AUTOMATIC OPERATION.\ The secondary operating mode is automatic. Upon immersion in freshwater or salt water, a conducting path is established between the sensor pin and the case, completing the electrical circuit. A resistance network requires the conductivity of the water to be at an established minimum. If the conductivity is present, two series-connected, drystorage batteries energize the electronic circuit, which then discharges to fire the cartridge. Ballistic energy, produced by the burning cartridge, forces the spent-cartridge indicator pin into the firing check port and propels the piercing pin into the diaphragm of the CO 2 cylinder. As the piercing pin moves forward, the packaging loop lanyard is released from the body of the inflator. The CO2, under pressure, is forced through the body of the device to inflate the life preserver.

NOTE: The FLU-8A/P is an emergency backup system. Always, if possible, manually inflate the LPU prior to water entry.

These life preservers provide buoyancy that ranges from 29 to 65 pounds. This may confuse the aircrewmen; so it should be pointed out that this is the minimum buoyancy the preserver provides and that the natural buoyancy of the body provides additional

Figure 5-3.\Aircrewman grasping shoulder straps.

buoyancy. An LPP life preserver that provides a buoyancy of 29 pounds is more than sufficient to keep a 200-pound man afloat for an indefinite length of time.

OPERATIONAL DIFFICULTIES OF LIFE PRESERVERS.\ With all the equipment worn by aviators, life preservers must completely inflate to provide the buoyancy necessary to keep them afloat.

Partial inflation of the collar lobe on the LPA and LPU life preservers is a reported problem. Improper functioning of the hook-and-pile tapes that hold the collar lobes in the packed condition causes this problem. If the hook-and-pile tapes fail to open, simply pull them apart and the preserver will fully inflate the collar lobe.

BAILOUT PROCEDURES USING THE ^# FOUR-LINE RELEASE AND THE LPA LIFE PRESERVER.\ Each aircraft has its own bailout procedure. The Naval Air Training and Operating Procedures Standardization (NATOPS) manual outlines the emergency procedures for each aircraft. We will discuss the emergency egress procedures for the P-3 aircraft.

When the command is given to bail out, the aircrewmen don their parachutes. We are using the NB-8 personal parachute to describe the bailout procedures. Grasp the shoulder straps as shown in figure 5-3 and place the parachute onto your back (fig. 5-4). Use the quick-release snap and the V-ring to attach the chest strap in place (fig. 5-5).

When you are donning the parachute over the LPA/LPU life preserver, be sure the harness

Figure _{5-4.\Aircrewman slinging parachute onto back.}

Figure 5-5.\Aircrewman attaching quick release V-ring.

^{does not cross the collar lobes of the flotation device. This could restrict inflation. The parachute should fit tightly, high on the back, and snugly in the seat. Before you tighten the chest straps (fig. 5-6), attach the} leg straps as - shown in figure 5-7. Prior to bailout, ensure the main sling is well under the buttocks before you tighten the leg straps. It should be lowered under. your buttocks as shown in figure 5-8 and the leg straps tightened (fig. 5-9). At this point you will not be able to _{stand erect.}

Figure 5-6.\Aircrewman tightening chest strap.

Figure 5-7.\Aircrewman attaching leg straps.

Figure ^{5-8.\Aircrewman lowering seat strap.}

Figure 5-9.\Aircrewman tightening leg straps.

Figure 5-10.\Aircrewman preparing to exit aircraft.

Figure _{5-11.\Aircrewman gripping rip cord handle.}

Figure 5-12.\LPA inflation.