1C-5M-2-1_101-200.pdf

Figure 1-4. Danger Areas (Sheet 8)

TO 1C-5M-2-1

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Figure 1-4. Danger Areas (Sheet 9)

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Figure 1-4. Danger Areas (Sheet 10)

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Figure 1-4. Danger Areas (Sheet 11)

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Figure 1-4. Danger Areas (Sheet 12)

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Figure 1-4. Danger Areas (Sheet 13)

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Figure 1-4. Danger Areas (Sheet 14)

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Figure 1-4. Danger Areas (Sheet 15)

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Figure 1-4. Danger Areas (Sheet 16)

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Figure 1-4. Danger Areas (Sheet 17)

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Figure 1-5. Airplane Exterior Walkways and No-Step Areas

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Figure 1-6. Airplane Maintenance and Ground Handling Markings (Sheet 1 of 3)

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Figure 1-6. Airplane Maintenance and Ground Handling Markings (Sheet 2)

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Figure 1-6. Airplane Maintenance and Ground Handling Markings (Sheet 3)

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Figure 1-7. Wing External Access Provisions (Sheet 1 of 12)

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Figure 1-7. Wing External Access Provisions (Sheet 2)

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Figure 1-7. Wing External Access Provisions (Sheet 3)

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Figure 1-7. Wing External Access Provisions (Sheet 4)

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Figure 1-7. Wing External Access Provisions (Sheet 5)

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Figure 1-7. Wing External Access Provisions (Sheet 6)

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Figure 1-7. Wing External Access Provisions (Sheet 7)

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Figure 1-7. Wing External Access Provisions (Sheet 8)

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Figure 1-7. Wing External Access Provisions (Sheet 9)

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Figure 1-7. Wing External Access Provisions (Sheet 10)

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Figure 1-7. Wing External Access Provisions (Sheet 11)

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Figure 1-7. Wing External Access Provisions (Sheet 12)

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Figure 1-8. Fuselage External Access Provisions (Sheet 1 of 10)

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Figure 1-8. Fuselage External Access Provisions (Sheet 2)

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Figure 1-8. Fuselage External Access Provisions (Sheet 3)

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Figure 1-8. Fuselage External Access Provisions (Sheet 4)

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Figure 1-8. Fuselage External Access Provisions (Sheet 5)

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Figure 1-8. Fuselage External Access Provisions (Sheet 6)

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Figure 1-8. Fuselage External Access Provisions (Sheet 7)

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Figure 1-8. Fuselage External Access Provisions (Sheet 8)

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Figure 1-8. Fuselage External Access Provisions (Sheet 9)

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Figure 1-8. Fuselage External Access Provisions (Sheet 10)

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Figure 1-9. Empennage External Access Provisions (Sheet 1 of 5)

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Figure 1-9. Empennage External Access Provisions (Sheet 2)

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Figure 1-9. Empennage External Access Provisions (Sheet 3)

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Figure 1-9. Empennage External Access Provisions (Sheet 4)

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Figure 1-9. Empennage External Access Provisions (Sheet 5)

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Figure 1-10. Pylon/Nacelle External Access Provisions (Sheet 1 of 4)

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Figure 1-10. Pylon/Nacelle External Access Provisions (Sheet 2)

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Figure 1-10. Pylon/Nacelle External Access Provisions (Sheet 3)

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Figure 1-10. Pylon/Nacelle External Access Provisions (Sheet 4)

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Figure 1-11. Wing Internal Access Provisions

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Figure 1-12. Fuselage Internal Access Provisions (Sheet 1 of 2)

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Figure 1-12. Fuselage Internal Access Provisions (Sheet 2)

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Figure 1-13. Empennage Internal Access Provisions

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Figure 1-14. APU Access Panel Opening and Closing

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Figure 1-15. Personnel Restraint Kit (Sheet 1 of 4)

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Figure 1-15. Personnel Restraint Kit (Sheet 2)

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Figure 1-15. Personnel Restraint Kit (Sheet 3)

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Figure 1-15. Personnel Restraint Kit (Sheet 4)

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Figure 1-16. Safety Harness Attach Clevis

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Figure 1-17. Engine Maintenance Tie Off Point at Pylon Quadrapod Truss

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Figure 1-18. Airplane Grounding Provisions

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Figure 1-19. Interphone External Connections

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Figure 1-20. External Power Receptacles

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Figure 1-21. Circuit Breaker Locations (Sheet 1 of 15)

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Figure 1-21. Circuit Breaker Locations (Sheet 2)

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Figure 1-21. Circuit Breaker Locations (Sheet 3)

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Figure 1-21. Circuit Breaker Locations (Sheet 4)

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Figure 1-21. Circuit Breaker Locations (Sheet 5)

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Figure 1-21. Circuit Breaker Locations (Sheet 6)

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See SUPP S-1

Figure 1-21. Circuit Breaker Locations (Sheet 7)

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Figure 1-21. Circuit Breaker Locations (Sheet 8)

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Figure 1-21. Circuit Breaker Locations (Sheet 9)

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Figure 1-21. Circuit Breaker Locations (Sheet 10)

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Figure 1-21. Circuit Breaker Locations (Sheet 11)

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Figure 1-21. Circuit Breaker Locations (Sheet 12)

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Figure 1-21. Circuit Breaker Locations (Sheet 13)

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See SUPP S-1

Figure 1-21. Circuit Breaker Locations (Sheet 14)

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Figure 1-21. Circuit Breaker Locations (Sheet 15)

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Figure 1-22. Anti-Icing System Panels (for Switch Locations)

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Figure 1-23. APU Control and System Control Panels (Sheet 1 of 2)

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Figure 1-23. APU Control and System Control Panels (Sheet 2)

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Figure 1-24. Fuel JETTISON and VIA/AIU ALT POWER Switch Locations

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Figure 1-25. Caution Light and Emergency Exit Light Switch Locations

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Figure 1-26. Touchdown Sensor Location

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Figure 1-27. Display Defaults (Sheet 1 of 5)

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Figure 1-27. Display Defaults (Sheet 2)

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Figure 1-27. Display Defaults (Sheet 3)

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Figure 1-27. Display Defaults (Sheet 4)

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Figure 1-27. Display Defaults (Sheet 5)

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Figure 1-28. INST POWER Switch Location

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Figure 1-29. Connecting SCM External Electrical Power (AF68-0213 and AF68-0216) (Sheet 1 of 2)

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Figure 1-29. Connecting SCM External Electrical Power (AF68-0213 and AF68-0216) (Sheet 2)

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Figure 1-30. External Pneumatic Receptacle

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Figure 1-31. Hydraulic Systems Ground Test Connections

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Figure 1-32. Truck-Mounted Servicing Platform with Spraying Unit Kit

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Figure 1-33. Flight Control System Forward Overhead Panel

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Figure 1-34. Air Conditioning Airflow Selector Chart (Sheet 1 of 2)

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Figure 1-34. Air Conditioning Airflow Selector Chart (Sheet 2)

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CHAPTER 2

GROUND HANDLING

2.1 EXTINGUISHING GROUND FIRES.

2.1.1 General. The majority of ground res occur during engines starting and operation. Most res can be traced to extreme fuel enrichment, insufficient drainage, or residual fuel. Fires of this type are generally con ned to the engine tail pipe. Fuel leaking from lines or ttings is especially volatile due to the high-pressure vaporization at the point of leakage.

Hydraulic uid is equally volatile when pressurized. Ground res also can be started by improper electrical grounding of the airplane, overheated brakes, welding or soldering on the airplane, radar operation during fueling operations, smoking on or near the airplane, and opening junction boxes or disconnecting fuel lines while electrical power is applied to the airplane.

Fuel vapors are always present around the airplane and precautionary measures should be taken at all times. In cases where the re has started in the airplane and dangerous quantities of fuel are being dumped overboard, either through the drainage system or directly from a leak, the ground area covered by the fuel should be blanketed by a foam extinguisher. This will prevent any aming material from igniting the dumped fuel. For extinguishing ground res using portable onboard extin-guishing equipment, refer to Paragraph 2.1.9 and Paragraph 2.1.10 for equipment description and to Figure 2-1 for equip-ment locations.

2.1.2 Fire Suppression System (FSS). The Fuel Tank Inerting and Fire Suppression System (FSS) provides a means of maintaining a low oxygen concentration in the vapor space of the airplane fuel tanks, and of detecting and suppressing res in certain manned and unmanned areas of the airplane. The system uses nitrogen to inert and pressurize the wing tanks and vent boxes, and to suppress res in designated unmanned areas. On AF68-0213, AF68-0216, and AF69-0024, FE1301 (bromotri uoromethane) is used to suppress and extinguish res in speci ed manned areas.

2.1.3 Emergency Equipment. (See Figure 2-2.) A knowledge of the locations of oxygen bottles, smoke goggles, re extinguishers, escape reels, escape ropes, ladders, escape slides, and crash axes is important when ghting ground res. The emergency equipment can aid re extinguishing attempts and save lives. Two re ghter oxygen masks are installed in pouches on the trim panel aft of the copilot side console. (See Figure 2-2.) These masks will be used by the pilot and copilot as protection from smoke and irritating fumes.

2.1.4 Highly Flammable Areas. The fuel tanks, oil tanks, Liquid Oxygen (LOX) converters, hydraulic system reservoirs, and accumulators are the most highly ammable areas of the airplane. When working near these areas, extreme care should be taken to prevent conditions that may cause a re. If a re starts near these highly ammable areas, an attempt should be made to prevent the re from reaching other areas. An attempt should also be made, if practical, to close the oxygen system manual shut-off valve located on the left side of the cargo compartment at Fuselage Station (FS) 1462.76 and Water Line (WL) 173.34 prior to evacuating the airplane. Figure 2-3 shows the locations of the fuel tanks, oil tanks, and LOX convert-ers. Refer to Chapter 3 for the location of hydraulic reservoirs and accumulators.

2.1.5 Access to Local Fires. (See Figure 2-4.) Access doors are provided for extinguishing local res in the APU, LOX converters, and engines. The APU access doors are located at the aft end of the MLG wheel pods. The LOX converter access doors are located in the left MLG wheel pod. Access to engine res is through the engine cowl doors. Each APU and engine contains a re extinguishing system for extinguishing local res. The re extinguishing bottles for the APU are located in the right wheel pod. The re extinguishing bottles for the engines are located in the pylons. For instructions on how to operate the APU and engine re extinguishers, refer to Paragraph 2.1.7.

2.1.6 Emergency Entrances and Exits. (See FO-1.) Emergency entrances on the airplane are numbered in order from forward to aft. All escape hatches, service doors, and aft personnel doors open from inside or outside the airplane. When opened, escape hatch No. 1 swings inward on hinges and the other escape hatches fall free and upward on tracks and are held in the overhead position. Chopping areas on both sides of the airplane are provided for emergency entrance into the airplane. The pilot and copilot clear view windows slide rearward from the inside only, providing a means of emergency exit.

2.1.7 Engine and APU Fire Extinguishing System. (See Figure 2-5 and Figure 2-6.) The engine emergency shutoff panel, located in the center of the glareshield, allows emergency shutdown of the engines and discharge of the re extin-guishing agent. The panel contains FIRE PULL handles and four PUSH TO DISCHARGE buttons that are covered by the upper branch of the re emergency handle until the handle is pulled out. The FIRE PULL handles and PUSH TO DIS-

2-1

CHARGE buttons are arranged horizontally in the same sequence as the engines they service. There are two bottles of extinguishing agent available for each engine: bottle A and bottle B. The toggle switch between the engine No. 1 and No. 2 re handles controls which of the four bottles on that wing will discharge when one of the PUSH TO DISCHARGE buttons on that side is pressed. For example, if FIRE PULL handle No. 1 is pulled and bottle A is selected, bottle A for engine No.

1 will be discharged. If FIRE PULL handle No. 2 is pulled and bottle A is selected, bottle A for engine No. 2 will be discharged.

2.1.7.1 Two APU re extinguisher panels are provided in the airplane, and a re in either APU compartment can be extinguished from either panel. One panel is located on the ight engineer control panel, and the other is located on the loadmaster panel adjacent to the crew entry door. Each panel contains a translucent FIRE APU PULL handle, DISCHARGE buttons, and a selector switch.

2.1.7.2 If electrical power is on the airplane and a re starts in any engine or either APU compartment, a FIRE PULL or FIRE APU PULL handle corresponding to the engine or APU that is on re will be lighted by a red light. Additionally, a warning horn will sound for an APU re on the ground only. Pulling the FIRE PULL or FIRE APU PULL handle brings about all the switching necessary to isolate the re completely. When an engine FIRE PULL handle is pulled out, the engine is shut down, the ows of fuel and hydraulic uid are cut off, and the bleed air valve is closed to prevent ames from entering the bleed air ducts. After the FIRE PULL or FIRE APU PULL handle has been pulled, release the re extinguishing agent to the engine or APU compartment by pressing the PUSH TO DISCHARGE or DISCHARGE button. If a second discharge of extinguishing agent is required, move the bottle select switch to the alternate position and push the same PUSH TO DISCHARGE or DISCHARGE button a second time.

2.1.8 Fire Extinguishing Agents.

Do not apply CO2 directly on hot brakes. Failure to comply could result in brake explosion and injury to personnel.

There are several types of extinguishing agents that apply to different kinds of res. CO2 extinguishers are especially well adapted to electrical res, such as in wire bundles or electronic gear, because of localized ame and absence of extinguishing residue in post re cleanup. CO2 is also valuable in smothering inaccessible res by diluting the oxygen supply and cooling the heated area. Because the temperature of CO2 is between 40 °F and 135 °F, it should not be directly applied to a hot engine or to hot brake surfaces. A dry powder chemical type extinguishing agent is especially recommended for engine and brake res. This extinguishing agent provides an effective noncombustible dust. Chemically, this powder is nothing more than a waterproofed form of common baking soda, and is not injurious to the engine or airplane structure.

2.1.8.1 The APU and engine re extinguisher system agent is Halon 1301 (CBrF3).

2.1.8.2 Nitrogen is used as a re extinguishing agent in selected unmanned areas. On AF68-0213, AF68-0216, and AF69-0024 bromotri uoromethane (FE1301) is used as a re extinguishing agent in speci ed manned areas.

2.1.9 Portable Fire Extinguishers.

These extinguishers are charged with one quart of bromochloromethane (CB) and dry air under a constant stored pressure of 150 PSI at 88 °F. The maximum horizontal range for discharge of the agent is 20 feet. CB has toxic effects. Personnel must avoid exposure to concentrations of CB and wear smoke masks when using the extin-guisher in a con ned area. Should CB be inhaled or contact the skin, obtain medical attention at once.

Portable re extinguishers are installed in the airplane. For the location of these extinguishers, see Figure 2-1 or Figure 2-2.

Four extinguishers are installed in the upper ight deck/relief crew compartments - one in the ight station emergency equipment access area at the entrance to the relief crew bunk area, one in a recessed area in the relief crew coat closet, one in a recessed area in the aisle wall of the relief crew baggage compartment, and one in the recessed area in the aisle wall of the troop/courier coat closet. On AF69-0024 and AF83-1285 and up, two re extinguishers are installed in the upper deck troop compartment - one on the aft wall of the troop lavatory and one on the forward wall of the troop galley. Three re

2-2 extinguishers are installed in the troop compartment - two on the right-hand wall at FS 1934 and one in the troop galley at FS 2019. Six re extinguishers are installed in the cargo compartment - one under each of the portable oxygen bottles. On AF83-1285 and up, a 1-gallon re extinguisher is installed on each side of the cargo compartment at FS 994. A trigger-type handle located at the top of the extinguisher permits extinguisher operation with one hand.

2.1.10 Portable Firefighter Assemblies. Portable re ghter assemblies are contained onboard the airplane for emer-gency use. These re ghter assemblies consist of an oxygen cylinder (Type A-6), a cylinder harness, a regulator (Type A-13), a mask, a mask container, a dynamic microphone (M-103/AIC), and a cord assembly. Twelve re ghter assemblies are mounted in the following locations: three are in the ight station - one aft of the pilot seat, one aft of the copilot seat, and one at the entrance to the ight station. On AF83-1285 and up, an additional re ghter assembly and stowage box are installed next to the one aft of the copilot seat. One extinguisher is located on the entrance to the ight station. One extinguisher is located on the aisle between the bunk compartment and one in the relief crew compartment. On AF69-0024 and AF83-1285 and up, one extinguisher is located in the aft end of the troop compartment (stairwell). Six assemblies are located in the cargo compartment: one each at the crew entry door, right side forward cargo compartment, right side and left side mid cargo compartment, and right and left troop doors (aft).

2.1.10.1 Emergency portable troop oxygen breathing sets are also contained onboard the airplane for emergency use.

These breathing sets consist of an oxygen cylinder (Type A-6), a cylinder harness, a regulator (Type CRU-5/P), a mask, and mask container (AF Dwg. 66C1642). One breathing set is located at the crew lavatory, two at each buffet lavatory unit (four total per kit), and on AF69-0024 and AF83-1285 and up, one breathing set is located at each troop compartment lavatory.

2.1.11 Fire Suppression System. A brief description of the FSS is presented in the following paragraphs. For more detailed information, refer to TO 1C-5M-2-13-2, Chapter 4.

• Gaseous nitrogen is odorless and colorless and in itself is harmless, but when it occupies a closed space to the exclusion of oxygen, can result in suffocation. Prior to discharging nitrogen in any of the zones, check to ensure that all personnel are clear of the zone. Failure to comply could result in severe injury to personnel.

• Liquid nitrogen is extremely cold (-320 °F) and extreme caution must be observed at all times when working in the vicinity of lines and components carrying liquid nitrogen. Do not handle or touch any lines or components if frost is evident. Failure to comply could result in severe burn or other injury to personnel.

• A self-contained breathing apparatus must be worn when entering an enclosed area with an atmosphere con-taining less than 19.5 percent oxygen. This condition may occur due to the discharge or leakage of nitrogen into an enclosed area. Failure to comply could result in injury to personnel or loss of life.

• The discharge of nitrogen will produce a cloudy condition that may be mistaken for smoke. Do not enter or permit entry into such an area without wearing a self-contained breathing apparatus or until the cause of the condition is known and proper precautions have been taken to make area safe. Failure to comply could result in injury to personnel or loss of life.

2.1.11.1 Fire ghting capability is provided, using liquid nitrogen as a re extinguishing agent, in the cargo under oor areas, wing leading edges and pylons, and in the wing root dry bay areas. The protected areas are identi ed as FSS zones 1 through 12. (See Figure 2-7.) If either airplane electrical power or external electrical power is available, liquid nitrogen can be discharged from the ight engineer station and from the nose wheel well. liquid nitrogen is discharged from the ight engineer station by placing the ARM/PANEL SAFE switch on the FE1301 FIRE SUPPRESSION control panel on AF68- 0213, AF68-0216, and AF69-0024 or on the FIRE SUPPRESSION control panel on AF83-1285 and up (Figure 2-8) to ARM and momentarily depressing the appropriate indicator light switch on the NITROGEN FIRE SUPPRESSION panel. Each of the 12 zones can be individually discharged from the ight engineer station. On the nose wheel well FSS panel, the 12 zones are discharged in 4 groups and cannot be individually selected except by group. The aircraft battery must be connected for re ghting capability to be available from the nose wheel well FSS control panel. Activating the system from the nose wheel well FSS panel will provide a continuous ow of nitrogen. When a re is detected, the appropriate zone warning light will go on and a horn will sound. The horn will not sound if the airplane is on jacks. The horn may be silenced by placing the HORN TEST/HORN SILENCE switch on the NITROGEN FIRE SUPPRESSION control panel at the ight engineer station to HORN SILENCE or by placing the NORMAL/HORN SILENCE switch on the FIRE SUPPRESSION panel in the cargo compartment to HORN SILENCE. Detection and warning are accomplished using heat sensing elements strategically located throughout the FSS zones.

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2.1.12 FE1301 Fire Suppression (AF68-0213, AF68-0216, and AF69-0024). A brief description of the FE1301 re suppression system is presented in the following paragraph. For more detailed information, refer to TO 1C-5M-2-13-2, Chapter 4.

FE1301 is a chemical (bromotri uoromethane) used as a re extinguishing agent in the cargo, avionics, and center wing compartments. The effects of prolonged exposure to FE1301 in high concentration are known to be hazard-ous to humans. Failure to observe warning could result in injury to personnel.

2.1.12.1 On AF68-0213, AF68-0216, and AF69-0024, re ghting capability is provided, using FE1301 (bromotri uo-romethane) as a re extinguishing agent, in the cargo, avionics, and environmental (center wing) compartments. With airplane electrical power or external electrical power available, FE1301 can only be discharged from the FE1301 FIRE SUPPRESSION panel located at the ight engineer station (Figure 2-8). FE1301 is discharged from the FE1301 FIRE SUPPRESSION panels by placing the ARM/PANEL SAFE switch to ARM and momentarily depressing desired indicator light switch. Momentarily depressing the desired indicator light switch will activate an electrical circuit that res the squibs, which discharge the FE1301 in the selected compartment(s). The FE1301 is stored in 20 pressurized containers strategically located throughout the 3 compartments. If neither airplane electrical power nor external electrical power are available, the FE1301 will not discharge. When a re is detected, the appropriate compartment warning light will come on and a horn will sound. The horn will not sound if the airplane is on jacks. The horn may be silenced by placing the HORN TEST/HORN SILENCE switch on the NITROGEN FIRE SUPPRESSION control panel at the ight engineer station to HORN SILENCE or by placing the NORMAL/HORN SILENCE switch on the FIRE SUPPRESSION panel in the cargo compartment to

HORN SILENCE.

2.2 TOWING.

2.2.1 General Towing Information. The C-5 airplane has the capability of being towed on paved ramps and runways at its maximum design gross weight of 840,000 pounds. Surfaces with gradients up to 3 percent may be safely negotiated on support area air elds at the substandard runway gross weight of 571,000 pounds.

2.2.1.1 The normal method used to tow the airplane on paved ramps and runways is the NLG towing method. (See Figure 2-9.) The normal method used to tow the airplane on unpaved or matted surfaces is the MLG towing method. (See Figure 2-10.) During extremely cold weather, the NLG and MLG towing methods are used together. The Type U-30 airplane towing tractor is normally used to tow the airplane. When the towing loads exceed the drawbar pull capability of a single tow tractor, or when there is insufficient traction due to adverse conditions such as snow, ice, or mud, two or more tow tractors may be tandem-coupled with the tow tractor coupling (4S80025) to provide the necessary pulling force. (See Figure 2-11.)

The drawbar pull limit of the couple is 120,000 pounds. (See Figure 2-12 for towing clearance patterns.)

2.2.2 NLG Towing Provisions. (See Figure 2-9.) The airplane towbar assembly (4S80022 or 4S89032) is used to tow the airplane by the NLG. The rigidity of the towbar permits the airplane to be either pulled or pushed by the tractor. The towbar contains two special shear bolts that break when an excessive load is applied during towing. The aft shear bolt will fail if an excessive turning load is applied, and both the forward and aft shear bolts will fail if an excessive load is applied while either pulling or pushing the airplane.

2.2.3 NLG Towing Modes. The primary mode of towing the airplane forward from the NLG is forward MLG kneeled and aft MLG unkneeled and locked. The primary mode of towing rearward from the NLG is forward MLG kneeled and aft MLG unkneeled and locked. The alternate towing modes are listed in Table 2-1.

2.2.4 MLG Towing Provisions. The MLG towbar set (4S80005) is used to tow the airplane by the MLG. (See Figure 2-10.) The towbar set contains two towbar assemblies which are attached to either of the two forward MLG for forward towing or the two MLG for rearward towing. Each towbar assembly contains a shear fuse which will fail if an excessive load is imposed on the towbar by the towing operation. Adapters for attaching the towbars to the MLG are carried on the airplane.

2.2.5 MLG Towing Modes. The airplane can be towed from the MLG in two modes. The rst towing mode is to pull forward at the forward MLG with all of the MLG unkneeled and locked in the neutral position. The second towing mode is to pull rearward at the aft MLG with all of the MLG unkneeled and locked in the neutral position. See Table 2-1 for airplane towing capability.

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2.2.6 Combined NLG and MLG Towing Provisions. If a situation exists where neither NLG towing nor MLG towing is sufficient to move the airplane, towing may be accomplished by combining the NLG and MLG towing methods. NLG towbar assembly 4S80022 and MLG towbar 4S80005 are used in combination in this method.

2.2.7 Combined NLG and MLG Towing Modes. The airplane can be towed from the combined NLG and MLG in two modes. The rst towing mode is to pull forward at the NLG and forward MLG with all MLG unkneeled and locked in the neutral position. The second towing mode is to push rearward at the NLG and pull rearward at the aft MLG with all MLG unkneeled and locked in the neutral position. Refer to Table 2-1 for airplane towing capability.

Table 2-1. Airplane Towing Capability

Maximum Aft Gross Landing Gear MLG Maximum

Tow Tow Tow Weight Forward Aft Free NLG Modes From Direction (Pounds) MLG MLG Castered Angle

1 NLG Forward 840,000 Down/ Locked

Down/ Locked

Yes 60 Degrees

2 NLG Forward or Rearward

840,000 Down/ Locked

Down/ Locked

No 45 Degrees

3 NLG Forward or Rearward

732,500 Kneeled Down/ Locked

No 45 Degrees

4 NLG Forward or Rearward

550,000 Kneeled Down/ Locked

No 60 Degrees

5 NLG Forward or Rearward

450,000 Down/ Locked

Down/ Locked

No 60 Degrees

6 MLG or Com-bined NLG and MLG

Forward or Rearward

840,000 Down/ Locked

Down/ Locked

No 45 Degrees

CAUTION: If NLG angles in excess of 50 degrees are anticipated during towing, the NLG steering torque arm should be disconnected to prevent steering system damage. If the NLG steering torque arm is disconnected, ensure that the NLG strut piston extension (X di-mension) is at least 18 inches, but no more than 20 inches. The steering torque arm must be reconnected when towing operations are completed.

CAUTION: Do not exceed 45 degree maximum NLG angle, which is determined by structural limi-tations. Failure to comply may result in damage to the airplane.

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2.2.8 Towing Safety Precautions.

• Never tow the airplane with all gears kneeled or when any kneeled gear is in contact with the ground. Failure to comply will result in damage to the airplane.

• Never tow the airplane without a person in the ight station to operate the brakes. If hydraulic systems are not operating, the parking brake accumulator gage must read a minimum of 2,500 PSIG and the emergency brake system must be fully operational. Failure to comply may cause loss of brakes. If hydraulic systems are not operating and the brakes have to be used, three full brake applications may be expected from a fully charged (3,000 PSIG) accumulator before its pressure is depleted. The parking brake accumulator must be fully charged to 3,000 PSIG when power-on towing operations are conducted.

• Prior to towing an AN/ALE-47 modi ed airplane into a hanger, ensure all AN/ALE-47 magazines are empty or removed, unless precautions stated in TO 11A-1-33 are complied with. Failure to comply may result in injury to personnel and/or damage to airplane.

• Review Form 781. Failure to comply could result in injury to personnel or damage to the airplane.

• Towing with wrong vehicle presents several hazards to personnel and airplane. Tow vehicle must meet Speci-cation A-A-58026B, Type U-30. Failure to comply may result in death of personnel or damage to airplane.

• Ensure the tow tractor is aligned with the airplane before connecting the towbar. Failure to comply could result in failure of the aft shear bolt. Do not exceed an angle of 20 degrees between the tow tractor and the towbar while pulling or pushing the airplane. If a towbar aft shear bolt has been sheared, stop towing immediately.

Both shear bolts shall be replaced prior to resuming towing operation. Failure to comply could result in damage to the towbar and/or the airplane.

• Substitutes for the towbar forward and aft shear bolts are not permitted. Higher strength bolts may cause landing gear damage should the drawbar pull limit be exceeded during towing operations. Failure to comply could result in damage to the airplane or equipment.

• Never attempt to resist or begin turning the NLG steering wheel when the towbar is attached to or positioned at the NLG. Never tow the airplane faster than a walk. (Maximum tow speed is 5 mph.) Never tow the airplane with ground power units connected to the airplane. Failure to comply could result in damage to the airplane.

• Never remove the chocks until the towing equipment is attached and the towing team is ready to tow the airplane. Use extreme caution when towing the airplane in a congested area. Move all equipment or obstruc-tions out of the path of the airplane. Avoid quick starts and stops. Failure to comply could result in damage to the airplane.

• Check AFTO Form 781A to ensure no primary structure panels are removed that may restrict airplane move-ment. If primary panels are removed, contact AFLCMC/WLSE Engineering for assistance. Failure to comply could result in damage to the airplane.

• Ensure the pilot seat is not in the extreme forward and outboard position during towing. When the pilot seat is in this position, it can interfere with the NLG steering hand wheel; this interference could cause a hydraulic block in the steering mechanism, resulting in damage to the NLG strut.

• Never tow the airplane with the engine cowling opened or unlatched. Failure to comply will result in damage to the airplane.

• If any NLG steering hydraulic component is removed, disconnect the NLG torque arm in accordance with instructions in this chapter. Failure to comply could cause damage to the NLG system.

• If NLG angles in excess of 50 degrees are anticipated during towing, disconnect the NLG torque arm (Figure 2-13) in accordance with instructions in this chapter. Do not install the strut limiter if the NLG torque arm is

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