P-3 Safety Diamond Area

On the P-3 what must be verified on all landing gears after the aircraft is recovered?

Verify ground safety downlock pins are installed in all landing gear. 

What must be done when P-3 floor panels have been removed?

When floor panels have been removed, a suitable barrier and warning placards must be placed around the opening. 

What must be in place before operating flight controls on a P-3?

To preclude damage to flight control surfaces and to prevent personal injury, an outside observer should verify flight control surface area is clear before operating flight controls. 

P-8 Safety Diamond Area

The area is defined by lines connecting the aircraft’s nose, wingtips, and aft of the tail. 

On the P-8 what must be verified on all landing gears after the aircraft is recovered?

Verify ground safety downlock pins are installed in all landing gear. 

What must be done when floor panels have been removed on a P-8?

When floor panels have been removed, a suitable barrier and warning placards must be placed around the opening. 

What must be done when P-8 floor panels have been removed?

To preclude damage to flight control surfaces and to prevent personal injury, an outside observer should verify flight control surface area is clear before operating flight controls. 

What are located on the exterior of the aircraft to alert personnel to specific risk areas?

Aircraft Safety Placards. Placards on the exterior of the aircraft alert personnel to specific risk areas. The placards are on engine intakes, the weapons bay, and other hazard areas. Be aware of all safety placards and the hazards they identify. 

What are the Wing Control Surfaces and what hazards do they present?

Wing Control Surfaces. Flaps and slats are movable flight control surfaces on the wings. When the leading edge flaps and slats, and trailing edge flaps, are extended, there may be insufficient clearance for personnel and equipment. Moving flaps can cause personal injury or damage to equipment. 

P-3 Materials and Corrosion

The P-3 aircraft is of all metal construction, with the exception of the nose and aft radomes and aircraft wingtips. Corrosion has been found to exist principally along the seams of aluminum alloy structures, in box beam skin areas and around plated steel fasteners. Other corrosion prone areas of the aircraft are located on unpainted surfaces of actuating mechanisms, painted surfaces that are chipped or peeled, skin seams, lap joints, and areas where dirt and grime can collect. Rub strips, access doors, cowling areas and crevices are corrosion prone due to their affinity for accumulating moisture and cleaning compound residues. 

P-8 Materials and Corrosion

The P-8 aircraft is of all metal construction. Corrosion has been found to exist principally along the seams of aluminum alloy structures, in box beam skin areas and around plated steel fasteners. Other corrosion prone areas of the aircraft are located on unpainted surfaces of actuating mechanisms, painted surfaces that are chipped or peeled, skin seams, lap joints, and areas where dirt and grime can collect. Rub strips, access doors, cowling areas and crevices are corrosion prone due to their affinity for accumulating moisture and cleaning compound residues. 

P-3 Fuselage

The P-3C consists of a forward section encompassing the flight station, the mid body section, and the aft fuselage section including the tail cone. 

P-8 Fuselage

The P-8A consists of a forward section encompassing the flight station, the mid body section, and the aft fuselage section including the tail cone. 

P-3 Center Wings

This is built as an integral part of the fuselage.

P-3 Outer Wings

P-3 Wing Flaps

The flaps are high-lift fowler type and powered by the aircraft hydraulic systems. This type of flap uses a combination of aft movement to increase the wing area, and a drooping (downward) movement to change the airfoil section. 

P-3 Horizontal stabilizers

(Longitudinal Stability) these provide stability of the aircraft about the lateral axis. This is the base in which the elevators are attached. 

P-3 Vertical stabilizer

(Directional stability) this maintains the stability of the aircraft about its vertical axis. Serves as a base to which the rudder is attached. 

P-3 Rudder

This is used to move the aircraft about the vertical axis. If the pilot moves the rudder right (pushing right rudder pedal), the aircraft turns to the right; if the rudder is moved to the left (pushing the left rudder pedal), the aircraft turns to the left. 

P-3 Ailerons

These are operated by a lateral side to side movement of the control stick or a turning motion of the wheel on the yoke. The ailerons are interconnected in the control system and work simultaneously, but in opposite directions to one another. As one aileron moves downward to increase lift on its side of the fuselage, the ailerons on the opposite side of the fuselage move upward to decrease lift. This results in a controlled movement of a roll because of unequal forces on the wings. 

P-3 Elevators

The elevator control system is initiated when the control stick is moved fore and aft. Raising the elevators causes the aircraft to climb. Lowering the elevators causes the aircraft to descend. 

P-3 Autopilot System

The autopilot system is available to control and stabilize the aircraft about its three axes (roll, pitch, and yaw) upon the pilot’s selection. 

P-8 Wings

The P-8A utilizes Boeing 737-900 wings consisting of leading and tailing edge, ailerons, flaps, slats, spoilers, engine mounts, and can be fitted with weapon pylons. 

P-8 Flaps and Slats

The flaps and slats are high lift devices that increase wing lift and decrease stall speed during takeoff, low speed maneuvering and landing. Leading Edge (LE) devices consist of four flaps and eight slats. Trailing Edge (TE) devices consist of two flaps inboard and four slats outboard of each engine. 

P-8 Flight Spoilers

Four flight spoilers are located on the upper surface of each wing. Flight spoiler panels are used as speed brakes to increase drag and reduce lift, both in flight and on the ground. The flight spoilers also supplement roll control in response to control wheel commands. 

P-8 Autopilot System

The autopilot system is available to control and stabilize the aircraft about its three axes (roll, pitch, and yaw) upon the pilot’s selection. 

P-3 Landing Gear System

The P-3C landing gear is comprised of two main gears and the nose ear. Each gear consists of dual wheels and forward-retracting struts. The gear is designed so that the weight of the aircraft on the gear keeps it down and locked. 

P-3 Struts 

Absorbs the shock that otherwise would be sustained by the aircraft structure during takeoff, taxiing, and landing. 

P-3 Brakes

Each main gear wheel has a multi–disc hydraulic powered brake. The brake pedals provide independent control of the left and right brakes. The nose wheels have no brakes. 

P-3 Parking Brake

The parking brakes are set by depressing the toe pedals and pulling the parking brake T handle, located on the pilot instrument panel. This locks the brake control valves in the open position. The brake accumulator will keep the parking brakes set for a predetermined amount of time without recharging. 

P-3 Wheels

Each P-3 landing gear consists of a dual wheels mounted on each strut. 

P-8 Landing Gear Assembly

The P-8A landing gear is a fully retractable tricycle type gear design with air/oil struts consisting of two main landing gear and a single nose gear. The nose gear extends down and aft however the main gears extend down and sideways. Each main gear is a conventional two–wheel landing gear unit. The nose gear is a conventional steerable two–wheel unit. 

P-8 Struts

Absorbs the shock that otherwise would be sustained by the aircraft structure during takeoff and taxiing, and landing. 

P-8 Brake Assembly

Each main gear wheel has a multi–disc hydraulic powered brake. The brake pedals provide independent control of the left and right brakes. The nose wheels have no brakes. 

P-8 Antiskid Protection System

Antiskid protection is provided in the normal and alternate brake systems. The normal brake hydraulic system provides each main gear wheel with individual antiskid protection. When the system detects a skid, the associated antiskid valve reduces brake pressure until skidding stops. 

P-8 Autobrake System 

The autobrake system uses hydraulic system pressure to provide maximum deceleration for rejected takeoff and automatic braking at preselected deceleration rates immediately after touchdown. 

P-8 Parking Brake

The parking brake can be set with either hydraulic system’s pressure or from the brake accumulator. 

P-8 Wheels

The P-8A landing gear consists of a dual wheel assembly mounted on each strut. 

P-3 Access Points

The P-3C has 5 available access points: two in the Flight Station (Over head escape hatch, and Auxiliary escape hatch), two in the mid-body (one on each side, over wing escape hatches), and one aft of the port wing (Main cabin entry). Additionally there are two areas on the aircraft (marked with Yellow corners of a square) where cut outs can be made in case of an emergency when no other accesses are available. 

P-8 Access Points

The airplane has one entry door, one service door, one egress (bailout) door and one cargo door. There are two overwing exits one on the left and one on the right. 

P-3 Propeller Area

The propeller arc is considered a hazardous area. Personnel and equipment should be kept clear. When working on or in close proximity to any aircraft propellers, never walk directly through any propeller arc. The area between the fuselage and the number 2 or 3 propeller is considered a propeller arc hazard area and should be avoided. 

P-3 Propeller Jet Blast Area

Structural damage to other aircraft and support equipment and personnel injuries can be incurred by blast-propelled objects and high exhaust temperatures. 

What light should be on anytime the engines are running on a P-3?

The anti-collision light on the top of the aircraft should be flashing when the engines are running on deck. 

P-8 Engine Inlet Suction Area

Personnel must stay a safe distance from the inlet when an engine is running. Getting too close to an engine inlet could result in serious injury or damage to equipment. When personnel are near a running engine, loose items must be secured to prevent possible engine damage caused by ingestion. During engine operation, there is sufficient suction at the inlet cowl to pull an individual into the engine inlet. Fatal injury could result. 

P-8 Engine Exhaust Area

When the engines are running, the force and heat of the exhaust air extends far behind the aircraft. The force from exhaust air can blow over individuals and vehicles on the flight line, causing injury or damage. The exhaust area increases as the engines spool up from idle to takeoff power. 

What lights must be on while the P-8's engines are running?

Anti-collision lights on the top and bottom of the aircraft should be flashing while the engines are running. 

P-3 Power Plant Assemblies

The P-3 series aircraft is equipped with four T56-A-14 turboprop powerplant assemblies. 

P-3 Engine Power Lever System

The engines and propellers are controlled by manual actuation of the engine power levers. The engine power lever system consists of four independent subsystems, one for each engine. The basic element of each subsystem is a pair of engine power levers, one each for the pilot and copilot. The four pilot levers are installed as a group on top of the center console at the left end at the flight station and the copilot levers are similarly grouped at the right end. Corresponding pilot and copilot levers are coupled by a torque tube so that movement of either lever results in identical movement of its counterpart. The levers for any engine can be moved without moving those for other engines. 

P-8 Power Plant Assemblies

The P-8A is powered by two CFM56–7B engines. The engine is a dual–rotor, axial–flow turbofan. The N1 rotor consists of a fan, a low–pressure compressor and a low–pressure turbine. The N2 rotor consists of a high–pressure compressor and a high–pressure turbine. 

P-8 Engine Power Lever System

Each engine has individual flight deck controls. Thrust is set by positioning the thrust levers. The thrust levers are positioned automatically by the autothrottle system or manually by the flight crew. The forward thrust levers control forward thrust from idle to maximum. The reverse thrust levers control thrust from reverse idle to maximum reverse. 

P-3 Propeller Assembly

A variable pitch, constant speed, hydromatic propeller assembly is mounted on each powerplant assembly. 

How many blades does a P-3 Propeller have?

The propeller has four blades.

How does the P-3 Propeller work?

 The blade pitch changing mechanism in conjunction with the fuel control assembly maintains a constant RPM of the engine. For ground idle and reverse the propeller blades can be positioned to provide zero or negative thrust. The propeller can also “feather”, meaning the blades are laid flat with the airstream to minimize drag in event the engine is shutdown inflight. 

P-3 Fuel Tanks

The wing fuel tanks are numbered from left to right (facing forward) and identified as No. 1, No. 2, No. 3 and No. 4 fuel tanks. The auxiliary fuel tank system is identified as the No. 5 fuel tank. Each tank can supply fuel to its respective engine or fuel can be supplied from any wing tank to any engine through a cross feed system. When the APU is running, fuel is normally supplied from main tank No. 2. 

P-8 Fuel Tanks

Fuel Tanks are divided into five fuel tank groups (Main 1, Main 2, Center, Forward Tank Group, and Aft Tank Group) and two surge tanks. Each tank can supply fuel to its respective engine or fuel can be supplied from any tank to any engine through a cross feed system. When the APU fuel pump is feeding fuel to the APU, the fuel is being supplied from main tank No. 1. 

P-3 Fuel System

The fuel system contains four integral wing fuel tanks (1-4), each feeding fuel to their respective engine and an auxiliary fuselage fuel tank (5). The auxiliary fuselage fuel tank consists of two separate interconnected fuel tanks, one of which is the integral wing center section fuel tank and the other a bladder cell fuel tank in the fuselage. Fuel is transferred from the auxiliary fuel tank to the engine feed fuel tanks providing additional fuel for engine feed. 

P-3 Fueling Operations

Normally, aircraft fueling is accomplished by center point pressure fueling. If pressure fueling equipment is not available, the wing fuel tanks can be fueled through overwing fuel caps. The pressure fueling system is designed to fill all fuel tanks at the two pressure fueling nozzle adapters. These adapters are located adjacent to each other just forward of the flaps in the aft inboard section of the right wing. 

P-3 Total Fuel Capacity

The total fuel capacity of the P-3C is 9200 gallons. 

P-8 Fuel System

The P-8A fuel feed system, Engine Fuel Feed and Integrated Drive Generator Cooling System (IDG), consist of fuel tanks, boost pumps, fuel lines and fittings, and shutoff valves to convey and control the flow of fuel from the tanks to the engines and APU at the proper pressure and flow rates. The inlets for these pumps are located so as to maximize the usable fuel in the high-speed cruise regime. 

P-8 OBIGGS

The Onboard Inert Gas Generating System (OBIGGS) for the P-8A provides Nitrogen-Enriched Air (NEA) to the center, wing and auxiliary fuel tanks to protect against ballistic threats. NEA keeps the tanks at or below a 9% oxygen level through the entire design flight profile. 

P-8 Aerial Refueling

The P-8A has aerial refueling capability. A standard military aircraft refueling receiver known as the Universal Aerial Refueling Receptacle Slipway Installation (UARRSI) is installed in the crown of the aircraft. The receptacle door aft edge drops down to expose the receiver. A boom from the tanker is then inserted into the receiver to transfer fuel. A dual wall fuel manifold leads from the UARRSI to the center tank through the upper lobe of the aircraft. Lights on both sides of the slipway provide illumination for nighttime refueling. 

P-8 Total Fuel Capacity

The total fuel capacity of the P-8A is 10,856 gallons. 

P-3 Engine Bleed Air System

The engine installations include an engine bleed air system that provides heated and pressurized air from the compressor for bomb bay heating, engine anti-ice, wing de-ice, oil cooler augmentation and cross-bleed engine starting. Engine anti-ice in conjunction with wing de-ice, empennage de-ice (electrical), propeller de-ice (electrical, windshield heat (electrical), and windshield wipers make the P-3 an all-weather capable aircraft. 

P-8 Engine Bleed Air System

Engine bleed air thermal anti–icing prevents the formation of ice on the engine cowl lip. Engine anti–ice operation is controlled by individual ENG ANTI–ICE switches. The engine anti–ice system may be operated on the ground or in flight. The wing anti–ice system provides protection for the three inboard leading edge slats by using bleed air. The wing anti–ice system does not include the leading edge flaps or the outboard leading edge slats. Engine anti-ice in conjunction with wing anti-ice, empennage and wingtip de-ice (electrical), windshield heat (electrical), and windshield wipers make the P-8A an all-weather capable aircraft. 

P-3 APU

An auxiliary power unit (APU), consisting of a compressor, gas turbine engine, and an engine-driven electrical generator is installed in the lower fuselage compartment just aft of the nose landing gear wheel well. The APU compressor bleed air provides the pneumatic power required for engine starting and a source of air for operation of the aircraft environmental control system. Aircraft electrical power for both on-the-ground and emergency in-flight operations is provided by the generator. 

P-8 APU

The Auxiliary Power Unit (APU) is a self–contained gas turbine engine installed within a fireproof compartment located in the tail of the aircraft. The APU supplies bleed air for engine starting or air conditioning, and the APU starter generator provides AC power. The APU starts and operates in flight up to the aircraft maximum certified altitude. The APU supplies bleed air for both air conditioning on the ground or in flight. 

Extreme caution shall be taken when around hydraulic systems under pressure to avoid accidental injection of fluid under the skin. Fluid injection can result in serious injury; get immediate medical attention.

How is the P-3 Hydraulic System cooled?

The hydraulic systems on a P-3C are cooled through heat transfer when hot hydraulic fluid passes through lines in the #2 and #3 fuel tanks. A minimum of 1000 lbs of fuel is required to necessitate cooling. 

Hydraulic Theory Basics

P-3 Hydraulic Pumps

The P3C has three electrically (AC) driven hydraulic pumps and one electrically (DC) driven pump. 

P-8 Hydraulic Pumps

The P-8A has two electrically (AC) driven hydraulic pumps, and two engine-driven pumps. The engine-driven pumps are located on either engine. 

Liquid Force Distribution

As stated in Pascal’s law, when pressure is exerted on an enclosed liquid force it is evenly distributed to all actuators and or valves throughout the hydraulic system through hydraulic lines. 

Valves

Valves direct the flow of fluid to the various actuating units. Additionally each valve is considered a part of its related actuating system. 

P-3 Reservoirs 

Each hydraulic system has a fluid reservoir located in the hydraulic service center area. System #1 reservoir has a total capacity of 5.6 gallons. System #2 reservoir has a total capacity of 1 gallon. 

P-8 Reservoirs

Each hydraulic system has a fluid reservoir located in the main wheel well area. System A and B reservoirs are pressurized by bleed air. The standby system reservoir is connected to the system B reservoir for pressurization and servicing. 

Hydraulic Booster Assemblies. 

The booster system is designed so the pilot has a normal feel of control forces when hydraulic pressure is available to the booster cylinders. Hydraulic flight control boosters operated by both hydraulic systems are incorporated in each of the three surface control systems.