1C-5M-2-1_301-400.pdf

Figure 2-23. Internal Leveling Provisions

TO 1C-5M-2-1

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Figure 2-24. NLG Jacking Equipment Layout

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Figure 2-25. MLG Bogie Jack

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Figure 2-26. MLG Shock Strut Jacking Equipment Layout (Sheet 1 of 2)

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Figure 2-26. MLG Shock Strut Jacking Equipment Layout (Sheet 2)

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Figure 2-27. Wing Jack

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Figure 2-28. Wing Jacking Equipment Layout

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Figure 2-29. Universal Beam-Type Sling (Sheet 1 of 5)

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Figure 2-29. Universal Beam-Type Sling (Sheet 2)

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Figure 2-29. Universal Beam-Type Sling (Sheet 3)

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Figure 2-29. Universal Beam-Type Sling (Sheet 4)

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Figure 2-29. Universal Beam-Type Sling (Sheet 5)

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Figure 2-30. Aft Cargo Center Door Hoisting Equipment (Sheet 1 of 2)

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Figure 2-30. Aft Cargo Center Door Hoisting Equipment (Sheet 2)

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Figure 2-31. Universal Sling (Sheet 1 of 3)

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Figure 2-31. Universal Sling (Sheet 2)

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Figure 2-31. Universal Sling (Sheet 3)

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Figure 2-32. Aileron Counterweight Sling

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Figure 2-33. Universal Wire Rope Sling (Sheet 1 of 4)

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Figure 2-33. Universal Wire Rope Sling (Sheet 2)

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Figure 2-33. Universal Wire Rope Sling (Sheet 3)

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Figure 2-33. Universal Wire Rope Sling (Sheet 4)

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Figure 2-34. Rudder Hoisting Unit

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Figure 2-35. MLG Hoisting Equipment

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Figure 2-36. MLG Sidebrace Hoisting Equipment

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Figure 2-37. MLG Drag Strut Hoisting Equipment

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Figure 2-38. Cradle Sling

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Figure 2-39. Nose Radome Hoisting Equipment

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Figure 2-40. Portable Equipment Handling Hoisting Unit

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Figure 2-41. Visor Door Hoisting Adapter

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Figure 2-42. MLG Outboard Door Actuator Hoisting Beam

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Figure 2-43. P/TA Portaloader

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Figure 2-44. IRCM P/TA Handling Fixture

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Figure 2-45. IRCM P/TA Hydraulic Lift

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Figure 2-46. Universal Heavy Duty Cradle

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Figure 2-47. MLG Door Cradle

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Figure 2-48. Aft Cargo Side Door Cradle

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Figure 2-49. APU Ground Handling Cart

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Figure 2-50. Vertical Stabilizer Internal Access Personnel Platform (Sheet 1 of 2)

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Figure 2-50. Vertical Stabilizer Internal Access Personnel Platform (Sheet 2)

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Figure 2-51. Truck-Mounted Servicing Platform

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Figure 2-52. Universal Light Duty Stand

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Figure 2-53. Servicing Platform Spraying Unit Kit

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Figure 2-54. General Maintenance Platform

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Figure 2-55. Vertical Adjustable Maintenance Platform

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Figure 2-56. Engine Maintenance Platform

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Figure 2-57. MLG Maintenance Platform

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Figure 2-58. Highlift Service Truck

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Figure 2-59. Food Service Elevator

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Figure 2-60. NLG Truck

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Figure 2-61. MLG Truck

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Figure 2-62. Fan Cowl Dolly

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Figure 2-63. Core Cowl Dolly

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Figure 2-64. Engine Cradle

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Figure 2-65. Pneumatic Tire Engine Dolly

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Figure 2-66. Engine Air-Truck Transport Base (Sheet 1 of 2)

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Figure 2-66. Engine Air-Truck Transport Base (Sheet 2)

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Figure 2-67. Center Wing Root Area Maintenance Platform

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Figure 2-68. Movable Pressure Bulkhead Hoisting Fixture

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Figure 2-69. Safetec Stand

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Figure 2-70. Engine Protective Covers

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Figure 2-71. Ram Air Inlet Cover

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Figure 2-72. Pitot Tube Cover

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Figure 2-73. Wheel and Tire and MLG Protective Covers

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Figure 2-74. APU Inlet Duct Protective Plug

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Figure 2-75. APU Exhaust Duct Cover

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Figure 2-76. MLG and NLG Ground Safety Pins

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Figure 2-77. Kneeling Mechanism Ground Safety Lock

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Figure 2-78. Aileron Ground Safety Lock Installation

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Figure 2-79. Horizontal Stabilizer Lock Installation

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Figure 2-80. Warning Streamers

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Figure 2-81. MLG Manual Override Lock Assembly

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CHAPTER 3

SERVICING

3.1 SERVICING INFORMATION.

3.1.1 Servicing Points, Servicing Capacities, and Drain Provisions. Servicing points, servicing capacities, and drain provisions are described when applicable in the detail servicing procedure.

3.1.2 Servicing Precautions. Many hazards to the airplane and to the personnel working on it arise during servicing.

Know and observe all applicable safety precautions listed in this manual, TO 1C-5M-2-5, TO 00-25-172, AFI 91-203, and TO 37A-1-101. Accomplish all procedures with a general regard for safety.

3.1.2.1 Servicing is more difficult in extreme weather. In particular, low temperatures cause metals to contract and rubber to harden. Fluid line joints will develop leaks and require torque readjustment. Extremely hot weather causes air pressure to rise in tires and accumulators. Fluids, especially fuel, will evaporate much more rapidly; therefore, the danger of explosion is greater.

3.1.2.2 Nitrogen servicing to components (accumulators, shock struts, tires, etc.) will have pressure veri ed by a certi ed pressure gage. Servicing pressure gages should be selected depending on application and should have a scale and tolerances appropriate for the pressure being measured. In general, the max scale on the gage should be about twice the servicing pressure. The smallest scale division should be appropriate for the tolerances of the servicing pressure required. Generally, acceptable servicing pressure gage accuracy for C-5 applications is ±1 percent of the gage’s full scale range. Proper gage selection will help to ensure proper accumulator and strut servicing.The pressure gages installed on the components being serviced are for reference only and are not for servicing. Apply pressure and allow component to equalize for 15 to 30 minutes when close tolerance pressures are required.

3.1.2.3 The fuel tanks are pressurized with gaseous nitrogen. If it is necessary to remove a fuel tank ller cap, fuel tanks must be depressurized prior to removing the cap.

3.1.2.4 Utmost caution should be exercised, especially during servicing operations, to keep foreign materials from enter-ing the airplane systems. High winds or dry weather increase the proportion of dust and other foreign matter in the air. If it is necessary to fuel the airplane through the wing ller ports during rainy weather, use a protective canopy to shelter the immediate area around the ller port.

3.1.2.5 After lling the tanks, clean up any spillage. This is especially necessary if fuel or oil is spilled on tires or on other rubber material. If any fuel is spilled during refueling, the operation should be suspended immediately and the fuel hose replaced on its reel. The fueling vehicle will not be started nor will any automotive equipment be allowed within 50 feet of the airplane until the spilled fuel has been washed down and/or pronounced safe by the re marshal or his representative.

3.1.2.6 The C-5 normal fuel servicing pressure is 55 (±5) PSI at no- ow.

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3.2 FUEL SYSTEM SERVICING.

3.2.1 Refueling, Defueling, and Ground Transfer Precautions.

The following precautions must be observed during fuel system servicing.

• A disengaged circuit breaker must not be reset when it disengages until the cause for disengagement has been determined and corrected. Failure to comply could result in injury to personnel and/or damage to the airplane.

• Before starting actual fuel ow or maintenance actions around open fuel tank areas, all persons working at the airplane will dissipate body static potential by gripping the static ground line with the bare hand. This process will be repeated frequently during the entire fueling, defueling, and maintenance operation. Failure to comply could result in serious injury to personnel.

• Airplane must not be fueled or defueled during electrical storms or while the oxygen system is being serviced.

Airplane must not be fueled or defueled within 50 feet of hangars as measured from the airplane fuel connec-tions and vents. Failure to comply could result in injury to personnel or damage to the airplane.

• The airplane will not be serviced when there is evidence of a hot brake. Failure to comply could result in injury to personnel or damage to the airplane.

• When carrying missiles, ammunition, or rockets, compliance with the safety precautions speci ed in TO 11A- 1-33 is mandatory. Failure to comply could result in injury to personnel or damage to the airplane.

• Ensure that the defensive system ground safety pin is inserted into the master safety switch at the ight engineer station. Failure to comply could result in injury to personnel or damage to the airplane.

• Before connecting an external electrical power cart to the airplane, ensure that a warning tag has not been attached to the airplane external power receptacle. Smoking or open ame is not allowed within 50 feet upwind from the fuel source, the receiver fuel connections, and the fuel vents. Smoking or open ame is not allowed within 50 feet of the fueling and defueling operations. Personnel will not handle or remove from pockets spark producing items, such as cigarette lighters or matches, during fueling and defueling operations. Failure to comply could result in damage to equipment or injury to personnel.

• Personnel must observe wing and fuselage walkway areas. Personnel performing servicing on top of wings, fuselage, and horizontal stabilizer must wear a restraint kit harness at all times. (See Figure 1-15.) Failure to comply could result in injury to personnel.

• On airplanes that do not have a fully operational FSS and/or fuel tanks are not pressurized and inerted by the FSS, and when refueling with JP-5 (NATO F-44), JET A (NATO F-30), or JET A-1/JP-8 (NATO F-34) fuel into an airplane containing JP-4 (NATO F-40) fuel or aviation gasoline, the fuel pressure must not exceed 12 PSI as read on the gage on the ight engineer fuel management panel. (An airplane is considered to contain JP-4 (NATO F-40) fuel if the fuel on board at the start of the refueling operation contains more than 2 percent of JP-4 (NATO F-40).) Failure to comply could result in injury to personnel and damage to the airplane since refueling pressures above 12 PSI increase the possibility of the JP-5 (NATO F-44), JET A (NATO F-30), or JET A-1/JP-8 (NATO F-34) building up a static charge in the fuel lines which could ignite the JP-4/JP-5, JP-4/JET A, or JP-4/JET A-1/ JP-8 fuel mixture. The mixture is more volatile than any of the fuels by itself. On airplanes that do have a fully operational FSS and fuel tanks are pressurized and inerted by the FSS, normal refueling pressures and ow rates are permissible.

• Fuel tanks must be depressurized before removing any ller cap. Depressurization procedures are speci ed in TO 1C-5M-2-5, Chapter 2. Failure to comply could result in injury to personnel.

• During fueling and defueling operations, two ground cables must be connected from the airplane to an ap-proved earth ground. In areas where snow, ice, or lack of an approved earth ground make it impossible to complete grounding connections, a grounding cable will be connected complete grounding connections, a grounding cable will be connected from the airplane to the fueling vehicle. This procedure is not an alternate for the normal grounding procedure, but is to be used only when it is impossible to complete a connection to an approved earth ground. For overwing fueling/defueling operations only, fuel nozzles must be bonded to the airplane before removing ller caps. Equipment used must be grounded to approved earth grounds and to the

3-2 airplane. Airborne radar or transmitting equipment will not be operated within 100 feet of a fueling or defueling area. Ground radar or transmitting equipment will not be operated within 300 feet of fueling and defueling area. If necessary, transmitting equipment may be placed in standby by removing plate voltage. Hoses or nozzles must be bonded to the airplane at the fuel tank receptacle prior to insertion into the fuel tanks. Failure to comply could result in injury to personnel or damage to the airplane.

• When airplanes are being depressurized, a nitrogen-fuel-air mixture may be vented beneath the wing. Personnel not actively engaged in the refueling/defueling process should not enter the area. Failure to comply could result in injury to personnel.

• Fuel spilled on skin or clothing must be removed immediately. Fuels can cause skin irritation. Wash skin with soap and water. In the event of major spillage of fuel, immediate action must be taken to shut down or deenergize equipment in the area. All unnecessary personnel must leave the area until the area is declared safe.

Residual fuel must be drained into closed containers and moved to a safe location as soon as possible. Failure to comply could result in injury to personnel.

• Compliance with the safety precautions speci ed in TO 00-25-172, AFI 91-203, and the procedures speci ed in TO 37A-1-101 is mandatory. Failure to comply could result in injury to personnel.

• In the event of major spillage of fuel, oil, or water-alcohol during any ground support operation, the following immediate action shall be taken: Follow the precautions against back res. All personnel shall leave the imme-diate area where spillage has occurred, but will take essential actions to contain, con ne, prevent ignition, or suppress res from fuel spillage using positioned re extinguishers at hand pending arrival of re department.

This applies, with sound judgement, to all fuel spills regardless of extent. Personnel shall be strategically positioned around the contaminated area to prevent any powered equipment or other source of ignition from entering the area. The installation re department shall be noti ed immediately and shall take action to render the area safe prior to airplane and ground equipment movement. In the event of a re, an attempt shall be made to move the airplane in the immediate vicinity to a safe area and the servicing unit to an isolated area. Failure to comply could result in injury to personnel and damage to airplane or equipment.

• Prior to connecting the fuel nozzle to the SPR adapter, check the adapter housing, mounting ange, and poppet valve for cracks, distortion, and excessive wear. Failure to comply could result in injury to personnel and damage to airplane or equipment.

• Operating external power units will be parked outside the fuel servicing safety zone which is at least 50 feet from the pressurized fuel carrying servicing components and at least 25 feet from aircraft fuel vent outlets. The operating units will be positioned upwind from the fuel servicing operation when possible. It will be braked in position and, if necessary because of ramp slope or brake conditions, it will be positioned at an angle that provides the greatest clearance, using the entire length (60 feet) of the external power cable. Only approved cables will be used with the power unit. Under no circumstances will ground power units be parked under any part of an airplane. Operator will remain in the vicinity of ground power units at all times while units are being operated. An approved re extinguisher will be readily available at all times. For approved re extinguishers, see TO 00-25-172. Failure to comply could result in injury to personnel and damage to airplane or equipment.

• If a sump low warning system circuit breaker or a fuel quantity indicating system circuit breaker has tripped as a result of a system malfunction, a warning tag must be attached. Do not reset until directed to do so in the sequence of the checkout of sump low warning light circuits and fuel quantity indicating circuits in TO 1C-5M-2-5, Chapter 4. Failure to comply could result in a re or explosion in the fuel tank.

• If a fuel quantity indicator goes blank or presents a scrambled/abnormal indication for 5 seconds or longer, a possible hot fault may exist. An undetected additional fault could result in a re or an explosion should an explosive mixture be present in the fuel tank. The associated FUEL QUANTITY IND, PRI FUEL LEVEL VALVE, SEC FUEL LEVEL VALVE, and AUTO REFUEL CONT circuit breakers must be opened and proper inspection and/or repairs have been made. Failure to comply could result in injury to personnel and damage to the airplane. The airplane may be own on a subsequent ight with a malfunctioning indicator provided the system has been made safe by making it inoperative. Fuel quantity indicator will be inoperative when system feed through connector plugs are disconnected in accordance with instructions in TO 1C-5M-2-5, Chapter 4.

• Transmitting on the high frequency (HF) radios, radar altimeter, TACAN or IFF equipment is prohibited during fueling operations. Failure to comply may result in personnel injury or damage to the airplane.

• Maintenance on airplane or engine fuel systems which requires the opening of fuel lines, fuel tanks, or replace-

3-3 ment of plug-in compartments (fuel probes) is prohibited. Failure to comply may result in personnel injury or damage to the airplane.

• Powered vehicles without spark arrestors will not be driven into the fuel servicing safety zone until the fuel servicing equipment is depressurized. After these vehicles are completely inside the cargo compartment or outside the safety zone, fuel servicing may be resumed. Failure to comply may result in personnel injury or damage to the airplane.

• Passengers will not be allowed in cargo compartment while winching of rolling stock or pallets is being accomplished. Failure to comply can result in serious injury to personnel.

• Use of the winch in the cargo compartment of C-5 aircraft is prohibited during defueling operations. Failure to comply may result in personnel injury or damage to the airplane.

• Portable or mobile electrical illumination units, and extension cords used within a 50-foot radius of the fueling points or vents, shall be of an explosion proof type approved by the National Board of Fire Underwriters, for us in Class 1, Division 1, hazardous areas. The equipment shall be positioned upwind of the ller and vent opening. Failure to comply could result in injury to personnel and damage to the airplane.

• All outside ladder support legs shall be fully retracted during refuel/defuel operations. Failure to comply could result in damage to the airplane.

• The airplane must be located in an approved area before servicing. Failure to comply could result in damage to the airplane.

• Ensure that care is exercised at all times to protect the fuel system against possible contamination and to prevent the entry of foreign matter into the tanks, lines, and operating components of the fuel system. Filler openings on top of the wings do not have screens. Filler caps must be replaced as soon as hose nozzles are withdrawn. Failure to comply could result in damage to the airplane.

• During defueling if a fuel boost pump circuit breaker disengages, defueling may be continued using the second boost pump in the tank being defueled. Do not reset the circuit breaker until the cause for disengagement has been determined. If both boost pump circuit breakers disengage in any one tank, discontinue defueling until cause for disengagement has been determined and corrected. Failure to determine the cause of circuit breaker disengagement could result in damage to the airplane.

• Be sure all equipment is clear of the underside of the airplane during refueling, since setting of the airplane can occur. Failure to comply could result in damage to the airplane.

NOTE

• The fuel servicing hydrant (MH-2A or equivalent) may be positioned under the wing if necessary for servicing.

• After servicing equipment is positioned and brakes set, the ignition will be turned off, except when the equip-ment uses power takeoff to drive the pump.

• It is considered normal for a digital fuel quantity indicator to go blank or present a scrambled/abnormal indication for approximately 2 seconds after an airplane electrical power change or power surge/interruption and then return to normal indication.

• At en route locations, the guidance given in TO 00-25-172 may be used in lieu of weapon speci c tech order guidance if the location is not con gured for C-5 airplanes.

• Bonding is not required for all-metal pantograph, as long as there is a continuous metal structure from the fuel servicing equipment to the aircraft.

• Servicing of the airplane pneumatic system, oil system and eet service activities concurrently with fueling operations is authorized.

• Interior power-on electrical maintenance to include LRU exchange and checkout is authorized.

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• Simultaneous servicing of fuel while loading passengers, cargo, performing maintenance, aircrew members performing inspections, or operating aircraft systems is considered to be a normal fuel servicing operation.

• Liquid nitrogen servicing and single wheel replacement in wheel wells is permitted when refueling equipment is pressurized.

• The airplane APU may be used to supply power for single point refueling or defueling and/or cargo winching operations. When the airplane APU is used to supply power, the following precautions shall be adhered to:

One person located at the APU controls.

Establish interphone communications between ight station and personnel performing refuel operation at the

SPR and APU panel to ensure immediate shutdown of the APU in case of an emergency. The APU must be started and running in a stable condition prior to pressurizing the refueling hose or pantograph.

• The following additional precautions and procedures shall be strictly adhered to when personnel are permitted to remain aboard while maintenance and fueling are being accomplished:

Necessary ramps are in their proper position and are unobstructed in order that personnel can be expeditiously evacuated.

A ight attendant or medical technician is in attendance within the airplane to ensure compliance of NO SMOKING restictions and to assist in the removal of passengers or patients in the event of re.

3.2.2 Additional Precautions for Concurrent Refueling and Defueling.

A loadmaster or passenger representative will not leave the cabin while passengers are onboard. Failure to comply could result in serious injury to personnel.

• Prior to connecting electrical power to the airplane, ensure that all ground disconnect switches listed in the procedure entitled Connecting External Electrical Power in Chapter 1 are in the open (up) position. Close only the ground switch or switches required for performing the following maintenance task. Prior to closing any one of the ground switches, open all circuit breakers controlled by that switch on which power is not required.

Failure to comply could result in damage to the airplane.

• During fueling or defueling operations, periodically observe fuel tanks vent shown in TO 1C-5M-2-5, Chapter 3, for evidence of fuel spillage. In the event that fuel spillage is observed, immediately terminate the fueling or defueling operation. Remove the fuel from the vent boxes by turning on the fuel boost pumps in the outboard main tanks for approximately 15 minutes. Failure to comply could result in damage to the airplane.

• Do not allow fuel hoses, hose nozzles, or unions to damage the airplane. Keep loose objects away from the fuel tank ller openings. The ller openings do not have screens. Failure to comply could result in damage to the airplane.

NOTE

All activities being accomplished concurrently with fuel servicing will be under the direct control of the chief servicing supervisor. This does not include authority to waive restrictions against activation of any portion of the electrical systems other than required for servicing operations nor does it permit any relaxation of existing precautions regarding oxygen servicing.

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Table 3-1. Tools and Test Equipment Required

Figure and Index No. Nomenclature AN Type Designation or Part No.

Alternate Use and Application

Generator Set A/M32A-60A Equivalent To supply external elec-trical power.

Cable, Grounding NSN1730-00-123-8742LH Equivalent To establish a path to ground for static elec-tricity.

Hose Local Manufacture (3-1/2 inch inside diameter, rubber im-pregnated canvas, to with-stand 41 PSI)

To defuel through the jettison system.

Fuel Servicing Unit MH-2A Equivalent To transfer fuel from storage to airplane.

Tractor NSN2420-00-821-0834 Equivalent To position servicing equipment.

Fuel Truck MIL-T-38245 or Equivalent To supply fuel.

NSN 2320-00-723-5070

2-55 Maintenance Platform 4S94111 Equivalent To gain access to over-wing fueling

1-15 Personnel Restraint Kit

4S80000 To protect personnel from falls from upper surfaces of the air-plane.

Defuel Kit NSN4930-00-908- 7776 Equivalent To defuel the airplane.

3.2.3 Fuel Tank Weight Limitations. The maximum fuel load limits for the tanks are as follows:

Main Tanks 1 and 4 23,826 pounds per tank Main Tanks 2 and 3 25,337 pounds per tank Auxiliary Tanks 1 and 4 30,970 pounds per tank Auxiliary Tanks 2 and 3 31,600 pounds per tank Extended Range Tanks 1 and 4 27,244 pounds per tank Extended Range Tanks 2 and 3 27,273 pounds per tank

3.2.4 Backflow Prevention Between Fuel Servicing Trucks.

a. Observe the safety precautions in AFI 91-203, TO 00-25-172, and this manual.

The procedure to prevent back ow between fuel servicing trucks must be performed when refueling simultane-ously through two adapters on the same side of the airplane. Failure to comply could cause one fuel servicing truck to over ow, resulting in a condition extremely hazardous to personnel.

This procedure shall be repeated each time a fuel servicing truck becomes empty and another fuel servicing truck is used to complete the refueling operation. Failure to comply could cause damage to airplane or equipment.

b. Connect fuel servicing trucks to the airplane. Ensure that poppet valve is closed on each nozzle.

c. Ensure that center separation valve is closed if refueling from both sides of airplane.

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d. Adjust the no- ow pressure at the fuel servicing trucks to within 5 PSI of each other before opening the nozzle poppet.

e. As soon as a fuel servicing truck becomes empty, close the nozzle poppet to that truck.

3.2.5 Single Point Refueling. (See Figure 3-1 and Figure 3-2.) Personnel needed to refuel the airplane: one person to control and monitor the operation from the ight engineer fuel management panel; one person at each Single Point Refueling (SPR) position being used; and the supervisor to monitor the power unit and the overall operation. Interphone contact must be maintained between the refueling team throughout the refueling operation.

When servicing from two SPR adapters on the same side of the airplane or from both sides of the airplane, ensure that the fuel pressure differential does not exceed 5 PSI. Failure to comply could result in back ow and fuel spillage creating a condition which could cause injury to personnel and damage to the airplane.

NOTE

• Procedures contained in this paragraph are applicable when using an external power cart or APU.

• If a discrepancy exists for loss of hydraulic uid from any hydraulic system and the leak has not been isolated, perform the procedure titled Loss of Hydraulic Fluid Inside Fuel Tanks in TO 1C-5M-2-3FI-1 before proceed-ing.

• The refuel supervisor shall have full and nal authority over all participating personnel and phases of the fuel servicing operation, with the exception of the deployment and control of CFR vehicle and personnel.

a. Refuel supervisor will read and observe the safety precautions in this section of the manual. The refuel supervisor is also responsible for the following:

(1) Speci c servicing requirements to include grounding/bonding sequence for the speci c airplane.

(2) Timing of any servicing and maintenance required, cargo/baggage loading/unloading, eet servicing, catering/ food service functions, and any other function that requires personnel or equipment movement into or within the fuel servicing area.

The 40K loader open- ame heater will not be used in servicing area.

(3) Verify that vehicles involved in the fuel servicing operation are equipped with a spark arresting device. Vehicles not meeting these requirements will not be allowed in the servicing area as long as refueling is in progress.

(4) Ensure that required interphone headsets are available.

(5) Prior to airplane fueling, ensure refueling equipment is checked for serviceability under pressure.

(6) Ensure all personnel involved in fueling operations, such as maintenance teams, aerial port, passenger service, etc., are aware of the total requirements of the servicing. Individual requirements are:

(a) Report to the refuel supervisor any condition that might jeopardize safety.

(b) Coordinate all phases of their operation with the refuel supervisor.

(7) The refuel supervisor will ensure communications to the re department through Job Control or the Command Post are immediately available and operational. When passengers/patients are on board, the number of passen-gers/patients will be given to the re department.

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(8) Ensure that refuel servicing team memebers are aware of emergency procedures. In the event of an emergency:

(a) Stop fuel ow.

(b) Determine if evacuation of passengers from airplane is required.

(c) Initiate normal or emergency evacuation of airplane as necessary.

(d) If situation/hazard warrants, bring in CFR, and turn operation over to Crash Fire Rescue personnel.

(e) Assist CFR personnel as required.

(9) Ensure correct airplane parking grounding, and chocking.

(10) Direct positioning and connecting of GPU. Remain in constant intercom contact with personnel in cockpit, and at the airplane refueling control panel during and until refueling is terminated. When passengers are onboard, remain in constant intercom contact with passenger compartment supervisor.

(11) Determine the status of the airplane and its system, and call for maintenance specialists as required.

(12) Ensure that cabin crew personnel have briefed passengers concerning fuel servicing precautions, including emer-gency egress procedures, if they are to remain onboard.

(13) Verify ight crew member or passenger representative remains in attendance within airplane when passengers are onboard.

(14) Remain near nose of the airplane to observe all operations and remain on interphone during the entire refueling phase of the operation.

(15) Clear support equipment to be positioned at airplane.

(16) Position lavatory servicing truck and potable water truck as required.

(17) Position and ground hydrant hose cart(s) or refueling vehicles as required.

Maintenance stands and equipment used in concurrent servicing, must be positioned to ensure that the airplane is not damaged when it settles during refueling operations.

(18) Positioning maintenance stands and bonding to airplane. Rubber wheeled maintenance stands need not be grounded, but will be bonded, and may be unbonded while being repositioned during concurrent servicing.

Maintenance stands should not be closer than 1 foot from the underside of fuselage, nacelles, or wings.

(19) Ensure that ramps and stairs are in their proper position and unobstructed to enable emergency egress.

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Voice contact must be established and maintained at all times during the fuel servicing operations when passen-gers are on board the airplane. The airplane intercom system should be used as the primary means of mainting voice contact between the fuel servicing team members. If the airplane intercom system in inoperative and connot be used to maintain voice communications, portable hand-held radios may be used to provide voice contact subject to the following stipulations. Radios can be used with in the FSSZ; however, only intrinsically safe radios can be used with 10 feet of any airplane fuel vent outlet, fuel spill, or fuel tank truck being lled from airplane defueling.

(20) Position a serviceable re extinguisher in the immediate vicinity of each operating APU which does not have an operable internal re suppression system.

Team members will not break interphone contact unless directed by or coordinated with the refuel supervisor. At no time will the interphone system be disconnected during refueling operations. There refuel panel operator and SPR operator shall maintain constant voice contact with the refuel supervisor during furl servicing. The airplane interphone system will be used for this purpose.

(21) Direct all refueling team members to take positions and establish interphone contact.

b. Ground the airplane and the airplane fueling source according to Figure 3-2.

Application of hydraulic uid is a potential skin and eye contact hazard. Appropriate skin and eye protection must be worn. Contact your local bioenvironmental engineer for speci c personal protective equipment requirements.

When applying hydraulic uid from a spray container, spray uid on clean cloth only. Do no spray on struts, brakes, tires, or other airplane component. Failure to comply could result in damage to airplane components.

c. Wipe the exposed surfaces of all landing gear shock struts with a clean, soft cloth thoroughly moistened with MIL- PRF-83282 hydraulic uid.

d. Set parking brakes.

e. Check that the chocks are properly placed (approximately 2 inches) forward and aft of wheels of rear bogie assem-blies.

f. Ensure that fuel vents are free of obstruction. Constantly observe for fuel ow from tank vent outlet.

Prior to connecting electrical power to the airplane, ensure that all ground disconnect switches listed in the procedure entitled Connecting External Electrical Power in Chapter 1 are in the open (up) position. Close only the ground switch or switches required for performing the following maintenance task. Prior to closing any one of the ground switches, open all circuit breakers controlled by that switch on which power is not required. Failure to comply will reduce service life of the system components.

g. Connect electrical power in accordance with instructions in Chapter 1.

3-9

h. Establish radio/interphone communications between the fuel management panel operator, the refueling equipment operator/SPRM, and the supervisor.

i. Ensure all outside ladder support legs are fully retracted.

j. Turn on SPR LT as required.

k. Lift and rotate the SPR cap lockspring onto the lockplate.

l. Remove the SPR cap. Check adapter anges for serviceable condition.

m. Prior to connecting the nozzle to the adapter, visually check the locking mechanism of the nozzle for evidence of wear or breakage.

n. Connect the nozzle to the adapter and rotate the nozzle lever to open the poppet valve and lock the nozzle in position.

o. Prior to applying fuel pressure to the system, ensure that the nozzle is securely locked by manually attempting to remove the nozzle with the poppet valve in the open position. If the nozzle can be removed, it is defective and must be replaced.

p. Ensure all indicator lights on the fuel control panel come on by placing the CAUTION LT switch on the hydraulic control panel to TEST.

Ensure that all switches listed in the following step are positioned as indicated. Failure to comply could result in fuel spillage.

q. Place the following fuel management panel switches in the position indicated:

SWITCH POSITION

PANEL LT As Required

CENTER SEPARATION CLOSED

LEFT SEPARATION As Required RIGHT SEPARATION As Required FILL 1 As Required FILL 2 As Required FILL 3 As Required FILL 4 As Required

ISO 1 CLOSED

ISO 2 CLOSED

ISO 3 CLOSED

ISO 4 CLOSED

LEFT CROSSFEED CLOSED

RIGHT CROSSFEED CLOSED

AUX 1 LEVEL CONTROL VALVE As Required EXTD RG 1 LEVEL CONTROL VALVE As Required AUX 2 LEVEL CONTROL VALVE As Required EXTD RG 2 LEVEL CONTROL VALVE As Required EXTD RG 3 LEVEL CONTROL VALVE As Required AUX 3 LEVEL CONTROL VALVE As Required EXTD RG 4 LEVEL CONTROL VALVE As Required AUX 4 LEVEL CONTROL VALVE As Required AUTO REF As Required

3-10

SWITCH POSITION

LINE DRAINS OFF

PRECHECK OFF

LH GRD REFUEL REF 2

RH GRD REFUEL REF 3

LEFT AERIAL REFUEL REF/OFF OFF

RIGHT AERIAL REFUEL REF/OFF OFF

LEFT JETTISON CLOSED

RIGHT JETTISON CLOSED

NOTES:

CLOSED when refueling from both sides of the airplane; OPEN when refueling from one side and during precheck operation.

REF when refueling from both sides of the airplane or left side of airplane only; OFF when refueling from right side only.

REF when refueling from both sides of the airplane or right side of airplane only; OFF when refueling from left side only.

r. On AF68-0213, AF68-0216, and AF69-0024, perform a fuel quantity press-to-test check using the T-button on the fuel quantity indicators.

s. On AF83-1285 and up, perform a fuel quantity test by momentarily placing the toggle switch on the fuel quantity indicators to TEST.

t. On AF68-0213, AF68-0216, and AF69-0024, if auto refueling is selected, select the amount of fuel for each tank by placing the QTY SEL dial pointer on the FUEL QTY gages to the desired position.

u. On AF83-1285 and up, if auto refueling is selected, the applicable tank will ll to the preset maximum load. If other than the preset maximum load is desired, set in the new fuel quantity using the DEC-INC toggle switch on the fuel quantity indicator.

v. Perform procedures in Paragraph 3.2.4.

Terminate refueling if the VENT FILL light comes on or fuel spillage occurs during refueling, and perform the following step. Failure to comply could result in injury to personnel and damage to the airplane.

w. Drain the fuel vent box(es) of fuel by placing the No. 1 and/or No. 4 main fuel tanks boost pump switches to ON.

Continue to operate the boost pumps for 15 minutes after the VENT FILL light goes off. If the No. 1 and No. 4 main fuel tanks are full, transfer fuel in accordance with procedures in TO 1C-5M-2-5, Chapter 5, to provide room for the fuel scavenged from the vent box. Do not resume refueling until the cause for the vent box over ll has been deter-mined and corrected. Refer to TO 1C-5M-2-5, Chapter 5.

Ensure positive ow of fuel from fuel servicing units. Failure to comply could result in back ow of fuel causing injury to personnel and damage to the airplane.

x. Initiate refueling ow to the airplane.

RESULT: Observe that the fuel ow starts by monitoring the fuel quantity totalizer and two fuel pressure indica-tors on the ight engineer fuel management panel and the owmeter at the fueling source.

3-11

On AF83-1285 and up, if refueling in auto mode, the fuel quantity gages must be monitored for power loss.

Failure to comply could result in damage to the airplane or equipment.

y. On AF83-1285 and up, if refueling in auto mode, monitor the individual fuel quantity gages. The auto refuel function of the quantity gages will not allow fuel to feed into tanks if power is lost. If power is lost to a fuel quantity gage, terminate the auto refuel procedures.

z. Ensure the owmeter at the fueling source indicates positive ow of fuel from fueling source.

If there is no positive shutoff of fuel during precheck on either the primary or secondary side, close poppet valve.

Failure to comply could result in injury to personnel or damage to the airplane.

NOTE

Placing PRE CHECK switch to PRI or SEC operates the primary or secondary oat valve on the FUEL LEVEL CONTROL valve to shut off fuel ow.

aa. Place the PRE CHECK switch to PRI.

ab. Ensure that fuel ow has stopped by checking the owmeter at the fueling source.

ac. Place the PRE CHECK switch to OFF.

RESULT: Observe the fuel quantity gages and note that the fuel ow resumes.

ad. Place the PRE CHECK switch to SEC.

ae. Ensure that fuel ow has stopped by checking the owmeter at the fueling source.

af. Place the PRE CHECK switch to OFF.

RESULT: Observe the fuel quantity gages and note that the fuel ow resumes.

ag. If second fuel servicing unit is on the opposite side of the airplane, close center separation valve.

ah. Open poppet valve for second fuel servicing unit.

Perform Paragraph 3.2.4 any time a fuel servicing unit becomes empty or is changed. Failure to comply could result in damage to the airplane or to the servicing equipment.

ai. On AF68-0213, AF68-0216, and AF69-0024, note that the total fuel quantity indication does not differ from the sum of all the quantity indicators by more than 3,500 pounds. On AF83-1285 and up, note that total fuel quantity indication does not differ from the sum of all the quantity indicators by more than 1,200 pounds.

aj. Ensure that the owmeter at each of the refueling sources indicates positive ow of fuel from fueling sources.

3-12

When refueling in auto mode and when the QTY SEL switches are being used to stop fuel ow into the tanks, carefully monitor the fuel quantity to ensure that the fuel level control valves close at the desired quantity. When refueling in manual mode, ll the tanks in symmetrical pairs, i.e., left and right wing main tanks, left and right wing auxiliary tanks, and left and right wing extended range tanks. Close all valves before reaching de ned tank quantity and top off the tanks for the desired quantity. Always maintain balance between opposite wings within 8,000 pounds. Failure to comply could result in damage to the airplane or equipment.

ak. Observe the fuel quantity gage of the applicable tank and note that the ow into the tank stops as the tank reaches the selected quantity. Close poppet valves.

NOTE

When the tanks are being lled to capacity, the tank oats will energize the level control valves when the capacity is reached and the fuel ow will stop.

al. Turn off refueling sources and place GRD REFUEL switches to OFF.

am. Ensure that poppet valves are closed. Disconnect the fuel nozzles from the SPR adapters.

an. Ensure SPR caps are correctly installed by visually inspecting the locking tab to ensure it is ush. Physically verify security by attempting to rotate cap counterclockwise.

ao. Disconnect the airplane and the refueling source grounding cables.

ap. Extend all outside ladder support legs. Extend each support leg until roller touches ground. Install lockpin or extend support leg one hole position to install lockpin.

When draining the aerial refueling manifold, the airplane should be in a slightly noseup attitude. If the airplane must be in a nosedown attitude, this procedure will not completely drain the manifold. Several gallons of fuel will remain in the manifold forward of the drain pump connection. If any couplings must be disconnected in the aerial refueling manifold after incomplete draining, precautions must be taken to catch residual fuel and/or prevent escape of fuel vapor due to the trapped fuel in the manifold. Failure to comply could result in serious injury to personnel or loss of airplane.

aq. If the aerial refuel valve was opened for any reason during refueling, place the LINE DRAIN switch to AIR REF for 10 minutes (or until pump unloads) to drain the aerial refueling manifold prior to ight.

ar. Place the left/right (depending on the side from which refuel/defuel was accomplished) GRD REFUEL switches to DRAIN for 6 to 8 minutes, or have a ground observer listen for an audible change in the sound of the pumps. Then place the GRD REFUEL switch/switches to OFF.

Open all ground switches which were closed at the start of this procedure. Then close all circuit breakers which were opened at the start of this procedure, except ensure that the fuel level control valve switches are left in REF and FILL, as applicable, and that the AUTO REF switch is in MAN. Failure to comply will reduce service life of the system components.

as. Return the ight engineer fuel management panel to the normal con guration and position INST GROUND switches as required.

at. Reset chocks against the wheels in accordance with Figure 2-16. Release parking brakes.

3-13

au. If electrical power is no longer needed, disconnect the electrical power source from the airplane in accordance with Chapter 1. If electrical power is still required, open the following circuit breakers (Figure 1-21):

• REFUEL MANIFOLD DRAIN RH on ight engineer circuit breaker panel No. 3

• REFUEL MANIFOLD DRAIN LH on ight engineer circuit breaker panel No. 4

av. Open access doors to the SPR manifold drain valves and the manual drain valves.

Place a suitable container under the manual drain valves to catch fuel. Bond metal containers to aircraft during the draining process. Failure to comply would spill fuel, which could result in an explosive condition.

aw. Manually position the SPR manifold drain valves override levers to the open position and open the manual drain valves to ensure that the SPR manifolds are drained.

ax. Manually close the SPR manifold drain valves and manual drain valves.

ay. Close the access doors and reset the circuits breakers opened in Step au.

3.2.6 Refueling for Normal Fuel Sequencing. When normal fuel sequencing is required, accomplish refueling in accor-dance with instructions contained in Paragraph 3.2.5 or Paragraph 3.2.7. Observe the applicable refueling precautions in this chapter. The fuel should be distributed as follows:

a. For fuel loads up to 98,326 pounds, evenly distribute fuel into the No. 1, 2, 3, and 4 main tanks.

b. For fuel loads between 98,326 and 223,466 pounds, load fuel as follows:

(1) Fill the No. 1, 2, 3, and 4 main tanks.

(2) Evenly distribute the remaining fuel into the No. 1, 2, 3, and 4 auxiliary tanks.

c. For fuel loads between 223,466 and 332,500 pounds, load fuel as follows:

(1) Fill the No. 1, 2, 3, and 4 main tanks.

(2) Fill the No. 1, 2, 3, and 4 auxiliary tanks.

(3) Evenly distribute the remaining fuel into the No. 1, 2, 3, and 4 extended range tanks.

3.2.7 Over-Wing Refueling. (See Figure 3-1 and Figure 3-3.) Personnel needed to refuel over the wing: one person on each wing to handle fuel line; one person on each maintenance stand to assist in handling fuel line; one person to operate each fueling source; and one person to supervise the operation. Voice communication will be maintained throughout the fueling operation. More people and fueling sources can be used to reduce the amount of time necessary to refuel the airplane.

NOTE

• This procedure is for fueling main tanks No. 1, No. 2, No. 3, and No. 4.

• If a discrepancy exists for loss of hydraulic uid from any hydraulic system and the leak has not been isolated, perform the procedure titled Loss of Hydraulic Fluid Inside Fuel Tanks in TO 1C-5M-2-3FI-1 before proceed-ing.

a. Observe the applicable refueling precautions in this chapter.

b. Ground the airplane and the airplane fueling source according to Figure 3-3.

3-14

Prior to connecting electrical power to the airplane, ensure that all ground disconnect switches listed in the procedure entitled Connecting External Electrical Power, contained in Chapter 1, are in the open (up) position.

Close only the ground switch or switches required for performing the following maintenance task. Prior to closing any one of the ground switches, open all circuit breakers controlled by that switch on which power is not required.

Failure to comply will reduce service life of the system components.

c. Connect external electrical power to the airplane in accordance with Chapter 1.

Ensure that a warning tag is not attached to affected circuit breakers. Failure to comply could result in serious injury to personnel.

d. Verify the following circuit breakers (Figure 1-21) are closed to energize the FSS:

(1) DC load center circuit breaker panel:

• ISOL DC BUS PWR - FEEDER - FSS

(2) Flight engineer circuit breaker panel No. 2:

• ISOLATED DC BUS - FIRE PROTECTION - FSS

• ISOLATED DC BUS - FIRE PROTECTION - NITROGEN INERTING

e. Pressurize No. 1 hydraulic system in accordance with Chapter 1.

f. Gain access to the cargo compartment crossover at FS 1441. (See Figure 3-4.)

g. Position the pressure limiter handles to LEFT PRESSURE LIMITER and RIGHT PRESSURE LIMITER, respectively.

Attach a warning tag to the handles.

h. On the ight engineer NITROGEN FIRE SUPPRESSION panel (Figure 3-5), press the FUEL TANK PRESSURE WARNING LEFT WING and RIGHT WING ISO CLOSED/VENT OPEN indicator light switches. Check that both ISO CLOSED and VENT OPEN lights come on and remain on. Attach warning tag to the panel.

i. On the FSS service panel located in the right MLG wheel well, place the FUEL TANK PRESSURE switch to LEFT WING then RIGHT WING. (See Figure 3-6.)

j. Observe the FUEL TANK PRESSURE gage on the service panel. When the gage indicates zero, the applicable wing fuel tanks are depressurized.

After verifying fuel tank pressure remains at zero for 1 minute, a fuel tank ller cap from a main tank must be removed within 5 minutes to prevent fuel tanks from becoming pressurized due to thermal expansion. Failure to comply could result in injury to personnel and damage to the airplane.

k. Observe FUEL TANK PRESSURE gage on the service panel for 1 minute to verify fuel tank pressure remains at zero.

l. Immediately remove a fuel tank ller cap from a main tank on the same wing being depressurized.

3-15

After closing the vent valve, observe FUEL TANK PRESSURE gage on the service panel for 5 minutes to verify fuel tank pressure remains at zero. Failure to comply could result in serious injury to personnel and damage to the airplane.

m. When the FUEL TANK PRESSURE gage indicates zero, press the appropriate FUEL TANK PRESSURE WARNING LEFT WING or RIGHT WING ISO CLOSED/VENT OPEN indicator light switch on the ight engineer NITROGEN FIRE SUPPRESSION panel to close the vent valve. Check that the switch indicator lights go off. Remove warning tag from the panel.

n. Place service panel POWER switch to ON, then press INDICATORS - RESET switch and check that SECONDARY CLIMB VALVE - CYCLED lights go off. Place POWER switch to OFF.

o. Depressurize No. 1 hydraulic system in accordance with Chapter 1.

p. Using the tank quantity indicating system at the ight engineer fuel management panel (Figure 3-1), calculate the amount of fuel needed.

Open all ground switches which were closed at the start of this procedure. Then close all circuit breakers which were opened at the start of this procedure, except ensure that the fuel level control valve switches are left in REF and FILL and that the AUTO REF switch is in MAN. Failure to comply will reduce the service life of the system components.

q. Return the ight engineer fuel management panel to normal con guration and open INST GROUND switches.

r. Turn off external electrical power and disconnect the power source from the airplane in accordance with Chapter 1.

Personnel working on wing upper surface must use personnel restraint kit to prevent injury due to falls.

s. Gain access to the top of the wing.

• Do not allow refueling hose or nozzle to come in contact with the wing leading edge while raising and lowering the hose and nozzle. Failure to comply could result in damage to the leading edge.

• All fuel…