1C-5M-2-1_201-300.pdf

disconnected. Failure to comply could cause damage to the NLG system.

Observe all warnings and cautions in this paragraph. Failure to comply may result in injury to personnel or damage to the airplane or equipment.

2.2.9 NLG Towing Procedures. (See Figure 2-9.)

When towing the airplane with the forward MLG kneeled, ensure that the MLG is kneeled prior to connecting the tow bar. This will prevent the possibility of the tow bar aft casters receiving loads which could be imposed if the casters contact the ground during the kneeling procedure.

a. Refer to Paragraph 2.2.3 to determine the towing mode to be used.

Read and observe all towing safety precautions in this chapter and observe all safety towing precautions in AFI 91-203. Failure to comply could cause injury to personnel and/or damage to equipment.

b. Refer to Paragraph 2.2.8.

c. Ensure that NLG and MLG tires are properly serviced in accordance with instructions in Chapter 3. If more than 48 hours have elapsed since last tire pressure check, the tires must be checked prior to towing.

• Prior to towing, ensure NLG piston extension is 12 to 20 inches. Failure to comply could result in damage to the airplane.

• If the NLG steering torque arm is disconnected, ensure that NLG strut piston extension (X dimension) is at least 18 inches but no more than 20 inches. Failure to comply could result in damage to the airplane.

• Prior to towing, ensure MLG strut extension (X dimension) does not exceed 20 inches. Failure to comply could result in loss of wheel brake pressure.

d. If NLG angles in excess of 50 degrees are anticipated during towing, disconnect the NLG torque arms (scissors) in accordance with instructions in this chapter.

e. Ensure that X dimension of NLG and MLG strut is no more than 20 inches.

f. Ensure that the NLG downlock pin is installed in accordance with Figure 2-76.

During the towing operation if the 5/16-inch diameter shear bolt in the towbar shears, a special inspection of the NLG is required. Failure to comply could result in damage to the airplane.

g. Visually inspect the towbar shear bolts (Figure 2-9, 11, 12) and ensure that both shear bolts are the correct part number, are serviceable, and have no apparent defects. Replacement shear bolts are contained in the shear bolt storage container (8). The shear bolt nuts should be nger tight only. Whenever the 5/16-inch diameter shear bolt in the towbar shears, inspect the NLG in accordance with instructions in TO 1C-5M-6, Chapter 1.

h. Ensure that the towbar tow pins and the NLG towing bushings are clean and in a satisfactory condition for mating.

TO 1C-5M-2-1

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NOTE

Towing con guration not required if using the updated version of the Stewart and Stevenson type U30 tractor tug (NSN 1740-01-191-9539YW) with the capability to raise and lower the cab for unobstructed view or FMC Technology U30 tractor (NSN 1740-01-409-2672YW) with sloping back.

i. Use the tow tractor cab hitch only when airplane will be pushed backwards for most of tow. All other tows will be con gured at vehicle rear hitch.

• Ensure detent locks are disengaged (out and rotated 90 degrees) prior to adjusting towbar height or rotating towbar casters. Failure to comply could result in damage to the towbar.

• Initial NLG angle must be 0 to 5 degrees. Failure to comply could result in damage to the airplane.

j. Position the end of the towbar at the NLG axle.

k. Adjust the towbar casters as necessary to align the tow pins with the NLG towing bushings.

l. Insert the towbar tow pins into the NLG towing bushings using the adjusting screw and wheels (4) and handles (15).

Ensure that the tow pins are fully engaged against the stop collars.

m. Retract the towbar aft caster wheels using handles (15) until the wheels are a minimum of 6 inches off the ground.

n. Position a person in the ight station to operate the brakes.

Open the NLG CONTROL circuit breaker and attach warning tag so that rudder pedals cannot energize NLG steering. Failure to comply could result in damage to the airplane.

NOTE

Step o through Step t apply only to power-on towing.

o. Open the NLG CONTROL circuit breaker located on main DC bus No. 1 of ight engineer circuit breaker panel No.

6 and attach warning tag. (See Figure 1-21.)

p. Place BRAKE SUP switch to EMER.

q. Operate the left and right APU for two sources of electrical and hydraulic power whenever possible. The left ATM should be operated if the caster system is going to be used during the tow and the right ATM should be operated to charge and replenish the emergency brake accumulator after brake applications. Position a person in the ight station to monitor the APU and hydraulic systems.

r. Ensure that the following circuit breakers (Figure 1-21) are engaged:

(1) Flight engineer panel No. 2

• EMERG BRAKE VALVE

• ANTI-SKID FAILURE & EMERG HYD IND LT

• ANTI-SKID ALT CONT

• LANDING GEAR POS IND

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(2) Flight engineer panel No. 3

• PRESSURE INDICATOR HYD SYS 4

• PRESSURE INDICATOR ALT HYD BRAKE

(3) Flight engineer panel No. 4

• PRESSURE INDICATOR HYD SYS 1

• PRESSURE INDICATOR NORM HYD BRAKE

(4) Flight engineer panel No. 6

• ANTI-SKID NORMAL CONTROL

• MLG CONTROL FWD RH

• MLG CONTROL FWD LH

• MLG CONTROL AFT RH

• MLG CONTROL AFT LH

s. In addition to the airplane ight station personnel, one operating the brakes and one monitoring the power system, four people are required to tow the airplane. Two people act as wing tip walkers, one person operates the towing vehicle, and one person supervises and directs the operation. A fth person, a tail walker, may be required if the airplane is to be backed up.

Do not push or tow the airplane backwards with the aft MLG castered. Failure to comply could cause damage to the airplane.

NOTE

• If the caster is to be used, place the caster switch to CASTER at less than 20 degrees NLG position. Place caster switch to CENTER at 20 degrees or less of NLG indicated position.

• If the aft bogies are castered, return the aft MLG to the neutral position by placing the caster switch to CENTER during the last 50 feet of towing. Ensure that the NLG angle is at the 20-degree position or less before placing the caster switch to CENTER.

t. When the towing mode requires free castering of the aft MLG, disengage the gears by placing the MLG caster switch, located on the pilot side of the center control console, to CASTER. Operate No. 1 hydraulic system for all caster operations. Ensure that the following circuit breakers (Figure 1-21) are engaged:

(1) Flight engineer panel No. 3

• CASTER/PWR BACK CONTR BOX PWR

• CASTER/PWR BACK MON LVDT PWR

(2) Flight engineer panel No. 5

• CASTER/PWR BACK CONTROL BOX

• CASTER/PWR BACK SHUTOFF VALVE CONT

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(3) Flight engineer panel No. 6

• MLG CONTROL FWD RH

• MLG CONTROL FWD LH

• MLG CONTROL AFT RH

• MLG CONTROL AFT LH

RESULT: Two yellow indicator lights on the center instrument panel, labeled LEFT AFT MLG FREE and RIGHT AFT MLG FREE, will come on.

NOTE

Step u and Step v apply only to power-off towing.

u. The tow team supervisor will ensure that park brake accumulator pressure gage indicates at least 2,500 PSIG prior to the tow.

v. Establish communications between the towing supervisor and other towing team personnel. In addition to the person in the ight station operating the brakes, four people are required to tow the airplane. Two people act as wing tip walkers, one person operates the towing vehicle, and one person supervises and directs the towing operation. A fth person, a tail walker, may be required if the airplane is to be backed up.

w. Stow the crew entry door support legs and retract the crew entry door stair ladder. If the crew entry door accumulator is depleted, physically lift the crew entry door stair ladder until it locks in place.

x. Remove wheel chocks and all other airplane obstructions.

Do not ride the brakes. Do not hold or turn the airplane NLG steering wheel while the airplane is being towed by the NLG. Riding the brakes will bleed pressure from the brake hydraulic system. Apply brakes only in emergency to stop movement of the airplane. Depress top of rudder pedals only when brakes are to be applied. Failure to comply could result in damage to the airplane.

y. Ensure that the airplane brakes are released.

z. Make all turns at lowest speed practical.

aa. Avoid application of tow tractor brakes in a turn, especially when towing down a gradient. Control speed with reductions of power.

ab. Tow the airplane to the desired area and park the airplane according to Paragraph 2.3.1.

2.2.10 MLG Towing Procedures.

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Observe all precautions in AFI 91-203 and Paragraph 2.2.8. Failure to comply could result in injury to personnel and/or damage to equipment.

NOTE

There are two types of towing ttings used for attachment of the towbars to the MLG. Tow rings (Figure 2-10, 2) are attached to the forward MLG for forward towing. Adapter pins (3) are attached to the aft MLG for rearward towing.

a. Refer to Paragraph 2.2.5 to determine the towing mode to be used.

b. Refer to Paragraph 2.2.8.

Prior to towing, ensure that NLG strut piston extension (X dimension) is no more than 20 inches. Failure to comply could result in damage to the airplane.

c. Ensure that X dimension of NLG strut is no more than 20 inches.

d. Ensure that the NLG downlock pin is installed in accordance with Figure 2-76.

e. Attach the applicable towing ttings to the MLG.

NOTE

Forward towing requires the use of towbar adapter (9), to be connected between adapter bar (1) and connecting rod (4) as shown in Figure 2-10.

f. Assemble the MLG towbars as shown in Figure 2-10, and connect to the towing vehicles and MLG towing ttings.

g. Position a person in the ight station to operate the brakes and NLG steering control wheel.

h. Position a person in the ight station to monitor the APU and hydraulic systems. One APU and associated ATM shall be operating for a source of electrical and hydraulic power during towing.

i. Place BRAKE SUP switch to EMER. Ensure that hydraulic pressure is available. Make sure the brakes are in operat-ing condition by pressing brake pedals and observing that the BRAKES light on the SKID CONTROL panel comes

on. Check the brake hydraulic accumulator pressure. Pressure must be at least 2,500 PSIG.

j. Establish communications between the towing supervisor and all other towing team personnel. In addition to the two airplane ight station personnel (one operating the steering and brakes, and the other monitoring the power systems), the towing team consists of two wing tip walkers, and two tow vehicle operators. A tail walker and a nose walker are required if the airplane is to be towed rearward. A tail walker is required if the airplane is to be towed forward.

k. Ensure the following circuit breakers are engaged:

(1) Flight engineer panel No. 2

• EMER BRAKE VALVE

• ANTI-SKID FAILURE & EMER HYD IND LT

• ANTI-SKID ALT CONT

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• LANDING GEAR POS IND

(2) Flight engineer panel No. 3

• PRESSURE INDICATOR HYD SYS 4

• PRESSURE INDICATOR ALT HYD BRAKE

(3) Flight engineer panel No. 4

• PRESSURE INDICATOR HYD SYS 1

• PRESSURE INDICATOR NORM HYD BRAKE

(4) Flight engineer panel No. 6

• ANTI-SKID NORMAL CONTROL

• NLG CONTROL

l. Disconnect all external power cables and static ground wires.

Do not tow the airplane in the MLG gear mode with the aft MLG castered. Failure to comply could result in damage to airplane.

m. Retract the sliding portion of the crew entrance steps.

n. Remove wheel chocks and all other airplane obstructions.

o. Ensure the airplane brakes are released.

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Maintain adequate clearance between personnel and towbar rods in event of shear fuse failure. Failure to comply could result in injury to personnel.

• NLG angle must be zero degrees during initial movement of the airplane. Failure to comply could result in damage to airplane.

• During straight-ahead towing, the tow vehicles must pull evenly, staying abreast of each other to keep an equal amount of sag in the towbar rods. When making turns, nose gear steering must be coordinated with movement of the tow vehicles to prevent excessive loads on the landing gears and to prevent the NLG from rolling over a towbar.

• When making turns, the inside tow vehicle must turn at a sharper angle than the outside tow vehicle to avoid rolling over the towbar.

• Avoid dragging towbar rods along the ground. Failure to comply could result in damage to equipment.

• Do not apply tow vehicle brakes to stop movement of airplane in this towing mode. Airplane movement must be stopped by application of the airplane brakes. Do not ride the brakes during tow operations. Failure to comply could result in damage to airplane.

p. Tow the airplane to the desired area.

q. Position and park the airplane according to Paragraph 2.3.1.

2.2.11 Combined NLG and MLG Towing Procedure.

a. Refer to Paragraph 2.2.7 to determine the towing mode to be used.

Observe all precautions in AFOSH STD 127-66 and in Paragraph 2.2.8. Failure to comply could result in injury to personnel and damage to the airplane.

b. Refer to Paragraph 2.2.8.

Prior to towing, ensure that NLG strut piston extension (X dimension) is no more than 20 inches. Failure to comply could result in damage to the airplane.

c. Ensure that X dimension of NLG strut is no more than 20 inches.

d. Ensure that the NLG downlock pin is installed in accordance with Figure 2-76.

e. Connect the towbar to the NLG in accordance with Paragraph 2.2.9.

f. Connect the towbars to the MLG in accordance with Paragraph 2.2.10.

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• Do not apply tow vehicle brakes to stop movement of airplane in this towing mode. Airplane movement must be stopped by application of the airplane brakes. Do not ride the brakes during tow operations. Failure to comply could result in damage to the airplane.

• Open the NLG CONTROL circuit breaker. Failure to comply could result in rudder pedals unexpectedly energizing nose gear steering.

g. Position a person in the ight station to operate the brakes. Pull the NLG CONTROL circuit breaker located on the main DC bus No. 1 of the ight engineer circuit breaker panel No. 6 so rudder pedals cannot energize nose gear steering. Place BRAKE SUP switch to EMER.

NOTE

If power systems are not operating during towing, disregard the following step and position a man in the cargo compartment to monitor brake accumulator pressure.

h. If possible, operate one APU and associated ATM for a source of electrical and hydraulic power during towing.

Position a man in the ight station to monitor the APU and hydraulic systems.

i. Ensure park brake accumulator is at least 2,500 PSIG.

j. Ensure that the following circuit breakers (Figure 1-21) are engaged:

(1) Flight engineer panel No. 2

• EMER BRAKE VALVE

• ANTI-SKID FAILURE & EMER HYD IND LT

(2) Flight engineer panel No. 3

• ANTI-SKID ALT CONT

• LANDING GEAR POS IND

(3) Flight engineer panel No. 4

• PRESSURE INDICATOR HYD SYS 4

• PRESSURE INDICATOR ALT HYD BRAKE

• PRESSURE INDICATOR HYD SYS 1

• PRESSURE INDICATOR NORM HYD BRAKE

(4) Flight engineer panel No. 6

• ANTI-SKID NORMAL CONTROL

k. Establish communications between the towing supervisor and all other towing team personnel. In addition to the two ight personnel (one operating the steering and brakes, and the other monitoring the power systems), the towing team consists of two wing tip walkers and three tow vehicle operators. A tail walker and a nose walker are required if the airplane is to be towed rearward.

l. Disconnect all external power cables and static ground wires.

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m. Retract the towbar casters and the sliding portion of the crew entrance steps.

n. Remove wheel chocks and all other airplane obstructions.

o. Ensure the airplane brakes are released.

Maintain adequate clearance between personnel and towbar rods in event of a shear fuse failure. Failure to comply could result in injury to personnel.

• During towing operations, the tow vehicles must pull evenly, staying abreast of each other to keep an equal amount of sag in the towbar rods. Failure to comply could result in damage to airplane or equipment.

• Avoid dragging towbar links along the ground. Failure to comply could result in damage to equipment.

• Do not tow the airplane in this mode with the aft MLG castered. Failure to comply could result in damage to the airplane.

NOTE

When towing aft, the forward tow vehicle may also be used to brake the airplane.

p. Tow the airplane to the desired area.

q. Position and park the airplane in accordance with Paragraph 2.3.1.

2.2.12 Push-Back Procedures.

Read and observe all towing safety precautions in this chapter and observe all safety towing precautions in AFI 91-203. Failure to comply could result in injury to personnel anddamage to airplane or equipment.

a. Refer to Paragraph 2.2.8

b. Ensure that NLG and MLG tires are properly serviced in accordance with instructions in Section III. If more than 48 hours have elapsed since last tire pressure check, the tires must be checked prior to towing.

Prior to towing, ensure NLG piston extension is 12 to 20 inches. Failure to comply could result in damage to the airplane.

c. Ensure that NLG strut extension (X dimension) is 12 to 20 inches.

Prior to towing, ensure MLG strut extension (X dimension) does not exceed 20 inches. Failure to comply may result in loss of wheel brake pressure.

d. Ensure that X dimension of MLG strut is no more than 20 inches.

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e. Ensure that the NLG downlock pin is installed in accordance with Figure 2-76.

f. Ensure that the towbar shear bolts are serviceable. Replacement shear bolts are contained in the shear bolt storage container (Figure 2-9, 8). The shear bolt nuts should be nger tight only.

g. Ensure that the towbar tow pins and the NLG towing bushings are clean and in a satisfactory condition for mating.

• Ensure detent locks are disengaged (out and rotated ninety degrees) prior to adjusting towbar height or rotating towbar casters. Failure to comply could result in damage to equipment.

• Initial NLG angle must be 0 to 5 degrees. Failure to comply could result in damage to the airplane.

h. Position the end of the towbar at the NLG axle.

i. Adjust the towbar casters as necessary to align the tow pins with the NLG towing bushings.

j. Insert the towbar tow pins into the NLG towing bushings using the adjusting screw and wheels (4) and handles (15).

Ensure that the tow pins are fully engaged against the stop collars.

k. Retract the towbar aft caster wheels using handles (15) until the wheels are a minimum of 6 inches off the ground.

l. Position a person in the ight station to operate the brakes.

Open the NLG control circuit breaker so that rudder pedals cannot energize NLG steering. Failure to comply could result in damage to the airplane.

m. Open the NLG control circuit breaker located on main DC bus No. 1 of ight engineer circuit breaker panel No. 6.

(See Figure 1-21.)

n. Place BRAKE SUP switch to EMER.

o. If possible, operate one APU and associated ATM for a source of electrical and hydraulic power during push-back.

Position a person in the ight station to monitor the APU and hydraulic systems.

p. Ensure that the following circuit breakers (Figure 1-21) are engaged:

(1) Flight engineer panel No. 2

• EMER BRAKE VALVE

• ANTI-SKID FAILURE & EMER HYD IND LT

• ANTI-SKID ALT CONT

• LANDING GEAR POS IND

(2) Flight engineer panel No. 3

• PRESSURE INDICATOR HYD SYS 4

• PRESSURE INDICATOR ALT HYD BRAKE

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(3) Flight engineer panel No. 4

• PRESSURE INDICATOR HYD SYS 1

• PRESSURE INDICATOR NORM HYD BRAKE

(4) Flight engineer panel No. 6

• ANTI-SKID NORMAL CONTROL

q. Establish communications between the towing supervisor and other towing team personnel. In addition to the airplane ight station personnel, one operating the brakes and one monitoring the power system, ve people are required to push back the airplane. Two people act as wing tip walkers, one person acts as a tail walker, one person operates the towing vehicle, and one person supervises and directs the operation.

Do not push the airplane backwards with the aft MLG castered. Failure to comply could cause damage to the airplane.

r. Ensure that the MLG caster switch on the pilot side of the center control console is in CENTER.

s. Retract the sliding portion of the crew entrance steps.

t. Remove wheel chocks and all other airplane obstructions.

The brakes should not be applied until the tow vehicle brings the airplane to a stop. Damage to the airplane could occur if the brakes are used during push-back.

u. Ensure that the airplane brakes are released.

v. Make all turns at lowest speed practical.

w. Avoid application of tow tractor brakes in a turn. Control speed with reductions of power.

Maximum NLG angle during push-back is limited to 45 degrees. Failure to comply could cause damage to the airplane.

x. Push back the airplane to the desired area.

y. Position and park the airplane in accordance with Paragraph 2.3.1.

2.2.13 Special ALC Procedures. These procedures are for towing with aft MLG partially kneeled, forward MLG fully kneeled, and NLG normally extended to lower the empennage and allow maneuvering of airplane when vertical clearance is limited.

a. Ensure that the NLG and MLG downlock pins are installed.

b. De ate forward MLG struts and close off air valves.

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Cannon plugs must be disconnected from pilot shutoff valves prior to any kneeling operation. Failure to comply could result in injury to personnel and damage to the airplane.

c. Remove the safety wire and Cannon Plugs (Part No. P175AU/P681Z and P175AW/P681AB) from the pilot shutoff valves. (See TO 1C-2M-2-10FI-2, Chapter 3, Figure 3-27 for location.)

d. Prepare airplane for kneeling operation.

e. Kneel forward MLG to fully kneeled position using manual override solenoids in cargo compartment.

f. Position Kneeling Blocks (Part No. X8748526) beneath wheel assemblies in the following positions: 1A1, 1A2, 1B1, 1B2, 2A1, 2A2, 2B1, and 2B2.

g. Install Cable Harness (Part No. X8619485) at upper-aft crossbolt in both forward MLG.

h. Kneel aft MLG to a counter reading of 195.

i. Complete installation of cable harness at gudgeon pin.

j. Unkneel aft MLG to fully unknelt position.

k. Remove and store kneeling blocks.

l. Install MLG Torsional Load Coupler (Part No. 7346978-10) on aft MLG as follows:

• Personnel installing couplers will wear gloves and safety shoes. Failure to comply could result in injury to personnel.

• Each coupler half weighs 132 pounds and installation space is limited. Extreme care must be exercised to preclude injury of personnel or damage to airplane.

NOTE

• On MLG struts with Ballscrews, Part No. 4G94403 (black oxide coated), install a Torsional Coupler (Part No.

7346978-25 and 7346978-24) around the ballscrew and down in the yoke bushing.

• Care must be taken not to mismatch the torsional coupler halves (-25 and-35 or -27 and -37) since they are very close in size.

• Keep the color coded halves of the Eccentric Insert Sleeve (Part No. 7346978-25) together.

(1) Kneel aft MLG to a counter reading of 195.

(2) Attach Hoist (Part No. X7455722) to the horizontal beam of the MLG truss brace Tube Assembly (Part No.

4G12006) series approximately 18 inches from the forward end with the hoist located to the inboard side of the landing gear assembly.

(3) Place coupler on Dolly (Part No. X7354483 or equivalent) and move the coupler to location which is inboard and forward of the MLG bogie below the hoist.

(4) Attach hoists to coupler with the ball lock pin through the hole as marked on coupler.

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(5) Hoist coupler into position while observing proper clearance and precautions to prevent damage to hydraulic lines and conduits.

(6) Place one half of the coupler in the outboard position so that the insert sleeves t into the tubular portion of the coupler. Rotate the eccentric insert sleeve until the t is correct.

(7) Place the other half of the coupler in the inboard position around the insert sleeve and install bolts. Tighten all bolts to a torque value of 150 foot-pounds.

m. Unkneel the aft MLG until crosshead stalls out in top of coupler.

n. Slowly de ate aft MLG struts until yoke bottoms out on bogie.

o. Set NLG strut extension at 15 inches and install Strut Limiter (Part No. 4G53070-101A).

p. Pull the NLG CONT circuit breaker. (See Figure 1-21.)

The circuit breakers listed below shall be disengaged if electrical power is applied to the airplane for other maintenance tasks. Failure to comply could result in injury to personnel and damage to the airplane.

q. Ensure that the following circuit breakers are disengaged:

• LANDING GEAR POS IND

• EMER BRAKE VALVE

• PRESSURE INDICATOR ALT HYD BRAKE

• HYD BRAKE SEL VALVE

• PRESSURE INDICATOR NORM HYD BRAKE

• PRESSURE INDICATOR HYD SYS 1

• PRESSURE INDICATOR HYD SYS 4

• ANTI-SKID FAILURE & EMER HYD IND LT

r. Ensure that the MLG caster switch is in CENTER.

s. In ate aft MLG tires to maximum allowable pressure.

t. Install NLG towbar.

u. Tow airplane within the following parameters:

(1) Maximum NLG angle is 55 degrees.

(2) Backing and turning the airplane simultaneously is limited to the actual empty gross weight.

(3) Extreme care must be exercised to ensure all movements of the airplane are slow and smooth to prevent airplane damage resulting from limited ground and overhead clearances.

(4) Ensure that the forward MLG tires do not contact the ground.

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v. Remove NLG towbar.

w. Remove MLG torsional load coupler as follows:

Each coupler half weighs 132 pounds and removal space is limited. Extreme care must be exercised to preclude injury of personnel or damage to airplane.

(1) Loosen coupler bolts.

(2) Kneel aft MLG enough to clear coupler.

(3) Remove coupler halves and insert sleeves halves and protection pads. Store all parts in Storage Box (Part No.

7347234-10) to preclude loss.

All insert sleeves and halves must be removed from both aft MLG before gear is unknelt. Failure to comply could result in damage to the ballscrew inserts at the upper yoke.

(4) Inspect both aft MLG to ensure all insert sleeves and halves have been removed and stored in proper storage container.

(5) Unkneel aft MLG until sufficient clearance is obtained to position Kneeling Blocks (Part No. 8748526) at positions 1A1, 1A2, 1B1, 1B2, 2A1, 2A2, 2B1, and 2B2.

(6) Kneel aft MLG simultaneously until load is removed from forward MLG Cable Assemblies (Part No. X8619485).

Remove cable assemblies.

x. Jack forward MLG pistons until load is removed from Cable Harness (Part No. AF7839301). Remove cable assem-blies.

y. Unkneel aft MLG.

z. Unkneel forward MLG.

aa. Re-in ate aft MLG.

ab. Re-in ate forward MLG.

ac. Install and connect all removed and disconnected equipment required to return airplane to service as applicable.

2.2.14 Disconnecting the NLG Steering Torque Arm. (See Figure 2-13.) Use the following procedure to disconnect the NLG steering torque arm.

If the NLG steering torque arm is disconnected, ensure that NLG strut piston extension (X dimension) is at least 18 inches, but no more than 20 inches. Failure to comply could result in damage to the airplane.

a. Check that the NLG downlock pin is installed and that the NLG is in the unkneeled position.

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Use care while performing the following steps to prevent damage to electrical wiring in the area.

When the steering system is disconnected, the steering collar no longer rotates with the axle and the steering collar torque arm lugs may interfere with the tires at some tow angles, depending on shock strut extension. Observation of the area around the tires is recommended and if interference appears imminent, the collar may be rotated manually with NLG steering. If collar rotation is required then the NLG steering valve rod end must be recon-nected.

b. Disconnect the torque arm (4) at the steering collar (1) by unscrewing the two nuts (10) and removing washers (8), bolts (6), and cross pin (5).

c. Remove the pointer bracket (7) from the steering collar (1).

d. Place a piece of soft material (cloth, rubber, or similar material) between the upper torque arm (4) and the lower torque arm (2), then fold the arms together and secure. Lower the torque arms onto the kneel support roller (3).

2.2.15 NLG Steering Manifold Input Arm Disconnection for Towing. (See Figure 2-14 and Figure 2-15.)

a. Ensure the NLG strut is centered.

b. Depressurize No. 1 and No. 4 hydraulic systems. Attach warning tags to No. 1 and No. 4 hydraulic systems power switches.

NOTE

When the NLG steering manifold input arm rod end is disconnected, a red X will be entered in the airplane AFTO Form 781A and a warning tag will be attached to the NLG steering control wheel indicating that the steering input arm is disconnected.

c. Disconnect the NLG steering manifold input arm rod end (Figure 2-14, 2) from manifold clevis (6) as follows:

(1) Remove cotter pin (9), nut (8), washer (7), and bolt (1) that secures NLG steering manifold input rod end (2) to manifold clevis (6).

(2) If required, twist the manifold clevis (6) slightly to facilitate the movement of the NLG steering manifold input arm rod end (2) away from the clevis. If the desired input arm movement or clearance is not present, manually rotate pilot steering wheel in the appropriate direction necessary to maneuver the right arm away from the manifold clevis. Move the rod end clear of the clevis.

(3) Temporarily install bolt (1) in manifold clevis (6), then install washer (7) and nut (8) on bolt.

The steering manifold input rod end will be secured with bungee cord only. This will allow the NLG steering manifold input arm rod end to move as the NLG is turned during the tow process. It will also prevent damage to the NLG manifold clevis. Safety wire or other non-elastic cord material shall never be used to secure the rod end.

(4) Secure the NLG steering manifold input arm rod end (2) to the right hand side of the NLG strut electrical conduit bracket (Figure 2-15, 1) clear of the clevis (6) with 3/16-inch diameter bungee cord (MIL-C-5651).

d. Remove warning tags from the No. 1 and No. 4 hydraulic systems power switches.

2.2.16 NLG Steering Manifold Input Arm Reconnection After Towing. (See Figure 2-14 and Figure 2-15.)

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a. If required, disconnect tow bar from NLG and clear tow equipment.

b. Depressurize No. 1 and No. 4 hydraulic systems. Attach warning tags to No. 1 and No. 4 hydraulic systems power switches.

NOTE

The NLG steering manifold input arm rod end to manifold clevis alignment should not be achieved by loosening the NLG steering manifold input rod end support jamnuts and adjusting the rod end length, as this will require a complete steering system operational checkout.

c. Connect the NLG steering manifold input arm rod end (Figure 2-14, 2) to manifold clevis (6) as follows:

(1) Remove bungee cord securing NLG steering manifold input arm rod end (2) to the right hand side of the NLG strut electrical conduit bracket (Figure 2-15, 1).

(2) Remove nut (Figure 2-14, 8), washer (7), and bolt (1), from manifold clevis (6).

(3) Check alignment of NLG steering manifold input arm rod end (2) to manifold clevis (6). With proper alignment of rod end and manifold clevis, the bolt (1) can be freely inserted through manifold clevis and rod end holes. If desired alignment is not present, manually rotate pilot steering wheel in desired direction to maneuver the manifold clevis into a position that will allow the bolt to be installed through the manifold clevis and rod end holes.

(4) Connect NLG steering manifold input arm rod end (2) to manifold clevis (6) with bolt (1), washer (7), nut (8), and new cotter pin (9).

d. Inspect the NLG steering manifold input arm rod end (2) for obvious defects such as loose jamnuts (3, 4) or broken safety wire (inspection area to include area at black dust boot (5) without removal of boot). Any discrepancies will be noted in the AFTO Form 781A.

e. If no discrepancies are noted, remove warning tags from pilot steering wheel and No. 1 and No. 4 hydraulic systems power switches.

2.2.17 Connecting the NLG Steering Torque Arm. (See Figure 2-13.) Use the following procedure to connect the NLG steering torque arm.

a. Untie the torque arms and remove the material from between the torque arms.

b. Install nuts (10) and washers (8) over the ends of the cross pin (5) before installing the cross pin into the steering collar.

c. Install the cross pin (5) into the steering collar by inserting the ends into the lug holes.

d. Install pointer bracket (7) to the steering collar (1).

e. Attach the upper torque arm to steering collar lugs with bolts (6), washers (8), and nuts (10). Ensure that the cross pin

(5) ts into the bushing in the bolt end. Tighten nuts (10) to a torque value of 200 (±25) inch-pounds, then back off to the rst position of alignment between nut slot and washer tab. Bend tab of washer (8) into slot of nut (10).

2.3 PARKING.

2.3.1 Positioning the Airplane. If there is a choice, head the airplane into the wind. Use the following procedure to position the airplane.

a. Move the airplane into the parking area.

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Ensure that the airplane is towed straight forward or rearward for the last 50 feet of towing. Failure to comply could result in damage to the landing gear.

b. If the aft bogies have been castered, return the aft MLG to the neutral position by placing the caster switch to CENTER during the last 50 feet of towing. Ensure the NLG is at the 20-degree position or less before positioning the caster switch to CENTER.

c. Signal tow vehicle operator either verbally or visually to stop towing the airplane. Ensure that the NLG wheels are positioned straight forward.

d. Apply the airplane brakes.

Do not chock NLG wheels as the NLG and the airplane structure will be damaged if the NLG is kneeled while the chocks are in place.

NOTE

For all parking conditions, use two 56-inch sets of Chocks (Part No. M32058-1-5-A, NSN 1730-01-516-4898).

Alternate method: use four 20-inch sets of Chocks (Part No. M32058-1-2-A, NSN 1730-01-516-4900).

e. The preferred method to chocking is to install one large chock to front and rear of outward aft pair of wheels on the aft bogie assembly. Rope lock system may be used to reduce possibility of chock displacement, but not required unless airplane is being parked for an extended period of time. (See Figure 2-16.)

• Ensure height adjustment screw and caster locks are engaged (full in position) prior to moving tow bar.

• Tension between towbar and nose landing gear axle must be relieved prior to disconnecting towbar. Failure to comply could result in damage to the airplane and/or equipment.

f. If towing from NLG, notify tow vehicle operator to place tow vehicle in park/neutral and momentarily release and reset tow vehicle brakes. Use adjustment handles to align towbar so that tow pin is not binding and can be removed by turning the hand wheel with minimal pressure. If releasing and resetting vehicle brakes does not relieve tension, reset vehicle brakes and have vehicle move forward and aft until tow pin is not binding. Disconnect towbar and move it clear of the airplane.

g. If towing from the MLG, disconnect the towing bridle from the MLG and tractors. Remove and stow the adapters.

h. Ensure the NLG downlock pin is installed in accordance with Figure 2-76.

i. Position an approved re extinguisher at least 10 feet from each wing tip. For approved re extinguishers, see TO 00-25-172. (There must be a 10 foot clearance between the wing tip to the re bottle.) Fire extinguishers may be shared by airplanes parked wing tip to wing tip. Fire extinguishers where the wing tip is in a taxiway should be positioned at or below the wing tip. Alternate positioning may be used when directed by technical data procedures or TO 00-25-172 requirements, but will be repositioned after task completion.

j. Ground the airplane in accordance with Chapter 1.

k. Release the brakes.

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l. Extend the crew entrance door ladder. Extend each support leg until roller touches ground. Install lockpin or extend support leg one hole position to install lockpin.

m. Reconnect the NLG steering torque arm if disconnected for towing in accordance with Paragraph 2.2.17.

n. Remove and stow the strut limiter if installed.

o. Install protective plugs and covers as necessary.

p. Install all the antenna warning streamers.

q. Restore all systems to normal. Place the ight control hydraulic power control switches (ailerons, rudders, and eleva-tors) to NORM or AUTO except that INBD ELEVATOR LEFT SYS 3 and RIGHT SYS 2 switches are left in OFF (Figure 1-33), and secure the ight station as required.

2.3.2 Parking Brakes.

• Do not set parking brakes while hot because the brakes will fuse together or seize in the applied position, resulting in damage to the airplane landing gears. Allow the brakes to cool at least 15 minutes.

• Do not use the parking brakes when parking for an extended time. Use chocks instead. Failure to comply could result in damage to the airplane.

The MLG brakes may be mechanically set for temporary parking. Never set the parking brakes while they are hot. Allow the brakes to cool for at least 15 minutes before setting them. To set the parking brakes, depress the brake pedals, pull the parking brake knob full aft, release the pedals, and then release the knob. When the brakes are set, the brake pedals will return approximately 1 inch. To release the parking brakes, hold the parking brake knob while depressing the brake pedals and return the parking brake knob to the normal position.

2.4 MOORING.

2.4.1 General Mooring Information.

NOTE

These procedures are for weather security of the airplanes.

When the airplane is exposed to high winds while parked, it shall be secured in accordance with the applicable requirements and procedures of the following paragraphs. These procedures also apply to airplanes which are partially exposed, as when either the empennage or forward fuselage is protruding from a hangar. The following procedures are assuming that the airplanes are complete airplanes (330,000 pounds or heavier, with CG located between 19 and 25 percent Mean Aerody-namic Chord (MAC)) or that fuel, cargo, or suitable ballast has been added in compensation for removal of major compo-nents so that the gross weight Center of Gravity (CG) is within the limits speci ed by these procedures. Additional security may be obtained by use of the tiedown procedure.

2.4.1.1 The following general requirements apply to all moored and unattended airplanes, regardless of wind velocity or surface condition:

a. Aft MLG wheels must be chocked using the rope lock system to reduce possibility of chock displacement.

b. NLG ground safety lock must be installed.

c. Ground the airplane in accordance with Chapter 1.

d. All doors and hatches must be kept closed.

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e. All aps, slats, and spoilers must be retracted.

f. If any surface (aileron, rudder, elevator, horizontal stabilizer, ground spoiler, or ight spoiler) is disconnected from its actuator(s), the surface must be secured in accordance with TO 1C-5M-2-9-1, Chapter 1 and TO 1C-5M-2-9-2, Chapter 1.

NOTE

Wind limits are in alignment with AF191-203. For C-5 airplanes the higher wind limit will generally be consid-ered the limiting condition. Wind limits for speci c procedures listed in the maintenance procedures will take precedence over general procedures intended for moored and unattended airplanes.

2.4.2 Mooring in Excessive Winds. The following requirements apply to parking surface conditions ranging from dry to ice covered.

NOTE

The following procedures and limitations apply to airplanes being moored and left unattended. Wind limits for speci c maintenance tasks are listed in the maintenance procedures and will take precedence over general proce-dures.

a. If wind velocities between 20 and 30 knots are anticipated, accomplish the following:

(1) Comply with the general mooring requirements in the above paragraph.

(2) Remove or reconnect any slat or ap which is disconnected.

(3) Close the visor door and the aft door complex (pressure door, side and center cargo doors).

Never stabilize the airplane against winds by jacking the wings or attaching tiedown cables to the fuselage mooring rings. Failure to comply could result in damage to the airplane.

(4) Do not jack the airplane in an outside area, or when hangared with the nose or empennage outside the hangar. If the airplane is on jacks, it must be dejacked.

(5) Secure all equipment not in use against wind movement.

(6) If the airplane is in a nose dock or is partially hangared, ensure that the doors sufficiently clear the fuselage.

b. If wind velocities between 31 and 50 knots are anticipated, accomplish the following:

(1) Comply with the general mooring requirements in the above paragraph and Step a above.

All support equipment must be cleared from the area of the airplane a minimum of 25 feet. Failure to comply could result in damage to the airplane or equipment.

(2) Move all support equipment a minimum of 25 feet from airplane. Secure equipment against wind movement.

(3) If the airplane is partially hangared (either forward or empennage within a hangar or dock), move the airplane out of and clear of the hangar.

(4) Ensure that the MLG chocks are seated rmly against the wheels.

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(5) Install NLG chocks fore and aft of the outboard wheels. Seat the chocks rmly against the wheels.

(6) Ensure that protective plugs and covers are installed.

(7) For added security the airplane may be secured in accordance with the tiedown procedure in this chapter.

c. If wind velocities in excess of 50 knots are anticipated, put the airplane in a hangar. If this is not possible, accomplish the following:

(1) Comply with the general mooring requirements in the above paragraph and Step a and Step b above.

(2) Set parking brakes.

(3) If possible, head the airplane into the wind.

(4) Secure all doors, hatches, equipment, and cargo.

(5) Remove all workstands and equipment from the vicinity of the airplane.

(6) If the airplane is parked on ice and winds are anticipated in excess of 60 knots, one or all items of the following note must be accomplished.

NOTE

When the airplane is parked on a dry surface and added security is desired to compensate for unforeseen condi-tions or winds in excess of 60 knots, the airplane gross weight may be increased to 460,000 pounds or more (840,000 pounds maximum) by addition of fuel or cargo or both, or the airplane may be secured by the tiedown procedure in this chapter.

d. If winds in excess of 70 knots are expected, evacuate the airplane. If evacuation is not possible, comply with the following tiedown procedure.

2.4.3 Tiedown. For added security under high wind conditions, the airplane may be tied down to ramp anchors. (See Figure 2-17.)

a. Position the airplane so that the NLG kneel stop roller (1) is directly over one ramp anchor.

b. Protect the NLG kneel stop assembly with adequate padding.

The ramp anchor must be capable of resisting a load equal to the break strength of the MB-2 chain (37,500 pounds). Failure to comply could result in damage to the airplane or ramp.

NOTE

The amount of slack in the MB-2 chain may be controlled by use of the chain tensioning device or similar adjustment provisions, or by adjustment of tire rolling radius through variation of tire pressure.

c. Attach an MB-2 chain (or equivalent) around the kneel stop roller and the ramp anchor. Adjust the chain to leave 1/2 to 1 inch slack.

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The ramp anchors must be capable of resisting a load equal to the break strength of the MB-2 chain (37,500 pounds). Failure to comply could result in damage to the airplane or ramp.

NOTE

• MLG towing shackles or other suitable hardware may be used to attach the tiedown chains to the MLG tow ttings.

• Ramp anchors may be located anywhere within the 25 degree aft or 40 degree forward sectors either side of the MLG bogie centerline.

d. Attach MB-2 chains (or equivalent) joined end-to-end as required to the front and rear of the aft MLG bogie.

Attachment to the aft end of the aft bogie and the forward end of the forward bogie is an acceptable alternate.

e. Ensure that the four MLG tiedown chains are uniformly snug (no intentional slack).

Ensure that the following step is complied with. This step will relieve any residual stresses in the landing gear and fuselage. Failure to comply could result in damage to the airplane.

f. If there is evidence that an airplane has moved while tied down, remove the tiedown chains, tow straight a minimum of 25 feet, and return to the original position.

2.5 JACKING.

2.5.1 Jacking Modes. There are nine modes, which include jacking, partial jacking, and stabilizing the airplane with jacks. They are as follows:

2.5.1.1 Complete Fuselage Jacking. Jacking the airplane at all six fuselage jacking points raises the airplane for maintenance operations which require the entire airplane to be clear of the ground.

2.5.1.2 Forward Fuselage Jacking. Jacking at the forward fuselage jack points raises the forward fuselage for mainte-nance on the NLG and NLG doors.

2.5.1.3 NLG Jacking. The nose of the airplane can be raised by jacking at a point located on the bottom of the NLG shock strut.

2.5.1.4 MLG Bogie Jacking. The MLG bogie can be raised for wheel and tire maintenance by jacking at any one of the three bogie jack points.

2.5.1.5 Stabilization of the Airplane with Jacks at the Two Aft Fuselage Jack Points. This procedure consists of placing a fuselage jack under each of the two aft fuselage jack points at FS 1964 to stabilize the airplane, after which both aft MLG are kneeled simultaneously. Use of this mode is permitted only for certain maintenance operations on the aft MLG.

2.5.1.6 MLG Shock Strut Jacking. By jacking at the jack point on the bottom of the shock strut, the MLG strut piston and bogie can be raised for maintenance. The shock strut must be depressurized prior to jacking.

2.5.1.7 Stabilization of the Airplane with Six Fuselage Jacks. Stabilization of the airplane with fuselage jacks for maintenance operations involves placement of a fuselage jack under each of the six fuselage jacking points for support and stabilization. This mode may be used to stabilize the airplane for kneeling or de ation of the landing gear and other required maintenance. This mode does not include raising or leveling the airplane.

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2.5.1.8 Raising the Forward Fuselage by Kneeling the Aft MLG. Within the permissible weight and CG limits, the forward fuselage can be raised by this procedure when conventional jacking would be impractical because of inadequate ground clearance under the jack ttings.

2.5.1.9 Wing Jacking. For purposes of inspection and repair of the wing structure, wing jacking may be used to eliminate wing down-bending. This procedure can be used only after the airplane is jacked in accordance with Paragraph 2.5.12 or stabilized in accordance with Paragraph 2.5.19. Wing jacks are not used to raise the airplane.

2.5.2 Fuselage Jacking Points. (See Figure 2-18.) Six fuselage jacking points, three on the left side and three on the right side of the airplane at FS 524, FS 1106, and FS 1964, are provided for fuselage jacking.

2.5.3 Wing Jacking Points. (See Figure 2-19.) Four wing jacking points, two on the left wing and two on the right wing, are provided for supporting the wing box structure during maintenance inspections and wing repair activity.

2.5.4 NLG Jacking Point. (See Figure 2-20.) A jacking lug under the piston axle of the shock strut is provided for jacking the nose landing gear.

2.5.5 MLG Jacking Point. (See Figure 2-20.) Integral jacking pads are located on the underside of each MLG bogie beam to permit jacking of any pair of wheels for wheel and brake maintenance. In addition, a jack pad is located below the shock strut to provide for jacking a de ated strut into the fully compressed position for servicing.

2.5.6 Jacking Equipment. The equipment required for jacking the airplane in any one of the six modes is listed in Table 2-2.

2.5.7 FS 524 and 1964 Jacking Adapter Removal. (See Figure 2-18.) Remove the fuselage jacking adapters as follows:

Ensure this process has been reviewed by your local Bioenvironmental Engineering Office to determine the required engineering controls and personal protective equipment requirements. Failure to comply could result in injury to personnel.

a. Cut and remove safety wire from bolts (6, 9, 11).

b. Remove the forward jacking adapter attachment bolts (6) from adapter (1).

c. Remove the aft jacking adapter attachment bolts (9, 11) from adapter (4).

NOTE

Mark jacking adapters with airplane tail number and location using indelible marker or paint pen. Locate marking on bottom surface of adapter.

d. Remove the forward and aft jacking adapters.

MIL-PRF-680, Type II or Type III, is combustible and toxic and may affect skin, eyes, and respiratory tract. Avoid eye exposure, prolonged breathing of vapors, and repeated skin contact. Use only in well ventilated areas. Use appropriate personal protective equipment. Failure to comply could result in injury to personnel.

e. Clean the jacking adapters and fuselage faying surfaces using MIL-PRF-680, Type III, solvent per TO 1C-5M-23, Chapter 1. Do not allow surfaces to ash rust.

f. Remove all corrosion, if found, from fuselage faying surfaces and FS 524 aluminum jacking adapters (1) per TO 1C-5M-23, Chapter 3. Corrosion damage limitations are provided in TO 1C-5M-23. If necessary, the FS 524 jacking

2-28 adapters and attachment hardware can be reworked per paragraph titled Jacking Adapter Rework Procedures (FS 524 and FS 1964) in TO 1C-5M-3, Chapter 4.

Table 2-2. Jacking Equipment

Equipment Part No./NSN Quantity/Jacking Mode

a. b. c. d. e. f. g. h. i.

Type B-4A 30-Ton NSN 1730-00-516-2017 2 2 2 2 Hydraulic Tripod Jack Adapter Pad 56B-6129 2 2 2 2 60-Ton Hydraulic 76000/ 4 2 4 Tripod Jack NSN 1730-01-060-9575 Adapter Pad 916-182 4 2 4 Type F-2 35-Ton Axle

Jack (or equivalent)

NSN 1730-00-913-1243 1 1

12-Ton Hydraulic Hand Jack

1975/ 1

NSN 5120-00-544-5644LH

35-Ton Axle Jack 8292 1 Adapter Pad 916-310 1 30-Ton Unipod 8313R 4 Hydraulic Wing Jack Adapter Pad 916-182 4 Type MC-7A Air Com-pressor

NSN 4310-00-874-5879 1

AF/M27M- 1 Hydraulic Pumping Unit

NSN 4320-01-399-1758 1 1

Jacking Manifold NSN 4320-01-562-6243 Wing Jacking Adapter 4W32035 4 Wing Jacking Adapter NAS1107-10D 4 Bolt NAS1108-10D Communication Equip-ment (as required)

JACKING MODES:

• Complete Fuselage

• Forward Fuselage

• NLG

• MLG Bogie

• Stabilization of Airplane with Jacks at the Two Aft Fuselage Jack Points

• MLG Shock Strut

• Stabilization of Airplane with Six Fuselage Jacks

• Raising Forward…