The can-holder and handle assemblies are mounted above the 2-gallon reservoir. The can holder positions the installed l-gallon fluid container directly above the reservoir. Also, it provides a means of placing the handle assembly over the container top. The handle assembly is hinged to a bracket on the can-holder assembly. It has a spring-loaded latch to lock the handle in the closed position. In addition to the carrying handle, the handle assembly contains an upper can piercer, a vent check valve, and a filter. A vent hose is connected between the top of the reservoir (sight gauge) and the upper can piercer. Fluid is delivered by a hand pump. The pump can deliver 1.5 fluid ounces per full stroke at 0 to 250 psi. The pump is operated with a sliding pump handle, which is held in the extended or retracted position by a spring-loaded ball detent. The 3-micron filter on the pump base removes particulate contamination from the hydraulic fluid being delivered to the suction side of the pump. The filter unseats a shutoff valve, which closes the suction port when the filter element is being replaced. The HSU-1 service unit has a 7-foot service hose connected to the unit’s fluid output port at the pump assembly. The hose assembly ends with a short bent-tube assembly for direct connection to fill fittings on the aircraft or components being serviced. A 3-micron, in-line filter located between the hose end and the tube prevents reverse-flow contamination and serves as a final filter. When the fluid service unit is not in use, it is stored by wrapping the hose assembly around the can-holder assembly and fastening the tube end to the hose storage fitting on the base. This keeps contaminants from entering the hose while the unit is not in use. 5-16 Q17. The air pressure in aircraft tires must be checked how often? Q18.   Why is it important for the operator of the remote inflator unit to stand directly fore or aft of the tire being inflated? Q19.  Why must a tire be deflated prior to removing a wheel assembly from an aircraft? Q20.   Liquid oxygen converters are refilled by personnel from what rating? Q21.   The high-pressure air valve, shown in figure 5-8. is used on most naval aircraft for what purpose? Q22.   What purpose does the purifier serve on the nitrogen servicing trailer? Q23.  What is the holding capacity of the fluid servicing unit (HSU-1)? SAFETY LEARNING OBJECTIVE: Identify safety precautions used when working around aircraft on the flight line and aboard ship. Safety is the responsibility of everyone in the Navy. You are responsible for your own safety, and, as a sailor, you have the moral responsibility for the safety of your shipmates. As a plane captain, you will be exposed to dangerous situations. In fact, many insurance companies rate flight line operations and, in particular, the flight deck environment among the most dangerous jobs in the world. The following text will introduce you to some of the many hazards of your work area. LINE SAFETY PRECAUTIONS In addition to the more specific safety precautions presented in various sections of this chapter, there are a number of miscellaneous precautions that you must observe when working on the aircraft flight line and the carrier flight deck. The following precautions are of special importance to ensure your safety as well as the safety of your coworkers. Propellers and Rotors When working on the line around propeller-driven aircraft or helicopter rotors, the first general precaution that you must observe is to BEWARE OF PROPELLERS. When you see a propeller, let it be a constant reminder to STAY CLEAR! In general, do not cross in front of moving propellers because they are not easily seen. A good habit is to always walk around propellers. Unless you are inspecting or performing maintenance on the propeller blades, NEVER walk through a prop arc, even when it is not operating. The area around the aircraft must be kept clear of loose gear and debris. Intake Ducts Maintenance of jet engines presents major hazards. The air intake duct of operating jet engines represents an ever-present hazard to personnel working near the inlet duct of the aircraft. It can also be a hazard to the engine itself if the turnup area around the front of the aircraft is not kept clear of debris. Jet