixed-Wing Ejection (Strike) Aircraft 6-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.3.2 Fixed-Wing, Non-Ejection Aircraft 6-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.3.3 Rotary-Wing Aircraft (with Cockpit Doors) 6-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.3.4 Rotary-Wing Aircraft (with Canopies) 6-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.3.5 Rotary-Wing Aircraft (Transport and Cargo) 6-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.4 EGRESS IN A CONTAMINATED ENVIRONMENT 6-13. . . . . . . . . . . . . . . . . . . . . . . . . .

6.4.1 Fixed-Wing Ejection (Strike) Aircraft 6-13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.4.2 Fixed-Wing, Non-Ejection Aircraft 6-14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.4.3 Rotary-Wing Aircraft (With Cockpit Doors) 6-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.4.4 Rotary-Wing Aircraft (With Canopies) 6-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.4.5 Rotary-Wing Aircraft (Transport and Cargo) 6-16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 7 — CHEMICAL AND BIOLOGICAL AVOIDANCE (DETECTION)

7.1 GENERAL 7-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.2 STANDOFF DETECTORS 7-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.2.1 Chemical Warfare Directional Detector (CWDD) 7-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.2.2 M21 Remote Sensing Chemical Agent Automatic Alarm (RSCAAL) 7-1. . . . . . . . . . . . . . .

7.2.3 M93A1 NBC Reconnaissance System (FOX) 7-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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7.3 HAND-HELD CHEMICAL VAPOR DETECTORS 7-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.3.1 M256/M256A1 Chemical Agent Detector Kit 7-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.3.2 Chemical Agent Monitor/Improved Chemical Agent Monitor (CAM/ICAM) 7-7. . . . . . . . .

7.3.3 Automatic Chemical Agent Detector and Alarm/Shipboard AutomaticChemical Agent Detector and Alarm (M22 ACADA/MK26 Ship ACADA) 7-9. . . . . . . . . .

7.3.4 Chemical Agent Point Detection System (CAPDS) MK 21 MOD 1 7-10. . . . . . . . . . . . . . . .

7.3.5 Improved (Chemical Agent) Point Detector System (IPDS) 7-10. . . . . . . . . . . . . . . . . . . . . .

7.3.6 Commercial Off the Shelf (COTS) 7-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.4 LIQUID CHEMICAL DETECTORS 7-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.4.1 M-8 Chemical Agent Detector Paper 7-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.4.2 M-9 Chemical Agent Detector Paper 7-12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.5 BIOLOGICAL DETECTION 7-12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.5.1 Confirmation That a Biological Attack Has Occurred 7-12. . . . . . . . . . . . . . . . . . . . . . . . . . .

7.5.2 Dry Filter Unit (DFU) and Hand-Held Assay (HHA) 7-13. . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.6 M272 WATER TESTING KIT 7-14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 8 — CHEMICAL AND BIOLOGICAL CONTAMINATION CONTROL

8.1 OBJECTIVES OF CONTAMINATION CONTROL 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.2 CONTAMINATION SOURCES 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.3 CHEMICAL AND BIOLOGICAL CONTAMINATION 8-1. . . . . . . . . . . . . . . . . . . . . . . . . .

8.3.1 Non-Persistent Chemical Agents 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.3.2 Persistent Chemical Agents 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.3.3 Thickened Agents 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.3.4 Biological Contamination 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.4 ELEMENTS OF CONTAMINATION CONTROL 8-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.4.1 Avoidance 8-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.4.2 CB Detection 8-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.4.3 Warnings and Alarms 8-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.4.4 Hazard Marking 8-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.4.5 Contamination Transfer Control Procedures 8-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.4.6 Contamination Mitigation and Removal 8-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 9 — DECONTAMINATION

9.1 INTRODUCTION 9-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.2 CONTAMINATION HAZARDS — METHODS OF TRANSMISSION 9-1. . . . . . . . . . . . .

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9.3 AGENT PERSISTENCY — REQUIREMENT FOR DECONTAMINATION 9-1. . . . . . . . .

9.4 DECONTAMINATION CONCEPTS 9-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.4.1 Decontamination Principles 9-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.5 DECONTAMINATION IN COMBAT 9-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.6 DECONTAMINATION DECISIONS 9-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.7 DECONTAMINANTS 9-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.8 DECONTAMINATION LEVELS AND PROCEDURES 9-4. . . . . . . . . . . . . . . . . . . . . . . . .

9.9 IMMEDIATE DECONTAMINATION 9-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.9.1 Skin Decontamination 9-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.9.2 Personal Wipe-Down 9-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.9.3 Spot Decontamination 9-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.10 OPERATIONAL DECONTAMINATION 9-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.10.1 MOPP Gear Exchange 9-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.10.2 Aircraft Washdown 9-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.11 THOROUGH DECONTAMINATION 9-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.11.1 Aircrew Decontamination 9-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.11.2 Thorough Aircraft Decontamination 9-38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.11.3 Systems Decontamination and Maintenance Implications 9-41. . . . . . . . . . . . . . . . . . . . . . . .

9.11.4 Aviation Ordnance 9-42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.11.5 Support Equipment (SE) Decontamination 9-43. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.11.6 Precautions 9-43. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 10 — AIRCRAFT HANDLING AND OPERATIONS IN A CHEMICAL ANDBIOLOGICAL ENVIRONMENT

10.1 OPERATIONAL ISSUES 10-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.2 CB FLIGHT OPERATIONS 10-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.2.1 Preflight Procedures in a CB Environment 10-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.2.2 Launching Aircraft in a CB Environment 10-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.2.3 In-Flight Procedures In a CB Environment 10-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.2.4 Recovery of Contaminated Aircraft 10-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.3 IN-FLIGHT OPERATIONAL DECONTAMINATION 10-4. . . . . . . . . . . . . . . . . . . . . . . . . .

10.4 CB MAINTENANCE OPERATIONS 10-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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10.4.1 Organizational Maintenance Operations 10-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4.2 Aviation Intermediate Maintenance Department (AIMD)/Intermediate

Maintenance Activity (IMA) Operations 10-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.4.3 Fueling Aircraft 10-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4.4 Ordnance 10-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.5 CONSIDERATIONS FOR CB OPERATIONS AFLOAT 10-7. . . . . . . . . . . . . . . . . . . . . . . .

10.5.1 Damage Control Assistant (DCA) 10-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5.2 Ship’s Air Officer (AO) 10-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.5.3 Embarked Aviation Units 10-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.5.4 Flight Deck Personnel 10-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

APPENDIX A — MEDICAL CONCERNS

A.1 GENERAL A-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

A.2 AIRCREW SPECIFIC MEDICAL ISSUES A-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

A.2.1 Heat Illness A-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.2.2 Vision A-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

A.2.3 Psychological Effects A-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A.2.4 Reduced Tactile Sensation A-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

A.2.5 Physical Limitations A-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

APPENDIX B — DECONTAMINANTS

B.1 GENERAL B-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

APPENDIX C — DECONTAMINATION OF SPECIFIC SURFACES AND MATERIALS

C.1 GENERAL C-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

APPENDIX D — OPERATIONAL CHECKLISTS

D.1 GENERAL D-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

INDEX INDEX-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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CHAPTER 2 — CHEMICAL AND BIOLOGICAL DEFENSE

Figure 2-1. Characteristics of Chemical Warfare Agents 2-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 2-2. Chemical Warfare Agent and Riot Control Agent Summary 2-4. . . . . . . . . . . . . . . . . . . . . . .

Figure 2-3. Critical Differences between Chemical and Biological Warfare 2-5. . . . . . . . . . . . . . . . . . . . .

Figure 2-4. Biological Warfare Agents 2-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 2-5. Atmospheric Stability, Categories, and Conditions Usage 2-9. . . . . . . . . . . . . . . . . . . . . . . . .

Figure 2-6. Relative Effectiveness of Vapor Agent Usage 2-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 2-7. CBD Organization Chart 2-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 2-8. Command CB Awareness 2-17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 2-9. MOPP Matrix (Source: Tactical Memo 3-11.1-02) 2-20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 3 — AIRCREW CHEMICAL AND BIOLOGICAL DEFENSE INDIVIDUALPROTECTIVE EQUIPMENT (IPE)

Figure 3-1. A/P22P-14(V)1 Respirator Assembly, Non-Oxygen Variant 3-3. . . . . . . . . . . . . . . . . . . . . . .

Figure 3-2. A/P22P-14(V)2 Respirator Assembly, LOX Variant 3-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 3-3. A/P22P-14(V)3 Respirator Assembly, OBOGS Variant 3-5. . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 3-4. A/P22P-14(V)4 Respirator Assembly, Panel Mount Variant 3-6. . . . . . . . . . . . . . . . . . . . . . .

Figure 3-5. A/P22P-14(V)1 thru (V)4 Pusher Fan Battery and Intercomm Sets 3-7. . . . . . . . . . . . . . . . . .

Figure 3-6. Below the Neck Aircrew IPE 3-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 3-7. Service Life of IPE 3-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 3-8. Positioning of Cartridge Actuated Cutter 3-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 3-9. CB Head Harness 3-12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 4 — DONNING AND DOFFING AIRCREW CHEMICAL AND BIOLOGICAL IPE

Figure 4-1. Aircrew CB IPE 4-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 4-2. CB Head Harness 4-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 4-3. CBD IPE Location Drills 4-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 5 — EMERGENCY PROCEDURES

Figure 5-1. H-Manifold Positions 5-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 5-2. Opening and Closing the Hood Outlet Valve 5-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 5-3. Anti-Suffocation Disconnect Procedure 5-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 5-4. Grasping Ripaway D-Ring 5-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 5-5. Pulling Ripaway D-Ring 5-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 5-6. Unsnapping Right CBR Adapter Strap 5-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Figure 5-7. Ripaway from Face 5-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 5-8. Cartridge Actuated Cutter 5-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 5-9. Emergency Procedures Checklist 5-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 6 — INGRESS AND EGRESS IN A CHEMICAL AND BIOLOGICAL ENVIRONMENT

Figure 6-1. H-Manifold Position Table 6-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 7 — CHEMICAL AND BIOLOGICAL AVOIDANCE (DETECTION)

Figure 7-1. Chemical and Biological Avoidance (Detection) Summary Table 7-2. . . . . . . . . . . . . . . . . . . Figure 7-2. CWDD, AN/KAS-1/A 7-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 7-3. M21 Remote Sensing Chemical Agent Automatic Alarm 7-4. . . . . . . . . . . . . . . . . . . . . . . . . Figure 7-4. M93A1 NBC Reconnaissance Vehicle 7-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 7-5. M256/M256A1 Chemical Agent Detector Kit 7-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 7-6. M256/M256A1 Sampler-Detector 7-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 7-7. CAM/ICAM 7-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 7-8. Full CAM/ICAM Display 7-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 7-9. Typical CAM/ICAM Displays 7-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 7-10. M22 ACADA 7-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 7-11. MK26 Ship ACADA 7-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 7-12. M-8 Chemical Agent Detector Paper 7-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 7-13. M-9 Chemical Agent Detector Paper 7-12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 7-14. Dry Filter Unit 7-13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 7-15. Hand-Held Assay 7-14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 8 — CHEMICAL AND BIOLOGICAL CONTAMINATION CONTROL

Figure 8-1. NATO Contamination Markers 8-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 9 — DECONTAMINATION

Figure 9-1. How Decontamination Affects Combat Effectiveness 9-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 9-2. Comparison Data for Decontamination Levels/Techniques 9-5. . . . . . . . . . . . . . . . . . . . . . . . Figure 9-3. M291 SDK 9-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 9-4. Aircraft Immediate/Operational Decontamination Methods 9-9. . . . . . . . . . . . . . . . . . . . . . . Figure 9-5. Contaminated Aircrew Decontamination, Shore-Based Site Layout 9-12. . . . . . . . . . . . . . . . Figure 9-6. Shore-Based Contaminated Aircrew Personnel and Equipment Requirements 9-14. . . . . . . . Figure 9-7. Generic Layout for CCA for the Two-Cutter Process 9-25. . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 9-8. Typical CPS Decontamination Station 9-31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 9-9. Typical CPS Decontamination Station Layout 9-32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHAPTER 10 — AIRCRAFT HANDLING AND OPERATIONS IN A CHEMICAL ANDBIOLOGICAL ENVIRONMENT

Figure 10-1. Monitor and Surveillance Matrix 10-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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APPENDIX B — DECONTAMINANTS

Figure B-1. Standard Decontaminants Available in the Supply System B-1. . . . . . . . . . . . . . . . . . . . . . . . Figure B-2. Nonstandard Decontaminants Available in the Supply System B-4. . . . . . . . . . . . . . . . . . . . .

APPENDIX C — DECONTAMINATION OF SPECIFIC SURFACES AND MATERIALS

Figure C-1. Decontamination of Specific Surfaces and Materials C-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

APPENDIX D — OPERATIONAL CHECKLISTS

Figure D-1. Aircrew Decon Shipboard Conventional Decon Station Non-CPS Configuration D-2. . . . . . .

Figure D-2. Aircrew Decon Shipboard CPS Decon Station D-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure D-3. Aircrew Decontamination — Ashore D-12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure D-4. Operational Procedures for Launching Aircraft D-21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure D-5. Operational Procedures for Recovering Aircraft D-25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure D-6. Aircrew Ingress D-28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure D-7. Aircrew Egress D-33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure D-8. Aircraft Washdown D-37. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure D-9. Detailed Aircraft Decontamination D-40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure D-10. Donning Checklist D-43. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure D-11. Doffing (Non-Contaminated Ensemble) Checklist D-44. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

EG 01-E2AAB-1


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GLOSSARY

A

Above the Neck Protection. The respirator as-sembly is the above the neck portion of the chemical,biological, and radiological (CBR) aircrew protec-tive equipment. It is designed to provide aircrewmembers with head, eye, and respiratory protectionto guard against the toxic and lethal effects of nuclearfallout and chemical and biological agents.

Absorption. Penetration of solid materials or liq-uids by a foreign substance (such as a chemicalagent) without a chemical reaction.

Adsorption. Adhesion of molecules of a foreignsubstance (such as a chemical agent) to the surface ofsolid materials (including crevices) or liquids with-out a chemical reaction.

Aircraft Washdown. Typically consists of a singlesite where the unit decontamination team washes theentire surface of the aircraft with hot, soapy waterwithin 6 to 24 hours after contamination occurs. Theobjective of aircraft washdown process is to limit thespread of contamination, provide temporary relieffrom MOPP-4, accelerate the weathering process,and potentially eliminate the need for thorough (op-erationally complete) decontamination.

Atmospheric Stability. The stability of a chemicalor biological agent cloud is directly affected by thetemperature of the air at the surface of the Earth and thefirst few meters above the surface. The air stabilitycategories are dependent on the temperature gradient(difference of air temperature at two altitudes). Thethree gradient conditions are inversion, neutral, andlapse.

Aircraft Intermediate Maintenance Department(AIMD). The mission of the AIMD is to provideintermediate level maintenance, inspection, test and

check, calibration, component repair, and mainte-nance of support equipment to the air wing. AIMDhas the capability to test, repair, and service aircraft

components and ground support equipment, whichranges from the delicate work performed by micro-miniature repair technicians to the complex work

performed by jet engine mechanics.

Aviation Life Support System(s) (ALSS).Items of equipment and clothing worn by aircrew

members and aircraft passengers to function withinall parameters of the flight environment, to safelyegress from disabled aircraft and descend/ascend to

the surface, to survive on land and water, and to inter-face with rescue forces.

Avoidance. Individual and/or unit measures taken toavoid or minimize chemical, biological, and radiolog-

ical (CBR)/nuclear, biological, and chemical (NBC) at-tacks and reduce the effects of CBR hazards.

B

Barriers. A coordinated series of devices designedor employed to channel, direct, restrict, delay, or stop

the movement of contaminated run-off.

Below the Neck Protection (BTN). Componentsof clothing and cover designed to compliment and en-hance the respirator assembly function of protecting

aircrew members against chemical and biologicalagents.

Biological Warfare Agent (BWA). A microor-

ganism that causes disease in personnel, plants, oranimals or causes the deterioration of materiel.

Blister Agent. Chemical agents that injure the eyes

and lungs and burn or blister the skin;, also calledvesicants. They include mustard (H) and lewisite (L).

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Blood Agent. Chemical compounds that affectbodily functions by preventing the normal utilizationof oxygen from the blood to the body tissues; alsocalled cyanide agents. Blood agents are usually non-persistent and will remain on a target for minutesonly. They include hydrogen cyanide (AC) and cya-nogen chloride (CK).

C

C2/C2A1 Canister. A standard NATO canister thatis compatible with the MCU2-P mask, M40 seriesmask, and the A/P22P-14(V) series aircrew respira-tor, which provides protection against nerve, blood,blister, choking, hallucinogenic, and riot controlagents.

Calcium Hypochlorite (HTH). The standard ship-board decontaminant for chemical and biologicalagents.

Carrier Air Wing (CVW). Air Wing component of aCarrier Strike Group (CSG).

Carrier Strike Group (CSG). Group of ships taskorganized around an aircraft carrier.

Chemical and Biological Defense (CBD)Officer. The Commanding Officer’s advisor on allmatters regarding chemical and biological defense.

Circle William. The classification of openings be-tween the interior of the ship and the outside atmo-sphere, including ventilation systems, that are se-cured to minimize the penetration of chemical orbiological agents. Circle William fittings are markedwith a black “W” inside a black circle.

Chemical Warfare Agent (CWA). Any toxicchemical intended for use in military operations.

Collective Protection (Systems). A system ofair locks, high pressure fans, and high efficiencyCBR filters providing pressurized, filtered air to totalprotection (TP) zones and filtered air to limitedprotection (LP) zones on ships. See also total protec-tion zone and limited protection zone. Collective

protection ashore can be provided by mobile, expedi-tionary, or field-expedient shelters.

Containment Pit. An area used to collect contami-nated run-off. See also sump.

Contamination. (1) The deposit and/or absorptionof radioactive material or biological or chemicalagents on and by structures, areas, personnel, or ob-jects. (2) Food and/or water made unfit for consump-tion by humans or animals due to the presence of en-vironmental chemicals, radioactive elements,bacteria, or organisms. (3) The by-product of thegrowth of bacteria or organisms in decomposing ma-terial (including food substances) or waste in food orwater.

Contamination Control. Procedures to avoid, re-duce, remove, or render harmless, temporarily orpermanently, biological or chemical contaminationfor the purpose of maintaining or enhancing the effi-cient conduct of military operations.

Contamination Control Area (CCA). The CCAis a liquid chemical hazard area or a biological infec-tious hazard area for removal of contaminated indi-vidual protective equipment or outer garments andpreparation of personnel for processing through ashipboard conventional decontamination station.

Countermeasures Wash Down System(CMWDS). A dry-pipe sprinkler system equippedwith nozzles designed and arranged topside to throwa large salt water spray pattern on weather surfaces;salt water is supplied from the ship’s fire main. Origi-nally designed as a countermeasure system for nu-clear fallout, it is also effective in the control ofchemical and biological contamination.

D

Damage Control Assistant (DCA). The DCA isresponsible, under the engineering officer, for thecontrol of damage. This includes the control of sta-bility, list, and trim. It also includes fighting fires, re-pairing damage, and maintaining CB defense.

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ORIGINAL25

Decontaminant. Any substance used to break

down, neutralize, or remove a chemical, biological,

or radioactive material posing a threat to equipment

or personnel.

Decontamination. The process of making any per-

son, object, or area safe by absorbing, destroying,

neutralizing, making harmless, or removing chemi-

cal or biological agents, or by removing radioactive

material clinging to or around it.

Detection. The act of locating NBC (CBR) hazards

by use of NBC (CBR) detectors or monitoring and/or

survey teams.

Detector. Any mechanism by which the approach or

presence of a chemical or biological agent is made

known.

Doff. To remove clothing, chemical protective suits,

or equipment.

Don. To put on clothing, chemical protective suits, or

equipment.

I

Immediate Decontamination. Decontamination

carried out by individuals immediately upon becom-

ing contaminated. It is performed in an effort to mini-

mize causalities, save lives, and limit the spread of

contamination.

Individual Protective Equipment (IPE). Per-

sonal clothing and equipment required to protect an

individual from biological and chemical hazard al-

lowing the individual to operate in contaminated en-

vironments for a specified period of time.

Intermediate Maintenance Activity (IMA). An

aviation activity (ship or station) authorized to pro-

vide intermediate level (I-level) maintenance

support.

J

Joint Warning and Reporting Network(JWARN). The JWARN is a standardized soft-ware application intended to provide NBC warningand reporting, downwind hazard prediction, opera-tions planning, and NBC management capabilitiesfor Joint Forces, from battalion to theater-levelcommand.

L

Limited Protection Zone (LPZ). A zone within acollective protection system that provides protectionagainst liquid and solid CBR agents, but not agentsin vapor form.

Limited Operational Decontamination. A lev-el of decontamination for Naval forces where teamsconduct gross decontamination to remove or reduceconcentrations of contaminants and clear vital areasand equipment for tactical use. See also operationaldecontamination.

M

Marine Air Ground Task Force (MAGTF). Atask organization of Marine forces (command ele-ment, ground combat element, aviation combat ele-ment, and combat service support element) under asingle command and structured to accomplish a spe-cific mission MAGTF components will normally in-clude command, aviation combat, ground combat,and combat service support elements (includingNavy Support Elements). Three typical types of or-ganized MAGTFs are the Marine Expeditionary Unit(MEU) Marine Expeditionary Brigade (MEB), andMarine Expeditionary Force (MEF).

METT-TC. An acronym that describes a template forplanning. All planning, whether deliberate, crisis, orcampaign, must consider the mission (M), the enemy(E), the terrain and weather (T), the troops and sup-port available (T), the time available (T) and the civilconsiderations (C).

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ORIGINAL 26

Mission Oriented Protective Posture (MOPP).A flexible system for establishing shipboard and

shore-based readiness levels through the use of vari-

ous elements of collective and individual protection

consistent with the threat and work rates imposed by

mission, temperature, and humidity.

N

Nerve Agent. A chemical agent that interferes with

the transmission of nerve impulses; it can be ab-

sorbed into the body through the eyes, respiratory

tract or the skin; affects the nervous and respiratory

systems and other vital body functions. Nerve agents

include both G- and V-series (GA - tabun, GB - sarin,

GD - soman, GF - cyclosarin and VX).

O

Operational Decontamination. Decontamina-

tion carried out by an individual and/or a unit, restricted

to specific parts of operationally essential equipment,

material, and/or working areas, in order to minimize

contact and transfer hazards and to sustain operations.

This may include decontamination of the individual

beyond the scope of immediate decontamination, as

well as decontamination of mission-essential spares

and limited terrain decontamination. See also limited

operational decontamination.

Operationally Complete Decontamination. A

level of decontamination for Naval forces where de-

tailed decontamination is carried out as operations

permit. Also, see thorough decontamination.

Organizational Maintenance (O-LevelMaintenance). Maintenance that is the responsi-

bility of, and performed by, a using organization on its

assigned equipment. Its phases normally consist of in-

specting, servicing, lubricating, adjusting, and replac-

ing parts, minor assemblies, and subassemblies.

P

Persistency. In biological or chemical warfare, thecharacteristic of an agent, which pertains to the dura-tion of its effectiveness, under determined conditionsafter its dispersal.

Plane Captain. Aviation personnel responsible forgeneral servicing, appearance, inspections, fueling,pre-launch, and post-flight inspections of aircraft.

Propeller Wash. Wind produced by the propeller ofan aircraft.

R

Rotor Wash. Wind produced by the rotor blades ofan aircraft.

S

Spot Decontamination. A technique used in im-mediate decontamination in which limited areas ofthe aircraft are decontaminated to allow ingress/egress of aircrew, launch/recovery of aircraft, inspec-tions, servicing, or maintenance.

Sump. An area prepared in the ground to collect andcontain contaminated run-off during decontamina-tion operations. See also containment pit.

Super Tropical Bleach (STB). A mixture of cal-cium oxide and bleaching powder that containsapproximately 30 percent chlorine and is used fordecontamination.

T

Thorough Decontamination. (1) Aim — reducecontamination to the lowest possible levels, to per-mit partial or total removal of IPE, and maintain op-erations with minimum degradation. (2) When —conducted when operations, manning, and resourcespermit. (3) Who — units or wings, with or withoutexternal support. (4) What — personnel, equipment,material, or work areas (may include some terrain be-yond the scope of operational decontamination). Seealso, Operationally Complete Decontamination.

NAVAIR 00-80T-121


Threat Status. A flexible system determined by themost current enemy situation, as depicted by the con-tinuously updated intelligence preparation of the bat-tlefield (IPB) process. This allows local commandersto increase the threat status as conditions change intheir area of operations. The chemical and biologicalthreat status serial numbers are for planning purposesin accordance with STANAG 2984 and NWP3-27/MCWP 3-37.1.

Total Protection Zones (TPZ). A zone within acollective protection system that provides protectionagainst liquid, solid, and gaseous CBR agents.

Toxic Industrial Materials (TIMs). Toxic indus-trial compounds, also commonly referred to as toxicindustrial hazards (TIHs), include toxic industrialchemical (TIC), toxic industrial biological (TIB),and toxic industrial radiological (TIR) materials that

present threats to the force and could interfere withmilitary operations.

W

Weapons of Mass Destruction (WMD). Weap-ons that are capable of a high order of destructionand/or of being used in such a manner as to destroylarge numbers of people. Weapons of mass destruc-tion can be high explosives or nuclear, chemical, bio-logical, and/or radiological weapons, but exclude themeans of transporting or propelling the weapon,where such means is a separable and divisible part ofthe weapon.

Weathering. The process by which chemical andbiological agents deteriorate from surface areas bythe natural action of the environment, especiallyevaporation by temperature and wind for chemicals,and ultraviolet (UV) light for biologicals.

EG 01-E2AAB-1


NAVAIR 00-80T-121

ORIGINAL29

LIST OF ABBREVIATIONS AND ACRONYMS

A

ACADA. Automatic Chemical Agent Detector andAlarm.

ACPG. Advanced Chemical Protective Garment.

ADRL. Automatic Distribution Requirements List.

AEL. Authorized Equipment Listing.

AIMD. Aircraft Intermediate MaintenanceDepartment.

ALSS. Aviation Life Support System(s).

AMO. Aircraft Maintenance Officer.

AMSC. Aeromedical Safety Corpsman.

AMSO. Aeromedical Safety Officer.

AO. Air Officer (Air Boss).

AOCC/HDC. Air Operations Control Center/Heli-copter Direction Center.

APU. Auxiliary Power Unit.

ARS. Aircrew Respirator Spectacles.

ASTC. Aviation Survival Training Centers.

ATP. Allied Tactical Publication.

B

BDO. Battle Dress Overgarment.

BSE. Bovine Spongiform Encephalopathy (MadCow Disease).

BTN. Below the Neck.

BWA. Biological Warfare Agent.

C

CAM/ICAM. Chemical Agent Monitor/ImprovedChemical Agent Monitor.

CAPDS. Chemical Agent Points Detection System.

CASEVAC. Casualty Evacuation.

CB. Chemical and Biological.

CBD. Chemical and Biological Defense.

CBIRF. Chemical Biological Incident ResponseForce.

CBR. Chemical, Biological, and Radiological.

CCA. Contamination Control Area.

CCS. Central Control Station.

CDM. Chemical Downwind Message.

CDU. Control Display Unit.

CJD. Creutzfeldt-Jakob Disease.

CMC. Commandant of the Marine Corps.

CMU-34/P and 35/P. Chemical ProtectiveUndergarment.

CMWDS. Countermeasures Wash Down System.

CNATRA. Chief of Naval Air Training.

CNO. Chief of Naval Operations.

CO. Commanding Officer.

COLPRO. Collective Protection.

COMFLTFORCOM. Commander, Fleet ForcesCommand.

COMMARFORLANT. Commander, Marine ForcesAtlantic.

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ORIGINAL 30

COMMARFORPAC. Commander, Marine ForcesPacific.

COMMARFORRES. Commander, Marine ForcesReserve.

COMNAVAIRFOR. Commander, Naval Air Forces.

COMNAVAIRLANT. Commander, Naval AirForces Atlantic.

COMNAVAIRPAC. Commander, Naval Air ForcesPacific.

COMNAVAIRSYSCOM. Commander, Naval AirSystems Command.

COMNAVFACENGCOM. Commander, NavalFacilities Engineering Command.

COMNAVAIRRES. Commander, Naval Air Reserve.

COMNAVSAFECEN. Commander, Naval SafetyCenter.

COMNAVSEASYSCOM. Commander, Naval SeaSystems Command.

COMNAVSURFLANT. Commander, Naval Sur-face Force Atlantic.

COMNAVSURFPAC. Commander, Naval SurfaceForce Pacific.

COTS. Commercial Off The Shelf.

CPE. Chemical Protective Ensemble.

CPL. Contamination Purge Lock.

CPO. Chemical Protective Overgarment.

CPS. Collective Protection System.

CSG. Carrier Strike Group.

CVW. Carrier Air Wing.

CWA. Chemical Warfare Agent.

CWC. Chemical Weapons Convention.

CWDD. Chemical Warfare Directional Detector.

D

DAD. Detailed Aircraft Decon.

DC. Damage Control.

DCA. Damage Control Assistant.

DCC. Damage Control Central.

DED. Detailed Equipment Decon.

DFU. Dry Filter Unit.

DPO. Disaster Preparedness Officer.

DU. Detector Unit.

E

EASU. External Air Sampling Unit.

ECS. Environmental Control System.

EDM. Effective Downwind Message.

ELISA. Enzyme-Linked Immunosorbent Assay.

F

FARP. Forward Arming and Refueling Points.

FFI. Fatal Familial Insomnia.

FM. Field Manual.

FOD. Foreign Object Damage.

FOV. Field of View.

FOX. M93A1 NBC Reconnaissance System.

G

GC/MS. Gas Chromatograph/Mass Spectrometer.

GPS. Global Positioning System.

GSS. Gerstmann-Straussler-Scheinker Syndrome.

H

HAZMAT. Hazardous Material.

HDC. Helicopter Direction Center.

HHA. Hand-Held Assay.

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ORIGINAL31

HTH. High-Test Hypochlorite.

I

ICS. Internal Communications System.

ICUA. Inner Clothing Undressing Area.

IEDK. Individual Equipment Decontamination Kit.

IMA. Intermediate Maintenance Activity.

IPDS. Improved (Chemical Agent) Point DetectorSystem.

IPE. Individual Protective Equipment.

ITS. Individual Training Standards.

J

JBAIDS. Joint Biological Agent Identification andDetection System.

JBPDS. Joint Biological Point Detection System.

JSLIST. Joint Service Lightweight Integrated SuitTechnology.

K

KMPH. Kilometers per Hour.

L

LEX. Leading Edge Extension.

LHA. Landing Ship, Helicopter Assault.

LHD. Landing Ship, Helicopter Dock.

LOX. Liquid Oxygen.

LP. Limited Protection.

M

MAGTF. Marine Air Ground Task Force.

MC. Mission Commander.

MCCDC. Marine Corps Combat DevelopmentCommand.

MCO/SO. Maintenance Control Officer/Safety Officer.

MCRP. Marine Corps Reference Publication.

MCWP. Marine Corps Warfighting Publication.

MEF. Marine Expeditionary Force.

METT-T. Mission, Enemy, Terrain, Troops, and Time.

MEU. Marine Expeditionary Unit.

MO. Medical Officer.

MOPP. Mission-Oriented Protective Posture.

MRCs. Maintenance Requirement Cards.

MS. Methyl Salicylate.

MSL. Mean Sea Level.

MSOGS. Molecular Sieve Oxygen GeneratingSystems.

N

NAMP. Naval Aviation Maintenance Program.

NATEC. Naval Air Technical Data and EngineeringService Command.

NATOPS. Naval Air Training and Operating Proce-dures Standardization.

NAVAIRSYSCOM. Naval Air Systems Command.

NBC. Nuclear, Biological, and Chemical.

NBCWRS. Nuclear, Biological, and ChemicalWarning and Reporting System.

NCE. Navy Combat Edge.

NCO. Non-Commissioned Officer.

NEPMU. Navy Environmental and PreventativeMedicine Unit.

NETC. Naval Education and Training Command.

NRFI. Not Ready for Issue.

NAVAIR 00-80T-121

ORIGINAL 32

NSN. National Stock Number.

NSTM. Naval Ships’ Technical Manual.

NVD. Night Vision Device.

NWDC. Navy Warfare Development Command.

NWP. Navy Warfare Publication.

O

OBOGS. On-Board Oxygen Generating Systems.

OCUA. Outer Clothing Undressing Area.

OD. Olive Drab.

OIC. Officer in Charge.

OJT. On-the-Job Training.

ORA. Operational Risk Assessment.

P

PAA. Peracetic Acid.

PASD. Passive Anti-Suffocation Device.

PID. Photo Ion Detector.

POL. Petroleum, Oils, Lubricants.

PQS. Personnel Qualification System.

PR. Aircrew Survival Equipmentman.

R

RDU. Remote Display Unit.

RSCAAL. Remote Sensing Chemical Agent Auto-matic Alarm.

S

SDK. Skin Decontamination Kit.

SDO. Squadron Duty Officer.

SE. Support Equipment.

SME. Subject Matter Expert.

SMPO. Senior Maintenance Petty Officer.

SO. Supply Officer.

SOF. Special Operations Forces.

SOPs. Standing/Standard Operating Procedures.

STANAG. Standardized North Atlantic Treaty Orga-nization Agreement.

STB. Supertropical Bleach.

T

TIB. Toxic Industrial Biologicals.

TIC. Toxic Industrial Chemicals.

TIH. Toxic Industrial Hazards.

TIM. Toxic Industrial Materials.

TM. Technical Manual.

TMS. Type, Model, Series.

TPZ. Total Protection Zone.

U

USA. United States Army.

USAF. United States Air Force.

USMC. United States Marine Corps.

USN. United States Navy.

V

VEE. Venezuelan Equine Encephalitis.

VOC. Volatile Organic Compounds.

W

WC. Work Center.

WMD. Weapons of Mass Destruction.

WRA. Weapons Replaceable Assembly.

X

XO. Executive Officer.

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ORIGINAL33

BIBLIOGRAPHY

AF MANUAL 32-4005. Personnel Protection & At-tack Actions (MOPP), 30 October 2001.

AF MANUAL 32-4017. Civil Engineer ReadinessTechnician’s Manual for Nuclear, Biological, andChemical Defense, 1 June 1998.

AMC CB CONOPS. Air Mobility Operations in aChemical and Biological Environment. 9 February1999. Change 1, 17 April 2001. HQ AMC/DOX.

Army TM 10-8415-209-10 (USMC TM 8415-10/2).Operator’s Manual for Individual Chemical Protec-tive Clothing, 31 March 1993.

Army TM 10-8415-220-10 (USMC TM 8415-10/3,Navy Manual SS 200-AP-MMO-010). OperatorManual for Joint Service Lightweight IntegratedSuit Technology (JSLIST) Chemical ProtectiveEnsemble, 1 September 1998.

ATP 45(B). Reporting Nuclear Detonations, Biologi-cal and Chemical Attacks, and Predicting and Warn-ing of Associated Hazards (Operator’s Manual),1 July 2001.

BUMED INST 3400.1. Operational Concept for Medi-cal Support and Casualty Management in Chemicaland Biological Warfare Environments, 28 February1994.

Decontamination Study (TADS Volume TECOM Proj-ect No. 8-CO-210-000-047 [F-111F]). Departmentof the Army, US Army Dugway Proving Ground,DPP/JCP-94/330, Tactical Aircraft Decontamina-tion Study (TADS Volume TECOM Project No.8-CO-210-000-047 [F-111F]).

DO-49 Final Test Report Test Project No.8-CO-210-049-269. Department of the Army, WestDesert Test Center, US Army Dugway ProvingGround, Joint Contact Program Management Office.DO-49 Final Test Report for Evaluation ofAir-Platform Interface Field Test, Test Project

No. 8-CO-210-049-269, WDTC Report No. WDTC/JCP-00/005 (CH-53E), March 2000.

FM 3-9 (NAVFAC P-467, AFR 355-7). Potential Mili-tary Chemical/Biological Agents and Compounds,12 December 1990.

Joint Publication 3-11. Joint Doctrine for Operations inNuclear, Biological, and Chemical (NBC) Environ-ments, 11 July 2000.

MCRP 3-37.2A (FM 3-3). Chemical and BiologicalContamination Avoidance, 16 November 1992.

MCWP 3-37. MAGTF Nuclear, Biological, andChemical Defense Operations, 21 September 1998.

MCWP 3-37.3 (FM 3-5). NBC Decontamination, 31January 2002.

NAVAIR 00-35QH-2. Section H NAVAIR AllowanceList, 1 October 2000; Change 1, 1 September 2002.

NAVAIR 01-1A-509 (T.O. 1-1-691, TM1-1500-344-23). Aircraft Weapons System Clean-ing and Corrosion Control, 1 May 2001.

NAVAIR 13-1-6.7-1. Aircrew Personal ProtectiveEquipment (Aircrew/Passenger Equipment), 1 Sep-tember 2000; Change 2, 1 November 2001.

NAVAIR 13-1-6.7-2. Aircrew Personal ProtectiveEquipment (Clothing), 1 May 1999; Change 4,1 November 2001.

NAVAIR 13-1-6.7-3. Aircrew Personal ProtectiveEquipment (Helmets and Masks), 1 May 1999;Change 4, 1 November 2001.

NAVAIR 13-1-6.7-4. Aircrew Personal ProtectiveEquipment (Protective Assembly, Aircrew Survival-Armor A/P2218(V)), 1 March 1999; Change 4,1 November 2001.

NAVAIR 00-80T-121

ORIGINAL 34

NAVAIR 13-1-6.10. Special Mission Aircrew Equip-ment, 15 September 1999; Change 4, 1 January 2004.

NAVAIR 16-1-540 (TO 1-1-689, TM 1-1500-343-23).Avionic Cleaning and Corrosion Prevention/Control, 1 September 2000.

NAVAIR 17-1-125. Maintenance Instructions (Orga-nizational and Intermediate Levels) Support Equip-ment Cleaning, Corrosion Control, and Preserva-tion, 15 March 2000.

NAVMED P-5041 (FM 8-285, AFJMAN 44-149,MCRP 4-11.1A). Treatment of Chemical AgentCasualties and Conventional Military ChemicalInjuries. 22 December 1995. Note: Navy designationwill change to “NTRP 4-02.22” upon next revision(approximately December 2004).

NTRP 3-20.31.470. Shipboard BW/CW Defense andCountermeasures, 6 August 1998.

NTTP 4-02.6. Hospital Ships, June 2004.

NWP 3-11 (FM 3-11/MCWP 3-37.1/AFTTP(I)3-2.42). Multiservice Tactics, Techniques, and Pro-cedures for Nuclear, Biological, and ChemicalDefense Operations, March 2003.

NTTP 3-11.27 (FM 3-11.4/MCWP 3-37.2/AFTTP(I)3-2.46). Multiservice Tactics Techniques and Pro-cedures for Nuclear, Biological, and Chemical(NBC) Protection, December 2002.

NTTP 3-11.28 (MCRP 3-37.1A). NBC VulnerabilityAnalysis.

NTTP 3-11.29 (MCWP 3-37.4). NBC Reconnaissance.

NTTP 3-11.31 (MCWP 3-37.1C). Tactics, Techniquesand Procedures for Biological Surveillance, Decem-ber 2003.

NWP 3-20.31 (Rev A). Surface Ship Survivability,January 2000.

NWP 4-02. Expeditionary Health Service SupportAfloat and Ashore. Approximately September 2004.

OPNAVINST 3400.10F. Chemical, Biological, andRadiological (CBR) Defense Requirements Support-ing Operational Fleet Readiness, 22 May 1998.

OPNAVINST 3710.7T. NATOPS General Flight andOperating Instructions, 01 March 2004.

S9437-A8-MMM-010. Technical Manual, Descrip-tion, Operation and Maintenance Instructions,Improved (Chemical Agent) Point Detection System(IPDS) Mk 26 Mod 0, 6 September 2001.

STANAG 2103. Reporting Nuclear Detonations,Radioactive Fallout, and Biological and ChemicalAttacks, and Predicting Associated Hazards,31 August 2000.

STANAG 2471. Chemical Contamination Control forAirlift Operations, 24 October 2002.

STANAG 2984. Graduated Levels of NBC Threat andAssociated Protection, 19 March 2001.

SW073-AA-MMO-010. NAVSEA Technical ManualAN/KAS-1A.

SW073-AB-MMO-010. NAVSEA Technical ManualCAPDS.

SW073-AF-MMO-010. NAVSEA Technical ManualShip ACADA.

TM 09676A-10/1. Operation Instructions for RemoteSensing Chemical Agent Alarm System, ModelM21, March 1992.

TM 09717A/09717C-12/1. Operator’s TechnicalManual with Component List Chemical Agent Mon-itor CAM I and CAM II, September 1997.

TM 10434A12&P (Air Force TO 11H2-23-1, MarineCorps 10434A-12&P, Navy (NAVSEA) EE168-DB-OMP-010). Operator’s and Unit MaintenanceManual (Including Repair Parts and Special ToolsList) for Alarm, Chemical Agent, Automatic: M22,March 1998.

TM 3-11.1-02. Guide to Biological Warfare and Bio-terrorism — Ashore and Afloat, 23 October 2002.

NAVAIR 00-80T-121


TM 3-4230-229-10 (Navy SS010-AA-MMO-010, AirForce TO 11D1-1-131, Marine Corps TM4230-10/1). Operator’s Manual DecontaminatingKit, Skin: M291, October 1989.

TM 3-6665-307-10. Operator’s Manual for ChemicalAgent Detector Kit M256 (6665-01-016-8399)M256A1 (6665-01-133-4964), 1 September 1985.

TM 3-6665-311-10 (Air Force TO 11H2-2-21). Opera-tor’s Manual Paper, Chemical Agent Detector: M-9,31 August 1998.

TM 3-6665-319-10. Operator’s Manual for M272 Wa-ter Testing Kit, 30 November 1983.

TM 3-6665-343-10. Operator’s Manual for ImprovedChemical Agent Monitor (ICAM), 9 June 1998.

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ORIGINAL37

PREFACE

SCOPE

The NATOPS Flight Manual is issued by theauthority of the Chief of Naval Operations and under thedirection of Commander, Naval Air Systems Commandin conjunction with the Naval Air Training andOperating Procedures Standardization (NATOPS) Pro-gram. This manual contains information on all aircraftsystems, performance data, and operating proceduresrequired for safe and effective operations. However, itis not a substitute for sound judgment. Compoundemergencies, available facilities, adverse weather orterrain, or considerations affecting the lives and proper-ty of others may require modification of the procedurescontained herein. Read this manual from cover to cover.It is your responsibility to have a complete knowledgeof its contents.

HOW TO GET COPIES

Automatic Distribution (with Updates)

This publication and changes to it are automaticallysent to activities that are established on the AutomaticDistribution Requirements List (ADRL) maintained byNaval Air Technical Data and Engineering ServiceCommand, in San Diego, CA. If there is continuingneed for this publication, each activity’s CentralTechnical Publication Librarian must send a revisedADRL report on floppy disk to Naval Air TechnicalData and Engineering Service Command. If an activitydoes not have a library, send a letter to theCommanding Officer, Naval Air Technical Data andEngineering Service Command, Naval Aviation DepotNorth Island, Bldg. 90, Code 3.3A, P.O. Box 357031,San Diego, CA 92135-7031, requesting assignments ofa distribution account number (if necessary) andautomatic mailing of future issues of the publicationsneeded.

Note

The ADRL floppy disk can be used only toplace an activity on the mailing list forautomatic distribution of future issues of thepublication. It cannot be used to makeone-time orders of publications from currentstock.

Once established on automatic distribution for thisor any other NAVAIR technical publication, an activitymust submit an ADRL report on floppy disk at leastonce every 12 months to update or confirm theirautomatic distribution requirements.

Note

Activities not submitting an ADRL reporton floppy disk for more than 12 months maybe dropped from distribution of all NAVAIRtechnical publications.

UPDATING THE MANUAL

To ensure that the manual contains the latest proce-dures and information, NATOPS review conferences areheld in accordance with OPNAVINST 3710.7 series.

CHANGE RECOMMENDATIONS

Recommended changes to this manual or otherNATOPS publications may be submitted by anyone inaccordance with OPNAVINST 3710.7 series.

Routine change recommendations are submitteddirectly to the Model Manager on OPNAV Form 3710/6(4-90) shown herein. The address of the ModelManager of this aircraft is:

Commander, Naval Air Systems CommandPMA-202LChemical Biological DefenseB2272, Suite 347Patuxent River, MD 20670

Change recommendations of an URGENT nature(safety of flight, etc.), should be submitted directly tothe NATOPS Advisory Group Member in the chain ofcommand by priority message.

YOUR RESPONSIBILITY

NATOPS Flight Manuals are kept current throughan active manual change program. Any corrections,additions, or constructive suggestions for improvementof its content should be submitted by routine or urgentchange recommendation, as appropriate at once.

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ORIGINAL 38

NATOPS FLIGHT MANUAL INTERIM CHANGES

Flight Manual Interim Changes are changes orcorrections to the NATOPS Flight Manuals promul-gated by COMNAVAIRSYSCOM on behalf of CNO.Interim Changes are issued either as printed pages, or asa naval message. The Interim Change Summary page isprovided as a record of all interim changes. Uponreceipt of a change or revision, the custodian of themanual should check the updated Interim ChangeSummary to ascertain that all outstanding interimchanges have been either incorporated or canceled;those not incorporated shall be recorded as outstandingin the section provided.

CHANGE SYMBOLS

Revised text is indicated by a black vertical line ineither margin of the page, like the one printed next tothis paragraph. The change symbol shows where therehas been a change. The change might be material addedor information restated. A change symbol in the marginby the chapter number and title indicates a new orcompletely revised chapter.

WARNINGS, CAUTIONS, AND NOTES

The following definitions apply to WARNINGs,CAUTIONs, and Notes found throughout the manual.

An operating procedure, practice, or condi-tion, etc., that may result in injury or death,if not carefully observed or followed.

CAUTION

An operating procedure, practice, or condi-tion, etc., that may result in damage toequipment, if not carefully observed orfollowed.

Note

An operating procedure, practice, or condi-tion, etc., that is essential to emphasize.

WORDING

The concept of word usage and intended meaningadhered to in preparing this Manual is as follows:

1. “Shall” has been used only when application of aprocedure is mandatory.

2. “Should” has been used only when application ofa procedure is recommended.

3. “May” and “need not” have been used only whenapplication of a procedure is optional.

4. “Will” has been used only to indicate futurity,never to indicate any degree of requirement forapplication of a procedure.

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ORIGINAL1-1

CHAPTER 1

Introduction

1.1 GENERAL

The increasing proliferation of chemical and biolog-ical warfare technology, along with the intent andwillingness by others to use these weapons in both aconventional or asymmetric manner, requires that allUSN/USMC aviation units be prepared to survive,operate, and remain effective in a chemical andbiological (CB) warfare environment.

1.2 PURPOSE

The purpose of this manual is to provide USN/USMC aviation commands and personnel with infor-mation, tactics, techniques, and procedures that willenable units to survive, operate in and recover fromexposure to CB warfare agents. This manual isorganized into ten chapters.

1.2.1 Chapter 1, Introduction. This chapter ex-plains the purpose of the manual and describes how itis organized.

1.2.2 Chapter 2, Chemical and BiologicalDefense. This chapter provides basic chemical andbiological threat information.

1.2.3 Chapter 3, Aircrew Chemical andBiological Defense Individual ProtectiveEquipment (IPE). This chapter describes individu-al protective equipment and systems designed to protectaircrews when operating in the CB environment.

1.2.4 Chapter 4, Donning and Doffing AircrewChemical and Biological IPE. This chapterexplains how to don aircrew individual protectiveequipment and how to doff it in an uncontaminatedenvironment.

1.2.5 Chapter 5, Emergency Procedures. Thischapter describes CBR respirator manipulation proce-dures under various emergency scenarios.

1.2.6 Chapter 6, Ingress and Egress in aChemical and Biological Environment. Thischapter describes methods aircrews use to enter and exitaircraft in contaminated environments while avoidingtransfer of contamination to aircraft, facilities, andpersonnel. Procedures described are general in natureand provide broad guidance for the following categoriesof aircraft: fixed-wing non-ejection, fixed-wing ejec-tion (strike), and helicopters.

1.2.7 Chapter 7, Chemical and BiologicalAvoidance (Detection). This chapter providesinformation regarding CB detection equipment organicto naval aviation units as well as detection capabilitiesof ships, shore facilities and USMC aviation units andMarine Air Ground Task Forces (MAGTF).

1.2.8 Chapter 8, Chemical and BiologicalContamination Control. This chapter describesrecommended control procedures to avoid contamina-tion ashore and afloat.

1.2.9 Chapter 9, Decontamination. This chap-ter describes decontamination methods and principles.Also discussed are types of decontamination, as well asdetailed procedures for conducting decontamination ofcontaminated aircrews, aircraft, and support equipmentashore and afloat.

1.2.10 Chapter 10, Aircraft Handling andOperations in a Chemical and BiologicalEnvironment. This chapter describes procedures forhandling contaminated aircraft to include maintenanceimplications. Also discussed are relationships between theaviation unit and various support providers.

1.3 SCOPE

This manual provides information, guidance, meth-ods and procedures for Navy and Marine aviation unitsto sustain operations in CB environments both ashoreand afloat. Avoidance, detection, protection, and de-contamination are the cornerstones to sustaining opera-tions. To perform these tasks it is essential that thematerial contained herein be studied and assimilated. It

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ORIGINAL 1-2

is essential to reinforce this study with training anddrills. This manual is not intended to cover everycontingency that may arise, nor every rule of safety andgood practice. It is also not intended to replace existingUSN/USMC CBD methods, but rather to enhance andbuild upon them. The tactics, techniques, and proce-dures contained in Navy Tactical Reference Publication(NTRP) 3-20.31.470 “Shipboard BW/CW Defense andCountermeasures,” Navy Warfare Publication (NWP)3-20.31 (Rev A) “Surface Ship Survivability,” MarineCorps Warfighting Publication (MCWP) 3-37.3 “NBCDecontamination” and MCWP 3-37, “MAGTF Nu-clear, Biological, and Chemical Defense Operations”form the basis of CBD and decontamination in the Navyand Marine Corps. Aviation units must coordinate theirCBD requirements with ships, stations ashore, expedi-tionary airfields, and other organizations that providefacilities and support to naval aviation units.

1.4 NATOPS ADVISORY GROUP

The following activities comprise the NATOPSadvisory group for this manual.

Chief of Naval Operations (CNO)N78/N783/N00T

Commandant of the Marine Corps (CMC)

Commander, Fleet Forces Command(COMFLTFORCOM) N802

Commander, Naval Air Systems Command(COMNAVAIRSYSCOM)

Commander, Naval Air Forces Pacific(COMNAVAIRPAC)

Commander, Naval Air Forces Atlantic(COMNAVAIRLANT)

Commander, Naval Air Force Reserve(COMNAVAIRRES)

Naval Education and Training Command (NETC)

Bureau of Medicine and Surgery, Department ofthe Navy (BUMED)

Marine Corps Combat Development Command(MCCDC)

Navy Warfare Development Command (NWDC)

Commander, Marine Forces Pacific(COMMARFORPAC)

Commander, Marine Forces Atlantic(COMMARFORLANT)

Commander, Naval Reserve Force(COMNAVRESFOR)

Commander, Marine Forces Reserve(COMMARFORRES)

Commander, Naval Safety Center(COMNAVSAFECEN)

Commander, Naval Surface Forces(COMNAVSURFOR)

Commander, Naval Sea Systems Command(COMNAVSEASYSCOM)

Commander, Naval Facilities Engineering Com-mand (COMNAVFACENGCOM)

Commanders shall designate their NATOPS advisorygroup representative in writing and forward correspon-dence to NAVAIR (PMA-202L/AIR 4.0P NATOPS).NAVAIR shall be advised on each occasion when a newrepresentative is assigned.

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ORIGINAL2-1

CHAPTER 2

Chemical and Biological Defense

2.1 PURPOSE

This section provides aviation commands withpertinent information on achieving and maintaining thecapability to conduct and sustain essential naval airoperations during threat from and or exposure to CBweapons. Chemical and biological defense (CBD)requires organization, specific procedures, responsibi-lities, and training. While background information isreadily available for the land battlefield and shipboardcommunities, the same is not true for naval aviation.Naval aviation commands have unique requirements;therefore CBD must be tailored to operational aviationneeds.

2.2 UNITED STATES CBR POLICY

The national policy with respect to weapons of massdestruction (WMD) is to prevent further proliferation andto reduce to the greatest extent possible the currentinventory consistent with the national interest. Thenational goal with respect to chemical and biologicalwarfare is a complete and verifiable world-wide ban onthe development, production, and stockpiling of chemicaland biological weapons. Until such a ban is achieved,however, and is consistent with existing treaties andinternational law, U.S. policy is to deter the use ofchemical, toxic, and biological weapons against U.S.,Allied, and coalition forces by maintaining the capabili-ties to deny an enemy significant military advantage fromtheir use. Deterrent capabilities shall include the ability tosurvive an initial attack and to continue military opera-tions in a contaminated environment.

The strategy for achieving the national goal containsthree pillars: Counter-proliferation to combat WMDuse, strengthening nonproliferation to combat WMDproliferation, and consequence management to respondto WMD use.

1. Counter-proliferation. Three principal methods sup-port the national counter-proliferation strategy.

a. Interdiction. This critical counter-prolifera-tion method prevents the movement of WMDmaterials, technology, and expertise to hostileStates and terrorists.

b. Deterrence. Use of military, economic, andpolitical means to deter the use of WMD. Forthe military option, this includes the full rangeof conventional and nuclear weapons alongwith the threat of overwhelming force inresponse to WMD use against the U.S. or itsallies.

c. Defense and Mitigation. Active and passivedefensive measures, as well as mitigation,seek to assist forces in the accomplishment oftheir missions and to assist friends and allieswhen WMD are used. Active defenses dis-rupt, disable, or destroy WMD enroute to theirtargets. Passive measures enable us to detectand avoid, and if necessary, protect from anddecontaminate the effects of WMD.

2. Nonproliferation. Six approaches guide the na-tional policy with regard to nonproliferation.

a. Active Nonproliferation Diplomacy. Thisapproach seeks active employment of diplo-matic approaches in bilateral and multilateralsettings to dissuade cooperation betweensupplier States and proliferant States and toinduce proliferant States to end WMD andmissile programs.

b. Multilateral Regimes. This approach seeks tosupport and strengthen existing nonprolifera-tion and arms control regimes and to promotenew agreements consistent with other policypriorities.

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ORIGINAL 2-2

c. Nonproliferation and Threat ReductionCooperation. Under a number of programs,this approach addresses proliferation threatsstemming from Soviet-legacy WMD andmissile-related expertise and materials. Theprograms also encourage friends and allies tocontribute to these programs and to work withother countries to improve the security of theirWMD-related materials.

d. Controls on Nuclear Materials. The U.S. willcontinue to discourage the worldwide accu-mulation of separated plutonium and tominimize the use of highly enriched uranium.

e. U.S. Export Controls. The overall goal is tofocus resources on sensitive exports to hostileStates or those that engage in onwardproliferation.

f. Nonproliferation Sanctions.

3. WMD Consequence Management. The finalpillar that supports the national strategy seeks toprovide the full range of protective, medical andremediation tools to identify, assess, and respondrapidly to a WMD event.

2.2.1 Chemical Warfare. The United States is asignatory to the Chemical Weapons Convention(CWC), which prohibits the development, production,stockpiling, and use of chemical weapons. The conven-tion does allow quantities of chemical warfare materialsfor research purposes. In order to deny an enemy anybattlefield advantage from the use of chemical weap-ons, U.S. Naval Forces shall be capable of conductingand sustaining essential operations in a chemicalwarfare agent (CWA) contaminated environment.

2.2.2 Biological Warfare. The U.S. will not usebiological agents, including toxins, regardless of sourceor manner of production, or other methods of biologicalwarfare under any circumstances. The U.S. will strictlylimit its biological and toxin research program todefensive measures, such as production of vaccines,antidotes, treatment, and protective equipment. U.S.policy is in accordance with the 1925 Geneva Protocoland the 1972 Biological Weapons Convention, both ofwhich the U.S. has ratified. However, U.S. NavalForces must be prepared to mitigate an enemy’s use ofbiological warfare agents (BWAs).

2.3 CHEMICAL WARFARE AGENTS

2.3.1 General. Chemical warfare agents (CWAs)are classified based upon persistency and physiologicaleffects. Persistent, semi-persistent, and non-persistentdescribes the duration of effectiveness of CWAs.Physiological classification describes chemical agentsaccording to their effect on the body. The six majortypes are nerve, blood, blister, choking, psychochemi-cal, and irritant.

2.3.2 Persistent and Semi-Persistent Agents.These agents are used to impede the use of criticalterrain, channelize the attacking force, or contaminatemateriel. Persistent and semi-persistent agents producecasualties (immediate or delayed) when the vapors areinhaled or the agent contacts the skin. Additionally,they contaminate materiel and degrade unit efficiency.Persistent and semi-persistent agents force personnelinto higher levels of mission-oriented protective pos-ture (MOPP), which results in degraded operationalcapabilities and decreased morale. Examples of persis-tent and semi-persistent agents include HD (distilledmustard), VX, TGD (thickened GD [soman]), GF(cyclosarin), and GB (sarin).

2.3.3 Non-Persistent Agents. These agents areused to inhibit, injure, or hinder activities of targetedunits. Non-persistent agents force personnel into pro-tective masks and may require a higher level of MOPP,which results in degraded operational capabilities anddecreased morale. Non-persistent agents usually willnot require decontamination. These agents enter thebody through inhalation and absorption through theeyes and skin. Examples of non-persistent agentsinclude CG (phosgene), AC (hydrogen cyanide), andCK (cyanogen chloride).

2.3.4 Characteristics. See Figures 2-1 and 2-2for characteristics of CWAs. Detailed informationregarding a specific CWA can be found in NTRP3-20.31.470 or FM 3-9 (NAVFAC P-467), PotentialMilitary/Chemical Biological Agents and Compounds.

2.3.5 Delivery. CWAs may be disseminated usingmortars, artillery, rockets, mines, aircraft, aerosolgenerators, missiles, and covertly by special operationsforces or terrorists.

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ORIGINAL2-3

Types Symptoms Effects Rate of Action Release Form

Nerve

GA

GB

GD

GF

VX

Difficulty breathing.Sweating, drooling,nausea, vomiting,convulsions, and dimmingof vision. Symptomsusually develop quickly.

Incapacitates at lowconcentration; kills ifinhaled or absorbedthrough the skin oreyes.

Very rapid by inhala-tion or through theeyes; slower throughthe skin.

Aerosol, vapor, orliquid.

Blood andChoking

AC

CK

CG

Difficulty breathing, coma. Kills if highconcentrations areinhaled.

Rapid. Aerosol or vapor.

Blister

H

HD

HN

L

CX

Symptoms range fromimmediate to delayed,depending on agent.Searing of eyes and sting-ing of skin. Powerfulirritation of eyes, nose,and skin.

Blisters skin andrespiratory tract; cancause temporaryblindness. Somesting and form weltson the skin.

Blisters from mustardmay appear severalhours after exposure;whereas lewisitecauses blisters withinminutes of exposure.

Liquid or droplets.

Figure 2-1. Characteristics of Chemical Warfare Agents

2.4 BIOLOGICAL WARFARE AGENTS

2.4.1 General. Biological warfare agents (BWAs)are classified in three general categories: pathogens(microorganisms), toxins, and bio-regulators/modulators.Many biological agents are more toxic than chemicalagents and may cause casualties at lower dose levels. Theycan be spread more easily over a wide area and areeffective at lower exposure levels. Incubation periods varyfrom hours to weeks. Some agents kill, while othersincapacitate. Some are contagious, others are not. Vac-cinations, prophylaxis, and medical treatment after sick-ness are effective only for some agents, not all.

2.4.2 Differences Between Biological andChemical Weapons. Biological and chemicalweapons attacks differ in several ways. Chemicalagents are all man-made, non-living poisons, whereasBW agents are either microorganisms or chemicalsproduced by biological organisms. Biological agentsare generally more toxic than chemical agents andrequire smaller amounts to cause illness or injury. It isdifficult to detect and identify the large number of

biological agents. Most agents do not create a surfacecontamination hazard or a re-aerosolization problem.The exceptions are those disseminated as spores.Although biological and chemical defenses are similar,significant differences influence the planning andpreparation for BW. These differences are outlinedbelow and in Figure 2-3.

1. Wide Area Coverage. A biological weapon cancreate an aerosol-generated hazardous environ-ment over a much larger area than a chemicalweapon with the same amount of agent (byweight) due to the high toxicity of biologicalagents.

2. No Offgassing. The only evaporation from patho-gens is water. Although toxins are organic chemi-cals, their vapor pressures are so low that they areunable to create a vapor hazard. The highefficiency particulate air (HEPA) filters found incollective protection systems are effective inproviding protection against these biologicalagents.

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ORIGINAL 2-4

Agent andSymbol

PhysiologicalEffects Military Use

Duration ofEffectiveness

PhysicalState at

68°FNormal Route

of EntryOnset of

Major Effects

Tabun (GA) Nerve Casualty Persistent Liquid Eye-respiratory Skin hazard

Quick Acting

Sarin (GB) Nerve Casualty Nonpersistent Liquid * Eye-respiratory Quick Acting

Soman (GD) Nerve Casualty Persistent Liquid Skin hazard Eye-respiratory

Quick Acting

GF Nerve Casualty Persistent Liquid Skin hazard Eye-respiratory

Quick Acting

VX Nerve Casualty Persistent Liquid Skin hazard Eye-respiratory

Quick Acting

Distilled Mustard(HD)

Blister Casualty Persistent Liquid Skin hazard Eye-respiratory

Delayed

Nitrogen Mustards(HN 1, 2, 3)


Delayed

Lewisite (L) Blister Casualty Persistent Liquid Skin hazard Eye-respiratory

Quick Acting

Mustard-LewisiteMixture (HL)


Quick Acting

Phosgene Oxime(CX)

Blister Casualty Nonpersistent Solid or liquid

Skin hazard Eye-respiratory

Quick Acting

Hydrogen Cyanide(AC)

Blood Casualty Nonpersistent Gas *Eye-respiratory Quick Acting

Cyanogen Chloride(CK)

Blood Casualty Nonpersistent Gas Eye-respiratory Quick Acting

Arsine (SA) Blood Casualty Nonpersistent Gas Eye-respiratory ** Delayed

Phosgene (CG) Choking Casualty Nonpersistent Gas Eye-respiratory Delayed

Diphosgene (DP) Choking Casualty Nonpersistent Liquid Eye-respiratory ** Delayed

BZ Psycho-chemical

Incapacitating Nonpersistent Solid Eye-respiratory Delayed

Adamsite (DM) Vomiting Riot Control Nonpersistent Solid Eye-respiratory Quick Acting

O-chlorobenzal-Malononitrile (CS)

Tear Riot Control Nonpersistent Solid Eye, respiratorySkin irritant

Quick Acting

Diphenyl-chloroarsine (DA)

Vomiting Riot Control Nonpersistent Solid Eye, respiratory Skin irritant

Quick Acting

Chloropicrin (PS) Tear Riot Control Nonpersistent Liquid Eye, respiratory,Skin hazard

Quick Acting

* Normally encountered as a vapor but liquid form could be present and is highly toxic to skin.

** There are prompt effects but major effects are delayed. See agent data sheet in Appendix D.

Figure 2-2. Chemical Warfare Agent and Riot Control Agent Summary

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ORIGINAL2-5

Chemical Biological

Weapons System usually known

Engineering design available

Number of munitions countable

System often unknown

No engineering design for munitions

No knowledge of specific agents’characteristics

Release Site of Weapon Quickly discovered

Possible to cordon off contaminated/attack areas

Difficult to identify

Probably not possible or useful to cordon offarea of attack

Detection of Attack Easier to detect

Detection equipment available(although there are limitations)

Rapid presentation of casualties

Difficult to detect

Detection devices of limited utility; delayedonset of symptoms delays detection

Ease of covert attack complicates detection

Manifestation of Symptoms

Rapid, usually minutes to hours afteran attack

Delayed;, up to days or weeks after anattack

Distribution ofContaminated Area

Downwind area near point of release Large area, carried considerably downwindfrom point of release

Signatures Easily observed (colored residue,dead foliage, pungent odor, deadinsect and animal life)

Typically no characteristic signaturesimmediately after attack, except duringsubmunition attack

Bomblets easy to detect

Medical Countermeasures

Chemical antidotes Vaccines and antibiotics

Antitoxins for some agents

Casualty Management After successful treatment, nofurther need for protective measuresor risk of further contamination

Patient isolation/quarantine crucial ifcontagious disease is involved

Figure 2-3. Critical Differences between Chemical and Biological Warfare

3. Few Percutaneous Hazards. The majority ofbiological agents cannot enter the body throughunbroken skin. As a result, full body coverage isnot required.

4. Numerous Potential Agents. Because of thenumerous categories of potential biologicalagents, pathogens and toxins cannot be easilygrouped for the purpose of developing a commondetection technology.

2.4.3 Pathogens. Pathogens are living organismstoo small to be seen by the unaided eye. They areuniversally found in air, water, and soil. They may besingle-cell or multi-celled groups. The six types includebacteria, rickettsiae, fungi, viruses, prions, andprotozoa.

2.4.3.1 Bacteria. Found almost everywhere,bacteria are plant-like, single-celled microorganisms.They can cause disease by invading host tissue,producing poisons (toxins). Examples are anthrax,plague, tularemia, cholera, diphtheria, and typhoidfever.

2.4.3.2 Rickettsiae. Smaller than most bacteria,these are inter-cellular parasites. For the most part, theyrequire a living host. Human rickettsiae can be classi-fied into the following groups: typhus, spotted fevers,and Q fever.

2.4.3.3 Fungi. Members of the plant kingdom,fungi include mold, mildew, smut, rust, toadstools,puffballs, and yeast. Their military use is primarily asanti-plant agents. Some produce mycrotoxins that arepoisonous to humans. Examples of diseases caused byfungi are listed in Figure 2-4.

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TransmitMan-To-Man

SymptomSummary

IncubationPeriod

Duration ofIllness

Lethality(approximatecase fatality

rates)Persistence of

Organism

Inhalation Anthrax(Bacteria)

No Non-specific chest coldsymptoms followed by respiratory distress, fever,shock, death.

1–6 days 3–5 days(usually fatalif untreated)

High Stable-spores remain viablefor >40 years insoil

Cutaneous Anthrax(Bacteria)

No Sores or blisters form onhands and forearms, fol-lowed by back scabs andpossible systemiccomplications.

1–12 days 20% untreated Decays in soil

Brucellosis(Bacteria)

No Prolonged fever, headaches,profuse sweating, chills,muscle and joint pain, fa-tigue, possible mental statuschanges.

5–60 days(usually 1–2months)

Weeks tomonths

<5% untreated Stable

Cholera(Bacteria)

Rare Acute infectious gastrointestinal disease, vomiting, diarrhea, rapid loss of fluids,severe muscular cramps, collapse.

4 hours–5 days(usually 2–3days)

≥1 week Low withtreatment, highwithout

Unstable inaerosols andfresh water;Stable in saltwater

Glanders(Bacteria)

Low Fevers, rigors, sweats, myalgia, headache, swollenneck glands, swollen liver.

10–14 daysvia aerosol

Death in7–10 daysin form ofsepticemia

>50% Stable

PneumonicPlague(Bacteria)

High High fever, chills, malaisefollowed by cough withpossible blood in sputum,respiratory distress to failure.

2–3 days 1–6 days(usually fatal)

High unlesstreated within12–24 hours

For up to 1 yearin soil; 270 daysin live tissue

BubonicPlague(Bacteria)

Low High fever, malaise, painfullymph nodes progressing toseptic shock and orpneumonic symptoms.

2–10 days 14% untreated

Tularemia(Bacteria)

No Sudden onset of chills, fever,headache, muscle aches,fatigue, loss of body fluidspossibly accompanied by typhoid-like symptoms, deepulcers found on skin withswelling of regional lymphnodes.

2–10 days(average 3–5)

≥2 weeks Moderate ifuntreated

For months inmoist soil orother media

Q Fever (Rickett-siae)

Rare Sudden onset of fever, headache, chills, weakness,profuse perspiration, upperrespiratory problems, mildcoughing; chest, muscle, andjoint pain.

10–40 days 2–14 days Low For months onwood and sand

Smallpox(Virus)

High Malaise, fever, rigors, vomiting,headache and backache followed by pustules on theskin, primarily the extremitiesand face.

7–17 days(average 12)

4 weeks High tomoderate

Stable

Figure 2-4. Biological Warfare Agents (Sheet 1 of 2)

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Persistence ofOrganism

Lethality(approximatecase fatality

rates)Duration of

IllnessIncubation

PeriodSymptomSummary

TransmitMan-To-Man

VenezuelanEquine Encephalitis(Virus)

Low General malaise, spiking fevers, rigors, severe head-ache, aches and pains, lightsensitivity. Nausea, vomiting,sore throat; diarrhea mayfollow.

2–6 days Days toweeks

Low Relatively unstable

Viral HemorrhagicFevers (Virus)

Moderate Flushed skin of face andchest, petechiae, bleeding,swelling, hypotension, andshock.

4–21 days Death within7–16 days

High for Zairestrain;moderate withSudan

Relatively unsta-ble; depends onagent

Botulism(Toxin)

No Cranial nerve affliction witheyelid droop, blurred vision,double vision, dry mouth andthroat, difficulty speaking andswallowing, followed byweakness/paralysis andrespiratory failure.

1–5 days Death in24–72hours; lastsmonths ifnot lethal

High withoutrespiratory support

For weeks innon-moving water and food

Staphylo-coccal EnterotoxinB (Toxin)

No Fever, chills, headache, myalgia and dry cough. Possible difficulty breathingand chest pain. Possiblenausea, vomiting, diarrhea ifingested.

3–12 hoursafterinhalation

Hours <1% Resistant tofreezing

Ricin (PlantToxin)

No Acute onset of fever, chesttightness, cough, respiratorydifficulty, nausea, and aches.Possible necrosis of the respiratory tract followed bydeath.

18–24hours

Days; deathwithin 10–12days for ingestion

High Stable

Typhoid Fever (Rickettsiae)

High Dull frontal headache, fever,and rose-colored spots onskin; constipation or diarrhea,abdominal tenderness.

3–60 days;usually10–14 days

Typhus (Rickett-siae)

High Headache, high fever, generalaches, pains, chills, rash.

6–14 days;usually 12days

Rocky MountainSpotted Fever(Rickettsiae)

Fever, chills, headache, jointand muscle pain. Skin rash,which spreads quickly.Neurological abnormalities.

3–14 days

Histoplas-mosis (Fungi)

No Upper respiratory infection,lesions of the skin.

5–18 days

T-2 Mycotoxins (Fungal Toxin)

No Skin pain, itch, redness, lesions, and necrosis of skin.Nose and throat pain, nasalitching and discharge, wheezing, difficulty breathing,and chest pain progress toweakness and shock anddeath in sever cases.

2–4 hours Days tomonths

Moderate For years, at room temperature

Figure 2-4. Biological Warfare Agents (Sheet 2)

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2.4.3.4 Viruses. As intracellular parasites, virusesare dependent on the synthetic machinery of their hostcells. Each virus requires its own special type of hostcell for multiplication. A virus generally brings aboutchanges that can eventually lead to cell death in its hostcell. Examples of diseases caused by viruses includesmall pox, Venezuelan equine encephalitis (VEE), andviral hemorrhagic fevers.

2.4.3.5 Prions. Prions may infect humansthrough diet or medical procedures, or by hereditarytransmission. Prion-based diseases are characterizedby loss of motor control, dementia, paralysis, wast-ing, and eventual death following pneumonia. Exam-ples of diseases caused by prions includeCreutzfeldt-Jakob Disease (CJD), a human variant ofBovine Spongiform Encephalopathy (BSE) (alsoknown as Mad Cow Disease), Fatal Familial Insom-nia (FFI); Kuru; Alper’s Syndrome; and Gerstmann-Straussler-Scheinker Syndrome (GSS).

2.4.3.6 Protozoa. Larger than bacteria, protozoaare mostly found in moist habitats. Only a few speciesare pathogenic. Their most likely wartime use would bein strategic applications as food and water contami-nants. Examples of diseases caused by protozoa includeamoebic dysentery and malaria.

2.4.4 Toxins. Toxins are chemical compounds ofbiological origin that may be lethal when inhaled oringested, or incapacitating on skin contact. While patho-gens are living organisms, toxins are inert, yet harmfulby-products of living organisms, such as bacteria, plants,fungi, snakes, and insects, or their lab-produced syntheticequivalents. The metabolic activities of living organismsproduce these poisonous toxins. Toxins destroy anorganism by overwhelming that organism’s ability to riditself of the poison. The bacterial toxins, such asbotulinum toxins, are the most highly concentrated toxinsknown. Less concentrated toxins, such as the mycotoxins,are thousands of times less toxic than botulinum and havelimited aerosol potential.

2.4.5 Bioregulators. Bioregulators are biochemi-cals that regulate bodily functions. They occur naturallyin organisms and act as neurotransmitters and/ormodifiers of neural responses. Some of these bioregula-tors are chemically synthesized. If introduced in largequantities, they will cause severe adverse effects ordeath.

2.4.6 Delivery. Delivery is feasible with aircraftand missiles, and by aerosol generators employed byregular or special operations forces (SOFs) andterrorists. SOFs and terrorists can also use liquidcultures to contaminate food and water supplies.Biological agents may be dispersed or deposited asaerosols, liquid droplets, or dry powders. Livemicroorganisms usually grow in a moist environ-ment; therefore, these agents may be disseminated ina liquid medium as wet aerosols. However, microbio-logical materials may also be stored and released inmore stable powder media. In general, agents dis-persed as dry powder will survive longer than thosedispersed as wet aerosols.

2.5 TOXIC INDUSTRIAL MATERIALS

2.5.1 General. Throughout the world there arehundreds of thousands of places where toxic industrialmaterials (TIMs) are used and stored. TIMs, alsocommonly referred to as toxic industrial hazards(TIHs), include toxic industrial chemicals (TICs) andtoxic industrial biologicals (TIBs) that can be used asweapons. When faced with TIMs, use extreme caution,since CB protective gear may not provide adequateprotection. Immediate assistance of trained hazardousmaterial (HAZMAT) personnel should be requested.Available resources include USMC Chemical Biologi-cal Incident Response Force (CBIRF), U.S. ArmyTechnical Escort Unit, theater Navy Environmental andPreventative Medicine Unit (NEPMU) specialists, andnational and host nation first responders. Be prepared toevacuate to a clean upwind area, always avoiding lowterrain and enclosed spaces.

2.6 DECONTAMINATION

Decontamination may be accomplished by passive(weathering) or active (flush/scrub, neutralize, absorb)means. Exposure of pathogens to the environment (UVlight, temperature, humidity) over time diminishes theireffects. Sterilizing and disinfectant vapor are also usedin industrial decontamination, but may not be suitablefor aviation use. The method to be used will dependupon the nature of the area/equipment and/or thematerials to be decontaminated. Use only approvedprocedures for aircraft.

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Basic principles of decontamination are:

1. Decontaminate as soon as possible.

2. Decontaminate only what is necessary.

3. Decontaminate as far forward as possible.

4. Decontaminate by priority.

CAUTION

Some CWAs will adsorb/absorb into aircraftcoatings, composites, metals and porousmaterials, possibly causing corrosion andoff-gassing.

Note

Refer to Chapter 9 of this manual for detailsregarding decontamination.

2.7 WEATHER FACTORS

2.7.1 General. The effectiveness of CWA andBWA use is dependent upon weather and topography.The threat to the force increases during periods of stableatmospheric conditions and low velocity winds. Underthese conditions hostile forces can maximize theconcentration and duration of a toxic cloud. Soil

consistency, vegetation, the presence of water, andshaded areas also affect the persistency of agents.

2.7.2 Atmospheric Stability. The stability of theair mass into which a CB agent is released affects agentdissipation and effectiveness. Atmospheric stability isdivided into three broad categories as defined below.These are further subdivided as illustrated in Figure 2-5.Figure 2-6 illustrates the correlation between airstability and wind velocity that determine the mostfavorable conditions for hostile employment of anagent.

2.7.2.1 Inversion Temperature Gradient(Stable-S). This condition usually exists on clear orpartially clear nights when middle and low clouds coverless than 30 percent of the sky, and on early morningsuntil about 1 hour after sunrise when the wind speed isless than 2.7 knots (5 kmph). An inversion temperaturegradient is ideal for enemy employment of chemicalagents.

2.7.2.2 Neutral Temperature Gradient(Neutral-N). This condition usually exists on heavi-ly overcast days or nights at 1 or 2 hours before sunsetor 1 to 2 hours after sunrise when middle and low cloudscover more than 30 percent of the sky. Independent ofcloud cover and time of day, a neutral condition mayalso exist when the wind speed is greater than 2.7 knots(5 kmph). Additionally, periods of precipitation arenormally accompanied by a neutral condition. A neutraltemperature gradient is most favorable for enemy use ofbiological agents.

DispersionCategory

AtmosphericDescription

TraditionalAtmosphericConditions

1

2

3

4

5

6

7

Very Unstable

Unstable

Slightly Unstable

Neutral

Slightly Stable

Stable

Extremely Stable

Lapse

Lapse

Neutral

Neutral

Neutral

Inversion

Inversion

Figure 2-5. Atmospheric Stability, Categories, and Conditions Usage

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Figure 2-6. Relative Effectiveness of Vapor Agent Usage

2.7.2.3 Lapse Temperature Gradient(Unstable-U). This condition normally exists on aclear day when middle and low clouds cover less than30 percent of the sky and when the wind speed is lessthan 2.7 knots (5 kmph). It is the least favorablecondition for the enemy to employ chemical orbiological agents. When a lapse condition exists, areacoverage without diffusion will be enhanced with asteady low wind speed of 1.7 to 3.9 knots (3 to 7 kmph).

2.7.3 Topography. Terrain contours influence theflow of chemical clouds the same as they influenceairflow. Chemical and biological clouds tend to flowover low rolling terrain and down valleys and settle inhollows and depressions and on low ground. Achemical cloud released in a narrow valley subjected toa mountain breeze retains a high concentration of agentas it flows down the valley due to minimal lateralspread. Hence, high dosages are obtained in narrowvalleys or depressions. In areas of adjacent land andwater, daytime breezes from the water and nighttimebreezes from the land control chemical cloud travel.

Terrain also affects biological agent distribution.Landforms, e.g., buildings, surface coverings such astrees and asphalt, and ship structures, influence thechanneling and mixing of air parcels. Gradations interrain, from smooth sand to buildings or trees, result in

faster agent dispersion and lower levels of airbornehazards. Rough terrain can create “quieter” zones wherecontamination accumulates.

2.7.4 Ship Avoidance. Ship maneuvering intoclean air is a recognized and recommended tactic forCBD. However, at certain times (such as during aircraftlaunch, recovery, respot) maneuvering may createhazardous conditions. If a ship can avoid the contamina-tion cloud by maneuvering to clean air, it avoidscontamination. However, once contaminated, it carriesthe contamination with it, even in clean air.

2.8 CBD ORGANIZATION

To assist naval air units in assigning roles andresponsibilities for dealing with CBD, the organization-al chart provided in Figure 2-7 identifies commandresponsibilities and relationships.

2.8.1 Senior CBD Organization

2.8.1.1 Wing/CVW CBD Officer/Petty Officer

1. Develop and implement wing specific CBDinstruction and standard operating procedure(SOP) guide.

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Senior Organization Level

WING/CVW Ship Ashore USMC Aviation

CBDCoordinationOfficerAMSO

TYCOMDamage ControlCoordinator

NAVFACDisasterPreparednessAMSO

Wing/MAGNBC OFFICERWing/Group AMSO

CBDPetty OfficerAMSC

TYCOM DC SeniorPetty Officer

DP TeamLeadersAMSC

NBCSection/Non-Commissioned Officer (NCO)AMSC

Unit Organization Level

Position Navy SquadronNavy

Detachment Ship AshoreUSMC

Squadron

CommandingOfficer (CO)

CommandingOfficer (CO)

Officer InCharge (OIC)

CO CO CO

Executive Officer (XO)

Executive Officer (XO)

— XO XO XO

Squadron DutyOfficer (SDO)

Squadron DutyOfficer (SDO)

SDO Officer of theDeck

Command DutyOfficer

SDO

SQD. CBD Officer/CBDPetty Officer

SQD. CBD Officer/CBDPetty Officer

Det CBDCoordinator

Damage ControlAssistant (DCA),Leading DCPO,& DC Parties

DisasterPreparednessOfficer & DisasterPreparednessTeams

SQD NBC Officer/NBCNCO

Aircraft MaintenanceOfficer (AMO)

Aircraft MaintenanceOfficer (AMO)

Senior MaintenancePetty Officer(SMPO)

EngineeringOfficer

Public Works Officer

AMO

Operations Officer

Operations Officer

Det OPS Officer

OperationsOfficer

OperationsOfficer

OPS Officer

First LT (ashore) First LT (ashore) — First LT PW (Bldgs/Grounds)

—

DepartmentHeads

DepartmentHeads

— DepartmentHeads

DepartmentHeads

Dept. Heads

Division Officers Division Officers — Division Officers PW DivisionOfficers

Div. Off

Work CenterSupervisors(WCSs)

Work CenterSupervisors(WCSs)

SMPO WCS PW ShopSupervisors

WCS

Flight Surgeon/Staff

Flight Surgeon/Staff

— Sr. MedicalOfficer/Staff

Medical Officer/Staff/Clinic (MO)

MO

Supply Officer/Matrl. Ctrl. Off.

Supply Officer/Matrl. Ctrl. Off.

Supply PettyOfficer

Supply Officer Supply Officer SO

MaintenanceControl/SafetyOfficer(MCO/SO)

MaintenanceControl/SafetyOfficer(MCO/SO)

— Gas Free Officer Safety Office MCO/SO

MissionCommander

MissionCommander

— CombatSystems Officer

Base Security/Disaster Control

MC

Figure 2-7. CBD Organization Chart

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ORIGINAL 2-12

2. Determine T/M/S specific CBR-D training re-quirements and periodicity based on missions,capabilities, and restrictions. Incorporate thesenew requirements into Wing Training Manual andT&R matrix.

3. Conduct ORA, or equivalent, to evaluate andcertify that squadrons/units are ready to deploywith respect to CBR-D and report to TYCOM.

4. Maintain training equipment and supplies forsquadron use.

2.8.1.2 Aeromedical Safety Officer (AMSO).Provide technical training on request basis to squadronsapart or in conjunction with squadron flight equipmentpersonnel and/or MAG NBC Representative. Providefleet indoctrination training of modified or new CBRequipment to all aircrew. Ensure squadron flightequipment personnel receive indoctrination training onmodified or new CBR equipment via the FAILSAFECoordinator. Serve as liaison to NAVAIR CBR ProgramManager and represent Wing/MAG/Squadrons atALSS IN SERVICE Management Panel and Operator’sAdvisory Group to address funding and engineeringchanges regarding CBR GEAR.

2.8.2 Unit CBD Organization

2.8.2.1 Commanding Officer (CO). Provideguidance for planning operations under CB conditions,train unit to function under CB conditions, andcoordinate with senior and host commands. TheCommanding Officer shall appoint a CBD Officer andPetty Officer (NCO for Marine Aviation Units) toimplement CB plans and training.

2.8.2.2 Executive Officer (XO). Actively sup-port the command CBD efforts and monitor readiness.Take appropriate corrective actions as needed. Monitorcommand CBD training and preparedness.

2.8.2.3 Squadron Duty Officer (SDO). Whileon watch, serve as the CO’s designated coordinator forCBD.

1. Notify CO, XO, and key unit personnel of all CBthreats, warnings, and alarms.

2. Take appropriate CBD actions regarding aircraft,personnel, ready rooms, unit spaces, and shop

areas per unit operating procedures ashore andafloat.

3. Monitor all command CBD response efforts, andkeep the CO, XO, and key unit personnelapprised.

4. Establish and maintain communications witharea, senior, and host commands in monitoringCB threat/attack alarms and warning information.

5. If possible, communicate CBD status to aircraftaloft with CO’s instructions.

2.8.2.4 Squadron CBD Officer. Serves as theCO’s representative regarding CB readiness.

1. Establish and implement the unit’s CBD SOP.

2. Establish decontamination and detection teamsfrom unit personnel and equipment.

3. Coordinate requirements for contaminationavoidance, detection, and decontamination withunit department heads, and determine host com-mand’s capability to support CBD requirements.

4. Establish and maintain unit CBD training, whichmaximizes the unit’s ability to mitigate the effectsof, operate in, and recover from CB attacks.Specific objectives of training include simulatorand flight training in aircrew Individual Protec-tive Equipment (IPE), ingress/egress proceduresfor contaminated aircraft and facilities, supportequipment/aircraft/aircraft subsystem decontami-nation, ground crew and aircrew personnel decon-tamination ashore and afloat, and staff trainingexercises.

5. Support unit CBD Petty Officer in establishing anin-house CBD training program that assesses unitpersonnel CBD qualification and provides recur-ring training.

6. Periodically review and update unit’s CBD stand-ing operating procedures for contaminationavoidance, protection, and contamination control.

7. Assist Department Head’s efforts in maximizingunit CBD readiness, while maintaining ability tomeet mission-essential tasking.

8. Keep CO informed of unit’s CBD status, andmake recommendations to improve training andreadiness.

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2.8.2.5 Squadron CBD Petty Officer

1. Successfully complete a formal CBD trainingcurriculum at training detachment, Fort LeonardWood, Missouri, or other approved location.

2. Coordinate unit CBD training by:

a. Establishing an individual CBD qualificationfile on all unit personnel. This file shouldconfirm basic CBD training in IPE andconfidence chamber qualifications, any sup-plemental training, Personal QualificationSystem (PQS) formal training, and OJT asships company.

b. Conducting/coordinating basic CBD train-ing. Periodically conduct refresher training inbasic and aviation-oriented CBD skills annu-ally and/or in anticipation of unit, detach-ment, or aircrew temporary duty in elevatedthreat areas.

3. Maintain an inventory of non-aircrew IPE equip-ment, or coordinate the issuing of non-aircrewIPE.

4. Assist parachute riggers/flight equipment person-nel with aircrew IPE inventory and management.

5. Coordinate all decontamination requirements(support equipment/aircraft/aircraft subsystem/ground crew/aircrew personnel/Aviation LifeSupport System(s) (ALSS) with the DCA afloatand disaster preparedness personnel ashore.

6. Maintain a file of unit non-aircrew CB IPErequirements (mask, Advanced Chemical Protec-tive Garment (ACPG), gloves, and footwear cov-ers). As required coordinate the sizing, fitting, andleak testing of masks and protective ensembles.

2.8.2.6 Aircraft Maintenance Officer

1. Prepare a contamination avoidance plan formaintenance personnel, aircraft, support equip-ment (SE), and stores that maximizes use ofavailable protected spaces, topography, and emer-gency covers.

2. Upon CB warning/attack, implement contamina-tion avoidance efforts that minimize exposure ofpersonnel, aircraft, SE, and stores to CB contamina-tion to the absolute minimum while maintaining theability to meet unit mission-essential tasking.

3. Coordinate with senior and other local units toaccomplish CB decontamination and contamina-tion transfer controls.

4. Keep unit SDO and CBD Officer apprised ofDepartment CBD status.

a. Task and coordinate department heads andwork center supervisors’ personnel supportrequirements for CB detection and decontam-ination teams.

b. Coordinate decontamination of aircraft systemsand subsystems with Aircraft IntermediateMaintenance Department (AIMD)/ Intermedi-ate Maintenance Activity (IMA), DCA/disasterpreparedness, AO and unit CB officer.

2.8.2.7 Operations Officer

1. Recommend unit threat condition per area, the-ater, and local CB warning/alarm/attack messagetraffic to CO.

2. Integrate unit CB detection, decontamination,reclamation, and recovery with air operations.

3. Ensure pre-flight briefs include appropriate CBDinformation, such as local radio frequencies forCBD information, required aircrew IPE, currentCB threat condition, avoidance measures, provi-sions for decontamination (including capabilitiesat divert locations), and contaminated ingress/egress procedures.

4. Notify in-flight aircraft of all CB threats, warning,and alarms.

2.8.2.8 First Lieutenant (Ashore)

1. Assist CBD staff with the posting of CB warningsigns and contaminated area marking.

2. Coordinate surveillance of squadron areas formunitions, ordnance and CB contamination.

3. Assist CBD staff with establishing and maintain-ing a secure, marked area for personnel CBcontamination control processing.

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2.8.2.9 Department Heads and Work CenterSupervisor

1. Prepare and implement a work center (WC)/depart-ment hazard avoidance plan that limits contamina-tion exposure while meeting required maintenanceactions for mission-essential operations.

2. Provide for work-rest scheduling of exposedpersonnel.

3. Limit contamination exposure of personnel to theminimum possible.

a. Establish a support equipment/tool controlaccountability system for contaminateditems.

b. AIMD/IMA activities shall establish emer-gency reclamation teams to conduct decon-tamination of aircraft subsystems.

2.8.2.10 Medical Officer

1. Ensure that established medical plans for groundand aircrew include surveillance for CB exposure.

2. Prepare for emergency medical response to unitpersonnel IAW BUMED 3400 series and ap-propriate unit level instructions.

3. Coordinate with preventive medicine personnel toscreen food/water/supplies for CB exposure.

2.8.2.11 Aviation Supply Officer

1. Protect all supplies/stores from CB contamination.

2. Coordinate screening of suspect supplies with CBdetection teams.

3. Establish a plan to manage, process, and replace(as required) reusable end items that are not readyfor issue (NRFI) due to contamination.

4. Assist with CB IPE (aircrew and non-aircrew)inventory management.

2.8.2.12 Maintenance Control Officer/SafetyOfficer

1. Ensure all unit personnel obey posted hazardwarnings, and request CB survey of all suspectareas for hazardous contaminants/ordnance.

2. Ensure that all decontaminated aircraft, tools,support equipment, systems, subsystems, andALSS are marked as being previously contami-nated and that equipment records annotate decon-taminated status.

2.8.2.13 Mission Commander

1. Plan for and prepare aircraft/aircrew to mitigateCB exposure/hazards.

2. In the event of suspected CB exposure, take allnecessary actions to protect personnel and mini-mize exposure of equipment. Notify higherheadquarters.

2.9 CBD TRAINING

2.9.1 General. Existing CBD training for U.S.Navy and U.S. Marine Corps personnel is accom-plished at both individual and unit levels. Aviationcommanders shall use the basic proficiency standardsoutlined in Appendix G, NWP 3-11/MCWP 3-37.1Multiservice Tactics, Techniques, and Procedures forNuclear, Biological, and Chemical Defense Operations,to develop training plans. CBD Aviation Water SurvivalTraining is available through the Aviation SurvivalTraining Centers (ASTC).

2.9.2 Training Requirements. CBD trainingashore and afloat shall be coordinated/integrated withhost commands. Aviation units shall train to developthe following abilities and skill sets:

1. Train aviation personnel to conduct aviationoperations in aircrew and non-aircrew IPE forprolonged periods in accordance with work ratetables in NTTP 3-11.27/MCWP 3-37.2, “Multi-service Tactics Techniques and Procedures forNuclear, Biological and Chemical (NBC)Protection.”

2. Complete all NATOPS requirements for launchand recovery of aircraft in aircrew and non-aircrew IPE.

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3. Perform scheduled and unscheduled maintenancein Mission-Oriented Protective Posture (MOPP)to sustain air operations.

4. Ingress and egress aircrews in aircrew IPE.

5. Perform continuous and periodic monitoring ofaircraft, support equipment, facilities, and person-nel using CBD equipment.

6. Perform immediate, operational, and thoroughdecontamination of aircraft, support equipment,and personnel.

7. CBR respirator emergency procedures forcrewmen.

8. Self-aid/buddy-aid.

2.9.3 U.S. Navy. Individual training for enlistedpersonnel is performed using formal classroom and“confidence chamber” sessions. Officer training relieson classroom instruction. Upon reporting to an air, ship,or shore unit, enlisted personnel receive additionalinstruction using the Personnel Qualification System(PQS), on the job training (OJT), and participation inunit/team CBD exercises. Supplemental unit training isalso accomplished to meet operational readiness re-quirements, as part of pre-deployment work-ups, or tomeet Theater/Fleet Commander specific requirementsfor “in-chop.”

2.9.4 U.S. Marine Corps. All Marines receivebasic NBC Defense training during recruit/officercandidate training and during follow-on combat skillstraining. Individual training includes annually con-ducted NBC individual training standards (ITS) evalua-tions and annual mask confidence exercises. Additionalteam training exercises are accomplished as part ofongoing NBC readiness exercises. OJT is also regularlyaccomplished when Marines perform mission-orientedtraining in full aircrew/non-aircrew IPE.

2.9.5 Summary. Regular training in full IPE hasbeen shown to reduce physiological and psychologicaleffects associated with the CB environment andprovides the wearer with a better understanding of howoperations are affected. Operating in MOPP buildsconfidence and allows units to develop deliberateprocedures to reduce performance degradation.

2.10 CBD CONSIDERATIONS

2.10.1 General. CBD procedures focus on expedi-tious warning of the arrival of hazardous conditions andmoving personnel to suitable shelter, setting appropri-ate MOPP, limiting hazard intrusion by sealing upbuildings/hull/superstructure, securing all external ven-tilation/air paths, and supervising personnel trafficmovements between contaminated and clean areas.

2.10.2 Shipboard. Upon notification/alarm, shipspersonnel simultaneously sound General Quarters,move to Battle Stations, set condition Circle William(secure all exterior sourced ventilation; secure allweather deck access doors, hatches, scuttles), clearweather decks of all personnel, and assume the directedlevel of MOPP. A ship may also maneuver to remainclear of suspect/confirmed CB hazards. Upon com-mand, trained personnel survey the ship’s weatherdecks for contamination and report finding to DamageControl Central (DCC). Remedial actions are taken asordered. Aviation units coordinate air operations andflight deck access with the AO and DCA.

2.10.3 Shore-based. Facilities ashore pass CBwarnings using aural and visual area alarms along withsupplemental means (such as key personnel network-ing, cell phones, pagers, etc.). Civil defense plansshould provide instructions on location of collectiveprotective shelters, procedures for hasty survey of thefacility, directed MOPP level and additional precau-tions to avoid contamination. Aviation units coordinateair operations with base operations personnel. Groundand aircrews shall have ready access to their IPE or bein some level of MOPP.

2.10.4 Aviation. Aviation unit/detachment person-nel shall follow the CBD procedures in the unit SOP, asspecified by the type command/type wing CB SOP andas coordinated with the host command, unless other-wise ordered by competent authority. Pre-operationalplanning and coordination essential for conducting andsustaining air operations in a CB environment shall beaccomplished jointly by aviation units and their hostactivities. This shall include contingencies for flightdeck emergencies (which may include providing air-crew/non-aircrew IPE to unprepared aircraft occupants,assisting aircraft occupants from aircraft to safety underCB conditions, and assistance with casualty handling).Sustaining air operations shall include all tasks

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associated with aircraft operations. These tasks include,but are not limited to:

1. Aircraft spotting.

2. Preflight.

3. Aircrew ingress/egress.

4. Launch/recovery handling.

5. Servicing.

6. Resupply.

7. Scheduled/unscheduled maintenance.

8. Aircrew transit from and to contamination controlarea (CCA) facilities, along with CCA process-ing, wearing normal flight gear, ALSE, andaircrew CB IPE.

2.10.5 Countermeasures Wash Down System(CMWDS). Use of the shipboard CMWDS willcreate serious problems during flight operations. Air-craft exposed to spray shall be subject to emergencyreclamation for salt water exposure in accordance withNAVAIR 01-1A-509, “Aircraft Weapons SystemsCleaning and Corrosion Control.”

� Flight deck personnel shall use extremecare while directing/handling aircraftduring CMWDS operation, due to de-graded visibility.

� Water spray can degrade respirator filtersand IPE ensemble effectiveness.

CAUTION

Exterior area of aircraft not within theCMWDS spray pattern can be subject tocontamination.

2.10.6 Operational Exposure Options. Anydecision to conduct and sustain air operations in aCB-contaminated environment will involve thedeliberate exposure of personnel, aircraft, and equip-ment to toxic agents. This exposure is justified in orderto deny an enemy any battlefield advantage from the useof WMD. Operational commitments (tasking/flightschedule) should be carefully reviewed by commandersto evaluate essentiality versus risk. To assist in thisdecision-making process, the following guidelines areprovided:

1. Mission Essential. Failure to perform this taskwould result in serious threats to national security,serious injury, and or death of personnel. Exam-ples include Casualty Evacuation (CASEVAC)ops, amphibious assault sustainment/casualtyairlift, combat air patrol, close air support,airborne early warning, etc.

2. Mission Support. May be delayed without seriousconsequences for several hours. Provides time toevaluate degree of hazard and take mitigatingactions (decontaminate, reschedule to already“dirty” aircraft, implement risk exposure options).

3. Deferred. Task will not be performed untiloperational risk is reduced to acceptable level.

2.11 CB PROTECTION

2.11.1 General. The Navy and Marine Corps ad-dress personal CB protection both individually andcollectively. Individual protection provides individualswith suitable protective garments/respirator, while thecollective protection deals with toxic free areas. Thissection discusses individual protection only.

2.11.2 Aircraft Environmental Systems. Air-craft environmental systems do not provide adequateCB protection. Contaminants can saturate the OnboardOxygen Generating System (OBOGS) molecular sievebeds, rendering them ineffective at filtering CB agents.Additionally, the OBOGS system cannot addressparallel contamination paths such as unfiltered environ-mental control system (ECS) air, breathing gas supplylines, and contamination from open canopies. Only anin-series CB filter, down stream of the interfacebetween ALSS and OBOGS, can protect aircrew fromCB agent inhalation and ingestion.

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Figure 2-8. Command CB Awareness

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2.11.3 Individual Protective Equipment (IPE).Individual personal protective ensembles are availableto both ground and aircrew personnel.

Individual protective equipment (IPE) hasbeen designed to protect against chemical andbiological warfare agents. It may not besuitable (particularly masks) for use withTIMs. It is also not suitable for use in areas thathave insufficient air to sustain human life.

2.11.3.1 Aircrew IPE. Aircrew IPE consists ofabove and below the neck protective equipment that isworn in addition to normal flight clothing and aviation lifesupport equipment. Aircrew IPE is worn by crewmenwhen engaged in flight duties (including normal groundactivities related to preparing for or returning from flight)only. It shall not be worn by crewmen when performingnon-flight duties. When performing duties other thanflight, crewmen shall wear non-aircrew IPE. Aircrew IPEshould not be worn by ground support personnel, aircraftmaintainers, or passengers.

Aircrew IPE is configured specifically for therequirements of aircrewmen, and is therefore notinterchangeable with non-aircrew IPE. Among therequirements for aircrew IPE, which account for thedifferences between aircrew and non-aircrew IPE, are:

1. Aircrew below-the-neck IPE clothing is made tofire-retardant specifications; non-aircrew IPE isnot.

2. Aircrew above-the-neck IPE (respirator assembly)is designed with higher protective capabilities thannon-aircrew masks. Two significant capabilities arethe neck dam seal and the pusher fan. The neck damprovides a protective seal around the crewman’sneck instead of his or her face (as with non-aircrewmasks), in order to minimize the potential for breaksof the mask seal. The pusher fan blows filtered airinto the aircrewman respirator assembly, whichcreates an overpressure in the mask and furtherminimizes CB agent intrusion into the mask.Additionally, the aircrew respirator allows forstandard flight helmets and communicationinterfaces while still providing protection. The

non-aircrew mask(s) do not. The respirator assem-bly is designed so that it can provide CBRprotection to and from the aircraft, as well asthroughout the mission, if required.

3. Ergonomically, variants of aircrew protectivegloves are manufactured so that standard flyers’gloves fit over them, while preserving maximumrange of motion of the hands and fingers.Non-aircrew protective gloves are thicker, yetprovide no greater level of protection.

There may be instances in a CB-contaminatedenvironment where it is advantageous for crewmen toperform pre-flight duties in non-aircrew IPE and thenchange to aircrew IPE prior to flight. Commanders shalldetermine when this is required. In CB contaminationsituations where the commander determines that pre-flight duties are to be conducted in non-aircrew IPE,crewmen must doff this IPE in accordance with ship orstation contamination control procedures and then donappropriate aircrew IPE. Upon return from missions,crewmen will doff aircrew IPE in accordance with shipor station contamination control procedures and, asrequired, will don non-aircrew IPE.

See Chapter 3 of this manual or NAVAIR 13-1-6.10,“Special Mission Aircrew Equipment” for informationregarding aircrew IPE.

Note

� Responsibility to provide aircrew andnon-aircrew IPE shall be the responsibil-ity of the parent command, in accordancewith service directives.

� Aircrew performance will degrade overtime while wearing aircrew IPE. How-ever, there are no data to suggest thelevel of performance degradation whilewearing aircrew IPE, as there are fornon-aircrew IPE.

2.11.3.2 Non-Aircrew or Ground ProtectiveEnsembles. There are several different non-aircrewIPE ensembles in the stock system, which are identifiedby various terms/acronyms. Examples include:

1. Saratoga. USMC-specific, two-piece chemicalprotective suit that features a hood integrated intothe suit jacket. The Saratoga suit is worn with joint

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service and/or service specific protective mask,footwear covers, and chemical protective gloves.See NTTP 3-11.27/MCWP 3-37.2 or USMC TM8415-10/2 (Army TM 10-8415-209-10) Opera-tors Manual for Individual Chemical ProtectiveClothing for more information regarding theSaratoga suit.

2. Joint Service Lightweight Integrated SuitTechnology (JSLIST). This two-piece garment isthe latest joint-service chemical protective over-garment. It features an integrated hood in the suitjacket and is worn with joint service and/orservice-specific protective masks, footwearcovers, and chemical protective gloves. SeeNTRP 3-20.31.470 or Navy manual SS 200-AP-MMO-010/Army TM 10-8415-220-10/USMCTM 8415-10/3, Operators Manual for JointService Lightweight Integrated Suit Technology(JSLIST) Chemical Protective Ensemble for moreinformation regarding the JSLIST.

2.11.3.3 Mission-Oriented Protective Posture(MOPP). In order to manage personal performancedegradation associated with the need to don CB IPE,U.S. and Allied Forces have adopted a system thatallows graduated protection levels to the CB threat.This system is called mission-oriented protectiveposture (MOPP). MOPP levels are set by competentauthority that can include senior level command, unitCOs, OICs, or on-scene commanders and will varydepending on location (afloat/ashore). Figure 2-9illustrates non-aircrew MOPP levels.

Full protection, or MOPP 4, can impose seriousphysiological and psychological stress on some person-nel, along with high heat stress levels that will vary withassigned work tasks. MOPP seeks to reduce these stressesby setting levels that vary from having IPE readilyavailable, to full suit-up. Information provided in NTRP3-20.31.470 indicates that personnel in full MOPP (level4) will require about 1.2 to 1.6 times longer to perform aspecific task. Work-rest period duration and frequency

will also increase due to heat stress. The ratio of work timeto rest time may need to be 1:4 or 1:5, which woulddrastically increase the time or number of personnelrequired to complete a task. Increases in the number oferrors or mistakes can be expected. NTTP3-11.27/MCWP 3-37.2, Appendix C also provides degra-dation data including recommended work/rest cycles forpersonnel in non-aircrew IPE.

Note

� MOPP levels are applicable only toground protective ensembles. AircrewIPE is not configured to allow graduatedlevels of protection.

� Training in CB protective equipment willhelp reduce IPE-associated performancedegradation. Donning the suit, mask,foot covers, and gloves at various levelsof MOPP, and over increasing spans oftime has been shown to improve perfor-mance by acclimatizing personnel. Inaddition, training in IPE reveals tasksthat are difficult to perform in protectiveequipment and allows personnel to de-velop alternative procedures to accom-plish assigned tasks.

2.12 COLLECTIVE PROTECTION (COLPRO)

Toxic-free protected areas are provided for navalpersonnel afloat and ashore. Detailed information onthe various types available afloat is provided in NTRP3-20.31.470, while shore-based information is avail-able in NTTP 3-11.27/MCWP 3-37.2.

2.13 IPE PROVISIONING

Information on aircrew IPE provisioning is avail-able in NAVAIR 00-35-QH2 Section H NAVAIRAllowance List. Information on non-aircrew IPE forembarked personnel is available in the ship’s AEL orUSMC tables of equipment.

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Afloat* Ashore**

Afloat MOPP1 Afloat Description Ashore MOPP1 Ashore Description

MOPP Ready 2,3 Carry mask; IPE nearby.3

MOPP 0 Carry mask; IPE available.4

MOPP 1 IPE available.4 MOPP 1 Don overgarment.

MOPP 2 Activate installed detectors.Carry mask5, post M-8/M-9detector paper.

MOPP 2 Don protective boots.

MOPP 3 Don protective suits andboots, activate intermittentcounter-measures washdown (CMWD).

MOPP 3 Don protective mask.

MOPP 4 Don mask and protectivegloves, secure hood,Circle William; CMWD.

MOPP 4 Secure hood and don protective gloves.

* USN, USCG, MSC Vessels ** USN, USMC, USA, USAF personnel1MOPP gear consists of non-aircrew individual protective equipment and medical supplies for chemical threatand individual protective equipment only for biological threat.2USA/USMC only.3IPE must be available to soldiers and Marines within 2 hours; second set must be available in 6 hours. MOPPready does not apply to USAF.4IPE within arm’s reach of personnel.5The term “mask” includes any form of respirator protection against nuclear, biological, and chemical (NBC)hazards as issued by services.

Figure 2-9. MOPP Matrix

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CHAPTER 3

Aircrew Chemical and Biological DefenseIndividual Protective Equipment (IPE)

3.1 AIRCREW CB IPE LIMITATIONS

While designed to protect air crewman in eitherchemical biological contamination environments, thereare equipment limitations and incompatibility issuesamong aircrew CB IPE, ALSS, and specific platforms.

1. Moisture degrades the protective qualities ofbelow the neck protective equipment and theC2/C2A1 filters attached to the aircrew respirator.

2. Anti-exposure suits are not compatible withaircrew CB protective equipment.

3. Aircrew CB Protective Equipment is not compat-ible with the Navy Combat Edge (NCE) system ascurrently configured.

3.1.1 Vision Correction. Aircrew RespiratorSpectacles (ARS) are the only corrective eyewearcompatible with the aircrew CB respirator. Refer toNAVAIR 13-1-6.10 for details on fitting and orderingARS.

3.1.2 Night Vision Devices and Laser EyeProtection (LEP). Night Vision Devices (NVDs)are authorized for use with the aircrew respirator, butnot in conjunction with Laser Eye Protection. SpectacleLEP configurations are physically incompatible withthe aircrew respirator. Visor LEP configurations havenot been validated for use with the aircrew respirator.

Note

Use of night vision devices may be impaireddue to increased eye relief distance. Fieldof view and visual acuity may also bedecreased.

3.1.3 Communication Earplug. Not authorizedfor use.

3.1.4 Aircraft Incompatibility. Known incom-patibilities and problems with aircrew CB protectiveequipment relevant to specific platforms are presentedbelow:

1. Helicopters (AH-1W, UH-1N, CH-46E,CH-53E). Additional bulk of aircrew CB IPEwhen worn with body armor and survival vestsinterferes with aft stick movement. Access topusher fan controls and battery are also impededwhen wearing body armor.

2. Fixed-Wing Ejection (Strike) Aircraft.

a. F-14A/B/D. Unable to reach/operate circuitbreaker panels. Difficulty operating thumb-wheels while wearing gloves.

b. F/A-18A/B/C/D/E/F. CB communicationcable has potential to snag on equipment andto inadvertently disconnect.

c. AV-8B. CB communication cable has poten-tial to snag on equipment and to inadvertentlydisconnect. Additional bulk of aircrew CBIPE restricts full range of stick controlmovement for personnel in the higher anthro-pometric range.

d. EA-6B. Additional bulk if aircrew CB IPErestricts full range of stick control movementfor personnel in the higher anthropometricrange.

3. Fixed-Wing, Non-Ejection Aircraft (E-2C). Insuffi-cient hose length to connect to emergency oxygen.

3.2 ABOVE THE NECK PROTECTIVEEQUIPMENT

3.2.1 A/P22P-14(V)1 through (V)4 Chemical,Biological, and Radiological (CBR) RespiratorAssemblies. These systems are designed to pro-tect rotary-wing and fixed-wing aircrew members

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from the toxic and lethal effects of chemical, biologi-cal, and nuclear agents from ground level to a43,000-foot cabin altitude (depending upon configu-ration). The A/P22P-14(V)1 thru (V)4 RespiratorAssembly variants are intended for use by allUSN/USMC rotary- and fixed-wing aircrew person-nel for both ground and in-flight operations. Amodified HGU series helmet will be worn over themask to provide head protection in flight. Refer toNAVAIR 13-1-6.7-3, Aircrew Personal ProtectiveEquipment (Helmets and Masks), for applicable hel-mets.

Respirator assemblies are provided in fourconfigurations: A/P22P-14(V)1 Non-oxygen (Figure3-1), A/P22P-14(V)2 liquid oxygen (LOX) (Figure3-2), A/P22P-14(V)3 OBOGS (Figure 3-3) andA/P22P-14(V)4 Panel Mounted Regulator (Figure 3-4).The Respirator Assemblies consist of a Mask Assem-bly, Lower Assembly, Intercom Unit CMU-29(V)1/P or2/P Vest, transit case, and standard additional flightequipment. Variant designation determines aircraftapplication as defined by the type of oxygen equipmentemployed or the absence of an oxygen facility.

All variants may be equipped with a nose occluderkit for the mask. Lower Assembly componentscommon to each respiratory assembly designationinclude the H-Manifold, Manifold Hose, Pusher FanSubassembly, Intercom Set and Battery (Figure 3-5).

Oxygen-equipped variants include an additionalH-Manifold Hose, 90� rubber molding and appropri-ate plumbing to connect to non-oxygen, LOX,OBOGS, or panel-mounted oxygen delivery systems.The pusher fan subassembly and 90� rubber moldingeach employ a C2 or C2A1 filter canister to supplycontaminant-free air and/or oxygen for the respiratorassemblies.

Filter canisters on aircrew respirators do notprovide protection against many toxic indus-trial materials such as ammonia and carbonmonoxide. Filter canisters cannot produceoxygen for breathing in oxygen deficientenvironments. Avoid toxic industrial materialand oxygen deficient environments.

1. A/P22P-14(V)1. The (V)1 variant is anon-oxygen system and is intended for use by allrotary-wing aircraft.

2. A/P22P-14(V)2 The (V)2 variant is intended foruse by all fixed-wing aircrew using LOX systems.

3. A/P22P-14(V)3. The (V)3 variant is intended foruse by all fixed-wing aircrew using MolecularSieve Oxygen Generating Systems (MSOGS) orOBOGS.

4. A/P22P-14(V)4. The (V)4 variant is intended foruse by all fixed-wing aircrew utilizing PanelMounted Oxygen Systems.

Note

� Refer to NAVAIR 13-1-6.10 for specifi-cations and detailed information regard-ing characteristics, capabilities, donning,and maintenance of all above the neckIPE. Other manuals on aircrewequipment are: NAVAIR 00-35QH-2,NAVAIR 13-1-6.7-1, Aircrew PersonalProtective Equipment (Aircrew/Passen-ger Equipment), NAVAIR 13-1-6.7-2,Aircrew Personal Protective Equipment(Clothing), NAVAIR 13-1-6.7-3, andNAVAIR 13-1-6.7-4, Aircrew PersonalProtective Equipment (Protective As-sembly, Aircrew Survival-ArmorA/P2218(V)).

� All CBR respirator assemblies are batterypowered only and cannot be connected toaircraft electrical systems. An extra batteryshould be carried in the event that thebattery attached to the respirator assemblyfails. Rechargeable NiCad batteries arenormally used in training situations.Lithium batteries should be used whenevercontact with CBR agents can occur.Lithium batteries, when fresh, willnormally last for 10 to 12 hours and NiCad3 to 4 hours. Remaining Lithium batterylife, which is recorded on the Lithiumbattery pack, should be checked beforeeach flight and updated after each use.

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Figure 3-1. A/P22P-14(V)1 Respirator Assembly, Non-Oxygen Variant

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Figure 3-2. A/P22P-14(V)2 Respirator Assembly, LOX Variant

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Figure 3-3. A/P22P-14(V)3 Respirator Assembly, OBOGS Variant

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Figure 3-4. A/P22P-14(V)4 Respirator Assembly, Panel Mount Variant

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Figure 3-5. A/P22P-14(V)1 thru (V)4 Pusher Fan Battery and Intercom Sets

3.3 BELOW THE NECK PROTECTIVEEQUIPMENT (BTN)

3.3.1 General. All other aircrew IPE is consideredthe below-the-neck portion of the respirator assembly.BTN components are items of clothing and coverings.These items are designed to complement and enhancethe respirator assembly function of protecting aircrewmembers against chemical and biological agents andthe effects of nuclear fallout. The clothing ensemblesprovide protection against chemical and biologicalwarfare agents. BTN ensembles are worn by aircrewmembers in addition to the applicable aircrew memberflight equipment configuration (see NAVAIR 13-1-6.7series). Included in the BTN ensemble are the followingitems. See Figure 3-6.

1. Chemical protective undergarment (CMU-34/Pshirt and CMU-35/P drawers).

2. Chemical protective socks.

3. Chemical protective gloves.

4. Chemical glove inserts.

5. Disposable footwear covers.

6. Aircrew cape.

NoteSee Figure 3-7 for service life limitations foraircrew CB IPE.

3.3.2 Configuration. The below-the-neck compo-nents include items described below.

3.3.2.1 Chemical Protective Undergarments(CMU-34/P Undershirt and CMU-35/P Drawers).The chemical protective undergarments consist of anundershirt and drawers. The fabric is composed of anon-woven material with encapsulated carbon in astretchable matrix. The chemical protective undergar-ments, worn under the flight suit, are somewhatresistant to water, petroleum, oils, and lubricants;however, gross contamination by these POLs maydegrade chemical protection. Service life of the under-garments when removed from the vapor-barrier pack-age is 15 days. The undergarments may be laundered 1time during the 15-day uncontaminated service life.CMU 34/P undershirts and CMU-35/P drawers shouldremain in their vapor barrier bags until used. If used andreturned uncontaminated, chemical protective under-garments should be sealed in a resealable plastic bag.The undergarments provide protection from liquid andvapor chemical threat for up to 12 hours aftercontamination.

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AIRCREW CAPE

CHEMICAL PROTECTIVE GLOVE CHEMICAL GLOVE INSERT

CHEMICAL PROTECTIVE SOCKS

CBD–F011

Figure 3-6. Below the Neck Aircrew IPE (Sheet 1 of 2)

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DISPOSABLE FOOTWEAR COVERS

CHEMICALPROTECTIVE

DRAWER,CMU-35/P

T3 NOMEX FLYER’S GLOVE T3 INSERT

CBD-F012

CHEMICALPROTECTIVEUNDERSHIRT,

CMU-34/P

Figure 3-6. Below the Neck Aircrew IPE (Sheet 2)

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ItemPackaged

Service LifeUncontaminated

Service LifeContaminatedService Life

A/P22P-14(V) 1, 2, 3, 4 8–10 years Under research 16 hours

C2/C2A1 Filter Per current SB 3-30-2 As required* One use*

CMU-34/P Chemical Protective Undershirt

5 years 15 days (with one laundering)

12 hours

CMU-35/P Chemical ProtectiveDrawers

5 years 15 days (with one laundering)

12 hours

Chemical Protective Socks Indefinite One use Unknown

Chemical Glove Inserts Indefinite No limit N/A

Protective Gloves (7-mil) 5 years 84 hours 6 hours

Protective Gloves (14-mil) 15 years from date ofmanufacture

15 years from date ofmanufacture as long asserviceable

24 hours

T3 Glove/Insert 15 years from date ofmanufacture

14 days (extendable to15 days when risk isacceptable)

6 hours

Aircrew Cape Indefinite One use One use

Disposable Footwear Covers Indefinite One use One use

* To achieve maximum effectiveness, do not remove C2/C2A1 canisters from airtight container until immediatelybefore use. Filters shall be changed after each mission to mitigate degradation from environmental conditionsand CB contamination.

Figure 3-7. Service Life of IPE

3.3.2.2 Chemical Protective Socks. Thechemical protective socks are made of 4-mil polyethyl-ene. They are vapor-agent impermeable, which protectsthe feet from chemical agents. They come in one sizeonly, and are meant to be worn over cotton socks insidethe flyers boots. The socks are disposable items forone-time use.

3.3.2.3 Chemical Protective Gloves. Threetypes of chemical protective gloves are available forwear under flyer’s gloves. The wearer may requirelarger flyer’s gloves to fit over chemical protectivegloves. All variations of gloves provide protection tothe hands.

3.3.2.3.1 7-Mil Butyl Rubber ChemicalProtective Gloves. These gloves are manufac-tured from 7-mil butyl rubber and are designed toprovide an estimated 12-hour uncontaminated servicelife over 7 days. Contaminated service life is 6 hours.The gloves provide 12 inches of protection measuredfrom the fingertip, and come in four sizes. White, cottoninserts are worn under the butyl rubber gloves and aredesigned to absorb perspiration. Cotton inserts come inthree sizes.

3.3.2.3.2 14-Mil Butyl Rubber ChemicalProtective Gloves. These gloves are manufacturedfrom 14-mil butyl rubber and have a 15-year service life.

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Fourteen-mil gloves provide 24 hours of protection in acontaminated environment. The gloves provide 14 inchesof protection measured from the fingertip and come infour sizes. White, cotton inserts are worn under the butylrubber gloves and are designed to absorb perspiration.Cotton inserts come in three sizes.

3.3.2.3.3 T3 Glove/Insert. The T3 Glove/Insert isintended to replace the butyl rubber chemical protectiveglove. The T3 Glove/Insert is manufactured in four sizesand is packaged with an appropriately sized NomexFlyer’s glove. Chemical protection time for this system is6 hours. Cotton inserts are not intended to be worn withthe T3 Glove/Insert, but may be in order to absorbperspiration. The T3 Glove/Insert has a 14-day uncontam-inated service life, but may be extended to 15 days bycommanders to match the CMU series undergarments.Such extensions will be based on operational require-ments after appropriate risk assessments.

3.3.2.4 Disposable Footwear Covers. Thefootwear covers are worn over the flyers boots. Theyprotect the aircrew member from liquid contamination enroute between the shelter and the aircraft. They must beremoved before entering the aircraft. The footwear coverscome in three sizes: medium, large, and extra large.

3.3.2.5 Aircrew Cape. The aircrew cape is a large,clear, disposable, 4-mil polyethylene bag worn over thebody. The cape protects the aircrew member from liquidcontamination en route between the shelter and theaircraft and must be removed before entering theaircraft. It is available in one size only.

3.4 CHEMICAL, BIOLOGICAL, ANDRADIOLOGICAL (CBR) RESPIRATORASSEMBLIES ANCILLARY EQUIPMENT

3.4.1 Cartridge Actuated Cutter. (See Figure3-8.) The Cartridge Actuated Cutter (NSN1377-01-492-4305) is commercially known as thePassive Anti-Suffocation Device (PASD). It is a batteryoperated, cartridge actuated device used to provide abreathing air passage for an unconscious aircrew-member forced down over water while wearing anA/P22P-14(V) Chemical Protective Respirator Assem-bly. It is intended for use only with the A/P22P-14(V)2or (V)3 during operational contingency missions.During mask/hose cleaning (or decontamination) theCartridge Actuated Cutter must be removed from thehose to prevent inadvertent actuation. See NAVAIR13-1-6.10, Chapter 7.

Figure 3-8. Positioning of Cartridge Actuated Cutter

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The Cartridge Actuated Cutter is an electro-explosive device that employs a cutter topenetrate the Mask Inlet Hose. Duringdonning and doffing, care should be taken toprevent fresh or salt water immersion of thedevice. Device will function upon removalfrom water.

3.4.2 CB Head Harness. The CB Head Harness(Figure 3-9) is a fabricated assembly that serves as asolution for non-helmeted mask retention. Proper mask

retention is required to ensure safe breathing operation andto maximize field of view. The CB Head Harness isdonned along with the respirator assembly and isconnected to the respirator’s mask retention straps. Whenproperly fitted and adjusted, the CB Head Harnesscomfortably accommodates any aviator without adverselyaffecting hearing performance. It is used with theA/P22P-14(V) Chemical Protective Respirator Assembly.The CB Head Harness is a fully adjustable webbingsystem that is worn on the head. One size can accommo-date all head sizes. The CB Head Harness can befabricated at any organizational level or higher mainte-nance shop. See NAVAIR 13-1-6.10 for detailed fabrica-tion, fitting and donning instructions and Chapter 4 of thismanual for donning procedures.

Figure 3-9. CB Head Harness

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CHAPTER 4

Donning and Doffing AircrewChemical and Biological IPE

4.1 PHYSIOLOGICAL LIMITATIONS

Physiological limitations that may be imposed bythe ensemble are:

1. Decreased mobility/dexterity.

2. Reduction in peripheral vision/field of view(FOV).

3. Reduction in hearing.

4. Heat build up.

5. Dehydration.

6. Claustrophobia.

7. Sweating hands, feet, face and body.

8. Mask fogging.

9. Inability to detect fumes.

Appendix A contains a more complete discussion ofmedical concerns associated with aircrew CB IPE.

4.2 DONNING AN UNCONTAMINATEDENSEMBLE

Note

� Donning of Respirator Assembly andbelow-the-neck clothing should be su-pervised by a qualified Aircrew SurvivalEquipmentman, in accordance withNAVAIR 13-1-6.10.

� Refer to Chapter 3 for general informationon the A/P22P-14(V)1 throughA/P22P-14(V)4 Respirator Assemblies.Refer to NAVAIR 13-1-6.10 for detailedinformation on all Respirator Assemblies.

4.2.1 Donning the Respirator Assembly andAssociated Equipment. To provide maximumprotection, the donning sequence provided for the BTNensemble must be followed. See Figure 4-1 for a list ofassociated equipment. The Aircrew Survival Equipment-man will supervise the aircrew members while they aredonning the ensemble. Since every second counts in achemical/biological attack, it is imperative that the users,as well as the Aircrew Survival Equipmentmen, becomeproficient in assembly donning procedures. Appendix D,Figure D-10 contains a checklist for donning aircrew IPE.The donning procedure is as follows:

Note

Detailed procedures for individual fittingof respirator assemblies covered in thismanual are found in Chapters 3 and 4 ofNAVAIR 13-1-6.10.

1. Ensure all normal flight equipment, BTN ensemble,and respirator assembly components are on handand serviceable before beginning to don the protec-tive assembly. Ensure pre-flight equipment checkshave been completed and oxygen-configured respi-rator assemblies are correctly prepared.

a. Ensure that the in-flight communication cordsare properly attached to the mask breathinghose (if applicable). The ground communica-tion cord is not compatible with the aircraftcockpit intercom connection, except for someKC-130 aircraft.

b. Aircrew members requiring the use of thein-flight amplifier AM-3597C/A need to haveeach end of the amplifier wrapped with 6 to 8inches of electrical tape to ensure the amplifi-er does not disconnect from the helmet/maskcommunication cords. Electrical tape shouldbe loosely wrapped around the amplifier atthis time so the tape will be available for finalwrapping of the amplifier upon ingress intothe cockpit.

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Quantity Description Reference Number

1 Respirator Assembly1 HGU Series Helmet1 CWU-27/P Flight Suit MIL-C-831411 Pair Aircrewmember’s Boots1 Survival Vest1 Torso Harness (if required)1 Anti-g Garment (if required)1 Life Preserver Unit1 Pair GS/FRP-2 Fire Resistant Flyer’s Gloves1 MIL-G-811881 CMU-34/P Chemical Protective Undershirt2 See table 5A-2 and 5A-3, NAVAIR 13-1-6.10.1 CMU-35/P Chemical Protective Drawers3 See table 5A-2 and 5A-3, NAVAIR 13-1-6.10.1 Pair Chemical Glove Inserts4 See table 5A-2, NAVAIR 13-1-6.10.1 Pair 7-mil Chemical Protective Gloves5 See table 5A-2, NAVAIR 13-1-6.10.1 Pair 14-mil Chemical Protective Gloves6 See table 5A-21 Pair T3 Glove/Insert7

1 Pair Chemical Protective Socks NIIN 01-040-31691 Pair Disposable Footwear Covers See table 5A-2, NAVAIR 13-1-6.10.1 Aircrew Cape NIIN 01-040-90181 Pair Cotton Socks1 Pair Prescription ARS Spectacles (if required) ARS 65401 2-Qt. Water Canteen NIIN 01-118-81731 M-1 Canteen Cap NIIN 00-930-20771 Canteen Cover NIIN 01-118-81751 Skull Cap (if desired)1 Sweat Band (if desired)1 CB Head Harness P/N 1774AS601-20, NAVAIR 13-1-6.10, Chapter 81 CBR Overvest CMU-29(V)2/P, NAVAIR 13-1-6.7-2, Chapter 71 Cartridge Actuated Cutter8 NSN 1377-01-492-4305, NAVAIR 13-1-6.10,

Chapter 71 V-1 Pocket Kit CMU-29(V)1/PAs Required Powder, Talc1Nomex flyer’s gloves may be replaced with the flyer’s gloves included with the T3 Glove/Insert.2 Worn with the CMU-35/P drawers as a set.3Worn with the CMU-34/P chemical protective undershirt as a set.4Worn under 7- or 14-mil chemical protective gloves. Cotton inserts worn under T3 Glove/Insert are optional as a sweat management feature.5Standard chemical protective gloves. Worn over cotton inserts and under flyer’s gloves. No other chemical protective glovesare required when wearing the 7-mil gloves.6Replacement chemical protective gloves. Worn over cotton inserts and under flyer’s gloves. No other chemical protectivegloves are required when wearing the 14-mil gloves.7Replacement chemical protective gloves. A set of T3 Glove/Inserts contains a pair of T3 inserts and a pair of flyer’s gloves.No other chemical protective gloves or flyer’s gloves are required with this equipment. Cotton inserts are optional as a sweatmanagement tool. If cotton inserts are worn, they are placed on the hands first, followed by the T3 insert, then by the flyer’sglove.8For A/P22P-14(V)2 or (V)3 use only.1

Figure 4-1. Aircrew CB IPE

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2. Don the protective socks. The protective socksshould be positioned so that no excess material isunder the foot, and so that the seam is flat on thefloor in front of the foot. Fold excess materialsmoothly along the calf. Masking tape may beused to secure the protective socks to the calf andensure that they remain properly positioned.

3. Don chemical protective undergarment CMU-34/Pand 35/P. The chemical protective undergarmentsare to be worn close to the body, next to the skin,over personal underwear and under the CWU-27/Pflight suit. Choose the chemical protective under-shirt and drawer size based upon Table 5A-3contained in NAVAIR 13-1-6.10. The garmentscome packaged separately so that undershirts anddrawers can individually fit based upon the aircrewmember’s measurements. The undershirt has ex-pandable wrist openings with hook and loopclosures and a full-length slide fastener. The trousershave an elastic waistband and tapered legs. Theundershirt is worn outside of the trousers andextends to hip level. The sleeves and legs of thegarments are not to be trimmed. Pull slide fastenerfully closed.

4. Don the flight suit and close the slide fastener tothe abdomen.

5. Don the flight boots. The bootlaces should becompletely loosened to facilitate donning over theprotective socks. Tuck the chemical liner into thetop of the boots prior to tightening up thebootlaces. The flight suit should be worn pulleddown over the outside of the boot.

6. Don anti-g suit, if applicable.

7. Apply M-9 tape to the crewmember in the followingfashion. Apply M-9 tape adhesive side down aroundthe upper arm, the opposing wrist of the oppositearm and the ankle of the crewmember.

Note

Ensure the anti-g suit or other flight equip-ment does not cover the M-9 tape. Ifnecessary, M-9 tape may be applied aroundthe ankle of the anti-g suit. See paragraph7.4.2.

8. Don personal prescription Aircrew RespiratorSpectacles (ARS 6540) if vision correction isrequired. Contact lenses are not authorized for usewith A/P22P-14(V).

9. Don a skullcap and/or sweat band (optional). Useof an absorbent skullcap and/or sweat band willimprove comfort and keep perspiration fromrunning into the eyes.

10. Check that the respirator assembly hood outletvalve is in the open (out) position and ensure theH manifold is in the horizontal (open) position.

11. Turn the pusher fan ON to supply breathing airand prevent misting of the visual area of thefaceplate.

12. Don the mask.

� Overextending or damaging the neck sealmay result in the respirator leakingcausing death or injury.

� Ensure a spare battery is available in caseof pusher fan failure during flight. Failureto have a replacement battery may result inthe inability to execute emergency proce-dures for pusher fan malfunction.

a. While the assistant maintains the position ofthe ARS, sweat band, and skull cap, place themask assembly over the head. One method isto grasp the neck seal with both hands, openit fully, place the front of the neck seal underthe chin, and pull the neck seal and hood backover the head. A second method is to insertboth hands into the neck seal and spread itopen wide enough to slide it directly downover the head. The assistant will hold themanifold and lower assembly during thisprocess.

b. Position the mask for comfort and maximumvisibility. The lower lip of the orinasal maskshould rest between the lower lip and chin.

c. The assistant will ensure that the neck seal liesflat on the neck and is not rolled or bunched.

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ORIGINAL 4-4

d. Ensure mask is held against face. Test exhala-tion valve assembly. Request wearer to ex-hale; ensure air flows from the exhalationvalve assembly to the environment. Pinch offmask inlet hose and request the wearer toinhale; wearer should experience an inabilityto breathe. Release hose.

CAUTION

Ensure shoulder skirt material does not catchin the slide fastener and neck bellowsremains outside of flight suit collar. Be sureshoulder skirt is not tucked in too tightly, asthis can restrict mobility.

13. While the aircrew member holds the pusher fan,battery pocket and oxygen related equipment, asapplicable, the assistant will tuck shoulder skirt ofrespirator assembly under flight suit at theshoulders. To maximize comfort and mobility,ensure the skirt lays flat and that neck bellowsremain near but outside flight suit collar. Afterpositioning skirt, close the flight suit slidefastener to the neck.

14. Don the torso harness and/or body armor, ifapplicable.

15. Don the survival vest.

Note

Aircrew survival equipment can becomedamaged or inoperable when exposed todecontamination procedures. In order toprotect survival equipment and preserve itfor future use following decontamination, itshould be protected by wrapping and tapingin plastic material. Interlocking-seal plastic(zip-lock) bags are useful for this purpose.National Stock Numbers (NSNs) are pro-vided below. Protecting survival equipmentin this manner is a commander’s decision.Certain expensive items of equipment (sur-vival radios and HABDs bottles) make moresense to protect than less expensive, readilyavailable items (survival mirrors and flash-lights). Any survival item that can be

wrapped, and which does not pose a safetyrisk, should be considered for protection inthis manner.

8105-00-837-7753 4x4�8105-00-837-7754 6x6�8105-00-837-7755 8x8�8105-00-837-7756 10x10�8105-00-837-7757 12x12�

a. While the assistant holds pusher fan, batterypocket and oxygen related equipment, asapplicable, the aircrew member will don thevest and close slide fastener.

b. The assistant will attach pusher fan andbattery pocket to survival vest using the quickrelease bracket.

c. The assistant will engage the hooks and routethe leg lines, and assist in any adjustments.Ensure hoses lie on the outside of survivalvest.

16. Don the flight helmet.

Note

� Non-helmeted aircrew in patrol/cargoaircraft (P-3, C-130, C-9, C-20 and C-40)may use the CB Head Harness vicehelmet. See NAVAIR 13-1-6.10,Chapter 8. Skip to step 19.

� A very light dusting of talc on the outsideof the hood or a second thin skullcap canbe used to facilitate helmet donning.

a. Turn the pusher fan OFF; deflate hood.

b. Place flight helmet on the head over respiratorassembly’s hood. To maximize field of view,don the helmet fore to aft to minimize hoodmaterial slack in the temple area. The face-plate should lie within the helmet edge roll.

c. The assistant will assist in securing andadjusting chin and nape straps as required.

d. Check for proper operation of helmet visor.

e. Turn pusher fan ON.

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CAUTION

Ensure intercommunications set is turnedoff prior to removing or installing batteries.

17. Secure mask to helmet and adjust toggle harness.

For proper retention of the mask to thehelmet, the toggle harness must lie overhooks provided on V-bow. Failure to securethe aircrew respirator to the helmet mayresult in inability to achieve optimal seal ofthe orinasal mask to the face which mayresult in serious injury or death.

a. The assistant will connect CBR adapter strapsto helmet. The toggle harness cables must layover the hooks on the faceplate.

b. Position mask, then rotate V-bow down tolock into flight position.

c. Adjust harness tension to obtain a good sealbetween mask and the face by rotating V-bowup, turning adjustment sleeves on each har-ness wire, then rotating V-bow down to checktension and fit; repeat as often as necessary. Toprovide a comfortable fit, ensure there is equaltension on both sides of mask.

Note

Check for proper fit by clamping hood in-lethose shut by using finger and thumb pres-sure while the filtered air supply is flowing.While holding breath, check to see if air isleaking out from the edge of the mask.Readjustment of toggle harness may berequired to ensure a good seal and comfort-able fit.

d. Ensure proper operation of nose occluder. Ifunable to attain valsalva, repeat steps b, c, andd, or refit nose occluders as shown in Chapters3 and 4, of NAVAIR 13-1-6.10 as applicable.

18. Don helmet-mounted devices, if applicable.

19. Don the head harness (non-helmeted aircrew) SeeFigure 4-2.

a. Turn the pusher fan off while fitting the headharness.

b. Place the head harness on the back of the headover the respirator hood with the harness hookand pile fastener on top and the webbing andbuckles across the back of the neck.

c. The side panels should go over the ears andthe top hook and pile fasteners should beundone.

d. Snap the mask retention straps of the headharness and ensure the toggle harness terminalsare in the shortest position. The mask V bowshould be in the down position and adjustmentturnbuckles in the shortest position.

e. Adjust hook and pile fastener on top of headfor comfortable fit.

f. Tighten the webbing behind the neck untilthere is a good seal around the orinasal mask.Mark the position around the buckles. Re-move the head harness.

g. Double the webbing back through the bucketsand tack the straps in place with size E thread.

Figure 4-2. CB Head Harness

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ORIGINAL 4-6

h. For normal use, an assistant will ensure rolledwebbing of the head harness is between therespirator hood and the metal toggles whensnaps are attached to the head harness.

i. Turn pusher fan on.

Note

Use of intercommunications set will belimited to user voice amplification only,until aircraft headset can be attached.

20. Connect and check the intercommunications unitfor proper operation.

Note

The AM-3597C/A amplifier, if installed,must be temporarily removed for the inter-communications unit to operate properly.

a. Connect intercom unit to mask microphoneand aircrew helmet with the appropriateground communications cord as shown inFigure 4-17 of NAVAIR 13-1-6.10.

b. Check for proper operation by actuating theintercommunications unit and alternatelyspeaking and listening. Secure the intercom-munications unit to the survival vest byclipping the snap hook to one of the upperD-rings located on the survival vest.

21. Hang a filled canteen and pouch on the right side ofthe aircrew member using the strap provided. Theassistant will help in routing the canteen strap,ensuring strap does not interfere with hoses,communications cords or life preserver lobes. Thestrap should be placed on the left shoulder, thenrouted across the body to the right side of aircrewmember. The canteen cap should face forward.Remove drink facility quick disconnect from itsholder and attach it to canteen by snapping up flapon top of the M-1 canteen cap using a firm twistingmotion to push it into the receiver fitting of cap.Wetting canteen cap will facilitate connection.

� Keep the drink facility quick disconnectplugged into a canteen or its holder toreduce the chance of contamination.Disconnect the drink facility quick dis-connect from the canteen by pulling andtwisting, and plug it into its holder priorto emergency egress.

� The canteen is not authorized for in-flightuse in ejection seat aircraft. The canteenmay become a hazard during flight, or maybecome a snag hazard during ejection.

Note

When donning the canteen and strap, becertain to use a qualified Aircrew SurvivalEquipmentman (PR) or helper for propercanteen strap routing. The canteen strap isrouted UNDER the respirator hoses andintercom cord and OVER the left shoulder,clear of the life preserver lobes. The canteen isworn on the right side with the canteen capfacing forward.

22. Don chemical protective gloves (butyl rubber orT3 Glove/Insert).

Note

With butyl rubber gloves, the cotton insertsmay be modified by cutting or splitting the“V” between each finger approximately 1/2inch in order to increase flexibility.

Roll up flight suit and chemical protective under-shirt sleeves and don the butyl rubber or T3 Glove/Insert.

a. Butyl Rubber Gloves

(1) Don the cotton glove inserts.

(2) Don the butyl protective gloves. Ensuregloves are pulled all the way onto the handsand arms and lie smoothly on the arms.

(3) Roll down the chemical protective under-shirt sleeves and secure the hook and pilefastener around the protective gloves andwrist.

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ORIGINAL4-7

(4) Don flyer’s gloves. Roll down flight suitsleeves over flyer’s gloves, and secure atthe wrists using flight suit’s hook and pilefastener tabs.

b. T3 Glove/Insert

Note

Cotton inserts may be used for additionalsweat absorption.

(1) Don the T3 Glove/Insert. Ensure linersare pulled all the way onto the hands andarms and lie smoothly on the arms.

(2) Roll down the chemical protective under-shirt sleeves, and secure the hook and pilefastener around the protective gloves andwrist.

(3) Don flyer’s gloves. Roll down flight suitsleeves over flyer’s gloves, and secure atthe wrists using flight suit’s hook and pilefastener tabs.

23. Ensure the aircrew member is familiar with theH-manifold, location of the anti-suffocation dis-connect, faceplate ripaway tab or toggle, and theiroperation.

24. Perform locations drill checklist, see Figure 4-3.

25. Don disposable footwear covers and aircrew capewhen a liquid threat exists. Ensure disposablefootwear covers are properly sized so they easilyfit over the crewman’s flight boots, but will notfall off when walking to the aircraft.

Donning and doffing the aircrew protectivecape may generate static electricity. Cautionshall be exercised when working with sensi-tive electrical components or around jet fuelsor other flammable vapors.

26. On arrival at aircraft, the aircrew member’sprotective cape and footwear covers shall bedoffed and discarded outside aircraft to preventcontaminating the aircraft’s interior.

CAUTION

When removing and discarding aircrewmember’s disposable protective capes andfootwear covers, exercise care to ensure theyare not drawn into jet engine air intakes.

Note

See Chapter 6 for information on aircraftingress and egress.

27. Protective footwear covers and capes shall beavailable to aircrew for return trip from aircraft toshelter, if required. Support personnel mustensure that disposable footwear covers are appro-priately sized for egressing crewmen.

4.3 DOFFING AN UNCONTAMINATEDENSEMBLE

Aircrew members should doff an uncontaminatedensemble in the order below. Appendix D, Figure D-11contains a checklist for doffing uncontaminated aircrewIPE.

� Do not handle suspected contaminateditems unless wearing chemical protectiveequipment. Failure to wear proper pro-tective clothing may result in disability,serious injury, or death.

� Aircrew members must be checked withappropriate detectors prior to assumingthey are uncontaminated. Personnelwearing contaminated equipment shallreport to the nearest decontaminationstation for removal of contaminatedmaterials.

Note

When feasible, a qualified Aircrew SurvivalEquipmentman (PR) or other trained assis-tant shall assist the aircrew member indoffing the CBR protective assembly.

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ORIGINAL 4-8

OXYGEN EQUIPPED AIRCRAFT NON-OXYGEN EQUIPPED AIRCRAFT

1. Locate H-manifold

a. Put into vertical (closed) position.

b. Put into horizontal (open) position.

2. Locate battery

a. Turn on and off.

b. Locate power cords.

c. Remove and replace battery from pocket.

3. Locate drinking tube.

a. Remove and re-seat tube.

4. Locate Anti-suffocation.

5. Locate nose occluder.

a. Perform Valsalva

6. Locate hood outlet valve.

a. Close valve

(1) Pull out

(2) Twist aft

(3) Release

b. Open valve

(1) Pull out

(2) Twist forward

(3) Release

7. Locate d-ring

1. Locate battery

a. Turn on and off.

b. Locate power cords.

c. Remove and replace battery from pocket.

2. Locate drinking tube.

a. Remove and re-seat tube.

3. Locate anti-suffocation.

4. Locate hood outlet valve.

a. Close valve

(1) Pull out

(2) Twist aft

(3) Release

b. Open valve

(1) Pull out

(2) Twist forward

(3) Release

5. Locate d-ring

Figure 4-3. CBD IPE Location Drills

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ORIGINAL4-9/(4-10 blank)

1. Remove protective cape and footwear covers.Dispose of in accordance with local procedures.

2. Doff canteen. Remove drink facility quick discon-nect from the M-1 canteen cap, and replace quickdisconnect in its holder.

3. Open the hook and pile fastener tabs on flight suitsleeves, and remove flyer’s gloves. Remove CBRprotective gloves and cotton glove inserts.

4. Disconnect microphone lead of the mask fromhelmet/head harness pigtail. Remove the commu-nications cord from the pigtail and the inter-com-munications unit. Turn intercommunications unitoff. Unclip the intercommunications unit snaphook from the D-ring on vest.

CAUTION

Ensure microphone cords are fully un-plugged. If not, damage to microphoneand/or cords can occur. Do not tug cord tounplug.

5. Remove helmet-mounted devices (if applicable),and raise all visors.

6. Rotate the V-bow on mask to the UP position.

7. The assistant will remove CBR adapter strapsfrom helmet/head harness.

8. Unsnap helmet chin strap and doff helmet/headharness.

9. With the assistant’s help, separate the pusher fanand battery pocket from survival vest. For overv-est applications, remove pusher fan and batteryfrom pockets, then masking tape together as oneunit. For helicopter applications with quickrelease assembly mounted pusher fan/batterypocket, pull on the ribbon/locking pin to releasethe assembly from the vest.

Note

Aircraft specific survival vest and CB configu-rations can be found in NAVAIR 13-1-6.7-1.

10. With aid of the assistant, open survival vest slidefastener, unhook leg lines, and doff survival vest.

Remove anti-g garment and torso harness asapplicable.

11. Open flight suit slide fastener to waist level, andremove the shoulder skirt of respirator from underflight suit.

12. Doff mask by inserting thumbs under neck seal infront, then stretch and lift the mask up over faceand to the back. A second method is to insertthumbs under neck seal from the back, then stretchand lift mask over the back of the head toward thefront. Leave pusher fan on to maintain airflow tomask.

CAUTION

When doffing mask assembly, do not over-stretch and/or damage the neck seal.

13. Doff skull cap, sweat band, and ARS (if worn).

14. Remove flight boots.

15. Remove remainder of flight suit.

16. Doff chemical protective undergarment. Return toAircrew Survival Equipmentman for inspectionand verification of remaining service life.

17. Take off chemical protective socks. The chemicalsocks shall be disposed of in accordance withlocal procedures.

4.4 DOFFING A CONTAMINATEDENSEMBLE

Aircrew members in contaminated equipment mustreport to the nearest decontamination station to doff thecontaminated equipment.

Do not handle suspected contaminated itemsunless wearing chemical protective equip-ment. Failure to wear proper protectiveclothing may result in disability, seriousinjury, or death.

Note

Refer to Chapter 9 for details concerningdoffing contaminated individual protectiveequipment.

EG 01-E2AAB-1


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CHAPTER 5

Emergency Procedures

5.1 GENERAL

The emergency procedures outlined in this chaptercover situations that may be encountered while wearingAircrew Chemical and Biological Defense (CBD)Individual Protective Equipment (IPE); however, theyare not meant to be all inclusive. Procedures ultimatelyused in an actual emergency must be based on the entireemergency situation; i.e., the aircraft status, crewcondition, the immediate circumstances and the mis-sion. Therefore, compound emergencies may requiredeparture from the procedures set forth in this chapter.

The procedures that follow include removal of theA/P22P-14(V)1–4 faceplate in an emergency situation.Since removal of the faceplate or otherwise opening thesecure environment of the A/P22P-14(V)1–4 negatesthe protection provided by this equipment, the user’ssafety will be compromised if the surrounding environ-ment is contaminated.

For general information, donning, routine usage,and removal of the Respirator Assembly, refer toChapters 3 and 4 of this manual and the Aviation CrewSystems Manual, NAVAIR 13-1-6.10. Aircraft specificissues should be outlined in respective aircraft NA-TOPS Manuals.

Listed below are the compulsory procedures re-quired to manipulate the respirator assembly. They arefollowed by procedures for emergencies involving thisgear in different operational scenarios. Items indicatedwith an asterisk (*) are considered memory items andshall be completed without reference to the checklist.

5.2 COMPULSORY PROCEDURES

All aircrew personnel who wear the IPE must bethoroughly familiar with the equipment, its employ-ment and operation in an emergency situation. In caseof emergency, aircrew may be required to execute these

procedures in addition to emergency procedures pre-scribed by other NATOPS manuals.

5.2.1 Changing H-Manifold Position. Switch-ing the H-Manifold between the closed and openpositions is required during certain emergency proce-dures (Figure 5-1).

*1. Open — Rotate H–manifold to horizontal position.

*2. Closed — Rotate H–manifold to vertical position.

NoteIf using LOX, the LOX supply will bedepleted twice as fast in the open position.

5.2.2 Opening and Closing the Hood OutletValve Procedure. The Pusher Fan normally pro-vides filtered ventilation and lens demisting to therespirator assembly hood compartment and filtered airto the orinasal mask. If the Pusher Fan fails to operate,the Hood Outlet Valve shall be closed immediately.(See Figure 5-2.)

*1. Closed — Pull out on the knurled fitting, twist tocrewman’s rear and release to closed position.

*2. Open — Pull out on the knurled fitting, twist tocrewman’s front and release to open position.

Once the Hood Outlet Valve is closed thefaceplate will begin to fog, impairing vision.

5.2.3 Disconnecting the Anti-SuffocationDisconnect Procedure

*1. Locate and disconnect the anti-suffocation dis-connect fitting by twisting clockwise and pullingdown. (Figure 5-3)

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ORIGINAL 5-2

Figure 5-1. H-Manifold Positions

� Once the anti-suffocation disconnect isdisconnected, CBD protection is lost.

� Aircrew using oxygen systems above10,000 feet will increase risk of hypoxia.

CAUTION

Possible FOD hazard exists with activationof anti-suffocation disconnect due to separa-tion of brass shear screw.

Note

Reconnecting the anti-suffocation discon-nect will restore CBR protection.

5.2.4 Faceplate Ripaway Procedure

*1. Raise or remove visor and any other helmet-mounted devices.

*2. Grasp the ripaway d-ring located on the right cheekof the respirator faceplate and pull D-ring until hoodrips and tab ribbon separates from hood. See Figures5-4 and 5-5.

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ORIGINAL5-3

Figure 5-2. Opening and Closing the Hood Outlet Valve

Figure 5-3. Anti-Suffocation Disconnect Procedure Figure 5-4. Grasping Ripaway D-Ring

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ORIGINAL 5-4

Figure 5-5. Pulling Ripaway D-Ring

� The respirator assembly will not provideCBD protection after the hood ripsor the Anti-Suffocation Disconnect isdisconnected.

� If improved visibility is not requiredimmediately, consideration should begiven to disconnecting the Anti-Suffocation Disconnect to demist thefaceplate.

� If the environment is contaminated,another crew member should be ready toprovide CBD first aid.

NoteSome aircrew members will be flying witha Head Harness for connection of therespirator instead of a helmet. Proceduresdepicted below are the same for the helmetand the Head Harness.

*3. CBR Adapter Strap. Unsnap right side only. (SeeFigure 5-6).

Figure 5-6. Unsnapping Right CBR Adapter Strap

� If both CBR Adapter Straps are separatedfrom the HELMET, the faceplate mayfall and become suspended from thehood, respirator assembly hoses andmicrophone cord thereby resulting in apossible snag hazard.

� When either CBR Adapter Strap isseparated from the HEAD HARNESS,the faceplate may fall and become sus-pended from the hood, respirator assem-bly hoses and microphone cord therebyresulting in a possible snag hazard.

*4. Faceplate — Ripaway from face. (See Figure5-7).

The Respirator Assembly will not provideCBD protection after the hood rips andcannot be reassembled.

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Figure 5-7. Ripaway from Face

5.3 IN-FLIGHT EMERGENCIES

5.3.1 Airsickness

*1. If aircrew becomes airsick and needs to vomit:

a. Release CBR Adapter Straps allowing theorinasal mask to be pulled slightly away fromthe face.

b. Allow vomit to collect in the respiratorassembly neck dam.

c. Re-connect CBR Adapter Straps.

NoteCBD protection will be maintained.

*2. In the event of extreme airsickness — executeFaceplate Ripaway Procedure (paragraph 5.2.4).

5.3.2 Pusher Fan Malfunction Procedures —General. If the Pusher Fan malfunctions, it will failto provide ventilation to the hood compartment orfiltered breathing air to the orinasal mask depending onthe position of the H-Manifold Valve. Thus, the opticalarea of the faceplate will fog unless an anti-fogcompound was applied prior to donning the respirator.

An extra battery should be carried in theevent that the battery attached to the respira-tor assembly fails. If battery failure occurs,CBD protection will be significantly re-duced without the presence of positivepressure, and the faceplate will fog whichmay result in the crewman ripping away thefaceplate, possibly exposing him/her to CBcontamination. Anti-fog solution should beapplied to the faceplate before each flight toinhibit/delay fogging.

5.3.2.1 Pusher Fan Malfunction — OxygenConfigurations

*1. Switch the H-Manifold from the closed (vertical)position to the open (horizontal) position (Figure5-1).

Note

This will allow the aircraft oxygen system todefog the faceplate.

*2. Pusher Fan battery switch — Confirm ON.

*3. Power cord — Confirm securely plugged in.

*4. If Pusher Fan still fails to produce filtered air —Replace battery.

Note

If Pusher Fan operation is restored, switchthe H-Manifold back from the open (hori-zontal) position to the closed (vertical)position.

*5. If the optical area of the faceplate begins to fog,impairing vision — execute Faceplate RipawayProcedure (paragraph 5.2.4).

*6. If oxygen system is depleted close the hood outletvalve and execute Oxygen Failure Procedures(paragraph 5.3.3).

NAVAIR 00-80T-121

ORIGINAL 5-6

5.3.2.2 Pusher Fan Malfunction —Non-Oxygen Configurations. If pusher fan failsto provide breathing air to orinasal mask or ventilationto hood:

*1. Close hood outlet valve.

*2. Pusher Fan Battery Switch — Confirm ON.

*3. Power Cord — Confirm securely plugged in.

*4. If Pusher Fan still fails to produce filtered air —Replace battery.

*5. If pusher fan operational — Open hood outletvalve.

*6. If the optical area of faceplate begins to fogimpairing vision — Execute Faceplate RipawayProcedure (paragraph 5.2.4).

5.3.3 Oxygen Failure. In the unlikely event thatthe aircrew experiences an oxygen system failurein-flight:

*1. Switch the H-Manifold from the closed (vertical)position to the open (horizontal) position (Figure5-1).

*2. Immediately descend below 10,000 ft, groundclearance permitting.

*3. If available, attempt to employ the emergencyoxygen system.

5.3.4 Explosive Decompression. In the eventof explosive decompression, or loss of cabin pressure:

*1. Descend below 10,000 feet MSL, ground clear-ance permitting, if oxygen is not available to theaircrew members.

*2. Actuate the emergency oxygen system if theonboard oxygen system is non-operable.

*3. Ensure the H-Manifold is in the closed (vertical)position (Figure 5-1).

*4. Ensure Pusher Fan is still running. If not —execute Pusher Fan malfunction procedure (para-graph 5.3.2).

5.3.5 Smoke/Fumes/Fire

*1. Ensure the H-Manifold is in the open (horizontal)position (Figure 5-1) if an oxygen supply isavailable.

*2. Shut off the Pusher Fan and close Hood OutletValve if an oxygen supply is not available (Figure5-2).

*3. If the optical area of faceplate begins to fogimpairing vision — Execute Faceplate RipawayProcedure (paragraph 5.2.4).

� Faceplate ripaway above 10,000 feet mayresult in hypoxia.

� Suffocation can result if the respiratorassembly is exposed to smoke or directflames. The respirator assembly will notprovide oxygen in an oxygen-deficientenvironment, and it will not filter outsmoke.

*4. Perform emergency procedures for Smoke/Fumes/Fire in accordance with the applicableaircraft NATOPS procedures.

5.4 EMERGENCY EGRESS (OVERLAND/OVER WATER INCONTAMINATED ANDUNCONTAMINATED ENVIRONMENT)

5.4.1 Fixed Wing Ejection Seat EquippedAircraft. When ejecting over land or water, whilewearing either CBR respirator assembly, the followingsteps must be performed if time allows.

5.4.1.1 Ejection Over Land. After ejecting fromthe aircraft, perform the following during parachutedescent:

NoteAfter egressing from aircraft, respiratorassembly will still provide CBD protection.

1. Perform standard parachute descent procedures.

2. In a contaminated environment, ensure PusherFan is still running. If not — execute Pusher Fanmalfunction procedure (paragraph 5.3.2).

NAVAIR 00-80T-121

ORIGINAL5-7

3. Switch H-Manifold to open (horizontal) positionwhen the emergency oxygen system is depleted(Figure 5-1).

4. In a non-contaminated environment or if faceplatefogging prevents clear sight — execute FaceplateRipaway Procedure (paragraph 5.2.4).

5.4.1.2 Ejection Over Water. After ejecting fromthe aircraft, perform the following during parachutedescent:

When the Pusher Fan becomes submerged inwater the filter canisters will occlude and willnot pass either water or air into the respiratorassembly’s orinasal mask. If occluded and aCartridge Activated Cutter is not installed,suffocation will follow once the emergencyoxygen supply is depleted unless the faceplateis ripped away or Anti-Suffocation Disconnectis disconnected, either of which will causeCBD protection to be lost.

Note

� The Cartridge Activated Cutter (Figure5-8) is mounted on the mask inlet (oxygen)hose of the respirator and will open aone-half inch hole in the hose above thewater line after it enters and exits salt orfresh water. This will provide ambient airfor breathing to the wearer even though thefilter canisters are still submerged. Thedevice is fully automatic and does notrequire any action by the wearer.

� The LPU/LPFC can not be orally inflateduntil the Faceplate Ripaway Procedurehas been completed.


2. Execute Faceplate Ripaway Procedure (paragraph5.2.4) prior to or upon water entry if a CartridgeActivated Cutter is not installed.

Figure 5-8. Cartridge Actuated Cutter

The respirator assembly will not provideCBD protection after faceplate ripaway orCartridge Activated Cutter activation.

3. If unable to perform faceplate ripaway andrespirator mask fills with water — locate andactivate the Anti-Suffocation Disconnect (Figure5-3).

a. Ensure the exhalation valve is above the waterand respirator assembly is upright.

b. Forcibly exhale. Respirator mask will rapidlydrain and allow aircrew to breathe normally.

Once the Anti-Suffocation Disconnect isdisconnected, CBD protection is lost.

NAVAIR 00-80T-121

ORIGINAL 5-8

4. To drain water from hood, open Hood OutletValve and tilt head to left.

5. If necessary, remove CBD overvest and relatedequipment prior to boarding life raft. If possible,retain survival equipment located in the CBDovervest.

5.4.2 Fixed Wing Non-Ejection Seat EquippedAircraft. While wearing the A/P22P-14(V)4 Respi-rator Assembly (Panel Mount Regulator) the followingsteps must be performed when bailing out over land orwater.

5.4.2.1 Bailout —Over Land. Before departingaircraft execute procedures 1 and 2.

1. Switch H-Manifold to open (horizontal) position(Figure 5-1) just prior to disconnecting from theoxygen system (if applicable).


3. Egress aircraft in accordance with applicableaircraft NATOPS procedures.


NoteAfter egressing from aircraft, respiratorassembly will still provide CBD protection


5.4.2.2 Bailout Over Water. Before departingaircraft execute procedures 1 and 2.

NoteThe LPU/LPFC can not be orally inflateduntil the Faceplate Ripaway Procedure hasbeen completed.





5. Prior to or upon water entry — execute FaceplateRipaway Procedure (paragraph 5.2.4).

When the Pusher Fan becomes submerged inwater the filter canisters will occlude andwill not pass either water or air into therespirator assembly’s orinasal mask. If oc-cluded, suffocation will follow unless face-plate is ripped away or Anti-SuffocationDisconnect is disconnected, either of whichwill cause CBD protection to be lost.

6. If unable to rip faceplate away and respirator maskfills with water during egress — locate anddisconnect Anti-Suffocation Disconnect (Figure5-3).

a. Ensure that the exhalation valve is above thewater and respirator assembly is upright.

b. Forcibly exhale. The respirator mask willrapidly drain and allow aircrew to breathenormally.



8. After boarding life raft, remove CBD overvestand related equipment.

NAVAIR 00-80T-121

ORIGINAL5-9

5.4.3 Emergency Landing. The following pro-cedures apply to both Fixed Wing Non-Ejection SeatEquipped and Rotary Wing Aircraft.


Note

After egressing from aircraft the respiratorassembly will still provide CBD protection.




5.4.4 Ditching. The following procedures apply toboth Fixed Wing Non-Ejection Seat Equipped andRotary Wing Aircraft.

1. Prior to or on contact with water, disconnect fromthe aircraft oxygen system (if applicable).

2. Execute Faceplate Ripaway Procedure (paragraph5.2.4).

3. If unable to remove faceplate take a deep breathjust prior to the Pusher Fan submerging.

When the Pusher Fan becomes submerged inwater the filter canisters will occlude andwill not pass either water or air into therespirator assembly’s orinasal mask. If oc-cluded, suffocation will follow unless face-plate is ripped away or Anti-SuffocationDisconnect is disconnected, either of whichwill cause CBD protection to be lost.


NoteThe LPU/LPFC can not be orally inflateduntil the Faceplate Ripaway Procedure hasbeen completed.

5. If unable to rip faceplate away and respiratorassembly fills with water during egress — Locateand disconnect Anti-Suffocation Disconnect(Figure 5-3).


a. Ensure that the exhalation valve is above thewater and respirator assembly is upright.

b. Forcibly exhale. Respirator assembly willrapidly drain and allow aircrew to breathenormally.


7. Either before or after boarding life raft, removeCBD overvest and related equipment.

NAVAIR 00-80T-121

ORIGINAL 5-10

COMPULSORY PROCEDURES

CHANGING H-MANIFOLD POSITION

*1. OPEN ROTATE H–MANIFOLD. . . . . . . . . . . . . . . . . . . . . . . TO HORIZONTAL POSITION

*2. CLOSED ROTATE H–MANIFOLD. . . . . . . . . . . . . . . . . . . . TO VERTICAL POSITION

OPENING AND CLOSING HOOD OUTLET VALVE

*1. CLOSED PULL OUT ON THE KNURLED. . . . . . . . . . . . . FITTING, TWIST TO CREWMAN’S REARAND RELEASE TO CLOSED POSITION

*2. OPEN PULL OUT ON THE KNURLED. . . . . . . . . . . . . . . . FITTING, TWIST TO CREWMAN’S FRONT

AND RELEASE TO OPEN POSITION

ANTI–SUFFOCATION DISCONNECT

*1. ANTI-SUFFOCATION DISCONNECT FITTING TWIST CLOCKWISE. . . . . . . . .

AND PULL DOWN

FACEPLATE RIPAWAY

*1. VISOR/HELMET MOUNTEDDEVICES RAISE OR REMOVE. . . . . . . . . . . . . . . . . . . . . .

*2. FACEPLATE RIPAWAYTOGGLE PULL D–RING UNTIL HOOD. . . . . . . . . . . . . . .

RIPS AND D–RING RIBBONSEPARATES FROM HOOD

*3. CBR ADAPTER STRAP UNSNAP RIGHT SIDE. . . . . . . . ONLY

*4. FACEPLATE RIPAWAY FROM FACE. . . . . . . . . . . . . . . . .

IN-FLIGHT EMERGENCIES

AIRSICKNESS

IF AIRCREW BECOMES SICK AND NEEDS TO VOMIT:

*1. CBR ADAPTER STRAPS UNSNAP BOTH SIDES. . . . . . . . . . . . . . . . . . . . .

*2. FACEPLATE PULL, ALLOWING. . . . . . . . . . . . . . . . . . . . . ORINASAL MASK TO BE PULLED

SLIGHTLY AWAY FROM FACE*3. ALLOW VOMIT TO COLLECT IN RESPIRATOR

ASSEMBLY NECK DAM*4. CBR ADAPTER STRAPS RE–CONNECT. . . . . . . . . . . . .

IN THE EVENT OF EXTREME AIRSICKNESS:*1. FACEPLATE RIPAWAY PROCEDURE EXECUTE. . . . . .

PUSHER FAN MALFUNCTION — OXYGEN CONFIGURATION

*1. H–MANIFOLD OPEN (HORIZONTAL). . . . . . . . . . . . . . . . .

*2. PUSHER FAN BATTERY SWITCH CONFIRM ON. . . . . . . . . . . . . . . . . . .

*3. PUSHER FAN POWER CORD CONFIRM. . . . . . . . . . . . . PLUGGED IN

*4. IF PUSHER FAN STILL INOPERABLE REPLACE BATTERY. . . . . . . . . . . . . . . . . .

IF PUSHER FAN OPERATIONAL SWITCH H–MANIFOLD. . . . . . . . . . . . . . .

TO CLOSED (VERTICAL) POSITION*5. IF OPTICAL AREA OF FACEPLATE

FOGS, IMPAIRING VISION EXECUTE FACEPLATE. . . . . RIPAWAY

*6. IF OXYGEN SYSTEMDEPLETED CLOSE HOOD OUTLET VALVE . . . . .

AND EXECUTE OXYGENFAILURE PROCEDURES

PUSHER FAN MALFUNCTION — NON–OXYGENCONFIGURATION

*1. HOOD OUTLET VALVE CLOSE. . . . . . . . . . . . . . . . . . . . . . *2. PUSHER FAN

BATTERY SWITCH CONFIRM ON. . . . . . . . . . . . . . . . . . . *3. PUSHER FAN

POWER CORD CONFIRM PLUGGED IN. . . . . . . . . . . . . . *4. IF PUSHER FAN

STILL INOPERABLE REPLACE BATTERY. . . . . . . . . . . . *5. IF PUSHER FAN OPERATIONAL OPEN HOOD. . . . . . .

OUTLET VALVE*6. IF OPTICAL AREA OF

FACEPLATE FOGS,IMPAIRING VISION EXECUTE. . . . . . . . . . . . . . . . . . . . . .

FACEPLATE RIPAWAY

OXYGEN FAILURE

*1. H–MANIFOLD OPEN (HORIZONTAL). . . . . . . . . . . . . . . . . *2. DESCEND BELOW 10,000 FT*3. EMERGENCY OXYGEN

SYSTEM (IF AVAILABLE) ACTUATE. . . . . . . . . . . . . . . . .

EXPLOSIVE DECOMPRESSION

*1. DESCEND BELOW 10,000 FEET IF OXYGEN NOTAVAILABLE TO ALL AIRCREW

*2. EMERGENCY OXYGEN SYSTEM ACTUATE IF PRIMARY . . . . . . . . . . . . . . . . . . .

OXYGEN SYSTEM INOPERABLE*3. H–MANIFOLD CLOSED (VERTICLE). . . . . . . . . . . . . . . . . *4. PUSHER FAN CHECK ON. . . . . . . . . . . . . . . . . . . . . . . . . . *5. IF PUSHER FAN INOPERABLE EXECUTE. . . . . . . . . . . .

PUSHER FANMALFUNCTION PROCEDURES

SMOKE/FUMES/FIREIF OXYGEN SUPPLY AVAILABLE:

*1. H–MANIFOLD OPEN (HORIZONTAL). . . . . . . . . . . . . . . . . *2. PERFORM SMOKE/FUMES/FIRE EMERGENCY

PROCEDURES IN ACCORDANCE WITH AIRCRAFTNATOPS

IF OXYGEN SUPPLY NOT AVAILABLE:

*1. PUSHER FAN OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . *2. HOOD OUTLET VALVE CLOSE. . . . . . . . . . . . . . . . . . . . . . *3. EXECUTE SMOKE/FUMES/FIRE EMERGENCY

PROCEDURES IN ACCORDANCE WITH AIRCRAFTNATOPS

*4. IF OPTICAL AREA OF FACEPLATE FOGS,IMPAIRING VISION EXECUTE. . . . . . . . . . . . . . . . . . . . . .

FACEPLATE RIPAWAY

EMERGENCY EGRESS (OVER LAND/OVER WATER IN CONTAMINATED AND

UNCONTAMINATED ENVIRONMENT)

EJECTION OVER LAND1. PARACHUTE DESCENT

PROCEDURES EXECUTE. . . . . . . . . . . . . . . . . . . . . . . . . . 2. IN CONTAMINATED

ENVIRONMENT CONFIRM PUSHER FAN IS ON. . . . . .

Figure 5-9. Emergency Procedures Checklist (Sheet 1 of 2)

NAVAIR 00-80T-121


IF PUSHER FAN INOPERABLE EXECUTE. . . . . . . . . . . . PUSHER FAN MALFUNCTION

PROCEDURES3. IF EMERGENCY OXYGEN

SYSTEM DEPLETED H–MANIFOLD. . . . . . . . . . . . . . . . . . OPEN (HORIZONTAL)

4. IN UNCONTAMINATEDENVIRONMENT ORFACEPLATE FOGGING EXECUTE. . . . . . . . . . . . . . . . . .

FACEPLATE RIPAWAY

EJECTION OVER WATER1. PARACHUTE DESCENT

PROCEDURES EXECUTE. . . . . . . . . . . . . . . . . . . . . . . . . . 2. EXECUTE FACEPLATE RIPAWAY PROCEDURES

PRIOR TO WATER ENTRY IF A CARTRIDGEACTIVATED CUTTER IS NOT INSTALLED

3. IF UNABLE TO PERFORM FACEPLATE RIPAWAY ANDMASK FILLS WITH WATER EXECUTE ANTI–SUFFOCA-TION DISCONNECTA. ENSURE EXHALATION VALVE IS ABOVE WATER

AND RESPIRATOR IS UPRIGHTB. FORCIBLY EXHALE. RESPIRATOR WILL DRAIN

AND ALLOW AIRCREW TO BREATH

4. TO DRAIN WATER FROM HOOD, OPEN HOODOUTLET VALVE AND TILT HEAD LEFT

5. IF NECESSARY, REMOVE CBD OVERVEST ANDRELATED EQUIPMENT PRIOR TO BOARDING LIFERAFT. RETAIN SURVIVAL EQUIPMENT IN CBDOVERVEST

BAILOUT — OVER LAND (FIXED WING NON-EJECTION)

EXECUTE STEPS 1 AND 2 BEFORE DEPARTING AIRCRAFT

1. H–MANIFOLD OPEN (HORIZONTAL). . . . . . . . . . . . . . . . . PRIOR TO DISCONNECTING

FROM OXYGEN

2. IN CONTAMINATED ENVIRONMENT CONFIRM. . . . . . . . . . . . . . . . . . . . . . . . .

PUSHER FAN IS ONIF PUSHER FAN INOPERABLE EXECUTE. . . . . . . . . . . .

PUSHER FANMALFUNCTION PROCEDURES

3. EGRESS AIRCRAFT IN ACCORDANCE WITHAPPLICABLE AIRCRAFT NATOPS

4. PARACHUTE DESCENTPROCEDURES EXECUTE. . . . . . . . . . . . . . . . . . . . . . . . . .

5. IN UNCONTAMINATEDENVIRONMENT OFFACEPLATE FOGGING EXECUTE. . . . . . . . . . . . . . . . . .

FACEPLATE RIPAWAY

BAILOUT — OVER WATER (FIXED WINGNON-EJECTION)

EXECUTE STEPS 1 AND 2 BEFORE DEPARTING AIRCRAFT


FROM OXYGEN2. IN CONTAMINATED

ENVIRONMENT CONFIRM. . . . . . . . . . . . . . . . . . . . . . . . . PUSHER FAN IS ON

IF PUSHER FAN INOPERABLE EXECUTE. . . . . . . . . . . . PUSHER FAN

MALFUNCTION PROCEDURES


4. PARACHUTE DESCENTPROCEDURES EXECUTE. . . . . . . . . . . . . . . . . . . . . . . . . .

5. PRIOR TO OR UPONWATER ENTRY EXECUTE. . . . . . . . . . . . . . . . . . . . . . . . .

FACEPLATE RIPAWAY

6. IF UNABLE TO PERFORM FACEPLATE RIPAWAY ANDMASK FILLS WITH WATER EXECUTE ANTI–SUFFOCA-TION DISCONNECT

A. ENSURE EXHALATION VALVE IS ABOVE WATERAND RESPIRATOR IS UPRIGHT

B. FORCIBLY EXHALE. RESPIRATOR WILL DRAINAND ALLOW AIRCREW TO BREATH


8. AFTER BOARD RAFT, REMOVE CBD OVERVEST ANDRELATED EQUIPMENT

EMERGENCY LANDING (FIXED WINGNON-EJECTION, ROTARY WING)


FROM OXYGEN

2. IN CONTAMINATEDENVIRONMENT CONFIRM. . . . . . . . . . . . . . . . . . . . . . . . .

PUSHER FAN IS ON

IF PUSHER FAN INOPERABLE EXECUTE. . . . . . . . . . . . PUSHER FAN

MALFUNCTION PROCEDURES


4. IN UNCONTAMINATEDENVIRONMENT OFFACEPLATE FOGGING EXECUTE. . . . . . . . . . . . . . . . . .

FACEPLATE RIPAWAY

DITCHING (FIXED WING NON-EJECTION, ROTARY WING)

1. PRIOR TO OR ON CONTACT WITH WATER, DISCON-NECT FROM AIRCRAFT OXYGEN SYSTEM.

2. FACEPLATE EXECUTE. . . . . . . . . . . . . . . . . . . . . . . . . . . . FACEPLATE RIPAWAY

3. IF UNABLE TO REMOVE FACEPLATE TAKE A DEEPBREATH JUST PRIOR TO THE PUSHER FANSUBMERGING


5. IF UNABLE TO PERFORM FACEPLATE RIPAWAY ANDMASK FILLS WITH WATER EXECUTE ANTI–SUFFOCA-TION DISCONNECTA. ENSURE EXHALATION VALVE IS ABOVE WATER

AND RESPIRATOR IS UPRIGHTB. FORCIBLY EXHALE. RESPIRATOR WILL DRAIN

AND ALLOW AIRCREW TO BREATH


7. AFTER BOARD RAFT, REMOVE CBD OVERVEST ANDRELATED EQUIPMENT

Figure 5-9. Emergency Procedures Checklist (Sheet 2)

EG 01-E2AAB-1


NAVAIR 00-80T-121

ORIGINAL6-1

CHAPTER 6

Ingress and Egress in a Chemical andBiological Environment

6.1 INTRODUCTION

The goal of ingress/egress procedures in a contami-nated environment is to limit the transfer of CB agentsinto the interior of aircraft, and to provide aviationcommanders with a means of sustaining tempo whileoperating in a CB environment. The proceduresprovided in this chapter apply to any person (aircrew,ground crew, ordnance personnel, etc.) requiring accessto the interior of an aircraft. If properly instituted, theingress/egress procedures provided will yield thefollowing advantages:

1. Aircraft interiors, which are difficult to decontam-inate, will be kept free of liquid agents.

2. Minimizes contamination transfer to ALSS,which is difficult to decontaminate. Contacthazards to aircrew will be minimized.

3. Operational readiness of aircraft will bemaintained.

To reduce the impact of heat stress associat-ed with IPE, aircrews should strive tominimize ground time. Heat stress maycause serious injury or death.

6.2 AIRCRAFT PREPARATION

6.2.1 Aircraft Preparation. After a suspected CBattack, ground crews assume the prescribed MOPP.Ground crews and aircrews shall consider all aircraftand support equipment (SE) contaminated until certi-fied clean by monitor/survey teams, damage controlpersonnel, disaster preparedness personnel, or theequivalent.

NoteClean aircraft landing at a contaminated airfacility or vessel are considered contami-nated until certified as clean.

Ground crews begin to prepare contaminated air-craft for flight by removing regular and supplementalCB contamination control covers (if in place) andperforming immediate decontamination (spot) proce-dures in accordance with Chapter 9 of this publication.Special attention should be given to ingress/egressareas such as boarding ladders, hand/footholds, andpossible contact areas during ingress/egress and pre-flight inspection.

Applying M-8/M-9 tape to the interior of aircraft,especially near the outlet of ventilation systems, beforean attack, provides early detection of cockpit and cargospace contamination and may be used for the durationof the mission.

NoteM-8 paper and M-9 tape provide indicationsof liquid chemical agent only. Vapor con-tamination will not be detected.

6.2.2 Preflight Inspection. An alternate aircrewin non-aircrew IPE should perform preflight inspectionof the external areas of the aircraft to reduce fatigue onthe mission aircrew. One aircrew can inspect manyaircraft, thereby limiting personnel exposure to contam-ination and reducing heat stress on aircrews preparingto fly. If an alternate aircrew is not available, the missionaircrew should conduct external preflight inspection innon-aircrew IPE, process through ship/shore decontam-ination station, and rest before donning aircrew IPE tocomplete the preflight inspection and start the mission.If preflight inspections are conducted by the crew inaircrew IPE, the risk of transferring contamination tothe interior of the aircraft is significantly increased.Preflighting aircraft in aircrew IPE is not the preferredmethod due to the difficulty in decontaminating theaircraft interior.

NAVAIR 00-80T-121

ORIGINAL 6-2

6.3 INGRESSING A CONTAMINATEDAIRCRAFT

The numerous types and models of Navy/Marineaircraft have been broken into five categories to providea general description of ingress procedures. Checklistsassociated with aircraft ingress are located in AppendixD, Figure D-6. The five categories are:

1. Fixed-wing ejection (strike) aircraft (F-14, F-18,AV-8, and EA-6 aircraft).

NoteDue to ingress via crew door, procedures forfixed-wing non-ejection seat aircraft orrotary-wing transport helicopters should beadapted for S-3 aircraft.

2. Fixed-wing non-ejection aircraft.

3. Rotary-wing aircraft with cockpit doors (UH-1and H-60).

4. Rotary-wing aircraft with canopy (AH-1).

5. Rotary-wing transport and cargo aircraft (H-46,H-53 and H-3).

Note� The following ingress procedures are a

general sequence of actions for catego-ries of aircraft described above. Aviationunits shall use these procedures as atemplate to develop specific proceduresfor type/model aircraft, and shall recordthose procedures in standing operatingprocedures (SOPs). Refer to type modelseries NATOPS.

� These general ingress procedures beginwith the assumption that the followingtasks have been accomplished:

1. All protective coverings are removed fromaircraft.

2. Operational or thorough decontamination ofsupport equipment and spot decontamination ofaircraft per Chapter 9 of this publication has beencompleted.

3. Areas of aircraft where aircrew or maintenancepersonnel may make contact with aircraft arechecked for contamination using appropriatevapor detection device and M-8 paper.

4. Plane captain and ground crews dress in theappropriate level of non-aircrew IPE. Aircrew-man dress in full aircrew IPE to include dispos-able cape and disposable footwear covers; handcarried items are stowed in a disposable plasticbag(s).

5. Without spreading contamination to the interiorof the aircraft, plane captains or other groundcrewmen have extended seat restraints to allowfor the increased bulk of aircrew CB IPE, asrequired by cockpit/cabin configurations.

6.3.1 Fixed-Wing Ejection (Strike) Aircraft

6.3.1.1 Ingress With A Maintenance Stand

1. Conduct preflight inspection on the external areaof the aircraft.

2. Position a maintenance stand next to the aircraft(the maintenance stand is preferred for ingressover the aircraft ladder).

3. Plane captain ascends maintenance stand with akill bucket which is half full of 5 percent bleachsolution prepared in accordance with Figure B-1and a disposable plastic bag (hereafter referred toas the disposal bag) for containment of discardeddisposable footwear covers, capes, etc. The planecaptain secures the kill bucket and disposal bag toa safety rail on the maintenance stand platform.

CAUTION

Five-percent bleach solution is not to beapplied to the aircraft surfaces. Use of bleachcauses corrosion. Aircraft surfaces are onlyto be cleaned in accordance with NAVAIR01-1A-509.

4. Plane captain opens the canopy and then decon-taminates his gloves in the kill bucket.

5. Plane captain checks the seat restraints ensuringthey are extended to their maximum length.

NAVAIR 00-80T-121

ORIGINAL6-3

6. A second ground support person removes theaircrew cape before the aircrewman ascendsmaintenance stand. He/she also confirms that theaircrewman is wearing a temporary pair of handcoverings (such as chemical protective socks orchemical protective gloves) over his flyer’sgloves. The ground support person places theaircrew cape in the disposal bag.

7. The aircrewman places his bag of hand-carriedflight equipment on the deck and ascends themaintenance stand. Once at the top, the aircrew-man prepares to enter aircraft using either portsideor starboard side entry procedures. The groundsupport person will hand the bag of hand carriedflight equipment up to the plane captain on top ofthe maintenance stand.

8. Aircrew enters aircraft:

On the F/A-18, the crewman may not be ableto step from the maintenance stand into theaircraft. The crewman may need to step onthe leading edge extension (LEX) whilewearing the disposable footwear covers. Thefootwear covers are slippery and may resultin the crewman slipping or falling.

a. Port side entry:

(1) The aircrewman presents his right foot tothe plane captain who removes the dispos-able footwear cover. The aircrewman maybalance himself by placing a hand, orhands, on the outside of the canopy. Theplane captain places the discarded dispos-able footwear cover in the disposal bag.

(2) Once the disposable footwear cover isremoved the aircrewman places the rightfoot inside of the aircraft.

(3) The aircrewman presents the remainingfoot to the plane captain who removes thedisposable footwear cover. The aircrew-man then places that foot in the cockpitand sits while keeping his hands outside

the canopy and off of the cockpit surfaces.The ground support person places thedisposable footwear cover into the dis-posal bag and decontaminates his gloves.The aircrewman presents his hands to theground support person who removes thetemporary hand covers from the aircrew-man’s hands, places them in the disposalbag, and decontaminates his own gloves.

(4) The plane captain grasps the outside of thedisposable plastic bag containing thehand-carried flight equipment and pres-ents the opening to the aircrewman whoremoves the flight equipment and stows itin the cockpit. The plane captain placesthe discarded disposable plastic bag in thedisposal bag.

(5) The plane captain decontaminates hisgloves in the kill bucket and then assiststhe aircrewman with seat restraints andother aircrew systems (i.e., communica-tions cords, oxygen systems, etc.).

Ensure “H-manifold” of the aircrew respira-tor is in the “normal in-flight position”appropriate for type/model of aircraft onceaircraft oxygen is available. (See Figure6-1.) Failure to select in-flight position mayresult in a lack of oxygen flow and possiblyresult in hypoxia.

b. Starboard side entry:

(1) The aircrewman presents his left foot tothe plane captain who removes the dispos-able footwear cover. The aircrewman maybalance himself by placing a hand, orhands, on the outside of the canopy. Theplane captain places the discarded dispos-able footwear cover in the disposal bag.

(2) Once the disposable footwear cover isremoved the aircrewman places the leftfoot inside of the aircraft.

NA

VA

IR 00-80T-121

OR

IGIN

AL

6-4

Figure 6-1.H

-Manifold Position Table

NAVAIR 00-80T-121

ORIGINAL6-5

(3) The aircrewman presents the remainingfoot to the plane captain who removes thedisposable footwear cover. The aircrew-man then places that foot in the cockpitand sits while keeping his hands outsidethe canopy and off of the cockpit surfaces.The ground support person places thedisposable footwear cover into the dis-posal bag and decontaminates his gloves.The aircrewman presents his hands to theground support person who removes thetemporary hand covers from the aircrew-man’s hands, places them in the disposalbag, and decontaminates his own gloves.


(5) The plane captain decontaminates hisgloves in the kill bucket and then assiststhe aircrewman with seat restraints andother aircrew systems (i.e., communica-tions cords, oxygen systems, etc.).


9. The plane captain may find it necessary toreposition the maintenance stand and repeat steps3 through 8 for additional crew members.

10. The plane captain assists the aircrew in closing thecanopy as required, descends the maintenancestand, and rolls it away from aircraft to adesignated CCA.

6.3.1.2 Ingress Without A Maintenance Stand

1. Aircrewman dons temporary hand protection(such as chemical protective socks or chemicalprotective gloves) over flyer’s gloves, in additionto all other aircrew CB IPE, before leavingdressing area.

2. A ground support person/plane captain ap-proaches the aircraft with a kill bucket which ishalf full of 5 percent bleach solution prepared inaccordance with Figure B-1, a bucket with hotsoapy water with scrub brush, and a disposableplastic bag (hereinafter referred to as the disposalbag) for containment of discarded disposablefootwear covers, capes, etc. The ground supportperson secures the disposal bag to the handle ofthe kill bucket or by the most readily availablemeans to prevent it from becoming a FOD hazard.The flight line/flight deck environment mayrequire a second ground support person to moni-tor the kill bucket and disposal bag. Once at theaircraft, the ground support person conducts spotdecontamination (with soap and water) of theaircraft fuselage and aircraft hand holds/steps (onthe starboard or port side of the aircraft dependingupon location of boarding steps/ladder) from thecanopy to the belly of the fuselage, the width ofthe canopy, and any place where the aircrewmanmay likely touch or place a foot or hand.

CAUTION


3. Ground support person decons their gloves in thekill bucket.

4. Ground support person opens and then spotdecontaminates hand/footholds or ladders.

5. Ground support person decons gloves and mo-tions for pilot to come forward and bend at thewaist. Ground support person removes the air-crew cape, places it in the disposal bag and directsthe pilot to ground hand carried flight equipmentprotective bag.

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ORIGINAL 6-6

6. Ground support person detaches and removes theaircrew’s intercom system (if required).

7. The aircrewman ascends the boarding steps untilstanding on the top boarding steps. Aircrewmanmay touch the outside of the canopy with hishands to keep balance.

Boarding steps are slippery when climbingwith temporary hand coverings over flyer’sgloves and with disposable footwear coversover flight boots. The footwear covers mayresult in the crewman slipping or falling.

8. The aircrewman presents first entry foot to groundsupport person who removes the disposablefootwear cover. Once footwear cover is removed,the aircrewman swings foot directly into thecockpit placing it on the deck without stepping onthe ejection seat. The ground support personplaces disposable footwear cover into the disposalbag and decontaminates his gloves.

9. The aircrewman presents remaining foot to theground support person who removes disposablefootwear cover. The aircrewman draws his footinto aircraft placing it on deck and sits whilekeeping his hands off of cockpit surfaces. Theground support person places disposable footwearcover into the disposal bag and decontaminateshis gloves.

10. The aircrewman presents his hands to the groundsupport person who removes the temporary handcovers from the aircrewman’s hands, places themin the disposal bag, and decontaminates his owngloves.

11. Ground support person grasps the outside of thebag containing hand carried gear, opens the bag,and present it to the aircrewman who removes thegear without touching the outside of the bag.

12. The aircrewman connects G-suit, regulator, com-munications cord, seat harness, adjust H-man-ifold (if required) and closes the canopy.

Note

If necessary, ground support person maydecontaminate gloves, mount the aircraftsteps and assist the aircrew as necessary withECS connections, communication systemsconnections, and seat harness.

6.3.2 Fixed-Wing, Non-Ejection Aircraft. Con-duct preflight inspection on the external area of theaircraft.

6.3.2.1 Ingress With A Maintenance Stand

1. Position a maintenance stand next the ingresspoint on the aircraft (the maintenance stand ispreferred over an aircraft ladder).

2. A ground support person ascends the maintenancestand with a kill bucket which is half full of 5percent bleach solution prepared in accordancewith Figure B-1 and a disposable plastic bag(hereafter referred to as the disposal bag) forcontainment of discarded disposable footwearcovers, capes, etc. The ground support personsecures the kill bucket and disposal bag to a safetyrail on the maintenance stand platform.

CAUTION


3. The ground support person opens the crew doortouching only the outside of the door and thendecontaminates his gloves in the kill bucket.

CAUTION

Doors that open and then go inside of theaircraft may require spot decontamination ofthe entire door to prevent contaminationtransfer to the inside of the aircraft.

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ORIGINAL6-7

4. A second ground support person removes theaircrew cape before the aircrewman ascendsmaintenance stand. He/she also confirms that theaircrewman is wearing a temporary pair of handcoverings (such as chemical protective socks orchemical protective gloves) over his flyer’sgloves. The ground support person places theaircrew cape in the disposal bag.

5. The aircrewman places his bag of hand-carriedflight equipment on the deck and ascends themaintenance stand. Once at the top, the aircrew-man prepares to enter the aircraft. The groundsupport person will hand the bag of hand carriedflight equipment up to the plane captain on top ofthe maintenance stand.


a. Aircrew presents either foot to the planecaptain who removes the disposable footwearcover. Aircrewman may balance himself bygrasping the interior of the aircraft at theingress point. The ground support person’suncontaminated head or shoulder may pro-vide a good balance point for some aircraftconfigurations. The ground support personplaces the discarded disposable footwearcover in the disposal bag.

Aircrew shall avoid touching external sur-faces on the aircraft. Touching externalsurfaces could transfer contamination toaircraft interior.

b. Once the disposable footwear cover is re-moved the aircrewman places the uncoveredfoot inside of the aircraft.

c. The aircrewman presents the remaining footto the plane captain who removes thedisposable footwear cover. The aircrewmanthen places that foot in the aircraft and turnswhile keeping hands off of interior aircraftsurfaces. The ground support person placesthe disposable footwear cover into thedisposal bag and decontaminates his gloves.

Aircrewman presents hands to the groundsupport person who removes temporaryhand covers from the aircrewman’s hands,places them in the disposal bag, and decon-taminates his gloves.

d. The ground support person grasps the outsideof the disposable plastic bag containing thehand-carried flight equipment and presentsthe opening to the aircrewman who removesthe flight equipment and stows it at his flightstation. The ground support person places thediscarded disposable plastic bag in thedisposal bag.

e. The ground support person decontaminateshis gloves in the kill bucket and then assiststhe next aircrewman following steps athrough d.


7. The ground support person assists the aircrew inclosing the door as required, descends the mainte-nance stand, and rolls it away from aircraft to adesignated CCA.

6.3.2.2 Ingress Without A Maintenance Stand

1. A ground support person/plane captain ap-proaches the aircraft with a kill bucket which ishalf full of 5 percent bleach solution prepared inaccordance with Figure B-1 and a disposableplastic bag (hereafter referred to as the disposalbag) for containment of discarded disposablefootwear covers, capes, etc. The ground supportperson secures the disposal bag to the handle ofthe kill bucket or by the most readily availablemeans to prevent it from becoming a FOD hazard.The flight line/flight deck environment mayrequire a second ground support person to moni-tor the kill bucket and disposal bag.

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ORIGINAL 6-8

CAUTION


2. The ground support person opens the crew doortouching only the outside of the door and thendecontaminates his gloves in the kill bucket.

CAUTION


3. Ground support person/plane captain removes theaircrew cape, placing the discarded disposableaircrew cape in the disposal bag.

4. The aircrewman places his hand-carried flightequipment, contained in a disposable plastic bag,on the deck and prepares to enter the aircraft.


a. Aircrew presents either foot to the groundsupport person/plane captain who removes thedisposable footwear cover. Aircrewman maybalance himself by grasping the interior of theaircraft at the ingress point. The ground supportperson’s uncontaminated head or shoulder mayprovide a good balance point for some aircraftconfigurations. The ground support person/plane captain places the discarded disposablefootwear cover in the disposal bag.


b. Once the disposable footwear cover is re-moved the aircrewman places the uncoveredfoot on the boarding step or inside of theaircraft.

c. The aircrewman presents the other foot to theGround support person/plane captain whoremoves the remaining disposable footwearcover. The aircrewman then places that footon the boarding step or into the aircraft. Theground support person/plane captain placesthe discarded disposable footwear cover in thedisposal bag.

d. The ground support person/plane captaingrasps the outside of the disposable plasticbag containing the hand-carried flight equip-ment and presents the opening to the aircrew-man who removes the flight equipment,enters the aircraft, and proceeds to his flightstation. The ground support person/planecaptain places the discarded disposable plas-tic bag in the disposal bag.

e. The ground support person/plane captaindecontaminates his gloves in the kill bucketand then assists the next aircrewman follow-ing steps a through d.


6. The ground support person/plane captain assiststhe aircrew in closing the door as required.

6.3.3 Rotary-Wing Aircraft (with CockpitDoors)


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ORIGINAL6-9


CAUTION


3. The ground support person/plane captain opensthe crew door touching only the outside of thedoor and then decontaminates his gloves in thekill bucket.




a. Aircrew presents a foot (the first foot whichthe aircrewman desires to use for boarding theaircraft) to the ground support person/planecaptain who removes the disposable footwearcover. Aircrewman may balance himself bygrasping hand holds on the interior of theaircraft at the ingress point. The groundsupport person/plane captain places the dis-carded disposable footwear cover in thedisposal bag.

Aircrew shall avoid touching external sur-faces on the aircraft. Footwear of the aircrewshall remain covered with disposable foot-wear cover until immediately before placingtheir feet into the aircraft. Touching externalsurfaces could transfer contamination toaircraft interior.

b. Once the disposable footwear cover is re-moved the aircrewman places the uncoveredfoot inside of the aircraft.

c. The aircrewman presents the other foot to theground support person/plane captain whoremoves the remaining disposable footwearcover. The aircrewman then places that footinto the aircraft. The ground support per-son/plane captain places the discarded dispos-able footwear cover in the disposal bag.

d. The ground support person/plane captaingrasps the outside of the disposable plasticbag containing the hand-carried flight equip-ment and presents the opening to the aircrew-man who removes the flight equipment andstows it in the cockpit. The ground supportperson/plane captain places the discardeddisposable plastic bag in the disposal bag.



Note

Steps 4 through 7 may be executed withground support person(s) moving sequen-tially from one ingress point to the next orsimultaneously with ground support per-son(s) and kill bucket/disposal bag at eachingress point.

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ORIGINAL 6-10

6.3.4 Rotary-Wing Aircraft (with Canopies)


2. Spot decontaminate the fuselage beginning at thebottom of the canopy glass (including the canopylatch) working downward to the bottom of thefuselage, across the entire width of the canopy.Ensure all handholds and steps (including theskid, and if used, the inside of the ammo bay door)are decontaminated.


CAUTION


4. The ground support person/plane captain opensthe canopy touching only the outside of thecanopy and then decontaminates his gloves in thekill bucket.

5. Plane captain checks the seat restraints ensuringthey are extended to their maximum length.




NoteStep 8 may be executed with ground supportperson(s) moving sequentially from oneingress point to the next or simultaneouslywith ground support person(s) and killbucket/disposal bag at each ingress point.

a. Port side entry:

(1) Aircrewman may enter the aircraft fromthe deck or using the ammo-bay door.From either position the aircrewmanplaces a covered left foot on the port-sidestep. Aircrewman grasps the cockpit handholds without touching the exterior of thecockpit. The aircrewman presents hisright foot to the ground support per-son/plane captain who removes the dis-posable footwear cover. The groundsupport person/plane captain places thediscarded disposable footwear cover inthe disposal bag.

(2) Once the disposable footwear cover isremoved the aircrewman places the rightfoot inside of the aircraft.

(3) The aircrewman presents the remainingfoot to the plane captain who removes thedisposable footwear cover. The aircrew-man then places that foot in the cockpit.The ground support person/plane captainplaces the discarded disposable footwearcover in the disposal bag.


(5) The ground support person/plane captaindecontaminates his gloves in the kill bucketand then assists the aircrewman with seatrestraints and other aircrew systems (i.e.communications cords, etc.).

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ORIGINAL6-11

(6) Only touching the outside surface of thecanopy, the ground support person/planecaptain assists in closing and securing thecanopy. The ground support person/planecaptain decontaminates his gloves in thekill bucket.


b. Starboard side entry:

(1) Aircrewman may enter the aircraft fromthe deck or using the ammo-bay door.From the deck, the aircrew will place leftfoot on the skid step and place his rightfoot on the fuselage step. From the ammobay door, the aircrew will place his rightfoot on the fuselage step. Aircrewmangrasps the cockpit hand holds withouttouching the exterior of the cockpit. Theaircrewman presents his left foot to theground support person/plane captain whoremoves the disposable footwear cover.The ground support person/plane captainplaces the discarded disposable footwearcover in the disposal bag.

(2) Once the disposable footwear cover isremoved the aircrewman places the leftfoot inside of the aircraft.

(3) The aircrewman presents the remainingfoot to the plane captain who removes thedisposable footwear cover. The aircrew-man then places that foot in the cockpit.The plane captain places the discardeddisposable footwear cover in the disposalbag.


(5) The plane captain decontaminates hisgloves in the kill bucket and then assiststhe aircrewman with seat restraints andother aircrew systems (i.e., communica-tions cords, etc.).

(6) Only touching the outside surface of thecanopy, the ground support person/planecaptain assists in closing and securing thecanopy. The ground support person/planecaptain decontaminates his gloves in thekill bucket.


6.3.5 Rotary-Wing Aircraft (Transport andCargo)



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ORIGINAL 6-12

CAUTION


3. The ground support person/plane captain releasesthe lower and upper door handles on the crew doorand opens the lower door touching only theoutside of the door and then decontaminates hisgloves in the kill bucket.

CAUTION


NoteAircraft such as the H-53 that do not possesssteps integral to the crew door will requirethe use of a field expedient step (e.g., anammo can) or an additional crew step toingress the aircrew though the crew door.




a. Aircrew presents either foot to the groundsupport person/plane captain who removesthe disposable footwear cover. Aircrewmanmay balance himself by grasping the interiorof the aircraft at the ingress point. Theground support person’s uncontaminatedhead or shoulder may provide a goodbalance point for some aircraft configura-tions. The ground support person/plane

captain places the discarded disposablefootwear cover in the disposal bag.


b. Once the disposable footwear cover is re-moved the aircrewman places the uncoveredfoot on the boarding step.

c. The aircrewman presents the other foot to theground support person/plane captain whoremoves the remaining disposable footwearcover. The aircrewman then places that footon the boarding step or into the aircraft. Theground support person/plane captain placesthe discarded disposable footwear cover in thedisposal bag.

d. The ground support person/plane captaingrasps the outside of the disposable plasticbag containing the hand-carried flight equip-ment and presents the opening to the aircrew-man who removes the flight equipment,enters the aircraft, and proceeds to his flightstation. The ground support person/planecaptain places the discarded disposable plas-tic bag in the disposal bag.



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ORIGINAL6-13

6.4 EGRESS IN A CONTAMINATEDENVIRONMENT

The numerous possible combinations of scenarioswith regard to contaminated or uncontaminated aircraft,ships, airfields, and aircrew make describing specificegress procedures for each scenario impractical. There-fore, a generic egress procedure for each of the fivecategories of aircraft defined in paragraph 6.3 isprovided to expedite the aircrew’s departure from theaircraft and provide optimum protection from contami-nation transfer in all scenarios. Consequently, compul-sory spot decontamination without prior detection isprescribed to reduce the risk of contamination transferand eliminate a step which may delay egress. Theseprocedures recognize the possibility that an improperlyequipped aircrew could arrive at a contaminated airfieldand therefore include provisions for egressing unpro-tected aircrew. Checklists associated with aircraftegress are located in Appendix D, Figure D-7.

These procedures assume:

1. Passengers will wear or carry the appropriate CBIPE.

2. That the situation with regard to surface/atmo-spheric contamination and CB threat condition isunderstood by both the aircraft and controllers.

3. The aircraft commander has advised terminalcontrol if aircrew is improperly equipped withIPE and has identified IPE required to egress theaircraft.

Note

Disposable CB aircrew equipment, particu-larly disposable footwear covers, may not berequired during egress if the aircrew isproceeding directly to a personnel decon-tamination site.

4. Host activity may have limited additional non-air-crew respirators, disposable footwear covers (asrequired for liquid ground contamination), andaircrew capes (as required for suspended liquidcontamination) available for recovering fixed-wing ejection (strike) aircraft or AH-1 serieshelicopter aircrews.

5. That fixed-wing non-ejection aircraft and all otherhelicopters have adequate space to carry non-aircrew respirators, disposable footwear covers,and capes onboard and cannot depend upon shipsor stations to provide adequate IPE for egress.Therefore, these aircraft should carry necessaryIPE and should be self sustaining for egressoperations in a CB environment.

6.4.1 Fixed-Wing Ejection (Strike) Aircraft

1. Aircrew procedures prior to egress. Three optionsfor aircrew are provided. Aircrew shall executethe procedure which applies to their situation.

a. Aircrew without CB IPE: If aircrew is unpro-tected and landing at a contaminated airfieldor ship (without non-aircrew respiratoraboard) the aircrew should remain on LOXsystems until non-aircrew respirator is pro-vided. Aircrews on OBOGS should switch toemergency oxygen until a non-aircrew respi-rator is provided. OBOGS has not beenqualified to provide CB protection.

� Unprotected aircrew must rely uponflight suit, boots, and gloves for protec-tion, using them to cover all exposedskin. Ground support person/plane cap-tains shall take all possible precautions toprevent contamination transfer to theaircrew during egress. Contaminationmay result in serious injury or death.Aircrew shall process through personneldecontamination station immediately.

� Aircrew should hold breath while transi-tioning from aircraft oxygen system tonon-aircrew respirator and follow instruc-tions in applicable operator’s manual fordonning and clearing non-aircrew respira-tor. Failure to properly don non-aircrewrespirator could result in injury or death.

b. Aircrew possessing non-aircrew respirator incockpit: If aircrew is unprotected and landingat a contaminated airfield or ship (withnon-aircrew respirator aboard) aircrew should

NAVAIR 00-80T-121

ORIGINAL 6-14

don and clear non-aircrew respirator as soonas is practical after landing and standby toreceive new disposable footwear covers,disposable plastic bag for flight equipment,disposable aircrew cape from the groundsupport person/plane captain.

Aircrew should hold breath while transition-ing from aircraft oxygen system to non-aircrew respirator and follow instructions inapplicable operator’s manual for donningand clearing non-aircrew respirator. Failureto properly don non-aircrew respirator couldresult in injury or death.

c. Aircrew in aircrew CB IPE: Protected aircrewwill standby to receive new disposable foot-wear covers, disposable plastic bag for flightequipment, and disposable aircrew cape fromthe ground support person/plane captain asrequired. Ensure H-manifold is in the correctposition (see Figure 6-1).

2. Ground support person/plane captain positions amaintenance stand next to the aircraft and stagesdisposable aircrew gear and spot decontaminationsupplies on the platform.

NotePackage non-aircrew respirator and all dis-posable aircrew gear in such a manner that itwill not be contaminated by liquids and canbe presented to the aircrew without contami-nation transfer from ground support person/plane captain or support equipment.

3. Ground support person/plane captain spot decon-taminates the area around the canopy and egressroute. Ground support person/plane captain de-contaminates gloves upon completion.

4. The aircrew opens the canopy and the groundsupport person/plane captain presents the aircrewwith the following items to be donned in sequence.

a. Non-aircrew respirator (if required).

b. Disposable footwear covers.

c. Disposable plastic bag. Aircrew places flightequipment in disposable plastic bag.

5. Aircrew passes flight equipment in the disposableplastic bag to the plane captain.

a. The aircrew egresses the aircraft withouttouching the outside of the fuselage, stepsonto the maintenance stand, and recoversflight equipment from the plane captain.

b. Aircrew receives and dons disposable aircrewcape.

6. For multi-seat fixed wing ejection (strike) aircraft,move the maintenance stand and repeat steps 2through 6 as required.

7. Transport aircrew to the personnel decontamina-tion station.

6.4.2 Fixed-Wing, Non-Ejection Aircraft

1. Aircrew procedures prior to egress

a. Direct passengers to appropriate MOPP levelprior to final approach.

b. Aircrew dons available respirator (if notwearing aircrew respirator) or ensures H-manifold is in the correct position (see Figure6-1), a clean pair of disposable footwearcovers, and stows all hand-carried flightequipment in disposable plastic bag. Aircrewdons aircrew cape just before departing theaircraft.

Aircrew without BTN CB IPE must relyupon flight suit, boots, and gloves forprotection, using them to cover all exposedskin. Contamination may result in seriousinjury or death.

2. Ground support person/plane captain positions amaintenance stand next to the aircraft as requiredfor egress.

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ORIGINAL6-15

3. Ground support person/plane captain spot decon-taminates the latches and hand holds around theegress route (as necessary). Ground supportperson/plane captain decontaminates gloves uponcompletion.

4. Ground support person/plane captain or aircrew(as applicable) opens crew door or lowers ramp.

5. Aircrew and passengers egress the aircraft via theramp or the crew door.

6. Transport aircrew and passengers to the personneldecontamination station.

6.4.3 Rotary-Wing Aircraft (With CockpitDoors)

1. Aircrew procedures prior to egress.


b. Aircrew dons available respirator (if notwearing aircrew respirator), a clean pair ofdisposable footwear covers, and stows allhand-carried flight equipment in disposableplastic bag. Aircrew dons aircrew cape justafter departing the aircraft.

Aircrew without BTN CB IPE must rely uponflight suit, boots, and gloves for protection,using them to cover all exposed skin. Contam-ination may result in serious injury or death.

2. Ground support person/plane captain spot decon-taminates the latches and hand holds around theegress routes of crew and sliding doors. Ensure allhandholds and steps (including the skids) aredecontaminated. Ground support person/planecaptain decontaminates gloves upon completion.

3. Ground support person/plane captain or aircrew(as applicable) opens crew door.

Note

Disposable CB aircrew equipment, particu-larly disposable footwear covers, may not berequired during egress if the aircrew isproceeding directly to a personnel decon-tamination site.

4. Aircrew passes hand-carried flight equipment inthe disposable plastic bag to the ground supportperson/plane captain.

5. The aircrew egresses the aircraft and recoversflight equipment from the ground support person/plane captain.

6. Aircrew dons disposable aircrew cape.

7. Repeat steps 2 through 6 for each egress point.


6.4.4 Rotary-Wing Aircraft (With Canopies)

1. Aircrew procedures prior to egress. Three optionsfor aircrew are provided. Aircrew shall executethe procedure which applies to their situation.

a. Aircrew without CB IPE: If aircrew is unpro-tected and landing at a contaminated airfieldor ship (without non-aircrew respiratoraboard) the aircrew should land upwind and asfar from the source of contamination aspossible. Aircrew should remain in the cock-pit with the canopy closed until a non-aircrewrespirator is passed through the canopy.

Unprotected aircrew must rely upon flightsuit, boots, and gloves for protection, usingthem to cover all exposed skin. Groundsupport person/plane captains shall take allpossible precautions to prevent contaminationtransfer to the aircrew during egress. Contami-nation may result in serious injury or death.Aircrew shall process through personnel de-contamination station immediately.

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ORIGINAL 6-16

b. Aircrew possessing non-aircrew respirator incockpit: If aircrew is unprotected and landingat a contaminated airfield or ship (withnon-aircrew respirator aboard) aircrew shoulddon and clear non-aircrew respirator as soonas is practical after landing and standby toreceive new disposable footwear covers,disposable plastic bag for flight equipment,disposable aircrew cape from the groundsupport person/plane captain.

c. Aircrew in aircrew CB IPE: Protected aircrewwill standby to receive new disposable foot-wear covers, disposable plastic bag for flightequipment, and disposable aircrew cape fromthe ground support person/plane captain asrequired.

2. Ground support person/plane captain stages dis-posable aircrew gear and spot decontaminationsupplies next to the aircraft.

Note

Package non-aircrew respirator and all dis-posable aircrew gear in such a manner that itwill not be contaminated by liquids and canbe presented to the aircrew without contami-nation transfer from ground support person/plane captain or support equipment.

3. Ground support person/plane captain spot decon-taminates the fuselage beginning at the bottom ofthe canopy glass (including the canopy latch)working downward to the bottom of the fuselage,across the entire width of the canopy. Ensure allhandholds and steps (including the skid, and ifused, the inside of the ammo bay door) aredecontaminated. Ground support person/planecaptain decontaminates gloves upon completion.

4. The aircrew opens the canopy and the groundsupport person/plane captain presents the aircrewwith the following items to be donned in sequence.

a. Non-aircrew respirator (if required).

b. Disposable plastic bag. Aircrew places flightequipment in disposable plastic bag andaircrew passes flight equipment in the dispos-able plastic bag back to the ground supportperson/plane captain.

5. The aircrew egresses the aircraft by presenting afoot to the ground support person/plane captainwho covers it with a disposable footwear cover.The aircrewman swings his body out of theaircraft placing the covered foot on an aircraft stepand presents the uncovered foot to the groundsupport person/plane captain who covers it with adisposable footwear cover. The aircrew then usesthe aircraft steps to dismount the aircraft.

Note

Cockpit configuration makes donning dis-posable footwear covers inside the aircraftinfeasible. Disposable footwear covers andcapes should be donned once the crewman isoutside of the aircraft, before stepping on theflight deck/flight line.

6. Aircrew receives his flight equipment and donsdisposable aircrew cape.

7. Repeat steps 2 through 6 for the second aircrewman.

Note

These steps may be conducted sequentiallyor simultaneously.

8. Transport aircrew to the personnel decontamina-tion station

6.4.5 Rotary-Wing Aircraft (Transport andCargo)

1. Aircrew procedures prior to egress.


b. Aircrew dons available respirator (if notwearing aircrew respirator), a clean pair ofdisposable footwear covers, and stows allhand-carried flight equipment in disposableplastic bag. Aircrew dons aircrew cape justbefore departing the aircraft.

NAVAIR 00-80T-121


Aircrew without BTN CB IPE must rely uponflight suit, boots, and gloves for protection,using them to cover all exposed skin. Contam-ination may result in serious injury or death.

2. Ground support person/plane captain spot decon-taminates the latches and hand holds around theegress route (as necessary). Ground support

person/plane captain decontaminates gloves uponcompletion.

3. Ground support person/plane captain or aircrew(as applicable) opens crew door or lowers ramp.

4. Aircrew and passengers egress the aircraft via theramp or the crew door.


EG 01-E2AAB-1


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ORIGINAL7-1

CHAPTER 7

Chemical and BiologicalAvoidance (Detection)

7.1 GENERAL

The principles and equipment discussed in this chapterprovide an overview of detection capabilities available toNavy and Marine aviation forces. In many cases, theequipment described in this chapter is not organic to theaviation unit, but can be sourced from the ship on whichembarked or the shore facility from which operating.USMC aviation units are equipped with a modest supplyof detection equipment. If operating as part of a MarineAir-Ground Task Force (MAGTF), a more robustcapability will exist due to the ability of the commanderto redistribute detection equipment from other elements ofthe MAGTF to the air combat element. Users should referto specific technical manuals or NTRP 3-20.31.470,“Naval Ships’ Technical Manual,” Chapter 470, fordetails on specific operating procedures. Chapter 10,Aircraft Handling and Operations in a CB Environment,provides general guidance and recommendations on whenand where detection equipment should be used. Asummary table of the detectors is described in this chapter,as well as several devices available to organizations withunique mission requirements, are shown in Figure 7-1.

Remote detection is the capability to detect CB threatagents away from a ship or shore facility. Ideally, itprovides advanced warning before the arrival of an agentat a ship or facility to allow time for avoidancemaneuvering and/or implementation of protective mea-sures. However, the term, “remote,” could imply aremotely placed detector. Therefore, the term “standoffdetector” is used to specify a detector that can detect CBthreat agents at a distance from the detector. A remotedetector is one that transmits a detection indication to aremote location.

Point detection provides warning of the arrival of CBmaterial in the immediate vicinity of the detector. This canbe accomplished either automatically or with periodicmonitoring. An automatic point detector includes anaudio and/or visual alarm that calls attention to the factthat CB material has arrived at the specified location.Point detection by periodic monitoring is accomplished

via the use of chemical reagents that change color in thepresence of CB materials. Air samplers or strips ofdetection paper are placed at preselected locations and arethen checked by human operators on a scheduled basis.

Monitoring is the use of sensors to establish thepresence or absence of chemical agents in vapor form inthe atmosphere or in liquid form on a surface. In thefollowing sections, brief descriptions are provided for thevarious items of equipment available for standoff detec-tion, hand-held chemical vapor detection, liquid chemicaldetection, and aerosol biological agent detection.

7.2 STANDOFF DETECTORS

7.2.1 Chemical Warfare Directional Detector(CWDD). The CWDD (Figure 7-2), AN/KAS-1A, is aship-mounted, manually operated passive sensor that candetect nerve agent vapor at distances of up to 5 kilometersfrom a ship. Although not specific to naval aviation, forthose ships on which the system is mounted, it can benefitembarked aviation units when the ship maneuvers toavoid contamination or by providing early warning thatcould allow aviation units to take contamination avoid-ance measures on embarked aircraft. A complete descrip-tion of the CWDD is provided in NTRP 3-20.31.470 orin SW073-AA-MMO-010, NAVSEA Technical Manual,AN/KAS-1A.

7.2.2 M21 Remote Sensing Chemical AgentAutomatic Alarm (RSCAAL). The M21 (Figure7-3) is a ground-mounted, automatic, passive sensorthat can detect nerve and blister agent vapor at distancesup to 5 kilometers. Although not specific to navalaviation, it is organic to specific USMC units, likeMAGTFs which include an aviation combat element. Itcould be employed at Forward Arming and RefuelingPoints (FARPs) or permanent/expeditionary airfields. Itwould not be suitable to augment an amphibious ship,because the sensor unit must be still and stable in orderto function effectively. Although not organic to Navy orMarine aviation forces, if placed at an airfield or FARP,the M21 could provide sufficient early warning for

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ORIGINAL 7-2

DETECTORNAME

CHEM orBIO

DETECTOR

DETECTORCAPABILITIES

(agents; liquid orvapor, etc)

CHARACTERISTICS:MANUAL or

AUTOMATIC, POINTvs STANDOFF, etc. LIMITATIONS NAVY USMC

TextReference

Section

AN/KAS-1A Chemical WarfareDirectionalDetector (CWDD)

Chem Nerve (G, V) Manual, standoff Nerve only. 5 kmdetection limit,unable todetermine rangeto threat, unableto discriminatebetweenG-agents

Xship-mounted

7.2.1

M21 Remote Sensing ChemicalAgent AutomaticAlarm (RSCAAL)

Chem Nerve and blisteragents

Automatic, passive,ground-portable,standoff

5 kmline-of-sightdetection limit, unable todetermine rangeto threat, will notwork shipboard

X 7.2.2

Chemical AgentMonitor/ImprovedChemical AgentMonitor (CAM/ICAM)

Chem Used to monitor forchemical agentvapors and provide areadout of relativeconcentration. CAM:G series nerve and Hseries blister; ICAM:nerve and mustard

Automated,battery-operated,hand-held

ICAM not qualified for Naval aviation orshipboard use

X 7.3.2

Shipboard AutomaticChemical AgentDetector andAlarm (ShipACADA)

Chem Nerve (G, V), blister (HD, etc);ignores presence ofcommon interferents

Automatic, hand-held,portable

Nerve andblister only

Xship-mounted

7.3.3

AutomaticChemical AgentDetector andAlarm (ACADA)

Chem Nerve (G, V), blister (HD, etc);ignores presence ofcommon interferents

Automatic, hand-held,portable

Nerve andblister only

X X 7.3.3

Chemical AgentPoint DetectorSystem (CAPDS)

Chem Nerve (G, V) vapors Automatic, point Nerve only Xship-mounted

7.3.4

IPDS Improved(Chemical Agent)Point DetectorSystem

Chem Nerve (G, V), andH-series blisteragents

Automatic, point Nerve andblister only

Xship-mounted

7.3.5

M-8 DetectorPaper

Chem M-8 paper detectsliquid nerve (G andV series), blister (H-series, L, CX),blood (AC, CK)agents

Manual, hand-held,portable

Paper cannot beused to detectchemical agentsin water, vapor oraerosols; cannotread resultsunder red light

X X 7.4.1

M-9 DetectorPaper

Chem Identify thepresence of liquidchemical agentaerosols: liquidnerve (G, V), blister(H, L)


Identity ofspecific agentscannot bedetermined;cannot readresults underred light

X X 7.4.2

M256/M256A1Chemical Agent Detector Kit

Chem M-8 paper detectsnerve (G and V series), blister (H-series, L, CX),blood (AC, CK)agents


Detects chemicalagents in vaporform, but cannotperform watertests;cannot readresults under redlight

X X 7.3.1

Figure 7-1. Chemical and Biological Avoidance (Detection) Summary Table (Sheet 1 of 2)

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DETECTORNAME

TextReference

SectionUSMCNAVYLIMITATIONS

CHARACTERISTICS:MANUAL or

AUTOMATIC, POINTvs STANDOFF, etc.

DETECTORCAPABILITIES

(agents; liquid orvapor, etc)

CHEM orBIO

DETECTOR

M–272 Water TestKit

Chem Can detect hazardous levels ofnerve, blister, andblood agent intreated anduntreated water inabout 20 minutes.


The M-272 wasfielded in 1984and does notmeet current lowlevels detectionrequirements forall agents.

FDPMUs andExpeditionaryunits

X 7.6

Draeger Tube Chem Vapors, aerosols:special tubesavailable for variouschem agents andTICs


agent-specific X SelectedUnits

7.3.6.1

Hapsite GasChromatograph/Mass Spectrome-ter (GC/MS)

Chem Volatile organic compounds (VOCs— components ofnerve agents)

Manual, portable NEPMUs andFDPMUs only

SelectedUnits

7.3.6.3

Photo-Ion Detector Chem Detects vapors andgases with ionization potentialbelow 10.6 eV

manual, portable Not agentspecific

X SelectedUnits

7.3.6.2

TravelIR/HazMatID (FTIRSpectroscopy)

Chem Identify liquids andsolids

Manual, portable NEPMUs andFDPMUs only

M93A1 FOX NBCReconnaissanceSystem

Chem, Bio Nerve and blisteragents (RSCAAL)

Point (ChemicalBiological MassSpectrometer), self-contained, highspeed, high mobilityunit

Not a shipboardsystem

MarineDivision

Only

7.2.3

Hand Held Assay(HHA)

Bio Used to manuallyassayparticulates

Passive/manual, point,portable, immunoassaywith 15 minute response time

Detect to treat X X 7.5.2

Dry Filter Unit(DFU)

Bio Not actual detector,but used in conjunc-tion with other sam-pling and detectionsystems to rapidlyconfirm identificationof BW agents

High volume air sampler only — for 1) periodic air samples(detect covertreleases) or 2) at suspected incidentscenes

Detect to treat,approx. 2 hoursto pathogen IDfrom samplereceipt

X X 7.5.2

Enzyme-Linked ImmunosorbentAssay (ELISA)

Bio Not actual detector,but used in conjunc-tion with other sam-pling and detectionsystems to rapidlyconfirm identificationof BW agents

Manual sample processing, automatic ID

Detect to treat,approx.10 hours topathogen IDfrom sample receipt

NEPMUs andFDPMUs only

Automated PCR/Joint BiologicalAgent Identificationand DetectionSystem (JBAIDS)

Bio Not actual detector,but used in conjunc-tion with other sam-pling and detectionsystems to rapidlyconfirm identificationof BW agent

Manual sample processing, automatic ID

Detect to treat,approx. 2 hoursto pathogen IDfrom samplereceipt

NEPMUs,FDPMUs,afloat labs

CBIRF only

Joint BiologicalPoint DetectionSystem (JBPDS)

Bio Used to collect andmanually assayairborne particulates

Automatic, standalone Detect to treat Limitedshipboarddistribution todate

Plannedfielding onJSLNBCRs

Portal Shield Bio Used to collect andmanually assay airborne particulates

Automatic, shore-based networks

Detect to treat X Installations

Figure 7-1. Chemical and Biological Avoidance (Detection) Summary Table (Sheet 2)

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Figure 7-2. CWDD, AN/KAS-1/A

Figure 7-3. M21 Remote Sensing Chemical Agent Automatic Alarm

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aviation units to take contamination avoidance mea-sures on aircraft. A complete description and operatinginstructions for the M21 RSCAAL is provided in TM09676A-10/1, Operation Instructions for Remote Sens-ing Chemical Agent Alarm System, Model M21.

7.2.3 M93A1 NBC Reconnaissance System(FOX). The M93A1 (Figure 7-4) is a lightly armoredcombat vehicle that contains an array of CB detectioncapabilities. Among the general capabilities are mobility,ability to swim, digitized and secure communications, aglobal positioning system (GPS), and automatic alarmreporting. CB detection capabilities include an onboardmass spectrometer for analyzing chemical warfare materi-al samples, M21 RSCAAL, and hand-held chemicaldetectors. The M93A1 is organic to larger USMCMAGTFs like the Marine Expeditionary Force (MEF),which consists of a Marine Division, Air Wing, and ForceServe Support Group. But it could be located in smallerMAGTFs such as the Marine Expeditionary Unit (MEU),which consists of a reinforced rifle battalion, a reinforcedmedium lift helicopter squadron, and a combat servicesupport element. Although not organic to Navy or Marineaviation forces, if in place at an airfield or FARP, theM93A1 could provide sufficient early warning via the

M21 for aviation units to take contamination avoidancemeasures on aircraft. The hand-held detectors aboard thevehicle could also be used to augment aviation monitoringrequirements ashore and on amphibious ships if thevehicle is embarked as part of a MAGTF.

7.3 HAND-HELD CHEMICAL VAPORDETECTORS

7.3.1 M256/M256A1 Chemical Agent DetectorKit. The purpose of the M256/M256A1 (Figure 7-5)is to detect and classify toxic chemical agents in vaporand liquid forms. The kit provides a man-portablecapability for detecting operational concentrations ofnerve, blister, and blood agents. It could be used as partof an initial survey and detection effort or as a check forthe efficiency of decontamination efforts. The kitcontains 12 individually packaged sampler-detectors(Figure 7-6), a set of instruction cards for the samplerdetectors, and a booklet of M-8 chemical agent detectorpaper. These components are packed in a small plasticcase that has a shoulder strap and a waist strap. Thesampler-detectors are vapor detectors. In a singleexposure (each sampler-detector or sheet of M-8 paperis designed to be used once and then disposed of),

Figure 7-4. M93A1 NBC Reconnaissance Vehicle

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ORIGINAL 7-6

sampler-detectors detect nerve agent (V and G series),blister (H-series, L, CX) and blood agents (AC andCK). The M-8 paper is used to detect liquid nerve andblister agents. Sampler-detectors contain reagents thatrespond with specific color changes upon contact withthe vapors of specific chemical agents.

Figure 7-5. M256/M256A1 Chemical Agent Detector Kit

� Personnel who are color-blind shall notanalyze M256A1 sampler-detector testresults. The tests are based on colorcomparisons. An incorrect reading of testresults could lead to premature removal ofprotective clothing and cause casualties.

� When conducting tests at night, do notperform the tests under red light. A redlight can conceal a positive responsewhen testing for blood or blister agentsand can make the interpretation of otherresults difficult. If using a flashlight, thered lens should be removed.

M256/M256A1 detector kits are organic and avail-able to USMC aviation units. M256/M256A1 kits arealso used by damage control personnel aboard ships andmay be available to support aviation requirements.Shore-facility disaster preparedness officers may beable to provide detector kits to units operating at Navalfacilities ashore. Due to the time required to achieve testresults (17 to 20 minutes), the M256/M256A1 kitshould be used in conjunction with other detection

Figure 7-6. M256/M256A1 Sampler-Detector

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ORIGINAL7-7

devices. The recommended use is as a validation test tocorroborate other detection equipment results, althoughthe kit could be used by itself if no other detectionequipment is available. Sampler-detectors and M-8paper are subject to false positive indications. Moderateto extreme cold temperature conditions also affect thekit. The following conditions can produce false posi-tives on the sampler detector.

1. Use of an outdated sampler-detector or touchingsampler-detector test spots with fingers or gloves.

2. Exposure of sampler-detector to heavy rain orother forms of water.

3. Exposure of the test spots to direct sunlight whileconducting tests.

4. Exposure of the sampler-detector to smoke.

5. Exposure of sampler-detector in areas wherecalcium hypochlorite has been used. The Lewisiteand blister agent tests are particularly susceptible.

A training kit that will provide simulated positivereactions for various tests of the sampler detector isavailable. A complete description and operating in-structions of the M256/M256A1 are provided in NTRP3-20.31.470 and TM 3-6665-307-10, Operator’sManual for Chemical Agent Detector Kit M256(6665-01-016-8399) M256A1 (6665-01-133-4964).

7.3.2 Chemical Agent Monitor/ImprovedChemical Agent Monitor (CAM/ICAM). TheCAM and ICAM (Figures 7-7 through 7-9) arebattery-operated, hand-held, real-time, point-vaporsensors capable of automatically identifying and pro-viding the relative concentration of G series nerve andH series blister agent vapors. The primary uses ofCAM/ICAM are to search out clean areas; to search andlocate contamination on personnel, equipment, ships’structures, aircraft and land vehicles, buildings andterrain; and to monitor the effectiveness of decontami-nation. The CAM/ICAM also can be used to monitorcollective protection shelters. The CAM/ICAM re-sponds to nerve and mustard agent vapors down to thelowest hazard that could affect personnel over a shortperiod. The CAM/ICAM is not a detector. It is a monitorthat can become contaminated and overloaded (satu-rated). The CAM/ICAM reports conditions only at the

Figure 7-7. CAM/ICAM

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ORIGINAL 7-8

Figure 7-8. Full CAM/ICAM Display

Figure 7-9. Typical CAM/ICAM Displays

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ORIGINAL7-9

front of the inlet nozzle. It is only a point monitor andcannot give a realistic assessment of the vapor hazardover an area from one position. When conductingreconnaissance with the CAM/ICAM in a windy area(such as onboard ship, ground surface winds at 8 kmphor higher) use a funnel, paper cone, or a can with a holethe size of the CAM probe punched in it.

The CAM/ICAM draws in air and samples it forcontamination. It indicates the level of contaminationon a bar graph indicator. When very light concentrationsare present, the CAM/ICAM samples for a longerperiod of time to reduce the possibility of falseindications. When an agent vapor is detected, theCAM/ICAM will provide a bar graph indication of therelative concentration of the sample. Although veryclose to what is actually there, the indication is only anapproximation of the concentration. If vapor is notpresent, the instrument will not provide an indication.If vapors are transient, the CAM will provide intermit-tent indications. This is primarily a function of weather,time of exposure, and the challenge presented.

The CAM/ICAM has not been qualified and issuedfor naval aviation applications or aboard surface shipsexcept for hospital ships (for personnel survey). It isorganic to USMC ground and aviation units and mayhave application aboard amphibious ships or ashore.

CAM/ICAM is susceptible to false positivealarms when exposed to many interferentsoften present on naval vessels and in aviationapplications. False positives may result inerroneous decisions which may cause seri-ous injury or death. The situations mostlikely to give a false response are in enclosedspaces or when sampling near strong vaporsources, for example, in a motor pool enginetest bay. If possible, get to know localenvironment during training periods. Deter-mine if, for example, there are any responsesin the galley, the sick bay, flight deck,aircraft, or the hangar. Common interferentsare presented below.

1. Aromatic vapors. Included in this category aregroups of materials such as perfumes and foodflavorings. Some brands of after shave andperfume can give a response in G mode whenCAM is held close to the skin, for example as incasualty handling procedures. Some sweets suchas peppermints and cough lozenges and mentholcigarettes can cause a response in G mode if thebreath is exhaled directly into the CAM inlet.

2. Cleaning compounds. Some cleaning compoundsand disinfectants contain additives that give thema pleasant smell. Some of these additives such asmenthol and methyl salicylate (MS) can give falseresponses in the H-mode. Ammonia gives a falseresponse in the G-mode. Cleaning materials are,by nature, spread over large surface areas and,therefore, provide a considerable vapor source,particularly in enclosed spaces.

3. Smoke and fumes. The exhaust from some rocketmotors and the fumes from some munitions cangive responses.

A complete description and operating instructionsfor the CAM are provided in TM 09717A, Operator’sTechnical Manual with Component List ChemicalAgent Monitor CAM I and CAM II. A completedescription and operating instructions for the ICAM areprovided in TM 3-6665-343-10. Tactics, techniques,and procedures for employing the CAM/ICAM can befound in MCWP 3-37.2A, Chemical and BiologicalContamination Avoidance and in NTTP 3-11.27/MCWP 3-37.2, NBC Protection.

7.3.3 Automatic Chemical Agent Detector andAlarm/Shipboard Automatic Chemical AgentDetector and Alarm (M22 ACADA/MK26 ShipACADA). The ACADA/Ship ACADA (Figures7-10 and 7-11) is a portable (approximately 30pounds) point chemical warfare agent vapor detectorcapable of automatic detection and identification ofnerve and blister agent vapors. The detector samplesair in the vicinity of the nozzle for the presence ofnerve and blister chemical agents. Therefore, vaporsmust come in contact with the sampler nozzle. Airsample conditions a short distance away from thedetector may be quite different, and a change in winddirection could quickly bring a hazardous level ofagent vapor to a previously safe area. The Ship

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ORIGINAL 7-10

Figure 7-10. M22 ACADA

Figure 7-11. MK26 Ship ACADA

ACADA has been developed to ignore interferentscommon aboard ships. Both Navy ships and USMCMAGTFs are issued ACADA (USMC) or ShipACADA (Navy), but neither device is presentlyqualified and issued for naval aviation applications.However, as part of an overall detection system, theACADA/Ship ACADA could have utility in aviationapplications. Recommended uses are to place theACADA/Ship ACADA downwind or inside ofaircraft and equipment suspected of being chemicallycontaminated, or downwind or inside of decontami-

nated aircraft. A complete description of the ShipACADA is provided in NAVSEA SW073-AF-MMO-010 and for the M22 ACADA in USMC TM10434A-12&P, Operator’s and Unit MaintenanceManual (Including Repair Parts and Special ToolsList) for Alarm, Chemical Agent, Automatic: M22.

7.3.4 Chemical Agent Point Detection System(CAPDS) MK 21 MOD 1. CAPDS is an installed(aboard ships), automatic vapor sensor that providespoint detection of G-series and V-series nerve agents.The CAPDS provides a means of continuouslysampling outside air and automatically indicating thepresence of agent by audible and visual alarms.Although not specific to naval aviation, for those shipson which the system is mounted, it can benefitembarked aviation units by providing warning thatchemical contamination is present and that protectionand avoidance measures must be taken. It may also givean indication of potential decontamination require-ments. A complete description of the CAPDSis provided in NTRP 3-20.31.470 or in SW073-AB-MMO-010, NAVSEA Technical Manual, CAPDS.

7.3.5 Improved (Chemical Agent) PointDetector System (IPDS). The IPDS is an installed(aboard ships), automatic vapor sensor that providesreal-time point detection of several nerve and blisteragents. The IPDS continuously samples outside air andautomatically indicates the presence of an agent viaaudible and visual alarms. It detects G-series nerve agents(including GA, GB, GD, and GF), V-series nerve agentssuch as VX- and H-series blister agents, for example, HD.Each system has a port and a starboard External AirSampling Unit (EASU) and a port and a starboardDetector Unit (DU). Each EASU continuously collects airfrom outside the ship and sends some of it to theassociated DU for analysis. If a chemical agent is detected,the DU sends an alarm to the Control Display Unit(CDU), which is located in either DC Central (DCC) orthe Central Control Station (CCS), and to the RemoteDisplay Unit (RDU) on the Bridge. Although not specificto naval aviation, for those ships on which the system ismounted, it can benefit embarked aviation units byproviding warning that chemical contamination is presentand that protection and avoidance measures must betaken. It may also give an indication of potentialdecontamination requirements. A complete description ofthe IPDS is provided in NTRP 3-20.31.470 and NAVSEAS9437-A8-MMM-010.

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ORIGINAL7-11

7.3.6 Commercial Off the Shelf (COTS).Marine Expeditionary Units (MEUs) are equipped witha variety of COTS detection devices as part of theEnhanced NBC program. USMC aviation units mayhave access to this specialized equipment if embarkedas part of a MEU. Current detectors are summarized inthe following paragraphs.

7.3.6.1 Draeger Tube. Draeger tubes operate simi-larly to the M256/M256A1, in that both use the principleof reagent color change to indicate the presence ofchemical materials. Draeger tubes contain reagent ab-sorbed to a silica material that is contained inside the tube.The tube is held close to a suspected source of chemicalcontamination, while air is pulled through the tube byelectric or mechanical pump. Appropriate color changeindicates positive reaction for the agent in question.Draeger tubes are available for many chemical warfareagents and toxic industrial materials. Damage controlmenon ships also use Draeger tubes to detect for choking agentCG (phosgene).

7.3.6.2 Photo Ion Detector (PID). The PID is ahand-held, battery-operated device that contains sen-sors that will provide the concentration of specific toxicindustrial materials (TIMs). The TIM sensors can bechanged to sample for a variety of vapors. The PID alsocontains an oxygen sensor that will alarm in oxygen-deficient environments.

7.3.6.3 Hapsite. The Hapsite is a portable, multi-power source gas chromatograph/mass spectrometer(GC/MS). It is designed to detect and provide theconcentration of volatile organic compounds (VOC).VOCs are a principal constituent of nerve agents.

7.4 LIQUID CHEMICAL DETECTORS

7.4.1 M-8 Chemical Agent Detector Paper.M-8 detector paper (Figure 7-12) is a chemicallytreated, dye-impregnated paper, perforated for easyremoval. Liquid nerve (G-series and V-series) andH-series blister agents can be identified by colorchanges on the paper. A packet of M-8 paper in bookletsis a component of the M256A1/M256 kit. A bookletconsists of 25 split sheets (50 separate applications). Itis used for detection and monitoring. M-8 paper can beordered separately from the M256A1 kit under NSN6665-00-050-8529.

� Personnel who are color-blind shall notanalyze M-8 paper test results. The testsare based on color comparisons. Anincorrect reading of test results couldlead to premature removal of protectiveclothing and cause casualties.

� M-8 paper will give a false positiveresponse when exposed to certain sub-stances including training simulants (oil ofwintergreen) and some decontaminants.

� When conducting agent tests at night withM-8 paper, do not perform the tests underred light. A red light may conceal apositive response when testing for blisteragents and can make the interpretation ofother results difficult. If using a flashlight,the red lens should be removed.

Figure 7-12. M-8 Chemical Agent Detector Paper

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ORIGINAL 7-12

When M-8 paper contacts liquid chemical agents,the color changes are matched to a color comparisonchart, which is printed on the inside front cover of thebooklet, for identification.

M-8 paper can be used for either point detection ormonitoring. In the monitoring mode, the paper can betaped on aircraft surfaces to monitor for the arrival ofagent droplets. Although it can detect an attack almostinstantaneously, it must be monitored visually. In thepoint detection mode, during post-attack survey, blot —do not rub — the paper on the surfaces being monitored.A complete description M-8 paper is provided in NTRP3-20.31.470 or in Army TM 3-6665-307-10.

7.4.2 M-9 Chemical Agent Detector Paper.M-9 chemical agent detector paper (Figure 7-13) is achemically treated, dye-impregnated paper. The pres-ence of liquid chemical agents can be detected by colorchanges to M-9 paper. M-9 paper differs from M-8paper in that it will only detect the presence of liquidchemical agent; it will not identify the agent. The onlycolor change associated with M-9 paper is red andshades of red (red, red-brown, red-purple, or pink). It isissued as single roll (30 feet of paper) and is containedin a cardboard dispenser with a serrated metal edge forcutting. A moisture-proof, resealable bag is providedfor storing the dispenser after it is removed from itsoriginal package. M-9 paper has adhesive on the reverseside for attachment to surfaces and clothing. The

adhesive side is covered in the dispenser by a strip ofolive drab (OD) paper. M-9 paper will not stick to dirty,oily, or greasy surfaces. A complete description of M-9paper is provided in NTRP 3-20.31.470 or in ArmyTM-3-6665-311-10, Operator’s Manual Paper, Chemi-cal Agent Detector: M-9.

� Personnel who are color-blind shall notanalyze M-9 paper test results. The testsare based on color comparisons. Anincorrect reading of test results couldlead to premature removal of protectiveclothing and cause casualties.

� When conducting agent tests at nightwith M-9 paper, do not perform the testsunder red light. A red light may conceala positive response and can make theinterpretation of other results difficult. Ifusing a flashlight, the red lens should beremoved.

� A number of substances or conditionscan produce unreliable or false positivetest results with M-9 paper. These sub-stances and conditions are listed below.

Figure 7-13. M-9 Chemical Agent Detector Paper

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ORIGINAL7-13

—Temperature above 125 �F (52 �C)

—Scuffs

—Brake fluid

—Aircraft surface cleaning compound

—Gasoline

—Grease

—Petroleum based hydraulic fluid

—Insect repellent and spray

—Lubricating oil

—Antifreeze

—Sand color camouflage stick

—FS smoke screen.

The detector paper will work in rain, snow, and sleet,but should be changed when soaked because the paperwill not immediately respond to agents when wet.Response time increases at temperatures below freez-ing. It may take several minutes for color to appear. M-9paper can be used for either point detection ormonitoring. For point detection, the paper can be placedon equipment or aircraft surfaces or attached tochemical protective clothing. When monitoring forliquid agent contamination of a surface during post-at-tack surveys, take a piece of detector paper, and blot thedeck or surface around the suspected area. Do not scrapeor rub detector paper across rough surfaces, as scuff-marks will cause false readings. M-9 paper has anextendable 3-year shelf life. The discard date is stampedon the shipping bag and the dispenser box.

7.5 BIOLOGICAL DETECTION

7.5.1 Confirmation that a Biological AttackHas Occurred. Establishing definitively that abiological attack has occurred is difficult. It is normalfor a small percentage of personnel to be ill due to theeffects of naturally occurring pathogens. Occasionally,there are outbreaks of illness that affect a largerpercentage. This could be due to natural causes, but thefollowing developments could indicate that a biologicalwarfare agent is responsible.

1. The number of casualties reaches epidemic pro-portions within hours to 3 days, most within a24-hour period.

2. The infection rate or death rate is higher thannormally expected for the disease.

3. An outbreak of a disease occurs in an area of theworld where it is not normally encountered.

4. Personnel working in a protected environment donot contract the disease.

5. Outbreak of multiple diseases occurs.

To confirm that a biological attack was responsible,samples collected by a biological detection system,environmental samples collected by repair parties, orbiomedical samples collected by medical personnel arecrucial. A comprehensive discussion of biologicalweapons effects and countermeasures is provided inNTTP 3-11.31/MCWP 3-37.1C, “Tactics, Techniquesand Procedures for Biological Surveillance.”

7.5.2 Dry Filter Unit (DFU) and Hand-HeldAssay (HHA). The DFU (Figure 7-14) is an envi-ronmental air sampling system designed to be used withbiological agent assays and confirmatory laboratoriesto provide a “Detect to Treat” capability for U.S. Navalforces ashore and afloat. While the DFU only collectssamples, HHA tickets can manually identify a varietyof biological agents. The DFU and HHA may beemployed for periodic environmental sampling todetect covert releases or may be used to collect airsamples from a suspected incident scene. The DFU isa high-volume air sampler designed to collect airborneparticulate matter as it is drawn through a 1-micronfilter. Used filters are removed from the unit and theresidue rinsed into a buffer solution. The sample

Figure 7-14. Dry Filter Unit

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ORIGINAL 7-14

solution is analyzed via hand held assays (HHAs)(Figure 7-15.) for the detection and identification ofbiological agents. In addition, the sample solutionand HHAs will require transport to a confirmatorylaboratory for further analysis. DFU and HHA are notorganic to USN and USMC squadrons embarked onships or ashore. However, support can be coordinatedwith ship damage control personnel, shore-basedpreventative medicine, and disaster preparedness

Figure 7-15. Hand-Held Assay

officers, and MEU NBC personnel (MEU-enhancedNBC packages are equipped with HHA only. MEUsdo not possess the DFU). A complete description ofDFUs and HHAs is provided in NTRP 3-20.31.470

7.6 M272 WATER TESTING KIT

The M272 water test kit was designed and fieldedby the Department of the Army to answer the need fora test to detect water contamination by nerve agent,blister agent, cyanide (“blood” agent), or Lewisite.An enclosed instruction card enables the operator toconduct all the tests required to identify these threatagents. Combat drinking–water standards estab-lished in 1975 were in effect at the time the M272 kitwas first distributed for use in the field (May 1984).The M-272 does not meet current low levels detectionrequirements for all agents. Each kit contains enoughreagents for tests on 25 separate water samples. Thislightweight kit can be operated between 32 �F (0 �C)and 125 �F (52 �C). The operator can easily conductthe full range of tests in 20 minutes when thetemperature is between 50 �F and 105 �F; at lowertemperatures, the water samples and the nerve agentticket should both be warmed before beginningtesting. Water that is too hot may cause foaming in thedetector tubes; therefore, water at temperaturesbetween 105 �F and 125 �F should be cooled beforetesting. See TM 3-6665-319-10, Operator’s Manualfor M272 Water Testing Kit, for further information.

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CHAPTER 8

Chemical and BiologicalContamination Control

8.1 OBJECTIVES OF CONTAMINATIONCONTROL

NATO defines contamination control as “proce-dures to avoid, reduce, remove or render harmless,temporarily or permanently Nuclear, Biological, orChemical (NBC) contamination for the purpose ofmaintaining or enhancing the efficient conduct ofmilitary operations.” The goals of contaminationcontrol are threefold.

1. Minimize casualties.

2. Reduce risk of damage to equipment/materials.

3. Minimize performance degradation by reducingthe time that essential personnel must wear (IPE).

8.2 CONTAMINATION SOURCES

Contamination is the result of hostile forces deposit-ing CB agents in locations that inflict casualties, or denythe use of equipment or terrain. Contamination mayresult from the following:

1. Direct deposition or absorption of CB agent(s) onpersonnel, equipment, and/or terrain immediatelyafter an attack.

2. Transferring contamination from contaminatedpersonnel, equipment, and/or terrain to uncon-taminated personnel, equipment, and/or terrain,either by direct contact or as the result ofdecontamination (removal).

Note

Navy air interface testing conducted with aCH-53E at Yuma Proving Grounds identi-fied the aircraft crew chief’s ground internalcommunications system (ICS) cable as asecondary (transferred) contaminant sourceduring simulated desert warfare operations.

Use of hand signals vice ICS communica-tions provided a suitable “work around”solution.

8.3 CHEMICAL AND BIOLOGICALCONTAMINATION

8.3.1 Non-Persistent Chemical Agents.Chemical agents that linger or present hazardous effectsfor relatively short periods are described as non-persistent. These agents have considerable casualtyproducing potential primarily from inhalation. Persis-tency varies with ambient temperature (usually from30 minutes to 1 hour).

8.3.2 Persistent Chemical Agents. Theseagents produce contact, ingestion, and respiratoryhazards. They decompose naturally with time and canlast from hours to weeks depending on the type of agent,amount deposited, and weather conditions. Persistentagents may be delivered in liquid or solid form (dustyagent). Unabsorbed agents primarily create a contact/transfer hazard and a vapor hazard while evaporating.Long-term hazards result from the agent “sorbing”(absorbing and/or adsorbing) into surfaces. Sorbedagents will off-gas (desorb), creating a respiratoryhazard. Agent(s) may also desorb as a liquid creating acontact/transfer hazard. Desorbtion results from anagent that has been allowed to penetrate surfaces.

8.3.3 Thickened Agents. The addition of poly-mers to a liquid agent modifies its basic properties andincreases its deposition effectiveness. Persistency andadhesion to surfaces are also enhanced, making decon-tamination more difficult.

8.3.4 Biological Contamination. Biologicalagents are primarily anti-personnel weapons that cantake hours, days, or weeks to incapacitate and/or kill.Routes of entry include eyes, inhalation, transfer,ingestion, and skin (cutaneous anthrax). Due to theirsmall size and viability, biological agents can penetrate

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small areas in sufficient quantity to present long-termhazards. Regular medical surveillance after suspectedbiological exposure is highly recommended along withprescribed immunizations/prophylactics.

8.4 ELEMENTS OF CONTAMINATIONCONTROL

8.4.1 Avoidance

8.4.1.1 Definition. The primary fundamental ofcontamination control is avoidance. Chemical biologi-cal (CB) contamination avoidance is the individualand/or collective actions taken to preclude the exposureof personnel, aircraft, equipment, and stores to CBcontaminants.

8.4.1.2 Benefits. Successful avoidance of CB con-tamination provides the following benefits.

1. Eliminates risk of injury or death to personnel.

2. Reduces the risk of damage and or degradation toaircraft, equipment, and provisions, due to thephysical properties of CB contaminants.

3. Eliminates the labor intensive task of decontami-nation, which requires time and materiel, and mayhave limited effectiveness.

8.4.1.3 Avoidance Planning. The effectivenessof contamination avoidance is directly related to theeffort taken to protect assets. For maximum effective-ness, aviation commands afloat or ashore shouldminimize asset exposure and coordinate with co-located aviation units, senior commands, and hostactivities. See NWP 3-11/MCWP 3-37.1 for moreinformation on avoidance planning.

8.4.1.4 Coordination. Avoidance planning shouldbe a coordinated effort between the host activity(ship/station) and air wing/group/squadron. Coordinationshould include representatives from, but not limited to, thefollowing:

1. Afloat

a. Ship’s Company. CO/XO, air officer, aircrafthandler, HDC, operations officer, helicoptercontrol officer, DCA, First Lieutenant, com-bat cargo officer (amphibious ships), AIMDofficer, supply officer, master at arms.

b. Wing/CVW/MAG/MEU. CO/XO, aviationmaintenance officer, operations officer, logis-tics/supply officer, CBD staff, and/or MAG/MEU NBC officer, MEU air officer.

c. Squadron/Detachment CO/OIC, operationsofficer, aviation maintenance officer, unit/de-tachment CBD/NBC officer/petty officer/NCO, logistics officer, aviation supplyofficer.

2. Ashore

a. Air Station/Facility. CO/XO, operations offi-cer, disaster preparedness officer (DPO),military police/master at arms, crash/firerescue, fire department, facilities engineer,AIMD/Marine Aviation Logistics Squadron(MALS), disaster preparedness specialist(USAF).

b. Wing. CO/XO, aviation maintenance officer,operations officer, logistics/supply officer,CBD staff/NBC officer (USMC).

c. Squadron/Detachment. CO/OIC, operationsofficer, aviation maintenance officer, unit/de-tachment CBD/NBC officer/petty officer/NCO, logistics officer, and aviation supplyofficer.

8.4.1.5 Considerations. Avoidance planningshould include actions to be taken before, during, andafter a CB attack. These actions should be based on theprinciple of minimum exposure of assets, while meet-ing operational commitments. To the maximum extentpossible, divert contaminated aircraft to a suitablelocation ashore.

Note

Ships designed by NAVSEA and con-structed to require CBR survivability stan-dards should be capable of safely recoveringand mitigating the hazards of contaminatedaircraft with minimum risk to ship’s compa-ny, and embarked personnel.

If a suitable shore location is not available, com-manders shall limit CB exposure to a designated ship orships. In addition to the preparations discussed below,common pre-attack, during attack, and post-attackprotective actions are located in Chapter 2 of NTTP3-11.27/MCWP 3-37.2.

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1. Pre-attack.

a. Conduct CB vulnerability analysis outlined inChapter 1 of NTTP 3-11.28/MCRP 3-37.1A,NBC Vulnerability Analysis.

b. Relocate aviation assets out of threat area(evacuation, fly away).

c. Send non-essential personnel to protectedareas (collective protection, safe haven, etc.).

d. Move aviation assets into protected areas(hangar, hangar deck, ship’s structure, sheds,tents, buildings, etc.).

e. Temporary use of chemical agent resistantmateriel and/or field expedient covers (fieldclothing, wet weather clothing, tarps, canvas,tentage, ponchos, and plastic sheeting/bags)to cover support equipment, ordnance, food,medical supplies, etc.

f. Relocating assets on-site (dispersal to mini-mize exposure).

g. Close all canopies, doors, and hatches onaircraft. Put all covers in place.

h. Place M-8/M-9 paper on parked aircraft,structures, and equipment. Check and readyall available detectors (M256/M256A1,CAM/ICAM, M22 ACADA).

i. Develop plans and standard operating proce-dures (SOPs) for immediate actions (automat-ic masking, local alarms, reporting,immediate decontamination), detection,marking (area and segregation of contami-nated/non-contaminated items), warning,decontamination (operational and thorough).

j. Plan divert locations for contaminated air-craft, taking into consideration how contami-nated aircraft will be handled (hot turnaround/operate contaminated or isolate, de-contaminate, and weather).

k. Consider including non-aircrew CB IPE aspart of all aircrew flight kits. If spaceconstraints preclude full IPE, recommendaircrews include the service-specific, non-aircrew, protective mask.

l. Train to fight in a CB environment.

2. During attack

a. Mask and assume highest level of MOPP.

b. Sound local alarm (voice/hand-and-arm).

c. Report attack. Sound area alarm.

d. Seek cover.

3. Post-attack

a. Assess damage, casualties, and contamina-tion levels.

b. Notify aircraft aloft of contamination status.Execute divert plans or prepare to recoverunprotected (aircrew CB IPE) aircrews.

c. Initiate decontamination plan. (Immediate/spot decontamination or defer decontamina-tion/weathering [isolate]).

d. Conduct contaminated aircraft aviation op-erations, such as ingress/egress, scheduledand unscheduled maintenance, coordinationwith AIMD/intermediate maintenance activi-ty (IMA) emergency reclamation teams, ord-nance loading, and fueling.

e. Turn around dirty aircraft rather than exposeclean ones.

f. Limit personnel exposure to only those re-quired to execute mission essential tasks.

g. Minimize support equipment exposure.

h. Follow strict contamination transfer controlprocedures, by conducting immediate/opera-tional decontamination of all contaminated orsuspect personnel, surfaces, and equipment.

i. Avoid taking contaminated assets into anuncontaminated area if other options exist.

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8.4.2 CB Detection. CB detection devices willallow the aviation unit to confirm CB attacks andidentify the agent(s) used. Use of detection equipmentwill also allow the unit to locate clean/dirty areas andsegregate contaminated equipment from uncontaminat-ed equipment. Detection devices will also assist indetermining decontamination requirements and checkthe efficacy of decontamination operations (see Figure10-1). Aviation units must coordinate CB detectionrequirements with host activities. CB detection devicesare discussed in Chapter 7 of this manual.

8.4.3 Warnings and Alarms

8.4.3.1 CB Threat Status. Normally, major sub-ordinate commands provide CB threat information forsubordinate units including ships and Naval aviationunits. This information is promulgated to subordinatecommands in the form of NBC threat statuses. SeeNWP 3-11/MCWP 3-37.1 for information on the fourserials that comprise the threat status notificationsystem.

8.4.3.2 Local CB Alarms and Warning Signals.CB warnings are passed directly or indirectly by voice,visual signal, or audible alarm and may vary based onlocal SOP. Consult NTTP 3-11.27/MCWP 3-37.2 formore information concerning standardized warning andsignals.

All personnel shall be familiar with CBalarms and warning signals. Failure torecognize and promptly respond to local CBalarms and warning signal can result inserious injury or death.

1. Shipboard. Aboard U.S. Navy ships the opera-tions department is responsible for operating andmonitoring the bridge-mounted shipboard CBdetection equipment. In the event a CB agent(s) isdetected, the bridge will sound the ship’s chemicalalarm. The alarm will be followed by a 1-MCannouncement. Information concerning MOPPand setting protective level “Circle William” willbe provided.

2. Shore-based. Aviation units ashore often occupyfacilities that are remote, extend over large areas,and do not have public address systems. Aviationunits in these locations should develop andpractice CB alarms as part of their standingoperating procedures. Local alarms may take theform of sirens, metal on metal percussion, vehiclehorns, etc. Standard voice and visual alarmssupplement area alarms and are provided below.

a. Hand and arm signals. Extend arms sidewayshorizontally from the body with upwardclenched fists. Rapidly pump fist/forearmtoward head and back to horizontal whilegiving the vocal alarm.

Don, clear, and check field protective maskbefore giving this alarm. Failure to do somay result in serious injury or death.

Note

CB attack hand and arm signal should not beconfused with helicopter hand and armsignal to lift off.

b. Vocal alarm. “GAS, GAS, GAS” is repeatedas necessary. Once the CB hazard has passedthe vocal signal, “ALL CLEAR, UNMASK,”is given.

8.4.3.3 Area Warning Procedures. CB warn-ing information in an area of operation will bedisseminated in accordance with the Joint Warning andReporting Network (JWARN). The reports generatedby JWARN are in standard STANAG 2103, ATP 45 andMCRP 3-37.2A formats. These reports provide CBattack information, such as location of attack, typeagent(s), persistency, predicted hazard area, and dura-tion of hazard. These reports can be disseminated bynaval message, radio/telephone communication, ordigitally.

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8.4.4 Hazard Marking

8.4.4.1 General. An important part of any contam-ination avoidance/control effort will center on theidentification of contaminated areas and appropriatelymarking them. Allied, Joint, and U.S. Naval Forces usecolor coded triangular markers labeled GAS, BIO, orATOM as described in Figure 8-1.

Local marker fabrication is acceptable as long as theshape, dimension, color, label, and amplifying informa-tion follows the accepted design. Marking Kits areavailable through the supply system (NSN9905-12-124-5955). These marking kits contain con-tamination markers (in the form of plastic flags) andstakes that are prohibited for shipboard use, but may beappropriate ashore.

CAUTION

Plastic flags in marking kits may be unableto withstand winds and prop/rotor wash andjet exhaust on flight decks and flight lines.Flags may become a FOD hazard.

8.4.4.2 Marker Deployment. The label of thecontamination marker shall face away from the contam-inated area and should be prominently positioned foreasy visibility and establishing a boundary around thecontaminated area, aircraft, and/or equipment. Person-nel shall use an indelible ink marker to write specificinformation regarding type of agent and time/date ofdetection on the face of the contamination marker.Additional information on hazard marking may befound in NTTP 3-11.29/MCWP 3-37.4, NBC Recon-naissance, Chapter 8.

8.4.5 Contamination Transfer ControlProcedures

8.4.5.1 General. The objective of contaminationcontrol is to limit the spread of CB contamination so thatthere is no additional degradation to sustained airoperations. Limiting the spread of contamination facili-tates management of contamination until mitigation/re-moval returns the unit to normal aviation operations.

Sustaining air operations in a CB-contaminatedenvironment requires careful analysis and planning.Many factors will influence air operations including,but not limited to:

1. Type aircraft. Procedures that affect contamina-tion control such as ingress/egress procedures,spot/operational, thorough decontaminationmethods and maintenance implications may beunique to specific TMS aircraft.

2. Mission. Executing contamination control plansto meet mission requirements at an acceptablelevel of proficiency and frequency.

3. Base (ship/shore). Aviation units will have toadjust to differences between host command’scontamination control SOP and the unit SOP, aswell as adjusting to differences regarding contam-ination control ashore versus afloat. For example,doffing contaminated IPE (aircrew/non-aircrew)ashore is different from the procedures afloat.

4. Operational situation. Commanders will have todetermine the priority of assigned missions andwhether the necessity of operating in IPE justifiesthe risk to personnel and equipment. Cargoaircraft that transload mission essential contami-nated cargo from shore-shore, shore-ship, orship-shore will have unique operational require-ments. Procedures for handling contaminatedcargo can be found in STANAG 2471, ChemicalContamination Control for Airlift Operations andAMC CB CONOPS, Air Mobility Operations ina Chemical and Biological Environment. Con-tamination avoidance/control and force protec-tion may be influenced when operating underactual CB contamination conditions versus thethreat of CB attack.

5. CB challenge. Persistency of the CB contaminantinfluences whether robust contamination controlprocedures will be required. The CB challengeimpacts how intrusive CB contamination is toaircraft and aircraft systems, and influences thetype and level of decontamination required.

6. Ambient conditions. Weather impacts the persis-tency of CB contamination and influences work/rest cycles.

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Figure 8-1. NATO Contamination Markers

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When developing contamination control standardoperating procedures, commanders should review air-craft-specific contamination paths, field test results,commonly accepted aviation operating procedures(Naval Aviation Maintenance Program [NAMP],NATOPS, etc.) and shipboard/shore-based SOPs.

8.4.5.2 Basic Assumptions. The following as-sumptions govern contamination control.

1. A parked aircraft that has been closed up inaccordance with present Navy-wide corrosion con-trol procedures may be subject to exterior CBliquid/solid agent deposition, but its interior hazardshould be significantly less. Any contact with theaircraft, including entry, shall be performed in amanner that prevents additional CB agent contami-nation. Parked aircraft with operating APU, ECS,air multiplier, powered ventilators, etc., may have asignificantly elevated interior CB exposure level.Consult aircraft flight manual/handbooks for CBintrusion path information.

2. Aircraft on the ground or in-flight are subject tochemical agent intrusion into cockpit, cargo areas,and other interior spaces.

8.4.5.3 Basic Operational Scenarios. ThreeCB contamination scenarios under which aviation unitswill have to operate exist.

1. Uncontaminated aircraft — CB contaminatedbase/ship.

2. CB contaminated aircraft — uncontaminatedbase/ship.

3. CB contaminated aircraft — CB contaminatedbase/ship.

8.4.5.3.1 Uncontaminated Aircraft — CBContaminated Base/Ship

1. Recovery. Aircraft should be directed to the leastcontaminated runway or spot and away from propwash, rotor wash, and/or jet exhaust created byother aircraft.

2. Handling (spot/park/re-spot). Use the least con-taminated, upwind parking spot. Spot decontami-nate tow bars, chocks, chains, and groundhandling gear assemblies before attaching toaircraft. Ground crews shall avoid touchingaircraft without conducting decontamination ofgloves first.

3. Perform spot decontamination tires, tail hooks, orother ground contact points.

4. Keep aircraft canopy, doors, hatches, and win-dows closed until directed to egress.

5. Deplane aircrew and passengers per guidanceprovided in Chapter 6 of this manual. Providesupplemental IPE (disposable footwear covers,disposable cape, and plastic bags for gear) toaircrews and passengers. Use clean transportationto move aircrew and passengers to decontamina-tion site ashore, or provide an escort to CCA whenafloat.

6. Confirm aircraft contamination status usingdetection devices in Chapter 7 of this manual;report results.

7. Perform spot decontamination on all contactpoints, access covers, and surfaces before per-forming maintenance, refueling, resupply, and/orrearming.

8.4.5.3.2 CB Contaminated Aircraft —Uncontaminated Base/Ship

1. Recovery. Aircraft should be directed to the leastessential, downwind runway or spot, away fromother aircraft and away from prop wash, rotorwash, and/or jet exhaust created by other aircraft.

2. Handling (spot/park/re-spot). Spot decontami-nate aircraft where tow bars, chocks, chains, andground handling gear assemblies attach to air-craft. Ground crews shall avoid touching aircraftand conduct decontamination of gloves if contactis made.

3. Perform spot decontamination on all contactpoints, access covers, and surfaces before per-forming maintenance, refueling, resupply, and/orrearming. Aircraft maintenance personnel shallcontinuously decontaminate gloves, tools, anddiagnostic equipment while conducting servicesas part of the contamination control plan.

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4. Deplane aircrew and passengers per guidanceprovided in Chapter 6 of this manual. Providesupplemental IPE (disposable footwear covers,disposable cape, and plastic bags for gear) toaircrews and passengers. Use least contaminatedtransportation to move aircrew and passengers todecontamination site ashore, or provide an escortto CCA when afloat.

5. Confirm aircraft contamination status usingdetection devices in Chapter 7 of this manual andreport results.

6. Ingress aircrew in accordance with guidanceprovided in Chapter 6 of this manual.

7. Spot decontaminate ports and access coversbefore attaching SE when starting aircraft. Air-craft maintenance personnel shall continuouslydecontaminate gloves and SE contact points.

8. Taxi and launch aircraft in accordance withestablished procedures. Avoid directing propwash, rotor wash, and/or jet exhaust toward otheraircraft.

8.4.5.3.3 CB Contaminated Aircraft — CBContaminated Base/Ship

1. Recovery. Aircraft should be directed to the leastessential, downwind runway or spot, away fromother aircraft and away from prop wash, rotorwash, and/or jet exhaust created by other aircraft.

2. Handling (spot/park/re-spot). Spot decontami-nate aircraft where tow bars, chocks, chains, andground handling gear assemblies attach toaircraft as well as tow bars, chocks, chains, andground-handling gear assemblies before attach-ing to aircraft. Ground crews shall avoidtouching aircraft without conducting decontam-ination of gloves. Aviation commanders mayconsider conducting aircraft washdown versusspot decontamination.

3. Perform spot decontamination on all contactpoints, access covers, and surfaces before per-forming maintenance, refueling, resupply, and/orrearming. Aircraft maintenance personnel shall

continuously decontaminate gloves, tools, anddiagnostic equipment while conducting servicesas part of the contamination control plan.

4. Deplane aircrew and passengers per guidanceprovided in Chapter 6 of this manual. Providesupplemental IPE (disposable footwear covers,disposable cape, and plastic bags for gear) toaircrews and passengers. Use least contaminatedtransportation to move aircrew and passengers todecontamination site ashore, or provide an escortto CCA when afloat.

5. Confirm aircraft contamination status usingdetection devices in Chapter 7 of this manual;report results.

6. Ingress aircrew in accordance with guidanceprovided in Chapter 6 of this manual.

7. Spot decontaminate ports and access coversbefore attaching SE when starting aircraft. Air-craft maintenance personnel shall continuouslydecontaminate gloves and SE contact points.

8. Taxi and launch aircraft in accordance withestablished procedures. Avoid directing propwash, rotor wash, and/or jet exhaust toward otheraircraft.

8.4.6 Contamination Mitigation and Removal

8.4.6.1 General. The operational situation directlyinfluences the feasibility of performing any contamina-tion reduction or removal efforts. Complete removal(thorough decontamination) at the earliest possible timeis the goal. However, mission essential tasking can limitthe opportunity of aircraft reclamation efforts. General-ly, thorough decontamination will not be possible orfeasible while simultaneously conducting air opera-tions. Therefore, immediate and operational decontam-ination provide the best contamination control whilepreserving the commander’s capability to conductaviation operations. Aviation unit commanders mustimplement contamination control procedures at theearliest possible time until thorough decontaminationcan be performed. Decontamination is discussed inChapter 9 of this manual.

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CHAPTER 9

Decontamination

9.1 INTRODUCTION

The use of CB weapons creates unique residualhazards that may require decontamination. The pres-ence of contamination generally reduces the effective-ness of combat power, especially the ability to generatesorties and sustain air operations. Contamination forcesaviation units into protective equipment that degradestheir ability to perform individual and collective tasks.

9.2 CONTAMINATION HAZARDS —METHODS OF TRANSMISSION

1. Transfer. Anything that touches a surface coveredwith liquid or solid contamination tends to pick upthat contamination and move it from one surfaceto another.

2. Spread. Touching a surface covered with liquidchemical agent can spread contamination on thesame surface, thereby increasing the size of thecontaminated area.

3. Vapor. Vapors can be carried through the air in theform of dust, atomized liquids (aerosols), or truegases. Vapors in an open/outdoor area disperserapidly, so there is no need to decontaminate.

4. Desorption. Liquid-chemical contamination ab-sorbs into porous surfaces. Once absorbed, itbegins to desorb or give off gas; that is, low levelsof vapor pass out of the contaminated surface intothe air and can be transferred to any surface that iscontacted, including bare skin. Also known asoff-gassing.

5. Biological. Biological agents cause casualties byentry into the body. Biological agents can enterthe body through the eyes, respiratory system, andthe digestive system. Biological agents cannotpenetrate the skin, but contact with a contami-nated surface can subsequently transfer contami-nation to the body or clothing, which may

eventually enter the body by hand to mouth/eyecontact or by ingestion of contaminated food orliquid. Disease caused by biological agents mayalso be transferred among people similarly tocommunicable diseases.

9.3 AGENT PERSISTENCY — REQUIREMENTFOR DECONTAMINATION

1. Non-persistent. An immediate threat that lastsless than an hour. Non-persistent materials rarelyrequire decontamination.

2. Persistent. May last for days. In a protectedenvironment, these agents can last for longerperiods. All agents are affected to some extent bythe weather. Persistent contamination will usuallyrequire active or passive decontamination.

3. Biological organisms are greatly affected bysunlight. Chemical agents can be decontaminatedby the weather. The duration of a hazard is acomplex estimation that is based on numerousfactors, which include:

a. Type of contamination

b. Contamination density and droplet size

c. Temperature

d. Wind speed

e. Sunlight

f. Humidity and rain

g. Composition of the contaminated surface

h. Type of soil and terrain.

NTRP 3-20.31.470 provides estimates of hazardduration for selected, persistent chemical materials.

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9.4 DECONTAMINATION CONCEPTS

Whenever personnel are unable to avoid contamina-tion and have to use protective measures, decontamina-tion is necessary to allow personnel to remove theirprotective gear and resume normal operations. Weath-ering is the most desirable means of decontamination;however, time and operational needs may not permitthat option.

Decontamination is the removal, destruction, orneutralization of contamination. If you become contam-inated, some decontamination must occur as soon aspossible.

9.4.1 Decontamination Principles. Decontam-inate immediately for a chemical agent on the skin.Perform higher levels of decontamination as a result ofa risk assessment. The following principles governdecontamination decisions:

1. Decontaminate as soon as possible. The soonerthe contamination is removed, the sooner MOPPlevels can be reduced, and combat power can berestored.

2. Decontaminate only what is necessary. Weather-ing is the least costly method of decontamination.Expend resources where they count.

3. Decontaminate as far forward as possible. Whilemission, enemy, terrain, troops, and time avail-able (METT-T)-dependent, performing decon-tamination as close to the point of contaminationas possible reduces the spread of contaminationand minimizes any transfer hazard.

NoteThis principle will not apply to a ship that isattacked and becomes contaminated alongwith the aircraft and support equipment ondeck. However, it may have application to aclean ship considering whether or not torecover contaminated aircraft, as opposed todiverting the aircraft to a shore facility orother location.

4. Decontaminate by priority. The commander iden-tifies which items are most critical to the mission.Restoring combat power and reestablishing oper-ating tempo are key.

9.5 DECONTAMINATION IN COMBAT

Combat effectiveness is degraded by MOPP. De-contamination can remove the contamination andrestore combat power. The detection and warningnetwork is vital to ensure that persons and equipmentare protected when contamination is encountered.Figure 9-1 depicts the drop in effectiveness as the

Figure 9-1. How Decontamination Affects Combat Effectiveness

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affected unit and personnel react. Considerations ofdecontamination in combat are:

1. Immediate decontamination. It saves lives andpermits the use of individual equipment and keysystems.

2. Operational decontamination. It reduces thespread and the level of contamination. In somecases, when combined with weathering, MOPPlevels may be reduced without further decontami-nation.

3. Thorough decontamination. It removes the unitfrom the fight but allows it to return with restoredeffectiveness.

9.6 DECONTAMINATION DECISIONS

The decision to decontaminate is a risk assessmentand is made within the context of mission, enemy,terrain and weather, troops and support available, timeand civilian considerations (METT-TC), and the re-sources available. Decontamination must be consideredif the contamination levels exceed the negligible risklevels as follows:

Chemical and biological contamination causes mildincapacitation in 5 percent or less of unprotectedpersons operating for 12 continuous hours within1 meter of contamination. For the chemical agentmonitor (CAM), this equates to a one-bar reading at adistance of 1 inch from the surface.

IPE provides excellent protection against fieldconcentrations of agents; however, wearing the gearcauses performance degradation. Decontamination isperformed to restore the normal operating tempo, butthe logistical support that is required to keep persons innon-aircrew IPE impacts operations. Therefore, decon-tamination should be conducted as soon as practical.Figure 9-2 provides comparison data for decontamina-tion levels/techniques.

9.7 DECONTAMINANTS

Solutions, solvents, and equipment referenced inNAVAIR 01-1A-509 are recommended for the decon-tamination of aircraft and aircraft subsystems.

Standard and most non-standard decontaminants arehighly corrosive and should be used at shore-basedinstallations only. They are recommended for neutral-ization of the contaminated runoff water after remov-al of the agent from aircraft and equipment.Decontaminants are described as follows:

Decontaminants recommended for aircraftand aircraft systems/sub-systems are effec-tive for removal only. Removal does notneutralize CB contamination, nor render itharmless. Run-off could cause injury ordeath and should be considered contami-nated until neutralized with an appropriatedecontaminant.

1. Natural. Weather (rain, wind, temperature, sun-light and humidity).

Natural decontamination, or weathering canbe an effective decontaminant; however aschemical material degrades, it may off-gasand continue to present a contact hazard.Personnel required to work around, monitor,or maintain equipment, structures, or facili-ties must be in an appropriate level of IPE.

2. Standard. Supertropical Bleach (STB), CalciumHypochlorite (HTH).

� STB ignites spontaneously on contactwith liquid blister agent and may causeserious injury or death.

� STB gives off toxic vapors on contactwith G-agent and may cause seriousinjury or death.

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CAUTION

Standard decontaminants (HTH and STB)are highly corrosive to aircraft and supportequipment and should not be used. Useextreme caution when using these solutionsnear aircraft and support equipment.

Note

HTH prepared in various concentrations isthe standard shipboard decontaminant ex-cluding aircraft and sensitive aviation sup-port equipment.

3. Nonstandard — soaps, detergents, and solvents.

Soaps and detergents can be effective forremoving contaminants, but do not neutral-ize them. Run-off could cause injury ordeath and should be considered contami-nated until neutralized with an appropriatedecontaminant.

Note

For more information on the types ofdecontaminants, see Appendix B. Referto NTRP 3-20.31.470 for information re-garding shipboard decontaminants.

9.8 DECONTAMINATION LEVELS ANDPROCEDURES

The four levels of decontamination operations areimmediate, operational, thorough, and clearance (seeFigure 9-2). Immediate, operational, and thoroughdecontamination are discussed in detail in paragraphs9.9 (immediate), 9.10 (operational), and 9.11 (thor-ough). Clearance decontamination is decided at theoperational or strategic level of war and is not furtherdescribed in this manual.

9.9 IMMEDIATE DECONTAMINATION

There are three components of immediate decon-tamination. They are skin decontamination, personalwipe-down, and spot decontamination.

9.9.1 Skin Decontamination. Skin decontami-nation is a basic survival skill and should be performedwithin 1 minute of being contaminated. Once anaircrewman is aware of chemical or biological contami-nation on his/her bare skin, he/she should initiateimmediate decontamination techniques, without com-mand, by using his/her personal skin decontaminatingkit (SDK), M291, Navy reference SS010-AA-MMO-010, USMC reference TM 4230-10/1, Armyreference TM 3-4230-229-10), and/or water from acanteen.

Start the skin-decontamination techniqueswithin 1 minute of becoming contaminated.Some toxic chemical agents, especiallynerve agents, kill in minutes.

Immediate skin decontamination procedures as-sume aircrews have encountered contamination inflight or on the ground and are not dressed inappropriate aircrew CB IPE. If aircrew IPE is alreadyon, check equipment for contamination and decontami-nate in accordance with paragraph 9.9.2.

1. Chemical. Use the SDK (Figure 9-3) within1 minute of contamination. Instructions for useare listed on the outside of the kit itself and on theindividual packets within the kit. General proce-dure is to blot or tap areas of contamination on theskin. Aircrew should immediately don the aircrewmask (if practical) or the MCU 2/P or M40 seriesfield protective mask (if available and practical).

If an SDK is not available, chemical contaminationmay be pinch-blotted from the skin with a cloth andflushed with water from a canteen. Soap, if available,can also be used to wash the agent from the skin.Washing with soap and water (or hot water) is the nextbest method for toxic-agent decontamination if SDKsare not available, but this method is not as effective asusing the decontamination kits.

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Levels Techniques1 Best Start Time Performed by Advantages

Immediate Skin decontamination Before 1 minute Individual Stops agent from penetrating.

Personal wipe-down Within 15 minutes Individual or crewSpot decontamination As required Unit/work division/

department/groundsupport personnel/squadron

Limits spread.

Operational MOPP-gear exchange2

Aircraft/support equipment washdown3

Within 6 hours Unit/work division/department

Ground support personnel/squadron

Provides possibletemporary relief fromMOPP 4. Limits liquidagent spread.

Thorough Equipment and aircraftdecontamination

Personnel/aircrew decontamination

When mission allows reconstitution

Ground support personnel/squadron

Ship’s company

Provides probablelong-term MOPPreduction with minimumrisk.

Clearance4 Unrestricted use ofresources

When missionpermits

Supporting strategicresources

Unrestricted transporta-tion, maintenance, em-ployment, and disposal.

1The techniques become less effective the longer they are delayed.2Performance degradation and risk assessment must be considered when exceeding 6 hours.3Washdown is most effective if started within 1 hour.4Clearance decontamination is decided at the operational or strategic level of war.

Figure 9-2. Comparison Data for Decontamination Levels/Techniques

SDK is for external use only and may beslightly irritating to skin or eyes. Keepdecontaminating powder out of eyes, cuts,and wounds. Use water to wash toxic agentout of eyes, cuts, or wounds.

2. Biological. Washing with soap and water removesnearly all biological agents from the skin. A0.5-percent chlorine (calcium hypochlorite[HTH] or household bleach) solution is aneffective biological decontaminant. See Appen-dix B for details on how to make this solution. Ifsoap and water or HTH solutions are not available,bottled water or water from a canteen can be usedto flush biological agents from the skin. Figure 9-3. M291 SDK

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9.9.2 Personal Wipe-Down. Personal wipe-down removes contamination from individual equip-ment. Personal wipe-down techniques are mosteffective when completed within 15 minutes of beingcontaminated.

For chemical contamination, use the CAM and/orM-8/M-9 detector paper (if available) to locate theagent.

Note

USN aviation units typically do not possessdetection equipment. This detection equip-ment will have to be requested as additionalto equipment allowances or sourced fromship’s company or shore facility. USMCaviation units possess a modest amount ofdetection equipment. If part of a MAGTF,other elements such as the ground combat,combat service support, and command ele-ments may have sufficient detection equip-ment to augment the air combat element.

Wipe down your mask, hood, gloves, and otheressential gear. Do not attempt to remove chemicalcontamination from your flight suit or survival vestunless there are obvious clumps of the agent. In thiscase, scrape off the material.

1. Chemical. Decontaminate individual equipmentusing the SDK. Washing with soap and water andbleach solutions is partially effective (see Appen-dix B).

2. Biological. Wash with soap and water. If water isnot available, use SDKs in the same manner asdescribed for chemical agent decontamination.

9.9.3 Spot Decontamination. Spot decontami-nation is an immediate decontamination technique thatwill normally be performed on aircraft that have beenrecovered and will be quickly turned around forcontinued flight operations. Spot decontamination maybe required to safely ingress or egress aircrew andperform pre/post-flight inspections. Spot decontamina-tion reduces contamination at/on areas that must betouched during servicing. Conducting spot decontami-nation will reduce contamination at the service area andlimit its spread.

The following steps should be used for conductingspot decontamination ashore or afloat:

1. Determine location for decontamination. Thelocation at which to conduct spot decontamina-tion is dependent on the operating cycle and spaceavailable of ship/facility and the size of aircraftbeing decontaminated.

a. LHA/LHD. Spot decontamination should beconducted at the landing spot at which theaircraft has been directed to land. Spots aft ofthe superstructure are recommended as acontamination control measure.

b. CV. If time allows, perform spot decontami-nation immediately after the aircraft hastaxied away from the runout area and parked.Otherwise, conduct spot decontamination assoon as possible before servicing the aircraftfor follow-on missions.

c. All other aircraft capable ships have littlelatitude as to the location of spot decontami-nation due to the smaller sizes of the flightdeck. If multiple landing spots are available,the extreme aft spots are recommended.

d. Ashore. Permanent/expeditionary airfield andFARP operations personnel will determinewhere spot decontamination is to be performed.It is recommended that spot decontamination beperformed by service providers at variousservice areas (fuel farm, ordnance area, mainte-nance area) or at the area directed by the tower,if the aircraft is to be isolated and servicesbrought to the aircraft.

2. Spot decontamination. Spot decontaminationshould be performed by the crew, division, orwork section responsible for the service beingperformed. All personnel involved in spot decon-tamination shall wear appropriate non-aircrewCB IPE. Wet weather clothing may be worn overCB IPE to prevent saturation of the non-aircrewprotective ensemble. The following list providesa baseline for areas that should be decontaminatedprior to servicing the aircraft:

a. Refueling access.

b. Ordnance/armament/equipment.

c. Ingress/egress (ladders, hand/footholds,steps, etc.).

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ORIGINAL9-7

d. Preflight/post-flight checks areas.

e. Inspection areas.

f. Battle damage repair areas.

g. Canopies, windscreens, windows, opticalsensors.

h. Support equipment (seats, controls, chocks,chains, etc.).

i. Aircraft tie down and tow points.

3. Procedures.

a. Sufficient quantities of soapy water or appli-cable aircraft cleaner (NAVAIR 01-1A-509)and fresh water must be available.

b. Scrub service areas using brushes, rags, orsponges with soapy water until deposited CBmaterial and dirt/grime are removed.

c. Rinse with fresh water from a bucket or hose.

d. Maintainers/service providers decontaminategloves (SDK, soapy water or 9 percent HTH).

e. Perform service.

f. Maintainers/service providers decontaminategloves (SDK, soapy water or 9 percent HTH).

g. Run-off cleaner should be decontaminated byapplying standard or non-standard deconta-minant to the deck/ground/airfield; and/orhosed overboard or into collection sumps. Ifhosed without prior decontamination, run-offshould be treated as contaminated.

Support personnel must ensure that they arenot transferring contamination to serviceareas. For example, contaminated fuelnozzles and tools could re-contaminate spotdecontaminated areas causing injury ordeath to support personnel. If contaminationis suspected, support personnel should userecommended cleaners or soapy water todecontaminate items that they must touchduring servicing.

9.10 OPERATIONAL DECONTAMINATION

The goal of operational decontamination is to limit thespread of contamination to clean areas and to minimizethe hazards to personnel, while allowing operations tocontinue. Under some circumstances, operational decon-tamination may be sufficient to allow a reduction in IPEprotective posture. Operational decontamination consistsof two techniques; one for personnel decontamination(MOPP gear exchange) and one for equipment/aircraftdecontamination (aircraft washdown). Operational decon-tamination is most effective when conducted within6 hours of contamination.

9.10.1 MOPP Gear Exchange. MOPP gear ex-change is a process by which contaminated non-aircrewIPE is removed and then new, uncontaminated IPE isdonned. MOPP gear exchange is typically performedby ground units, but is a standard USMC operationaldecontamination technique for aviation personnel whouse non-aircrew IPE. Aviation units operating fromships or ashore will follow host unit contaminated IPEdoffing procedures, which are based upon existing/pur-pose built ships spaces or ashore decontamination sites.The procedures for doffing contaminated aircrew IPE atthese facilities are included in the thorough decontami-nation procedures of this chapter. MCWP 3-37.3provides detailed information on MOPP gear exchange.

NoteMOPP exchange procedures do not exist foraircrew IPE. If operating in a contaminatedenvironment, aircrews will doff contami-nated IPE at a ship decontamination stationor at a similar facility ashore. Aircrewdecontamination procedures are discussedin paragraph 9.11.1.

9.10.2 Aircraft Washdown. Aircraft washdownis an operational decontamination technique that shouldbe employed to reduce the level of contamination onaircraft when time allows between sorties. Aircraftwashdown should be performed as a minimum contam-ination reduction measure when time does not permitdetailed/thorough decontamination. Performing air-craft washdown within 1 to 6 hours of contaminationwill speed the weathering process and may allow theaircraft to be operated or maintained in reduced MOPPlevels. Aircraft operational decontamination is accom-plished by decontaminating surfaces (exterior andinterior) that must be touched during aircraftoperations. The checklists associated with aircraft

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ORIGINAL 9-8

washdown are located in Appendix D, Figure D-8. Allpersonnel involved in aircraft washdown shall wearappropriate non-aircrew CB IPE. Wet weather clothingor toxicological agent protective (TAP) aprons wornover CB IPE are recommended to prevent saturation ofthe non-aircrew protective ensemble.

Failure to conduct checks with appropriatedetection devices described in Chapter 7 ofthis manual prior to reducing MOPP levelsaround aircraft that have been through theaircraft washdown process could result ininjury or death.

CAUTION

Ship’s CMWDS should not be used asdecontamination method due to the corro-sive properties of salt water.

The following steps should be used for conductingaircraft washdown ashore or afloat:

1. Determine location for decontamination. Thelocation at which to conduct aircraft washdownis dependent on the operating cycle and space ofship/facility available and the type of aircraftbeing decontaminated.

a. LHA/LHD. Aircraft washdown can be con-ducted at the landing spot at which the aircrafthas been directed to land. Spots aft of thesuperstructure are recommended for landingand washdown as a contamination controlmeasure. If the aircraft is to be towed to awashdown location, tow bars, aircraft wheels/tires, landing gear, and tow points should bespot decontaminated prior to moving theaircraft to prevent contamination spread to thedeck or tow tractors. Aircraft should bepositioned so that relative wind direction isfrom nose to tail.

Decontamination techniques may requirepersonnel to climb on top of the aircraft.Recommend positioning aircraft toward thecenter line of the flight deck to minimize thechances of personnel going overboardshould they slip and fall off of the aircraft.

b. CV. Aircraft washdown may not be feasibleuntil all aircraft of a cycle have been recov-ered. If possible, perform aircraft washdownas soon as aircraft are parked following taxiaway from the runout area. Otherwise, per-form aircraft washdown as soon as possible,preferably in an established area aft of thesuperstructure. Aircraft should be positionedso that relative wind direction is from nose totail.


d. Ashore. Permanent/expeditionary airfield andFARP operations personnel will determinewhere aircraft washdown is to be performed.Aircraft washdown will normally be performedat existing wash rack facilities or at designatedsites that are isolated and downwind from otherpersonnel and facilities.

2. Site Preparation

a. Site must have sufficient fresh water to wetentire exterior of the aircraft. For planningpurposes, the following recommendations areprovided: CH-46E — 250 gallons, CH-53E— 350 gallons, C-130 — 800 gallons.

Note

Water requirements are approximations.Water requirements for specific aircraftshould be extrapolated based on surface areacompared to recommended water volumesprovided above.

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DecontaminationTypes

When, Why, WhoPerforms

Decontamination Areas to Decontaminate

Types ofDecontaminating

AgentsAircraft Spot The crew decontaminates to allow

continued operations. Flight deckand airfield support personnel andmaintainers perform when hotturn-around of aircraft required.

Essential operating surfaceson the aircraft

Soapy water,solvents, or ap-proved cleaners1

Aircraft Washdown The aviation unit with coordinationof the DCA or facility DisasterPreparedness officer conductswithin 6 hours to reduce contacthazards2

The entire exterior surface ofthe aircraft3

Hot, soapy water

1 NAVAIR 01-1A-509, NAVAIR 16-1-540, aircraft and aircraft systems technical manuals provide guidance for choosing appropriate cleaners.2 An aircraft washdown is most effective if conducted within 1 hour of contamination.3 An aircraft spot decontamination is performed to reduce contact hazards inside the aircraft. Do not spray

water inside the aircraft.

Figure 9-4. Aircraft Immediate/Operational Decontamination Methods

b. Washing equipment that can produce 60 to120 pounds per square inch (psi) of waterpressure is preferred. The capacity to heatwater and inject soap increases effectiveness.Lack of pressurized washing equipment willdecrease effectiveness of the washdown andmay require scrubbing to achieve the desireeffect. M17 light weight decontaminationsystems (USMC), M12 power driven decon-tamination apparatus, standard water pumps,and pressure washers, as well as fire-fightingequipment, are examples of standard and fieldexpedient equipment.

c. Run-off containment feature.

(1) Shore-based. Operational decontamina-tion sites established at wash racks willrequire a containment feature such assandbags, sand-filled fire hoses, or com-mercially available containment berms orpools (large enough to accommodate theaircraft being washed) to prevent run-offfrom going into sewer systems. Sitesprepared at isolated airfield locations orFARPs will need to dig sumps adjacent todecontamination sites in order to containcontaminated run-off, and may also re-quire field expedient containment meth-ods such as sand bagged berms and

channels to allow contaminated run-off togravity feed or be hosed into sumps.

(2) Ship-based. Containment features forship-based aircraft washdown proce-dures are also desirable. Most ships arenot equipped to collect contaminatedrun-off. Ships desiring to control con-taminated run-off should request com-mercially available containment bermsor devise field expedient methods;otherwise contaminated run-off shouldbe hosed overboard.

d. Contamination markings. Appropriate barrierand contamination hazard markings should beavailable and put into place prior to commenc-ing washdown. Recommended appro ach is toerect rope barriers to isolate the decontamina-tion site. Appropriate (chemical or biological)NATO contamination markers should be at-tached to the rope barrier to warn personnel ofcontamination hazard. Barriers should facilitatea single entry/exit point and have a shuffle pitor boot wash to control contamination.

e. Stand or ladder. Aircraft stands or laddersshould be available to spray areas inaccessiblefrom the ground/deck. As a last resort,decontamination personnel can climb onaircraft.

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ORIGINAL 9-10

Climbing on wet aircraft can result in falls.Field of view will be restricted due toprotective masks. Transfer of contaminantsfrom the aircraft to personnel could result incross-contamination and potentially injureor kill decontamination personnel.

3. Procedures

a. Aircraft lands at the decontamination site or istowed or taxied into position.

b. Aircrew egress. If contaminated, aircrew mayremain with aircraft in protective IPE or maybe directed to a personnel decontaminationsite (shore-based) or contamination controlarea (ship) for removal of contaminated IPEand flight gear.

c. Close all hatches, doors, and windows on theaircraft.

d. Apply warm, soapy water to the aircraft.Spray should be applied to the aircraft work-ing upwind to downwind and top to bottom.Do not neglect the landing gear and belly ofthe aircraft.

CAUTION

� Consult appropriate aircraft maintenancepublications for areas that could be dam-aged by application of water spray. Pre-pare these areas for aircraft washdown asspecified in technical manuals for normalwashing. Spray streams should be angledfrom 15 to 30 degrees in order to avoidwater being introduced behind hatch andcover seams that house sensitive aircraftcomponents.

� Overspray should be controlled to avoidtransferring contaminated run-off to oth-er personnel or to areas outside of thedecontamination barrier.

e. Rinse. Perform this optional step if requiredfor corrosion control purposes and if timeallows.

f. Check interior for liquid/solid contaminationwith the appropriate device described inChapter 7 of this manual. If contamination isdiscovered, spot decontaminate by wipingwith rags dipped in warm, soapy water orother approved aircraft cleaner.

g. Site clean-up

(1) Without containment pit. If possible,move aircraft to an area where it canweather. Decontamination site should bedecontaminated with standard or non-standard decontaminant, using brooms orswabs to apply decontaminant. Hoseresidual overboard or into sumps.

(2) With containment pit. Pump run-off intodrums or barrels for proper disposal oroverboard, or into sumps. Move aircraftto an area where it can weather. Decon-taminate containment pit with standard ornon-standard decontaminant. Pump re-sidual into drums or barrels for properdisposal, overboard, or into sumps.

(3) Decontaminate pumps, hoses and washingequipment if required. Rubber, plastic, andmetal buckets can be decontaminated andre-used for further decontamination if nec-essary. Store these items outside on or neardecontamination sites. Discard all rags,sponges, brushes, brooms, and swabs insumps or in drums or barrels for properdisposal.

9.11 THOROUGH DECONTAMINATION

The goal of thorough decontamination is to reducecontamination to negligible levels or to eliminate it so thatequipment can be operated safely for extended periods oftime without aircrew IPE or non-aircrew IPE. Thoroughdecontamination consists of two techniques; one forpersonnel decontamination (sub-divided for aircrew de-contamination procedures ashore and afloat) and one foraircraft/equipment decontamination. Normally, thoroughdecontamination is conducted as part of a reconstitutionor during breaks in combat operations.

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ORIGINAL9-11

9.11.1 Aircrew Decontamination. This sectiondescribes techniques for removing contaminated air-crew IPE. A single procedure is presented for decon-tamination stations ashore. Two procedures arepresented for aircrew decontamination proceduresafloat to capture the differences between ships withconventional decontamination stations and those withcollective protection systems (CPSs) decontaminationstations. Aviation units shall make every effort to trainactivities who support aircrew decontamination not tocut or otherwise render unserviceable any item ofreusable aircrew equipment, except as specified in thismanual.

9.11.1.1 Ashore Aircrew DecontaminationProcedures. The procedures presented in this sec-tion are patterned after the current Army and USMCpersonnel decontamination procedures contained inMCWP 3-37.3. The procedures presented here use theeight-station personnel decontamination site containedin MCWP 3-37.3 and as shown in Figure 9-5, howeverthe site described in this section supports only decon-tamination of personnel in aircrew IPE and ALSS.Procedures and equipment have been modified from thesource manual to support aircrew IPE and ALSS.Stations 1 and 7 have been modified from equipmentdecontamination points to aircrew equipment collec-tion points. Consult MCWP 3-37.3 for the additionalmanning, preparation, equipment, and execution re-quirements to construct a personnel decontaminationsite that supports both aviation and non-aviationpersonnel.

NoteThese procedures assume that aircrew havedeclared their contamination status to air-field/FARP operations personnel and havebeen cleared to land. These procedures alsoassume that the presence of contaminationhas been verified. Finally, these proceduresassume that aircraft would be directed to aremote location on the field, and that groundtransportation would bring the crew to thepersonnel decontamination site.

Ashore facilities such as permanent/expeditionaryairfields and FARPs shall be responsible for establish-ing, equipping, and manning personnel decontamina-tion sites and for providing emergency reclamationteams to recover ALSS (unless the aircrew is part of atenant unit). See paragraph 9.11.1.3 for flight

equipment recovery procedures. Aviation units shall beresponsible for understanding the site processes, and ifa tenant, providing personnel to process contaminatedaircrews and recovering reclaimable aircrewequipment. The checklist associated with aircrewdecontamination ashore is located in Appendix D,Figure D-3.

9.11.1.1.1 Site Set-Up and Operation. Thereare eight stations for a thorough decontamination site.Spacing between the stations is 10 to 16 feet (Figure9-5). A recap of personnel and equipment for a thoroughdecontamination site ashore is provided in Figure 9-6.Crewmen will proceed through the decontaminationsite one-at-a-time, and will be assisted at each station bythe station attendant(s).

1. Station 1. Individual Gear (ALSS) Collection. Atthis station, individual gear (helmet, body armor,survival vest, g-suit, harness, etc) is collected andplaced in a plastic garbage bag, designated for thecrewman’s flight equipment and is labeled withthe crewman’s name. Disposable gear is placed ina waste can. (i.e., aircrew cape and M-9 tape).

a. Preparation. At this station, the followingequipment and supplies are needed:

(1) Two 30-gallon containers.

(2) One radio (optional).

(3) One pair scissors or knife.

(4) One roll masking or duct tape.

(5) One indelible marker.

(6) One CAM/ICAM.

(7) One book M-8 per.

(8) One M256A1 detector kit.

(9) One box large plastic trash bags (1 bag percrewman).

One box M291 Skin Decon Kit. SDK may besubstituted by a hand wash if wet decon is desired. Referto checklist (Figure D-3) for additional materials and toFigure B-1 for hand wash preparation instructions.

NA

VA

IR 00-80T-121

OR

IGIN

AL

9-12

Figure 9-5.C

ontaminated A

ircrew D

econtamination, Shore-B

ased Site Layout

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ORIGINAL9-13

Place a container within the station. Line the canwith a plastic garbage bag. Designate the container asthe waste can. This can will be used to discardcontaminated items that are disposable (capes, detectorpaper, unclassified documents, etc.) Place a secondcontainer within the site. Line this can with a plasticgarbage bag and designate it for equipment collection.

Designate a gear collection point adjacent to station1. The collection point will be a minimum of 10 feetfrom all other stations in order to obtain a true readingon the detection equipment. Place the chemical detec-tion/identification equipment at the collection point.More equipment may be required for multiple aircrews.

Two personnel are required to operate this station.Both personnel assist the aircrew with removing andcollecting each crewman’s equipment. It is recom-mended that one of these attendants be a qualifiedparachute rigger or flight equipment expert. The uniquenature of aircrew IPE requires that this type of supportbe provided at station one. This is because all ALSS willbe removed at station 1, and the aircrewman will haveto hold the canister, pusher fan, and battery as he/sheprocesses through the site. The other attendant shouldbe trained in the use of detection equipment. As time isavailable this attendant or monitor will check equip-ment for contamination.

b. Execution

(1) Cape removal. If capes have not alreadybeen removed, proceed as follows. Crew-man faces attendant and bends forward.An attendant removes the cape by grasp-ing near the crewman’s head, and pulls thecape forward and off of the crewman.Dispose of the cape in the waste can.Repeat on remaining crewmen.

(2) All items that are carried by the crewmanare collected and bagged at this station forfurther segregation and decontaminationor disposal. Helmet bags, kneeboards,canteens, classified items/documents,and all other items carried by the aircreware collected at this station. Place theseitems in a large plastic garbage bag,hereafter referred to as the “equipmentbag”. The bag will be labeled with thecrewman’s name and unit. Weapons

should be unholstered and cleared at thistime. Weapons and ammunition will beplaced in the equipment bag.

NoteClassified documents, weapons, and othersecurity sensitive equipment will be segre-gated and accounted for when the equipmentbag is opened. Ensure proper chain ofcustody is maintained.

(3) Flight glove removal. Detach the hookand pile fastener closure on the flight suitsleeve and reattach loosely around thewrist. Crewmen loosen and work flyer’sgloves to a point that each glove is almostoff, without loosening or removing thechemical protective glove underneath.Crewmember then hold hands over thewaste can and allows the flyer’s gloves todrop into the can. If unable to loosen theflyer’s gloves or work them off his/herown hands, the station attendant can assistby grasping the fingertip and removingthe flyer’s gloves for the crewman.

Chemical protective gloves underneath theflyer’s gloves must remain on and in place.If a glove comes off, the crewman will haveno protection from transfer hazards that mayresult in injury or death. If a chemicalprotective glove is inadvertently pulled off,the attendant should decontaminate his/hergloves and assist the crewmember in puttingthe chemical protective glove back on.

(4) Remove intercom unit.

(a) The attendant grasps the helmet com-munications pigtail and disconnectsthe mask microphone lead and theintercom communication lead fromthe pigtail.

(b) Secure the communication cord anddrinking tube by wrapping themaround the lower assembly hose.

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ORIGINAL 9-14

STATIONS PERSONNEL EQUIPMENT/SUPPLIES

Station #1— Individual GearCollection Point

1 Attendant/ Monitor (DetectionEquipment Operator)1 Flight Equipment Specialist

2 30-gallon container1 radio (optional)1 pr scissors or knife1 roll masking or duct tape1 indelible marker1 box M291 Kit or wet decon substitute1

1 box plastic trash bags1 chemical agent monitor (CAM)1 book M-8 paper1 M256A1 detector kit

Station #2— Disposable Footwear Cover and AircrewCB Respirator GrossDecontamination

1 Attendant 1 30-gallon container1 Shuffle pit1 box M291 SDK per person1

1 drum STB or 1 drum HTH2

1 shovelPlastic trash bags (as required)

Station #3 — Flight Suit/Disposable Footwear CoverRemoval

2 Attendants 1 30-gallon container1 box M291 SDK per person1

Plastic trash bags (as required)2 pr scissors or knifeEngineer tapeFolding Chair (optional)

Station #4 — Chemical Protective Undergarment/Flight Boot/Chemical Protective Socks/ChemicalProtective Glove Removal

2 Attendants 1 30-gallon containerEngineer tape2 M291 SDK per person1

Plastic trash bags (as required)2 pr scissors or knife1 Roll chemical protective socksFolding Chair (optional)

Station #5 — Monitor 1 Monitor (CAM Operator)

1 Corpsman

1 (CAM/ICAM)5 book M-8 paper (per 100 crewmen)M291 SDK (as required for spot decon)First-aid supplies (as required)

Station #6 — Aircrew CB Respirator Removal

1 Attendant M22 ACADA or MK26 Ship ACADAEngineer tape1 30-gallon container1 box M291 SDK1

Plastic trash bags (as required)

Station #7 — Aircrew Respirator Collection Point

1 Attendant (optional to support station 6)

None

Station #8 — Issue Point As required As required1If wet decon is preferred over dry decon, substitute M291 kits with hand wash. See Aircrew Decontamination Ashore checklist in Figure D-3 for required supplies. See Figure B-1 for hand wash mixing instructions.

2HTH boot wash can use either dry HTH mix or wet HTH solution. Mix dry HTH in same concentration as STB(Appendix B) for a dry “shuffle pit.” Wet mix prepared per instructions in Appendix B. Wet mix containment canbe achieved either by using a container or by digging a shuffle pit and lining it with plastic sheeting.

Figure 9-6. Shore-Based Contaminated Aircrew Personnel and Equipment Requirements

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ORIGINAL9-15

(c) The attendant then grasps the inter-com snap hook and disengages theintercom from the survival vest. Placethe intercom and communicationscable into the equipment bag.

(d) The attendant decontaminates his/herchemical protective gloves and thenproceeds with the helmet removal.

(5) Helmet Removal.

NoteSteps (b) through (d) also apply to aircrew-man wearing the CB Head Harness.

(a) The attendant grasps the helmet chin-strap tab and disengages the snaps.

(b) The attendant releases the toggleharness and unsnaps the toggle har-ness helmet receivers.

(c) The attendant removes the helmet,places it in the equipment bag, anddecons own hands.

(d) The attendant proceeds with survivalvest/overvest removal.

(6) Survival vest/overvest removal.

(a) The attendant releases hoist leg straps.

(b) The attendant unzips vest.

(c) Undo hoist chest strap.

(d) The attendant will separate the pusherfan, C2 canister, and battery from thesurvival vest or overvest. The atten-dant will unzip retention pouches andremove the pusher fan, C2 canister,and battery from the pouches. Theother station attendant will assist asrequired.

NotePusher fan, C2 canister, and battery pouchesmay be detached from the vest, vice remov-ing them from their pouches if easier andmore convenient to do so. Station attendants

assisting fixed-wing ejection (strike) aircraftcrewman wearing an overvest may have tocut the pockets of the overvest or disconnectthe oetiker clamp to facilitate removal of theoxygen regulator and seat pan oxygen hose.

(e) The attendant tapes or zip-ties thebattery and pusher fan assembly to-gether, unless removed from the sur-vival vest as a single unit in its pouch.

(f) The attendant gives pusher fan pack-age to the aircrewman.

(g) The station attendant moves behindthe crewman and assists with theremoval of the survival vest/overvestand attached flotation collar. Onceremoved from the crewman, it (overv-est or survival vest) is placed in theequipment bag.

Note� Depending on the aircraft type, aircrew

may wear a survival vest under theovervest. Station attendants will assistcrewman with removal of the survivalvest at this time. Place the survival vestin equipment bag.

� All survival equipment should remain inthe vest. It will be segregated and decon-taminated or disposed of by emergencyreclamation teams.

(h) Station attendant(s) decon gloves andproceeds to body armor/G-suit/torsoharness removal.

(7) Body armor/G-suit/torso harness removal.

(a) As applicable, station attendant willassist the crewman with removingbody armor or G-suit/torso harness.

(b) Place all items in the equipment bag.

(c) All carried and man-mounted equip-ment should be off of the crewman atthis time. Crewman should be wearinga respirator, flight suit, chemicalprotective gloves, and flight boots(which may be covered by disposable

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ORIGINAL 9-16

footwear covers). Ensure personalitems are removed from flight suitpockets and placed in the equipmentbag.

(d) The station attendants ensure that theequipment bag is marked with thecrewman’s name and unit, and that itcontains all of his/her personal itemsand equipment.

(e) An attendant closes the top of the bagand takes it to the collection point.Place a new bag in the equipmentcontainer.

(f) Both station attendants decon glovesand then assist the next crewman,beginning with flight glove removal.

(g) Once all crewmen have exited stationone, the monitor at the checkpointchecks each equipment bag using theappropriate detection device and theprocedures associated with that device.If any contamination is detected, theequipment is transferred to EmergencyReclamation Team(s). All uncontami-nated equipment should be distributedto designated work centers.

2. Station 2. Disposable Footwear Cover and Air-crew CB Respirator Decontamination. At thisstation, gross contamination on disposable foot-wear covers, flight suit legs, and respirators isneutralized/removed.

a. Preparation.

(1) Prepare a shuffle pit by digging a shallowpit approximately 3 feet long, 3 feet wide,and 6 inches deep. Fill the shuffle pit withan STB dry mix or an STB slurry,depending on water availability. Preparethe STB dry mix by mixing three parts ofearth to two parts of STB. Prepare theSTB slurry, following the instructionscontained in Appendix B. Add more STBto the mix after 10 persons have processedthrough the shuffle pit.

(2) In lieu of a shuffle pit, provide a containerwith sufficient width and length that willallow personnel to stand in it with theirfeet shoulder width apart. Containershould be deep enough to hold liquidHTH so that it covers the tops of flightboots. Prepare and pour a 9-percentsolution of HTH into the container.

(3) At this station, the following equipmentand supplies are needed for the decontam-inating the respirator and the operating theshuffle pit.

(a) One 30 gallon container

(b) One can 50 pound STB or bulk, dryHTH

(c) One box large garbage bags

(d) One shovel

(e) One box M291 Skin Decon Kit*

*Alternate equipment: HTH solutionsor bleach may replace SDK. If liquidsolutions are used to decontaminateaircrew respirators; water, a 5 gallonbucket, general purpose detergent/soap and sponges will be required.Prepare per Figure B-1.

(4) One person is required to operate thisstation. The attendant decontaminates theaircrew respirator and assists as crewmendecontaminate their disposable footwearcovers

b. Execution.

(1) Each crewman walks into the shuffle pitor HTH container. The crewman useshis/her feet to rub STB dry mix oragitate/splash 9-precent liquid HTH onhis/her disposable footwear covers. Thecrewman should take special care todecontaminate the rear of own disposablefootwear covers.

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Note

� HTH boot wash can use either dry HTHmix or wet HTH solution. Mix dry HTHin same concentration as STB (AppendixB) for a dry “shuffle pit.” Prepare wet mixper instructions in Appendix B. Wet mixcontainment can be achieved either byusing a container or by digging a shufflepit and lining it with plastic sheeting.

� For HTH solutions, crewman should wetdisposable footwear covers only. Avoidsplashing HTH solution on flight suitlegs.

(2) The crewman will exit the shuffle pit/HTH container.

(3) The station attendant will use two SDKs(one on each hand) to decontaminate theaircrew respirator and attached hose. Theaircrewman stands upright while the at-tendant decontaminates the respirator.The crewman will look up so that theunderside of the mask bellows can bedecontaminated followed by the exposedportion of the hose and the pusher fan. Theaircrewman gives the pusher fan to theattendant. The attendant provides a SDKand the aircrewman decontaminates his/her gloves. Once complete, the crewmanwill again take the pusher fan.

Note

Attendant should start at the top of the headand work down, moving around the crew-man so that all portions of the mask, hose,pusher fan, C2 canister, and battery arecovered with the SDK powder

(4) Station attendant and crewmen shall checkthe disposable footwear covers, rubbergloves, and flight suits for damage. Anyrips, tears, or punctures in these itemsshould be reported to the monitor at station5. This allows the monitor at station 5 tocheck the crewman for chemical-agentsymptoms and under clothing or skin forpossible contamination.

(5) Attendant decontaminates his/her owngloves.

(6) Repeat process with the next crewman.

3. Station 3. Flight Suit/Disposable Footwear CoverRemoval. At this station, contaminated flightsuits and footwear covers are removed.


(1) One 30 gallon container

(2) Two scissors/knife

(3) (As required) M291 skin decon kit (about1 SDK per crewman)*

(4) (As required) plastic trash bags

(5) (As required) roll engineer tape

(6) One folding chair (optional)

*Alternate equipment: HTH solutions orbleach may replace SDK. If liquid solutionsare used to decontaminate gloves; water, a5 gallon bucket, general-purpose detergent/soap and sponges will be required. Prepareper Figure B-1.

Two people are required to operate this station. Theyassist with the removal of flight suits and disposablefootwear covers. It may be easier to remove the flight suitby cutting. The attendants will establish an interimcontamination control line (see Figure 9-5) within the siteto be used while the flight suit and disposable footwearcovers are being removed. A metal chair may be placedacross the interim contamination control line for theaircrewman to balance upon once his flight suit has beenworked down below his knees. Covering the chair with aplastic garbage bag will protect the chair from contamina-tion, and provide for simplified cleanup.

b. Execution.

(1) An attendant cuts and removes any M-9detector paper from around the crewman’swrist and/or ankle.

(2) The attendant unzips the flight suit as fardown as it will go and then unzips the legclosure to the flight suit.

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ORIGINAL 9-18

(3) The other attendant takes and holds thepusher fan package from the crewman. Thecrewman makes fists and holds his/her arms straight and to the rear at approxi-mately a 45-degree angle. The other atten-dant assists the crewman with pulling thearms out of the flight suit sleeves.

NoteDo this by grasping the flight suit at thecrewman’s shoulders from behind, pullingdown and away until the crewman’s armscome out of the sleeves. Take care that thechemical protective gloves do not come off.

(4) While an attendant continues to hold thepusher fan for the crewman, the otherattendant works the flight suit down to thecrewman’s ankles and removes the flightsuit one leg at a time over the crewman’sflight boots. The attendant instructs thecrewman to lift one leg and point that footdown and bend slightly at the knees forstability. The crewman may balance onthe folding chair, if provided. The atten-dant removes or cuts the disposablefootwear cover. The attendant grasps thecuff of the elevated foot and pulls the cuffin an alternating, jerking motion until thecrewman’s boot comes out of the flightsuit leg. The aircrewman steps across theinterim contamination control line.

(5) The process is repeated on the other leg.

� Touching the crewman’s skin or innerclothing with the outside of the flight suitor gloves may result in injury or death. Ifcontact is made, decontaminate immedi-ately with an SDK, and proceed with theovergarment removal.

� The attendant shall ensure that the crew-man steps wide enough to avoid rubbinghis/her clean leg against the contami-nated boot and overgarment. Failure todo so may result in injury or death.

Note� If the crewman cannot maintain balance

while the flight suit is removed, he/shemay place a gloved hand on the attendantor the folding chair (if used) for balance.

� If the legs of the flight suit cannot bepulled over the flight boots, use scissorsto cut the legs of the suit.

(6) Dispose of the flight suit and disposablefootwear covers in the disposal can.

(7) The aircrewman takes the pusher fan.

(8) Both attendants decontaminate theirgloves and the scissors (if used).

(9) Repeat on the next crewman.

4. Station 4. Chemical Protective Underwear, FlightBoot, Chemical Protective Socks, and ChemicalProtective Glove Removal. At this station, flightboots, chemical protective undergarments, chemicalprotective socks, and chemical protective gloves areremoved to limit the spread of contamination.


(1) One 30-gallon container.

(2) Two pair scissors or knife

(3) (As required) Engineer tape

(4) (As required) M291 Skin Decon Kit(about 1 SDK per crewman)*

(5) (As required) Plastic trash bags (aboutone per person)

(6) (As required) Chemical protective socks(2 per person)

(7) One Folding Chair (optional)

*Alternate equipment: HTH solutions orbleach may replace SDK. If liquid solu-tions are used to decontaminate gloves;water, a 5 gallon bucket, general-purposedetergent/soap and sponges will be re-quired. Prepare per Figure B-1.

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Set up the station as follows: Establish the liquid-contamination control line on the ground with engineertape. Place all equipment and supplies on the “dirty”side of the liquid-contamination control line. The liquidcontamination control line separates the liquid “dirty”and vapor “dirty” areas. No liquid agent should betracked on the ground beyond the liquid-contaminationcontrol line. A metal chair may be placed across theliquid contamination control line for the aircrewman tobalance upon once his chemical protective drawers havebeen worked down below his knees. Covering the chairwith a plastic garbage bag will protect the chair fromcontamination, and provide for simplified cleanup.

Two personnel are required to operate this station.They assist with the removal of chemical protectivegloves, flight boots, chemical protective underwear,and chemical protective socks.

b. Execution.

(1) An attendant will hold the pusher fan, C2canister, and battery package.

Touching the crewman’s skin or inner cloth-ing may result in injury or death. If contactis made, decontaminate immediately with anSDK, and then proceed with the undergar-ment removal.

(2) The other station attendant will assist withthe removal of the chemical protectiveundergarment shirt.

(3) The attendant reaches under the aircrewCB respirator apron and unzips the under-garment top. The other attendant contin-ues to hold the pusher fan.

(4) The attendant loosens the hook and pilefastener closures at the wrist, then movesaround to the back of the crewman.He/she instructs the crewman to make afist and grasps the shirt from behind androlls the garment up and off of theshoulders and then pulls it down and

away, off of the crewman. Discard theCMU-34/P shirt in the disposal can.

(5) The attendant unties or cuts the laces tothe crewman’s flight boots.

(6) Work the waist and legs of the CMU-35Pdrawers down to the top of the crewman’sboots by gently pulling/tugging on theoutside of the garment.

(7) The crewman faces the liquid-contamina-tion control line and steps back from itabout 12 inches, balancing on the chair, ifused. The crewman lifts one foot, and theattendant bends down and pulls the flightboot and CMU-35P trouser leg off of thecrewman. While the crewman continuesto hold that foot/leg off the ground, theattendant removes the chemical protec-tive sock from the crewman’s foot.

(8) The crewman steps across the liquid-con-tamination control line with that foot.

(9) The process is repeated for the other foot.

(10) Boots, CMU-35P drawers, and socks arediscarded in the disposal can.

NoteIt may be necessary for the crewman tomaintain balance by placing a gloved handon the disposal can or the attendant’s headwhile flight boots, chemical protectivesocks, and chemical protective undergar-ments are removed.

(11) The attendant pulls the fingertips ofcrewman’s gloves off one glove at a timeand discards them in the disposal can.

(12) The same attendant quickly decons his/her gloves and then places a chemicalprotective sock on each of the crewman’shands (as temporary gloves.)

(13) The other attendant returns the pusher fan,C2 canister, and battery to the crewman.

(14) Both attendants decontaminate gloves.

(15) Repeat with the next aircrewman

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ORIGINAL 9-20

NoteThe attendants at station 4 perform theirduties from the (liquid) “dirty” side of theliquid-contamination control line.

5. Station 5: Monitor. At this station, contaminationon personnel is identified, spot-decontaminationcapabilities are provided, and medical aid isprovided, as required.



(2) (As required) First aid supplies

(3) One CAM or ICAM

(4) Five books M-8 paper (per 100 persons)

*Alternate equipment: HTH solutions orbleach may replace SDK. If liquid solutionsare used to decontaminate gloves; water, a5 gallon bucket, general-purpose detergent/soap and sponges will be required. Prepareper Figure B-1.

NoteA CAM operator should be present tomonitor for contamination, and a corpsmanshould be present to treat any personssuffering from chemical-agent symptoms.

b. Execution

(1) The attendant checks the aircrewman forcontamination using the CAM. Liquidagents can be detected with M-8 detectorpaper. Small quantities of agent vapor canbe detected with the CAM. Symptoms ofagent poisoning are the most obviousindication of skin contamination.

(2) The corpsman checks each person forsymptoms of agent poisoning and treats,as required.

(3) Persons should report any damage to theirIPE that was identified at stations 2, 3, and4. The attendant can decontaminate any

areas identified as contaminated with anSDK.

(4) Crewmen are re-monitored after decon-tamination. It is possible that all liquid-chemical contamination is absorbed intothe clothing. If so, M-8/M-9 detectorpaper will indicate negative, even thoughthere is a hazard.

6. Station 6: Aircrew Respirator Removal. At thisstation, the aircrew respirator and chemical pro-tective socks (temporary gloves) are removedwithout contaminating the crewman. The respira-tor is placed in a plastic bag, sealed, and taken toa respirator collection point.


(1) One M22 ACADA or MK 26 ShipACADA

(2) One 30 gallon container

(3) (As required) large plastic bags


(5) (As required) Engineer tape

*Alternate equipment: HTH solutionsor bleach may replace SDK. If liquidsolutions are used to decontaminategloves; water, a 5 gallon bucket, generalpurpose detergent/soap and spongeswill be required. Prepare per Figure B-1.

One attendant is needed to operate this station.He/she removes and carries masks to station 7.

Set up the station as follows: Establish the vapor-contamination control line on the ground with engineertape. The vapor contamination control line separates the“dirty” and “clean” areas. No agent, vapor, or liquidshould cross beyond the vapor-contamination controlline. Place the 30 gallon container on the “dirty” side ofthe vapor contamination control line.

b. Execution.

(1) The attendant takes the pusher fan, C2canister, and battery package from thecrewman.

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ORIGINAL9-21

(2) The crewman works the chemical protec-tive socks off of his/her hand, and allowsthem to drop into the container.

(3) The crewman is instructed to take a breathand hold it.

(4) The crewman places his/her hands underthe respirator apron and then under therespirator neck dam seal and pulls themask up and off of his/her head.

(5) The attendant takes the respirator from thecrewman and instructs the crewman to walkahead until he/she crosses the vapor controlline. At this point the crewman may resumebreathing. The crewman processingthrough the site moves straight ahead, whilehis/her respirator, which may still give offvapors, is held on the vapor “dirty” side ofthe line. The attendant places the respiratorinto a plastic bag, seals the bag, and carriesit to station 7.

(6) The attendant decons his/her gloves.

If the step is not performed properly, thecrewman could breathe toxic vapors result-ing in injury or death. There is a probabilitythat the vapor hazard is still present on themask. The crewman must not touch theoutside of the mask, because it couldcontaminate his/her bare hands. The crew-man proceeds to station 8.

Note

If the wind direction remains constant, nochemical vapor hazard is expected beyondthe vapor-contamination control line. Posi-tion the M22 ACADA or MK26 shipACADA upwind of the station to warn ofvapor hazards.

7. Station 7: Aircrew Respirator Collection. Atthis station, aircrew respirators are stagedpending induction into the maintenance cycleby Emergency Reclamation Teams or by flightequipmentmen.

8. Station 8: Issue Point. The issue point can belocated at the decontamination site or may besituated away at normal facility activities. Fol-lowing processing, aircrew will need at a mini-mum: clothing, shelter, medical support, food andwater.

9.11.1.2 Shipboard Aircrew DecontaminationProcedures. The procedures in this section aremodified from the personnel decontamination proce-dures contained in NTRP 3-20.31.470. These proce-dures recommend additions to equipment andmanning levels as required to support the unique doffrequirements of contaminated aircrew IPE. Aviationunits must coordinate these requirements via theship’s operations department, AO, and DCA. Twoprocedures are provided, one for ships equipped withcollective protection system (CPS) decontaminationstations and those with conventional decontamina-tion stations. See NTRP 3-20.31.470 for details onshipboard decontamination.

9.11.1.2.1 Conventional DecontaminationStation. Ships with a conventional decontaminationstation may require much of the ship’s crew to be inprotective masks (or higher levels of CB protection)until the liquid hazard is removed and the vapor hazarddissipates. Because of this, and due to the cumbersomecharacteristics of aircrew CB protective respirators,aircrews will conduct a mask swap during the doffingprocess from the aviation mask to a standard servicemask (MCU 2/P or M40A1). The checklist associatedwith aircrew decontamination in a shipboard conven-tional decontamination station are located in AppendixD, Figure D-1.

NoteUSN aviation units must coordinate stan-dard service mask and protective clothingrequirements with the ship during pre-de-ployment training. Embarked USMC unitsmust bring their own IPE. Once deployed,every aircrewman must have his/her aircrewIPE and service standard non-aircrew IPE(Saratoga/JSLIST and M40A1/MCU 2/P).

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ORIGINAL 9-22

The conventional decontamination station consistsof a gross decontamination area, a contaminationcontrol area (CCA), and a decontamination station(shower). Aircrewmen should process through the siteone at a time.

The following capabilities, in addition to therequirements of NTRP 3-20.31.470, should be presentat the gross decontamination area to support aircrewIPE doffing:

Plastic bags (to collect aircrew ALSS and line dis-posal can,).

Hand wash (9-percent HTH) or M291 Skin De-contamination Kits.

Disposal can.

Roll of masking or duct tape.

Indelible marker.

Aircrew Attendant (flight equipment SME).

1. Gross Decontamination Area. For aircrewmen,the gross decontamination area is where mostman-mounted and hand carried equipment isdisposed of or collected for subsequent segrega-tion and decontamination. An attendant, who is amember of the aviation unit, assists the aircrewwith the removal of their flight equipment. Thisattendant is in addition to the team leader who ispart of the damage control crew that operates thedecontamination station. It is recommended thatthe attendant be a qualified parachute rigger orflight equipment expert. The unique nature ofaircrew IPE requires this type of support beprovided at the gross decontamination area.Untrained augments may inadvertently damageaircrew equipment. The aviation unit shall coordi-nate ALSS decontamination requirements withthe DCA. See paragraph 9.11.1.3 for ALSSdecontamination procedures.

a. Cape Removal. If capes have not already beenremoved, proceed as follows: Crewman facesattendant and bends forward. The attendantremoves the cape by grasping near the crew-man’s head, and pulls the cape forward and offof the crewman. Dispose of the cape in thewaste can. Repeat on remaining crewmen.

b. All items that are carried by the crewman arecollected and bagged at this station for furthersegregation and decontamination or disposal.Helmet bags, kneeboards, canteens, classifieditems/documents, and all other items carriedby the aircrew are collected at this station.Place these items in a large plastic garbagebag, hereafter referred to as the “equipmentbag.” The bag will be labeled with thecrewman’s name and unit. Weapons should beunholstered and cleared at this time. Weaponsand ammunition will be placed in the equip-ment bag.

NoteClassified documents, weapons, and othersecurity sensitive equipment will be segre-gated and accounted for when the equipmentbag is opened. Ensure proper chain ofcustody is maintained.

c. Flight Glove Removal. Detach the hook andpile fastener closure on the flight suit sleeveand reattach loosely around the wrist. Crew-men loosen and work flyer’s gloves to a pointthat each glove is almost off, without loosen-ing or removing the chemical protective gloveunderneath. Crewmember then hold handsover the waste can and allows the flyer’sgloves to drop into the can. If unable to loosenthe flyer’s gloves or work them off his/herown hands, the station attendant can assist bygrasping the fingertip and removing theflyer’s gloves for the crewman.


d. Remove Intercom Unit.

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ORIGINAL9-23

(1) The attendant grasps the helmet commu-nications pigtail and disconnects the maskmicrophone lead and the intercom com-munication lead from the pigtail.

(2) Secure the communication cord anddrinking tube by wrapping them aroundthe lower assembly hose.

(3) The attendant then grasps the intercomsnap hook and disengages the intercomfrom the survival vest. Place the intercomand communications cable into the equip-ment bag.

(4) The attendant decons his/her chemicalprotective gloves and then proceeds withthe helmet removal.

e. Helmet Removal.

NoteSteps (2) through (4) also apply to aircrew-man wearing the CB Head Harness.

(1) The attendant grasps the helmet chinstraptab and disengages the snaps.

(2) The attendant releases the toggle harnessand unsnaps the toggle harness helmetreceivers.

(3) The attendant removes the helmet, placesit in the equipment bag, and decons ownhands.

(4) The attendant proceeds with survivalvest/overvest removal.

f. Survival Vest/Overvest Removal.

(1) The attendant releases hoist leg straps.

(2) The attendant unzips vest.

(3) Undo hoist chest strap.

(4) The attendant will separate the pusher fan,C2 canister, and battery from the survivalvest or overvest. The attendant will unzipretention pouches and remove the pusherfan, C2 canister, and battery from thepouches. The team leader may assist asrequired.

NotePusher fan, C2 canister, and battery pouchesmay be detached from the vest, vice remov-ing them from their pouches on the vest ifeasier and more convenient to do so. Stationattendants assisting fixed-wing ejection(strike) aircraft crewman wearing an overv-est may have to cut the pockets of theovervest or disconnect the oetiker clamp tofacilitate removal of the oxygen regulatorand seat pan oxygen hose.

(5) The attendant tapes or zip-ties the batteryand pusher fan assembly together, unlessremoved from the survival vest as a singleunit in its pouch.

(6) The attendant gives pusher fan package tothe aircrewman.

(7) The station attendant moves behind thecrewman and assists with the removal ofthe survival vest/overvest and attachedflotation collar. Once removed from thecrewman, it (overvest or survival vest) isplaced in the equipment bag.

Note� Depending on the aircraft type, aircrew

may wear a survival vest under theovervest. Station attendant will assistcrewman with removal of the survivalvest at this time. Place the survival vestin equipment bag.

� All survival equipment should remain inthe vest. It will be segregated and decon-taminated or disposed of by emergencyreclamation teams.

(8) Station attendant(s) decon gloves andproceed to body armor/G-suit/torso har-ness removal.

g. Body Armor/G-suit/Torso Harness Removal.

(1) As applicable, station attendant will assistthe crewman with removing body armoror G-suit/torso harness.

(2) Place all items in the equipment bag.

(3) All carried and man-mounted equipmentshould be off of the crewman at this time.

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ORIGINAL 9-24

Crewman should be wearing a respirator,flight suit, chemical protective gloves, andflight boots (which may be covered bydisposable footwear covers). Ensure per-sonal items are removed from flight suitpockets and placed in the equipment bag.

(4) The station attendant ensures that theequipment bag is marked with the crew-man’s name and unit, and that it contains allof his/her personal items and equipment.

(5) An attendant closes the top of the bag andsets it aside.

h. Aircrew CB Respirator Decontamination. Thestation attendant will use two SDKs (one oneach hand) to decontaminate the aircrew respi-rator and attached hose. The aircrewman standsupright while the attendant decontaminates therespirator. The crewman will look up so that theunderside of the mask bellows can be decon-taminated followed by the exposed portion ofthe hose and the pusher fan. The aircrewmangives the pusher fan to the attendant. Theattendant provides an SDK and the aircrewmandecontaminates his/her gloves. Once complete,the crewman will again take the pusher fan.

NoteAttendant should start at the top of the headand work down, moving around the crew-man so that all portions of the mask, hose,pusher fan, C2 canister, and battery arecovered with the SDK powder

i. Station attendant decons own gloves and thenassists the next crewman, beginning withflight glove removal.

2. Contamination Control Area (CCA). The CCA is athree-station area where remaining liquid and vaporcontamination hazards are reduced and controlled.A typical CCA is shown at Figure 9-7. Aviationunits must coordinate with the DCA to train damagecontrol men on procedures to remove crewmenfrom aircrew IPE, or be prepared to augment theCCA with personnel. Due to the unique characteris-tics of the aircrew mask and the procedures fordoffing aircrew IPE, the aviation unit shouldrecommend a two-cutter CCA, with only oneaircrewman processing at a time.

NoteIt will take at least two assistants to help thecrewman safely remove his/her IPE in theCCA. One assistant (cutter) will help thecrewman get out of his/her flight suit, flightboots, and chemical protective ensemble. Theother assistant (cutter) will hold the pusher fan,canister, and battery assembly so that it doesnot cause a break in the aircrew mask.

a. Boot Wash. When signaled by a CCA atten-dant, the air crewman will step into the bootwash. An attendant will scrub the crewman’sdisposable footwear covers with the brushprovided for approximately 10 seconds.

NoteThe crewman will be holding his/her pusherfan and may not be able to scrub his/her owndisposable footwear covers.

With the crewman still in the boot wash, he/she willlift one leg at a time so that the attendant can removeeach disposable footwear cover. Once the disposablefootwear cover is removed, the crewman remains in theboot wash so that each flight boot can be scrubbed foran additional 10 seconds.

b. CCA Position 1. The crewman enters CCAwithout touching door and stands on Position#1, as shown in Figure 9-7. An attendantcloses the door and begins doffing proce-dures. Two people are required to operate thisstation. They assist with the removal of flightsuits and chemical protective undergarments.Due to the difficulty of crewman removingflight suits over flight boots while masked andholding the pusher fan, C2 canister, andbattery, it may be easier to remove the flightsuit by cutting.

(1) The first attendant cuts and removes anyM-9 detector paper from around thecrewman’s wrist and/or ankle.

(2) The other attendant takes and holds thepusher fan package from the crewman.

(3) The first attendant unzips the flight suit asfar down as it will go and then unzips theleg closure to the flight suit.

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ORIGINAL9-25

Figure 9-7. Generic Layout for CCA for the Two-Cutter Process

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ORIGINAL 9-26

(4) The crewman makes fists and holdshis/her arms straight and to the rear atapproximately a 45-degree angle. Theattendant assists the crewman with pull-ing the arms out of the flight suit sleeves.

NoteDo this by grasping the flight suit at thecrewman’s shoulders from behind, pullingdown and away until the crewman’s armscome out of the sleeves. Take care that thechemical protective gloves do not come off.

(5) While the attendant continues to hold thepusher fan for the crewman, the firstattendant works the flight suit down to thecrewman’s ankles and removes the flightsuit one leg at a time over the crewman’sflight boots. The attendant instructs thecrewman to lift one leg and point that footdown and bend slightly at the knees forstability. The attendant grasps the cuff ofthe elevated foot with a hand on each sideand pulls the cuff in an alternating, jerkingmotion until the crewman can step out ofthe trouser leg.




Note� If the crewman cannot maintain balance

while the flight suit is removed, he/shemay place own gloved hand on theattendant for balance.

� If the legs of the flight suit cannot bepulled over the flight boots, use scissorsto cut the legs of the suit from the bottomof the front zipper to the bottom of thelegs.

(7) Dispose of the flight suit in the disposalcan. The first attendant decontaminateshis/her own gloves, while the other atten-dant continues to hold pusher fan.

(8) Next, the attendant will assist with theremoval of the chemical protective under-garment shirt (CMU 34/P).


(10) The attendant loosens the hook and pilefastener closures at the wrist, then movesaround to the back of the crewman.He/she instructs the crewman to make afist and grasps the shirt from behind androlls the garment up and off of theshoulders and then pulls it down andaway, off of the crewman. Discard theCMU-34/P shirt in the disposal can.

(11) The lower garment (CMU-35/P) willremain on the crewman until station 2 ofthe CCA.

(12) The attendant retains possession of thepusher fan assembly, unless the configu-ration of the CCA spaces requires thecrewman hold it.

The pusher fan assembly may be contami-nated. Crewmen shall hold the pusher fanassembly so that it does not touch anyexposed skin or under clothing. Failure to doso may result in injury or death.

(13) The attendant not tending the pusher fandecontaminates his gloves and the scis-sors (if used). Attendants and aircrewmove to position 2.

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c. CCA Position 2. The crewman and attendantsmove to position 2. Before sitting on thebench provided, an attendant will grasp thelegs of the CMU-35/P chemical protectiveundergarment drawers on the outside of thegarment in the vicinity of the crewman’s outerthighs. The attendant will work the garmentoff of the crewman’s hips, down to knee-level.The crewman sits on the bench.

Ensure that no part of the crewman’s chemi-cal protective undergarment or chemicalprotective gloves touch the seat of the bench.Exposure to chemical hazard may result ininjury or death.

The crewman remains seated on the benchwhile the attendant uses scissors to cut thelaces on the crewman’s flight boots. Thecrewman then lifts his/her foot closest to theraised grating at position 3. The attendantgrasps the heel of the flight boot and pulls itoff, along with the leg of the chemical protec-tive undergarment. Then he/she grasps thechemical protective sock by the toe and pullsit off. The crewman places this foot onto posi-tion 3. The crewman remains seated. The pro-cedure is repeated with other foot. Theattendant places boots, chemical protectiveundergarment, and chemical protective socksin the second disposal can.

d. CCA Position 3. The crewman stands ensuringthat his/her feet remain on position 3. Ifnecessary, an attendant may assist, but onlyglove-to-glove contact can be made. The cuttersignals the next station that the crewman ispreparing to unmask and that the mask ex-change MCU 2/P or M40A1 needs to be ready.

(1) While the attendant continues to hold thepusher fan, canister, and battery package,the other attendant pulls off the crew-man’s chemical protective gloves anddrops them in the disposal can.

(2) The attendant decontaminates his/hergloves and then opens the inboard door.The crewman takes a breath and holds it.The crewman places his/her hands underthe respirator apron and then under therespirator neck dam seal and pulls the maskup and off of his/her head, handing therespirator to the attendant who has beenholding the pusher fan. The attendant takesthe respirator from the crewman andinstructs the crewman to walk out of theCCA. The attendant closes the door.

Ships configuration will determine the loca-tions of follow on shower and monitoringstations. Whatever the configuration, acorpsman with a non-aircrew respirator shallbe stationed outside the CCA to provide amask to the crewman. Failure to provide amask may result in no respiratory protectionto the crewman.

Note

The aircrew mask will be passed back throughthe CCA to the gross decontamination areawhen the next crewman enters from the grossdecon area. The mask will be turned over tothe station attendant to be placed with theremainder of the crewman’s ALSS.

(3) A corpsman gives the crewman the ex-change non-aircrew mask when transi-tioning between the CCA and theDecontamination Station; the crewmandons, clears, and then checks the maskand resumes breathing. The corpsmanchecks the crewman for signs of agentexposure (pinpoint pupils, feelings ofnausea, difficulty breathing, etc., or heatstress and recommends action. Healthypersonnel are sent to the decontaminationstation. Individuals exhibiting symptomsof exposure to chemical agents or heatstress are treated and sent to casualtycollection stations.

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3. Proceeding Through the Decontamination Sta-tion. Crewmen proceed from the CCA to thedecontamination station via the designated route.

The mask canister shall not be exposed todirect water spray, or the filter will clog. Thedoffee shall shield the canister to keep waterspray out. The doffee shall not touch themask with unprotected hands. Touchingrespirator with unprotected hand may resultin serious injury or death.

a. When crewman arrives at decontaminationstation, he/she removes all inner clothingexcept mask and pullover shirts and places itin a plastic bag. He/she cuts off all pullovershirts (tee shirts, flight deck jerseys, etc.)down front from top to bottom so he/she canremove them without disturbing the maskseal. The crewman removes the cotton gloveslast. He/she enters station and showers withsea water. Shower can last until next personarrives.

b. Personnel manning decontamination stationshall ensure orderly traffic flow and thatclothing is sealed in plastic bags to be checkedlater with chemical detector kit. Monitor alsolooks for delayed signs of personnel exposureto agent.

Note

Complete monitoring of individuals forcontamination is not feasible or reliable withcurrent detectors. Strict adherence to properprocedures and screening for symptoms ofexposure are the best precautions.

c. Upon completion of shower, personnel donclean clothing and proceed to assigned areasto await assignments. Ensure clean clothing isstaged at decontamination station exit.

9.11.1.2.2 Collective Protection System (CPS)Decontamination Station. Ships with CPS de-contamination stations are equipped with built-indecontamination spaces that lead to spaces inside theship’s skin that do not require protective clothing ormasks. The primary difference in aircrew decontamina-tion with a CPS versus the conventional decontamina-tion station is that there is no requirement for a maskexchange. The checklist associated with aircrew decon-tamination in a shipboard CPS decontamination Stationis located in Appendix D, Figure D-2.

The CPS decontamination station consists of a grossdecontamination area, an outer clothing undressing area(OCUA), equivalent to a CCA at a conventional decon-tamination station, an inner clothing undressing area(ICUA), a shower, and a contamination purge lock (CPL).

The following capabilities in addition to the require-ments of NTRP 3-20.31.470 must be present at thegross decontamination station to support aircrew IPEdoffing:

Plastic bags (to collect aircrew ALSS and line dis-posal can.

Hand wash (9-percent HTH) or M291 Skin De-contamination Kits.

Disposal can.

Roll of masking or duct tape.

Indelible marker.

Aircrew Attendant (flight equipment SME).

1. Gross Decontamination Area. For aircrewmen,the gross decontamination area is where mostman-mounted and hand carried equipment isdisposed of or collected for subsequent segrega-tion and decontamination. An attendant, who is amember of the aviation unit, assists the aircrewwith the removal of their flight equipment. Thisattendant is in addition to the team leader who ispart of the damage control crew that operates thedecontamination station. It is recommended thatthe attendant be a qualified parachute rigger orflight equipment expert. The unique nature ofaircrew IPE requires this type of support beprovided at the gross decontamination area.Untrained augments may inadvertently damage

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aircrew equipment. The aviation unit shall coordi-nate ALSS decontamination requirements withthe DCA. See paragraph 9.11.1.3 for ALSSdecontamination procedures.

a. Cape Removal. If capes have not already beenremoved, proceed as follows: Crewman facesattendant and bends forward. The attendantremoves the cape by grasping near the crew-man’s head, and pulls the cape forward and offof the crewman. Dispose of the cape in thewaste can. Repeat on remaining crewman.

b. All items that are carried by the crewman arecollected and bagged at this station for furthersegregation and decontamination or disposal.Helmet bags, kneeboards, canteens, classifieditems/documents, and all other items carried bythe aircrew are collected at this station. Placethese items in a large plastic garbage bag,hereafter referred to as the “equipment bag”.The bag will be labeled with the crewman’sname and unit. Weapons should be unholsteredand cleared at this time. Weapons and ammuni-tion will be placed in the equipment bag.

Note

Classified documents, weapons, and othersecurity sensitive equipment will be segre-gated and accounted for when the equipmentbag is opened. Ensure proper chain ofcustody is maintained.

c. Flight Glove Removal. Detach the hook andpile fastener closure on the flight suit sleeveand reattach loosely around the wrist. Crew-men loosen and work flyer’s gloves to a pointthat each glove is almost off, without loosen-ing or removing the chemical protective gloveunderneath. Crewmember then hold handsover the waste can and allows the flyer’sgloves to drop into the can. If unable to loosenthe flyer’s gloves or work them off his/herown hands, the station attendant can assist bygrasping the fingertip and removing theflyer’s gloves for the crewman.


d. Remove Intercom Unit.

(1) The attendant grasps the helmet commu-nications pigtail and disconnects the maskmicrophone lead and the intercom com-munication lead from the pigtail.

(2) Secure the communication cord anddrinking tube by wrapping them aroundthe lower assembly hose.

(3) The attendant then grasps the intercomsnap hook and disengages the intercomfrom the survival vest. Place the intercomand communications cable into the equip-ment bag.

(4) The attendant decons his/her chemicalprotective gloves and then proceeds withthe helmet removal.

e. Helmet Removal.

NoteSteps (2) through (4) also apply to aircrew-man wearing the CB Head Harness.

(1) The attendant grasps the helmet chinstraptab and disengages the snaps.

(2) The attendant releases the toggle harnessand unsnaps the toggle harness helmetreceivers.

(3) The attendant removes the helmet, placesit in the equipment bag, and decons ownhands.

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(4) The attendant proceeds with survivalvest/overvest removal.

f. Survival Vest/Overvest Removal.

(1) The attendant releases hoist leg straps.

(2) The attendant unzips vest.

(3) Undo hoist chest strap.

(4) The attendant will separate the pusher fan,C2 canister, and battery from the survivalvest or overvest. The attendant will unzipretention pouches and remove the pusherfan, C2 canister, and battery from thepouches. The team leader may assist asrequired.

NotePusher fan, C2 canister, and battery pouchesmay be detached from the vest, vice remov-ing them from their pouches if easier andmore convenient to do so. Station attendantsassisting fixed-wing ejection (strike) aircraftcrewman wearing an overvest may have tocut the pockets of the overvest or disconnectthe oetiker clamp to facilitate removal of theoxygen regulator and seat pan oxygen hose.

(5) The attendant tapes or zip-ties the batteryand pusher fan assembly together, unlessremoved from the survival vest as a singleunit in its pouch.

(6) The attendant gives pusher fan package tothe aircrewman.

(7) The station attendant moves behind thecrewman and assists with the removal ofthe survival vest/overvest and attachedflotation collar. Once removed from thecrewman, it (overvest or survival vest) isplaced in the equipment bag.

NoteDepending on the aircraft type, aircrew maywear a survival vest under the overvest.Station attendant will assist crewman withremoval of the survival vest at this time.Place the survival vest in equipment bag.

Note

All survival equipment should remain in thevest. It will be segregated and decontami-nated or disposed of by emergency reclama-tion teams.

(8) Station attendant(s) decon gloves andproceed to body armor/G-suit/torso har-ness removal.

g. Body Armor/G-suit/Torso Harness Removal.

(1) As applicable, station attendant will assistthe crewman with removing body armoror G-suit/torso harness.

(2) Place all items in the equipment bag.

(3) All carried and man-mounted equipmentshould be off of the crewman at this time.Crewman should be wearing a respirator,flight suit, chemical protective gloves, andflight boots (which may be covered bydisposable footwear covers). Ensure per-sonal items are removed from flight suitpockets and placed in the equipment bag.

(4) The station attendant ensures that theequipment bag is marked with the crew-man’s name and unit, and that it contains allof his/her personal items and equipment.

(5) An attendant closes the top of the bag andsets it aside.

h. Aircrew CB Respirator Decontamination.The station attendant will use two SDKs (oneon each hand) to decontaminate the aircrewrespirator and attached hose. The aircrewmanstands upright while the attendant decontami-nates the respirator. The crewman will look upso that the underside of the mask bellows canbe decontaminated followed by the exposedportion of the hose and the pusher fan. Theaircrewman gives the pusher fan to theattendant. The attendant provides a SDK andthe aircrewman decontaminates his/hergloves. Once complete, the crewman willagain take the pusher fan.

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Note

Attendant should start at the top of the headand work down, moving around the crew-man so that all portions of the mask, hose,pusher fan, C2 canister, and battery arecovered with the SDK powder.

i. Station attendant decons own gloves and thenassists the next crewman, beginning withflight glove removal.

2. Outer Clothing Undressing Area. The OCUA is athree-station area where remaining liquid contam-ination hazards are reduced and controlled. Atypical OCUA is depicted at Figure 9-8 and Figure9-9. The processes in the OCUA are very similarto the CCA of conventional decontaminationstation. Aviation units must coordinate with theDCA to train damage control crew on proceduresto remove crewmen from aircrew IPE. Due to theunique characteristics of the aircrew mask and theprocedures for doffing aircrew IPE, the aviationunit should recommend a two-cutter CCA, withonly one aircrewman processing at a time. TheOCUA must be equipped with sufficient extrapairs of chemical protective gloves (or equivalent)

per crewman. The gloves will be used as tempo-rary hand protection (coverings), allowing thecrewman to hold potentially contaminated equip-ment. This requirement is in addition to theequipment listed in NTRP 3-20.31.470.

NoteIt will take at least two assistants to help thecrewman safely remove his/her IPE in theOCUA. One assistant (cutter) will help thecrewman get out of his/her flight suit, flightboots, and chemical protective ensemble. Theother assistant (cutter) will hold the pusher fan,canister, and battery assembly so that it doesnot cause a break in the aircrew mask.

a. Boot Wash. When signaled by the OCUAattendant and the door opens, the air crewmanwill step into the boot wash. The aviationattendant will scrub the crewman’s disposablefootwear covers with the brush provided, forapproximately 10 seconds.

NoteThe crewman will be holding his/her pusherfan and may be unable to scrub his/her owndisposable footwear covers.

Figure 9-8. Typical CPS Decontamination Station

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Figure 9-9. Typical CPS Decontamination Station Layout

With the crewman still in the boot wash, he/she willlift one leg at a time so that the attendant can removeeach disposable footwear cover. Once the disposablefootwear cover is removed, the crewman remains in theboot wash so that each flight boot can be scrubbed foran additional 10 seconds.

b. OCUA Position 1. The crewman enters theOCUA without touching the door with his/hergloves, and stands on Position 1, as shown inFigure 9-9 (CCA). The attendant closes doorand begins doffing procedures. Two peopleare required to operate this station. They assistwith the removal of flight suits and chemicalprotective undergarments. Due to the difficul-ty of crewman removing flight suits overflight boots while masked and holding thepusher fan, C2 canister, and battery, it may beeasier to remove the flight suit by cutting.

(1) The first attendant cuts and removes anyM-9 detector paper from around thecrewman’s wrist and/or ankle.

(2) The other attendant takes and holds thepusher fan package from the crewman.

(3) The first attendant unzips the flight suit asfar down as it will go and then unzips theleg closure to the flight suit.

(4) The crewman makes fists and holdshis/her arms straight and to the rear atapproximately a 45-degree angle. Theattendant assists the crewman with pull-ing the arms out of the flight suit sleeves.

Note

Do this by grasping the flight suit at thecrewman’s shoulders from behind, pullingdown and away until the crewman’s armscome out of the sleeves. Take care that thechemical protective gloves do not come off.

(5) While the attendant continues to hold thepusher fan for the crewman, the firstattendant works the flight suit down to thecrewman’s ankles and removes the flightsuit one leg at a time over the crewman’sflight boots. The attendant instructs thecrewman to lift one leg and point that footdown and bend slightly at the knees forstability. The attendant grasps the cuff ofthe elevated foot with a hand on each side

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and pulls the cuff in an alternating, jerkingmotion until the crewman can step out ofthe trouser leg.




Note

� If the crewman cannot maintain balancewhile the flight suit is removed, he/shemay place own gloved hand on theattendant for balance.

� If the legs of the flight suit cannot be pulledover the flight boots, use scissors to cut thelegs of the suit from the bottom of the frontzipper to the bottom of the legs.

(7) Dispose of the flight suit in the disposalcan. The first attendant decontaminateshis/her own gloves, while the other atten-dant continues to hold pusher fan.

(8) Next, the attendant will assist with theremoval of the chemical protective under-garment shirt (CMU 34/P).


(10) The attendant loosens the hook and pilefastener closures at the wrist, then movesaround to the back of the crewman.He/she instructs the crewman to make afist and grasps the shirt from behind androlls the garment up and off of theshoulders and then pulls it down andaway, off of the crewman. Discard theCMU-34/P shirt in the disposal can.

(11) The lower garment (CMU-35/P) willremain on the crewman until station 2 ofthe CCA.

(12) The attendant retains possession of thepusher fan assembly, unless the configu-ration of the CCA spaces requires thecrewman hold it.

The pusher fan assembly may be contami-nated. Crewmen shall hold the pusher fanassembly so that it does not touch anyexposed skin or under clothing. Failure to doso may result in injury or death.

(13) The attendant not tending the pusher fandecontaminates his gloves and the scis-sors (if used). Attendants and aircrewmove to position 2.

c. OCUA Position 2. The crewman moves toposition 2. Before sitting on the benchprovided, the cutter will grasp the legs of theCMU-35/P chemical protective undergar-ment drawers on the outside of the garment inthe vicinity of the crewman’s outer thighs.The cutter will work the garment off of thecrewman’s hips, down to knee-level. Thecrewman sits on the bench.

Ensure that no part of the crewman’s chemicalprotective undergarment or chemical protec-tive gloves touch the seat of the bench. Touch-ing may result in injury or death.

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The crewman remains seated on the benchwhile the attendant uses scissors to cut thelaces on the crewman’s flight boots. Thecrewman then lifts his/her foot closest to theraised grating at Position 3. The attendantgrasps heel of the flight boot and pulls it off,along with the leg of the chemical protectiveundergarment. Then he/she grasps the chemi-cal protective sock by the toe and pulls it off.The crewman places this foot onto Position 3.The crewman remains seated. The procedureis repeated with the other foot. The cutterplaces boots, chemical protective undergar-ment, and chemical protective socks in thesecond trashcan.

d. OCUA Position 3. The crewman stands,ensuring that his/her feet remain on position3. If necessary, the cutter may assist, but onlyglove-to-glove contact can be made.

The crewman hands the pusher fan, canister, andbattery package to an attendant who holds it. The otherattendant pulls off the crewman’s chemical protectivegloves and drops them in the disposal can.

The same attendant quickly decontaminates his/hergloves and then gives the crewman a new pair ofchemical protective gloves. The crewman places thegloves on each of his hands (as temporary coverings forhis hands).

Note

This procedure ensures an uncontaminatedsurface for the crewman to safely handle thepusher fan.

The attendant hands the pusher fan back to thecrewman. The attendant opens the inboard door. Thecrewman moves into the ICUA.

3. Inner Clothing Undressing Area (ICUA) andShower. The crewman enters the ICUA andremoves the mask bag that has been left in theICUA by the previous doffee, and hands this bagto the attendant in the OCUA. The OCUAattendant closes the door. The crewman removesall inner clothing except mask and pullover shirts.

Crewman cuts all pullover shirts (tee shirts, flightdeck jerseys, etc.) down the front, from the top tothe bottom so he/she can remove them withoutdisturbing mask seal. The temporary glovesremain on the crewman’s hands. Clothing isplaced in plastic bag.

4. The crewman enters shower when directed andremoves the bagged mask that has been left fromthe previous doffee. This bag is placed in theICUA. The crewman ensures that the door to theICUA is secured and shields his mask canisterwith his hand. The station assistant activates theshower.

5. Contaminated Purge Lock (CPL). Upon showercompletion, the station assistant indicates whenthe CPL is empty. The crewman enters CPL, picksup the mask bag left by previous doffee, andplaces it in the shower compartment. Crewmansecures door between shower and CPL.

At end of the 2-minute purge cycle, the crewmanpicks up a plastic bag. The crewman bends at the waistand gently releases the pusher fan assembly allowing itto dangle. Crewman opens the plastic bag, places thepusher fan assembly into the bag, and pulls the bag upand over his head, enclosing as much of the aircrewrespirator as possible. Then the crewman takes a breath,and holds it, then carefully places his/her thumbs underthe respirator apron and then under the respirator neckdam seal and pulls the mask up and off of his/her head,dropping the respirator into the bag. The crewmanensures that the respirator is contained in the plastic bag.

The crewman removes the temporary gloves andplaces them in the plastic bag.

He/she secures bag with a tie provided, and leavesit in CPL. Crewman exits CPL and closes door.

6. A medically trained person monitors crewman inpassageway outside CP, looking for delayed signsof personnel exposure to agent, heat stress, orother injury.

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In the absence of a reliable way to monitorcontamination on personnel or their cloth-ing, strict adherence to proper proceduresand screening for symptoms of exposure arethe best precautions. Failure to screen mayresult in injury or death.

Upon completion of shower, personnel don cleanclothing and proceed to assigned areas to awaitassignments. Ensure clean clothing is staged at decon-tamination station exit.

9.11.1.3 Aviation Life Support System(s)(ALSS) Decontamination. Recovery, decontami-nation, and reclamation of ALSS equipment should beaccomplished in a phased or stepped approach. The firstphase of decontamination occurs in the aircrew doffingsite when the aircrewman’s ALSS equipment, weapon,knee boards, and other items in the aircrewman’spockets are removed and deposited in a plastic trash bagknown as the equipment bag. Doffing site operatorsshall seal the bags, mark them with the aircrewman’sname and unit, and place them in a collection point untilthe second phase. The second phase begins when theequipment is monitored for contamination and deter-mined to be contaminated or uncontaminated. The thirdphase of decontamination occurs when contaminatedequipment is turned over to emergency reclamationteams for induction into maintenance and decontamina-tion in accordance with technical directives and uncon-taminated equipment is turned over to work centers,armorers, and classified materials custodians for nor-mal handling. Due to the limitations of current decon-tamination methods and detection devices, someequipment may not be recoverable for use in normal,uncontaminated operations. See Appendix C for decon-tamination methods for selected materials.

Don uncontaminated aircrew IPE beforereusing contaminated ALSS equipment.Failure to do so could result in serious injuryor death.

Note

Many items of IPE and ALSS cannot beadequately decontaminated and reclaimed.Helmets, body armor, life preservers, G-suits, and survival vests are difficult todecontaminate. The decision to reuse con-taminated flight equipment will be based onmany factors. Weathering over time willhave a decontamination effect on mostitems; however porous materials will notweather as rapidly as non-porous.

Current detectors do not detect to the low-exposureeffect levels of most chemical agents; a critical factwhen considering whether or not an aircrew should donpreviously contaminated flight equipment without CBIPE. If sufficient aircrew IPE is available, weatheredflight gear could be used. In this case, aircrewmen,wearing previously contaminated ALSS equipmentshould be assigned to previously contaminated aircraftthat have been weathered or operationally decontami-nated to limit the possible spread of contamination. Atsome point however, unless re-supplied with aircrewIPE and/or new flight equipment, normally embarkedstocks will run out.

9.11.1.3.1 ALSS Decontamination Ashore. Atthe ashore aircrew doffing site, one of the station 1attendants collects the aircrewman’s ALSS equipment,weapon, knee boards, and other items in the aircrewman’spockets and deposits them into the equipment bag.Crewman’s equipment is removed and bagged perparagraphs 9.11.1.1.1. Doffing site operators shall closethe bags, mark them with the aircrewman’s name and unit,and place them in a collection point until they aremonitored for contamination. At station 7 aircrewrespirators are collected, individually bagged and held ata respirator collection point for monitoring.

1. Collection. The following additional guidance isprovided for recovery of ALSS at station 1.Aircrew respirators shall be bagged, and collectedindividually as they are removed from the air-crewmen or bagged during post-decontaminationrecovery. Collection points shall be established atstations 1 and 7 to stage ALSS and respirators,until monitoring and segregation are feasible.

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2. Monitoring and Segregation.

a. CAM/ICAM. Place the CAM into operationin accordance with the operating instructions.Make a small opening in the equipment bagand place the nozzle near the opening. If nocontamination is detected, move equipmentto uncontaminated area and distribute it to theappropriate custodian/work center.

Note

Higher temperatures will result in morerapid off-gassing and detection. In coolertemperatures, allow more time before deter-mining the contamination status. Refer tothe CAM/ICAM technical manual for re-sponse times.

If contamination is detected (one bar or more), theequipment bag shall be transferred to the custody of theemergency reclamation team for inventory, documenta-tion and induction into maintenance. Each item shouldbe checked individually with a CAM/ICAM and/orM-8 paper. Individual items that check contaminationfree (no bars) can be moved to flight equipment spaces.Items that continue to show contamination should bedecontaminated.

b. M256/M256A1. Perform test procedures ofthe sampler-detector inside of the equipmentbag following the steps on the package. Whenat the step that requires a 10-minute wait,place the sampler-detector inside of the equip-ment bag, and close the top, so that any vaporpresent cannot escape. After the 10-minutewait, recover the sampler-detector and com-plete the remaining steps. Observe test spotfor positive or negative results. If no contami-nation is detected, move equipment bag to theclean side, and transport to station 8 forrecovery. If contamination is detected (colorchange), each item should be checked individ-ually with a CAM/ICAM, M256/M256A1and/or M-8 paper. Individual items that checkcontamination free (no bars or color change)can be moved to station 8. Items that continueto show contamination should be recycled andchecked again. Items that continue to showcontamination must be weathered andchecked, or a disposal decision must be made.

NoteHigher temperatures will result in morerapid off-gassing and detection. In coolertemperatures, allow more time before deter-mining the contamination status. Refer tothe M256/M256A1 technical manual forresponse times.

If contamination is detected (any indication on thetest spots of the M256A1 kit), the equipment bag shallbe transferred to the custody of the emergency reclama-tion team for inventory, documentation and inductioninto maintenance. Each item should be checked individ-ually with a CAM/ICAM, M256/256A1, and/or M-8paper. Individual items that check contamination free(no bars/no indication on test spots) can be moved toflight equipment spaces. Items that continue to showcontamination should be decontaminated.

3. Decontamination of ALSS. Conduct decontamina-tion of ALSS equipment and flight gear as afunction of maintenance. Emergency reclamationteams will coordinate with station, aviation unit,and AIMD/IMA to determine a location for decon-tamination. Remote locations are recommended toestablish decontamination sites. Prepare containersof hot, soapy water and fresh rinse water. Scrubitems in the hot soapy water, and then rinse.

CAUTION

Refer to appropriate technical manuals toensure that equipment will not be damagedby immersion in water. If immersion is notrecommended, wipe equipment with rags orsponges dipped in hot, soapy water.

Each item should be scrubbed and rinsed individual-ly in the soapy water/rinse water, including all survivalitems contained in survival vests and overvests. Manyitems of survival gear should have been pre-wrapped toprevent contamination from getting on the equipment.If wrapped, do not unwrap, decontaminate outside ofpackaging.). Once scrubbed, the items should bebagged again in a separate clean equipment bag. Checkthe contents of this equipment bag using same proce-dures defined in the previous step. Items that continueto show contamination should be weathered andchecked or appropriately disposed of in accordancewith applicable technical directives.

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9.11.1.3.2 ALSS Decontamination Afloat. AllALSS, except the aircrew mask, is removed at the ship’sgross decontamination station on both CPS and non-CPS ships. The following steps describe how ALSSmay be recovered:

1. Collection. Gross decontamination station atten-dant assists with the removal and collection ofaircrew ALSS. Crewman’s equipment is removedand bagged per paragraphs 9.11.1.2.1 or9.11.1.2.2. Aircrew respirators may be reverse-processed through CCAs or OCUAs, bagged, andcollected separately or bagged and collectedduring post-decontamination recovery.

2. Monitoring and Segregation. In coordination withthe DCA and at the location specified by the DCA,the aviation unit determines the contaminationstatus of the aircrew ALSS. The followingprocedures apply:

a. CAM/ICAM. Place the CAM into operationaccording to the operating instructions. Makea small opening in the equipment bag andplace the nozzle near the opening. If nocontamination is detected, move equipmentto flight equipment spaces and distribute it tothe appropriate custodian/work center.

NoteHigher temperatures will result in more rapidoff-gassing and detection. In cooler tempera-tures, allow more time before determining thecontamination status. Refer to the CAM/ICAM technical manual for response times.

If contamination is detected (one bar or more), theequipment bag shall be transferred to the custody of theemergency reclamation team for inventory, documenta-tion and induction into maintenance. Each item shouldbe checked individually with a CAM/ICAM and/orM-8 paper. Individual items that check contaminationfree (no bars) can be moved to flight equipment spaces.Items that continue to show contamination should bedecontaminated.

b. M256/M256A1. Perform test procedures ofthe sampler-detector inside of the equipmentbag following the steps on the package. Whenat the step that requires a 10-minute wait,place the sampler-detector inside of the equip-ment bag, and close the top so that any vaporpresent cannot escape. After the 10-minute

wait, recover the sampler-detector, and com-plete the remaining steps. Observe test spotfor positive or negative results. If no contami-nation is detected, move equipment to flightequipment spaces and distribute it to theappropriate custodian/work center.

NoteHigher temperatures will result in morerapid off-gassing and detection. In coolertemperatures, allow more time before deter-mining the contamination status. Refer tothe M256/M256A1 technical manual forresponse times.

If contamination is detected (any indication on thetest spots of the M256A1 kit), the equipment bag shallbe transferred to the custody of the emergency reclama-tion team for inventory, documentation and inductioninto maintenance. Each item should be checked individ-ually with a CAM/ICAM, M256/256A1, and/or M-8paper. Individual items that check contamination free(no bars/no indication on test spots) can be moved toflight equipment spaces. Items that continue to showcontamination should be decontaminated.

3. Decontamination of ALSS. In coordination withthe DCA and at the location specified by the DCA,the aviation unit performs decontamination ofcontaminated ALSS items. Aft weather decks arerecommended sites to establish decontaminationsites. Prepare a container of hot, soapy water andfresh rinse water. Scrub items in the hot soapywater, and then rinse.

CAUTION

Refer to appropriate technical manuals toensure that equipment will not be damagedby immersion in water. If immersion is notrecommended, wipe equipment with rags orsponges dipped in hot, soapy water.

Use CAM/ICAM, M256/M256A1 and/or M-8paper to check for remaining contamination. Baggingitems to concentrate vapors prior to monitoring withCAM/ICAM or M256/M256A1 is highly. Items thatcontinue to show contamination should be weatheredand checked or appropriately disposed of in accordancewith applicable technical directives.

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9.11.2 Thorough Aircraft Decontamination.Detailed or deliberate aircraft decontamination (DAD)and detailed equipment decontamination (DED) restoreitems so that they can be used without aircrew IPE ornon-aircrew IPE. Normally, the DED and the DAD areconducted as part of a reconstitution or during breaks incombat operations. The checklist associated withthorough aircraft decontamination is located in Appen-dix D, Figure D-9.

9.11.2.1 Limitations. Deliberate decontaminationof aircraft can be costly in terms of time and resources.The problem can be compounded aboard ships, if shipssurfaces and flight decks are also contaminated. Thecritical limitation to aircraft deliberate decontamination isdecontamination of interiors. Electronics, electrical sys-tems, and other sensitive components of cockpits, flightdecks, and cargo areas can become damaged if subjectedto the volume of water that would have to be introducedin order to effectively remove contamination from theseareas. As discussed, there are currently no availabledecontamination technologies, other than using standardaircraft soaps and cleaners to displace contamination fromaircraft. Therefore, in considering deliberate decontami-nation of aircraft, commanders must first determine theextent of contamination to interior spaces of aircraft. Ifthese spaces are heavily contaminated, it may make moresense to operationally decontaminate and allow theaircraft to weather to an acceptable level instead ofspending the resources to conduct deliberate decontami-nation of the exterior, knowing that spot decontaminationof the interior is the best that can be achieved with currentdecontamination technology.

9.11.2.2 Methods. MCWP 3-37.3 discusses a thor-ough decontamination method for aircraft that is patternedafter a similar method for ground equipment. With thismethod, a series of five stations are established (primarywash, application of decontaminant, interior decon, rinse,check). This method is feasible for established airfields,but may not be feasible for expeditionary airfields andFARPs. The benefit to conducting detailed aircraftdecontamination using stations is that with an assemblyline approach, multiple aircraft can be decontaminated inless time. Space limitations on ships render anything otherthan stationary techniques impractical. In order tostandardize detailed aircraft decontamination for both shipand shore environments, the stationary method shall bethe standard. Shore facilities may adapt the stationarymethods to the methods contained in MCWP 3-37.3, ifconsidered appropriate.

9.11.2.3 Detailed Aircraft DecontaminationProcedures. The procedures for detailed aircraftdecontamination are similar to the operational decon-tamination techniques discussed in paragraph 9.10.2,Aircraft Washdown. The principal difference betweenthe two techniques is the amount of time required.Detailed aircraft decontamination will take longer dueto the requirement to scrub the aircraft. Scrubbing theaircraft with soap will assist with the contaminantremoval process and increase the effectiveness ofdecontamination. All personnel involved in detailedaircraft decontamination shall wear appropriate non-aircrew CB IPE. Wet weather clothing or TAP apron,worn over CB IPE, is recommended to preventsaturation of the non-aircrew protective ensemble.

1. Determine location for decontamination. Thelocation at which to conduct aircraft washdown isdependant on the operating cycle and spaceavailable of ship/facility and the type of aircraftbeing decontaminated.

a. LHA/LHD. DAD can be conducted at thelanding spot at which an aircraft has beendirected to land. Spots aft of the superstruc-ture are recommended as a contaminationcontrol measure. Aircraft parking spaces canalso be used for DAD. The aft bone is therecommended location as a contaminationcontrol measure. If the aircraft is to be towedto a washdown location, tow bars, aircraftwheels/tires, landing gear, and tow pointsshould be spot decontaminated prior to mov-ing the aircraft to prevent contaminationspread to the deck or tow tractors. Aircraftshould be positioned so that relative winddirection is from nose to tail.

Decontamination techniques may requirepersonnel to climb on top of aircraft. Recom-mend positioning aircraft toward the centerline of the flight deck in order to minimizethe chances of personnel going overboard,should they slip and fall off the aircraft.

b. CV. Establish DAD station(s) aft of the super-structure. Aircraft should be positioned so thatrelative wind direction is from nose to tail.

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ORIGINAL9-39


d. Ashore. Permanent/expeditionary airfieldand FARP operations personnel will deter-mine where DAD is to be performed. DADwill normally be performed at existing washrack facilities or at designated sites that areisolated and downwind from other personneland facilities.

2. Site preparation.

a. Site must have sufficient fresh water to wetentire exterior of the aircraft and to rinse theaircraft. For planning purposes, the followingrecommendations are provided: CH-46E —500 gallons, CH-53E — 700 gallons, C-130— 1600 gallons.

NoteWater requirements are approximations.Water requirements for specific aircraftshould be extrapolated based on surface areacompared to recommended water volumesprovided above.

b. Washing equipment that can produce 60 to120 pounds per square inch (psi) of waterpressure is preferred. The capacity to heatwater and inject soap increases effectiveness.Lack of pressurized washing equipment willdecrease effectiveness of the wash. M17light-weight decontamination systems(USMC), M12 power driven decontamina-tion apparatus, standard water pumps, andpressure washers, as well as fire-fightingequipment are examples of standard andfield-expedient equipment.

c. Run-off containment feature.

(1) Shore-based. Operational decontamina-tion sites established at wash racks willrequire a containment feature such assandbags, sand-filled fire hoses, or com-mercially available containment berms orpools (large enough to accommodate theaircraft being washed) to prevent run-off

from going into sewer systems. Sitesprepared at isolated airfield locations orFARPs will need to dig sumps adjacent todecontamination sites in order to containcontaminated run-off, and may also re-quire field-expedient containment meth-ods, such as sand-bagged berms andchannels to allow contaminated run-off togravity feed or be hosed into sumps.

(2) Ship-based. Containment features for ship-based aircraft washdown procedures arealso desirable. Most ships are not equippedto collect contaminated run-off. Ships de-siring to control contaminated run-offshould request commercially available con-tainment berms or devise field-expedientmethods. Otherwise contaminated run-offshould be hosed overboard.

d. Contamination markings. Appropriate bar-rier and contamination hazard markingsshould be available and put into place priorto commencing washdown. Recommendedapproach is to erect rope barriers to isolatethe decontamination site. Appropriate(chemical or biological) NATO contamina-tion markers should be attached to the ropebarrier to warn personnel of contaminationhazard. See Figure 8-1.

e. Stand or ladder. Aircraft stands or laddersshould be available in order to put spray onareas inaccessible from the ground/deck. As alast resort, decontamination personnel canclimb on aircraft.

Climbing on wet aircraft can result in falls.Field of view will be restricted due toprotective masks. Transfer of contaminantsfrom the aircraft to personnel could result incross-contamination and potentially injureor kill decontamination personnel.

3. Procedures.

a. Tow or taxi aircraft into position.

b. Close all hatches, doors, and windows on theaircraft. Prepare aircraft as for normal washing.

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ORIGINAL 9-40

c. Gross exterior decontamination. Applywarm, soapy water to the outside of theaircraft. Spray should be applied to theaircraft, working from upwind to downwindand top to bottom. Heated and soap-injectedwater will aid in contamination removal. Ifheated water or soap is not available, use themeans at hand to rinse gross contaminationfrom the outside of the aircraft. Do not neglectthe landing gear and belly of the aircraft.

CAUTION

� Consult appropriate aircraft maintenancepublications for areas that could be dam-aged by application of water spray. Pre-pare these areas for aircraft washdown asspecified in technical manuals for normalwashing. Spray streams should be angledfrom 15 to 30 degrees in order to avoidwater being introduced behind hatch andcover seams that house sensitive aircraftcomponents.

� Ensure that only approved aircraft clean-ers are used.

� Overspray should be controlled to avoidtransferring contaminated run-off to oth-er personnel or to areas outside of thedecontamination barrier.

d. Detailed exterior decontamination. Apply ap-propriate aircraft cleaner/soap to the exterior ofthe aircraft using long-handled brushes ornon-abrasive scrub pads. Scrubbers shouldscrub the soap into exterior surfaces of theaircraft, working from upwind to downwindand top to bottom. Particular attention should bepaid to areas in which contamination tends toaccumulate. Landing gear, landing gear bays,tires, and areas with petroleum, oils, lubricants(POL) should receive extra attention.

e. Exterior rinse. Apply rinse water to theoutside of the aircraft. Spray should beapplied to the aircraft, working from upwind

to downwind and top to bottom. Heated waterwill aid in contamination removal.

Overspray should be controlled to avoidtransferring contaminated run-off to otherpersonnel or to areas outside of the decon-tamination barrier.

CAUTION

Consult appropriate aircraft maintenancepublications for areas that could be damagedby application of water spray. Spray streamsshould be angled from 15 to 30 degrees toavoid water being introduced behind hatchand cover seams that house sensitive aircraftcomponents.

f. Interior decontamination. Check the interi-or spaces with a CAM/ICAM or M-8 paper.If contamination is discovered or suspected,spot decontaminate these areas with rags orsponges dipped in warm, soapy water orother approved aircraft cleaner. Wring ex-cess water to avoid contaminated run-off.Porous material such as cargo straps, seats,and seat belts cannot be effectively spotdecontaminated. These items and otherporous items should be removed and weath-ered or disposed of. Personnel performinginterior decontamination must ensure thatthey are not transferring contaminationinside of the aircraft. If necessary, decon-taminate footgear and gloves before enter-ing the aircraft.

g. Check for contamination. Use CAM/ICAM,M-8, M22 ACADA, MK26 Ship ACADA,M256/M256A1, or biological hand-heldassay as required to check exterior forcontamination. If contamination is found,recycle aircraft through decontamination pro-cess or perform spot decontamination.

h. Site clean-up.

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ORIGINAL9-41

(1) Without containment pit. If possible,move aircraft upwind of the decontamina-tion station to clean areas. The decontami-nation site should be decontaminated withstandard or non-standard decontaminant,using brooms or swabs to apply deconta-minant. Hose residual overboard or intosumps.

(2) With containment pit. Pump run-off intodrums or barrels for proper disposal,overboard, or into sumps. Move aircraftupwind of the decontamination station toclean areas. Decontaminate containmentpit with standard or non-standard decon-taminant. Pump residual into drums orbarrels for proper disposal, overboard, orinto sumps.

(3) Decontaminate pumps, hoses, washing andsupport equipment (stands, ladders, towtractors, tow bars, dollies, etc.) if required.Rubber, plastic, and metal buckets can bedecontaminated and re-used for furtherdecontamination if necessary. Store theseitems outside on or near decontaminationsites. Discard all rags, sponges, brushes,brooms, and swabs in sumps or in drums orbarrels for proper disposal.

9.11.3 Systems Decontamination andMaintenance Implications. Liquid and vaporcontamination will likely permeate throughout anaircraft. Thorough or operational decontamination maybe ineffective at removing contamination from internalaircraft systems and subsystems located behind panelsand access hatches. Residual contamination may con-tinue to be a hazard to maintenance personnel. Allsystems and subsystems located in these areas should betreated as contaminated until monitoring confirms lackof contamination. Systems found to be contaminatedshall be turned over to and decontaminated by emergen-cy reclamation teams. Contamination may also bepresent within sealed components that are air-cooled;intermediate level maintainers must ensure that thesesealed components are contamination free beforeperforming maintenance. Components of systems andsubsystems not discussed in this section should bedecontaminated and reclaimed by intermediate mainte-nance in accordance with technical manuals applicableto the system.

Opening a sealed component without IPEmay result in death or serious injury.

9.11.3.1 Precautions. Before opening any panelor access cover to an aircraft that has been previouslydecontaminated, maintenance personnel shall wear theappropriate IPE. At a minimum mask and gloves shouldbe worn.

9.11.3.2 Detection. Coordination shall be made toensure that trained personnel with detection equipmentto monitor internal spaces for CB contamination areavailable.

9.11.3.3 AIMD/IMA Coordination. Organiza-tional maintenance control should coordinate withintermediate maintenance to have emergency reclama-tion teams available to conduct system/subsystemdecontamination.

9.11.3.4 Damage Control AssistantCoordination. Organizational and Intermediatemaintenance shall coordinate decontamination activi-ties with the DCA. Recommend decontamination ofaircraft components occur on flight or weather decks,downwind of other activities.

9.11.3.5 Procedures

1. Avionics. If aircraft avionics repair is required andequipment is contaminated, it should be decon-taminated by AIMD emergency reclamationteams. Avionics requiring decontaminationshould be opened and cleaned on the flight deckin an established decontamination area. Avionicsshould be cleaned until certified agent-free bydetectors. Avionics equipment exposed to CBagents shall be handled in the following manner:

a. Apply MIL-C-85570 TYPE V (concen-trate), MIL-C-43616 cleaner (diluted 1part concentrate to 4 parts water), orMIL-C-85704 TYPE I, for 5 minutes. Rinsewith fresh water.

b. Re-clean with MIL-D-16791 TYPE I deter-gent (1 part cleaner to 100 parts water). Rinsewith fresh water.

c. Rinse equipment by immersing in a tankof isopropyl alcohol for no more than15 seconds.

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ORIGINAL 9-42

d. Allow to dry and vent in an open space untilmonitoring with detection device indicates nocontamination.

e. Monitor with appropriate detector.

f. If detection certifies item is clean, in aconspicuous location permanently mark ortag the item, “THIS ITEM PREVIOUSLYCONTAMINATED” and “CERTIFIEDCLEAN (date)” and cleaning date. Mainte-nance records and work requests shall alsoannotate decontamination status. Avionicsshall then be moved to AIMD avionicscleaning and corrosion control work centersfor detailed cleaning, drying, and corrosionprevention treatment in accordance withNAVAIR 16-1-540, “Avionic Cleaning andCorrosion Prevention/Control, then testedand checked. No suspected equipment shallbe taken inside the skin of the ship untilcertified to be agent-free. If Weapon Replace-able Assemblies (WRAs) must be transportedthrough interior spaces, double bag WRAs inplastic.

g. Damage control (DC) personnel should moni-tor maintenance personnel and maintenancespaces for possible residual contamination.

2. Engines. Remove CB agents from engines in thefollowing ways:

a. If the engine must be serviced, but operateswithin specifications, operating the engine isan easy field-expedient method to decontami-nate. Run engine at normal operating speeds.Heat generated by the engine and hot exhausttend to evaporate contamination on enginesurfaces exposed to airflow. Ensure exhaustgases are discharged into safe areas down-wind. Particular care must be taken wheneveran engine is first run after internal contamina-tion has been suspected, since bleed airsystem may be contaminated.

b. If the engine cannot be operated, followstandard corrosion control and cleaning meth-ods as specified in engine maintenance in-struction manuals. Wash down and flushexternal surfaces.

Note

Decontamination of the engine by thismethod assumes the engine is still in theaircraft and is decontaminated on the flightdeck. If decontamination cannot be per-formed on the flight deck, and the aircraftmust be taken to the hangar deck for engineremoval (either to maintain or to decontami-nate the engine or both), take every precau-tion to ensure that contamination is notintroduced to uncontaminated hangarspaces. Exposing the engine on the flightdeck and weathering may be the best option.

c. Monitor with appropriate detector.

d. If detection certifies engine or engine compo-nent(s) clean, permanently mark the item in aconspicuous location, “THIS ITEM PRE-VIOUSLY CONTAMINATED” and “CER-TIFIED CLEAN (date)” and cleaning date.Maintenance records and work requests shallalso annotate decontamination status.

3. Environmental Control System (ECS), OxygenSystems (OBOGS/LOX). These systems shouldbe decontaminated using the cleaners and meth-ods described in appropriate technical manuals.Running engines may remove some, but not all,contamination from the ECS.

Although initial testing indicates that OB-OGS inherently provides some degree ofchemical agent filtration, under some condi-tions it could become saturated. Assume thatagents can be passed through OBOGS.

9.11.4 Aviation Ordnance. Weapons decontami-nation must be carried out using methods that arecompatible with the ordnance and its subsystems. Ingeneral, approved methods of cleaning, and thosespecified in paragraph 9.11.2 for aircraft will reduce orremove contamination from surface.

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9.11.5 Support Equipment (SE) Decontamina-tion. SE decontamination should be carried out usingmethods that are compatible with interior or exteriorsystems or materials. In general, the approved methodsof cleaning and corrosion control, are detailed inNAVAIR 17-1-125, Maintenance Instructions (Organi-zational and Intermediate Levels) Support EquipmentCleaning, Corrosion Control and Preservation Manual,will reduce or remove contamination from surfaces.Run-off must be treated as contaminated.

9.11.6 Precautions. The following precautionsmust be observed at all times when dealing withcontaminated equipment.

1. Personnel should wear protective clothing andavoid direct contact with the aircraft, weapons,and support equipment. During decontaminatingoperations and washdown, personnel should wearwet weather gear over their non-aircrew IPE, aswetting the IPE can diminish protection.

2. Aircraft, weapons, and support equipment shouldbe taxied or moved via mechanical means.

3. Personnel who must sit on contaminated equip-ment should wear wet weather clothing over IPE.

4. Avoid transferring contamination from the exteri-or of the aircraft, weapons, and support equipmentto the interior, where decontamination will bemore difficult.

5. Avoid transferring liquid contamination from“dirty” pieces of equipment to clean equipment.

6. All personnel and material (aircrew, passengers,cargo, etc.) that come in contact with the aircraftor enter the contaminated area, must be monitoredfor contamination before entering a clean area orinside the skin of the ship. If for any reasonmonitoring is not possible, full decontaminationmust be carried out.

7. Sentries should be posted, so that boundaries arerespected.

8. All equipment, tools, and personnel used in thedecontamination process must be monitored anddecontaminated on completion of the procedure.All tape, protective sheeting, etc., should beremoved from the aircraft, weapons, and supportequipment.

9. Contaminated equipment may give off chemicalvapors, which will pose a downwind hazard topersonnel. Personnel located downwind shouldbe dressed in IPE and be aware of the need forchemical agent vapor monitoring.

10. Ensure compatibility of the decontaminant ordecontamination method before using on anymaterial, system, or piece of equipment.

EG 01-E2AAB-1


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CHAPTER 10

Aircraft Handling and Operations in aChemical and Biological Environment

10.1 OPERATIONAL ISSUES

The threat of hostile employment of CB agentsrequires aviation units and facilities to adopt specialplans and procedures for conducting operations. Whileaviation units can operate in a CB environment,individual and unit performance are degraded when anylevel of MOPP is assumed. In addition, contaminationtransfer to ships and facilities constitutes a seriousthreat to the force. Therefore, specific plans andprocedures, more complex than those required forconventional warfare, must be developed and imple-mented to maintain unit effectiveness and to facilitatethe containment and elimination of contamination.

Planning is the key to successful operations in a CBenvironment. Aviation unit commanders should studytheir operations to determine which functional areas areaffected by CB hazards and the implementation ofMOPP. All aspects of aviation operations must beroutinely practiced in MOPP to minimize degradationto unit and individual performance.

Checklists associated with launch and recovery ofaircraft in a CB environment are provided inAppendix D.

10.2 CB FLIGHT OPERATIONS

10.2.1 Preflight Procedures in a CBEnvironment

1. Preflight Brief. Preflight briefings should providethe following minimum information:Method/personnel to conduct aircraft preflightinspections (alternate or mission aircrew), CBthreat agents (persistency, physiological effects,first-aid/self-aid/buddy-aid, and identified/suspected geographical areas of contamination),flight deck/flight line/aircraft contaminationcontrol measures, ingress routes, changes/modifications to normal operating procedures,

provisions for decontamination (before, during,and after the mission), locations of divertairfields, contaminated aircraft/aircrew recoveryplans/methods at unfamiliar landing sites, andcontaminated doffing procedures.

2. Preflight Inspection. Aviation units should con-sider using alternate aircrews, in pairs, to performpreflight inspections, on multiple aircraft. Thismay reduce degradation to aircrew performancedue to stress associated with wearing IPE. Everyeffort should be made to reduce the onset of heatstress and to ensure a thorough preflight inspec-tion is completed.

� Use care around cotter pins, safety wire,mechanical linkages, and edges of theairframe to ensure IPE is not snagged ortorn. Breaching protective barriersreduces the suit’s level of protection andcould be fatal.

� Exposing IPE to POLs and other fluidsmay reduce its protective qualities whichcould result in contamination, seriousinjury, or death.

10.2.2 Launching Aircraft in a CBEnvironment

1. Aircrew. Aircrew should don appropriate IPE/ALSS and be familiar with the persistency ofsuspected agent(s). Aircrew should familiarizethemselves with ingress procedures for contami-nated aircraft and the location of contaminatedsurfaces on their aircraft before ingress. Aircrewsshould minimize personnel exposure to rotorwash, propeller wash, and jet exhaust duringmovement to aircraft.

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Rotor wash, propeller wash, and jet exhaust,POLs and other fluids may reduce thecapabilities of the protective garments re-sulting in possible contamination. All per-sonnel should avoid areas affected by rotorwash, propeller wash, jet exhaust, POLs andother fluids which could result in contamina-tion, serious injury, or death.

2. Ground Crews. Support personnel should beequipped with appropriate IPE and familiarizedwith the persistency of suspected CB agent(s).Commanders and supervisors shall designate theappropriate level of MOPP and designate specificpersonnel to handle dirty aircraft, equipment, andsubsystems. Ground crews should avoid exposureto rotor wash, propeller wash, and jet exhaust.Ground crews should assist/direct aircrews andmaintenance crews along designated routes todetection and decontamination sites when return-ing from aircraft.


3. Maintenance Personnel.

a. Maintenance personnel should remain inclean areas until required to perform theirduties. Maintenance personnel should donappropriate IPE, op-check detection devices,and familiarize themselves with suspectedagents and decontamination proceduresbefore conducting maintenance on contami-nated aircraft.

� Use care around cotter pins, safety wire,mechanical linkages, and edges of theairframe to ensure IPE is not snagged ortorn. Breaching protective barriersreduces the suit’s level of protection andcould be fatal.

� Exposing IPE to POLs and other fluidsmay reduce its protective qualities whichcould result in contamination, seriousinjury, or death.

NoteWork center supervisors should limit the sizeof maintenance crews in contaminated envi-ronments to those personnel necessary toaccomplish mission-essential tasks.

b. Maintenance crews should don the appropri-ate level of MOPP prior to departing a cleanarea, limited protection zones (LPZs), or totalprotection zones (TPZs). Maintenance per-sonnel should make every effort to avoidtransferring contamination to clean surfaces,tools, and diagnostic equipment. Mainte-nance personnel should never assume that anaircraft or component is clean, even after anaircraft has undergone decontamination, untilcertified clean by detection devices. Mainte-nance personnel should avoid exposure torotor wash, propeller wash, and jet exhaust.


c. Maintenance personnel shall execute thedecontamination plan before returning toaviation spaces, LPZs, or TPZs.

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10.2.3 In-Flight Procedures In a CBEnvironment. The following procedures are rec-ommended when encountering CB contaminationwhile airborne .

10.2.3.1 Procedures For Entering a Con-taminated Area

1. IPE Protected Aircrew. Before entering a knowncontaminated area, aircrews should:

a. Ensure all zippers, buttons, and fasteners onIPE and ALSS are closed. Advise all passen-gers to assume MOPP 4.

b. Check position of H-manifold on aircrew CBrespirator assembly. (See Figure 6-1).

c. Secure aircraft hatches, ports, and windows tominimize contamination transfer to the inte-rior of the aircraft.

d. Coordinate CB considerations for aircraftingress/egress with aircrew, passengers, andmarshal control/Air Operations Control Cen-ter/Helicopter Direction Center (AOCC/HDC).

2. Unprotected Aircrew. The configuration of ALSSdoes not allow most aircrews to don IPE while inflight. In the event that an unprotected aircrewfinds itself in a contaminated area while in flight,aircrews should consider the following protectivemeasures.

a. Make every attempt to exit the contaminatedarea.

b. Ensure all zippers, buttons, and fasteners onALSS are closed to cover all exposed skin.Advise all passengers to assume highest levelof MOPP possible.

c. Secure aircraft hatches, ports, and windows tominimize contamination to the interior of theaircraft.

d. Secure ECS.

e. Plan and brief a route for ingress/egress thatminimizes contamination transfer and thepotential to snag or tear clothing.

Use care around cotter pins, safety wire,mechanical linkages, and edges of the air-frame to ensure clothing is not snagged ortorn. Clothing provides a minimal barrier toCB agents.

f. Land as soon as possible and seek medicalattention.

10.2.3.2 Considerations in a ContaminatedArea. Aircrew should deplane only if absolutelynecessary. When deplaned, aircrew should practicecontamination avoidance measures outlined in MCRP3-37.2A. Aircrew should avoid actions or maneuversthat could transfer contamination to the interior of theaircraft. Helicopter crew chiefs should pay specialattention to communications cord.

10.2.3.3 Procedures for Returning from aContaminated Area. Aviation units and MarshallControl/AOCC/HDC shall consider aircraft and air-crew departing a CB environment as contaminated untilcertified clean using detection devices outlined inChapter 7 of this manual or until they have completedthe decontamination process and certified clean. Air-crew of potentially contaminated aircraft shall“declare” their contaminated status when checking inwith AOCC/HDC/Marshall Control. While in flight,aircrew should segregate contaminated passengers andcargo, implement contamination control procedures,and conduct spot decontamination as required.

10.2.4 Recovery of Contaminated Aircraft.Air-capable ships and air facilities should recover poten-tially contaminated aircraft in a separate location fromclean aircraft to reduce the risk of contamination transfer.

1. Aircrew Procedures. Aircrew shall coordinaterecovery with Marshall Control/AOCC/HDC tominimize transfer of contamination. The aircrewshould provide information as to type agent (ifknown), extent of contamination, number ofcontaminated aircrew and passengers, numberand condition of contaminated casualties, andamount of contaminated cargo.

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ORIGINAL 10-4

2. Ground Crew Procedures. Ground crews shouldreceive aircraft information from the controllingagency and prepare to provide assistance toaircrews. Priority should be given to providingrespirators to unprotected crews and passengers.Additionally, water and medications should beavailable for all aircrews. Ground crews shouldmeet aircrews deplaning and assist/direct themalong designated routes to detection and decon-tamination sites. Medical personnel should evalu-ate condition of aircrews and passengers andprovide treatment to CB casualties.

Note

Wearing IPE/ALSS will partially restrictcommunications, making coordinationdifficult.

3. Aircraft Handling Procedures. Aircraft shall beconsidered contaminated until certified as cleanby detection teams or certified as clean followingdecontamination. Spot decontamination of accesspanels, tie down points, and contact surfacesshould be conducted prior to deplaning. Addi-tional areas that require spot decontamination arelisted in paragraph 9.9.3.

Note

Aircrew should remain inside the aircraftuntil ground crew has completed sufficientdecontamination for deplaning.

10.2.4.1 General Decontamination Procedures.Aviation units and air facilities shall develop a decon-tamination plan as part of the overall air plan for anyoperation where there is a probable threat of hostile useof CB agents. Requirements for decontamination shallbe weighed against mission requirements to determinethe best time to execute the decontamination plan. At aminimum, contaminated aircraft should be segregated,marked, and positioned so that weathering can initiatethe decontamination process. Ashore, most of theMarine Aviation Combat Element’s (ACE’s) organicdecontamination assets are located in the Marine WingSupport Group (MWSG). Due to the manpowerintensive nature of decontamination, the MWSG alonecannot decontaminate aviation units. Therefore, Marineaviation units in conjunction with the MWSG shoulddevelop a personnel augmentation plan as part of thedecontamination plan. Similarly, Navy squadrons and

aviation detachments must coordinate with supportingagencies ashore.

10.2.4.2 Operational and Thorough Decon-tamination Procedures. See paragraphs 9.10 and9.11.

10.3 IN-FLIGHT OPERATIONALDECONTAMINATION

Air passing over the exterior or circulating in theinterior of aircraft can have a decontamination effect. Ifan aircrew suspects contamination on the aircraft duringflight, the following measures can reduce levels ofcontamination:

1. Tactical aircraft (F-18, F-14, AV-8B, EA-6B, etc).Flying aircraft at sub-sonic speeds or flyingthrough rain can reduce exterior contamination.

2. Multi-engine, fixed-wing (C-130, P-3, C-2A,etc.). High-speed flight and/or flying through raincan reduce exterior contamination. Opening doorsand cargo bays in flight can create air circulationsthat may reduce interior contamination.

3. Helicopters. Normal cruise speed and/or flyingthrough rain can reduce exterior contamination.Open doors, windows, and cargo bays can create aircirculation that may reduce interior contamination.

� Opening doors and windows in flightshould only be attempted if there is norisk that the action will increase interiorcontamination. Contamination transfercan result in the loss of equipment,serious injury, or death.

� Above techniques are for aircraft inflight. Consult the specific aircraft oper-ating manual for dangerous conditionscreated by operating aircraft with opendoors. Contamination avoidance on theground will require aircraft to be closedto the greatest extent possible in order toprevent contamination from entering theinterior of the aircraft.

NAVAIR 00-80T-121

ORIGINAL10-5

Open doors and windows only when clear ofcontaminated areas, and the effects of prop/rotor wash cease to disturb contaminationthat were deposited while on the ground maybe deposited on the ground and could enterthe aircraft inflight become airborne causingcontamination, serious injury, or death.

10.4 CB MAINTENANCE OPERATIONS

10.4.1 Organizational Maintenance Operations.Aviation maintenance personnel shall utilize detectiondevices described in Chapter 7 of this manual todetermine the condition of aircraft prior to initiatingorganizational maintenance. When operating in loca-tions where there is a heightened threat of hostile use ofCB agents, or there is an imminent threat of CB attack,aviation units should apply M-8/M-9 paper to exposedsurfaces of aircraft to assist in rapidly identifyingcontaminated aircraft visually. The monitor and surveil-lance matrix in Figure 10-1 provides aircrews, groundcrews, and aviation maintenance personnel with arecommended decision matrix for determining thecondition of aircraft.

Once an aircraft or component is identified ascontaminated, aviation maintenance personnel shallfollow procedures outlined in Chapter 9 of this manualfor decontamination procedures prior to conductingmaintenance.

Failure to properly identify contaminationand decontaminate aircraft/componentsprior to initiating maintenance could resultin fatal exposure to CB agents and transfer ofcontamination to the interior of the ship’s ormaintenance facilities which could result incontamination, serious injury, or death.

All parts and components removed from aircraft shallbe tagged and identified as “CONTAMINATED (date)”before sending them to the Intermediate EmergencyReclamation Team for processing/decontamination.

10.4.2 Aviation Intermediate MaintenanceDepartment (AIMD)/Intermediate MaintenanceActivity (IMA) Operations. AIMD/IMA mainte-nance activities shall organize intermediate emergencyreclamation teams while planning for maintenanceoperations in a CB environment. Intermediate emer-gency reclamation teams shall be equipped withappropriate IPE and familiarized with the persistency ofsuspected CB agent(s). The intermediate emergencyreclamation team shall evaluate and decontaminate allaircraft parts, components, SE, and ALSS identified as“CONTAMINATED” by organizational maintenanceactivities prior to inducting items for intermediatemaintenance. The intermediate emergency reclamationteam shall conduct decontamination of aircraft parts,components, SE, and ALSS using procedures inChapter 9 of this manual. Once a part or component hasbeen decontaminated and certified as clean, AIMD/IMA shall permanently mark the item in a conspicuouslocation, “THIS ITEM PREVIOUSLY CONTAMI-NATED AND CERTIFIED CLEAN (date).” Parts,components, SE, and ALSS can be inducted into themaintenance cycle at this time.

10.4.3 Fueling Aircraft. Ground crews shall useprocedures outlined in applicable NAVSHIPS andNATOPS Flight Manuals for fueling and hot refuelingaircraft. Refueling personnel shall wear appropriate IPEand shall familiarize themselves with the persistency ofsuspected agents.

Exposing IPE to POLs and other fluids mayreduce its protective qualities which couldresult in contamination, serious injury, ordeath.

Special care should be taken to limit the transfer ofcontamination among refueling equipment, the aircraft,and the environment. In some cases spot decontamina-tion procedures outlined in Chapter 9 of this manualmay be required before or after refueling.

NAVAIR 00-80T-121

ORIGINAL 10-6

Figure 10-1. Monitor and Surveillance Matrix

NAVAIR 00-80T-121


10.4.4 Ordnance. Ordnance personnel shouldmake every effort to prevent contamination to aviationordnance, tools, and equipment through the use ofcoverings whenever possible. Ordnance personnel shalldon the appropriate IPE and shall familiarize them-selves with the persistency of CB agent(s) prior toworking on contaminated ordnance. In high-threatenvironments, ordnance handlers should applyM-8/M-9 paper to ordnance in staging areas to providea quick visual means of detecting contaminated ord-nance. Once contaminated ordnance is identified,ordnance handlers shall mark it , “CONTAMINATED.”Contaminated, unexpended ordnance may be reclaimedafter it is disarmed, removed from aircraft, anddecontaminated.

10.5 CONSIDERATIONS FOR CBOPERATIONS AFLOAT

The nature of operating contaminated aircraftaboard ship, and the necessity to limit the transfer ofcontamination to the interior of the ship, requires directcommunication among the DCA, Air Department, andembarked aviation units. Aviation units and aviation–capable ships shall develop a CB defense plan thatcoordinates these agencies as part of the overall air planfor any operation where there is a probable threat ofhostile use of CB agents. Communications shall beestablished and maintained for the duration of the CBthreat. Planners shall orchestrate the distribution of IPE,contamination control procedures, and decontamina-tion planning to effectively minimize the threat posedby CB agents to personnel, to protect the ship, and tomaintain air operations. Turning the ship into the windwith contaminated aircraft located aft should helpminimize contamination transfer to uncontaminatedareas of the ship (including other aircraft).

10.5.1 Damage Control Assistant (DCA). Theship’s DCA is responsible for maintaining the currencyof the ship’s CB bill, fitting and issue of protective

clothing, training for CBD, and maintenance of CBequipment. The DCA is responsible for providinghazard assessments and recommended actions to thebridge. The DCA should assist aviation units in makinghazard assessments and coordinating recommendedcourses of action for detection and decontamination ofaircraft with the AO and aviation unit commander.

10.5.2 Ship’s Air Officer (AO). The ship’s AO isresponsible for fulfilling responsibilities outlined in theship’s CB bill. To ensure implementation of flight deckcontamination control measures in a CB environment,the AO shall coordinate launch, recovery, movement,detection, and decontamination of aircraft with theDCA and aviation unit. Advice and assistance from theDCA should ensure implementation of all ship contam-ination control measures. Contaminated aircraft shouldbe recovered in a separate area and parked aft ifpossible. At a minimum segregate, mark, and positionaircraft so that weathering can initiate the decontamina-tion process.

10.5.3 Embarked Aviation Units. Embarkedaviation unit commanders shall familiarize themselveswith the ship’s CBR bill and coordinate aviation/maintenance operations with the DCA and AO toensure adherence to all ship contamination controlmeasures. Aviation unit commanders should direct allrequests for CB support to the DCA. Ensure aircrewsare briefed on flight deck procedures that may changebased upon CB considerations. Aircrews shall processthrough the ship’s CCA before entering the interior ofthe ship. Maintenance personnel should remain in theship total or limited protection zones until required toperform their duties.

10.5.4 Flight Deck Personnel. Department su-pervisors shall train flight deck personnel in the dutiesoutlined in the ships CB bill. Flight deck personnel shallprocess through the ship’s CCA before entering theinterior of the ship.

EG 01-E2AAB-1


NAVAIR 00-80T-121

ORIGINALA-1

APPENDIX A

Medical Concerns

A.1 GENERAL

For general medical information, refer to NAVMEDP-5041, “Treatment of Chemical Agent Casualties andConventional Military Chemical Injuries,” BUMEDINSTR 3400.1, “Management of Casualties,” andNWP 4-02, “Expeditionary Health Service SupportAfloat and Ashore.” For situations where a hospital shipis involved, refer to Chapter 7 of NTTP 4-02.6,“Hospital Ships.”

A.2 AIRCREW SPECIFIC MEDICAL ISSUES

The following section contains information impor-tant to aviators and should be considered in addition tothe general medical issues (such as antidotes) discussedin NAVMED P-5041.

A.2.1 Heat Illness. The greatest physiologicaleffect from wearing aircrew IPE is the probability ofheat-related casualties, namely heat-stress and dehydra-tion. Factors affecting this probability are temperature,humidity, and work rate. When an individual is clothedin full IPE, the body loses its ability to cool down. Bodytemperatures increase and keep increasing rapidly as theambient temperature and humidity rise. Aircrews areaffected differently, depending on the cockpit character-istics and physical tolerances. Personnel must adapt towearing aircrew IPE. This comes only from frequenttraining in IPE. Some cockpits have a green houseeffect. Doors and vents may be opened to increaseventilation and help cool the cockpit. This will increasemission performance time and may increase cockpitcontamination. However, aircrews are already fullyprotected in IPE, and the cockpit may become contami-nated even with the vents and doors closed. Once anaircraft becomes contaminated, opening the doors andvents during flight will help decontaminate it byweathering. Flying at higher altitudes yields cooler air,but may not be compatible with the tactical situation. Tolessen the chance of dehydration, aircrews are encour-aged to drink plenty of water prior to the mission.Drinking “on command” may even be an operationalconsideration to hydrate the body.

NoteFamiliarity with protective equipment isessential toward optimizing performancewhile wearing IPE.

Hydration requirements depend upon many factorssuch as Work rate and ambient temperature, thus varyfrom 2 to l6 liters per day. Dehydration of 2 percent to3 percent by body weight causes an increase of corebody temperature, elevated heart rate, diminishedsaliva production, thirst awareness, and fatigue. Furtherdehydration is associated with increasing discomfort,inability to continue work, and signs of central nervoussystem disturbances. Other symptoms may includeweariness, sleepiness, headache, and dizziness. Aero-bic performance may be decreased by 20 percent and Gtolerance may be reduced by 50 percent. Dehydration isa credible threat to aircrew in CB IPE. Adequatehydration for a 6 hour mission may be achieved byconsuming 2 to 3 liters of water over a 6 hour periodbefore flight.

� It is extremely important to take inenough water to prevent dehydration andpossible heat stroke. Hydration beyondnormal thirst demand is recommended.Additionally, use all feasible means tocool the cockpit and cabin during flight.

� Since urine production is a human meta-bolic requirement, over-hydration maylead to the need to void the bladder.Doing this may expose aircrew to any CBthreats present in the cockpit, since thecurrent IPE does not have protected urinecollection capability.

A.2.2 Vision. Use of the aircrew respirator reducesthe peripheral vision of the aviator. Reduction ofperipheral vision could possibly lead to spatial disorienta-tion. To overcome this, aircrews must conscientiouslyscan in all directions. The aircrew CB respirator limits the

NAVAIR 00-80T-121

ORIGINAL A-2

normal range of vision which is 90� from either side ofthe centerline. To regain the lost visual range, aviatorsmust turn their heads further to look beyond the barrierscaused by the aircrew respirator.

A.2.2.1 Miosis. The earliest ocular effect encoun-tered below lethal or incapacitating exposure to nerveagent vapor is papillary constriction, or miosis. Theconstriction may not be equal. Within a few minutesafter the onset of exposure, a redness of the eyes and asensation of pressure with heaviness in and behind theeyes occur. Usually, vision is not grossly impaired,although there may be a slight dimness, especially in theperipheral fields or when exposed to dim or artificiallight.

A.2.3 Psychological Effects. History showsthat 10 percent of the casualties on a conventionalbattlefield are psychological. In a NBC environment,the percentage will be even greater. Commanders mustalways be aware of the psychological effects thatpersonnel experience when they are wearing protectiveclothing. These effects may include claustrophobia,apprehension, paranoia, disorientation, distorted bodilysensations, hallucinations, confusion, and panic. Fre-quent training in IPE reinforces familiarization andconfidence in proper donning procedures. IPE trainingshould also reduce the adverse physical and psychologi-cal effects associated with repeated or prolongedwearing of IPE. These are discussed in the followingsections.

A.2.3.1 Claustrophobia. The total encapsulationby full IPE gear may cause personnel to experiencesymptoms of claustrophobia. This is possible even ifthey have never experienced the problem in the past.Personnel can experience claustrophobia even whenwearing only the protective mask.

A.2.3.2 Panic Attack. Apprehension, confusion,and possibly hallucinations, which can occur individu-ally or simultaneously, are some of the symptoms ofpanic attack. Most psychological problems occurbecause individuals have no previous experience withwhich they can compare their feelings. If personnel

understand that they will have these symptoms whilethey are wearing protective clothing, they are preparedto deal with these symptoms. This knowledge canpossibly mitigate the degradation of efficiency some-what. Aircrews must operate in environments thatrequire their total awareness and concentration. Unlessthey know how to cope with these symptoms, they willbe unable to concentrate on their primary purpose — thesafe and successful accomplishment of the mission at anacceptable level of risk.

A.2.4 Reduced Tactile Sensation. Due to CBIPE protective layering, tactile stimuli/touch sensationswill be negatively effected. This phenomenon mayreduce and or deny accurate tactile sensory inputs. Thusthings may not “feel” normal (meet expectations) orcorroborate previous experiences. For example, anindividual will not feel the wind on their skin whenobjects are being blown about. This minor sensorymismatch is easily overcome through experience andthus is not considered a flight safety degrader. However,the inability to feel switches and knobs in the cockpitrequires aircrew vigilance to decrease the switchingerrors.

A.2.5 Physical Limitations. While wearing IPEgear, ground crews and aircrews experience physicallimitations that delay or prevent them from accomplish-ing assigned tasks in the cockpit and around the aircraft.Some of these limitations are degradation of manualdexterity, degradation of senses, and restricted move-ment of the entire body. These not only affect personnelperformance, but also hinder aircraft, logistical, andmaintenance operations. Units should attempt to miti-gate the negative effects of CB IPE induced physicallimitations and hydrate aircrews while donning the CBIPE in a cool environment. They should minimize theirenergy expenditure and allow assistants to dress theaircrew in CB IPE. Flying aircrew should heed thelimitations of reduced manual dexterity, reduced tactilesensation, restricted visibility, restricted movements,sound attenuation, lens fogging, breathing difficulty, airsickness, increased thermal stress, etc. Flight safety andmission accomplishment may be degraded. Attentionmust be paid to flight deck personnel to ensure work restcycles are in accordance with active heat stress surveys.

NAVAIR 00-80T-121

ORIGINALB-1

APPENDIX B

DecontaminantsB.1 GENERAL

For more information refer to MCWP 3-37.3.

Decontaminants Use Remarks Cautions Preparation

Supertropical bleach(NSN 6850-00-297-6653)

BioChem

Is effective against lewisite,V- and G-agents, and biologicalagents.

Must remain in contact withcontaminated surface for at least30 minutes; then, wash off withclear water.

Does not effectively deconmustard if it has solidified at lowtemperatures.

Should be applied several timesto porous surfaces.

Will ignite spontaneouslyon contact with liquid blisteragent.

Will give off toxic vapors oncontact with G-agent.

Is not recommended forship use. Store on deckonly.

Is corrosive to most metalsand damaging to most fabrics (rinse thoroughly).Lubricate metal surfaceswhen complete.

Slurry paste: mix one50-pound drum of STBwith 6 gallons of water.Slurry paste consists ofabout equal parts (byweight) of STB andwater.

Dry mix: mix twoshovels of STB tothree shovels of earthor inert material(ashes).

Should not be inhaled orallowed to touch the skin.When preparing a slurry,wear a protective mask orrespiratory protectivedevice.

Should be stored in anunheated warehouse awayfrom combustibles andmetals subject to corrosion.

Slurry mix, chemical:mix will consist of 40parts of STB to 60parts of water (byweight). To mix, use1,300 pounds of STB,225 gallons of water,12� pounds ofantiset, 24 ounces of antifoam.

Slurry mix, biological:mix will consist of 7parts of STB to 93parts of water (byweight). To mix, use150 pounds of STB,225 gallons of water,12� pounds of antiset,and 24 ounces of anti-foam.

Camouflage:lamp-black or dyemixes may be addedfor camouflage.

Figure B-1. Standard Decontaminants Available in the Supply System (Sheet 1 of 3)

NAVAIR 00-80T-121

ORIGINAL B-2

Decontaminants PreparationCautionsRemarksUseMask sanitizing solution Bio

ChemUse on a previously cleanedmask with filter elements/canisters removed.

Place the mask face up; attachthe canteen to the mask at thedrinking tube. Drain one canteenfull of sanitizing solution throughthe mask. Rinse the mask withtwo canteens of clear water.

Immerse the mask and outsertsin the sanitizing solution. Agitatethe mask for 5 minutes. Rinse ittwice in clear water, agitating 2to 3 minutes each time.

Dry all parts of the mask andreassemble.

Use 1 gallon of solution forevery 10 masks.

Fill a standard plasticcanteen to theshoulder with water.Add a 0.5-gram tube ofcalcium hypochloritefrom the water p-purification kit (NSN6810-00-266-6976).Cover the canteen,and shake vigorouslyfor 30 seconds.

Mix bulk quantities asfollows: add 2.0 gramsof calcium hypochlorite from a6-ounce jar (NSN6810-255-0471) to 1gallon of water.

Use a ratio of approxi-mately 1 pound ofsoap per gallon of water for smalleramounts of solution.Mix 2 pints of detergent to 450gallons of water.

Soaps and detergents:detergent, GP, liquid

1 gallon can(NSN 7930-00-282-9699)

5 gallon can(NSN 7930-00-985-6911)

RadBioChem

Scrub or wipe the contaminatedsurface with a hot, soapy watersolution or immerse the item inthe solution.

Effective in physicallyremoving contamination.However,casualty-producing level ofcontamination may remainin the run-off water andmust be consideredcontaminated.

Mix 75 pounds of powdered soap in 350gallons of water. If powdered soap is notavailable, use bar laundry soap (75pounds of soap cut into1-inch pieces and dissolved in 350 gallonsof hot water).

Use a ratio of approxi-mately 1 pound ofsoap per gallon of water for smalleramounts of soapsolutions. Mix 2 pintsof detergent to 450gallons of water.

Calcium hypochlorite(high-test hypochlorite[HTH] or high-test bleach[HTB]).

(NSN 6810-01-225-2682)(25 pounds).

(NSN 6810-00-225-0472)(100 pounds)

BioChem

Is effective against mustards,lewisite, V- agents, and all biological agents, includingbacterial spores.

Will react rapidly (within 5 min-utes) with mustards and lewisite.

Should be allowed a 15-minutecontact time for biologicalagents.

Will act faster than STB. Can beused as a dry mix or slurry.

Precautions are the sameas for STB. Pure calciumhypochlorite will burn oncontact with VX, or HD.

Agent is more corrosivethan STB. Will destroyclothing, has a toxic vapor,and will burn the skin.

Protective mask and rubbergloves are the minimumprotective equipmentneeded when handling.

Chemical: mix 5pounds of decontami-nant to 6 gallons ofwater (10-percent solution).

Biological: mix 1 poundof decontaminant to 6 gallons of water (2-percent solution).

HTH should be usedonly if STB is not available.

Figure B-1. Standard Decontaminants Available in the Supply System (Sheet 2)

NAVAIR 00-80T-121

ORIGINALB-3

Decontaminant PreparationPreparation of decontamination solutions for general decontamination applications aboard ships and for the preparation ofkill buckets and hands washes (glove decontamination) as described in NAVAIR 00-80T-121.

Prepare decontamination solution by adding the appropriate number of six ounce bottles calcium hypochlorite (HTH),NSN:6810-00-255-0471, with the appropriate quantity of standard shipboard detergent, NSN 7930-00-664-2008 to thedesired quantity of water for the desired concentration of decontaminant.

Gallons of Water 4 Gallons 10 Gallons 20 Gallons1% solution 1 4 5

3% solution 3 7 14

5% solution 5 12 24

9% solution 9 22 44

Amount of Detergent 3 oz 9 oz 13 oz

In preparing the decontamination solutions, always add the calcium hypochlorite to the water, mix to dissolve, thenadd the detergent and stir thoroughly. Never add water to calcium hypochlorite or add calcium hypochlorite to waterwith which detergent has already been mixed. A dangerous reaction may result in either case.

Figure B-1. Standard Decontaminants Available in the Supply System (Sheet 3)

NAVAIR 00-80T-121

ORIGINAL B-4

Decontaminants Use Remarks Cautions Preparation

Oxidizing agents (nitric acid, aquaregia, sodium dichromate, andpotassiumpermanganate)

Rad Are effective in dissolvingsurfaces containingabsorbed radioactive contamination.

Are applied to a surface orthe item is dipped. Exposuremust be limited due to thecorrosive nature of thesolution. Rinse thoroughlywith water and detergentand then with clear water.

Are extremely corrosive.Use only under thesupervision of a trainedindividual.

Will require the use of a neoprene or rubber protectiveapron, gloves, boots, andsafety glasses when handling.(Rubber offers only limitedprotection.)

Aqua regia is prepared bymixing 3 parts ofconcentrated hydrochloricacid and 1 part ofconcentrated nitric acid.Other oxidizing agents donot require mixing.

Iodine water purification tablets

Bio Are used when it isimpractical to boil drinkingwater. Two iodine tables percanteen are effective againstmost biological agents.

None None

Complexing (chelating) agents(versene, citric acid,sequesterene,sodium citrate,tartanic acid, sodiumoxalate, sodiumtartrategoxalic acid,and similar agents)

Rad Will aid in the physicalremoval of absorbedcontamination on surfaces.

Should be applied as a filmover the surface usingfirefighting apparatus, or treeor garden sprayer.

Should be allowed a 30-minute contact time andthen flushed with water

Don not neutralizecontamination. Run-off willbe contaminated.

Mix 3 to 5 percent of theagent (by weight) in water.

Disinfectant chlorine(NSN6840-00-270-8172)

Bio Use to decon utensils, messgear, exteriors of sealedcontainers, and foodproducts that can withstandsoaking. Dispose of anyfood or vegetables that aredamaged and any outerleaves that are bruised ortorn. Do not cut or peel fruitsand vegetables beforedisinfecting them. Leaveitems in the solution for30 minutes and stiroccasionally. Rinsethoroughly in potable water.

None Dissolve one package ofdisinfectant in 20 gallons ofwarm potable water (100 �F).

Ethylene oxide Bio Is effective against all microorganisms, includingbacterial spores.

Should be applied in thestrength of 30 pounds for1,000 cubic feet.

Should be allowed a 6-hourcontact time (contact timemust be double for each 20 �F drop in temperature below 75 �F).

Should be used in an airtightenclosure.

Is flammable. Not recommended for interioruse.

None

Figure B-2. Nonstandard Decontaminants Available in the Supply System (Sheet 1 of 7)

NAVAIR 00-80T-121

ORIGINALB-5

Decontaminants PreparationCautionsRemarksUseFormalin (formaldehyde)

Bio Agent is effective against allmicroorganisms, includingbacterial spores.

Agent is used for interior decon of relatively closeareas.

Vapors should remain 16hours in a closed structure;then aerate until the odor isno longer objectionable.

Optimum conditions forspraying formalin are 70� to80 �F with an 85-percentrelative humidity. The minimum effective relativehumidity is 70 percent. At60�F, the exposure shouldbe increased to 24 hours.

Agent is applied as a vaporfrom standard insecticidesprayers or is vaporized byheat or a bubbling steamfrom a pan.

Vapors are very toxic.

Agent will curl and discolorpaper. Leaves a white residue.

A self-containing breathingapparatus is required inclosed spaces. Personnelhandling or spraying theagents should wearimpermeable, protective clothing.

Personnel entering an areacontaining formalin vaporsshould:

1. Wear a protective mask.

2. Wear washable outerclothing, fastened to pre-vent vapors from enteringat wrists, ankles, or neck.

3. Remove outer clothingafter emerging from va-pors.

4. Shower and don cleanclothing as soon aspossible.

Vapors are not flammable;open flame should not beused for vaporizing whenmethanol has been added tothe agent. When steam isused, the source of thesteam should be outside thearea being decontaminated.

No mixing is required.However, less residueremains, and less aeration isrequired if the mixture of 5parts formalin and 3 parts methanol is used. (Use thismixture at a rate of 4/5 quartper 1,000 cubic feet ofspace.)

Detrochlorite Bio Agent is a thickened bleachthat is very useful on verticalsurfaces.

Allow 30 minutes contacttime; then rinse with water.

Agent is very corrosive.

See Preparation column.

Mix by weight 19.3 percentdiatomaceous earth, 0.5percent anionic wettingagent, 2.9 percent calcium hypochlorite (70 percentavailable chlorine), and 77.3percent water.

Mix wetting agent anddiatomaceous earth withwater before adding thecalcium hypochlorite. Mixingthe wetting agent andcalcium hypochlorite in a dryand undiluted state maycause an explosion.

Figure B-2. Nonstandard Decontaminants Available in the Supply System (Sheet 2)

NAVAIR 00-80T-121

ORIGINAL B-6

Decontaminants PreparationCautionsRemarksUse

Peracetic acid (PAA) Bio Agent is effective against allmicroorganisms, includingbacterial spores.

A contact time of 10 minutesmust be allowed.

Item should be wiped with arag or swab. Removeexcess acid and aerate for10 to 15 minutes or until noobjectionable odor remains.

Small items should be immersed for 10 minutes.Remove excess acid andaerate until no objectionableodor remains.

Fumes are highly irritating.

Prolonged exposure willdamage most material.

A 40-percent solution has alow flash point (105 �F); a3-percent solution is nonflammable.

Burns and blisters on theskin will occur.

Agent must be stored inoriginal containers underrefrigeration to prevent decomposition.

Protective mask and clothingare required.

A violent explosion may result if heavy metal ionscome in contact with theagent.

Prolonged exposure will corrode iron and deterioraterubber, plastic, and leather.

Available as a 40-percentsolution. Mix 1 quart of PAAto 3� gallons of water (addPAA to the water).

Hyamine (benzethonium chloride)

Bio Agent is effective against allbacteria.

A contact time of 5 to 30 minutes should be allowed.

Agent is very toxic.

Estimated fatal dose to manis 1 to 3 grams.

Care should be taken whenmixing to avoid inhalation ofpowder.

Agent is not to be used onaircraft or ships.

Use a 0.1- percent solution(1 pound of hyamine for every 12 gallons of wateryields a 1-percent solution).

Carbon dioxide andethylene oxide mixture (with morethan 87 percent ethylene oxide)

Bio Should be applied in thestrength of 30 pounds for every 1,000 cubic feet.

Should be allowed a 12-hourcontact time (doubled foreach 20 �F drop intemperature below 75 �F).

Is nonflammable and isrecommended for interioruse.

Should be used in an airtightenclosure.

Will blister the skin.

Aerate items next to the skin18 to 24 hours.

None


NAVAIR 00-80T-121

ORIGINALB-7

Decontaminants PreparationCautionsRemarksUse

Sodium hypochloritesolution (householdbleach)

BioChem

Is effective against blisterand V-agents and all biological agents.

Will react rapidly (within5 minutes) with blister and V-agents.

Should be allowed a 10- to15-minute contact time forbiological agents.

Should be applied undilutedwith brooms, brushes, orswabs.

Is the preferred decon forship use. A 5:1 concentrationis recommended.

Has a limited storageproblem.

Is harmful to the skin andclothing if undiluted.Remove from the skin andclothing by flushing with water.

Is corrosive to metals unlessrinsed, dried, and lubricatedafter decon.

Should be stored in a coolplace.

For chemical decon, no mixing is required.

For biological decon, diluteby adding 2 parts bleach to10 parts water.

For decon of cotton clothingand utensils, dilute 2 cups ofbleach to 1 gallon of water.

For application, dilute halfand half with water andspray.

2-Propanone(acetone)

Chem Freezing point is –203 �F;boiling point is 133 �F (evaporates rapidly).

Good decontaminant for usein arctic regions.

Commonly obtained as fingernail polish remover orpaint thinners.

Scrubbing increases its effectiveness.

Is extremely flammable.

Does not neutralize agents.

Is effective for dissolvingand flushing agent byphysically removing it.

None

Dietyl ether Chem Freezing point is –241 �F;boiling point is 93 �F.

Good decontaminant for usein arctic regions.

Available through medicalsupply facilities.

Scrubbing increases itseffectiveness.

Is the same as for 2-propanone.

None

Ethylene glycol Chem Scrub on contaminatedsurfaces, and rinsethoroughly.

Removes contamination, butdoes not neutralize it.Therefore, run-off residuemust be consideredcontaminated.

Mix equal amounts of solution and water.

Solvents (gasoline,JP-4, diesel fuel, kerosene, and similarsolvents)

Chem Scrub on contaminatedsurfaces, and rinsethoroughly.

Is the same as for ethyleneglycol.

May damage materials suchas rubber and plastic.

None


NAVAIR 00-80T-121

ORIGINAL B-8

Decontaminants PreparationCautionsRemarksUseSodium hydroxide(caustic soda or lye)(NSN6810-00-174-6581)(100 pounds)

BioChem

Is effective againstG-agents, lewisite, and all biological agents, includingbacterial spores.

Will neutralize G-agents oncontact.

Should be allowed to remainin contact with thechemically contaminatedsurface for approximately15 minutes.

Agent will damage the skin,eyes, and clothes and cancause upper respiratory orlung damage if inhaled.

Full rubber protectiveclothing, gloves, boots, andmask are required whenusing.

Affected area must bewashed immediately withlarge amounts of water andflushed with diluted aceticacid or vinegar. Removeaffected clothing. If eyes areinvolved, flush them at oncewith large amounts of warmwater, and seek medicalattention.

Run-off from decon operations is highlycorrosive and toxic. Drainrun-off into a sump and bury.

Equipment must be flushedwith large amounts of clearwater.

Small amount: 10 pounds oflye to 12 gallons of water(10-percent solution). Mix inan iron or steel container(never aluminum, zinc, ortin). Add lye to the water toprevent boiling andsplattering due to heat beingemitted. Do not handlemixing container with barehands.

Large amount: Prepare asolution of 227 grams (�pound) of lye for each gallonof water. Pump 350 gallonsof water into the tank unit.Connect the tank unit, pumpunit, and heater together.Heat the water to 122� F.Disconnect the heater unit,and add 175 pounds of lyeto the heated water. Circulate the solution withthe pump unit until all the lyeis dissolved. Thetemperature will increasenoticeably. Use while hot.

Sodium hydroxide

Is not recommended for shipuse. Store on top deck only.

Is corrosive to most metals.

Is not recommended if lesstoxic caustic decontaminantsare available. Will cause ared color change uponcontact with M-8 detectorpaper.

Agent’s effectiveness is directly proportional to thestrength of the solution.

Simultaneous mixing andapplying: Sprinkle dry lye onthe contaminated area, andthen dissolve it with a sprayof steam or hot water. Donot wash the lye off thesurface while applying thesteam or hot water.

Paint removal: 1 pound oflye per 2� gallons of wateris capable of removing anaverage coat of paint fromapproximately 11 squareyards of surface. Thissolution is effective inremoving paint in whichchemical contamination hasabsorbed. (Can substitutecalcium hydroxide, potassiumhydroxide, or trisodiumphosphate for sodiumhydroxide.)


NAVAIR 00-80T-121

ORIGINALB-9

Decontaminants PreparationCautionsRemarksUseSodium carbonate(washing soda, sodaash, sal soda, orlaundry soda)

Chem Is effective against G-agentsand CN.

Will react rapidly withG-agents, normally within5 minutes.

Is the preferreddecontaminant for ship use.The recommendedconcentration is 5 percent byweight. No storage problem.

Should be used with a hotsolution to decon DNeffectively.

Should not be used for VX. Itcannot detoxify VX andcreates extremely toxicby-products.

Does not dissolve or detoxifymustard agents.

Mix 10 pounds of washingsoda to 12 gallons of water(10-percent solution).

Potassium hydroxide(caustic potash)

BioChem

Is the same as for sodiumhydroxide.



Hexachloramelamine Chem Is effective against mustardagents.

May require the use of aprotective mask and rubbergloves when used. Iscorrosive to metal.

Is not soluble in water, but issoluble in organic solventssuch as gasoline, kerosene,and paint thinner.

Ammonia orammonium hydroxide(household ammonia)

Chem Is effective againstG-agents.

Is slower acting than sodiumhydroxide or potassiumhydroxide.

May require the use of aself-contained breathingapparatus or specialpurpose mask.

Ammonium hydroxide is a water solution of ammonia.No further mixing isrequired.

Dichloramine-B andDichloramine-T

Chem Is effective against mustardagents

May require the use of aprotective mask and rubbergloves when used.

Is corrosive to metal.

Is not soluble in water, but issoluble in certain organicsolvents.

Is normally mixed as a10-percent solution indichloroethane.

Perchloroethylene(tetrachloroethylene)

Chem Freezing point is –8 �F; boiling point is 250 �F.

Agent:

Is good for use in arctic climates.

Is a nonflammable, syntheticsolvent widely used indry-cleaning plants.

Dissolves H- and V-agentsbut not G.

Has a low toxicity.

Scrubbing increase it effectiveness.

Physically dissolves andremoves contamination, butdoes not neutralize it.

Requires no mixing(practically insoluble inwater).


NAVAIR 00-80T-121

ORIGINAL B-10

Decontaminants PreparationCautionsRemarksUseAcids (sulfuric acid,hydrochloric acid,oxalic acid, and similar acids)

Rad Are effective solvents forrust and mineral depositsholding radioactive materialon metal surfaces.

Should be allowed a 1 hourcontact time.

Must be flushed with water,scrubbed with a waterdetergent solution, andflushed again with water.

Are difficult to handle andare harmful to the body,especially the eyes.

Can produce boiling andsplattering of the solutionwhen mixed.

May require the use ofrubber boots, gloves,aprons, and goggles whenused.

Will require the use ofrespiratory protection whenused in closed areas.

Can cause serious injurywhen they come in contactwith the body. Flush the areaimmediately with water. Usea 5-percent solution of waterand baking soda (sodiumbicarbonate).

None

Weather/time RadBioChem

UV light kills mostbio-organism agents,organisms, and radiationdecay over time.

Should be used when timeand the mission permits.

None

Burning BioChem

Must be approved by thefirst general officer in thechain of command.

Creates downwind hazards.

Requires that sentries beposted to keep people out ofthe danger area.

None

Undergrowth, tallgrass (applicable tosmall vital areasonly): meadows,jungles, and forests.Burn.

Burn (may cause adownwind vapor hazard).

Spray slurry.

Explode drums of STB.

Clear a path with detonatingcord, Bangalore torpedoes,or demolition snakes.

Follow the same directionsas for sand.

Follow the same directionsas for earth.

Sand (applicable tosmall vital areasonly): beaches anddeserts. Weather.

Flush with water.

Spread STB (pure form) orspray an STB slurry over thesurface.

Cover paths with roofingpaper.

Scrape off 2 to 4 inches ofcontaminated top layer.

Burn. Follow the same directionsas for earth.


NAVAIR 00-80T-121

ORIGINALC-1

APPENDIX C

Decontamination of Specific Surfaces and Materials

C.1 GENERAL

For more information refer to MCWP 3-37.3.

Surface or Types of Contamination and How to DeconMaterial Chemical Biological Radiological

Asphalt roads(applicable to small vitalareas only)

Flush with water.

Apply an STB slurry.

Cover with STB (pure form).When liquid contamination isvisible and personnel arenearby, use the STB dry mix.

Weather.

Cover small areas or pathsacross roads with 4 inches ofearth.

Weather (remain masked).

Wet with water (will helpprevent secondary aerosols butdoes not decon).

Apply 2-percent householdbleach solution.


Pour, spray, or spreadoil onthe surface (will help preventsecondary aerosols, but doesnot decontaminate).

Brush or sweep.

Flush with water (this may drivesome of the contamination intothe surface; waste must becontrolled).

Clean with a vacuum.

Roofs Follow the same directions asfor asphalt roads.

Follow the same directions asfor asphalt roads.

Apply detrochlorite; leave onat least 30 minutes; then flushwith water.


Brick and stone roads(applicable to small vitalareas only)

Weather.

Apply an STB slurry withbrushes and brooms. Leaveon for 24 hours, then flushwith water.

Wash with soapy water,preferably hot.




Use abrasion (sand blasting).This provides direct andcomplete removal ofcontaminated dust; however,sand and equipment beingused become contaminated.

Brick and stonebuildings, bunkers, gunemplacements, andtank, obstacles

Apply an STB slurry withbrushes and brooms. Leaveon for 24 hours, then flushwith water.

Use STB (pure form) or anSTB dry mix around buildingswhere waste water runs.

Wash with soapy water,preferably hot.

Weather.


Apply an STB slurry to verticalsurfaces by manual means.The slurry may be left onexteriors.


Figure C-1. Decontamination of Specific Surfaces and Materials (Sheet 1 of 6)

NAVAIR 00-80T-121

ORIGINAL C-2

Surface or Material

Types of Contamination and How to DeconSurface or Material RadiologicalBiologicalChemical

Concrete roads(applicable to small vitalareas only)


Cover with an STB slurry orSTB dry mix.

Weather.

Cover small areas of pathsacross roads with 4 inches ofearth.

Scrape the layer ofcontaminated earth to the sideof the road.


Follow the same directions asfor brick and stone roads.

Earth (applicable tosmall vital areas only):roads, gunemplacements, bivouacareas, pathways, andbomb craters


Cover with STB (pure form).When liquid contamination isvisible and personnel arenearby, use an STB dry mix.

Weather.


Scrape the layer ofcontaminated earth to the sideof the road.


Burn.

Earth moving (removal): Try tocontrol contaminated dust, asequipment may becomecontaminated. Consider wastedisposal.

Sealing (with earth): Does notcreate a waste-disposalproblem; however, equipmentmay be contaminated.

Grass and lowvegetation: fields andopen terrain*

Burn.


Cover with STB (pure form) oran STB dry mix.

Clear paths through areausing detonating cord or otherdetonating devices.

Burn.


Follow the same directions asfor earth.

Undergrowth, tall grass(applicable to small vitalareas only): meadows,jungles, and forests

Burn (may cause a downwindvapor hazard).


Explode drums of STB.

Clear a path with detonatingcord, Bangalore torpedoes, ordemolition snakes.

Burn.

Follow the same directions asfor sand.

Follow the same directions asfor earth.

Sand (applicable to smallvital areas only): beachesand deserts

Flush with water.

Spread STB (pure form) orapply an STB slurry over thesurface.

Weather.

Cover paths with roofingpaper.

Scrape off 2 to 4 inches ofcontaminated top layer.

Burn. Follow the same directions asfor earth.

Figure C-1. Decontamination of Specific Surfaces and Materials (Sheet 2)

NAVAIR 00-80T-121

ORIGINALC-3

Surface or Material


Fabrics: canvas,covers, tarpaulins,tentage, mask carriers,web gear, and clothing

Cotton:

Note Not for IPE.

Immerse in boiling, soapywater for 1 hour (1 pound ofsoap to 10 gallons of water)and stir.

Use a 5-percent sodiumcarbonate solution forG-agents.

Immerse in boiling water for 1hour.

Launder by standardmethods.Use an STBslurry.Weather except forV-agents.

Cotton:

Boil in water for 15 minutes.

Autoclave for 45 minutes at253 �F.

Immerse in a 2-percenthousehold bleach solution for30 minutes, and rinseimmediately.

Launder (destroys orinactivates all but highlyresistant spores).Woolen:

Launder (fabric may shrink).

Cotton and woolen:

Brushing removescontamination dust, but itpresents a dust hazard topersonnel.

Laundering is the most practicalprocedure; however, the fabricmay shrink. Try to controlwaste.

Woolen:

Immerse in warm, soapy water(100 �F) for 1 hour or longerwith light agitation.

Dry items slowly because thefabric may shrink.

Leather: boots, gloves,and other items

Scrub with hot, soapy waterand rinse.

Immerse in warm, soapy waterat 120 �F for 4 hours andrinse.

Use a 5-percent sodiumcarbonate solution forG-agents.

Air.

Immerse in a 2-percenthousehold bleach solution andrinse.

Immerse in a 2-percent PAAfor 10 minutes, rinse, and air10 to 15 minutes.

Wipe with a 2-percent PAA,remove excess agent, and air10 to 15 minutes.

Brush.

Flush with water, or soapy water.

Glass, windows Use an IEDK.

Wash with hot, soapy water.

Rinse with clear water or anorganic solvent.

Blot off surface.

Air.

Weather.

Use an IEDK.

Wash with soap and water.

Wipe with a disinfectantsolution or a 2-percent PAA(see “Mess gear and cannedrations” for similarprocedures).

Use an IEDK.

Wash with a detergent.

Flush with water.

Wipe with solvents.

Glass, lens Wash with hot, soapy water.

Rinse with clear water or anorganic solvent.

Blot off surface.

Air.

Weather.

Wash with hot, soapy water.

Wipe with alcohol orhousehold bleach.

Brush or wipe (be careful toavoid scratching the lens).

Use compressed air to blowcontamination from surface.

Metal (unpainted),ammunition

Wipe with soapy water.

Wipe with organic solvent anddry.

Air.

Wipe with soapy water.

Wipe with a 2-percenthousehold bleach solution.

Air.

Brush or wipe.


NAVAIR 00-80T-121

ORIGINAL C-4

Surface or Material


Metal (unpainted),machinery

Follow the same directions asfor ammunition.

Wipe with a 2-percent PAA,rinse, and air 10 to 15minutes.

Brush or wipe.


Flush with water.

Metals (painted):vehicles, weapons, andequipment

Wash with hot, soapy water,and rinse.

Apply an STB slurry; thenremove it in 1 hour and oil thesurface.

Weather.

Air.

Use an IEDK to deconindividual gear.

Wash with a detergent and ahigh-pressure water system.

Apply detrochlorite. Leave iton for 30 minutes then removeby washing with a stream ofwater.

Steam clean using adetergent.

Use a household bleachsolution.

Use a 2-percent PAA.

Brush or wipe.

Wash.

Use organic solvents, causticagents (not on aluminum ormagnesium surfaces),complexing agents (of smallvalue on weathered surfaces),or abrasives.

Wood (unpaintedsurfaces): building,vehicle bodies, boxes,crates, and similar items

Weather. Apply detrochlorite. Leave onfor at least 30 minutes; thenflush with water.

Apply an STB slurry to verticalsurfaces. The slurry may beleft on interiors.

Weather. Sun and raineliminate mostmicroorganisms within 1 day).

Burn.

Wash the interior with largeamounts of water (somecontamination may soak intosurfaces).

Wood (painted surfaces):buildings and boxes

Apply an STB slurry withbrooms or swabs. Let theslurry remain 12 to 24 hours;then flush with water. Scrubwith hot, soapy water andrinse.

Weather.

Follow the same directions asfor wood (unpainted surfaces).

Wash the interior with largeamounts of water.

Wipe the contamination fromthe surface.

Plastics (opaque):insulation, telephones,and panel boards

Wash with hot, soapy waterand rinse.

Weather.

Air.

Follow the same directions asfor glass lens.


Flush with water.

Wipe or brush.

Plastics (transparent):eye pieces and airplanecanopies

Wash with hot, soapy waterand rinse.

Weather.

Air.

Follow the same directions asfor glass lens.


Flush with water.

Wipe or brush.


NAVAIR 00-80T-121

ORIGINALC-5

Surface or Material


Non-sealedelectronic equipment

Use a mild, evaporativesolvent such as alcohol.

Use a mild detergent and water.

Rinse with distilled water.

Keep the solution out of theadjustable switches,connectors, and relays.

Use hot air blowers.

Use a mild, evaporativesolvent such as alcohol.

Use a mild detergent and water.

Rinse with distilled water.

Keep the solution out of theadjustable switches,connectors, and relays.



Wipe or brush.

Rubber (impermeable):aprons, suits, and otheritems

Immerse in soapy water (justbelow the boiling point) for 1hour. Do not agitate. Rinsewith clear water, and hang todry.

Use a 10-percent sodiumcarbonate solution forG-agents, rinse, and air.

Apply hot, soapy water withbrushes and rinse.


Wash off after a few minuteswith clear water.

Follow same directions as forleather.

Brush.

Scrub or flush with water orsoapy water.

Rubber (natural andsynthetic): gloves andboots

Spray with a 10-percentmixture of HTH and rinse.

Immerse in STB slurry for 4hours, rinse, and dry.

Use an IEDK in emergencies.

Air.

Follow the same directions asfor leather.

Brush.


Rubber: mask facepieces and other rubberarticles coming in directcontact with skin

Use an IEDK in emergencies.

Wash with warm, soapy water.


Brush.


Rubber: tires, hoses,mats, and insulation

Spray with a 10-percentmixture of HTH and rinse.

Apply an STB slurry. Allow theslurry to remain at least 30minutes; then flush with clearwater (may be left on tires).

Apply hot, soapy water.

Air.

Weather.


Brush.


Water Use trained water-purificationpersonnel to decon.

Boil small amounts 15 minutes.

Chlorinate using a chlorinationkit.

Add iodine water-purificationtables to small amounts.

Flocculation (requires specialchemicals to removesuspended matter).

Ion exchange (removes radiansfrom solution).


NAVAIR 00-80T-121

ORIGINAL C-6

Surface or Material


Mess gear and cannedrations

Immerse in boiling, soapywater for 30 minutes andrinse.

Immerse in boiling water for30 minutes.

Wash in hot, soapy water;rinse, and air.

Wash with soap and water.Then immerse in disinfectantsolution (disinfectant, chlorine or1/3 cup of household bleachper 10 gallons of water).

Boil water for 15 minutes (noteffective on toxins and bacterialspores). Immerse in a 5-percentsodium carbonate solution (4pounds of washing soda to 10gallons of water), and rinse withpotable water.

Wash with soap and water andrinse.

Brush, and then wipecontamination from surfacesand containers.

Immerse in a householdbleach solution (2 gallons ofbleach to 25 gallons of water)for 30 minutes, rinse, and airfor 10 to 15 minutes.

Immerse in an HTH solution(1/2 pound to 25 gallons ofwater) for 30 minutes andrinse.

Immerse in a 2-percent PAAfor 10 minutes, rinse, and air10 to 15 minutes.

Food: not canned orprotected byimpermeablecontainer

Do not consume food that issuspected to be contaminatedwith chemical agents untilveterinary personnel approveit.

Boil water 15 minutes. Cookfood thoroughly.

Immerse in or spray with a2-percent household bleachsolution. (Packaged food orfood that is peeled or paredcan be immersed or sprayedwith the solution.)

Wash or trim contaminationfrom unpackaged food.

Food: canned, bottled, orprotected byimpermeable container

Follow the same directions asfor mess gear and cannedrations.



Paper currency Destroy by burning. Do notdecon.

Destroy by burning. Do not decon.

Destroy by burning. Do not decon.

Coins Wipe with soapy water.

Wipe with an organic solvent.

Use UV rays.

Wash with soapy water.

Wipe with a 2-percenthousehold bleach solution.

Air.

Brush or wipe.


Flush with water.


NAVAIR 00-80T-121

ORIGINALD-1

APPENDIX D

Operational Checklists

D.1 GENERAL

This appendix contains operational checklistswhich are a companion to the tactics, techniques, andprocedures provided in this manual. While thesechecklists are designed to assist aircrews and groundcrews in the execution of air operations in a CBenvironment, they are not a substitute for reading andunderstanding the details provided in the manual.

Warnings, cautions, and notes from this manual are notincluded in these checklists.

Nothing within this appendix should be construed tolimit a commander from developing his/her own, moredetailed checklists, if required. Additional steps orprocesses may be added, as necessary, however, acommander making modifications to any checklistcontained in this appendix shall delete no step(s).

NAVAIR 00-80T-121

ORIGINAL D-2

Introduction. The following is the prescribed procedure for assisting aircrews while doffingcontaminated aircrew IPE on non-CPS configured ship. The procedures should closely re-semble those prescribed in the NTRP 3-20.31.470 for doffing ships company; however, someof the steps have been modified for aircrew IPE and ALSS, the principle modification is a re-quirement to swap the aircrew respirator for a non-aircrew respirator at the end of the contami-nation control area. Therefore, a standard service-issued non-aircrew respirator must be avail-able for the crewman.

Gross Decontamination Area

Recommended Personnel:

1 Team Leader

1 Attendant (Parachute Rigger/Flight Equipment Expert)

Equipment Requirements:

In addition to equipment required in the NTRP 3-20.31.470 the following is required:

As required Plastic bags (to collect aircrew ALSS and line disposal cans)

As required Hand wash (9% solution) or M291 SDK

As required Disposal can

1 Roll duct tape

1 Indelible marker

Decon Solution:

Number of 6-ounce bottles of calcium hypochlorite required for solutions of various strengthsand volumes:

Gallons of Water 4 Gallons 10 Gallons 20 Gallons

1% Solution 1 4 5

3% Solution 3 7 14

5% Solution 5 12 24

9% Solution 9 22 44


Figure D-1. Aircrew Decon Shipboard Conventional Decon Station Non-CPSConfiguration (Sheet 1 of 5)

NAVAIR 00-80T-121

ORIGINALD-3

1. All items that are carried by the crewman are placed at the station forfurther segregation and decontamination. Helmet bags, knee boards,canteens, smart packs, weapons, etc are all deposited at station one. All recoverable flight equipment is placed in a plastic garbage bag, hereafter referred to as the “equipment bag” and labeled with the crewman’s name . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

a. Remove: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(1) Cape (dispose of in waste can) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(2) Place Helmet bags, knee boards, canteens, smart packsin equipment bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(3) Weapons cleared, ammunition separated and placedin equipment bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

b. Remove flyer’s gloves and discard in waste can . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . c. Remove intercom unit and place in equipment bag . . . . . . . . . . . . . . . . . . . . . . . . . . .

*Station attendant decontaminates gloves in hand wash . . . . . . . . . . . . . . . . . . . . . . .

d. Remove helmet and place in equipment bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


e. Detach pusher fan, C2 canister, battery pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(1) Tape or zip tie pusher fan/C2 canister and batterypack together (if required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

f. Remove CBR over vest and/or survival vest and placein equipment bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . *Station attendant decontaminates gloves in hand wash . . . . . . . . . . . . . . . . . . . . . . .

g. Remove body armor, G-suit, torso harness, etc. and placein equipment bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


h. Decontaminate respirator with M291 SDK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(1) Aviator decontaminates gloves with M291SDK . . . . . . . . . . . . . . . . . . . . . . . . . . . .


Figure D-1. Aircrew Decon Shipboard Conventional Decon Station Non-CPS Configuration (Sheet 2)

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NAVAIR 00-80T-121

ORIGINAL D-4

Contamination Control Area

Recommended Personnel:2 Cutters1 Corpsman

Equipment Requirements:In addition to equipment required in the NTRP 3-20.31.470 the following is required:As required 9 % bleach hand wash solution and scissor recovery

1 Five gallon bucket for hand wash 2* Disposal can

1* disposal can may be used in CCAs with limited spaceAs required Trash BagsAs required Replacement field protective masks

1. Boot Wash:

a. Crewman steps into boot wash and cutter scrubs his disposablefootwear covers for 10 seconds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

b. Remove disposable footwear covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

c. Scrub flight boots for 10 seconds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. Position 1:

a. 1st Cutter removes M-9 tape, loosen all fasteners, zippers, and snaps to the maximum extent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

b. 2nd Cutter holds pusher fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

c. 1st Cutter assists crewman in removing flight suit (chemical protective gloves remain on the crewman throughout process) . . . . . . . . . . . . . . . . .

d. 1st Cutter decontaminates gloves in hand wash (decontaminate scissors as required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

e. Cutter assists in removal of CMU 34 under garment top . . . . . . . . . . . . . . . . . . . . . . .

f. Cutters decontaminate gloves in hand wash (decontaminate scissors as required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. Position 2:

a. Cutter works the undergarment bottom down from the hips to theankles before having crewman sit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

b. Cut the laces on the boots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

c. Pull off the boot and the leg of the undergarment bottom. Grasp toe of chemical protective sock and pull it off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

d. Crewman places unprotected foot in position 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

e. Repeats process with remaining foot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4. Position 3:

a. When both feet are in position 3 the crewman stands up . . . . . . . . . . . . . . . . . . . . . .

b. 2nd Cutter takes pusher fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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NAVAIR 00-80T-121

ORIGINALD-5

c. 1st Cutter signals next station when crewman is preparedto remove his mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

d. 1st Cutter assists in removing chemical protective gloves . . . . . . . . . . . . . . . . . . . . . .

*Cutter decontaminates gloves in hand wash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

e. Crewman removes mask while 2nd Cutter assists crewman in theremoval of the respirator per procedures outlined inparagraph 9.11.1.2.1 step 2d (2) of this NATOPS.Crewman immediately moves out of the CCA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5. Mask Transitiona. Crewman receives new non-aircrew respirator from Corpsman . . . . . . . . . . . . . . . . . b. Crewman is monitored for signs of CB agent exposure

and/or heat stress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . c. Healthy personnel follow route to decontamination station . . . . . . . . . . . . . . . . . . . . .

** This step could occur after the decontamination station dependingupon ship’s configuration.


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NAVAIR 00-80T-121

ORIGINAL D-6

Decontamination Station


As required Monitor


As required Disposable bags (for T-shirts, flight deck Jerseys, etc.)

As required Bar soap for showers

As required Towels

As required Replacement clothing

1. Remaining underclothing is removed and bagged for monitoring . . . . . . . . . . . . . . . . . .

2. Aviators showers shielding canister from getting wet . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. Crewman proceeds per SOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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NAVAIR 00-80T-121

ORIGINALD-7

Introduction. The following is the prescribed procedure for assisting aircrews while doffingcontaminated aircrew IPE on a CPS configured ship. This procedure does not require a maskexchange because doffee exits into a total protection zone (TPZ). There are five areas in thisconfiguration:

1. The gross decontamination area

2. The outer clothing undressing area (OCUA)

3. The inner clothing undressing area (ICUA)

4. The shower

5. The contamination purge lock (CPL)

Gross Decontamination Area


1 Team Leader

1 Attendant (Parachute Rigger/Flight Equipment Expert)



As required Plastic bags (to collect aircrew ALSS and line disposal cans)

As required Hand wash (9% solution) or M291 SDK

As required Disposal can

1 Roll duct tape

1 Indelible marker

Decon Solution:



1% Solution 1 4 5

3% Solution 3 7 14

5% Solution 5 12 24

9% Solution 9 22 44


Figure D-2. Aircrew Decon Shipboard CPS Decon Station (Sheet 1 of 5)

NAVAIR 00-80T-121

ORIGINAL D-8

1. All items that are carried by the crewman are placed at the station forfurther segregation and decontamination. Helmet bags, knee boards,canteens, smart packs, weapons, etc are all deposited at station one.All recoverable flight equipment is placed in a plastic garbage bag, hereafterreferred to as the “equipment bag” and labeled with the crewman’s name . . . . . . . . . .

a. Remove:

(1) Cape (dispose of in waste can) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(2) Place helmet bags, knee boards, canteens, smart packs inequipment bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(3) Weapons cleared, ammunition separated and placed in equipment bag . . . . . .

b. Remove flyer’s gloves and discard in waste can . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

c. Remove intercom unit and place in equipment bag . . . . . . . . . . . . . . . . . . . . . . . . . . .


d. Remove helmet and place in equipment bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


e. Detach pusher fan, C2 canister, battery pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(1) Tape or zip tie pusher fan/C2 canister and battery pack together (if required) . .

f. Remove CBR over vest and/or survival vest and place in equipment bag . . . . . . . .


g. Remove body armor, G-suit, torso harness, etc. and place in equipment bag . . . . .


h. Decontaminate respirator with M291 SDK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(1) Aviator decontaminates gloves with M291 SDK . . . . . . . . . . . . . . . . . . . . . . . . . . .


Figure D-2. Aircrew Decon Shipboard CPS Decon Station (Sheet 2)

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NAVAIR 00-80T-121

ORIGINALD-9

Outer Clothing Undressing Area (OCUA)


2 Cutters



As required Chemical Protective Gloves

1. Boot Wash:

a. Crewman steps into boot wash and cutter scrubs his disposablefootwear covers for 10 seconds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

b. Remove disposable footwear covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

c. Scrub flight boots for 10 seconds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. Position 1:

a. 1st Cutter removes M-9 tape, loosen all fasteners, zippers, and snapsto the maximum extent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

b. 2nd Cutter holds pusher fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

c. 1st Cutter assists crewman in removing flight suit (chemical protectivegloves remain on the crewman through out process) . . . . . . . . . . . . . . . . . . . . . . . . . .

d. 1st Cutter decontaminates gloves in hand wash (decontaminatescissors as required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

e. Cutter assists in removal of CMU 34 under garment top . . . . . . . . . . . . . . . . . . . . . . .

f. Cutters decontaminate gloves in hand wash (decontaminatescissors as required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. Position 2:

a. Cutter works the undergarment bottom down from the hips to the anklesbefore having crewman sit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

b. Cut the laces on the boots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

c. Pull off the boot and the leg of the undergarment bottom. Grasp toe ofchemical protective sock and pull it off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

d. Crewman places unprotected foot in position 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

e. Repeats process with remaining foot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4. Position 3:

a. When both feet are in position 3 the crewman stands up . . . . . . . . . . . . . . . . . . . . . .

b. 2nd Cutter takes pusher fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

c. 1st Cutter assists in removing chemical protective gloves . . . . . . . . . . . . . . . . . . . . . .

*Cutter decontaminates gloves in hand wash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

d. 1st Cutter hands a clean pair of chemical protective gloves to the crewman . . . . . .

e. After donning gloves crewman receives pusher fan from 2nd Cutter . . . . . . . . . . . . .


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NAVAIR 00-80T-121

ORIGINAL D-10

Inner Clothing Undressing Area (ICUA) and Shower


1 Remote attendant in TPZ

Equipment Required:

In addition to equipment required in the NTRP 3-20.31.470 the following is required

No additional equipment required.

1. Crewman hands respirator from previous doffee back to cutters in OCUA . . . . . . . . . .

2. Crewman cuts/removes remaining inner clothing without disturbingrespirator seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. When directed crewman enters shower:

a. Crewman removes respirator left by previous doffee from the showerand places it in the ICUA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

b. Crewman closes ICUA door. Shower is activated by attendant . . . . . . . . . . . . . . . . .

Note

Crewman shields mask canister from getting wet.


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NAVAIR 00-80T-121

ORIGINALD-11

Contaminated Purge Lock (CPL)


1 Corpsman (stationed outside of purge lock)


No additional equipment required.

1. Crewman removes respirator left by previous crewman (doffee)from the CPL and places it in the shower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. Crewman enters and closes door. CPL (purge) is activatedby attendant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

a. Conduct 2 minute purge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

b. Crewman places plastic bag over head and removes respirator perprocedures out lined in paragraph 9.11.1.2.2, step 5 of this NATOPS . . . . . . . . . . .

c. Bag is secured with tie provided and mask is left in the CPL . . . . . . . . . . . . . . . . . . .

3. Crewman exits CPL and closes door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4. Medically trained person examines crewman in passage fordelayed reaction to CB agents and heat stress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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NAVAIR 00-80T-121

ORIGINAL D-12

Introduction. The ashore aircrew contaminated IPE doffing site consists of 8 stations. Eachstation is established 10 to 16 feet apart and oriented with the wind direction blowing from sta-tion 8 to station 1. This site shall be constructed in accordance with the NAVAIR 00-80T-121section 9.11.1.1. All station attendants are in MOPP 4 (full protective posture).

Station 1. Individual Gear (ALSS) Collection

The purpose of this station is to remove and collect equipment items so that they can be re-covered and possibly reused.


Two personnel are required to operate this station:1 Flight Equipment Specialist1 Attendant/Monitor


2 30 gallon container 1 CAM1 Radio (optional) 1 book M-8 paper1 Scissors/knife 1 M256A1 Kit1 roll Duct tape (or equiv) 1 box Plastic trash bags1 Indelible marker 1 box M291 SDK (about 2 SDK per crewman)**Alternate equipment: HTH solutions or bleach may replace SDK. If liquid solutions are used todecontaminate gloves; water, a 5 gal bucket, general purpose detergent/soap and spongeswill be required. Prepare per Figure B-1.

1. All items that are carried by the crewman are collected and bagged at this stationfor further segregation and decontamination or disposal. All classified products,helmet bags, knee boards, canteens, smart packs, weapons, etc. along with all flight equipment is placed in a container lined with plastic garbage bag (hereafter referred to as the “equipment bag”) and labeled with the crewman’s name . . . . . . . . .

2. Remove:

a. Cape (dispose of in waste can)

b. Place helmet bags, knee boards, canteens in the equipment bag

c. Un-holster and clear weapons and place in equipment bag . . . . . . . . . . . . . . . . . . . .

3. Remove flyer’s gloves and discard in waste can . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4. Remove intercom unit and place in equipment bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

*Attendant decons gloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5. Remove helmet and place in equipment bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


6. Detach pusher fan, C2 canister, battery pack from vest or remove from pouches . . . .

Tape or zip tie battery pack to the pusher fan assembly (if required) . . . . . . . . . . . . .

7. Remove CBR over vest and/or survival vest and place in equipment bag . . . . . . . . . .


Figure D-3. Aircrew Decontamination — Ashore (Sheet 1 of 9)

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NAVAIR 00-80T-121

ORIGINALD-13

8. Remove body armor, G-suit, torso harness, etc. and place in equipment bag . . . . . . .

*Station attendant decons gloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9. Attendants ensure equipment bag is labeled and contains all of the crewman’s gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10. Attendant removes equipment bag from container and transfers it to staging/monitoring area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11. The monitor uses detectors to check for residual contamination:

a. Contamination free equipment distributed to the designated work center

b. Items with contamination are transferred to the emergency reclamation team to be inducted into maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure D-3. Aircrew Decontamination — Ashore (Sheet 2)

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NAVAIR 00-80T-121

ORIGINAL D-14

Station 2. Disposable Footwear Cover and Aircrew Respirator Decontamination

At this station, gross contamination on disposable footwear covers and the exposed portionsof the aircrew respirator are neutralized/removed/reduced.


One person is required to operate this station:

1 Attendant

The attendant will assist crewmen decontamination of their disposable footwear covers. Healso maintains footwear cover shuffle pit/liquid containment area and decontaminates exposedportions of each aircrew respirator.


1 30-gallon container

1 box M291 Skin Decon Kit (about 1 SDK per crewman)*

1 can 50 lb STB or dry, bulk HTH

1 box Plastic trash bags

1 Shovel

*Alternate equipment: HTH solutions or bleach may replace SDK. If liquid solutions are used todecontaminate aircrew respirators; water, a 5-gallon bucket, general purpose detergent/soapand sponges will be required. Prepare per Figure B-1.

1. Direct the crewman to step into the shuffle pit/HTH container. Direct crewman to use his feet to rub STB dry mix on the front, sides, and back of his disposable footwear covers and lower legs of the flight suit or, if using liquid HTH to agitate the solution to wet on the front, sides, and back of his disposable footwear covers. Avoid wetting the lower legs of the flight suit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. Direct crewman to step out of shuffle pit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. Decontaminate exposed portions of the aircrew respirator IAW NATOPS . . . . . . . . . . .

4. Decontaminate the crewman’s gloves. Pay particular attention to the area between the fingers . . . . . . . . . . . . . . . . . . . . . . . . . .

5. Inspect crewman’s IPE, noting any rips, tears, or holes. Report results to crewman so that these areas may be targeted by the station 5 monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6. Crewman proceeds to station 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7. Attendant decontaminates his gloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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NAVAIR 00-80T-121

ORIGINALD-15

Station 3. Flight Suit and Disposable Footwear Cover Removal

At this station, contaminated flight suits and disposable footwear covers are removed.


2 Attendants

The attendants will assist crewmen with the removal of flight suits and the partial removal ofchemical protective undergarments.



2 Scissors/knife

As required M291 Skin Decon Kit (about 1 SDK per crewman)*

As required Plastic trash bags

As required Roll engineer tape

Optional Folding chair

*Alternate equipment: HTH solutions or bleach may replace SDK. If liquid solutions are used todecontaminate gloves; water, a 5-gallon bucket, general purpose detergent/soap and spongeswill be required. Prepare per Figure B-1.

1. 1st attendant removes M-9 tape; loosen all fasteners, zippers, and snaps to the maximum extent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. 2nd attendant holds pusher fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. 1st attendant assists crewman in removing flight suit (disposable footwear covers are removed with the flight suit; chemical protective gloves remain on the crewman throughout process) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Note

�The crewman may not be able to retain his balance. If necessary, he mayplace a gloved hand on the attendants head or the back of the foldingchair.

�Cutting may be easier.

4. Attendants decontaminates gloves (decontaminate scissors as required) . . . . . . . . . .


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NAVAIR 00-80T-121

ORIGINAL D-16

Station 4. Chemical Protective Underwear , Flight Boot, ChemicalProtective Socks, and Chemical Protective Glove Removal

At this station chemical protective clothing, flight boots, chemical protective socks, and chemi-cal protective gloves are removed to limit the spread of contamination. This station includesthe liquid contamination control line. No liquid contamination is expected beyond station 4.


2 Attendants

The attendants assist with the removal of chemical protective gloves, flight boots, chemicalprotective underclothing and chemical protective socks.



2 Scissors or knife

As required Engineer tape


As required Plastic trash bags (about one per person)

As required Chemical protective socks (2 per person)

Optional Folding chair


1. An attendant directs the crewman near the contamination control line, but instructs him not to cross until told to do so.1st attendant hold pusher fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. Attendant assists in complete removal of CMU 34 under garment top . . . . . . . . . . . . . .

*Attendant decons gloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. 2nd attendant unties or cuts laces to crewman’s flight boots . . . . . . . . . . . . . . . . . . . . . .

4. 2nd attendant works the CMU 35 undergarment down from the hips to the top of the flight boots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

a. The crewman raises foot closest to the contamination control line. Pull off the flight boot, the leg of the trouser, and chemical protective sock . . . . . . .

Note� Ensure the crewman is near enough to the contamination control line

to step across.

�The crewman may not be able to retain his balance. If necessary, hemay place a gloved hand on the attendants head or back of foldingchair.


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NAVAIR 00-80T-121

ORIGINALD-17

Note

Crewman is instructed to keep his gloved hands away from hisunderwear or unprotected skin.

b. Once the sock is removed, the crewman is instructed to step to the “clean”side the contamination control line with the unprotected foot, keeping the otherfoot on the “dirty” side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

c. Repeat on the other leg. Flight boots, chemical protective socks, andchemical protective undergarments are placed in the disposal can . . . . . . . . . . . . . .

5. 2nd attendant assists in removing chemical protective gloves . . . . . . . . . . . . . . . . . . . . .

6. 2nd attendant decontaminates his gloves, then places a chemical protective sock on each of the crewman’s hands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7. Crewman takes pusher fan back from 1st attendant . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8. Both attendants decon gloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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NAVAIR 00-80T-121

ORIGINAL D-18

Station 5. Monitor

At this station, residual contamination on crewmen is located and spot decontaminated. Medi-cal aid is provided as required.


Two personnel are required to operate this station.

1 Corpsman

1 Attendant/CAM operator

The attendants monitor, decontaminate, and provide first aid.



As required First aid supplies

1 CAM or ICAM

5 Books M-8 paper (per 100 persons)


1. Crewman identifies any areas where rips, tears, or holes were noted at station 2. CAM operator concentrates on breach areas to monitor for contamination (use M-8 paper on any suspicious liquids). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

a. Corpsman examines crewman for signs and symptoms of agent exposure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

b. Suspected areas of contamination are decontaminated with an SDK . . . . . . . . . . . .

2. Crewman proceeds to station 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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NAVAIR 00-80T-121

ORIGINALD-19

Station 6. Aircrew Respirator Removal

At this station, the aircrew respirator is removed without contaminating the crewman. Themask is taken to station 7 for transfer to emergency reclamation team of flight equipment per-sonnel. This station includes the vapor contamination control line. No vapor contamination isexpected beyond station 6.


One person is required to operate this station.

1 Attendant

The attendant holds the lower assembly while the crewman removes his mask. The attendanttransports the mask to station 7.


1 M22 ACADA or MK 26 Ship ACADA


As required Large plastic bags


As required Engineer tape


1. Attendant takes the aircrew respirator lower assembly from the crewman . . . . . . . . . .

2. Attendant directs crewman to work chemical protective socks off of hands, drop them into container, take a breath, and hold it . . . . . . . . . . . . . . . . . .

3. Crewman places his hands under the mask apron and places his fingers between his skin and the neck dam. The crewman applies outward pressure and lifts the mask up and off his head . . . . . . . . . . . . . . . . . .

4. The attendant takes the respirator and places it in a plastic bag . . . . . . . . . . . . . . . . . .

5. The crewman proceeds to station 8. Once the crewman crosses the vapor contamination control line, he resumes breathing . . . . . . . . . . . . . . . . . . . . . .

6. The attendant places respirator in plastic bag and delivers it to station 7 . . . . . . . . . . .


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NAVAIR 00-80T-121

ORIGINAL D-20

Station 7. Aircrew Respirator Collection Point

At this station, the aircrew respirator are bagged, collected, and staged until they are trans-ferred to emergency reclamation team or flight equipment personnel.


1 Attendant (optional)


None

1. Bag and stage respirators for induction into maintenance byemergency reclamation team or flight equipment personnel . . . . . . . . . . . . . . . . . . . . . .

Station 8. Issue Point

The issue point can be located at the decontamination site or may be situated away at normalfacility activities. Following processing aircrew will need at a minimum: clothing, shelter, medi-cal support, food and water.


As required


As required

1. Attendants provide support and issue equipment as directed . . . . . . . . . . . . . . . . . . . . .


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NAVAIR 00-80T-121

ORIGINALD-21

Introduction: This checklist provides specific tasks, which shall be incorporated into stan-dard operating procedures for launching aircraft in a contaminated environment. Some tasks,such as ingress of an aircraft, have supporting checklist, which must be utilized in order tocomplete this checklist.


Operations Officer and staff section (for planning)

Flight Deck LPO/Flight Line NCOIC

Combat Cargo Officer

Aircrew

Ground crew

Maintenance Chief

Decon Personnel (to man personnel and flight deck decontamination stations)


Aircraft ingress checklist

Personnel decontamination afloat checklist

As required Aircrew IPE

As required Non-aircrew IPE

As required M-9 tape

As required Detector (M-8 paper/ICAM/CAM)

As required Transportation for aircrew

As required Maintenance stands

Preflight

1. Preflight Brief: Conduct preflight brief providing detailed information regarding:a. Preflight inspection of aircraft: Who will conduct it?

(1) Alternate aircrew in non-aircrew IPE (May preflight multiple aircraft) . . . . . . . . . .

(2) Mission aircrew in non-aircrew IPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(3) Mission aircrew in aircrew IPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

b. CB threat agent(s): Minimum briefing items:

(1) Persistency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(2) Contamination hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(a) Identified areas (geographical locations) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(b) Suspected areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(3) Physiological effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(4) First aid/self aid/buddy aid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(5) Immediate decon procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure D-4. Operational Procedures for Launching Aircraft (Sheet 1 of 4)

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NAVAIR 00-80T-121

ORIGINAL D-22

c. Contamination control measures:

(1) Brief contaminated surfaces on mission aircraft identified byprepositioned detector paper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(2) Ingress routes for aircrew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(3) Contamination control lines, routes, portable shuffle pit, seat coverings, etc. for embarking pax and cargo onto aircraft . . . . . . . . . . . . . . . . . . .

d. Modifications: Brief specified changes to normal flight deck/flight line procedures that result from CB considerations. (This could include but is not limited to guidance for specific routes/transportation to and from aircraft, modification to ingress procedures or access to aircraft, procedures for loading pax, cargo, ordnance, turn up procedures, communications, etc.) . . . . . . . .

e. Provisions for decontamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(1) Aircrew doffing: When to deplane, where to report for contaminated doffing, procedures for movement to decontamination station, chalktalk aircrew doffing procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(2) Aircraft decontamination: Special instructions for Spot/Immediate decontamination in flight if feasible . . . . . . . . . . . . . . . . . . . . . . . .

f. Divert airfields and/or ships as applicable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. Preflight Inspection: Complete aircraft inspection using one of the following options.1

a. Alternate aircrew

(1) Aircrew dons appropriate level of MOPP in non-aircrew IPE . . . . . . . . . . . . . . . .

(2) Use the buddy system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(3) Aircrew takes appropriate precautions to reduce contact with POLs, cotter pins, safety wire, mechanical linkages, and edges of airframe that could breach protective barrier. Also, avoid all unnecessary contact with surfaces to prevent the spread of contamination. Use visual methods of inspection whenever possible . . . . . . .

(4) Ensure all prepositioned detector paper is removed from exterior surfaces of aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(5) Preflight aircrew doffs out of non-aircrew IPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

b. Mission Aircrew in Non-Aircrew IPE

(1) Mission aircrew dons appropriate MOPP wearing non-aircrew IPE . . . . . . . . . . .

(2) Use the buddy system (as applicable) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(3) Aircrew takes appropriate precautions to reduce contact with POLs, cotter pins, safety wire, mechanical linkages, and edges of airframe that could breach protective barrier. Also, avoid all unnecessary contact with surfaces to prevent the spread of contamination. Use visual methods of inspection whenever possible . . . . . . . . .

(4) Ensure all prepositioned detector paper is removed from exterior surfaces of aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure D-4. Operational Procedures for Launching Aircraft (Sheet 2)

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NAVAIR 00-80T-121

ORIGINALD-23

(5) Upon completion, mission aircrew conducts non-aircrew doffing . . . . . . . . . . . . . (6) Mission aircrew rests in TPZ between completion of preflight

and before donning aircrew IPE for mission as required . . . . . . . . . . . . . . . . . . . . c. Mission Aircrew in Aircrew IPE

(1) Mission aircrew dons aircrew IPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (2) Use buddy system (as applicable) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (3) Aircrew takes appropriate precautions to reduce contact with

POLs, cotter pins, safety wire, mechanical linkages, and edges of airframe that could breach protective barrier. Also, avoid all unnecessary contact with surfaces to prevent the spread of contamination. Use visual methods of inspection whenever possible . . . . . . . . .

(4) Ensure all prepositioned detector paper is removed from exterior surfaces of aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(5) Check aircrew for contamination. If required, conduct a glove wash before ingressing aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Movement to Aircraft

1. Personnel are staged and ready to transport and/or guide aircrew to aircraft . . . . . . . a. Long distances, use clean vehicle with doors and windows closed . . . . . . . . . . . . . . b. Shorter distances, use clean SE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . c. Short distances, use most direct and least contaminated path . . . . . . . . . . . . . . . . . .

Launch Aircraft

Aircrew1. Aircrew properly dresses in aircrew IPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Aircrew is familiar with ingress procedures. See Ingress Checklist . . . . . . . . . . . . . . . . . 3. Aircrew ingresses aircraft without transferring contamination to themselves

or the aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4. Conduct normal operating procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Ground Crew

1. Ground crews are properly dressed in non-aircrew IPE . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Ground crew is familiar with . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

a. Persistency of agent(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . b. Contaminated surfaces on aircraft or flight deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . c. Use of point detectors and M-8 paper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . d. Decontamination plan (when and how to conduct spot

decontamination which includes, but is not limited to, tow points/towingequipment/chocks, chains, and tie down points/refueling ports andnozzles, etc., and the location and method of doffing non-aircrew IPE.) . . . . . . . . . .

3. Minimum personnel are exposed to rotor wash, prop wash, and jet exhaust . . . . . . . .


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NAVAIR 00-80T-121

ORIGINAL D-24

4. Specific personnel are designated to handle contaminated aircraft . . . . . . . . . . . . . . . . 5. Ground crew conducts appropriate level and scope of decontamination

necessary to ingress aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6. Ground crew assists aircrew with ingress of aircraft per the ingress checklist . . . . . . .

Maintenance Personnel

1. Maintenance personnel are properly dressed in non-aircrew IPE . . . . . . . . . . . . . . . . . . 2. Maintenance personnel are familiar with . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

a. Persistency of agent(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . b. Contaminated surfaces on aircraft or flight deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . c. Use of point detectors and M-8 paper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . d. Decontamination plan (when and how to conduct spot

decontamination, what to do with contaminated repairablesub-assemblies/diagnostic equipment/tools, location and method of doffing non-aircrew IPE.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. Maintenance personnel avoid exposure to rotor wash, prop wash, and jet exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4. Conduct detection and spot decontamination before opening access panels . . . . . . . 5. Maintenance personnel take appropriate precautions taken to reduce

contact with POLs, cotter pins, safety wire, mechanical linkages, and edges of airframe that could breach protective barrier. Also, avoid all unnecessary contact with surfaces to prevent the spread of contamination. Use visual methods of inspection whenever possible . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6. All tools, repairable end items, and miscellaneous other equipment ispassed through a flight deck decon site and checked for contamination before entering workspaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

General

1. The following shall processes through decontamination stations before entering the skin of the ship or have designated weathering stations. This includes embarked troops and ships personnel.a. Personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . b. Secondary repairables/components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . c. Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . d. Diagnostic equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e. ALSS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . f. Night vision devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

g. Weapons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . h. Communications gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i. Miscellaneous electronic devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . j. Miscellaneous personal equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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NAVAIR 00-80T-121

ORIGINALD-25

Introduction. Naval Aviation Facilities and ships shall be prepared to recover contaminatedaircraft in the event aircraft return from mission with contamination or the facility/ships is desig-nated the divert location. Additionally, Naval Aviation Facilities and ships shall be prepared toprocess CB casualties, contaminated aircrew, and passengers.

Aircrew shall coordinate recovery with controlling agency before entering the agency’s controlarea. While checking in with controlling agency, the aircraft or flight leader shall declare itselfcontaminated and provide information regarding the type agent, extent of contamination, num-ber of contaminated aircrew and passengers, and the number/condition of contaminated casu-alties. Aircrew should follow directions from primary flight control for deplaning.


Aviation Unit Operations Officer and staff section (for planning)

Flight Deck LPO/Flight Line NCOIC

DCA

Medical Officer

Combat Cargo Officer

Aircrew

Ground crew

Maintenance Chief

Decon Personnel

Equipment Required:

Personnel Decontamination Checklist and prescribed equipment/personnel

Aircraft Egress checklist

Note 1, 3 Non-aircrew IPE

Note 2 Disposable footwear covers

Note 2 Disposable plastic bags for miscellaneous equipment (helmet bag, etc.)

Note 2 Disposable capes

Note 2 Water in containers compatible with the respirator’s drinking valve.

As required Maintenance stands

Notes:

1. Worn by flight deck personnel for recovering contaminated aircraft on uncontaminateddecks or operations on contaminated flight decks.

2. For all deplaning aircrew.

3. Non-aircrew respirators should be available for unprotected aircrews being recovered oncontaminated flight decks.

Figure D-5. Operational Procedures for Recovering Aircraft (Sheet 1 of 3)

NAVAIR 00-80T-121

ORIGINAL D-26

Preparations for Recovery1. Aviation unit CBD Officer and AO complete/coordinate the following and

advise all appropriate departments:a. Designate a separate location for the recovery and

storage of contaminated aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . b. Establish CCAs and personnel decon stations to

process aircrew and ground crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

c. Activate emergency reclamation teams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

d. Designate personnel to handle dirty aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

e. Coordinate best time to implement equipment decontaminationplan with DCA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

f. Alert medical department . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

g. Develop personnel augmentation plan for decontamination . . . . . . . . . . . . . . . . . . . .

h. As practicable, when contaminated aircraft are on the deck, ship should maintain wind from bow to stern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. Ground crew and flight deck personnel briefed regarding:

a. Type of contamination

b. Number of crew, passengers, and casualties

c. Amount of contaminated cargo

d. CCAs, quarantine zones, clean and dirty routes

e. Detection equipment available . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. Ground crew prepared to:

a. Provide respirators to unprotected aircrews . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

b. Provide disposable capes, bags, and footwear covers to all aircrews . . . . . . . . . . . .

c. Provide water and medical attention to aircrews . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

d. Conduct spot decon of tie down points before securing aircraft and egress routes after aircraft is secured . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Recovery of Contaminated Aircraft

1. Call away decontamination teams and establish MOPP . . . . . . . . . . . . . . . . . . . . . . . . . .

2. Minimize personnel exposure to rotor wash, prop wash, and jet exhaust . . . . . . . . . . .

3. Spot decontaminate tie-down points before chocking and chaining . . . . . . . . . . . . . . . .

a. If aircraft is executing a hot turnaround, ground crew shall conduct spot decontamination on refueling points, arming points, and any other access panels used during ground support operations . . . . . . . . . . . . . . . . . . .

4. Ground crew assists aircrew egress per aircraft egress checklist . . . . . . . . . . . . . . . . . .

a. Conduct sufficient spot decontamination for deplaning paying special attention to any surface which aircrew may make contact with while egressing the aircraft or as specified in the egress checklist . . . . . . . . . . . . . . . . . . . .

Figure D-5. Operational Procedures for Recovering Aircraft (Sheet 2)

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NAVAIR 00-80T-121

ORIGINALD-27

b. Provide:

(1) Respirators to unprotected aircrews

(2) Disposable capes, bags, and footwear covers to all aircrews . . . . . . . . . . . . . . . .

5. Guide aircrew to decon station to conduct decontamination per personnel decontamination checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6. Spot decontaminate tow points on aircraft, tow bars, and/or tractors before moving aircraft on flight deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure D-5. Operational Procedures for Recovering Aircraft (Sheet 3)

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NAVAIR 00-80T-121

ORIGINAL D-28

Introduction. These procedures are for protected aircrews embarking aircraft at acontaminated location.


1 Plane Captain

1 Maintenance person

Entire Aircrew


As required Large plastic bags (note 1)

1 Book of M-8 paper

1 CAM/ICAM/shipboard ACADA

4 Sponges

2 Brushes

2 Buckets of soapy decon solution

1 Kill bucket w/5% bleach solution (note 2)

As required Sorbent material (rags)

As required IPE for all ground crew members (1 ensemble each)

As required M-9 tape for all ground crew members

As required Maintenance Stand

Note

1. All items transported by aircrew must be bagged to prevent crosscontamination during ingress. Plane Captain or ground crew should alsohave a bag for the collection of disposable capes, disposable footwearcovers, and other discarded items.

2. Use table below to prepare solution for kill bucket.

Decon Solution:



1% Solution 1 4 5

3% Solution 3 7 14

5% Solution 5 12 24

9% Solution 9 22 44


Figure D-6. Aircrew Ingress (Sheet 1 of 5)

NAVAIR 00-80T-121

ORIGINALD-29

General Preparation

1. Prepare kill buckets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. Ground crews don prescribed MOPP level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. Check Maintenance stands for surface contamination . . . . . . . . . . . . . . . . . . . . . . . . . . .

Spot decon the steps and rails of the maintenance stands as required . . . . . . . . . . . . .

Aircraft Preparation

1. Ground crews check SE and aircraft for contamination . . . . . . . . . . . . . . . . . . . . . . . . . .

a. Check prepositioned M-8 or M-9 paper for indications of contamination . . . . . . . . . .

b. Use M-8 paper or point detector for other suspected areas of contamination, especially ingress routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. Ground crews remove contamination control covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

a. Segregate clean and dirty covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(1) Ground crew conducts spot decon as required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(a) Focus effort on ingress routes, such as boarding ladders, hand and foot holds, and possible contact areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(b) Remove and discard prepositioned detector paper and place in thekill bucket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(2) Soak up any excess decon solution with absorbent material before opening the canopy to make sure contamination or decontaminant does not enter the aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(a) Contain sorbent material in plastic bag to limit thespread of contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. Conduct preflight inspection per Aircraft Launch checklist . . . . . . . . . . . . . . . . . . . . . . . .

4. Without spreading contamination to the interior of the aircraft, plane captain shall ensure seat restraints are extended to their maximum length . . . . . . . . .

Ingress

Fixed Wing Ejection (Strike) Aircraft with a Maintenance Stand

1. PC positions maintenance stand and prepositions 5% bleach solution and disposal bag on the maintenance stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. PC opens canopy and decontaminates gloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure D-6. Aircrew Ingress (Sheet 2)

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NAVAIR 00-80T-121

ORIGINAL D-30

3. PC checks seat restraint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4. PC removes crewmans cape . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5. PC and aircrew use procedure for port or starboard entry . . . . . . . . . . . . . . . . . . . . . . . .

6. Footwear covers removed and discarded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7. PC presents flight equipment to aircrew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8. PC decons his gloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9. PC assists aircrew with seat restraints and aircraft systems . . . . . . . . . . . . . . . . . . . . . .

a. PC sets/checks H-manifold position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10. Reposition maintenance stand and repeat as necessary . . . . . . . . . . . . . . . . . . . . . . . . .

Fixed Wing Ejection (Strike) Aircraft without a Maintenance Stand

1. Aircrewman dons temporary hand protection over flyer’s gloves . . . . . . . . . . . . . . . . . .

2. PC prepositions 5% bleach solution, hot-soapy water, and disposal bag . . . . . . . . . . .

3. PC spot decons ingress route and potential external aircrew-to-aircraft contact points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4. PC decons gloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5. PC opens hand/footholds or ladders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6. PC decons hand/footholds and ladders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7. PC removes crewman’s cape . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8. Aircrewman grounds hand-carried gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9. PC removes intercom system (if required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10. Aircrew ascends boarding steps to top . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11. Aircrewman presents foot and PC removes disposable footwear cover . . . . . . . . . . . .

12. Aircrewman places foot in cockpit and presents remaining foot . . . . . . . . . . . . . . . . . . .

13. PC removes remaining footwear cover and decons gloves . . . . . . . . . . . . . . . . . . . . . . .

14. Aircrewman presents hands and PC removes temporary hand covers . . . . . . . . . . . . .


16. PC decons gloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17. Aircrewman connects to aircraft systems, seat restraints, and switches H-Manifold. PC assists if required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18. Repeat if required for additional aircrewman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fixed Wing Non-Ejection Aircraft with a Maintenance Stand

1. Ground crewman prepositions maintenance stand and prepositions 5% bleach solution and disposal bag on the maintenance stand . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. Ground crewman opens door and decontaminates gloves . . . . . . . . . . . . . . . . . . . . . . .

3. Ground crewman removes aircrewman’s cape . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4. Ground crewman and aircrew execute procedure for aircraft entry . . . . . . . . . . . . . . . .


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NAVAIR 00-80T-121

ORIGINALD-31

5. Aircrewman’s disposable footwear covers removed and discarded . . . . . . . . . . . . . . . .

6. Ground crewman presents flight equipment to aircrew . . . . . . . . . . . . . . . . . . . . . . . . . . .

7. Ground crewman decons his gloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8. Ground crewman repeats 3 thru 7 with remaining aircrew . . . . . . . . . . . . . . . . . . . . . . . .

9. Aircrew assists each other with H-manifold position if oxygen use is required . . . . . . .

10. Ground crewman assists in closing aircraft door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fixed Wing Non-Ejection Aircraft without a Maintenance Stand

1. Ground crewman prepositions 5% bleach solution and disposal bag on the deck . . .







8. Ground crewman repeats steps 3 thru 7 with remaining aircrew . . . . . . . . . . . . . . . . . . .

9. Aircrew assists each other with H-manifold position if oxygen use is required . . . . . . .


Rotary Wing Aircraft (with Cockpit Doors)










Rotary Wing Aircraft (with Canopies)

1. Spot decon bottom of canopy and the fuselage at the entry point . . . . . . . . . . . . . . . . .

2. Ground crewman prepositions 5% bleach solution and disposal bag on the deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. PC opens canopy and decontaminates gloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4. PC checks seat restraint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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NAVAIR 00-80T-121

ORIGINAL D-32

5. PC removes crewmans cape . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6. PC and aircrew use procedure for port or starboard entry . . . . . . . . . . . . . . . . . . . . . . . .

7. Footwear covers removed and discarded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


9. PC decons his gloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10. PC assists aircrew with seat restraints and aircraft systems . . . . . . . . . . . . . . . . . . . . . .

11. Repeat as necessary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Rotary Wing Aircraft (Transport and Cargo)











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NAVAIR 00-80T-121

ORIGINALD-33

Introduction: These procedures are for protected and unprotected aircrews that have de-clared themselves potentially contaminated or are landing at a contaminated host activity. Dis-posable CB aircrew equipment, particularly disposable footwear covers, may not be requiredduring egress if the aircrew is proceeding directly to a personnel decontamination site. Seeparagraph 6.4 of this NATOPS.


1 Plane Captain

1 Maintenance person


1 per crewmember Disposable footwear covers1 per crewmember Aircrew cape2 per crewmember Large trash bagsAs required Non-aircrew respiratorAt least 1 Buckets of soapy decon solutionAs required SpongesAs required BrushesOptional Sorbent material (rags)As required IPE for all ground crew members (1 ensemble each)As required M-9 tape for all ground crew members3 each NAAK 1 KitsOptional Book of M-8 paperOptional CAM/ICAM

General Preparation

1. Determine potential IPE requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. Prepackage all required aircrew IPE (masks, disposable footwear covers, aircrew capes, bags) . . . . . . . . . . . . . . . . . . . . . . .

3. Gather and prepare spot decontamination supplies . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4. Arrange ground transportation to move aircrew to the personnel decontamination site . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5. Stage maintenance stand(s) (as required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fix Wing Ejection (Strike) Aircraft

1. Aircrew procedures prior to egress: Execute option a, b, or c below.

a. Aircrew in aircrew respirator

(1) Check H-manifold

(2) Stand by to receive disposable egress items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

b. Aircrew with non-aircrew respirator in the cockpit:

(1) Transition from aircraft O2 to non-aircrew respirator . . . . . . . . . . . . . . . . . . . . . . . .


Figure D-7. Aircrew Egress (Sheet 1 of 4)

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NAVAIR 00-80T-121

ORIGINAL D-34

c. Aircrew without non-aircrew respirator:

(1) Remain on aircraft O2 until non-aircrew respirator is provided . . . . . . . . . . . . . . .

2. PC positions maintenance stand (as required) and prepositions disposable egress items/spot decon items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. PC decons egress route. PC decons gloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4. Aircrew opens canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5. PC presents respirator (if required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6. PC presents footwear covers (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7. PC presents disposable plastic bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8. Aircrew passes hand carried flight equipment to PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9. Aircrew egress aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10. Don aircrew cape (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11. Repeat steps 3 thru10 as required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fixed Wing Non-Ejection Aircraft

1. Aircrew procedures prior to egress:

a. Direct passengers to applicable MOPP condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

b. Do one of the following:

(1) Aircrew in aircrew respirator;

(a) Check H-Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(b) Don disposable egress items (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(2) Aircrew with non-aircrew respirator in the cockpit;

(a) Don non-aircrew respirator


2. PC positions maintenance stand if required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. PC spot decons latches/hand holds as required. PC decons gloves . . . . . . . . . . . . . . .

4. PC or aircrew opens crew door or lowers ramp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5. Aircrew and pax egress aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Rotary Wing Aircraft with Cockpit Doors




(1) Aircrew in aircrew respirator

(a) Don disposable egress items except the aircrew cape (optional) . . . . . . . . .

(2) Aircrew with non-aircrew respirator in the cockpit


(b) Don disposable egress items except the aircrew cape (optional) . . . . . . . . .

Figure D-7. Aircrew Egress (Sheet 2)

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NAVAIR 00-80T-121

ORIGINALD-35

2. PC spot decons latches/hand holds. PC decons gloves . . . . . . . . . . . . . . . . . . . . . . . . . .

3. PC or aircrew opens doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4. Aircrew passes hand-carried flight equipment to the PC . . . . . . . . . . . . . . . . . . . . . . . . .


6. Aircrew dons aircrew cape. (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7. Repeat 2 through 6 at each egress point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Rotary Wing Aircraft (with Canopies)

1. Aircrew procedures prior to egress: Execute option a, b, or c below.

a. Aircrew in aircrew respirator;


b. Aircrew with non-aircrew respirator in the cockpit;

(1) Don non-aircrew respirator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


c. Aircrew without non-aircrew respirator;

(1) Land upwind of contamination source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(2) Remain in cockpit with canopy closed until non-aircrew respirator is passed through the canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. PC stage disposable aircrew items and decon supplies next to the aircrew . . . . . . . . .

3. PC perform spot decon. PC decon gloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4. Aircrew opens canopy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5. PC presents respirator (if required) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6. PC presents disposable plastic bag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7. Aircrew passes hand carried flight equipment to PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8. Aircrew egress aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9. Aircrew receives hand carried flight equipment and dons disposable footwear covers and aircrew cape. (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10. Repeat steps 3 thru 9 for the next aircrew member . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Rotary Wing Aircraft (Transport and Cargo)




(1) Aircrew in aircrew respirator;

(a) Don disposable egress items (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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NAVAIR 00-80T-121

ORIGINAL D-36

(2) Aircrew with non-aircrew respirator in the cockpit;



2. PC spot decons latches/hand holds as required. PC decons gloves . . . . . . . . . . . . . . .

3. PC or aircrew opens crew door or lowers ramp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .



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NAVAIR 00-80T-121

ORIGINALD-37

Introduction: Aircraft washdown is an operational decontamination technique performed toreduce the level of contamination on aircraft when time allows between sorties. It may allowaircraft to be operated and maintained in a lower level of protection and initiates and acceler-ates the weathering process. (See paragraph 9.10.2.)


1 Decontamination equipment operatorAs required Decon team (see note 1)

2 to 4 man Detection and interior decon team (see note 2)

Notes:

1. Base personnel requirement for decon team size on those normally required for washingTMS aircraft.

2. Tailor personnel requirements to TMS aircraft.


Fresh water:

CH-46 250 GallonsCH-53 350 GallonsC-130 800 Gallons

*Approximate water requirements for planning purposes and comparisons.As required Appropriate detectors (M-8, M-9, CAM, ICAM, HHA, shipboard ACADA)As required Aircraft washing (decon) solution (prepared IAW NAVAIR 01-1A-509)As required Aircraft decon solution applicators (See NAVAIR 01-1A-509 for appropriate

aircraft cleaning materials)1 per man Non-aircrew IPE1 per man Aprons/rubber foul weather gearAs required Ropes and contamination markersAs required Large trash bagsAs required Washing equipment that can produce 60-120 psi water pressureAs required Aircraft stands or laddersOptional Manufactured or expedient runoff containment devices.As required Site clean up decon solution (table below)

Decon Solution for site cleanup:


Gallons of Water 4 Gallons 10 Gallons 20 Gallons1% Solution 1 4 53% Solution 3 7 145% Solution 5 12 249% Solution 9 22 44Amount of Detergent 3 oz 9 oz 13 oz

Figure D-8. Aircraft Washdown (Sheet 1 of 3)

NAVAIR 00-80T-121

ORIGINAL D-38

Preparation

1. Determine location to perform decon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. Alert/assemble decon team and conduct predecon brief.

a. Briefing should include (but not be limited to):

(1) Threat agent, persistency of agent, first aid

(2) Decon location, decon plan, CCAs

(3) Target areas where contamination (water) accumulates

(4) Sensitive areas

(5) Hazards

(6) Out-processing procedures for decon team members . . . . . . . . . . . . . . . . . . . . . .

3. Build/prepare decon site/stage supplies and equipment . . . . . . . . . . . . . . . . . . . . . . . . . .

4. Tow/taxi aircraft to decon site . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5. Prepare aircraft for decontamination in same manner as for washing . . . . . . . . . . . . . .

Execution

1. Conduct aircraft washdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

a. Apply soapy water (preferably heated) with decon apparatus to entire aircraft working from upwind to downwind and from top to bottom . . . . . . .

b. Ensure landing gear, wheel wells, and belly of aircraft are not neglected . . . . . . . . .

2. Conduct exterior rinse. (optional if time allows for corrosion control purposes) . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. Conduct interior decontamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

a. Decon footwear if necessary before entering aircraft . . . . . . . . . . . . . . . . . . . . . . . . . .

b. Visually check interior for contamination:

(1) Check areas known to accumulate liquids, dirt, debris, dust

(2) Test moist or suspect areas with appropriate detector . . . . . . . . . . . . . . . . . . . . . . c. Conduct spot decon on contaminated or suspect areas:

(1) Use approved aircraft cleaners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(2) Do not use excessive liquid. Wring applicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(3) Porous items should be removed and weathered or disposed of . . . . . . . . . . . . .

Figure D-8. Aircraft Washdown (Sheet 2)

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NAVAIR 00-80T-121

ORIGINALD-39

4. Conduct Site Clean-up. (After moving aircraft):

a. Segregate recoverable and un-recoverable items . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

b. Decontaminate all recoverable items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

c. Seal or containerize all un-recoverable items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

d. Contaminated runoff pumped into barrels, washed overboard, or into sumps . . . . .

e. Take actions to reclaim site and identify as a closed decontamination site . . . . . . .

5. Decon teams process through personnel decon site . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure D-8. Aircraft Washdown (Sheet 3)

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NAVAIR 00-80T-121

ORIGINAL D-40

Introduction: Aircraft deliberate (thorough) decontamination is a detailed process that re-quires extensive resources, time, equipment, supplies, and personnel. Deliberate decontami-nation is performed when commanders have the luxury of time and a requirement to reducecontamination to a negligible level. (see section 9.11.2.3)


1 Decontamination equipment operatorAs required Decon team (see note 1)2 to 4 man Detection and interior decon team (see note 2)

Notes:

1. Base personnel requirement for decon team size on those normally required for washingTMS aircraft.

2. Tailor personnel requirements to TMS aircraft.


Fresh water:

CH-46 500 GallonsCH-53 700 GallonsC130 1600 Gallons

*Approximate water requirements for planning purposes and comparisonsAs required Appropriate detectors (M-8, M-9, CAM, ICAM, DFU/HHA, shipboard ACADA)As required Aircraft washing (decon) solution (prepared IAW NAVAIR 01-1A-509)As required Aircraft decon solution applicators (See NAVAIR 01-1A-509 for appropriate

aircraft cleaning materials)1 per man Non-aircrew IPE1 per man Aprons/rubber foul weather gearAs required Ropes and contamination markersAs required Large trash bagsAs required Washing equipment that can produce 60 to120 psi water pressureAs required Aircraft stands or laddersOptional Manufactured or expedient runoff containment devices.As required Site clean up decon solution (table below)

Decon Solution for site cleanup:


Gallons of Water 4 Gallons 10 Gallons 20 Gallons1% Solution 1 4 53% Solution 3 7 145% Solution 5 12 249% Solution 9 22 44Amount of Detergent 3 oz 9 oz 13 oz

Figure D-9. Detailed Aircraft Decontamination (Sheet 1 of 3)

NAVAIR 00-80T-121

ORIGINALD-41

Preparation

1. Determine location to perform decon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Alert/assemble decon team and conduct predecon brief.

a. Briefing should include (but not be limited to):

(1) Threat agent, persistency of agent, first aid

(2) Decon location, decon plan, CCAs

(3) Target areas where contamination (water) accumulates

(4) Sensitive areas

(5) Hazards

(6) Out-processing procedures for decon team members . . . . . . . . . . . . . . . . . . . . . . . .

3. Build/prepare decon site/stage supplies and equipment . . . . . . . . . . . . . . . . . . . . . . . . . . 4. Tow/taxi aircraft to decon site . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5. Prepare aircraft for decontamination in same manner as for washing . . . . . . . . . . . . . .

Execution

1. Conduct gross exterior decontamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

a. Apply soapy water (preferably heated) with decon apparatus to entire aircraft working from upwind to downwind and from top to bottom . . . . . . .

b. Ensure landing gear, wheel wells, and belly of aircraft are not neglected . . . . . . . . . 2. Conduct exterior decontamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

a. Apply aircraft soap to exterior and scrub into aircraft. Work from upwind to downwind and from top to bottom . . . . . . . . . . . . . . . . . . . . . . . .

b. Pay particular attention to areas that contamination/water is known to accumulate; and to areas such as landing gear bays, tires and areas with POL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. Conduct exterior rinse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4. Conduct interior decontamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

a. Decon footwear if necessary before entering aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . b. Visually check interior for contamination:

(1) Check areas known to accumulate liquids, dirt, debris, dust

(2) Test moist or suspect areas with appropriate detector . . . . . . . . . . . . . . . . . . . . . . .

c. Decon contaminated or suspect areas by removal:

(1) Use approved aircraft cleaners

(2) Do not use excessive liquid. Wring applicator

(3) Porous items should be removed and weathered or disposed of . . . . . . . . . . . . .

Figure D-9. Detailed Aircraft Decontamination (Sheet 2)

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NAVAIR 00-80T-121

ORIGINAL D-42

5. Conduct exterior check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

a. Systematically check aircraft exterior for contamination using appropriate detection device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

b. If contamination is detected, repeat steps 2 thru 5 as required or spot decon contaminated area and re-check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6. Conduct Site Clean-up (after moving aircraft):

a. Segregate recoverable and un-recoverable items . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

b. Decontaminate all recoverable items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

c. Seal or containerize all un-recoverable items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

d. Contaminated runoff pumped into barrels, washed overboard, or into sumps . . . . .

e. Take actions to reclaim site and identify as a closed decontamination site . . . . . . .

7. Decon teams process through personnel decon site . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure D-9. Detailed Aircraft Decontamination (Sheet 3)

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NAVAIR 00-80T-121

ORIGINALD-43

DONNING AIRCREW ENSEMBLE

1. Don protective socks and secure with masking tape if desired . . . . . . . . . . . . . . . . . . . .

2. Don chemical protective undergarment CMU-34/P and 35/P . . . . . . . . . . . . . . . . . . . . . .

3. Don flight suit and close the slide fastener to the abdomen . . . . . . . . . . . . . . . . . . . . . . .

4. Don flight boots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5. Don anti-g suit, if applicable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6. Apply M-9 tape around upper arm, the opposing wrist ofthe opposite arm and the ankle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7. Don aircrew Respirator Spectacles (ARS 6540) if visioncorrection is required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8. Don skullcap and/or sweat band (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9. Check that the respirator assembly hood outlet valve is in the open (out) position and ensure the H manifold is in the horizontal (open) position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10. Turn the pusher fan ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11. Don the mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12. Tuck shoulder skirt of respirator assembly under flight suit at the shoulders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13. Don the torso harness and/or body armor, if applicable . . . . . . . . . . . . . . . . . . . . . . . . . .

14. Don the survival vest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15. Don the overvest, if applicable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16. Don the flight helmet/head harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17. Snap chin/nape strap (helmet only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18. Secure mask to helmet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

a. Rotate the V-bow on mask to the DOWN position andadjust toggle harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19. Connect microphone lead of the mask to the helmet/head harness pigtail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20. Don canteen and pouch — remove prior to aircraft entryfor ejection seat aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

21. Roll up flight suit and chemical protective undershirt sleevesand don the butyl rubber or T3 Glove/Insert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

22. Don green flyer’s gloves (for use with butyl rubber CBR glove) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

23. Perform locations drill checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

24. Don disposable footwear covers and aircrew cape.Remove prior to entry of aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure D-10. Donning Checklist

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NAVAIR 00-80T-121

ORIGINAL D-44

DOFFING (NON-CONTAMINATED AIRCREW ENSEMBLE)

1. Remove protective cape and footwear covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. Doff canteen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. Remove flyer’s gloves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4. Remove CBR protective gloves and cotton glove inserts . . . . . . . . . . . . . . . . . . . . . . . . .

5. Disconnect microphone lead of the mask from helmet/head harness pigtail. Remove helmet-mounteddevices (if applicable), and raise all visors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6. Rotate the V-bow on mask to the UP position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7. Remove CBR adapter straps from helmet/head harness . . . . . . . . . . . . . . . . . . . . . . . . .

8. Unsnap helmet chin strap and doff helmet/head harness . . . . . . . . . . . . . . . . . . . . . . . . .

9. Separate the pusher fan and battery pocket from survival vest . . . . . . . . . . . . . . . . . . . .

10. For overvest applications, remove pusher fan and batteryfrom pockets, then masking tape together as one unit. Forhelicopter applications with quick release assembly mountedpusher fan/battery pocket, pull on the ribbon/locking pin torelease the assembly from the vest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11. Doff overvest if applicable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12. Doff survival vest. Remove torso harness and bodyarmor as applicable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13. Open flight suit slide fastener to waist level, and remove the shoulder skirt of respirator from under flight suit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14. Doff mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15. Doff skull cap, sweat band, and ARS (if worn) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16. Doff anti-g suit as applicable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17. Remove flight boots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18. Remove remainder of flight suit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19. Doff chemical protective undergarment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20. Take off chemical protective socks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure D-11. Doffing (Non-Contaminated Aircrew Ensemble) Checklist

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NAVAIR 00-80T-121

ORIGINAL1

Index

PageNo.

PageNo.

#

7-Mil butyl rubber chemical protective gloves 3-10. . . . . . . . . . . . . . . . . . . . . . .

14-Mil butyl rubber chemical protective gloves 3-10. . . . . . . . . . . . . . . . . . . . . . .

A

A/P22P-14(V)1 through (V)4 chemical, biological, and radiological (CBR) respirator assemblies 3-1. . . . . . . . . . . . . . . . . . . . .

Above the neck protective equipment 3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

A/P22P-14(V)1 through (V)4 chemical, biological, and radiological (CBR) respirator assemblies 3-1. . . . . . . . . . . . . . . . . . .

Aeromedical safety officer (AMSO) 2-12. . . . . . . . . Afloat

ALSS decontamination 9-37. . . . . . . . . . . . . . . . . Considerations for CB operations 10-7. . . . . . . . .

Agent persistency — requirement for decontamination 9-1. . . . . . . . . . . . . . . . . . . . . . . . .

AgentsBiological warfare 2-3. . . . . . . . . . . . . . . . . . . . . . Chemical warfare 2-2. . . . . . . . . . . . . . . . . . . . . . . Non-persistent 2-2. . . . . . . . . . . . . . . . . . . . . . . . . Non-persistent chemical 8-1. . . . . . . . . . . . . . . . . Persistent and semi-persistent 2-2. . . . . . . . . . . . . Persistent chemical 8-1. . . . . . . . . . . . . . . . . . . . . Thickened 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . .

AIMD/IMA coordination 9-41. . . . . . . . . . . . . . . . . . Aircraft

Environmental systems 2-16. . . . . . . . . . . . . . . . . Fixed-wing ejection (strike) 6-2, 6-13. . . . . . . . . . Fixed-wing, non-ejection 6-6, 6-14. . . . . . . . . . . . . Fueling 10-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Incompatibility 3-1. . . . . . . . . . . . . . . . . . . . . . . . Ingressing a contaminated 6-2. . . . . . . . . . . . . . . . Maintenance officer 2-13. . . . . . . . . . . . . . . . . . . . Preparation 6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . Recovery of contaminated 10-3. . . . . . . . . . . . . . .

Washdown 9-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . Aircraft preparation 6-1. . . . . . . . . . . . . . . . . . . . . . .

Aircraft preparation 6-1. . . . . . . . . . . . . . . . . . . . . Preflight inspection 6-1. . . . . . . . . . . . . . . . . . . . .

AircrewCape 3-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Decontamination 9-11. . . . . . . . . . . . . . . . . . . . . . IPE 2-18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Aircrew CB IPE limitations 3-1. . . . . . . . . . . . . . . . . Aircraft incompatibility 3-1. . . . . . . . . . . . . . . . . . Communication earplug 3-1. . . . . . . . . . . . . . . . . Night vision devices and laser eye

protection (LEP) 3-1. . . . . . . . . . . . . . . . . . . . . . Vision correction 3-1. . . . . . . . . . . . . . . . . . . . . . .

Aircrew specific medical issues A-1. . . . . . . . . . . . . . Heat illness A-1. . . . . . . . . . . . . . . . . . . . . . . . . . . Physical limitations A-2. . . . . . . . . . . . . . . . . . . . . Psychological effects A-2. . . . . . . . . . . . . . . . . . . . Reduced tactile sensation A-2. . . . . . . . . . . . . . . . Vision A-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Airsickness 5-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALSS decontamination

Afloat 9-37. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ashore 9-35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Area warning procedures 8-4. . . . . . . . . . . . . . . . . . . Ashore

ALSS decontamination 9-35. . . . . . . . . . . . . . . . . Aircrew decontamination procedures 9-11. . . . . .

Atmospheric stability 2-9. . . . . . . . . . . . . . . . . . . . . . Automatic chemical agent detector and

alarm/shipboard automatic chemical agent detector and alarm (M22 ACADA/MK26 ship ACADA) 7-9. . . . . . . . . . . . . . . . . . . . .

Aviation 2-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intermediate maintenance department

(AIMD)/intermediate maintenance activity (IMA) operations 10-5. . . . . . . . . . . . . .

Life support system(s) (ALSS) decontamination 9-35. . . . . . . . . . . . . . . . . . . . .

Ordnance 9-43. . . . . . . . . . . . . . . . . . . . . . . . . . . . Supply officer 2-14. . . . . . . . . . . . . . . . . . . . . . . .

Avoidance planning 8-2. . . . . . . . . . . . . . . . . . . . . . .

Index-1

NAVAIR 00-80T-121

ORIGINAL 2

PageNo.

PageNo.

B

Bacteria 2-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bailout

Over land 5-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Over water 5-8. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Basic operational scenarios 8-7. . . . . . . . . . . . . . . . . Below the neck protective equipment (BTN) 3-7. . .

Configuration 3-7. . . . . . . . . . . . . . . . . . . . . . . . . . General 3-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Biological contamination 8-1. . . . . . . . . . . . . . . . . . . Biological detection 7-13. . . . . . . . . . . . . . . . . . . . . .

Confirmation that a biological attack has occurred 7-13. . . . . . . . . . . . . . . . . . .

Dry filter unit (DFU) and hand-held assay (HHA) 7-13. . . . . . . . . . . . . . . . . . . . . . . .

Biological warfare agents 2-3. . . . . . . . . . . . . . . . . . Bioregulators 2-8. . . . . . . . . . . . . . . . . . . . . . . . . . Delivery 2-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Differences between biological and

chemical weapons 2-3. . . . . . . . . . . . . . . . . . . . . General 2-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pathogens 2-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Toxins 2-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Biological warfare 2-2. . . . . . . . . . . . . . . . . . . . . . . . Bioregulators 2-8. . . . . . . . . . . . . . . . . . . . . . . . . . . .

C

Cartridge actuated cutter 3-11. . . . . . . . . . . . . . . . . . CB contaminated aircraft

CB contaminated base/ship 8-8. . . . . . . . . . . . . . . Uncontaminated base/ship 8-7. . . . . . . . . . . . . . . .

CB detection 8-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . CB flight operations 10-1. . . . . . . . . . . . . . . . . . . . . .

In-flight procedures in a CB environment 10-3. . . Launching aircraft in a CB environment 10-1. . . . Preflight procedures in a CB environment 10-1. . Recovery of contaminated aircraft 10-3. . . . . . . .

CB head harness 3-12. . . . . . . . . . . . . . . . . . . . . . . . . CB maintenance operations 10-5. . . . . . . . . . . . . . . .

Aviation intermediate maintenance department (AIMD)/intermediate maintenance activity (IMA) operations 10-5. . .

Fueling aircraft 10-5. . . . . . . . . . . . . . . . . . . . . . .

Ordnance 10-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . Organizational maintenance operations 10-5. . . .

CB protection 2-16. . . . . . . . . . . . . . . . . . . . . . . . . . . Aircraft environmental systems 2-16. . . . . . . . . . General 2-16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Individual protective equipment (IPE) 2-16. . . . .

CB threat status 8-4. . . . . . . . . . . . . . . . . . . . . . . . . . CBD considerations 2-15. . . . . . . . . . . . . . . . . . . . . .

Aviation 2-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Countermeasures wash down

system (CMWDS) 2-16. . . . . . . . . . . . . . . . . . . . General 2-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operational exposure options 2-16. . . . . . . . . . . . Shipboard 2-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . Shore-based 2-15. . . . . . . . . . . . . . . . . . . . . . . . . .

CBD organization 2-10. . . . . . . . . . . . . . . . . . . . . . . Senior CBD organization 2-10. . . . . . . . . . . . . . . . Unit CBD organization 2-12. . . . . . . . . . . . . . . . .

CBD training 2-14. . . . . . . . . . . . . . . . . . . . . . . . . . . General 2-14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Summary 2-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . Training requirements 2-14. . . . . . . . . . . . . . . . . . U.S. Marine Corps 2-15. . . . . . . . . . . . . . . . . . . . . U.S. Navy 2-15. . . . . . . . . . . . . . . . . . . . . . . . . . .

Changing H-manifold position 5-1. . . . . . . . . . . . . . Chemical agent monitor/improved

chemical agent monitor (CAM/ICAM) 7-7. . . . . . . Chemical agent point detection

system (CAPDS) MK 21 mod 1 7-10. . . . . . . . . . . Chemical and biological contamination 8-1. . . . . . .

Biological contamination 8-1. . . . . . . . . . . . . . . . Non-persistent chemical agents 8-1. . . . . . . . . . . . Persistent chemical agents 8-1. . . . . . . . . . . . . . . . Thickened agents 8-1. . . . . . . . . . . . . . . . . . . . . . .

Chemical protectiveGloves 3-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Socks 3-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Undergarments (CMU-34/P undershirt and

CMU-35/P drawers) 3-7. . . . . . . . . . . . . . . . . . . Chemical warfare 2-2. . . . . . . . . . . . . . . . . . . . . . . . . Chemical warfare agents 2-2. . . . . . . . . . . . . . . . . . .

Characteristics 2-2. . . . . . . . . . . . . . . . . . . . . . . . . Delivery 2-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General 2-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Non-persistent agents 2-2. . . . . . . . . . . . . . . . . . .

Index-2

NAVAIR 00-80T-121

ORIGINAL3

PageNo.

PageNo.

Persistent and semi-persistent agents 2-2. . . . . . . Chemical warfare directional

detector (CWDD) 7-1. . . . . . . . . . . . . . . . . . . . . . . . Chemical, biological, and radiological (CBR)

respirator assemblies ancillary equipment 3-11. . . Cartridge actuated cutter 3-11. . . . . . . . . . . . . . . . CB head harness 3-12. . . . . . . . . . . . . . . . . . . . . .

Claustrophobia A-2. . . . . . . . . . . . . . . . . . . . . . . . . . . Collective protection (COLPRO) 2-19. . . . . . . . . . . Collective protection system (CPS)

Decontamination station 9-28. . . . . . . . . . . . . . . . . Commanding officer (CO) 2-12. . . . . . . . . . . . . . . . . Commercial off the shelf (COTS) 7-11. . . . . . . . . . . Communication earplug 3-1. . . . . . . . . . . . . . . . . . . . Compulsory procedures 5-1. . . . . . . . . . . . . . . . . . . .

Changing h-manifold position 5-1. . . . . . . . . . . . . Disconnecting the anti-suffocation

disconnect procedure 5-1. . . . . . . . . . . . . . . . . . . Faceplate ripaway procedure 5-2. . . . . . . . . . . . . . Opening and closing the hood outlet

valve procedure 5-1. . . . . . . . . . . . . . . . . . . . . . . Confirmation that a biological attack

has occurred 7-13. . . . . . . . . . . . . . . . . . . . . . . . . . . Considerations for CB operations afloat 10-7. . . . . .

Damage control assistant (DCA) 10-7. . . . . . . . . . Embarked aviation units 10-7. . . . . . . . . . . . . . . . Flight deck personnel 10-7. . . . . . . . . . . . . . . . . . Ship’s air officer (AO) 10-7. . . . . . . . . . . . . . . . . .

Considerations in a contaminated area 10-3. . . . . . . Contamination

Agent persistency — requirement for 9-1. . . . . . . Aircrew 9-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ashore aircrew 9-11. . . . . . . . . . . . . . . . . . . . . . . . Aviation life support system(s) (ALSS) 9-35. . . . Biological 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . Chemical and biological 8-1. . . . . . . . . . . . . . . . . Collective protection system (CPS) 9-28. . . . . . . Conventional 9-21. . . . . . . . . . . . . . . . . . . . . . . . . Detailed Aircraft 9-38. . . . . . . . . . . . . . . . . . . . . . Elements of 8-2. . . . . . . . . . . . . . . . . . . . . . . . . . . General 10-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hazards — methods of transmission 9-1. . . . . . . . Immediate 9-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . Mitigation and removal 8-8. . . . . . . . . . . . . . . . . .

Objectives of 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . Operational and thorough 10-4. . . . . . . . . . . . . . . Operational 9-7. . . . . . . . . . . . . . . . . . . . . . . . . . . Shipboard aircrew 9-21. . . . . . . . . . . . . . . . . . . . . Skin 9-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sources 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Spot 9-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Support equipment (SE) 9-43. . . . . . . . . . . . . . . . Thorough 9-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . Thorough aircraft 9-38. . . . . . . . . . . . . . . . . . . . . . Transfer control procedures 8-5. . . . . . . . . . . . . . .

ControlChapter 8, chemical and biological

contamination 1-1. . . . . . . . . . . . . . . . . . . . . . . . Elements of contamination 8-2. . . . . . . . . . . . . . . Objectives of contamination 8-1. . . . . . . . . . . . . .

Conventional decontamination station 9-21. . . . . . . Countermeasures wash down

system (CMWDS) 2-16. . . . . . . . . . . . . . . . . . . . . .

D

Damage control assistant (DCA) 10-7. . . . . . . . . . . . Damage control assistant coordination 9-41. . . . . . . Decompression, explosive 5-6. . . . . . . . . . . . . . . . . . Decontaminants 9-3, B-1. . . . . . . . . . . . . . . . . . . . . . Decontamination

Concepts 9-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . In combat 9-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Decisions 9-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Levels and procedures 9-4. . . . . . . . . . . . . . . . . . . Principles 9-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . of specific surfaces and materials C-1. . . . . . . . . .

Department heads and work centersupervisor 2-14. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Detailed aircraft decontamination procedures 9-38. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Detection 9-41. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detector paper

M-8 chemical agent 7-11, 7-12. . . . . . . . . . . . . . . . M-9 chemical agent 7-11, 7-12. . . . . . . . . . . . . . . .

Differences between biological and chemical weapons 2-3. . . . . . . . . . . . . . . . . . . . . . .

Disconnecting the anti-suffocation disconnect procedure 5-1. . . . . . . . . . . . . . . . . . . . .

Disposable footwear covers 3-11. . . . . . . . . . . . . . . .

Index-3

NAVAIR 00-80T-121

ORIGINAL 4

PageNo.

PageNo.

Ditching 5-9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Doffing

Contaminated ensemble 4-9. . . . . . . . . . . . . . . . . Uncontaminated ensemble 4-7. . . . . . . . . . . . . . .

Donning an uncomtaminated ensemble 4-1. . . . . . . . Donning the respirator assembly and

associated equipment 4-1. . . . . . . . . . . . . . . . . . . Draeger tube 7-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . Dry filter unit (DFU) and hand-held

assay (HHA) 7-13. . . . . . . . . . . . . . . . . . . . . . . . . .

E

Egress in a contaminated environment 6-13. . . . . . . Fixed-wing ejection (strike) aircraft 6-13. . . . . . . Fixed-wing, non-ejection aircraft 6-14. . . . . . . . . Rotary-wing aircraft (transport and cargo) 6-16. . Rotary-wing aircraft (with canopies) 6-15. . . . . . Rotary-wing aircraft (with cockpit doors) 6-15. . .

EjectionOver land 5-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Over water 5-7. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Elements of contamination control 8-2. . . . . . . . . . . Avoidance 8-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . CB detection 8-4. . . . . . . . . . . . . . . . . . . . . . . . . . Contamination mitigation and removal 8-8. . . . . . Contamination transfer control procedures 8-5. . . Hazard marking 8-5. . . . . . . . . . . . . . . . . . . . . . . . Warnings and alarms 8-4. . . . . . . . . . . . . . . . . . . .

Embarked aviation units 10-7. . . . . . . . . . . . . . . . . . Emergency egress (over land/over water

in contaminated and uncontaminated environment) 5-6. . . . . . . . . . . . . . . . . . . . . . . . . . .

Ditching 5-9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Emergency landing 5-9. . . . . . . . . . . . . . . . . . . . . Fixed-wing ejection seat equipped

aircraft 5-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fixed-wing non-ejection seat

equipped aircraft 5-8. . . . . . . . . . . . . . . . . . . . . . Emergency landing 5-9. . . . . . . . . . . . . . . . . . . . . . . Equipment

Above the neck protective 3-1. . . . . . . . . . . . . . . . Chemical, biological, and radiological

(CBR) respirator assemblies ancillary 3-11. . . .

Donning the respirator assembly and associated 4-1. . . . . . . . . . . . . . . . . . . . . . . .

Executive officer (XO) 2-12. . . . . . . . . . . . . . . . . . . Explosive decompression 5-6. . . . . . . . . . . . . . . . . .

F

Faceplate ripaway procedure 5-2. . . . . . . . . . . . . . . . First lieutenant (Ashore) 2-13. . . . . . . . . . . . . . . . . . Flight deck personnel 10-7. . . . . . . . . . . . . . . . . . . . . Fueling aircraft 10-5. . . . . . . . . . . . . . . . . . . . . . . . . . Fungi 2-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

G

General decontamination procedures 10-4. . . . . . . .

H

Hand-held chemical vapor detectors 7-5. . . . . . . . . . Automatic chemical agent detector and

alarm/shipboard automatic chemical Agent detector and alarm (M22 ACADA/MK26 ship ACADA) 7-9. . . . . . . . . . . . . . . . . .

Chemical agent monitor/improved chemical agent monitor (CAM/ICAM) 7-7. . . . .

Chemical agent point detection system (CAPDS) MK 21 MOD 1 7-10. . . . . . . .

Commercial off the shelf (COTS) 7-11. . . . . . . . . Improved (chemical agent) point

detector system (IPDS) 7-10. . . . . . . . . . . . . . . . M256/M256A1 chemical agent

detector kit 7-5. . . . . . . . . . . . . . . . . . . . . . . . . . . Hapsite 7-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hazard marking 8-5. . . . . . . . . . . . . . . . . . . . . . . . . . Heat illness A-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

I

Immediate decontamination 9-4. . . . . . . . . . . . . . . . . Personal wipe-down 9-6. . . . . . . . . . . . . . . . . . . . Skin decontamination 9-4. . . . . . . . . . . . . . . . . . . Spot decontamination 9-6. . . . . . . . . . . . . . . . . . .

Improved (chemical agent) point detector system (IPDS) 7-10. . . . . . . . . . . . . . . . . . . . . . . . .

Individual protective equipment (IPE) 2-16. . . . . . . In-flight emergencies 5-5. . . . . . . . . . . . . . . . . . . . . .

Index-4

NAVAIR 00-80T-121

ORIGINAL5

PageNo.

PageNo.

Airsickness 5-5. . . . . . . . . . . . . . . . . . . . . . . . . . . Explosive decompression 5-6. . . . . . . . . . . . . . . . Oxygen failure 5-6. . . . . . . . . . . . . . . . . . . . . . . . . Pusher fan malfunction

procedures — general 5-5. . . . . . . . . . . . . . . . . . Smoke/fumes/fire 5-6. . . . . . . . . . . . . . . . . . . . . .

In-flight operational decontamination 10-4. . . . . . . . In-flight procedures in a CB environment 10-3. . . . . Ingress

With a maintenance stand 6-2, 6-6. . . . . . . . . . . . . Without a maintenance stand 6-5, 6-7. . . . . . . . . . .

Ingressing a contaminated aircraft 6-2. . . . . . . . . . . . Fixed-wing ejection (strike) aircraft 6-2. . . . . . . . Fixed-wing, non-ejection aircraft 6-6. . . . . . . . . . Rotary-wing aircraft (transport and cargo) 6-11. . Rotary-wing aircraft (with canopies) 6-10. . . . . . Rotary-wing aircraft (with cockpit doors) 6-8. . . .

Inversion temperature gradient (stable-S) 2-9. . . . . . IPE provisioning 2-19. . . . . . . . . . . . . . . . . . . . . . . .

K

Kit, M256/M256A1 chemical agent detector 7-5. . .

L

Lapse temperature gradient (unstable-U) 2-10. . . . . Launching aircraft in a CB environment 10-1. . . . . . Limitations

AIRCREW CB IPE 3-1. . . . . . . . . . . . . . . . . . . . . Physical A-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PHYSIOLOGICAL 4-1. . . . . . . . . . . . . . . . . . . . .

LIQUID CHEMICAL DETECTORS 7-11. . . . . . . . M-8 chemical agent detector paper 7-11. . . . . . . . M-9 chemical agent detector paper 7-12. . . . . . . .

Local CB alarms and warning signals 8-4. . . . . . . . .

M

M21 remote sensing chemical agent automatic alarm (RSCAAL) 7-1. . . . . . . . . . . . . . .

M256/M256A1 chemical agent detector kit 7-5. . . . M272 water testing kit 7-14. . . . . . . . . . . . . . . . . . . . M-8 chemical agent detector paper 7-11. . . . . . . . . . M-9 chemical agent detector paper 7-12. . . . . . . . . .

M93A1 NBC reconnaissance system (FOX) 7-5. . . . Maintenance control officer/safety officer 2-14. . . . Marker deployment 8-5. . . . . . . . . . . . . . . . . . . . . . . Medical officer 2-14. . . . . . . . . . . . . . . . . . . . . . . . . . Miosis A-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mission commander 2-14. . . . . . . . . . . . . . . . . . . . . . Mission-oriented protective posture (MOPP) 2-19. . MOPP gear exchange 9-7. . . . . . . . . . . . . . . . . . . . . .

N

NATOPS advisory group 1-2. . . . . . . . . . . . . . . . . . . Neutral temperature gradient (neutral-N) 2-9. . . . . . Night vision devices and laser eye

protection (LEP) 3-1. . . . . . . . . . . . . . . . . . . . . . . . Non-aircrew or ground protective

Ensembles 2-18. . . . . . . . . . . . . . . . . . . . . . . . . . . . Non-persistent agents 2-2. . . . . . . . . . . . . . . . . . . . . . Non-persistent chemical agents 8-1. . . . . . . . . . . . . .

O

Objectives of contamination control 8-1. . . . . . . . . . Officer

Aircraft maintenance 2-13. . . . . . . . . . . . . . . . . . . Aviation supply 2-14. . . . . . . . . . . . . . . . . . . . . . . Maintenance control officer/safety 2-14. . . . . . . . Medical 2-14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Squadron CBD 2-12. . . . . . . . . . . . . . . . . . . . . . . . Squadron CBD petty 2-13. . . . . . . . . . . . . . . . . . . Wing/CVW CBD officer/petty 2-10. . . . . . . . . . .

Opening and closing the hood outlet valve procedure 5-1. . . . . . . . . . . . . . . . . . . . . . . . .

Operational and thorough decontaminationprocedures 10-4. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Operational checklists D-1. . . . . . . . . . . . . . . . . . . . . GENERAL D-1. . . . . . . . . . . . . . . . . . . . . . . . . . . .

OPERATIONAL DECONTAMINATION 9-7. . . . . . Aircraft washdown 9-7. . . . . . . . . . . . . . . . . . . . . MOPP gear exchange 9-7. . . . . . . . . . . . . . . . . . .

Operational exposure options 2-16. . . . . . . . . . . . . . OPERATIONAL ISSUES 10-1. . . . . . . . . . . . . . . . . Operation(s)

Aviation intermediate maintenance department (AIMD)/intermediate maintenance activity (IMA) 10-5. . . . . . . . . . . .

Index-5

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ORIGINAL 6

PageNo.

PageNo.

CB FLIGHT 10-1. . . . . . . . . . . . . . . . . . . . . . . . . . CB MAINTENANCE 10-5. . . . . . . . . . . . . . . . . . Officer 2-13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Organizational maintenance 10-5. . . . . . . . . . . . . Site set-up and 9-11. . . . . . . . . . . . . . . . . . . . . . . .

Ordnance 10-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Organizational maintenance operations 10-5. . . . . . . Oxygen failure 5-6. . . . . . . . . . . . . . . . . . . . . . . . . . .

P

Panic attack A-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pathogens 2-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Persistent and semi-persistent agents 2-2. . . . . . . . . Persistent chemical agents 8-1. . . . . . . . . . . . . . . . . . Personal wipe-down 9-6. . . . . . . . . . . . . . . . . . . . . . . Photo Ion detector (PID) 7-11. . . . . . . . . . . . . . . . . . Physical limitations A-2. . . . . . . . . . . . . . . . . . . . . . . PHYSIOLOGICAL LIMITATIONS 4-1. . . . . . . . . . Precautions 9-41, 9-43. . . . . . . . . . . . . . . . . . . . . . . . . Preflight inspection 6-1. . . . . . . . . . . . . . . . . . . . . . . Preflight procedures in a CB environment 10-1. . . . Prions 2-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Procedures 9-42. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Area warning 8-4. . . . . . . . . . . . . . . . . . . . . . . . . . Ashore aircrew decontamination 9-11. . . . . . . . . . Compulsory 5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . Contamination transfer control 8-5. . . . . . . . . . . . Detailed aircraft decontamination 9-38. . . . . . . . . Disconnecting the anti-suffocation

Disconnect 5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . Entering a contaminated area 10-3. . . . . . . . . . . . Faceplate ripaway 5-2. . . . . . . . . . . . . . . . . . . . . . General decontamination 10-4. . . . . . . . . . . . . . . Opening and closing the hood outlet

valve 5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operational and thorough

decontamination 10-4. . . . . . . . . . . . . . . . . . . . . Returning from a contaminated area 10-3. . . . . . . Shipboard aircrew decontamination 9-21. . . . . . .

Protozoa 2-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Psychological effects A-2. . . . . . . . . . . . . . . . . . . . . . Pusher fan malfunction

Non-oxygen configurations 5-6. . . . . . . . . . . . . . . oxygen configurations 5-5. . . . . . . . . . . . . . . . . . .

Procedures — general 5-5. . . . . . . . . . . . . . . . . . .

R

Recovery of contaminated aircraft 10-3. . . . . . . . . . . Reduced tactile sensation A-2. . . . . . . . . . . . . . . . . . . Respirator assemblies, A/P22P-14(V)1

through (V)4 chemical, biological, and radiological (CBR) 3-1. . . . . . . . . . . . . . . . . . . . . .

Rickettsiae 2-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

S

Senior CBD organization 2-10. . . . . . . . . . . . . . . . . . Ship avoidance 2-10. . . . . . . . . . . . . . . . . . . . . . . . . . Shipboard 2-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shipboard aircrew decontamination

procedures 9-21. . . . . . . . . . . . . . . . . . . . . . . . . . . . Ship’s air officer (AO) 10-7. . . . . . . . . . . . . . . . . . . . Shore-based 2-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . Site set-up and operation 9-11. . . . . . . . . . . . . . . . . . Skin decontamination 9-4. . . . . . . . . . . . . . . . . . . . . Smoke/fumes/fire 5-6. . . . . . . . . . . . . . . . . . . . . . . . . Spot decontamination 9-6. . . . . . . . . . . . . . . . . . . . . Squadron

CBD officer 2-12. . . . . . . . . . . . . . . . . . . . . . . . . . CBD petty officer 2-13. . . . . . . . . . . . . . . . . . . . . Duty officer (SDO) 2-12. . . . . . . . . . . . . . . . . . . .

Standoff detectors 7-1. . . . . . . . . . . . . . . . . . . . . . . . Chemical warfare directional

detector (CWDD) 7-1. . . . . . . . . . . . . . . . . . . . . M21 remote sensing chemical agent

automatic alarm (RSCAAL) 7-1. . . . . . . . . . . . . M93A1 NBC reconnaissance

system (FOX) 7-5. . . . . . . . . . . . . . . . . . . . . . . . Station

Collective protection system (CPS) decontamination 9-28. . . . . . . . . . . . . . . . . . . . .

Conventional decontamination 9-21. . . . . . . . . . . Support equipment (SE) decontamination 9-43. . . . . Systems decontamination and maintenance

implications 9-41. . . . . . . . . . . . . . . . . . . . . . . . . . .

T

T3 glove/insert 3-11. . . . . . . . . . . . . . . . . . . . . . . . . . Thickened agents 8-1. . . . . . . . . . . . . . . . . . . . . . . . .

Index-6

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ORIGINAL7/(8 blank)

PageNo.

PageNo.

Thorough decontamination 9-10. . . . . . . . . . . . . . . . Aircrew decontamination 9-11. . . . . . . . . . . . . . . Aviation ordnance 9-43. . . . . . . . . . . . . . . . . . . . . Precautions 9-43. . . . . . . . . . . . . . . . . . . . . . . . . . Support equipment (SE) decontamination 9-43. . Systems decontamination and

maintenance implications 9-41. . . . . . . . . . . . . . Thorough aircraft decontamination 9-38. . . . . . . .

Topography 2-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . Toxic industrial materials 2-8. . . . . . . . . . . . . . . . . .

General 2-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Toxins 2-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Training requirements 2-14. . . . . . . . . . . . . . . . . . . .

U

U.S. Marine Corps 2-15. . . . . . . . . . . . . . . . . . . . . . . U.S. Navy 2-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Uncontaminated aircraft — CB contaminated

base/ship 8-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Unit CBD organization 2-12. . . . . . . . . . . . . . . . . . . United States CBR policy 2-1. . . . . . . . . . . . . . . . . .

Biological warfare 2-2. . . . . . . . . . . . . . . . . . . . . . Chemical warfare 2-2. . . . . . . . . . . . . . . . . . . . . . .

V

Viruses 2-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vision A-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vision correction 3-1. . . . . . . . . . . . . . . . . . . . . . . . .

W

Warnings and alarms 8-4. . . . . . . . . . . . . . . . . . . . . . Weather factors 2-9. . . . . . . . . . . . . . . . . . . . . . . . . .

Atmospheric stability 2-9. . . . . . . . . . . . . . . . . . . General 2-9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ship avoidance 2-10. . . . . . . . . . . . . . . . . . . . . . . . Topography 2-10. . . . . . . . . . . . . . . . . . . . . . . . . .

Wing/CVW CBD officer/petty officer 2-10. . . . . . . .

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EG 01-E2AAB-1


Documents

CHEMICAL AND BIOLOGICAL DEFENSE NATOPS MANUAL€¦ · chemical and biological defense natops manual 1 (reverse blank) 01 october 2004 navair 00-80t-121 this publication supersedes