LAP BELT AND SHOULDER ADJUSTMENTS

To make the lap belt and shoulder harness adjustments, the aircrew member must sit in an ejection seat. Connect the lap belt fitting and adjust the lap belt until it is snug. Leave no slack in the lap belt. If the lap belt has been completely adjusted to the stop and slack remains, try a smaller harness. If this does not work, the aircrew member is considered a candidate for a customfit harness.

The canopy release/riser/shoulder restraint system must be connected. With the aircrew member sitting upright, shoulders back, there should be no slack in the shoulder harness restraint. If the shoulder harness is fully retracted and there is slack, adjust the torso harness Koch fitting down until slack is removed.

Personnel whose prescribed torso harness does not meet the above criteria will be further evaluated in other size MA-2 harnesses, if appropriate.

INSPECTIONS

There are two inspections that are performed on the MA-2 torso harness-the preflight check and the calendar or initial issue inspection. The MA-2 preflight check is done before each flight and at intervals not to exceed 2 weeks. This check is to be performed by the aircrew member. The other inspection is a calendar or initial issue inspection. The MA-2 torso harness must be inspected upon initial issue and at intervals coinciding with inspection of personal issue protective equipment (i.e., life preserver, helmet, etc.). These inspections consist of the following:

NOTE: Before you perform any inspection on the torso harness, you must determine if the harness is overaged. You would be wasting your time to perform an inspection and then find out that the harness isn't fit for service because of being overaged.

1. Check the harness for its service life by first checking the date of its manufacture. This date is located on the inside of the right front leg strap. The service/total life of the torso harness is 12 years from when it was placed in service, or 15 years from the date of manufacture, whichever occurs first. When an assembly reaches its service life limit, remove it from service and forward it to supply for disposition. If the torso harness hasn't reached 15 years from date of manufacture, you still have to check the service life. The date the torso harness was placed into service is stenciled in the center of the lap belt strap on the outer surface. Whenever an in-service MA-2 lacks the stenciled start of service date, its service life expires 12 years from its date of manufacture. Now you are ready to perform a calendar inspection.

2. Check the chest strap friction adapter for corrosion, distortion, cracks, presence of the locking bar, sharp edges, and security of the attachment.

3. Inspect the shoulder canopy release fittings for corrosion, distortion, presence of the locking bar, absence of sharp edges, proper routing of the webbing, and security of the pin and locking screw. Ensure that the slot head screw is installed and the red lacquer tamper dot is intact.

4. Inspect the lap belt quick-release adapter for corrosion, distortion, sharp edges, and security of attachment.

5. Check the adjustable links located at the rear inside of the suit for corrosion, distortion, cracks, and sharp edges. Ensure that the chest strap webbing is routed through these links.

6. Check the entrance slide fastener for corrosion, missing teeth, presence of sliders (single slider on the MA-2 cutaway modified), security of attachment, and ease of operation.

7. Inspect the eyes and hooks at the entrance for damage and security of attachment.

8. Inspect the gated D-ring or V-ring at the right shoulder for corrosion, distortion, cracks, and sharp edges.

9. Check the life preserver retention strap for cuts, rips, frayed or weakened webbing, security of stitching, and presence and condition of snap fasteners.

10. Inspect the fabric panels for cuts, tears, fraying, deterioration, and security of stitching.

11. Inspect the harness webbing for cuts, tears, fraying, deterioration, and security of stitching.

12. Repair any discrepancies and update the MA-2 configuration in accordance with procedures outlined in NAVAIR 13-1-6.2.

General repair on the MA-2 consists of replacement of the hardware and repair of cloth. Do not replace any hardware that requires restitching of the harness webbing. Harnesses that are damaged must be discarded.

For more detailed information concerning repairs and modification to the MA-2 and cutaway modified torso harness suits, refer to NAVAIR 13-6-1.2.

HELMETS

The wearing of protective helmets while flying in Navy aircraft depends upon the designation of the aircraft. You will find that aircraft such as fighters, attack planes, and helicopters usually require aircrew members to wear a protective helmet during takeoff, in flight, and landing. Other aircraft may require that the helmet be worn only during takeoff and landing.

The Navy headgear for an aircrew member is considered to be a pilot's protective equipment. Maintenance and upkeep is the responsibility of the Aircrew Survival Equipmentman.

There are a number of different types of headgear. Each has its own specific function. As you work with the different types, you'll find that with very little effort, you can change their basic

Figure 4-15.-HGU-33/P helmet assembly.

configuration to meet requirements for all fixedwing aircraft.

The helmet assemblies in current use are designated as the HGU series. These lightweight helmet assemblies are designed to provide face, eye, aural, and head protection when properly assembled and fitted to the aircrew member. The helmet assemblies also house the headset communications. Some helmet configurations offer specialized features such as VTAS (Visual Target Acquisition System), laser protective lenses, sonar operator binaural cables, and boom microphones. This series of helmets is based on one type of helmet shell, the PRK 37/P.